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THE  AEROPLANE   JULY  2,  1919.  |||||||||||||||||||!|||||||||||||||||||||||||||||i||||H!||||i||||||||||||||||||||||||||||||||||||||ll^ 


SIXPENCE  WEEKLY. 


RcQtstered  at  the  G.P.O. 
0$  a  Newspaper. 


John  Dawsyur, 

and  Co.  (NEwcASTLE-oN--g^iE]»t  Ltd.  "HttP1 


A.  Newcastle-on-Tyne. 
"I  If*     Telephone—     CENTRAL,  NEWCASTLE  2604 
Telegrams— "DEPENDA'BLE, NEWCASTLE." 


Southampton  House, 
High  Holborn,  W.C.I. 

Telephone    HOLBORN  iSyfi. 


THE  AERO 


wp 
r  w 


ND 


IITED 


AUS1 
London : 

133.  Long  Acre.  W.C  2. 

Birmingham 

Crown  Wks,  Barford  Si. 


BEARDMORE  i££ 

Tin 

rANINE 

The  Original 

'^O^^C^                                 fion^ Poisonous 

BEffi  ADVERT.  INSIDE. 

VAKEFIELD  j 

was  used  byCapt.  J.  ALCOCK,  D.S.C.,  .g^W. 
1                 WINNER     OF     THE  ^SW^T 

L/^x     TRANS- ATLANTIC  P|AW 

Tk)  flight 

SB*    ADVRRT  INSTDie. 


CRYSTAL 
ARMOUR" 
For  GOGGLES, 
WINDSCREENS, 
PANELS,  Etc. 


TRIPLEX««  GLASS 

iiiiiiiiiiiiiiiiiiiiiiMtiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiitiiiiiiiniiiiiiiuiiMtiiiiiiMj 
.   .  .  ur>sp//n!te.rak/e.  ff.  . . 


SAFETY  GLASS 

•C?,  LT.°, 
I,  ALBEMARLE  ST, 
LONDON 

w.  f. ; 


Weldless  steel  tubes  for  aircraft  construction.        Tube  manipulation  and  presswork.  <  = 


.^IIIIIIIIIUIIIIIMIIIIillllllllllM 


The  Aeroplane 


July  2,  1919 


The  "All  British"  Pioneers 
of  the 

Aircraft  Propeller  Industry. 


Our  long  experience  ensures  effec- 
tive design. 

Our  record  as  the  largest  producers 
during  the  war,  was  won  through 
quality  of  manufacture. 

Your  enquiries  are  safe  with  us  from 
either  standpoint. 

Please  mention  Dept.  A. 


Lang  Propeller  Lid. 

I  MVeybridge  .  Surrey. 


c5e/egrrcLrns    Aeros  ticks.  Weybridsb. 


UK    AEROPLANE  "      WHEN    CORRESPONDING    WITH  ADVERTISERS. 


July  2,  1919 


The  Aeroplane 


i 


EMAILLITE 

NON-POISONOUS 

AEROPLANE  DOPE. 

THis  ORIGINAL   AND  STILL   THE  PREMIER. 


Trade  Mark. 

THE    BRITISH    EMAILLITE    CO.,  LTD., 
Contractors  to  the  Air  Hoard. 


Registered  Offices: 
It,  Regent  Street,  Piccadilly,  S.W.I. 

WlM— "lUdleypren,  Plccy,  London." 
"  fheae — 280  Gerrard 


5,  Hythe  Road,  Cumberland  Park, 
Willesden  Junction,  N.W.I 0. 

Telephone— Willesden  2346  &  2347. 


r 


Handley  Page 
Aeroplanes 

■  have  flown  from  ■ 

ENGLAND  to  INDIA 

LONDON  to  CONSTANTINOPLE 
ENGLAND  to  CENTRAL  AFRICA 

■  and  have  carried  ■ 

PILOT    and    40  PASSENGERS 

■  over  6,500  feet  high.  ■ 

The  whole  of  the  experience  of  the  Handley  Page  Company  is  at  the  disposal 
of  any  Government  or  Business  House  desirous  of  starting  a  service  for 
conveying  passengers  or  goods  by  Air. 


^HaL^dle^  Page) 


relej-r.-.:  "   Ltd  O^-V 

••  HTDROPH1D,  CRICKLE, 

London."         Aeroplane  Manufacturers  to  British  &  Other  Governments. 


HAMPSTEAD 
7300  10  lines). 


CRICKLEWOOD,  LONDON.  N.W.2. 


KINDLY    MENTION   "  THE   AEROPLANE  "    WHEN   CORRESPONDING   WITH  ADVERTISERS. 


2 


The  Aeroplane 


July  2,  1919 


The  Largest 
Aircraft  Enterprise 
in  the  World, 

Airco  machines  have  an  unsurpassed 
record  for  efficiency  during  the  War. 
The  unique  resources  of  the  Aircraft 
Manufacturing  Co. — which  with  its 
Associated  Companies  is  the  largest 
aircraft  enterprise  in  the  world — are  at 
the  disposal  of  any  responsible 
organisation  interested  in  the  develop- 
ment of  high-speed  aerial  transport. 

THE  AIRCRAFT 
MANUFACTURING  CO.,  Ltd. 

Chairman  (and  Founder,  1911)  G.  HOLT  THOMAS. 
Head  Office:  27.  BUCKINGHAM  GATE.  S.W.I.    Works  :  THE  HYDE.  HENDON,  N.W.9. 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


July  2,  1919 


The  Aeroplane 


3 


P'ARMST RONG  % 
SIDDELEY 

SIX-CYLINDER    CAR  \ 


W  determination  to  provide  the  public  with  a  lighter  and   extremely  fl| 

A  j     refined  motor  carriage  has  decided  us  to  concentrate  all  our  attention  at  ^ 

fm        If^lfoJ     Present  on  a  single  design— a  six-cylinder  motor  carriage  of  the  highest  ^ 

ml        E^Z^SeI     Srade,  possessing  all  necessary  power,   yet  moderate  in  first  cost   and  « 

M       "        ™Ll    running  expenses.  m 

*      C   This  will  be  known  as  "  THE  ARMSTRONG  SIDDELEY  CAR."  •  y 

C    It  contains  many  striking  features.   Among  them  a  highly  efficient  6-cylinder  engine  {A 

— with  overhead  valves  and  embodying  the  use  of  aluminium — based  on  the  experience  mi 

of  the  successful  Siddeley  aircraft  engines.    This  engine — 3^  in.  bore  and  5J  in.  stroke,  B 

R.A.C.  Rating  29.5— will  have  a  wide  range  of  speed.  « 

C,    Other  leading  points  to  be  noted  are  : —  •  ^ 


New  design  of  frame.  The  Siddeley  cantilever  type  springing. 

New  design  of  radiator  and  bonnet.  All  brakes  on  rear  wheels. 

Improved  front  axle  and  steering.  New  type  disc  wheels.     Big  tyres. 

Spiral  bevel  rear  axle  drive.  Electric  starting  and  lighting,  and 

GREAT  REDUCTION  IN  WEIGHT. 

<L  Our  aim  throughout  has  been  to  achieve  lightness  and  simplicity  with  a  view  to  a 
substantial  reduction  in  first  cost  and  in  running  expenses.  Deliveries  will  begin 
after  August,  1919. 

^  PRICE    OF    CHASSIS,    EQUIPPED  WITH 

4k  Electric  Lighting  and  Starting  Set,  Five  Lamps, 

m  Four  Tyres,  Stepboards,  All  Wirigs  and  Dashboard 

I  £660 

I Write  for  brochure  '•'■Three  ^Announcements." 
The    SIDDELEY-DEASY    MOTOR    CAR    CO.,   Ltd.,  COVENTRY 
y 

i 

\  tfou  cannot  buy  a  fetter  Car 


CONTRACTORS  TO  H.M.  AIR  MINISTRY. 
(The  Motor  Car  Dept.  of  Sir  W.  G.  Armstrong  Whitwonh  &  Company,  Limited). 
SERVICE    DEPARTMENTS    AT   LONDON    AND  MANCHESTER. 


Illillll 


KINDLY    MENTION    "  THE    AEROPLANE  "     WHEN   CORRESPONDING   WITH  ADVERTISERS. 


4 


The  Aeroplane 


July  2,  1919 


KINDLY    MENTION    "  THE   AEROPLANE  »   WHEN    CORRESPONDING   WITH  ADVERTISERS. 


July  2, 

1919. 


theAER0Plane 


VOL.  XVII. 
No.  1. 


The  Editorial  and  Advertising  Offices  of  "  The  Aeroplane  ' 
Telegraphic  Address:  "Aileron,  London." 


are  at  166,  Piccadilly,  Loud  n.  W.l. 
Telephone:  Mayfair,  5407. 


Accounts,  and  all  correspondence  relating  thereto,  should  be  sent  to  the  Beaistered 
Offices  of  The   Aeroplane    and    General    Publishing  Co.,   Ltd.,  Union   Bank  Chambers 

61,  Carey  Street,  London,  W.C.2 
Subscription  Rates,  post  free :    Home.  3  months,  7s.  6d.;    6  months,  15s.;    12  months,  30s. 
Foreign,  3  months,  8s.  9d. ;    6  months,  17s.  6d. ;  12  months,  35s.  Canada.  ..  Year.  $8. 

U.S.A.,  1  Year,  S8.50c.  * 


ON  PEACE. 


For  nearly  five  years  our  Press  and  our  politicians 
have  been  proclaiming  to  the  world  at  large  and  to 
the  people  of  this  country  in  particular  that  the  signa- 
ture of  any  German  on  a  scrap  of  paper  is  worthless. 

On  Saturday,  June  28th,  the  representatives  of  the 
German  people  signed  a  scrap  of  paper,  and  forthwith 
threw  the  Allied  Nations  and  the  United  States  into 
paroxysms  of  joy — if  the  newspapers  of  the  world  are 
to  be  believed. 

One  is  not  and  never  has  been  a  believer  in  Univer- 
sal Peace,  whether  produced  by  treaty,  or  by  an  up- 
setting of  the  balance  of  power  by  a  League  of  Nations, 
Qr  by  the  regeneration  of  the  human  race.  Nor  is  one 
a  believer  in  peace  between  temporary  Allies  any  more 
than  eternal  enmity  between  temporary  enemies. 

We  are  but  little  nearer,  in  the  passing  of  eternity, 
to  permanent  or  universal  peace  now  than  we  were  in 
1914,  or  in  1814,  or  in  1014,  or  in  the  year  14  B.C. 

The  soundest  policy  as  a  preservative  of  peace"is  to 
obey  the  motto  "In  time  of  peace  prepare  for  war." 
Only  by  readiness  for  war  can  peace  be  maintained. 

In  the  recent  war  we  saw  the  beginning  of  aerial 
warfare  and  realised  a  little  the  value  of  Air  Power. 
In  the  next  war  we  shall  see  aerial  warfare  properly  de- 
veloped, :  nd  aircraft  put  to  their  logical  uses. 


This  nation  and  this  Empire  is  more  vulnerable  to 
attack  by  aircraft  than  by  any  other  weapon,  it  is 
better  fitted  to  use  aircraft  as  a  weapon  of  offence  than 
any  other  weapon,  and  it  must  rely  more  than  any 
other  nation  in  future  wars  on  the  efficiency  of  its 
anti-aircraft  defences. 

Thus  it  behoves  us  as  a  people  to  prepare  forthwith 
to  set  up  such  an  Air  Force  and  such  a  system  of  de- 
fence against  aircraft  as  will  insure  us  for  all  time 
against  invasion,  and  against  interference  in  our  com- 
munications with  the  British  Dominions  Overseas,  and 
such  as  will  enable  us  to  strike  at  once  by  way  of  the 
air  against  any  nation  which  has  the  presumption  to 
disturb  our  peace. 

Our  politicians  will  hamper  the  setting  up  of  such 
an  Air  Force,  and  the  people  will  not  heed  the  lesson 
of  this  war.  For  this  reason  those  who  have  eyes  to 
see  and  minds  to  understand  have  upon  them  hence- 
forth the  buiden  of  working  for  a  big  Air  Force  as 
those  of  an  earlier  generation  had  the  task  of  work- 
ing for  a  big  Navy. 

Let  us,  therefore,  to  whom  aircraft  and  all  that  the 
word  implies  are  the  first  of  our  interests,  dedicate 
ourselves  to  the  task  of  maintaining  the  Air  Power  of 
this  Kingdom. — C.  G.  G. 


ON  A  TERRITORIAL  AIR  FORCE. 


Speaking  at  the  Independent  Force,  R.A.F.,  dinner 
recently  General  Trenchard  stated  that  a  Territorial  Force 
scheme  for  the  R.A.F.  is  under  consideration.  He  gave 
n_o  indication  whatever  of  the  lines  on  which  the  scheme 
is  to  be  worked,  but  the  natural  assumption  is  that  it 
will  be  more  or  less  based  on  the  Territorial  Force  scheme 
of  the  Army  as  organised  by  the  Viscount  Haldane. 

Whatever  may  be  the  popular  opinion  of  Ford  Haldane, 
as  gathered  from  the  common  news-sheets,  the.  indisput- 
able fact  remains  that  his  Territorial  scheme  was  remark- 
ably good,  and  that  it  played  a  very  important  part  in 
such  success  as  the  British  Army  achieved  in  this  war. 
Lord  Haldane  is  recognised  by  experienced  officers 
of  the  General  Staff  as  one  of  the  best  War  Ministers 
whom  this  country  has  had  for  several  generations.  It 
i-;  true  that  he"  was  weak  in  his  faith  in  aviation  and  that 
the  R.F.C.  owed  him  no  thanks  for  anything-,  but  it  is 
none  the  less  a  fact  that  he  did  much  for  the  British 
Army,  and  that  it  was  largely  due  to  him  that  the  little 
British  Expeditionary  Force  at  the  beginning  of  the  war 
was  the  most  efficient  army  in  the  world. 

The  Chief  Problem. 
"  Ford  Haldane's  task  before  the  war  was  very  similar 
to  that  which  confronts  Sir  Hugh  Trenchard .  after  the 
war.  When  one  regards  the  situations  side  by  side  one 
finds  that  in  each  case  there  is  the  primary  obstacle  of  a 
Government  whose  first  consideration  is  to  maintain 
itself  in  office  by  pandering  to  the  mob.  The  people 
must  be  placated  by  the  old  bribes  of  panem  et  circenses. 


They  must  have  cheap  food  and  cheap  amusements  (one 
can  hardly  call  the  entertainment  tax  a  hindrance).  There 
is  very  little  money  to  spare  for  the  defence  of  the 
country.  With  the  exception  of  a  few  intelligent  people, 
the  population  of  the  country  believes  that  it  is  in  for  a 
prolonged  period  of  the  deepest  peace. 

There  is,  then,  the  choice  between  a  very  small  per- 
manent force  of  the  very  highest  efficiency,  plus  as  large 
a  volunteer  force  as  can  be  raised,  and  a  badly-paid, 
badly-equipped  professional  force  of  larger  size,  without 
any  volunteer  backing.  The  problem  to  be  faced  is 
simply  how  to  spend  to  the  best  advantage  the  small 
amount  of  money  which  can  be  extracted  from  a  Govern- 
ment which  is  much  more  concerned  about  its  own  imme- 
diate present  than  about  the  future  of  the  Empire. 

Ford  Haldane  chose  to  spend  the  bulk  of  his  money  on 
building  the  B.E.F.,  and  his  policy  was  wholly  justified 
in  the  first  six  weeks  of  the  war.  His  Territorial  scheme 
was  equally  well  justified  in  the  next  six  months,  when 
the  semi-trained  Territorial  battalions  were  pitchforked 
into  the  line  to  hold  up  the  German  advance  until  the 
first  of  the  Kitchener  Annies  began  to  arrive. 

The  End  of  the  Parallel. 
But  when  one  comes  to  consider  the  relative  difficulties 
of  the  two  tasks  of  raising  a.  Territorial  Army  and  of 
raising  a  Territorial  Air  Force — given  equal  official  sup- 
port and  equally  good  staff  work  in  each  case — the 
parallel  ends  abruptly.  In  fact  there  can  be  no  com- 
parison. 


6 


The  Aeroplane 


July  2,  19 19 


Consider,  for  example,  what  inducement  can  be  offered 
to  join  a  Territorial  infantry  battalion.  A  man  must  join 
from  one  of  three  motives.  Either  he  must  be  a  whole- 
souled  patriot  who  thinks  it  his  duty  to  learn  to  defend 
his  country — in  which  case  he  is  qualified  for  a  place  in 
a  museum.  Or  he  likes  soldiering  for  soldiering's  sake, 
but  cannot  afford  to  be  a  professional  soldier — which 
probably  accounts  for  the  bulk  of  the  Territorial  Force. 
Or  he  likes  the  idea  of  swanking  around  in  a  uniform  on 
occasion — which  also  accounted  for  a  large  number  of 
"Terriers"  before  the  war. 

All  he  gets  for  his  trouble  is  a  holiday  in  the  country 
for  a  week  or  so  once  a  year — and  generally  a  very  wet 
and  uncomfortable  holiday.  For  it  he  has  to  sacrifice  his 
spare  time  on  four  or  five  days  every  month.  He  has 
to  tramp  down  to  an  ugly  drill-hall,  generally  in  a  slum. 
And  he  has  to  do  uninteresting  drills  and  marches  which 
seem  to  lead  nowhere  in  particular  and  back  . again. 
After  which  his  friends  and  acquaintances  jeer  at  him 
for  "playing  at  soldiers." 

Air  Force  Inducements. 
Consider,  as  against  all  that,  the  inducements  which 
can  be  held  out  by  the  Air  Ministry  to  persuade  people 
to  join  a  Territorial  Air  Force,  if  it  is  run  on  the  right 
lines. 

In  the  first  place,  pilots  who  have  left  the  R.A.F.  and 
who  cannot  afford  to  fly  at  their  own  expense  can  go  on 
flying  at  intervals  for  years.  Not  only  will  they  keep 
iu  training,  but  they  will  keep  in  touch  with  the  latest 
aeronautical  developments. 

One  knows  for  certain  that  this  inducement  alone 
would  bring  dozens  of  present  pilots  into  the  Territorial 
Air  Force,  and  probably  it  would  bring  thousands  into 
it,  if  there  were  room  for  them.  Also  in  years  to  come  it 
would  induce  many  thousands  of  youngsters  to  join, 
because  every  boy  at  school  to-day  wants  to  fly,  just  as 
the  previous  generation  wanted  to  drive  a  motor-car  and 
as  the  older  generation  wanted  to  drive  a  railway-engine 
or  even  a  traction-engine. 

That  craving  to  be  an  engine-driver  is  one  of  the  uni- 
versal  desires  of  3'outh  which  continues  from  generation 
to  generation  and  survives  into  the  old  age  of  the  indi- 
vidual. And  it  can  be  made  a  very  valuable  national 
'  asset  if  it  is  handled  the  right  way. 

Territorial  or  Temporary. 
Furthermore,  many  an  ex-pilot  of  the  R.A.'F.,  and 
many  an  observer,  for  that  matter,  would  rather  join  a 
Territorial  Air  Force  than  take  a  Temporary  Commis- 
sion in  the  R.A.F.  As  Captain  Barron  has  pointed  out 
in  his  article  on  the  reorganisation  of  the  R.A.F.,  the 
Temporary  Commission  scheme  may  only  appeal  to  a 
very  limited  number  of  people,  because  many  will  re- 
gard it  as  a  "dead-end  occupation."  A  Territorial  Air 
Force  does  at  any  rate  afford  present-day  pilots  and 
observers  a  chance  of  keeping-  in  the  closest  touch  with 
their  old  Service  and  of  keeping  thoroughly  up-to-date 
iu  aeronautical  affairs  while  continuing  to  make  a  decent 
living  at  their  normal  professions. 

Inducements  to  Airmen. 

Apart  from  officers  and  airmen-pilots,  a  Territorial  Air 
Force  offers  strong  inducements  to  ex-airmen  of  the 
R.A.F.  and  to  ordinary  mechanics  all  over  the  country, 
as  well  as  to  youths  of  the  higher  social  classes  who  can- 
not hope  to  fly  owing  to  physical  defects. 

One  of  the  greatest  harms  done  to  this  country  in  the 
early  days  of  the  war  was  the  calling-up  of  skilled 
mechanics  who  were  Territorial  soldiers.  They  went 
into  the  line  as  infantry  and  were  killed  in  hundreds. 
Many  thousands  more  joined  the  Kitchener  Armies  as 
privates  and  were  likewise  killed,  or  maimed  so  as  to  be 
unfit  for  work. 


Now,  if  all  the  former  air-mechanics  of  the  R.A.F., 
and  a  number  of  other  skilled  mechanics  from  engineer- 
ing works,  garages,  and  so  forth,  all  over  the  country, 
could  be  induced  to  join  a  Territorial  Air  Force,  not 
only  would  the  R.A.F.  be  thoroughly  adequately  manned 
in  time  of  war,  but  these  particularly  valuable  men  would 
be  saved  for  the  reconstruction  of  industry  after  the  war. 
One  believes  firmly  that  if  all  those  thousands  of  gallant 
and  patriotic  mechanics  and  engineers  who  were  killed 
during  the  first  year  of  the  war  were  still  aliye,  the  out- 
look for  British  Industry  would  be  far  brighter  than  it 
is  to-day,  for  they  would  stand  none  of  the  Bolshevist 
nonsense  and  treason  which  is  talked  in  our  factories  by 
the  trench-dodging  scum  who,  unhappily,  form  so  large 
a  proportion  of  our  surviving  industrial  population. 

An  additional  inducement  to  mechanics  and  -  engineers 
to  join  a  Territorial  Air  Force  is  the  fact  that  they  would 
thus  learn  a  great  deal  about  the  construction  of  aircraft 
and  aero-engines,  or — in  the  case  of  those  who  have  al- 
ready worked  on  aircraft — would  keep  their  knowledge 
up  to  date,  and  so  would  be  ready  to  take  important  jobs 
in  the  Aircraft  Industry  when  the  great  boom  in  Civil 
Aviation  arrives,  as  it  will  do  some  day — though  none  can 
say  whether  it  will  be  in  two,  five,  fifteen,  or  twenty-five 
years'  time. 

Inducements  to  Youths. 

Similarly,  3rouugsters  now  at  school  would  find  it 
worth  their  while  to  join  as  airmen,  because,  in  case  of 
war,  they  would  automatically  drop  into  their  places  in 
the  mobilised  R.A.F.  Those  who  were  fitted  for  the  job 
would  certainly  be  promoted  at  once  to  be  technical  offi- 
cers, if  they  were  unfit  to  become  pilots.  Many  would 
be  taught  to  fly.  All  the  rest  would  be  kept  at  a  job  at 
which  they  were  already  more  or  less  proficient. 

Au  attempt  is  being  made  already  in  a  very  small  way 
— as  already  noted  in  this  paper — to  induce  youngsters 
between  14  and  20  years  of  age  to  join  a  branch  of  a 
London  Territorial  Battalion  and  learn  something  of  aero- 
nautical engineering  as  taught  by  ex-R.A.F.  officers. 
This  is  a  step  in  the  right  direction — or  perhaps  one 
should  rather  describe  it  as  an  attempt  at  toddling  in  the 
right  direction — but,  obviously,  although  it  has  had  thei 
official  blessing  of  General  Tienehard,  it  is  wrong  in 
principle,  as  the  steps  of  toddlers  generally  are. 

In  the  first  place,  if  the  R.A.F.  is  to  be  the  R.A.F. 
and  is  not  to  be  a  part  of  the  Army,  it  is  quite  wrong 
that  aeronautics  should  be  taught  under  the  auspices  of 
a  T.F.  Battalion  of  the  Army.  Iirthe  second  place,  any 
instruction  of  this  sort,  if  it  is  to  be  given  at  all,  should 
be  given  at  an  R.A.F.  station  of  some  sort — for  pre- 
ference in  an  aeroplance  shed  at  an  aerodrome  among 
actual  aeroplanes.  There  are  plenty  to  spare  at  Hendon 
and  Houuslow  and  elsewhere.  Or  the  classes  might  be 
held  at  the  Agricultural  Hall  or  one  of  the  other  numerous 
R.A.F.  stores  in  London  itself.  However,  doubtless  this 
small  matter  will  be  put  right  when  a  proper  cut-and- 
dried  Territorial  Scheme  is  laid  down  by  the  Air  Minis- 
try. ;  :  fl  \  >}r":{'':.  '■ .     ■  •,  ^}Jm^ 

An  Ancient  Idea. 

.So  far  one  has  merely  indicated  roughly  how  much 
easier  it  will  be  to  induce  people  to  join  a  Territorial  Air 
Force  than  it  can  be  to  get  recruits  for  the  Territorial 
Army.  There  are  many  other  inducements,  but  one  has 
neither  the  time  nor  the  space  in  which  to  set  them  forth. 
They  may  be  left  to  the  recruiting  offices  of  the  R.A.F. 
(T.F.)  whenever  the}'  may  be  established. 

Actually  the  idea  of  a  Territorial  Air  Force  is  far  from 
new.  In  April  and  May  of  1914  Mr.  W.  E.  de  B.  Whit- 
taker,  now  Major,  General  Staff,  wrote  a  series  of  articles 
in  this  paper  on  "  A  Reserve  for  the  Royal  Flying 
Corps  "  and  on  "  Local  Training,"  setting  forth  with  his 
customary  lucidity  and  peculiar  humour  the  difficulties 


July  2,  igig 


The  Aeroplane 


and  also  the  great  possibilities  of  a  Territorial  scheme 
for  the  R.F.C.  As  he  rightly  argued,  in  those  days 
pilots  were  so  few  and  far  between  that  there  was  little 
possibilty  of  raising  the  personnel  of  a  squadron  in  any 
one  town,  or  of  establishing  an  aerodrome,  or  of  raising 
the'money  to  buy  machines — despite  the  sporting  offer  of 
the  city  of  Liverpool  to  raise  and  equip  a  volunteer 
squadron. 

Many  points  in  his  article  published  on  May  7th,  1914, 
might  well  be  of  value  to-day  to  those  who  may  be  con- 
cerned with  drafting  the  new  Territorial  scheme.  And 
as  to  the  general  effect  of  a  Territorial  Air  Force  the  end 
of  the  said  article  may  well  speak  for  itself  :  — 

"  This  spreading  of  aviation  (Territorial)  into  the  most 
curious  nooks  of  the  Kingdom,  to  places  where  business 
is  the  only  god,  would  do  much  to  popularise  aviation 
among  the  people.  Familiarity  with  ftying  would  teach 
the  populace  many  lessons  both  as  to  the  safety  of  aero- 
planes and  the  instability  of  aviators.  When  a  man  does 
not  understand  a  thing  he  invariably  dislikes  it. 

"  It  (Territorial  aviation)  might  have  some  strange 
effect  on  patriotic  feeling.  To  see  a  part  of  the  country's 
defences  flying  over  one's  back  garden  is  a  noble  sight 
calculated  to  rouse  the  finest  instincts  in  man.  So  long 
as  the  local  aviator  preserved  a  judicious  attitude  as  to 
miscellaneous  landings,  there  is  no  reason  why  he  should 
not  become  as  popular  as  the  local  mayor  when  he  wears 
his  triumphal  collar." 

Value  for  Money. 
To-day  the  position  is  very  different  in  many  ways, 
and  a  Territorial  Air  Force  would  give  the  Nation  very 
much  better  value  for  its  money  than  it  could  do  in  the 
days  in  which  Mr,  Whittaker  introduced  the  Territorial 
idea. 

We  have  now  enough  trained  pilots  and  mechanics  in 
any  really  big  town  to  supply  the  whole  personnel  of  a 
squadron,  and  some  cities  could  raise  a  couple  of 
squadrons.     This  trained  personnel  could  easily  train 


new  people  as  they  might  come  along  in  the  future. 
We  have  aerodromes  to  spare  all  over  the  country,  with 
huts  and  sheds  for  more  squadrons  than  any  Territorial 
scheme  is  likely  to  raise.  Also  we  have  machines, 
literally  as  well  as  figuratively,  to  burn — if  certain 
"  Questions  in  the  House  "  may  be  taken  as  reasonably 
accurate  statements.  The  country  would  get  better  value 
out  of  those  machines  by  handing  them  over  to  volunteer 
squadrons  than  ever  it  is  likely  to  get  by  "reduction 
to  produce  "  for  the  sake  of  giving  employment  to  un- 
skilled labour  and  officials  of  the  Salvage  Department. 

The  Finance  Question. 

Thus  one  sees  that  a  vast  Territorial  Air  Force  can  be 
raised  and  equipped  practically  without  asking  the 
Treasury  for  a  penny,  merely  by  using  materiel  which 
already  exists,  and  for  which  the  Treasury  has  already 
paid,  or  for  which  it  will  have  to  pay  sooner  or  later. 

The  personnel  will  cost  nothing,  except  for  uniforms — 
of  which  there  is  probably  an  excess  as  great  as  the 
excess  of  machines  and  engines.  Only  when  called  out 
for  manoeuvres  will  there  be  any  pay  and  maintenance 
to  consider,  for  all  the  other  work  of  the  squadrons  will 
be  done  locally,  in  the  spare  time  of  the  personnel. 

So  far  as  one  can  see,  the  only  regular  and  constant 
expenditure  would  be  on  petrol  and  oil,  and  this,  though 
representing  perhaps  a  fairly  large  sum  in  the  year, 
would  actually  be  very  small  in  proportion  to  the  value 
received,  and  should  be  regarded  as  a  National  Insurance 
premium  against  future  aerial  invasion.  Also,  per- 
haps some  of  the  Petrol  Profiteers  might  help  with  gifts 
of  fuel. 

The  Air  Ministry's  Choice. 

To  put  the  position  briefly,  the  Air  Ministry  has  the 
choice  of  two  distinct  policies.  Given  that  it  will  have  a 
limited  grant  from  the  Treasury,  that  sum  can  be  spent 
in  either  of  two  ways  : — ■ 

(A)  It  can  all  be  spent  on  a  Regular  Air  Force — con- 
sisting of  officers  with  permanent,  temporary,  and  special 


HYDE  PARK  CORNER.— Photographed  on  Alexandra  Rose  Day  from  the  red-nosed  Handley  Page  bouquetdroppei. 


8 


The  Aeroplane 


July  2,  1919 


reserve  commissions,  and  airmen  under  a  permanent 
engagement,  plus  a  liability  to  service  in  the  reserve. 

(B)  It  can  have  a  much  smaller  Regular  Air  Force, 
with  a  very  large  Territorial  Air  Force  attached. 

In  the  first  case  most  of  its  Vote  will  be  spent  in  pay 
and  allowances,  and  there  will  be  little  left  for  materiel. 
Which  means  that  when  war  breaks  out  again  it  will 
find  itself  precisely  where  it  was  when  this  war  began 
—namely,  with  a  small  but  highly  efficient  force,  but 
without  aeroplanes  or  engines,  without  an  Aircraft  Indus- 
try capable  of  supplying  its  war  needs,  without  a  large' 
trained  personnel,  and  without  means  of  sudden  expan- 
sion. 

In  the  second  case  it  will  be  able  to  spend  most  of  its 
money  on  materiel,  because  it  will  be  able  to  get  its 
personnel  for  nothing  or  next  to  nothing.  Thus  in  case 
of  war  it  would  have  a  fairly  healthy  Aircraft  Industry 
capable  of  expanding  its  output  rapidly  to  equip  the 
Territorial  squadrons  with  the  latest  machines  and 
engines. 

It  must  be  one  or  the  other.  The  money  may  be  spent 
mostly  on  men,  or  mostby  on  machines.  It  is  certain 
that  no  post-bellum  Government  will  dare  to  provide 
enough  money  to  maintain  a  Regular  Air  Force  adequate 
to  our  needs.  Therefore  it  seems  fairly  self-evident  that 
the  only  hope  of  maintaining  our  position  as  the  leading 
Power  in  the  air  is  to  spend  as  much  as  possible  on 
equipment  and  as  little  as  possible  on  personnel. 
Permanent  Pay. 

At  the  same  time  it  is  essential  that  those  people  who 


are  paid  by  the  Air  Ministry — namely,  the  Regular  offi- 
cers and  airmen — should  be  very  highly-paid  specialists, 
for  on  them  will  depend  the  degree  of  excellence  and 
efficiency  attained  by  the  personnel  of  the  Territorial  Air 
Force. 

General  Trenchard  has  stated  definitely  that  officers 
of  the  R.A.F.  will  be  able  to  live,  and  live  well,  on  their 
pay,  so  there  need  be  no  anxiety  on  that  score.  It  will 
be  far  better  to  pay  a  small  number  of  highly  efficient 
people  really  well,  and  to  have  a  large  number  of  volun- 
teers who  will  be  paid  nothing  at  all,  than  to  have  a 
medium  number  of  pjpple  all  badly  paid,  all  without 
enthusiasm  for  their  work,  and  all  "as  inefficient  at  their 
jobs  as  was  the  average  Technical  Expert  during  the 
war. 

Inducements  to  the  Authorities. 
Thus  one  sees  that  just  as  there  is  every  inducement 
for  the  man  who  is  keen  on  aviation  to  join  the  R.A.F. 
(T.F.),  so  there  is  every  inducement  for  the  Authorities, 
whether  at  the  Air  Ministry  or  in  the  Cabinet,  to  form 
an  R.A-F.  (T.F.).  Correspondence,  some  of  which  has 
been  published  in  this  paper,  shows  how  keen  many . 
people,  both  those  formerly  in  the  R.A.F.  and  others,  are 
to  join  a  Territorial  Air  Force.  It  is  a  newspaper  axiom 
that  for  one  person  who  writes  a  letter  to  a  paper  on  a 
given  subject  there  are  100  who  intended  to  do  so,  or 
would  like  to  do  so,  but  don't.  One  only  hopes  that  the 
Authorities  are  as  keen  on  forming  it,  and  that  they 
will  set  forth  their  scheme,  whatever  it  may  be,  before 
people  have  become  bored  waiting  for  it. — C.  G.  G. 


ON  THE  REORGANISATION  OF  THE  R.A.F. 


It  has  always  been  the  custom  in  this  paper  to  give  all 
sides  of  every  question  a  fair  hearing,  no  matter  how 
much  the  other  sides  might  disagree  with  the  editor's 
personal  opinions.  If,  on  occasion,  the  editorial  opinion 
has  predominated,  it  has  only  been  because  the  opposi- 
tion has  not  had  the  pluck  or  the  ability  to  voice  its  argu- 
ments in  print,  or,  one  admits  it  freely,  because  the 
opposition  has  not  thought  it  worth  while.  The  history 
of  aeronautics,  especially  of  Service  aeronautics,  in  the 
past  six  or  seven  years  has  proved  the  folly  of  the  last- 
mentioned  course  of  inaction,  for  unfortunately,  from  the 
opposition  point  of  view,  it  has  always  been  shown  in 
the  end  that  this  paper  has  been  right.  Not  that  one 
takes  any  personal  credit  for  the  fact,  for  the  fairly  con- 
sistent Tightness  of  The  Aeroplane  has  simply  been  due 
to  backing  the  opinions  of  the  right  people. 

Because  of  this  principle  of  giving  all  sides  a  fair  hear- 
ing one  has  given  full  publicity  to  the  letter  of  one 
"  Audax  "  last  week,  and  to  a  more  elaborate  argument 
in  the  form  of  an  article  by  Captain  Barron  this  week. 
Both  these  officers  disagree  with,  or  at  any  rate  mistrust, 
the  scheme  for  the  reorganisation  of  the  R.A.F.  as  dis- 
closed in  outline  by  the  Chief  of  the  Air  Staff  recently. 

One's  personal  opinion  is  that  the  scheme  will  work 
out  quite  well  in  practice,  though  possibly  modifications 
may  be  necessary  in  detail  in  the  light  of  experience 
during  the  next  few  years.  Moreover,  it  must  be  remem- 
bered that  all  we  know  at  the  moment  is  simply  the  out- 
line, or  perhaps  one  should  say  the  skeleton,  of  the 
scheme.  One  could  scarcely  judge  the  beauty  of  Cleo- 
patra or  the  strength  of  Milo  of  Crotona  or  the  genius 
of  Caesar  from  a  casual  glance  at  their  skeletons  in  a 
museum. 

Those  who  have  served  under  Sir  Hugh  Trenchard 
know  his  genius  for  handling  the  personnel  of  a  fighting 
force,  and  those  who  have  not  had  that  privilege,  but 
have  merely  watched  the  work  of  the  R.F.C.  under  his 
guidance,  have  the  fullest  confidence  in  his  ability  to 
make  good  under  difficult  circumstances.  Therefore  there 
seems  no  reason  to  doubt  the  ultimate  success  of  the 


R.A.F.  scheme,  so  long  as  General  Trenchard  is  allowed 
to  work  it  out  in  his  own  way.  One  believes  that  the 
Secretary  of  State  for  Air,  Mr.  Winston  Churchill,  has 
that  same  faith  in  General  Trenchard  as  have  those  who 
have  served  with  him,  and  Mr.  Churchill's  own  brilliant 
brain  is  certain  to  contribute  ideas  of  great  value  to  the 
scheme  as  it  develops  in  practice. 

It  is  an  axiom  that  the  ideal  form  of  government  is  a 
benevolent  despotism,  and  of  all  the  King's  Services 
the  Royal  Air  Force  more  than  any  other  has  need  of  a 
benevolent  despot  to  set  it  in  order.  The  re-organisation 
of  the  R.A.F.  is  essentially  a  one-man  business.  When 
it  has  developed  into  a  going  concern,  then  perhaps  it 
may  be  able  to  carry  on  with  a  Committee  or  a  Board  of 
Directors,  or  a  Soviet,  or  something  equally  comic  which 
the  passing  of  time  and  the  demands  of  the  period  may 
call  into  being.  Meantime  one  is  prepared  to  back  the 
present  scheme,  of  which,  as  already  mentioned,  we  only 
know  the  skeleton. 

The  Beind-Aliey  Scare. 

Captain  Barron  seems  unintentionally  to  have  given 
the  answer  to  all  critics  of  the  scheme  when  he  says  that, 
like  Wagner's  music,  it  must  be  better  than  it  sounds. 
If  the  scheme  is  as  much  better  than  all  other  schemes 
as  Wagner's  music  is  better  than  all  other  music,  it  will 
be  far  better  than  the  R.A.F.  deserves.  If  it  is  as  the 
"  Kaisermarch  "  is  to  "Pomp  and  Circumstance,"  or  as 
"Parsifal"  is  to  "  Gerontius,"  then  the  R.A.F.  will  be 
the  finest  thing  of  its  kind  in  the  world — as  it  is  now, 
for  that  matter,  despite  all  its  faults.  Those  who  curse 
the  R.A.F.  and  all  its  works  ought  to  hear  a  few  of  the 
things  that  the  people  in  the  French  and  Italian  and 
American  flying  services  say  about  their  own  shows. 

The  thing  that  seems  most  to  scare  people  about  the 
new  scheme  is  the  notion  that  temporaiy  commissions  in 
the  R.A.F.  are  simply  a  blind-alley  occupation.  So  is 
any  other  occupation,  as  a  matter  of  fact,  if  it  does  not 
happen  to  be  the  particular  occupation  for  which  the 
individual  is  best  fitted.    A  man  may  study  for  the  Bar, 


July  2,  1919 


The  Aeroplane 


9 


CIVIL  FLYING 


WITH 


THE  SOPWITH  "GNU"  3-SEATER 


COMFORT  AND  ECONOMY 


The  Sopwith  "  GNU  "  is  a  Touring 
and  Business  Aeroplane  of  high  per- 
formance. Passengers  and  luggage  are 
accommodated  in  a  covered-in  cabin. 

Pilot  is  in  the  open  and  well  protected. 
Full  details  of  performance,  and  appoint- 
ments for  demonstration 

on  application  to 

The  Premier  Designer-Constructors, 


The  Sopwith  Aviation  &  Engineering  Co., 


Registered  Offices  and  Works  : 

KINGSTON-ON-THAMES 

Telephone:  Kingston  1988  (8  lines), 


LTD. 

London  Offices  : 

65,  SOUTH  MOLTON  ST. 

Telephone:  Ma-yfalr  4215  &  4216.      yflj  | 


Paris  Office: — 21,  RUE    DU   MONT   THABOR.  Telephone  -Central  80.44. 

Australian    Office  :      18,     QURNER    STREET,    ST.     K1LDA.  MELBOURNE. 

 l 


KINDLY    MENTION    "  THE    AEROPLANE  "      WHEN    CORRESPONDING    WITH  ADVERTISERS. 


10 


1  he  Aeroplane 


July  2,  1919 


and  never  get  any  further  than  the  long  one  at  the  Troca- 
dero.  Or  he  may  be  articled  as  a  chartered  accountant 
and  yet  never  be  of  any  account  whatever.  Or  he  may 
be  articled  as  a  solicitor  and  end  by  soliciting  alms.  Or 
he  may  walk  the  hospitals  with  intent  to  become  a  doctor, 
and  end  by  walking  the  streets  full  of  dope.  A  man  can 
only  succeed  in  a  job  for  which  he  is  fitted  by  constitu- 
tion. Education  alone  can  never  make  him  a  success. 
The  prizes  in  any  competition  are  very  few  in  proportion 
to  the  competitors,  and  the  majority  of  the  population 
of  any  country  are  the  "also  rans." 

Temporary  or  Permanent. 

Similarly  a  man's  success  as  an  R.A.F.  officer  will 
depend  on  his  fitness  for  success  and  not  on  whether  he 
starts  with  a  permanent  or  a  temporary  commission. 
General  Trenchard  stated  quite  plainly  that  each  year  a 
certain  number  of  temporary  officers  will  be  given  per- 
manent commissions.  And,  though  he  did  not  say  so,  it 
must  be  evident  in  the  nature  of  things  that  every  year 
a  certain  number  of  officers  with  permanent  commissions 
will  resig'n,  or  will  be  compelled  to  resign  under  pressure 
by  their  brother  officers,  or  will  be  invalided  out,  or  will 
be  killed.    So  one  class  balances  up  against  the  other. 

Thus  one  sees  that,  for  a  start,  the  temporary  officer, 
if  he  is  superlatively  good  all  round,  has  a  fair  sporting 
chance  of  becoming  a  permanent  officer.  And,  if  a  man 
lias  faith  in  his  own  ability,  he  need  not  hesitate  to  take 
a  temporary  commission,  for  if  he  proves  good  enough  he 
is  certain  to  get  either  one  of  the  permanent  commissions 
which  are  to  be  reserved  for  temporary  officers  or  one  of 
those  vacated  by  a  permanent  officer  who  has  fallen  out 
by  the  way. 

A  Means  to  an  End. 

Furthermore,  a  temporary  commission  in  -the  R.A.F. 
may  well  be  regarded  as  a  means  to  an  end  in  civil 
aviation.  Presumably  most  of  us  who  are  concerned  with 
aviation  to-day  believe  that  civil  aviation  has  a  great 
future.  Otherwise,  to  put  it  in  the  vernacular,  we  should 
not  be  such  mugs  as  to  stop  in  it. 

But,  civil  aviation  is  still  very  much  in  its  infancy. 
In  fact,  to  judge  by  the  way  it  is  squealing  at  the 
moment,  it  is  suffering  badly  from  infantile  colic,  or  at 
any  rate  from  teething  troubles.  And  small  blame  to  it,  for 
candidly  one  does  not  think  a  whole  lot  of  the  way  its 
wet-nurses  in  the  Department  of  Civil  Aviation  are  treat- 
ing the  poor  little  beast. 

Nevertheless,  in  two  or  three  or  at  any  rate  in  five  years' 
time  Civil  Aviation  will  be  a  really  sound  business,  and 
those  people  who  are  now  quitting  aviation  in  disgust 
or  in  despair  will  be  sorry  that  they  did  so.  Civil  avia- 
tion is  merely  suffering  to-day  from  a  slump  after  the 
unnatural  boom  caused  by  the  war,  but  the  growth  of 
all  industries  shows  that  the  base  of  any  slump  is  higher 
on  the  chart  than  the  peak  of  the  last  boom  but  one,  so 
there  is  no  cause  for  worry,  but  merely  for  caution. 

As  a  matter  of  fact,  a  slump  is  a  very  healthy  thing,  for 
it  weeds  out  the  unfit.  Those  who  lack  faith,  or  lack 
ability,  get  out  and  leave  more  room  for  those  who  re- 
main. The  Air  Force  and  the  Aircraft  Industry  alike 
are  better  without  them.  Those  who  remain  in  the 
R.A.F.  with  temporary  commissions  are  in  fact  simply 
using  a  means  to  an  end. 

Luck  and  Judgment. 
The  temporary  officer  demonstrates  his  faith  in  avia- 
tion by  taking  a  temporary  commission.  If  he  is  super- 
latively good,  and  if  he  also  has  the  necessary  luck — 
for  luck  plays  an  important  part  in  all  successful  careers 
— he  will  become  a  permanent  officer  and  will  in  time 
rise  to  a  high  command.  If  he  has  not  the  luck,  but 
merely  has  good  judgment,  he  will  learn  all  he  can 
during  his  years  of  temporary  service  and  so  will  leave 


the  R.A.F.  full  of  all  the  latest  knowledge  of  aeronautical 
theory  and  practice  and  will  be  fit  to  take  a  really  good 
job  in  civil  aviation.  Meantime  the  people  who  get  out 
now  will  have  drifted  into  other  occupations  and  will  be 
out  of  date  so  far  as  aviation  is  concerned.  One  has  said 
all  this  before,  months  and  months  ago,  but  it  is  just  as 
well  to  say  it  again,  for  people  who  are  feeling  depressed 
are  apt  to  forget  precisely  the  things  which  ought  most 
to  cheer  them  and  support  their  failing  faith.  Therefore 
one  wants  to  impress  on  all  present  officers  of  the  R.A.F. 
the  fact  that  if  they  have  the  chance  of  a  temporary  com- 
mission they  will  do  well  to  take  it. 

The  greatest  pity  seems  to  be  that  so  many  youngsters 
of  the  right  class  are  having  their  applications  for  tem- 
porary commissions  turned  down  by  incompetent  wing 
and  group  commanders  while  a  certain  number  of  un- 
desirables are  being  recommended  by  the  same  people. 
That  is  a  matter  of  bad  luck  on  one  side  and  bad  judg- 
ment on  the  other,  but  it  cannot  be  helped. 

Many  a  good  man  in  the  Navy  and  Army  has  had  his 
career  blasted  by  a  bad  mark  put  against  his  name  in  the 
Service  records  by  a  senior  officer  who  has  himself  been 
cashiered  at  a  later  date.  Such  a  stroke  of  bad  luck  is 
merely  a  man's  fate,  like  being  born  blind,  or  losing  a 
leg  in  a  motor-bus  accident.  The  good  man  is  the  man 
who  rises  superior  to  fate  and  carves  a  career  for  him- 
self in  a  new  direction. 

"  Throw-outs." 

One  point  raised  by  "  Audax "  deserves  particular 
notice.  He  suggests  that  proved  fighting-  pilots  will  be 
thrown  out  of  the  R.A.F.  to  make  room  for  officers 
trained  in  an  R.A.F.  Sandhurst.  The  idea  is  entirely 
that  of  "  Audax  "  himself.  There  is  nothing  in  General 
Trenchard 's  speech  to  suggest  it. 

Personally  one  thinks  that  it  might  be  for  the  good  of 
the  future  R.A.F.  to  do  so.  Some  of  the  best  fighting 
men  (in  all  the  Services  and  not  in  the  R.A.F.  alone) 
are  quite  the  worst  officers  and  some  are  far  from  being 
gentlemen.  A  man  may  be  a  bully  and  a  cad  to  his 
inferiors  in  rank,  and  yet  be  a  first-class  scrapper.  Or  a 
man  may  be  a  fine  lone-hand  fighter  and  yet  hopeless  as 
a  patrol  leader  or  an  administrator.  One  of  the  bravest 
gentlemen  whom  one  knew  in  the  old  R.F.C.  was  con- 
stitutionally unable  "  to  command  a  corporal " — as  a 
brother  officer  put  it. 

In  the  reorganised  R.A.F.  the  permanent  officers  must 
combine  all  the  qualities  desirable  in  an  officer  and  a 
gentleman.  They  must  have  bravery,  but  they  must 
also  have  brains.  -  And  it  is  possible  that  some  of  the 
youngsters  who  will  come  out  of  an  R.A.F.  Sandhurst 
three  or  four  years  hence  may  combine  the  two  qualities 
better  than  some  of  those  who  have  distinguished  them- 
selves as  fighting  pilots.  There  is  no  room  in  a  fighting 
service  for  Trade  Union  principles.  Payment  by  results 
is  the  only  possible  method  of  securing  efficiency.  And 
promotion  by  merit  is  only  piece-work  under  another 
name. 

Equal  opportunity  for  all  is  a  perfectly  sound  theory, 
but  a  man  must  be  fit  to  take  his  opportunity  when  it 
offers.  If  a  proved  fighting  pilot  cannot  administrate  a 
flight  or  a  squadron  properly  when  he  reaches  the  end  of 
the  period  of  his  temporary  commission,  then  he  must 
get  out  and  make  way  for  somebody  who  can.  That  is 
only  Nature's  law  of  the  survival  of  the  fittest. 

Again  it  is  a  matter  of  a  man's  faith  in  his  own 
ability.  If  the  proved  fighting  pilot,  with  all  his  war 
experience  of  how  a  squadron  ought  to  be  run,  and  of 
how  men  ought  to  be  handled,  is  not  prepared  to  back 
himself  against  the  product  of  an  R.A.F.  Sandhurst, 
then  the  sooner  he  gets  out  of  the  Air  Force  the  better 
for  himself  and  everybody  else.  . 


July  2,  1919 


fhe  Aeroplane 


1 1 


MARTINSYDE 

DESIGNERS   OP   THE  FAMOUS 

F4  FIGHTER 

WHICH    ESTABLISHED  THE 

WAR  RECORD 

FOR   CLIMB   AND   SPEED   AT  HEIGHT. 


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KINDLY    MENTION    "THE    AEROPLANE  "     WHEN    CORRESPONDING    WITH  ADVERTISERS. 


12 


The  Aeroplane 


July  2,  1919 


To  those  of  faint  heart  one  would  merely  point  out  that 
General  Sir  William  Robertson,  G.O.C.-in-C.  the  Army 
of  the  Rhine,  lately  C.-in-C.  Forces  in  Great  Britain, 
and  formerly  Chief  of  the  Imperial  General  Staff,  rose 
to  the  highest  possible  posts  in  the  King's  Army  after 
having  served  for  eleven  years  in  the  ranks  before  becom- 


ing a  commissioned  officer.  Let  his  career  be  an  exam- 
ple and  an  encouragement  to  those  who  rind  their  pros- 
pects in  the  R.A.F.  perhaps  a  little  discouraging.  To 
all  such  one  counsels  faith  in  the  King's  Service,  faith 
in  the  Royal  Air  Force,  faith  in  their  Chief,  and  faith  in 
themselves.— C.  G.  G. 


AERIAL  DEFENCE. 


It  is  a  time-honoured  British  custom  to  delay  prepara- 
tions for  war  until  hostilities  have  begun.  Then  it  is 
true  that  every  effort  is  made  to  supply  the  deficiencies 
in  men  and  material.  But  the  necessary  delay  is  the 
cause  of  the  initial  failures  and  heavy  casualties  which 
have  marked  the  opening  of  every  great  war  in  which 
the  British  have  been  engaged. .  But  there  is  yet  a  greater 
failing  in  the  military  policy  of  the  English  as  laid  down 
by  the  politicians.  Inadequate  preparations  at  the  begin- 
ning of  a  war  are  invariably  succeeded  at  the  end  by  a 
relaxation  of  all*  precautions  and  a  reduction  of  all 
systems  of  defence  below  a  margin  which  would  give 
adequate  insurance  against  calamity  in  the  future. 

There  is  no  indication  that  a  similar  policy  will  not 
be  adopted  once  again  now  that  official  peace  has  been 
attained.  There  is  a  general  impression  amongst  the 
public  that  the  great  nations  of  the  world  are  so  weary 
and  impoverished  that  further  trouble  is  impossible  for 
years.  It  is  possible  that  war  may  cease  to  be  an  amuse- 
ment for  a  period  of  years,  but  it  should  not  be  forgotten 
that  there  are  forces  in  national  character  which  are 
stronger  than  weariness,  and  that  a  general  impoverish- 
ment of  nations  does  not  necessarily  prevent  hostilities. 
Bankruptcy  of  a  nation,  as  of  a  man,  is  often  provocative 
of  a  recklessness  which  has  little  regard  for  consequences 
and  gambles  the  national  fortunes  on  the  riskiest  of 
stakes. 

Major-General  Ashmore,  G.O.C.  London  Air  Defence 
Area,  in  a  speech  delivered  on  June  23rd  at  the  unveiling 
of  a  memorial  to  children  of  a  Poplar  school  killed  in  an 
air  raid  in  June,  191 7,  said  :  — 

"  For  the  moment  there  is  no  possibility  of  air  raids. 
But  what  of  the  future  ?  Can  we  say,  '  It  is  peace.  We 
need  no  more  air  defences  '  ?  With  this  object-lesson 
before  us  in  Poplar,  I  do  not  think  we  can  ever  be  con- 
tent that  London  should  be  defenceless  again. 

"  Commercial  machines  can  all  carry  bombs.  We  have 
just  seen  an  exhibition  of  the  long  ranges  of  modern 
machines.  London  is  a  very  large,  very  important,  a 
very  easy  target  to  find.  The  mere  threat  of  an  air  raid 
would  have  a  serious  effect  if  there  were  no  efficient 
defences.  Efficient  defences  are  a  great  deterrent,  as  we 
have  seen.  If  they  exist  we  may  never  be  attacked.  If 
they  do  not  exist  it  is  certain  that  an  attack  will  be 
successful." 

Aerial  defence  is  a  new  branch  in  the  science  of  war. 
It  has  been  born  and  has  grown  during  the  past  four 
3'ears  of  war,  and  it  is  still  in  its  infancy.  Until  the 
Armistice  removed  for  a  space  the  threat  of  enemy  aerial 
action  a  continual  series  of  notable  improvements  both 
in  organisation  and  in  the  design  and  employment  of  the 
weapons  of  defence  were  carried  into  effect.  The  increase 

THE  ROYAL  AERONAUTICAL  SOCIETY. 

The  jubilee  of  the  Royal  Aeronautical  Society,  which  was 
founded  in  1866,  would  have  been  celebrated  in  1916,  but  for  the 
late  lamented  war.  However,  a  belated  celebration  was  made 
the  occasion  for  a  very  largely  attended  Garden  Party,  on  Sunday 
•afternoon,  June  29th,  at  the  Cricklewood  Aerodrome,  which  was 
lent  for  the  occasion  by  Messrs.  Handlev  Page,  Ltd. 

The  members  and  guests  were  received  bv  the  chairman  (Major- 
General  R.  M.  Ruck,  C.B.,  C.M.G.),  and  the  Council,  in  the 
t  unning  shed. 

Messrs.  Handley  Page's  works  were  thrown  open  to  the  in- 
spection of  the  visitors  during  the  whole  afternoon,  and  a  Hand- 
ley  Page  machine  was  occupied  for  the  greater  part  of  the  time 
in  carrying  passengers. 

Commander  T.  Y.  Baker,  R.N.,  and  Major  L.  N.  G.  Filon, 


of  experience  and  the  enthusiasm  of  all  ranks  accelerated 
progress  in  these  matters  with  remarkable  effect.  Is  this 
all  to  cease  ? 

Each  war  in  the  future  will  begin  with  an  aerial  attack 
by  the  aggressive  Power  on  the  nerve  centres  of  its 
selected  opponents  in  the  hopes  that  an  initial  blow  of 
great  severity  may  give  an  easily-gained  victory,  or,  if 
Fortitne  is  not  smiling,  that  the  attack  will  interfere 
materially  with  the  intricate  process  of  mobilisation.  No 
nation  therefore  can  safety  organise  its  aerial  defences  in 
peace-time  along  the  same  lines  as  are  adopted  in  the 
case  of  other  units  in  the  military  forces  of  the  Crown. 
It  will  not  be  possible  to  wait  until  mobilisation  is  com- 
pleted for  the  aerial  defence  services  to  become  effective. 
It  is  essential  that  they  should  be  maintained  on  a  war 
establishment  at  all  times,  if  the  national  safety  is  to 
be  considered  at  all. 

But  there  is  another  reason  why  it  is  advisable  to 
maintain  an  adequate  establishment.  The  importance  of 
aerial  defence  will  increase  vastly  in  the  future,  and  its 
sphere  of  action  will  extend  as  the  capabilities  of  aircraft 
grow.  Unless  the  system  is  kept  in  a  state  of  vitality 
the  improvements  and  developments  in  the  future  will  be 
small.  The  Headquarters  Staff  can  organise  and  can 
develop  systems  of  control,  but  it  can  hardly  be  expected 
to  devise  those  detail  improvements  which  mean  so  much 
in  the  production  of  efficiency.  These  are  as  a  rule  the 
outcome  of  experience  in  the  daily  routine  of  station  life. 
Most  inventions  are  labour-saving  in  origin,  and  they 
need  the  rigour  of  work  for  their  existence. 

During  the  past  war  the  detail  developments  in  work 
with  guns,  searchlights,  sound  locaters,  and  balloon 
aprons  have  been  many,  and  the  greater  majority  have 
been  designed  or  produced  as  a  result  of  the  suggestions 
made  by  junior  officers  and  the  rank  and  file. 

If  a  drastic  reduction  is  made  in  the  aerial  defence 
establishments  (peace)  this  productiveness  will  cease  and 
the  continuity  of  training  will  be  broken.  Those  who 
did  so  well  in  this  work  during  the  war  will  be  deflected 
to  other  paths  and  the  keenness  and  enthusiasm  which 
pioduced  such  good  results  will  have  faded  into  insigni- 
ficance. 

This  country  is  at  the  moment  subject  to  democratic 
rule.  If  democracy  wishes  to  justify  its  claims  to  virtue 
and  wisdom,  it  should  impress  on  its  chosen  representa- 
tives the  necessity  of  insisting  on  the  importance  of 
aerial  defence  in  the  future  policy  of  the  Government. 
If  the  people  lack  interest  in  the  matter  and  prefer  pre- 
sSent  parcimony  to  future  safety,  then  indeed  will  it  prove 
that  autocracy  has  many  things  in  its  favour  and  that 
minorities  are  often  possessed  of  wisdom. — H.  F. 

D.Sc,  F.R.S.,  R.A.F.,  gave  a  lecture,  illustrated  by  lantern 
slides,  on  "Navigation  on  a  trans-Atlantic  Flight,"  which  attracted 
a  large  audience,  and  an  exhibit  arranged  by  the  Technical  and 
Research  Departments  of  the  Air  Ministry  was  a  centre  of  attrac- 
tion. This  exhibit  comprised  a  number  of  aero-engines  of  both 
Allied  and  enemy  origin,  wireless  and  photographic  equipment, 
armament  items,  specimens  of  steel  construction,  and  the  like. 

The  b'and  of  the  Royal  Air  Force  discoursed  more  or  less  sweet 
music  throughout  the  afternoon,  and  in  addition  the  D.A.P.  Quar- 
tette gave  a  concert  in  No.  1  shed. 

Tea  was  served  in  the  running  shed — and  it  is  to  be  hoped  that 
the  Society  reaped  a  handsome  profit  therefrom — as  the  dif- 
ference between  the  price  charged  therefor  and  the  value  received 
indicates  that  if  they  did  not  the  contractors  must  have  done  so 
t.T  excess. 


July  2,  1919 


Ihe  Aeroplane 


"Fastest  flying  on  record  " 

The  winner  of  the  Peace  Aerial  Derby  at  Hendon, 
Captain  Gathe  good,  flung  an  Airco  aeroplane  fitted 
with  Napier  engine  and 

B.T  H;  Magnetos 

•completed  the  course  of  190  miles  in  87  minutes, 
and  four  setonds  later  Lt.  Nisbet  on  a  Mart'\  rKide 
aeroplane  with  Rolls-Royce  engine  and  B.T.H, 
Magnetos,  came  in  second — the  fastest  flying  on 
record  in  an  Aerial  Derby. 

These  perfoimances  add  further  records  to  B.T.H. 
Magnetos  and  support  the  high  opinion  in  which  they 
were  held  by  pilots  during  the  war  for  reliability  in  service. 

The    British    Thomson  -  Houston    Co.,  Ltd., 

owcr  Ford  atrcet,  Coventry,  England. 

Fv\«,mk„r  „f  fh»  Brimh   1  wi  ,          Isnition  Ao^ar^tus  Asso.iation. 


KINDLY    MENTION       THE    AEROPLANE"    WHEN'    CORRESPONDING    WITH  ADVERT 


The  Aeroplane 


July  2,  1919 


ON  EIGHT  YEARS  OF  "THE  AEROPLANE." 


.It  seems  worth  while  to  record  the  fact  that  with  this 
issue  of  Thk  Aeroplane  begins  the  ninth  official  year  of 
its  existence,  and  its  seventeenth  half-yearly  volume. 
One  takes  this  opportunity  of  thanking  those  numerous 
readers  who  have  stood  it  for  so  long.  We  are  a  patient 
and  long-suffering  people,  and  nothing  proves  the  fact 
better  than  that  The  Aeroplane  should  have  survived 
for  eight  years  without  being  either  suppressed  by  the 
Authorities  or  wrecked  by  infuriated  readers. 

It  is  a  curious  -coincidence  that  this  number  of  the 
paper  should  also  be  the  first  published  without  direct 
connection  with  any  impending  or  present  war,  though 
one  refrains  from  the  hypocrisy  of  calling  it  "Our  First 
Peace  Issue,"  as  one  might  do  if  one  wished  to  be  popu- 
lar or  conventional.  When  The  Aeroplane  was  first 
published  at  Midsummer,  1911,  one  of  the  chief  motives 
for  starting  it  was  to  free  one's  hands  for  a  campaign 
in  this  country  with  the  object  of  preparing  for  the  war 
with  Germany  which  everybody  with  any  understanding 
knew  was  bound  to  break  out  before  long. 

From  191 1  till  August  of  1914,  we  who  were  concerned 
with. this  paper  fought  and  intrigued  and  argued  and, 
preached  for  preparedness  for  war  in  the  air.  From 
August,  1914,  till  the  signing  of  the.  Armistice  we  con- 
tinued to  fight  and  intrigue  for  better  equipment  and 
better  administration  in  the  Flying  Services.  For  their 
help  in  this  work  before  the  war  one  desires  to  thank 
Mr.  P.  K.  Turner,  Mr.  W.  E.  de  B.  Whittaker,  Mr.  W.  H. 
Sayers,  and  Mr.  E-  M.  Rossiter,  all  of  whom  laboured 
strenuously  with  the  same  objects  in  view  (though  very 
different  in  their  methods)  while  on  the  staff  of  this 
paper,,  and  all  of  whom  have  served  the  King  throughout 
the  war.  During  the  war  itself  one's  sole  male  assistant 
was  the  late  Mr.  W.  L.  Wade,  who,  unfit  for  military 
service,  lived  only  long  enough  to  see  the  object  of  all 
his  work  achieved,  namely  the  command  of  the  air  held 
undisputed  by  the  King's  Flying  Services.  To  his 
memory  one  owes  a  deep  debt  of  gratitude.  One  is 
also  greatly  indebted  to  Miss  S.  F.  Benda  for  much 
valuable  work,  especially  as  concerns  military  aviation, 
during  the  past  two  years. 

Now  The  Aeroplane  is  acquiring  a  larger  staff,  and 
one  is  glad  to  be  able  to  say  that  all  the  male  members 
of  that  staff  have  served  in  the  R.A.F.  The  Assistant 
Editor  is  Captain  P.  A.  Barron,  formerly  a  Technical 
Officer  at  S.W.  Area  Headquarters,  and  his  assistant  is 
Mr.  G.  L.  Dore,  Lieut.  R.A.F.,  a  scout  pilot  who  was 
wounded  and  crashed  in  France. 
The  Technical  Editor  is  Captain  W.  H.  Sayers,  formerly 


of  the  Seaplane  Department  at  the  Air  Ministry  and 
previously  Lieut.  R.N.V.R.  at  the  R.N.A.S.  Experi- 
mental Station,  Isle  of  Grain,  where  he  designed  and 
built  the  highly  efficient  P.V.  seaplanes  and  the  famous 
"Kitten."  His  assistant  is  Mr.  Leonard  Bridgman, 
lately  a  Technical  Officer  in  the  Midland  Area,  and  pre- 
viously an  infantry  soldier. 

Captain  Sayers  is  at  present  the  only  former  member 
of  the  staff  of  The  Aeroplane  who  has  leturned  to  the 
fold.  But  one  has  hopes  of  others.  And  if  fortune  con- 
tinues to  favour  this  paper  it  is  one's  intention  to  add  to 
the  staff,  as  may  be  necessary,  entirely  from  the  per- 
sonnel of  the  Flying  Services. 

During  its  eight  years  of  existence  this  paper  has  had 
its  headquarters  at  166,  Piccadilly.  These  offices  are  now 
too  small  and  inconvenient,  so  in  a  few  days'  time  head- 
quarters will  be  removed  to  175,  Piccadilly.  Thus  the  lucky 
figure  13  will  still  be  made  up  by  the  sum  of  the  address. 
The  new  offices  are  exactly  opposite  the  Burlington 
Arcade,  and  as  they  are  on  the  first  floor  and  are  thus 
independent  of  the  eccentricities  of  elevators,  they  will 
be  more  readily  accessible  to  visitors— who  will  be  as 
welcome  as  ever,  whether  hostile  or  friendly,  or  merely 
menacingly  neutral. 

The  immediate  task  of  The  Aeroplane  is  to  assist  in 
making  Civil  Aviation  into  a  sound  business  proposition. 
In  doing  so  one  foresees  that  one  will  be  obliged  to  con- 
tinue to  practise  the  gentle  art  of  making  enemies.  That 
is  always  a  praiseworthy  occupation,  for  the  Scriptures 
enjoin  upon  us  that  we  shall  love  our  enemies.  One 
endeavours  to  obey  that  injunction.  In  fact  one  loves 
one's  enemies  so  much  that  one  makes  a  hobby  of  eol-  ~ 
lecting  them. 

The  new  members  of  the  staff  and  the  regular  contri- 
butors to  the  paper  promise  well  in  the  same  direction, 
and,  as  they  are  already  absorbing  the  basic  principle 
that  The  Aeroplane  is  not  run  for  the  benefit  of  its 
readers  but  entirely  for  the  amusement  of  the  editorial 
staff,  there  is  every  prospect  of  the  said  readers  being 
as  adequately  supplied  with  mental  irritation  in  the 
future  as  in  the  past. 

The  ultimate  task  of  The  Aeroplane  in  the  piping 
times  of  peace  which  are  now  before  us  is  to  prepare  for 
war.  For  this  reason  the  King's  Services  will  always 
be  the  first  consideration  in  the  policy  of  the  paper.  Of 
this  future  war  for  which  we  have  now  to  begin  to  pre- 
pare one  proposes  to  write  in  a  few  days'  time,  for  if  one 
is  to  maintain  a  reputation  as  a  prophet  it  is  well  to  start 
early  while  the  going  is  easy. — C.  G.  G. 


THE  RE-ORGANISATION  OF  THE  R.A.F. 

The  following  letter  has  been  received  : — 

Sir, — In  reply  to  a  letter  signed  "Audax"  in  your  issue  of 
June  25th,  it  seems  to  me  that  there  is  something  to  be  said  for 
General  Trenchard's  scheme  for  asking  officers  to  accept  tem- 
porary commissions.  "Audax"  complains  that  a  temporary  com- 
mission of  this  kind  would  lead  one  who  accepted  it  merely  into 
a  "blind  alley."  I  suggest  that  there  are  many  who  would  be 
prepared  to  serve  for  a  total  of  four  years  ;  one  year  of  which 
would  be  occupied  in  training,  while  during  the  other  three  years 
the  officer  will  be  in  all  respects  on  the  same  footing  as  regards 
pay,  disablement  pension,  etc.,  as  the  regular  R.A.F.  officer. 
After  four  years  he  will  get  a  gratuity  of  ^300,  and  will  have 
under  the  C.A.S.'s  scheme  a  first-class  technical  education  at  the 
expense  of  the  Government.  As  is  well  known,  the  range  of 
technical  subjects  in  the  Air  Force  is  a  very  wide  one,  and  a 
special  feature  is  to  be  made  of  educating  holders  of  temporary 
commissions  in  the  future. 

"Audax"  should  remember  also  that  the  work  in  the  future 
R.A.F-.  will  not  be  anything  like  as  exacting  as  the  war  flying 
in  the  past,  and  will  leave  therefore  more  time  and  more  oppor- 
tunities for  specialising  in  one  of  the  many  branches  referred  to 
above. 

With  regard  to  this  second  question  in  which  he  asks  "why 
fighting  pilots  should  be  chucked  out  of  Ihe  Service  to  make  room 
for  officers  trained  in  an  R.A.F.  Sandhurst?"  it  seems  to  have 


escaped  his  notice  that,  even  if  all  pilots  in  ihe  Service  on 
November  nth,  1918,  were  retained,  this  supply  would  not  last 
for  ever,  and  that  it  would  still  be  necessary  to  legislate  for  the 
future  supply.  This  is  what  Sir  Hugh  Trenchard  is  attempting 
with  his  scheme  for  an  R.A.F.  Cadet  School. 

In  his  last  paragraph  "Audax"  states  that  he  considers  a  Ter- 
ritorial Air  Force  to  be  a  sound  idea.  It  is.  I  believe,  the  inten- 
tion of  the  C.A.S.  that  officers  who  have  held  temporary  com- 
missions should  form  this  Territorial  or  Special  Reserve  Force, 
and  I  hope  very  much  that  "Audax"  is  right  when  he  says  that 
it  will  attract  the  best  of  the  proved  fighting  and  civilian  pilots. 
I  myself  predict  a  great  future  for  a  reserve  force  composed  of 
officers  with  three  or  four  years'  experience  either  with  the  R.A.F. 
in  the  field  in  the  past  or  with  the  Regular  Air  Force  in  the 
future,  and  consider  that  such  a  force  must  be  more  efficient 
than  one  run  purely  on  the  lines  of  the  Army  Territorial  Scheme, 
in  which  an  officer  need  have  only  a  month's  preliminary  train- 
ing combined  with  a  certain  number  of  parades  in  addition  to  the 
ordinary  fortnight's  training  in  each  year.  Aileron. 

THE  AIR  MINISTRY  METEOROLOGICAL  BRANCH. 

The  Air  Ministry  Meteorological  Branch  has  removed  to  .Canada 
House,  King-sway.  The  address  for  con  espijndence  is,  Secretar", 
Air  Ministry  (F.O.;;),  Canada  House,  Kingsway,  London,  W.C. 
I  he  telegraphic  address  will  be  as  heretofore,  Flyindom,  'Phone, 
London.  Requests  for  weather  rqxirts  by  ie!i  phone  should  be 
made  to  Holborn  2951,  Extensions  520,  521,  522,  523,  524  or  523. 


July  2,  1919 


The  Aeroplane 


15 


At  Last ! 

For  some  time  past  the  endeavours  of  designers  and 
manufacturers  in  England  have  been  concentrated  on 
producing  a  reliable  motor  machine  that  combined  light- 
ness, simplicity  of  control,  traveUcomfort,  and  economy  of 
running.  A  machine  devised  on  these  lines  would  have 
a  universal  appeal. 

The  advent  on  the  market  a  few  weeks  ago  of  the 


aroused  phenomenal  interest,  and  the  unanimous  approval 
of  press  and  public  alike  justifies  our  assertion  that  in  the 
A.B.C.  SKOOTAMOTA  this  "  Ideal"  is  a  reality  at  last. 
The  design  of  the  A.B.C.  SKOOTAMOTA  is  due  in 
great  measure  to  the  collaboration  of  Mr.  Granville 
Bradshaw,  the  well-known  Aero  Engine  expert. 

An  artistic  little  Booklet,  No.  24,  giving  full 
particulars  of  this  wonderful  little  machine  can  be 
obtained  from  the  sole  manufacturers  and  distributors  : 


GILBERT   CAMPLING,  LIMITED 

(Members  M.T.A.) 

1,  Albemarle  Street,  Piccadilly,  London,  W.l. 


Machine  d  sign  Regd-  No.  668379. 


KINDLY 


MENTION    "  THE    AEROPLANE  »    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


i6 


The  Aeroplane 


July  2,  1919 


OUR  TEMPORARY  INSANITY. 

By  Captain  P.  A.  BARRON,  (late)  R.A.F. 


Major-General  Sir  Hugh  Trenchard,  K.C.B.,  D.S.O., 
dropped  a  bomb  among  the  bombers  the  other  day  when 
he  outlined  to  a  select  company  of  Independent  Force 
officers  the  future  of  the  R.A.F. 

He  was  most  apologetic  over  the  plan  that  he  sketched, 
and  informed  his  hearers  at  the  outset  that  many  would 
be  disappointed.    And  they  were. 

Had  anyone  else  made  the  announcement,  one  thinks 
that  the  feeling  of  disappointment  would  have  found 
expression,  but  the  fame  of  Sir  Hugh  Trenchard  is  so 
firmly  founded  in  a  Force  the  higher  commands  of 
which  have  not  been  overstocked  with  heroes  to  worship 
that  criticism  was  for  the  moment  withheld.  Among 
so  many  there  was  the  feeling  that  if  Sir  Hugh  says  the 
scheme  is  good  it  is  good,  and  there  is  nothing  more 
to  be  said  .  .  .  or,  at  any  rate,  it  must  be  better  than 
it  sounds,  as  the  old  lady  remarked  when  speaking  about 
Wagner's  music. 

One  is  quite  prepared  to  believe  that  the  tune  to  which 
the  R.A.F.  is  to  dance  is  better  than  it  sounds,  but  one's 
ears  are  not  deaf  to  certain  discords.  One  feels  that  Sir 
Hugh's  apologetic  attitude  indicates  that  he  is  not  the 
composer  but  the  conductor,  and  that  he  has  had  some 
difficulty  in  getting  the  component  members  of  the  band 
to  play  in  harmony.  One  feels  that  he  realises  the  de- 
fects as  keenly  as  anybody. 

Briefly  he  told  his  hearers  that  a  very  small  number 
of  permanent  commissions  will  be  granted,  and  that  the 
strength  of  the  Force  will  be  maintained  by  the  granting 
of  temporary  commissions.  The  word  "temporary"  is 
to  indicate  a  period  of  two  or  four  years.  This  appears 
to  be  a  scheme  calculated  to  please  those  friends  of  every 
country  but  their  own  who  before  the  war  begrudged 
every  penny  of  the  money  spent  on  undermanned  Ser- 
vices which,  owing  to  non-militant  vote-cadging  ama- 
teurs in  statecraft,  were  a  direct  incentive  to  militarism 
among  our  enemies. 

The  plan  appears  to  be  an  extension  to  officers  of  the 
short-service  system  which  so  many  Army  men  think 
a  colossal  mistake.  It  can  have  been  formulated  only 
for  reasons  of  economy.  Apparently  the  argument  is 
that  in  four  years,  or  perhaps  two,  it  is  possible  to  pro- 
duce a  moderately  efficient  officer.  After  that  period  he 
may  revert  to  civilian  life  on  the  understanding  that  he 
will  be  called  when  wanted.  To  paraphrase  Mr.  Rud- 
yard  Kipling  :  — 

"  I've  served  my  time  in  the  Air  Force, 
His  Majesty  says,  '  Good-day, 
And  please  to  come  when  you're  called  for, 
And  here's  gratuity  pay.'" 
As  a  tentative  scheme  this  may  have  some  features  that 
are  not  altogether  bad.  Presumably  the  temporary  com- 
missions will  be  given  to  officers  who  have  served  in 
the  war.  These  will  therefore  remain  on  the  active  list 
until  civil  aviation  has  developed  sufficiently  to  offer 
positions  for  a  certain  proportion  of  them.  For  the 
individuals  this  has  attractions,  but,  if  the  premises 
upon  which  the  argument  is  based  are  sound,  then  these 
officers  who  have  served  in  the  war  are  not  the  ones  who 
should  be  granted  temporary  commissions,  because  they 
are  already  trained.  If  the  temporary  commissions  are 
to  be  granted  merely  for  the  purposes  of  training  a 
reserve,  then  it  would  appear  to  be  logical  to  give  them 
to  those  who  are  at  present  untrained.  The  reasonable 
course  would  be  to  grant  temporary  commissions  to  a 
large  number  of  the  more  promising  cadets  who  had 
not  completed  their  training  up  to  the  time  of  the 
armistice  and  to  select  a  number  of  officers  who  have 


served  in  the  war  for  the  purpose  of  leavening  the  mass 
with  whatever  traditions  have  survived  the  mesalliance 
of  the  R.N.A.S.  and  the  R.F.C. 

It  is  when  we  consider  the  type  of  person  who  will  be 
attracted  by  the  temporary  commissions  that  we  begin 
to  realise  the  weakest  points  of  the  scheme.  A  short- 
service  system  for  men  is  not  at  all  the  same  proposition 
as  it  is  when  it  is  applied  to  officers  who,  in  peace-time, 
should  surely  be  drawn  in  the  main  from  the  professional 
classes. 

The  man  of  the  working  class  (in  practice  it  is  the 
out-of-work  class)  who  enlists  as  a  private  for  three  years 
does  not  stand  to  lose  much.  In  fact,  his  Army  training 
may  be  of  commercial  value  in  after-life.  But  the  young 
man  of  the  professional  class  who  accepts  a  commission 
for  four  years  is  giving  the  most  useful  period  of  his  life 
when  he  would  otherwise  be  laying  the  foundation  of 
his  career.  After  his  four  years'  service  he  will  find 
himself  with  somewhat  extravagant  tastes  landed  into 
a  world  in  which  his  school  contemporaries  have  already 
begun  to  make  their  way.  Whatever  his  career  may  be, 
he  will  have  to  start  at  the  bottom,  and,  having  been 
trained  to  regard  himself  as  an  officer  and  a  gentleman, 
he  will  find  it  much  harder  to  begin  again  in  a  subor- 
dinate position  in  the  profession  he,  or  his  parents,  have 
chosen. 

The  war  has  taught  us  that  the  boy  who  came  fresh 

from  school  to  a  commission  with  ample  pay  is  not 
likely  to  make  a  satisfactory  civilian — at  any  rate  for 
some  years.  Yet  he  is  to-day  starting  afresh  in  a  world 
that  fully  understands  and  to  some  extent  sympathises 
with  his  position.  It  will  be  very  different  under  peace 
conditions,  when  he  finds  himself  starting  four  years 
behind  his  contemporaries. 

We  still  have  in  this  country,  despite  the  efforts  of 
mab-elected  legislators  to  tax  them  out  of  existence,  a 
large  class  of  families  with  service  traditions.  The  great 
majority  of  them  are  not  moneyed  people  in  the  modern 
sense,  but  the  sons  of  these  families  are  reared  in  the 
atmosphere  of  the  Public  Schools  and  the  Services.  These 
families  supply  officers  to  the  Navy  and  Army  generation 
after  generation,  and  they  are  the  best  officers  in  the 
world.  They  have  family  tradition  behind  them,  and 
the  Services  are  their  careers. 

Will  the  sons  of  these  families  be  attracted  by  tem- 
porary commissions  in  the  R.A.F  ?  The  answer  is  most 
certainly  not. 

We  turn,  therefore,  to  another  class— the  moneyed 
family,  in  which  the  sons  may  serve  in  a  smart  cavalry 
regiment  for  a  few  years,  not  because  they  intend  to 
make  it  a  career,  but  because  it  is  the  thing  to  do  and 
gives  them  a  footing  in  Society.  It  seems  extremely 
probable  that  this  class  will  be  attracted  by  the  tem- 
porary commissions. 

We  arrive,  therefore,  at  the  propositions  that  the  sons 
of  families  with  Service  traditions  strongly  ingrained 
will  not  be  lured  into  a  Force  that  does  not  offer  them 
a  career,  that  the  sons  of  other  professional  classes  cannot 
afford  to  spend  four  years  in  an  organisation  that  leaves 
them  at  a  loose  end  as  soon  as  they  have  gained  a  certain 
value  to  the  country,  and  that  the  only  person  who  is 
likely  to  be  greatly  attracted  is  the  person  of  independent 
means  who  can  afford  to  join  the  R.A.F.  for  a  few  years 
before  he  settles  down  to  a  comfortable  career  of  dissipat- 
ing the  family  dollars. 

Frankly,  one  does  not  like  the  outlook.  'One  holds 
the  opinion,  open,  of  course,  to  revision,  that  a  class  of 
professional  officers  with'  tradition    behind  them  and 


JULY  2>  1919  The  Aeroplane 


Imber  Anti-fire  Tanks 


9  1 

£D.  1 


Messrs,  Brown  and  Meluish  and 
Mr.  Imber  have  formed  the  com- 
pany to  manufacture  the  Imber 
Anti-lire  Tank,  for  the  prevention 
of    fires    in    aircraft  accidents. 

The  Imber  Anti-fire  Tank  is 
supplied  to,  and  is  the  only 
self-sealing  Tank  approved  by, 
His  Majesty's  Government. 

The  Company  hold  the  sole  and 
exclusive  rights  of  the  Imber 
Patent  No.  122853.  For  parti- 
culars please  write  to  6,  7  &  8, 
Park  Street  Works,  Islington,  N. 

Phone:  North  1774.    Wires:   Bromelpar,  Hibury,  London. 


The  Imber  Anti  -  fire 
Tank  prevents  fire  in 
aircraft  accidents. 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN"    CORRESPONDING    WITH  ADVERTISERS 


i8 


The  Aeroplane 


July  2,  1919* 


enteiing  the  Force  with  the  fixed  idea  that  their  service 
is  the  raison  d'etre  of  their  existence  will  always  prove 
superior  to  those  others  who  regard  it  as  merely  offering 
them  the  opportunity  of  enjoying  a  few  years  of  rather 
amusing  experiences. 

In  opposition  to  these  views  are  those  held  by  non- 
militarists  who  say  that  we  improvised  out  of  ordinary 
civilians  a  Force  good  enough  to  beat  the  Huns,  and 
could  do  it  again.  That  argument  is  not  quite  sound. 
So  far  as  air  forces  were  concerned,  all  nations  in  the 
war  practically  started  from  scratch.  If  we  had  held 
undisputed  mastery  of  the  air  on  the  first  day  of  the  war 
a  vast  number  of  lives  and  an  incalculable  amount  of 
money  would  have  been  saved.  Instead  of  starting  from 
scratch  next  time  one  would  prefer  to  start  with  a  lead. 
We  should  like  to  see  the  enemy  as  reluctant  to  send 
up  their  aircraft  as  the  Germans  were  to  send  out  their 
Fleet. 

The  next  point  raised  is  that  the  active  life  of  a  flying 
officer  is  necessarily  short — perhaps  ten  years — and 
therefore  the  R.A.F.  cannot  offer  careers  for  a  large  num- 
ber. In  the  first  place  one  queries  the  proposition  that, 
when  freed  from  the  strain  of  war  conditions,  the  flying 
period  is  limited  to  ten  years.  One  would  be  inclined  to 
raise  it  by  fifty  per  cent.  Secondly,  if  practically  all 
the  ground  jobs  were  filled  by  ex-flying  officers,  there 
would  be  plenty  of  appointments  in  the  administrative 
and  technical  branches  for  the  older  officers. 

What  will  be  the  relations  between  the  regular  R.A.F. 

THE  ROYAL  AERO  CLUB. 

Rolls  Memorial  Library. 

A  meetiig  of  the  Library  Committee  was  held  on  Monday, 
June  16th,  1919,  when  there  were  present : — Major  C  C.  Turner, 
Mr.  Howard  T.  Wright,  and  Mr.  Harold  E.  Perrin,  Secretary. 

Special  Committee  Meeting. 

A  Special  Meeting  of  the  Committee  was  held  on  Tuesday, 
June  17th,  igig,  when  there  were  present  . — Brig. -Gen.  Sir  Capel 
Holden,  K.C.B.,  F.R.S.,  in  the  Chair;  Mr.  Ernest  C.  Bucknall, 
Mr.  G.  B.  Cockburn,  Lieut. -Col.  John  D.  Dunville,  R.A.F., 
Lieut.-Col.  T.  O'B.  Hubbard,  M.C.,  R.A.F.,  Lieut. -Col.  F.  K. 
McCIean,  and  Mr.  Harold  E.  Ferrin,  Secretaiy. 

Election  of  Members. 
The  following  new  members  were  elected  : — Lieut.  Ian  Patrick 
Anderson,  R.A.F.,  Lieut.  Cecil  Wasbrough  Andrewes  (i/i5th 
Highland  Light  Infantry),  Lieut.  Walter  William  Baker  (Hamp- 
shire Regt),  Horace  Rycroft  Bass,  Major  Walter  Henry  Bell, 
R.A.F.,  Major  Francis  Herbert  Bramwell,  R.A.F.,  Edward  John 
Bray,  Bertram  Christian,  Albert  Edward  Cole,  Capt.  Edward 
O'Donovan  Crean,  R.A.F.,  Capt.  Rupert  John  Goodman  Crouch, 
R.A.F.,  Frazier  Curtis,  Capt.  Robert  Frederick  Lea  Dickey, 
R.A.F.,  Capt.  Wilfrid  Henry  Dunn,  R.A  F.,  Major  Charles  Wil- 
liam Nutting,  R.A.F.,  Lieut.-Col.  Hubert  Pennington.  C.M.G., 
D.S.O.,  R.A.S.C  ,  Capt.  John  William  Pinder,  D.F.C.,  R.A.F., 
Oswald  Eric  Tattersall,  Capt.  Albert  Peter  Thurston,  Lieut. 
Harold  Tomlinson,  R.A.F  ,  Capt.  Cresswell  Turner,  R.A.F., 
Capt.  Wilfrid  Underhill,  R.A.F.,  Capt.  Robert  Howell  Crastar 
Usher  (Wiltshire  Regt). 

Trans-Atlantic  Flight. 

The  following  messages  from  the  Officials  of  the  Club  in  New- 
foundland snd  Ireland  were  reported  : — 

"  St.  John's,  Newfoundland. 

"Royal  Aero  Club,  London. 

"Capt.  Alcock  and  Lieut.  Brown  left  St.  John's,  Newfound- , 
land,  in  a  Vickers  "Vimy"  Rolls  on  flight  to  England  to- 
day, June  14th,  1919,  at  4.13  p.m.,  G.M.T. 

"Capt.  Clements." 

"Dublin. 

"Royal  Aero  Club,  London. 

"Official  time  of  arrival  of  Vickers  "Vimy"  Rolls  crossing 
coast  line  Ireland  was  9.25  a.m.,  B.S.T.  (8.25  a.m.  G.M.T.), 
June  >Sth,  1919.  I  examined  machine  and  found  everything 
in  order. 

"  Major  R.  H.  Mayo." 

Balloon  Ascents. 
In  view  of  the  coming  revival  of  the  sport  of  ballooning,  those 
wishing  to  participate,  including  owners  of  balloons,  are  re- 


officer  and  the  temporary  officer  ?  One  feels  instinctively 
that  there  will  be  a  gulf  between  them.  Just  at  first 
this  may  not  be  very  noticeable,  for  it  is  presumed  that 
many  of  the  temporaries  will  have  seen  active  service..  . 
But  later  on,  when  these  valuable  officers  have  to  retire- 
in  favour  of  the  comparatively  useless  novices,  one 
thinks  that  the  line  between  the  pukka  and  the  tem- 
porary will  be  very  strongly  marked  indeed.  There  will 
be  the  vast  difference  between  the  professional  and  the 
amateur. 

One  would  prefer  to  see  some  of  the  money  spent  on 
the  temporary  commissioned  branch  devoted  to  the 
encouragement  of  a  territorial  reserve  from  which  the 
permanently  commissioned  officers  might  to  some  extent 
be  recruited.  This  would  enable  us  with  the  balance  to- 
keep  a  larger  standing  force  of  permanent  officers. 

With  regard  to  those  who  are  demobilised,  permission 
to  retain  rank  ought  to  be  conditional  upon  willingness 
to  remain  in  the  reserve  with  the  obligation  of  a  certain 
number  of  days'  training  each  year.  To  allow  the  old 
R.N.A.S.  and  R.F.C.  officers  to  lose  touch  with  the  Force 
appears  to  be  a  mistake 

As  one  said  at  the  outset,  the  scheme  appears  to  be  a 
tentative  one  drawn  up  at  a  time  when  the  country  is 
passing  through  a  period  of  reconstruction.  One  sin- 
cerely hopes  that  it  is  not  final,  for  one  feels  that  it  is 
not  upon  those  lines  that  the  ideal  Air  Force  that  will 
attract  the  best  of  the  young  men  of  "Britain  will  be  built 
up. 

quested  to  communicate  with  the  Royal  Aero  Club,  3,  Clifford- 
Street,  W.i. 

The  Flying  Services  Fund. 
(Registered  under  the  War  Charities  Act,  1916.) 
Administered  by  the  Royal  Aero  Club  for  the  benefit  of  Offi- 
cers, Non-Commissioned  Officers  and  Men  of  the  Royal  Air  Force 
who  are  incapacitated  while  on  duty,  and  for  the  widows  and 
dependants  of  those  who  are  killed  or  die  from  injuries  or  illness 
contracted  while  on  duty. 

Honorary  Treasurer. 
The  Right  Hon.  Lord  Kinnaird. 

Committee  : 
H.R.H.  Prince  Albert,  K.G.  (Chairman). 
Mr.  Chester  Fox. 

Lieut.-Col.  T.  O'B.  Hubbard,  M.C.,  R.A.F. 
Lieut.-Col.  C.  E.  Maude,  R.A.F. 
Brig.-Gen.  R.  H.  More,  C.M.G. 

Secretary. — H.  E.  Perrin 
Bankers. 

Messrs.  Barclays  Bank,  Ltd.,  4.  Pall  Mall  East,  London,  S.W.i. 


Subscriptions.                       £  s.  d. 

Total  subscriptions  received  to  June  3rd,  1919            15,062  11  5 

W.  G.  Lavender                                                             2  12  4- 

Miss  E.  Bairdsmith  (4th  contribution)                                1  1  o 


Total,  June  17th,   1919   15.066    4  9 


Jacques  Schneider  Maritime  Cup. 

The  Jacques  Schneider  Maritime  Cup  having  been  won  in  1914- 
by  C.  H.  Pixton  on  a  Sop  with  seaplane,  the  nominee  of  the 
Royal  Aero  Club  representing  the  British  Empire,  the  Race  Cor 
1919  will  be  held  in  England  early  in  September  next.  The 
exact  date  and  place  will  be  announced  later. 

The  Race  will  be  over  a  distance  of  200  nautical  miles  exclu- 
sively at  sea,  in  a  closed  circuit  having  a  minimum  course  of  five 
nautical  miles,  and  situated  outside  any  port  or  enclosed  harbour. 
At  least  two  alightings  must  be  made  on  the  water  at  points 
fixed  by  the  officials. 

The  Committee  of  the  Royal  Aero  Club  will  select  the  three 
competitors  to  represent  the  British  Empire,  and  reserves  to 
itself  the  right  to  hold  eliminating  trials. 

Entries  are  to  be  made  at  the  Royal  Aero  Club,  3,  Clifford 
Street,  London,  W.i,  not  later  than  July  31st,  1919.  Each  entry 
must  be  accompanied  by  the  entry  fee  of  £20. 

RELINQUISHMENT  OF  LEYSDOWN  AERODROME. 

The  Air  Ministry  announces  .  that  Leysdown  Aerodrome  will 

shortly  be  vacated  by  the  R.A.F. 


July  2,  1919 


The  Aeroplane 


19 


"SHELL"  PERFORMS 
THE   "HAT  TRICK!" 

3  Successive  Triumphs 

1st  "Daily  Mail"  £10,000  Prize 

Liondon-to-lVlanchester  r  light,  iy  1U 

won  by  Paulhan  on  "SHELL" 

2nd  "Daily  Mail"  £10,000  Prize 

Lrircuit-or-iSritain   r light,   iy  11 

won  by  Beaumont  on  "SHELL* 

3rd  "Daily  Mail"  £10,000  Prize 

Amenca-to-L  u  rope-direct  r  light,  I  l 

won  by  Capt.  Sir  John  Alcock,D.S.C.  on  "SHELL" 

"SHELL" 

AVIATION  MOTOR  SPIRIT 

"Shell  "  Aviation  has  been  released  by  the  Government;  and,  after 
fulfilling  Air   Board   requirements    for   aviation   purposes,  this 
Spirit     de    Luxe    will     be     available    for    private  motorists. 

"SHELL"  Marketing  Co.,  Ltd.,  39*41,  Parker  St.,  Kingsway,  W.C.2. 

KINDLY    MENTION    "THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


/ 

20 


The  Aeroplane 


July  2,  1919 


EWORLD. 


WNAUTICS 


t^NEWS  OF  THE  WEEK  FROM  /ILL  QUARTERS^ 


Dirigible  Balloonacy. 

In  the  "Aircraft  Journal"  of  America,  an  article  was  published 
recently  dealing-  with  the  uses  of  airships  in  times  of  peace.  The 
following  suggestions  are  made  : — ■ 

"The  dirigible  will  be  useful  to  the  Bureau  of  Mines  because  it 
can  carry  prospectors  at  low  altitudes  as  they  seatch  for  symptoms 
of  miner  lis. 

"In  tropical  forests  trees  of  great  value  can  be  hunted  for  by 
their  flowers,  leaves  or  other  symptoms  seen  from  above. 

"In  countries  where  migratory  insects  like  locusts  need  sur- 
veillance, scientific  measures  can  be  taken  to  find  their  breeding 
places  and  sterilise  the  egg-laden  areas.  A  dirigible  can  follow 
a  locust  cloud  and  by  the  use  of  gases  and  explosives  disperse  it 
or  drive  it  away  from  valuable  crops. 

"The  Revenue  Guards  and  the  Department  of  Justice  can  use 
the  dirigible  to  detect  smugglers  and  to  pursue  large  bands  of 
outlaws,  especially  if  they  are  mounted  or  have  stolen  live  stock 
or  property  in  vehicles." 

One  does  not  know  which  suggestion  to  admire  most.  The 
bombing  or  gassing  of  locusts  appear  to  be  the  most  practical, 
JferaJ  would  seem  to  provide  better  sport  than  the  hunting  of  trees 
by  their  symptoms.  , 

The  pursuit  of  large  bands  of  outlaws  seems  to  offer  great 
possibilities.  Large  bands  would,  of  course,  be  chosen,  because 
the  smaller  bodies  of  bandits  would  not  have  sufficient  strength 
to  pull  down  the  dirigible  in  order  that  they  might  be  arrested. 

More  Crimes  Needed. 

The  "Daily  Mirror']  on  June  28th  published  a  photograph  of 
a  machine  fiving  through  the  Tower  Bridge.  Underneath  the 
picture  appeared  the  following  : —  • 

"Don't  Do  as  I  Do." — The  Air  Ministry  has  forbidden  Pying 
through  the  Tower  Bridge.  This  picture  shows  General  Seely, 
Under  Secretary  of  State  for  the  Air,  recently  doing  the  feal  which 
is  now  forbidden." 

The  "Daily  Mirror"  does  not  appear  to  tijidfrstand  that  the 
time  has  arrived  when  it  is  essential  to  invent  some  crimes  in 
order  to  prove  the  necessity  for  aerial  police.  Shortly,  we  may- 
see  a  special  Experimental  Crime  Department  to  devise  stunts 
that  are  dangerous  to  the  public  in  order  that  they  may  toe  pro- 
hibited. The  Department  might,  for  example,  try  tthe  sports  of 
taxi-ing  a  Vickers  "Vimy"  down  Rotten  Row,  sea-planing  in  the 
Round  Pond  of  Kensington,  or  dropping  war  souvenirs,  such  as 
unexploded  bombs,  to  incite  people  to  invest  in  the  Victory  Loan. 
As  the  deadliness  of  each  experiment  is  proved  the  necessary  legis- 
lative action  can  be  taken.  One  would  like  to  si.ggest  that  prices 
for  original  sin  should  be  offered. 

Before  the  Dry  Law. 

j  In  the  United  States  officers  recruiting  for  the  Air  Service 
bring  in  their  victims  by  aeroplane.  A  recent  official  report  con- 
tained an  account  of  a  recruiting  flight  during  which  the  engine 
gave  trouble  and  the  prospective  recruit  arrived  thoroughly  oiled 
but  happy. 

The  new  "dry"  law  will  check  this  sort  of  thing. 

A  Novel  Design. 

:  An  aeroplme  of  an  entirely  new  design  appears  to  have  been 
invented  in  America.  The  following  is  a  description  which  has 
been  published  : — ■ 

"Recent  Lequests  for  bids  for  aii  planes  by  the  Air  Mail  Service 
resulted  in  eight  bids,  of  which  the  lowest  are  ficm  the  Lawson 
Air  Line  Co.,  Milwaukee,  which  has  designed  a  plane  embodying 
mail  car  equipment,  and  allows  for  the  employment  of  a  mail 
clerk  en  route.  The  engines  will  be  installed  by  the  Government 
and  it  is  v-xpected  that  the  Liberty  engine  will  te  used. 

"The  airplane  is  of  the  biplane  type,  with  the  chassis  built 
between  the  two  wings  with  engine  space  provided  at  each  side. 
There  is  sufficient  space  so  that  the  men  can  walk  round  the 
body,  which  is  enclosed  in  glass.  A  rack  has  been  designed  in 
which  the  mail  may  be  distributed  during  the  flight,  and  a  drop 
chute  allows  for  the  discharge  of  mail  bags  at  principal  cities 
without  stops.  A  model  of  the  plane  has  been  ordered  and  will 
be  demonstrated  here  (at  Washington)  when  completed." 

The  chief  novelty  is  the  undercarriage  between  the  two  planes. 
Presumably,  the  designers  consider  that  a  chassis  in  that  position 
is  not  so  liable  to  suffer  damage  in  the  event  of  a  bad  landing. 
One  is  glad  to  note  that  engine  space  is  provided  on  each  side  of 
the  undercarriage  which  is  so  ingeniously  protected,  as  otherwise 
the  engines  might  have  been  crowded  out  of  the  machine  Also, 


it  seems  an  admirable  idea  to  provide  a  promenade  round  the 
glass-enclosed  body,  as  had  this  been  omitted,  tht,  crew  might 
have  tried  to  break  their  way  in  and  disturb  the  sorter.  t 

To  Watch  the  Weather. 

The  "Daily  Chronicle"  says  "the  Air  Board  is  to  be  congra- 
tulated on  taking  over  the  disused  observatory  on  the  summit 
of  Ben  Nevis,  which  lack  of  funds  compelled  the  Scottish  Meteoro- 
logical Society  to  close  in  1904.  The  highest  peak  in  Great 
Britain,  the  top  of  Ben  Nevis,  is  an  ideal  situation  for  the 
obtaining  of  data  concerning  the  phenomena  of  the  atmosphere, 
about  which  we  know  so  little." 

The  "Air  Board"  certainly  is  to  be  congratulated  upon  this 
evidence  of  continued  vitality.  One  had  heard  rumours  that 
an  Air  Ministry  had  been  founded. 

At  any  rate,  now  we  know  why  the  classic  aerodrome  at  Mon- 
trose has  been  closed. 

Plans. 

The  club  is  alvvavs  an  interesting  place  to  visit  at  the  week 
end.  It  is  a  recently  formed  Service  club,  and  at  present  the 
newly  demobilised  gather  in  large  numbers  to  discuss  their  hazy 
plans  for  the  future. 

Several  companies  with  capitals  ranging  from  £$  to  ^.50,000 
are  formed  every  two  minutes,  and  are  as  quickly  wound  up,  and 
many  are  formed  with  no  capital  at  all,  with  the  main  object  of 
sitting  still  and  watching  the  money  come  in.  The  atmosphere 
is  tense  with  excitement,  and  agitated  groups  discuss  the  merits 
of  every  new  scheme,  one  ingenious  member  flourishing  a  note- 
book into  which  he  has  copied  all  the  new  ideas  that  come  to 
him  each  morning  while  he  is  shaving. 

To  go  from  group  to  group  is  to  learn  how  easy  it  is  to  pick 
up  thousands  of  pounds  and  amongst  many  of  these  get-rich  • 
quick  schemes,  some  of  the  following  may  be  of  use  to  those  not 
blessed  with  a  fertile  imagination. 

A  company  for  the  exploration  of  Central  Africa,  with  the  oh- 
jecc  of  giving  nigger  kings  joy-rides  in  aeroplanes  and  demanding 
ivory  tusks  in  payment. 

A  company  for  supplying  collar-stud  machines,  to  be  placed 
in  conspicuous  public  places,  and  intended  for  the  use  of  the  red 
and  angry  owners  of  floating  collars. 

A  company  for  making  any  old  drink  that  will  prove  sufficiently 
intoxicating. 

A  company  for  supplying  Nova  Ztmbiians  with  Gold  F'ake  i\A 
rum  in  exchange  for  white  fox  furs. 

A  company  for  receiving  old  gold  braid  from  Service  hats  raid 
re-upholstadng  it  for  the  use  of  cinema  attendants 

A  company  for  buying  scrap  metal  and  selling  it  as  motor  cars 
and  many  other  sound  propositions  that  could  be  handled  \vit'«i 
the  necessary  confidence. 

Five  thousand  companies  formed  for  the  purpose  of  teaching 
girls  to  fly.  All  wound  up,  as  being  too  dangerous.  Besides 
which,  it  was  considered  to  be  unbusinesslike  to  risk  having  a 
balance-sheet  made  up  of  liabilities  and  no  assets. 

A  company  formed  for  the  purpose  of  preserving  the  "dignity  of 
majors  reduced  in  rank. 

This  company,  for  a  small  1  onsideration,  would  salute  and  say 
"Sir"  all  day  long,  if  necessary. 

It  came  to  nothing,  as  the  greater  number  of  members  Df  the 
R.A.F.  having  been  majors  at  some  time  or  another,  it  was  held 
that  there  would  not  be  a  sufficiency  of  junior  members  to  do  the 
work  of  the  company. 

Unfortunately,  as  everyone  talks  at  once,  none  of  the  pro- 
motors  get  a  fair  hearing,  otherwise  there  would  have  been 
several  fortunes  made  and  lost  already.  R.  A. 

Bad  Taste. 

The  "Aerial  Age"  of  America  recently  published  the  following: 

"The  first  sermon  from  the  air,  preached  by  a  'sky  pilot'  of  the 
Methodist  Church,  will  toe  a  headliner  at  the  Methodist  Centenary 
Exposition,  to  be  held  at  Columbus,  Ohio,  June  20th  to  July  14th, 
according  to  plans  announced. 

"According  to  the  exposition's  Press  agent  the  aerial  sermon 
will  be  preached  by  a  minister  who  will  float  above  the  'heads  of 
his  congregation  at  a  height  of  2,000  feet  or  so.  His  message 
will  foe  audible  to  all  by  means  of  a  wireless  telephone  and  a 
megaphone,  ettachment." 

It  is  difficult  to  conceive  anything  more  nauseating  than  this 
merhhod  of  advertising.  One  would  think  that  the  vulgarity  of 
this  "sky  pilot's"  methods  of  gaining  "headliner"  publicity 
would  shock  the  religious  susceptibilities  of  a  partially  fossilised 
Aztec. 


\ 


July  2,  19 19 


The  Aeroplane 


21 


CELLON  LIMITED, 

22,   CORK  STREET, 
LONDON,  W.I. 


KINDLY    MENTION     '  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS 


22 


The  Aeroplane 


July  2,  iqiq 


^  WORLD  of AEROmuiics^ 

Autre  Pays— Autres  Moeurs. 

It  is  understood  that  the  French  Authorities  have  given  per- 
mission to  the  Nieuport  firm  to  enter  their  latest  type  of  tiigh- 
speed  single-seat  fighter  for  open  competitions  in  either  France 
or  any  \llied  country,  and  that  they  only  failed  to  enter  for  the 
Aerial  Derby  because  sufficient  notice  was  not  given  to  enable  the 
necessary  arrangements  to  be  made. 

It  is  further  understood  that  the  French  Government  is  willing 
to  supply  responsible  French  firms  who  wish  to  initiate  aerial 
transport  schemes  with  service  aircraft  and  engines  and  to  pay 
.  these  firms  a  subsidy  for  maintaining  such  servic  machines  and 
engines  in  efficient  running  order. 

Although  our  national  vanity  might  have  been  piqued  if  a 
French  machine  had  won  the  Aerial  Derby,  one  feels  that  it 
would, have  been  a  useful  lesson  to  the  Air  Ministry  and  would 
have  shown  the  country  the  folly  of  prohibiting  the  use  of  the 
fastest  British  machines  in  the  race. 

With  regard  to  the  supply  of  machines  and  the  subsidies  for 
the  encouragement  of  commercial  aerial  transport  schemes,  this 
policy  is  dictated  by  such  sound  common  sense  that  one  may 
feel  assured  that  such  a  proposition  would  be  enthusiastically  con- 
demned by  oiir  own  Bolo. 

No.  218  Squadron's  Dinner. 

A  dinner  will  be  held  by  21S  Squadron  Officers.  Will  those  de- 
siring to  attend  please  write  to  Major  We-.np,  c'o  The  Aero- 
s'lane,  166,  Piccadilly,  W.  1,  immediately? 

No.  4  Squadron's  Dinner. 

A  reunion  dinner  of  No.  4  Squadron,  R.A.F.,  will  be  held  at  the 
Criterion  on  July  22nd,  Major-Gen.  C.  A.  H.  Longcroft,  C.M.G  , 
D.S.O.,  A.F.C.,  will  be  present  as  guest  of  honour.  Any  officer, 
past  or  present,  wishing  to  attend  shou,ld  communicate  with  Mr. 
it  W.  Rennie  or  Mr.  Douglas  Welch,  R.A.F.  Club,  Bruton 
Street,  enclosing  £2  2  s.  cheque. 

The  Decline  and  Fall  of  Reticence. 

Sir, — This  iccent  war  now  just  concluded  in  a  patchwork  Feace 
has  brought  many  evils  to  a  weary  world,  r.ot  the  least  of  which 
in  the  decline  in  those  honourable  principles  which  governed 
throughout  many  generations  of  Englisih  history  the  actions  and 
the  conversation  of  those  who  held  His  Majesty's  commission. 

In  most  of  the  newsprints  or  the  day  one  may  see  the  elaborate 
advertisements  of  a  system  of  mnemonics  which  has  attained  some 
tame  among  the  forgetful.  One  is  tempted  to  wish  that  all  might 
undergo  such  a  course  of  training  in  this  system  as  would  make 
it  possible  10  remember  its  virtues  without  the  constant  reiteration 
of  illimitable  advertisement. 

One  of  these  advertisements  is  in  the  form  of  a  letter  from  an 


An  American  Airship  alighting  upon  the  roof  of  an  Hotel  at 
Cleveland,  Ohio. 


officer  (whose  name  and  portrait  are  given)  who  prefaces  his 
eulogy  of  the  system  with  a  description  of  his  rapid  progress 
through  life  from  the  day  when  his  parents  presented  him  to  an 
expectant  world.  In  flowing  periods  he  tells  of  his  entry  into 
His  Majesty's  Navy,  and  of  his  early  experiences  in  Navai  aero- 
nautics. At  the  age  of.  27  he  reached  the  pinnacle  of  his  earthlv 
progress  when  he  was  gazetted  Lieut.-Colonel  in  the  Royal  Air 
Force.  A  vear  later  he  attained  his  first  seriJas  failure  and  be- 
came a  Member  of  Parliament. 

Sir,  his  recent  career  would  appear  to  be  bJt  a  feeble  testi- 
monial 10  the  new  system  for  which  he  claims  so  much.  He 
ndmits  that  it  is  scarcely  two  years  since  he  first  fell  under  its 
allurements  while  resting  in  one  of  His  Majesty's  ships  of  war, 
yet  in  that  time  his  decline  has  been  swift.  Then  he  was  aa 
officer  of  promise  (we  are  assured),  to-day  he  is  a  Member  of 
Parliament!  It  is  hard  to  see  what  worse  ill  could  befall  him. 
His  progress  should  be  an  example  to  others  lest  they,  too,  drift 
towards  the  rapids  of  Westminster  borne  there  by  sheer  force  of 
memory. 

Yet  it  is  not  the  career  of  this  candid  Member  of  Parliament 
which  is  of  interest  to  those  who  have  pride  in  the  manners  and 
habits  of. officers  in  the  Military  Forces  of  the  Crown.  Reticence 
and  a  strong  dislike  of  self-advertisement  have  always  dominated 
the  actions  of  those  who  have  ihe  honour  of  their  great  profes- 
sion at  heart.  Have  these  principles  'been  allowed  to  lapse  be- 
cause the  toil  of  France  and  Flanders  covers  the  mortal  remains 
of  so  many  of  those  who  worthily  upheld  them?  And  are  we  to 
expect  in  the  future  glaring  advertisements  of  soaps,  patent  medi- 
cines or  tailors  written  by  soldiers  and  sailors  of  notoriety? 

Will  such  headlines  as  "How  the  Use  of  Bermondsey  Beer 
Brought  Me  Promotion  to  Brigadier-General,'*  or  "  From 
Midshipman  to  Mansion  House ;  or  How  Howell's  Hair  Oil 
Helped  Me  to  Municipal  Success,"  fill  the  advertisement  pages  of 
our  prints  in  future?  The  old  order  is  indeed  dying;  but  surely 
it  is  not  too  much  to  hope  that  even  in  this  modern  England 
public  opinion  will  be  against  soldiers  and  sailors  adopting  the 
methods  of  musical  comedy  actresses  or  of  mythical  old  ladies 
of  obscure  origin  whose  "bad  legs"  have  been  cured  by  continuous 
applications  of  somebody's  "Elixir  of  Vitality,"  price  is.  6d.  post 
free.  Miles. 

The  Sky  Entrance 

A  160  ft.  airship,  carrying  five  passengers,  recently  flew  from 
Akron  to  Cleveland,  Ohio,  against  a  stiff  wind  in  about  an  hour, 
and  although  both  wind  and  rain  interfered,  a  landing  was 
effected  on  a  platform  of  30  by  50  ft.,  built  on  a  hotel  roof.  The 
airship  was  steered  slowly  over  the  hotel  and  ropes  were  thrown 
down  to  the  platform  on  to  which  the  carriage  of  the  balloon  was 
drawn. 

An  airship,  to  carry  12  passengers,  is  being  constructed  to 
make  flights  during  this  summer  to  the  hotel  roof  from  Akren. 

Ten  Thousand  Pound  Flights. 

It  has  been  announced  that  Capt.  Sir  John  Alcock, 
D.S.C.,  and  Lieut.  Sir  A.  Whitten  Brown,  winners 
of  the  "Daily  Mail"  ^,'10,000  which  they  invested 
in  Joy  Loan,  will  give  free  flights  over  London  in  a 
Vickers  "Vimy"  Rolls-Royce  machine  to  subscribers 
of  ;/Tio,ooo,  and  will  present  each  passenger  with  an 
autographed  photograph  of  their  Atlantic  machine 

The  American  Method. 

The  Curtiss  Aeroplane  and  Motor  Corporation  has 
repurchased  from  the  American  Government  2,176 
aeroplanes  and  4,608  motors  which  they  made  during 
the  war. 

Included  in  the  deal  are  1,100  aeroplanes  which  the 
Curtiss  Corporation  did  not  build,  but  which  they 
are  buying  in  order  to  get  back  the  Curtiss  engines 
with  which  they  are  fitted. 

All  machines  needing  overhauling  will  be  sent  10 
the  plant  in  Buffalo,  and  a  staff  of  mechanics  will  be 
maintained  to  inspect  every  one  before  delivery  to 
customers. 

The  American  Government  seem  to  have  found  a 
far  better  way  of  disposing  of  Fs  surplus  aircraft 
than  the  method  adopted  over  here  of  scrapping  the 
machines  as  soon  as  they  were  delivered  by  the 
makers. 

The  Sahara  Flight. 

Lieut.  Lemaitre,  the  French  aviator,  attempted  to 
fly  from  Paris  across  the  Sahara.  The  first  stages 
were  to  Casablanca,  Marakesh  and  Mogador.  He 
left  Mogador  on  "June  28th,  and  flew  over  Agadir 
on  his  2,200-mile  flight  across  the  Sahara  to  Dakar. 

A  telegram  reached  Paris  on  June  30th  intimating 
that  he  had  crashed  at  Porte  Etienne  sin  Mauritania, 
about  400  miles  from  Dakar.  He  and  his  passenger 
are  safe. 


July  2,  1919 


The  Aeroplane 


23 


KINDLY  MENTION 


THE  AEROPLANE 


WHEN    CORRESPONDING    WITH  ADVERTISERS 


24 


The  Aeroplane 


July  2,  191^ 


m  WORLD  of AERONAirncs ^ 

The  Trans-Atlantic  Flight. 

The  Airship  Attempt. 

The  British  Naval  Airship  R.34  is  expected  to  make  an  afemot 
upon  the  Atlantic  flight  on  Julv  2nd.    Her  officers  are  :— 

Captain.— Major  G.  H.  Scott,  A.F.C.  First  Officer.— Lieut.  G. 
S.  Greenland.  Secor.d  Officer.— Lieut.  H.  S.  Look.  Engineer 
Officer.— Lieut.  Shotter.  Navigating  Officer.— Major  G.  G,  H. 
Cooke,  D.S.C.  Meteorological  Officer. — Lieut.  G.  Harris.  Steers- 
men.—Major  J.  E.  M.  Pritchard,  O.B.E.  ;  Lieut. -Corndr.  Lans- 
downe,  U.S.N.  Wireless .  Officer. — Lieut.  R.  F.  Durrani.  Air 
Ministry  Representative. — Brig.-General  E.  M.  Maitland,  C.M.G., 
D.S.O.,  Superintendent  of  Airship  Equipment. 

The  Aeroplane  Attempt. 
The  Handley  Page  aeroplane  has  been  read}  lor  the  start  since 
June  20th,  and  Vice-Admiral  Mark  Kerr  hopes  to  make  the  flight 
in  18  hours. 

Mr.  Raynham's  Martinsyde  is  now  rebuilt,  and  has  been  re- 
named the  "Chimera."  It  is  ready  for  the  trial  flight,  which  has 
by  this  time  probably  taken  place. 

A  £s>000  Prize. 
American  newspapers  announce  that  a  prize  of  $25,000  has 
been  offered  by  Mr.  Raymond  Orteig  for  the  first  non-stop  aero- 
plane flight  between  New  York  and  Paris,  a  distanoe  of  about 
3,600  miles.     Competitors  must  be  of  Allied  nationality.  The 


Aero  Club  of  America  is  preparing  a  set  of  rules  concerning  the- 
conditions  under  which  the  flight  must  be  made.  Competitors- 
may  start  from  either  side. 

Coming  Events. 
July. 

The  Royal  Naval,  Military,  and  Air  Force  Tournament  ab 
Olympia  open  until  July  12th. 

Saturday,  July  5th. — Hendon   Peace  Meeting. 

Sunday,  July  6th. — Special  Flying  Displays  at  Hendon 

Saturday,  July  12th. — R.N.  Air  Station  Eastbourne  Dinner. 

Saturday,  July  12th. — Summer  meeting  at  Hendon. 

Sunday,  July  13th.- — Special  Flying  Displays  at  Hendon. 

Saturday,  July  19th. — Martinsyde  Recreation  Club  Sports  at? 
Woodbridge  Road,  Guildford. 

Friday,  July  25th. — The  Amsterdam  Aircraft  Exhibition  opens. 

August. 

Tuesday,  August  5th. — Handley  Page  Social  and  Athletic  Ciub's- 
Sports.    Starting  at  12  midday  at  Cricklewood  Lane. 

Thursday,  August  21st. — R.A.F.  Annual  Athletic  Meeting  at 
Stamford  Bridge. 

Sunday,  August  24th  to  Sunday,  August  31st. — The  "Avenir's"" 
Tour  de  France  Aerien. 

Dates  to  be  Announced  Later. 

Hendon — Birmingham — Manchester  Air  Race. 

Hendon — Paris — Hendon  Air  Race. 

Hendon— Brighton — Hendon  Air  Race. 


PARIS  NOTES 

Aerodrome  Fires. 

The  Paris  aeronautical  industry  has  sustained  two  very  big 
losses  by  fire  in  the  last  two  weeks.  First ly,  there  was  the  fire  at 
Voisin's  works  at  Issy-les-Moulineaux,  although  happily  it  is  be- 
lieved the  loss  does  not  exceed  ,-£16,000.  Work  is  continuing  in 
that  part  of  the  works  left  untouched,  and  the  new  four-engined 
Voisin  will  undergo  further  trials  as  soon  as  the  few  modifications 
have  been  completed. 

Secondly,  there  was  a  conflagration  at  the  Saint-Cyr  aerodrome 
on  the  21st  inst.  The  fire  broke  out  about  two  in  the  afternoon  in 
a  repair  shop,  and,  aided  by  a  violent  wind,  spread  rapidly  to  the 
neighbouring  hangars,  and  was  not  subdued  till  six  in  the  evening. 
Eighteen  hangars,  102  machines,  and  a  huge  stock  of  fabric,  air- 
screws, motors,  and  spare  parts,  were  reduced  to  cinders.  Most 
of  the  complete  machines,  such  as  Breguets,  Spads,  and  Moranes, 
were  removed  in  time.  It  is  estimated  that  damage  to  the  ex- 
tent of  ^160,000  was  caused,  although,  contiary  to  the  canards 
which  quickly  circulated,  it  represents  but  a  twentieth  of  the  total 
value  of  material  in  this  one  centre  of  aviation.  The  military 
authorities  are  instituting  an  inquiry  into  the  cause  Some  autho- 
rities, who  know  the  aerodrome  and  its  occupants  well,  are  asking 
whether  it  may  not  have  been  caused  by  the  Annamites  working  on 
the  aerodrome  who  were  imprudent  enough  to  tight  fires  in 
proximity  to  the  Bessoneaux. 

An  Aerial  Tournament,, 

Last  Sunday,  the  22nd  inst.,  on  the  east  side  of  Paris  was  opened 
the  Stade  Pershing,  built  by  American  soldiers  and  presented  to 
the  French  nation.  As  is  usual  wi'h  such  opening  ceremonies,  a 
great  gala  programme  was  arranged,  among  which,  to  out  a  long 
story  short,  was  an  exhibition  with  different  types  of  avions  be- 
longing to  the  French,  Italian,  Belgian,  and  American  armies.  The 
following  took  part : — French  :  Two  Spads,  two  Farmans.  Italy  : 
two  S.V.A.,  three  Capronis  (one  triplane).  Belgium :  one 
D.H.Q.,  two  Breguet,  one  Hanriot,  one  Spad.  America:  One 
Salmson,  one  D.H.,  one  Avro,  and  one  Spad. 

To  end  up  the  day  really  nicely  and  to  show  the  civilians  how 
the  war  was  really  won,  a  battle  was  to  take  place  between  two 
Spads  and  a  Fokker,  the  Fokker  being  mounted  by  an  American, 
Capt.  Moseley.  Naturally  the  Spads .  were  to  triumph  over  the 
Fokker,  although  why  it  was  necessary  to  have  two  Spads  to  at- 
tain this  end  the  authorities  do  not  vouchsafe.  However,  revenons 
a  nos  moutons,  a  lively  combat  ensued,  and  the  Boche  machine 
was  (cimematographically,  at  all  events)  beaten,  and  should  have 
landed  on  the  parade  ground  at  Vincennes.  It  did,  but  not  in  the 
way  intended,  and  the  pilot  was  seriously  injured.  The  machine 
was  reduced  to  bois  cass£. 

Paris-Casablanca  on  the  Way  to  Dakar. 

Readers  may  have  noticed  that  I  often  refer  to  Dakar  in  these 
notes.  I  wonder  if  they  know  where  it  is?  Take  a  map  of  N.W. 
Africa  and  follow  the  coast  round  from  Tangiers  and  Dakar  will  be 
found  situated  on  that  part  of  the  West  African  coa^t  nearest  to 
South  America,  hence  the  interest  of  the  French  in  their  own  sort 
of  Atlantic  enterprises.  Lieut.  Lemaitre,  who  at  the  time  of  writ- 
ing last  week's  notes  had  only  got  as  far  as  Cazaux,  left  there  at 


eight  in  the  morning  last  Wednesday,  and  arrived  at  Casablanca, 
at  five  p.m.  Actually  there  is  no  further  news  of  his  continuance  of 
the  trip,  although  rumours  abound.  What  is  very  sad  to  relate,, 
however,  is  that,  although  his  route  from  Casablanca  to  Dakar 
will  take  him  over  desert  and  savage  country  inhabited  only  by 
hostile  or  inhospitable  tribes,  and  that,  therefore,  he  must  avoid 
landing  by  every  precaution  and  neans  in  his  power,  the  French 
authorities,  whilst  permitting  him  to  make  the  flight,  refused  him 
the  help  of  any  torpedo  boats  which  are  always  in  the  vicinity,  in 
case  he  should  descend  to  the  sea,  whilst  following  the  coast. 

Lieut.  Lemaitre  is  very  discouraged  at  this  refusal  on  the  part  of 
the  authorities,  and,  whilst  he  is  going  to  see  the  attempt  through 
to  its  successful  or  unsuccessful  conclusion,  he  has  announced  that  . 
it  is  the  last  of  its  sort  that  he  will  undertake.  The  unfortunate 
decision  of  the  military  and  naval  authorities  is  commented  on  very 
unfavourably  here,  and  is  the  subject  of  considerable  protest.  Lieut. 
Lemaitre  was  the  first  to  initiate  an  aerial  nostal  service  between 
France  and  Morocco. 

French  Influence  in  the  Balkans. 

The  Budget  Commission  has  just  voted  the  necessary  credits  for 
establishing  several  aerial  lines  in  the  Balkans.  These  lines  will 
have  Constantinople  as  a  base,  and  will  serve  principally  Asia 
Minor  and  Syria.  Mesopotamia  is  to  be  left  to  the  British  influ- 
ence, but  the  French  will  run  one  line  with  a  terminating  point  at 
Cairo.  According  to  present  arrangements,  the  following  is  a  list 
of  the  new  airways  proposed  : — Constantinople-Smyrna-Grecian 
Archipelago;  Constantinople-Palestine,  Mecca-Egypt;  Constanti- 
nople-Armenia, Caucasia-Persia  ;  Constan'iinople-Bucarest-Soirth 
Russia  ;  Constantinople-Salonika-The'  Balkans. 

^20,000  for  Algerian  Aviation. 
From  Algiers  comes  news  that  local  financial  delegations  voted 
on  June  13th  a  sum  of  ^20,000  for  the  establishment  of  transporta- 
tion by  the  way  of  the  air. 

British  Record  Flights— Information  Wanied. 

The  Sporting  Commission  of  the  F.A.I.,  under  the  presidency  of 
Mr.  Soreau,  have  fixed  August  31st  as  the  last  date  on  which 
dossiers  relating  to  possible  height,  duration,  speed  or  other 
records  made  during  the  war  can  be  accepted. 

Any  pilots  who  have  put  up  performances  that  they  seriously  be- 
lieve tc  be  world's  records  in  any  particular  class  are  asked  to 
get  the  necessary  documents  and  proofs  in  dossier  form  and  to 
send  the  whole  to  the  Commission  Sportive  Aeronautique,  35,  Rue 
Frangois  Premiere,  Paris,  before  August  31st. 

Sausages  for  Sale. 
The  American  Aviation  Camp  at  Romorantin  (Loir-et-Cher)i 
notify  for  sale  100  kite  or  observation  balloons  having  a  capacity 
of  991,000  litres,  eight  smaller  balloons  and  several  baskets, 
nacelles  and  attendant  tackle.  The  French  Press  point  out  what 
an  anomaly  it  is  that  the  Americans  ate  allowed  to  sell  compara- 
tively useless  stuff,  and  yet  are.  not  only  not  allowed  to  sell  their 
cars,  but  are  permitted  or  ordered  to  burn  them. 

A  Timely  Gift. 

The  Military  and  Naval  Aeronautical  Convalescent  Home  at 
Viry  Chatillon  (S.O.)  is  about  to  close  its  doors.  At  the  end  of 
its  useful  career  it  finds  itself  with  a  surplus  of  ^2,000,  which  it 
proposes  to  hand  over  to  the  joint  Aeronautical  Aid  Society  of  the 
French  Aero  Club  and  the  French  Aerial  League. 


July  2,  1919 


Aeronautical  Engineering  (SupplelI)eilt  t0  TBt  a**™.™.,  3« 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


(Supplement  to  The  Aeroplane.) 


Aeronautical  Engineering 


July  2,  1919 


irst  in  the  Field 

in  the  air 


with  an  aeroplane  designed  and 
bult  solely  for  commercial 
purposes       -       -      -  the 

BAT  TYPE  F.K.26. 

This  machine  i*  a  dual  purpose  model — it  can 
be  employed  either  as  a  comfortable  four  or  five 
seater  passenger  machine — or  it*  cabin  can  be 
denuded  of  its  luxurious  internal  fittings  to  pro- 
vide cargo  space  for  2,000  lbs.  of  mail  matter 
•r  goods. 


A  series  of  these 


is  in  production. 


Governments  and  Air  Transit  Concerns 
desirous  of  acquiring  a  fleet  of  this  new  BAT 
model  on  favourable  terms  are  invited  to  forward 
their  enquiries. 

We  shall  be  happy  to  arrange  for  demon- 
stration flights  at  any  time  for  the  convenience 
of  serious  prospective  clients. 

The  British  Aerial  Transport 

Co.,  Ltd. 
38,  CONDUIT  STREET, 
LONDON,  W.i. 

Telephones — Mayfair  637,  638. 
Telegrams—"  Batigram,  Rag,  Loud—." 


KINDLY    MENTION    1  THE    AEROPLANE "    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


July 


1919 


Aeronautical  Engineering 


(Supplement  to  Iffi  Aeroplane.) 


27 


10,000  FEET  IN  5  MINUTES  25  SECONDS 

AT  FARNBOROUGH  IN  APRIL,  1919,  A  BRISTOL  SCOUT  FITTED 
WITH  A  "  MERCURY  "  ENGINE  CLIMBED  10,000  FEET  IN  5  MINS. 
25  SECS.,  &  20,000  FEET  IN  16  MINS.  15  SECS.,  SPEED  AT  10,000 
FEET  143  M.P.H.  OFFICIAL    CORRECTED    BAROGRAPH  FIGURES. 

CONSTITUTING      TWO      BRITISH  RECORDS 


300   H.P.    MERCURY    IN    BRISTOL  SCOUT. 

The  Cosmos  Engineering  Co.,  Ltd 

ENGINES  for  AIRCRAFT, 

JUPITER  (UNGEARED)  450  H.P.  WEIGHT  636  LBS. 
MERCURY  300  H.P.     WEIGHT  587  LBS. 

LUCIFER  100  H.P.     WEIGHT  220  LBS. 

CONTRACTORS   TO    THE   AIR  MINISTRY. 


SUPREME  IN 


Trade 


POWER  for  WEIGHT. 


Mark 


SALES  DEPT.  &  SHOWROOMS 


WORKS  : 
Fishponds,  Bristol. 


16  &  17,  PALL  MALL.  S.W. 


HEAD  OFFICE: 

Orient  House, 
New  Broad  St., E,C 


Telegrams  : 
RADIARY.  CHARLES.  LONDON, 


Telephone  : 
1476  REGENT 


20,000  FEET  IN  16  MINUTES  15  SECONDS 


KINDLY    MENTION    "  THE    AEROPLANE  "    W  HEN"    CORRESPONDING    WITH  ADVERTISERS. 


(suppler  to  the  aeropune.)  Aeronautical  Engineering 


July  2,  igig 


Enrol  Now 

THE 

Central  Aircraft 
Company's 

SCHOOL  of  AVIATION 


The  most  modern  and  best  method  of  instruction  in  Flying  is  now  being 
given  at  the  Company's  Aerodrome  at  Northolt. 

This  Flying  Ground,  covers  an  area  of  about  350  acres,  and  forms  probably  the 
Finest  Training  Aerodrome  in  the  country.    Sleeping  accommodation  available. 

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The  School  is  under  the  personal  supervision  of  Mr.  HERBERT  SYKES, 
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KINDLY    MENTION    "THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


July  2,  1919 


Aeronautical  Engineering 


(Supplement  to  The  Aeropiank.; 


29 


The  Name  thate  known  and 

■1*tancfe  alone- 


Dili 1 10  the  use  of  the 
most  reliable4€conomic 
Aircraft  Finishlltropup 


mfm///////////^///' 


KINDLY    MENTION    "  THE    AEROPLAN  F.        WHEN    CORRESPONDING    WITH    ADV  ERTISERS. 


30       (Suppi^fneni  to  thb  Aeroplane.)  Aeronautical  Engineering  July  2,  1919 


ll«  h.p.  Le  Rh«a«.  IM  h,p.  W— atuptj*. 


Gnome 
and  Le  Rhone 
Engine 
Company 

MANUFACTURERS    AND    SOLE  LICENSEES 
for  the  British  Isles,  and  Licensees  for  Overseas  Dominion! 
of  the  Gnome  and  Le  Rhone  Aero  Engines. 


The  Gnome  and  Le  Rhone  Engine  Co.  beg  to  give  notice 
that  they  cannot  accept  any  responsibility  for  Engines  and 
Spares  which  have  not  been  supplied  direct  from  them,  or 
which  have  not  been  overhauled  and  tested  by  their  staff. 


LONDON  OFFICE 

27,  BUCKINGHAM  GATE,  S.W.I. 

WORKS  AMD  OFFICES 

BLACKHORSE  LANE,  WALTHAMSTOW.  E.17. 


KINDLY  MENTTON  "  THE   AEROPLANE  "    WHEN   CORRESPONDING    WITH  ADVERTT2R&S 


July  2,  1919 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplane.) 


31 


Westland  Seaplane 


Short  Seaplane 
200  hp.  Canton 


Sopwith  ii'  Strutter 


D.H.  9 


Westland  Wajj^aU 


Westland 


Weasel 


These  Illustrations  give  an  idea 
of  the  range  of  our  War 
production,  which  included 
machines  of  Westland  design. 

Westland 

Aircraft 

Works 


(Branch  of  Petters  Limited) 


Yeovil 


The  same  design  staff  and  or- 
ganization will  deal  with  Peace 
enquiries,  and  our  private  aero- 
drome is  available  for  testing. 


Short  Seaplane 
225  hp.  Sunbeam 


D.H.  9A 


Telephone  :  Yeovil  141 
Telegrams  :  Aircraft,  Yeovil 


KINDLY    MENTION    "  THE    AEROPLANE  "     WHEN    CORRESPONDING    WITH  ADVERTISERS. 


(Supplement  to  Ths  Aeroplane.) 

Aeronautical  Engineering 


July  2,  1919 


Every  type  of  Engine 

Overhauled 
&  Re  paired 


During  a  period  of  twelve  months  we 
overhauled  and  repaired  2,000  Engines, 
amongst   which    were   the  Hispano- 

Suiza,  B.H.P.,  Beardmore,  R.A.F., 
Rhone,  Clerget,  Gnome,  etc.,  etc.,  and 

gave  satisfaction  in  every  case. 

The  High  Quality  and  Reliability  of 
our  work  are  guarantees  that  you  will 
get  the  highest  service  and  satisfaction. 

Our  works  rank  as  one  of  the  largest 
and  best  equipped  in  the  Kingdom  and 
we  can  meet  every  demand 

promptly  and 
thoroughly 


CARS  RENOVATED  &  REPAIRED 

Paintwork,  Upholstery  and  Coach  Building  in  all 
branches.  Cars  collected  at  our  London  Depot 

31  Brook  Street,  Bond  Street,  W. 

Cyril  T.  Chamberlain,  London  Manager, 
or  at  any  address  by  appointment.  In  cases  of  urgency  'phone  up 

2966  May  fair   or   550  Weybridge. 


MERCEDES  SPECIALITY. 


Works 

Telephone—  550  Weybridge. 


WEYBRIDGE 

Telegrams — ' 'Mercedes  Wexbridge . ' ' 


KINDLY    MENTION    "  THE    AEROPLANE  "       WHEN    CORRESPONDING    WITH  ADVERTISERS 


-J 


Supplement  to  The  Aeroplane,  July  2nd,  1919. 


INCORPORATING  AIRCRAFT  ENGINEERING,  AERODYNAMICS,  AIRCRAFT  FINANCE  AND  COMMERCIAL  AERONAUTICS 
AND  MATTERS  PERTAINING  TO  THE  AERONAUTICAL  ENGINEER  AND  THE  AIRCRAFT  TRADER. 


THE  WEEKLY 

In  the  article  on  the  Development  of  Aircraft  Engines, 
Capt.  Sayers  suggests  with  considerable  emphasis  that 
it  would  be  well  worth  while  for  aero-engiue  builders  to 
design  power-plant  units,  including  engine,  (radiator, 
service  petrol  and  oil  tanks,  and  their  connections,  com- 
plete in  a  frame  so  that  the  whole  might  be  bolted  onto 
a  fuselage  end  plate. 

Capt.  Sayers  also  argues  strongly  in  favour  of  the 
substitution  of  a  generator,  battery  and  coil  ignition 
system  to  replace  the  magneto. 


COMMENTARY. 

The  report  of  the  Wilbur  Wright  Memorial  Lecture, 
read  by  Mr.  Leonard  Bairstowe,  is  concluded. 


A  letter  from  Mr.  J.  D.  North  on  page  62  criticises 
Mr.  C.  W.  Tinson's  article  on  Longitudinal  Stability 
recently  published,  and  points  out  an  important  factor 
which  has  been  nesrlected  therein. 


Under  the  heading  of  "Modern  British  Aeroplanes" 
two  machines  built  by  the  British  Aerial  Transport  Co. 
which  have  as  yet  made  no  public  appearance  are 
described. 


An  illustrated  .description  of  certain  American  designs 
of  super-charger,  intended  to  maintain  the  output  of 
aero-engines  at  high  altitudes,  is  given  in  this  issue. 

The  American  work  is  entirely  of  the  nature  of  a  deve- 
lopment of  the  Rateau  exhaust  gas  turbo-compressor 
system,  which  has  been  boomed  in  the  Press  as  an 
"Aerial  Turbine." 


THE  DEVELOPMENT  OF  THE  AERO=ENGINE, 
PAST  AND  FUTURE. -IV. 


By  Capt.  W.  H.  SAYERS,  late  R.A.F. 


Thus,  although  the  Diesel  type  of  aero-engine  offers 
many  possibilities  for  the  future,  the  immediate  develop- 
ment of  commercial  aviation  must  proceed  with  the  aid 
of  engines  more  or  less  similar  to  those  of  the  present 
day. 

The  number  of  cases  in  which  it  would  be  possible 
to  carry  the  extra  weight  of  a  Diesel-type  engine  at 
piesent  is  strictly  limited. 

The  immediate  problem,  therefore,  is  to  turn  the  petrol 
engine  of  to-day  into  a  reliable  and  reasonably  cheap 
power  plant. 

It  has  already  been  said  that  75  per  cent,  of  the  failures 
of  to-day  are  accessory  failures,  and  that  the  engine 
proper  can  be  made  almost  absolutely  reliable  by  a  pro- 
cess of  "  easing  up." 

Any  really  competent  engine  designer  should  be  able 
to  produce  an  engine  which  would  itself  never  fail — if  he 
were  allowed  to  add  %  lb.  per  horse-power  to  the  weight 
of  his  present  engine,  and  this  part  of  the  problem 
presents  no  difficulties. 

With  the  accessories  the  question  is  different. 

The  Habits  of  Engine  Builders. 

Engine-makers  themselves  are  very  largely  to  blame 
for  having  in  the  past  failed  to  look  after  the  installation 
of  their  engines. 

A  few  encounters  with  the  representatives  of  firms 
who  are  responsible  for  the  design  of  some  of  the  best- 
known  types  of  aero-engines  give  the  impression  that 
they  neither  know  nor  care  what  happens  to  their  pro- 
ducts when  once  they  have  left  the  test  bench. 

Apparently,  if  they  care  at  all,  the  care  is  confined 
to  their  advertising  department,  and,  if  they  know,  their 
knowledge  is  admirably  concealed. 

A  proper  study  of  the  conditions  under  which  their 
engines  have  to  be  used,  and  a  properly  organised  in- 
stallation department,  at  the  service  of  any  aeroplane 


manufacturer  who  wished  to  instal  one  of  the  firm's 
engines,  would  prove  a  much  better  investment  in  the 
long  run  than  the  building  of  a  few  special  engines  for 
much-advertised  competitions. 

The  Design  of  Power-Plant  Units. 

It  is  by  no  means  impossible  to  treat  an  aeroplane 
power  plant  as  a  single  unit,  and  to  design  an  engine, 
radiator,  oil  tanks,  and  service  fuel  tank  complete  in 
a  frame  which  can  be  bolted  to  a  suitable  front  plate  on 
any  fuselage  or  nacelle,  leaving  the  aeroplane  builder 
nothing  to  do  but  to  bolt  on  his  power  unit  and  make 
a  few  control  connections  and  possibly  fit  one  fuel  supply 
pipe  to  the  service  tank. 

It  might  possibly  be  necessary  to  arrange  for  two 
different-sized  radiators— one  for  high-speed  machines 
and  a  larger  one  for  slower  types — and  to  issue  the  power 
units  in  two  types  for  each  engine— one  for  pusher  and 
the  other  for  tractor  airscrews. 

Any  engine  manufacturer  who  cares  to  go  to  the 
trouble  of  attacking  this  problem  and  producing  a  com- 
plete and  satisfactory  power  unit  on  these  lines  may 
be  certain  of  a  warm  welcome  from  every  aeroplane 
designer. 

Not  only  that,  but  he  will  know  that  his  engines  will 
be  run  under  fair  conditions  and  will  not  be  credited 
with  breakdowns  really  due  to  quite  external  causes. 

Failure  due  to  faulty  installation  could  be  practically 
abolished  by  such  means  at  the  expenditure  of  only  a 
fraction  of  the  time  and  trouble  which  is  occasioned  by 
the  haphazard  methods  now  employed,  and  a  very  con- 
siderable advance  would  thus  be  made  towards  reliability. 

Ignition  Troubles. 

Next  in  importance  to  faulty  installation,  the  ignition 
system  probably  accounts  for  more  trouble  with  present- 
day  aero-engines  than  any  other  accessory.    The  modern 


34       (SuppIeSentto  rHK  aerobe)  Aeronautical  Engineering  July  2,  1919 


magneto  has  a  reputation  for  extraordinary  reliability, 
and  deserves  it. 

Nevertheless,  the  magneto  is  electrically  and  mechanic- 
ally a  tour  de  force.  It  is  a  combination  of  an  electrical' 
generator  and  an  induction  coil  compressed  into  the 
smallest  possible  space  and  made  to  work  under  the 
most  unfavourable  conditions  possible. 

The  maximum  pressure  generated  in  the  high  tension 
winding  of  a  magneto  armature  is  in  the  neighbourhood 
of  10,000  volts,  and  it  is  possible  that  this  figure  is  greatly 
exceeded  on  occasion. 

The  Magneto's  Handicap. 

Insulating  materials,  particularly  those  which  are 
suitable  for  such  pressures  as  those  mentioned,  are 
practically  all  of  low  mechanical  strength,  and  are  liable 
to  seriously  deteriorate  at  high  temperatures  and  in 
contact  with  oil. 

The  conditions  which  obtain  in  a  magneto  armature — 
lack  of  space  and  liability  to  mechanical  stress  from 
vibration,  generally  in  the  presence  of  a  high  tempera- 
ture and  with  a  liability  to  accidental  soaking  in  oil — 
are  by  no  means  desirable  ones. 

In  spite  of  this,  in"  practice  magnetos  rarely  break 
down — in  the  sense  of  failing  to  generate  their  normal 
output  at  the  correct  instant — but  in  modern  high-duty 
aero-engines  they  frequently  fail  to  produce  the  required 
spark  at  the  necessary  place — i.e.,  across  the  sparking- 
plug  terminals. 

This  failure  is  usually  due  to  a  derangement  of  the 
sparking-plug  itself — sometimes  to  a  fault  developed  in 
the  high-tension  wiring  from  the  distributor  to  the  plug. 

The  latter  is,  properly  speaking,  an  installation  fault. 

Failure  to  produce  a  spark  at  the  plug  points  because 
the  plug  is  oiled  up,  or  because  of  a  small  deposit  of 
carbon  across  the  insulating  surfaces,  may  be  avoided  in 
time  by  plug  designers. 

It  could  be  avoided  at  once  if  a  source  of  ignition 
current  is  employed  with  a  reasonable  surplus  of  output 
over  that  actually  needed  for  ignition. 

It  would  be  very  difficult  indeed  greatly  to  increase 
magneto  output,  and  particularly  to  increase  the  maxi- 
mum pressure  developed  at  the  instant  of  breaking  the 
primary  circuit,  simply  because  of  the  unsatisfactory 
conditions  under  which  the  magneto  has  to  work. 

The  Con.  and  Battery  System. 

The  coil  and  battery  ignition  of  ancient  days  suffered 
from  crude  design  and  insufficient  output,  but  inherently 
it  has  great  advantages  over  the  magneto. 

Properly  designed  and  made  and  with  the  addition  of 
an  engine-driven  generator,  coil  ignition  is  likely  to 
supplant  the  magneto  entirely  for  all  high-duty  engines 
such  as  are  used  for  aircraft  work. 


A  purely  low-tension,  direct-current  generator  will  give 
a  much  greater  energy  output  for  the  same  overall  dimen- 
sions and  weight  than  will  a  magneto.  The  insulation 
required  on  its  windings  can  be  relied  upon  to  withstand 
the  effects  of  heat  and  oil  with  much  greater  certainty 
than  can  that  of  a  magneto. 

An  induction  coil,  made  with  the  care  now  given  to 
the  building  of  a  magneto  armature,  instead  of  on  the 
lines  of  amateur-built  spark  coils  which  used  to  be  em- 
ployed for  ignition  purposes,  enclosed  in  a  weather-proof 
case  and  put  well  away  from  the  engine  heat  and  oil, 
can  be  made  to  give  a  very  much  heavier  discharge,  when 
fed  by  such  a  generator,  than  is  given  by  any  existing 
magneto. . 

The  production  of  such  an  ignition  plant  is  all  in  the 
regular  way  of  business  of  existing  magneto  manufac- 
turers, who  would  enhance  considerabl}'-  their  own  repu- 
tations afid  that  of  British  Aircraft  by  turning  their  atten- 
tion to  this  subject  and  producing  a  satisfactory  ignition 
system . 

The  Value  of  Surplus  Spark  Energy. 

Given  these  possibilities  of  a  much  greater  spark  energy 
spark-plugs  with  longer  gaps  and  with  greater  room  for 
insulation  can  be  used,  giving  greater  security  against 
actual  plug  failure. 

Over  and  above  this,  a  very  large  surplus  of  spark 
energy  would  secure  the  certainty  of  ignition,  even  with 
an  oiled-up  or  sooted  plug,  in  fact  under  almost  any 
conditions  except  those  of  metallic  short  circuiting  of 
the  plug  points. 

Ihere  is  no  difficulty  in  providing  such  surplus  igni- 
tion energy  with  a  coil,  generator,  and  battery  system. 
Thgfe  are  rather  serious  difficulties  in  the  case  of  the 
magneto. 

There  are  sigiis  that  some  of  the  advantages  of  this 
type  of  ignition  have  been  recognised,  and  that  the  old 
myth  of  the  inferior  quality  of  ignition  which  was  ob- 
tained from  coil  and  battery  outfits  was  due  to  some 
intrinsic  quality  in  the  type  of  spark  produced,  instead 
of  to  the  ill-design  and  inefficiency  of  the  appliances 
themselves,  is  dying  out. 

The  American  "  Delco "  system  of  ignition,  success- 
fully used  on  the  Liberty  motor,  is  evidence  of  this  fact, 
and  the  performance  of  the  trans-Atlantic  N.C.  boats 
equipped  with  this  ignition  gear  is  testimony  to  the 
possible  reliability  of  the  system,  for  one  learns  that  there 
was  not  a  single  fire  in  any  of  the  engines  employed  in 
any  of  the  three  N.C.  boats. 

But  the  full  advantages  which  can  be  secured  by 
adopting  this  method  of  generating  high-tension  ignition 
current  will  only  be  realised  when  sparking-plugs  of 
less  cramped  type  than  those  now  customary  are  used 
to  complete  the  ignition  scheme. 


A  Projected  Passenger-carrier  for  long-distance  overseas  work,  designed  by  Short   Bros.,  of   Rochester.    Accommodation  for  50 
passengers  with  dining  and  sleeping  facilities  to  he  provided  in  the  floats.      The  tail  is  to  be  carried  on  booirib,  "  Bat  Boat  " 
fashion.    Span  160  ft.,  overall  length  100  ft.    1  ngines,  3  Rolls=Royce  "  Condor,"  each  of  600  h.p.    Estimated  speed  100  m.p.h. 
The  outer  sections  of  the  wings  are  arranged  to  detach  in  case  of  an  emergency  landing  on  the  sea. 


July  2,  19 19 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplane.) 


35 


THE    TRANSATLANTIC  FLIGHT. 

VICKERS-'Vi  my  ROLLS 

The  first  direct  flight  from  Newfoundland  lo  Ireland 
was  accomplished  by  this  Aeroplane  in  15hrs  57mins. 


Trials  it  Weybridge  before  proceeding  to  Newfoundland. 


AEROPLANES 
for  COMMERCIAL  &  MILITARY  use. 


FLYING  BOATS 
for  COMMERCIAL  &  NAVAL  use. 


AIRCRAFT   CONTRACTORS   TO   H.M.  GOVERNMENT. 


The  following  Accessories  and  Material  were  used- 


Tyres  and  Wheels — Pa'mer  Tvre  Co. 
Oil— Castrol  "R"  C.  C.  Wakefield  &  Co. 
Petrol—'  Shell  "  Eastern  Spirit. 


Instruments— S.  Smith  &  Co. 

Propellers — Lang  Propellers,  Ltd. 

Glue—"  Croid  "  Improved  Liquid  Glues,  Ltd. 


Telegraphic  Address  : 
Vickerfyta,  Kn'ghts  London. 


Aviation  Department, 
Imperial  Court,  Basil  Street, 
KNIGHTS  BRIDGE,  S.W.3 


Telephone  : 
Kensington  6520  (4  lines). 


KINDLY    MENTION     '  I'HE  AEROPLANE 


WHEN    CORRESPONDING    WITH  ADVERTISERS 


36      (supplement  to  the  aeroplane.)  Aeronautical  Engineering 


July  2,  1919 


MODERN  BRITISH  AEROPLANES. 

VI.— The  British  Aerial  Transport  Co.,  Ltd. 

(Continued.) 


. 1  .» '  . 


hree=quarter  Front  View  of  the  B.A.T.  "Baboon"  Training   Machine  (170  h.p.  A. B.C.  "Wasp"  Engine). 


THE  B.A.T.  "  BABOON  "F.K.24. 

A  small  dual  control  two-seater,  designed  for  training  purposes. 

Very  great  attention  has  been  paid  in  design  to  ease  of  manu- 
facture and  interchangeability  of  parts,  so  as  to  make  it  as  easy 
and  as  cheap  as  possible  to  repair  damage  done  by  careless  pupils 
and  school  mechanics. 

As  an  instance  of  this  it  may  be  noted  that  ailerons,  rudder 
and  elevators  are  all  identical  and  interchangeable. 

The  following  are  the  leading  particulars  : — 

SPECIFICATION. 

Type  of  machine   Two-seater  bipl.me  (Dual  Control) 

Name  or  type  No.  of  machine   B.A.T.  F.K.24  "Baboon" 

Purpose  for  which  intended   Training 

Span    25  ft. 

Gap   4  ft.  8J  in. 

Dihedral  2  deg. 

Overall  length   22  ft.  8  in. 

Maximum  Height   8  ft.  10  in. 

Chord   5  ft.  7  in. 

Total  surface  of  wings  259  sq.  ft 

Span  of  tail   9  ft.  10  in. 


Total  area  of  tail   47.75  sq.  ft. 

Area  of  elevators   12  sq.  ft. 

Area  of  rudder  6  sq.  ft. 

Area  of  tin   5J  sq.  ft. 

Area  of  each  aileron  and  total  area   6  sq.  ft.  each— 24  total 

Maximum  cross-section  of  body    7.5  sq.  ft. 

Vertical  area  of  body   52  sq.  ft. 

Engine  type  and  h.p  )7o-h.p.  A.B.C.  "Wasp" 

Airscrew   B.A.T.  2-blade,  7  ft.  10  in.  dia.,  5  ft.  pitch 

Weight  of  machine  empty  950  lbs. 

Load  per  sq.  ft  5.2  lbs. 

Weight  per  h.p    7.95  lbs. 

Tank  capacity  2  hours 

Tank  capacity   12  galls. 

Disposable  load  apart  from  fuel    :  400  lbs. 

Total  weight  of  machine  loaded  1350  lbs. 

Performance — 

Speed  lown  down   90  m.p.h. 

Speed,  landing  40  m.p.h. 

Climb — 

To  10,000  ft  "  12  mins. 


Rear  View  cf  the  B.A.T.  "Baboon  "  (170  h.p.  A.B.C.  "Wasp  "  Engine). 


July  2,  1919  Aeronnutical   Frtfineering  (Suppltmentto  XHE  AEROPLANE)  37 


Before  the  fateful  days  of  19 14 
Beard  more   had   made  History. 

Record  upon  Record  was  created 
by  this  Masterpiece  of  Aero 
:       :        Engineering        :  : 

BEARDMORE  WAS  READY 
when  the  avalanche  of  war  broke 
upon  the  World  and  HELPED 
MOST  WHEN  THE  NEED 
:     :    WAS  GREATEST    :  : 

For  Simplicity,  Reliability,  Long 
LifeandEconomy  BEARDMORE 
AERO  ENGINE  IS  STILL 
:        :         unequalled.        :  : 

WATCH  BEARDMORE 
DEVELOPMENTS.  Many  lead- 
ing Aircraft  Manufacturers  are 
adopting  this  engine  as  a  Stand- 
ard    Post  -  War     Power  Unit. 

THE  BEARDMORE  AERO    ENGINE,  LIMITED, 

Chairman  :  Sir  William  Beardmore,  Bart. 

London  Showrooms  and  Depots  : 

112,  GT,  PORTLAND  STREET,  LONDON,  W.  i. 

Telephone  :    Genard  238. 


KINDLY    MENTION    "  THE    AEROPLANE"    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


&       (Supp-K'ijifiit  to  the  akroplane.)  Aeronautical  Engineering  July  2,  19,9 


ZZ  8" 


July  2,  19 19 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplane.) 


39 


Aviation  &  General 

cSPfb  Insurance  Co.,  Ltd. 


Chief  Office-56,  ST.  JAMES'S  STREET, 


LONDON,  S.W.I. 


Special  ANNUAL  ACCIDENT  POLICIES  for  AIR  PILOTS. 


Rebates  of  Premium  allowed  if  prevented  through  sickness  from  flying  or  if  unable  to 
pass  any  Medical  Re-Examination  required  by  the  Air  Ministry  or  other  Authority. 


Passengers'  ACCIDENT  COUPONS  for  SINGLE  or  RETURN  Journeys 


Special  COMPREHENSIVE  SCHEME  for  Employers  of  Pilots 

Including  Workmen's. Compensation  Liability  with  additional  benefits  and  special  advantages. 


Indemnities  in  respect  of  CLAIMS  by  the  PUBLIC  for  Injuries 

Or  Damage  to  Property,  including  Passengers. 


Insurance  of  Postal  Packets,  Parcels  or  Goods  by  Air. 


IMPORTANT   ADVANTAGES   are    offered    to  TRANSPORT 
COMPANIES  and  AIRCRAFT  MANUFACTURERS. 


Including  Loss  or  Damage  to  Personal  Effects  or  Baggage. 


Loss  or  Damage  to  Aircraft. 


FIRE  INSURANCE. 


BURGLARY. 


WORKMEN'S  COMPENSATION. 


Authorised  Capital  £1,000,000. 


Subscribed  £500,000. 


Paid  up  £100,000. 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS 


4°      (Supplement  to  the  .aeropmne.)  Aeronautical  Engineering 


July  2,  1919 


instead  ofc  «oub€» 


Some  Details  of  the  B.A.T.  "Baboon"  Training  Machine. 

THE  B.A.T.  F.K.27. 

A  really  high  performance  two-seater  sporting  type  machine, 
which  follows  generally  the  outline  of  ihi  "  Bantam  "  and 
"Basilisk"  in  design. 

The  two  seats  are  arranged  in  a  "staggered"  or  e'chelon  posi- 
tion in  ihe  fuselage  just  below  the  trailing  edge  of  the  upper 
ng- 


The  lower  wing  is  of  considerably  smaller  chord  and  slightly 
less  span  than  the  upper. 

The  leading  particulars  are  as  given  below  : — 

SPECIFICATION. 

Type  of  machine  Two-seater  biplane 

Name  or  type  No.  of  machine   B.A.T.  F.K.27 

Purpose  for  which  intended  Sporting  type 

Span   26  ft.  top,  22  ft.  10  in.  bottom 

GaP   ,  ...3  ft.  11  in. 

Overall  length   rr  20  ft.  7  in. 

Maximum  height   ,  7  ft.  10  in. 

Chord  Top  5  ft.  7  in.,  bottom  3  ft. 

Stagger   8'  j„.  0n  leading  edge 

Dihedral    3  deg. 

Total  surface  of  wings  200  sq.  ft. 

Span  of  tail   o.  ft.  2  in. 

Total  area  of  tail  23.4  sq.  ft. 

Area  of  elevators   6.3  sq.  ft. 

Area  of  rudder   ;  4.4  sq.  ft. 

Area  of  fin  2.8  sq.  ft. 

Area  of  each  aileron  and  total  area   7.5  sq.  ft.  each — 15  sq.  ft. 

total 

Maximum  cross-section  of  body  10.5  sq.  ft. 

Vertical  area  of  body  40  sq.  ft. 

Engine  type  and  h.p  200-h.p.  A. B.C.  "Wasp" 

Airscrew   B.A.T.  2-blade,  7  ft.  10  iti.  dia.,  5  ft.  4  in.  pitch, 

1850  r.p.m. 

Weight  of  machine  empty   800  lbs. 

Load  per  sq.  ft  7  lbs. 

Weight  per  h.p  7  lbs. 

Tank  capacity   4  hours  at  £  throttle 

Tank  capacity   30  galls. 

Disposable  load  apart  from  fuel   400  lbs. 

Total  weight  of  machine  loaded   1,400  lbs. 

PERFORMANCE: — 

Speed  low  down   ..142  m.p.h. 

Speed  at  10,000  ft  130  m.p.h. 

Landing  speed   50  m.p.h. 

Climb — 

To  5,000  ft  2  mins. 

Ceiling   24,000  ft. 

AERO  ENGINE  1 ESTS  APPLIED  TO  CAR  ENGINES 

It  has  heretofore  not  been  considered  necessary  to  test  motor- 
car engines  on  the  bench  for  long  periods  of  continuous  running 
at  full  power — because  car  engines  are  not  generally  required  to 
run  at  full  power  for  long  periods  in  actual  service. 

The  Sunbeam  Motor  Car  Co.,  of  Wolverhampton,  have,  how- 
ever, demonstrated  the  fact  that  their  new  16  h.p.  (rated)  four- 
cylinder  car  engines  are  capable  of  standing  up  to  tests  similar 
to  those  imposed  on  aero  engines,  by  running  tw  >  of  them  on  the 
bench  for  25  hours  non-stop  at  100  per  cent,  over  their  rated 
capacity. 


Side  View  of  the  B.A.T.  "Basilisk"  (320=h.p.  A. B.C.  r"Dragon  fly"  Engine). 


Aeronautical  Engineering  (SupPiemeat  to  the  aeropWNE )  4* 


Write  for  Quotations.  *  ^ 

FOUNDRY  and  Laboratory  1 

which  has  for  five  years  turned  out  the  |l 

excessively  high-grade  aluminium  and  SB 

ferrous  castings  for  the  "  Beardmore  "  iH 

Aero  Engine,  in  quantity.    This  is  at  your  service.  m 

A  STAFF  of  picked  workers,  to  whom  the  !ft 

quick  delivery  of  absolutely  SAFE   QUALITY  ffi 

castings  has  become  a  habit.     This  is  also  at  M 

your  service.     And  at  a  moderate  price.  || 

Arrol-JohnstoD,  Ltd.,  ile 

Dumfries.  w£ 


CASTINGS. 


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42       (Supplement  to  the  Aeroplane.)  Aeronautical  Engineering 


July  2,  1919 


The  Alliance 

Aeroplane  Company  Ltd. 

CONTRACTORS 

TO 

Ministry  of  Munitions  of  War 
Air  Board, 


CAMBRIDGE  ROAD 

HAMMERSMITH. 


TELEPHONES  TELEGRAMS 
ROLPB  ST.  ;   a89  SMETHWICK.  .  "  RAPWORK  "  SMBTHWICK. 

DARTMOUTH  RD  :  212 


T  1  1  "F*. 

MIDLAND  MOTOR  CYLINDER  C9 

ETNA  WORKS  DARTMOUTH  R?. 

ROUFE  STREET  FOUNDRY 

SMETHWICK  BIRMINGHAM 

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Registered  Offices  1 

45,  EAST  CASTLE  ST. 
LONDON 

W.l. 


NOEL  ROAD 

ACTON. 


July  2,  1919 


Aeronautical  Engineering  (Suppiement to  the ^1  43 


FLYING 
TUITION 


by  expert  pilots  on  modern  machines  at  the  pioneer 
British  school,  founded  1909.  The  new  courses  avail- 
able at  THE  GRAHAME-WHITE  SCHOOL  are 

Course  1 : — R.Ae.C.  Certificate. 

Course  2 : — All  Stunting. 
Pupils  completing  the  latter  course  will  be  competent 
to  fly  any  kind  of  machine  and  to  perform  the  latest 
stunts  on  scout  craft.    Add  your  name  tc  the  waiting 
list  and  apply  for  full  particulars  to  Dept.  E, 

THE 

GRAHAME-WHITE  COMPANY, 

LIMITED. 

LONDON  AERODROME,  HENDON,  N.W.9. 

Telegrams  :  Volplane,  Hyde,  London.  Telephone:  Kingsbury  120  (/lines). 

London  Office:  12,  REGENT  STREET,  S.W. 


•Tho 


Regent  208 


Oven  Furnaces  constructed  and  fired 
on  the  DAVIS  Patent 


eve 


( REGD  TRADE  MARK) 


PRINCIPLE 


show  a  Saving  in  771  o 
Gas   Consumed  of 


33i  °  jo 


as  compared  with  any  other 
known  system  of  Oven  Fur- 
nace Firing  with  Town's  Gas 


PROOF  BY  DEMONSTRATION  ARRANGED 


PAMPHLET  GRATIS 


The  Davis  Furnace  Company  (Proprietors  :  The  Davis  Gas  Stove  Co.  Ltd.) 

THE  DIAMOND   FOUNDRY,  LUTON 


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44 


(Supplement  to  The  Aeroplane.) 


Engineering 


July  2,  1919 


AND 


FOR  ALL  PURPOSES, 


W.  WESSON  &  CO.,  LTD., 

Iron  &  Steel  Manufacturers, 

MOXLEY,  nr.  WEDNESBURY. 


MOSS- 
AERO-ENGINE  GEARING 


Our  Aero  parts  are  made  in  specially 

High  Tensile  Steel, 

heat  treated  and  all  parts  corrected  for 
distortion. 


GEARING,  CAMSHAFTS,  R.A.F. 
PROPELLER  BOSSES. 


Manufactured  on  principles  ensuring  greatest  J 

t 

STRENGTH  and  ACCURACY. 


-GEARING 

THE  MOSS  GEAR  CO.,  LTD.,  BIRMINGHAM 


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July  2,  i9i9  '  Aeronautical  Engineering  (SuppleMC1>t  to  th,  a^qp^,.)  45 

Telephone  CONTRACTORS  TO 

WILLESDEN   2214.  H.M.  GOVERNMENT. 

THE 


BRITISH  ANZANI  ENGINE 


CO., 
LTD, 


SOLE    BUILDING   AND    SELLING  RIGHTS 

  FOB   


THE    BRITISH    EMPIRE   AND  DEPENDENCIES. 
MANUFACTURERS  OF  ANZANI  AIR  ENGINES  OF  ALL  TYPES 

MAGNETOS. 

MOTOR  CYCLE,  CYCLE  CAR,  LIGHT  CAR,  AND  MOTOR  BOAT  ENGINES. 
THE    ANZANI    ENGINE    HAS    THE    BIGGEST    RECORD  FOR 
SCHOOL  AND  CROSS-COUNTRY  FLYING. 

It  Is  the  most  reliable,  cheapest,  economical  and  simplest  in  the  World 
And  was  THE  FIRST  TO   FLY  THE  CHANNEL. 

Worts  &  Registered  Offices:  SCRU  BBS  LANE,  WILLESDEN  N.W.10. 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS 


4*       (supplement  to  th,  Anorun.)  Aeronautical  Engineering 


July  2,  1919 


Contractors  to  H.M.  Government. 

Ho  5  Cjncours  Membre  du  Jury:    Brussels  International  Exh  bitlon,  1910. 
Grand  Prix  London,  1008.  and  Buenos  Aire*,  1910. 


On  "Lloyd's  Register.* 


Telegrams : 
JONAS, 

SHEFFIELD. 


i  TNT 

TRADE  "MARKS 


Teltphone: 
No.  4660. 
Private  Branch 
Exchange, 


JONAS  &  COLVER,  LTD. 

Manufacturers  of  Steel  of  every  description,  including 

HIGH  GRADE  NICKEL  STEEL  &  FORGINGS 

for  Naval  and  General  Marine  Purposes. 

Special  Heat  Treated  Alloy  and  other  Steels  Au«!m£bI"lp>.?£oses 


S.S.G. 
S.G.W. 
G.P.S. 


IMPORTANT  SPECIAJ  ITIES  : 

A  SPECIAL  NICKEL  CHROME  GEAR  STEEL. 

FOR  AIR  OR  OIL  HARDENING.  When  treated  th  s  steel  has  exceedingly  tough  properties  and  is 
specially  suitable  for  Gear  Wheels,  Connecting  Rods,  etc. 

A  NICKEL  CHROME  STEEL  IN  FOUR  GRADES. 

Eminently  suitable  and  strongly  recommended  for.  Gears,  Crankshafts,  and  other  high  y  stressed  parts  and 
having  exceptional  machin  ng  qualities.  Combines  unusually  heavy  shock-resisting  and  wearing  properties 
with  silent  running. 

A  HIGH  GRADE  ALLOY  CASE  HARDENING  STEEL. 

For  severely  strained  parts,  such  as  Gear  Wheels,  Gudgeon  Pins,  etc. 


SHEFFIELD. 


Leading  Largest 
.^on-feous  6crap  Mtal  Specialists: 


Cl^n  Street 


Merchants » Manufacturers  •  Refiners  ■  Smeltep.S' 

always  buyers  of 


R 

^SS'COPPER'GMMIAL 
.TURNINGS  'BORINGS 

Telephone—  HOP4520 
Telegrams-  HfcTALCIBLES  VAIIX  LONDON 


KINDLY    MENTION    "  THE    AEROPLANE  "        WHEN    CORRESPONDING    WITH  ADVERTISERS, 


July  2,  1919 


Aeronautical  Engineering 

(Supplement  to  The  Aeropmnk.) 


THE  ENGLISH  ELECTRIC  CO.,  LTD. 

DESIGNERS  AND  CONSTRUCTORS  OF  ALL  CLASSES  OF 

AIRCRAFT 

SPECIALITY  LARGE  FLYING  BOATS  TO  OWN 

AND   OFFICIAL  DESIGNS, 


THE  ENGLISH  ELECTRIC  CO..  which  incorporates  the  works 
of-  Messrs.  COVENTRY  ORDNANCE,  DICK  KERR  and  PHCENIX 
DYNAMO  CO.,  has  consolidated  the  joint  aircraft  experience  and  plant 
of  the  three  concerns  in  one  large  central  factory  having  exceptional 
manufacturing  and  testing  facilities. 


Correspondence  relative  to  Aircraft  to  be  addressed  to:— Aircraft  Offices,  Thornbury  Works,  Bradford. 


Works  :    THORNBURY  and  SCOTSTOUN, 
Central  Offices  :    QUEENS  HOUSE,  KINGSWAY,  LONDON. 


TELEPHONE 

BRADFORD  3700  (7  lines). 

COVENTRY 

DICK 

PRIVATE    BRANCH  EXCHANGE. 

ORDNANCE 

PHOENIX 

KERR 

HOLBORN  830 

TELEGRAMS 
Dynamo,  Bradford, 
Enelectico,Westcent,  London. 
CABLES 
Enilectico,  London. 


First  across  the  Atlantic 


TheNC4 

was  fitted  with 

7en  im 

Car  fou  retters 

convincing  proof  of 

reliability 

e  efficiency 


Send  for  Booklet 

ZENITH  CARBURETTER  COMPANY,  LIMITED 
40-42,  Newman  Street,  Oxford  Street,  London,  W.1. 

"telephone   Regent  4812  •  4813 

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(Supplement  to  The  Aeroplane.) 


Aeronautical  Engineering 


July  2,  1919 


^UIIIIIIIIllllllllHIillin 


=  Accumulators— 


UBq  -  Meroplane  • 


The  Chloride  Electrical  Storage  Co.,  Ltd., 
Clifton  Junction,  near  Manchester. 
"Chloridic,  Pendlebury."  Central  Man- 
chester,   163S  Pendleton,  u. 


EE  Acetylene  Welding  Plant— 

—  Acetylene  Corporation  of  Great  Britain, 
=  Ltd.,  The,  A9,  Victoria  Street,  West- 
EE  minster,  S.W.i.  *'  Flamma,  Vic, 
=  London  "  Vic  4830. 
=  Imperial  L*ght,  Ltd.,  123,  Victoria  Street, 

—  London,     S.W.i.     "  'Edibrac,  'Phone. 

—  London."  .-540  Victoria  (3  lints). 

EE  Aeroplane  ManufaCtUrerS- 
EE  Aircraft  Manufacturing  Co.,  Ltd.,  Hendon. 
=  "Airmanship,  Hyde,  London." 

—  -  Kingsbury  2:0. 

EE  Armstrong,  Sir  W.,  Whitworth  &  Co.,  Ltd., 

—  Newcastle  -  on   -  Tyne.  "Armstrong 

—  Aviation,  Newc-istle-oii-Tync." 

—  Gosforth  500. 

Blackburn   Aeroplane   &   Motor  Co.,  Ltd., 

—  Olymnia,  Leeds.  "  Propcllors,  Leeds." 
~  Rouudhay  345  (3  lines). 
=  Boulton  &  Paul,  Ltd.,  Rose  Lane,  Norwich, 

—  '"  Aviation,  Nor  wish.-"  Norwich  851 
EE  Iiritish  Aerial  Transport  Co.,  Ltd.  Head 
=  Office  :  '8,  Conduit  Street,  London, 
=  W  1.  "Batigram  Reg.  London." 
EE  Mayfair  637,  fi-f 
EE  Works  :  Hythe  Road,  Willesden,  Lon- 
=:  don,   N  W.io.         "Aejbrirans,  Phone, 

—  London."     ,  Willesden,    2272,  2:73 

—  Biltish    &    Colonial    Aeroplane    Co.,  L'd. 

—  (The  Bristol  Co.),  Filton,  Brist( ! 
™  "  Aviation,  Bristol."  Bristol  3006. 
=  Central  Aircraft  Co  ,  High  Road,  Kilburn, 

—  N.W.6.   "  Aviduction,   Phone,  London." 

—  Hamostead  .'.403  and  4424. 
=  Dawson,  John,  (v  Co,  Ltd.,  Newcastle-011- 

—  Tyne.       "  D'ejx-ndable,  Newcastlc-on- 

—  Tyne."  Central  2604  (2  lines). 

EE  Eastbourne  Aviation  Co.,  Ltd.,  Eastbourne. 

—  "  Aircraft,  Eastbourne." 

—  Eastbourne  1176. 

EE  Cos  port  Aircraft  Co.,  Gosport. 

—  "  Flight  Gospo't."  Gosport  217 
EE  Grahame-White  Company,  Ltd.,  London 
~  Aerodrome,  Hendon.  "Volplane,  Hyde, 
EE  London."                         Kingsbury  120. 

—  London     Office,     12,     Regent  Street, 

—  S  W.i.  Regent  2084. 
EE  Handle v  Page,  Ltd.,  110,  Cricklewood  Lane, 

—  jj.VV  2     "  Hydrophid,  Crickle,  Loudon." 

—  Hampsttad  7120 
==  Hooper  &  Co.,  Ltd.,  54,  St.  James  St, 
EE  Piccadilly,  London,  S.W.  "  Sociable, 
=  St  James,  Loudon."  ;  Regent  912. 
EE  Mann,  Egerton  &  Co,  Ltd.,  Norwich. 
— ;  "  Motors,  Norwich." 

Norwich  482  (4  lines). 

EE  Martinsyde,     Ltd.,     Brooklands,  Byfleet, 

=:  "  Martinsyde,  Weybridge." 

—  Woking  331;  Byfleet  171. 
EE  "  Nieuport  "     Si     General     Aircraft  Co., 
=  Cricklewood,  London,  N.W.2.     "  Nieu- 
=  scout,  Crickle,  London." 

—  Willesden  2455 

—  Phoenix  Dynamo  Manufacturing  Co.,  Ltd., 
=:  Thornbury,  Bradford.  "Dynamo, 
=T  Bradford."  Bradford  3700  (4  lines). 
EE  The   Regent  Carriage  Co.,    Ltd.,  126/132, 

—  New    King's     Road,    Fulham,    S.W. ft. 

—  "  Carbodis,  London."  Putney  2240-2241. 
EE  Roe,    A.    V.,    &    Co.,    Ltd.,  Manchester. 

—  "  Triplane,  Manchester." 

—  City  8530-8531,  Manchester. 

EE  Saunders,  S.  E.,  Ltd.,  East  Cowes,  I.O.W. 

—  "  Consuta,  East  Cowes."  Cowes  193. 
EE  Short    Bros.,    Rochester,    Eastchureh  and 

Whitehall  House,  S.W.  "Tested,  Phone, 

—  London."  Regent  378. 
EE  The  Siddeley  Deasy  Motor  Sar  Co.,  Ltd., 

—  Coventry.       Coventry  954  "  Deasy, 

—  Coventry." 

—  Sopwith   Aviation  Co.,   Ltd.,  Kingston-ou- 

—  Tliames.     "  Sopwith,  Kingston." 

—  Kingston  1988  (8  lines). 
EE  The   Supermarine    Aviation    Works,  Ltd., 

—  Southampton.     "  Supermarin." 

—  Woolston  37  (2  lines). 

—  Vickers,  Ltd  ,  Imperial  Court,  Basil  Street, 

—  Knightsbridge,     S.W. 3.       "  Vickerfyta, 

—  Knights,  Loudon."       Kensington  6S10. 

—  Waring    &    Gillow,    Ltd.,  Hammersmith. 

—  "  Warisen,  Ox,  London."  Museum  5000. 
EE  Westland  Aircraft,  Yeovil  "Aircraft,  Yeo- 
~.  vil."  Yeovil  129. 
==  White,  J.  Samuel,  &  Co.,  Ltd.,  East  Cowes. 

—  "  White,  East  Cowes."  Cowes  3. 


AirShipS- 
Airships,  Ltd.,  High  Street,  Merton. 

Wimbledon  i<i4- 
The     North     British    Rubber    Co.,     Ltd  , 
Castle     .Mills,     Edinburgh.  "Weba, 
Edinburgh.  '    Edinburgh  38S0  C<  <•.  r- 
(5  lints.) 

Short  Bros,  Rochester,  Eastchureh,  and 
Whitehall   House,   S.W.  "  Tested, 

'Phone,  London  "  Regent  37^ 

C.  G.  Spencer  and  Sons,  Ltd. 
(See  under  "  Balloons  "). 

Aluminium  Castings  (Sand  and  Die) 

Coan,  R.  W.,  219,  Goswell  Road,  London, 
E.C.i     "  Krankases,    Isling,  London." 

City  3846. 

Balloons— 

The  North  British  Rubber  Co.,  Ltd., 
Castle  Mi!  Is,  Edinburgh.  "Weba, 
Edinburgh."    Edinburgh  38S0  Central. 

.  (5  lines.) 

C.  G.  Spencer  and  Sons,  Ltd.,  50A,  High- 
bury Grove,  "Aeronaut,  London." 

Dalston  1.95. 

Bent  Timber  Parts— 

Hopton  &  Sons,  George  Street,  Euston 
Square,  London,  N.W.i.  "  Hoptons, 
Eusquare,   Londou  "  Museum  496. 

Also  at  Market  Harborough,  Leices- 
tershire. "  Hoptons,  Market  Har- 
borough '       Market    Harborough  13. 

Bearings  (Etonia  Cast  Phosphor  Bronze) 
Brown  Bros.,  Ltd  ,  Gt.  Eastern  St.,  E.C.i. 
Yorkshire     Engineering     Supplies,  Ltd., 
Wortley,  Leeds.     "  Yes,  Leeds." 

Central  3927. 

Blowpipes  (Oxy-Acetylenc) — 

Acetylene  Corporation  of  Great  Britain, 
Ltd  ,  The,  49,  Victoria  Street,  Westmins- 
ter, S.W.i    "  Flamuia,  Vic,  London." 

Vie.  4830 

Imperial  Light,  Ltd  ,  123,  Victoria  strut, 
London,  S.W.i.  "  Edibrac,  'Phone, 
London."  Vic.  3540*  (3  lines). 

Bolts— 

Mitchell  Wedgcwood  &  Co.,  Campbell 
Works,  Stoke  Newington,  London, 
N  16  Dalston  2500  (2  lints). 

Books  (Aero  Engines) — 

Dykes'  Auto  Encyclopedia,  Gillam,  149, 
Strand,  W.C  2 

Buildings— 

Boulton  \-  Paul.  Ltd  ,  Rose  Lane,  Norwich 
"  Aviation,  Nor,vich."        Norwich  851 

Rubery  Owta  &  Co.,  DarUiston,  South 
Staffs 

Cable    Coverings    and  Cable 
Controls— 

The  Bowtien  j.;,ik;e  Co.,  Ltd.,  Tyseley,  Bir- 
mingham.    "  Buvnicn,  Acock's  Green." 

Acock's  Green  103  &  104 
Bowden     Wire,    Ltd  ,    Willesden  Junction, 
"  Bowirelim,  Harles,  London." 

Willesden  2400  (3  lines). 
Herbert    Terry    &    Sons,    Ltd.,  Redditch. 
"  springs,  Redditch."  Redditch  01. 

Carburettors— 

Hobson,  IJ.  M  ,  Ltd.,  29,  Vauxhall  Bridge 
Road,  S.W. 2.  Victoria  4670. 

Casein— 

Nieuwhof,  Surie  &  Co.,  Ltd.,  5,  Lloyds 
Avenue,  London,  E-C  3  "  Suricodon, 
Fen,  London."  Avenue  34  and  35. 

Clothing— 

Burberry's,   Ltd ,   Hay  market,  S.W.i 

Regent  2165, 

Dunhill's  Ltd.,  Euston  Road,  N.W.i. 
"  Dunsend,  London."  North  3403-6. 

The  North  British  Rubber  Co.,  Ltd., 
Castle  Mills,  Edinburgh.  "Weba, 
Edinburgh."    Edinburgh  38S0  Central. 

(5  lines.) 

Component  Parts— 

Accles  &  Pollock,  Ltd ,  Oldbury,  Birming- 
ham    "Accles,  Oldbury." 

Oldbury  in  (4  lines). 

Brown  Bros.,  Ltd  ,  Gt.  Eastern  St.,  E.C.i. 

Central  Aircraft  Co.,  High  Road,  Kilburn, 
N.W.6.    "Aviduction,  'Phone,  London." 

Hanipstead  4403  &  4404. 

Thompson  Bros.  (Bilston),  Ltd.,  Bradley, 
Bilston,  England  "  Thompson  Bros., 
Bilston."  liilstou  10. 


Cords,  Tapes,  and  Threads— 

MacLennan,  J.,  &  Co.,  30,  Newgate  Street, 
E.C  1.   .And  at  Glasgow.       City  3115. 

Dopes— 

Titanine,     Ltd.,      175,     Piccadilly,  W.i. 

"Tetrafree,  Picev,  LonJon."  Gerrard  2312 
British   Cellulose   Co.,   8,   Waterloo  Place, 

S.W.i.     "Cellulate,  London." 

Regent  4046 

The  British  Eniaillite  Co.,  Ltd.,  30,  Regent 
Street,  S.W.i.  "  Ridleypren,  Piccy, 
Loudon  "  Gerrard  280. 

Cellon,  Ltd  ,  .22,  Cork  Street,  London,  W.i. 
"  Ajawb,  Reg,  London."     Gerrard  440. 

Robt.  Ingham  Clark  & '  Co.,  Ltd.,  West 
Ham  Abbey,  E.15.  "  Oleotine,  Strat. 
London."  East  955- 

Engines  and  Parts— 

Allen,  W.  Hi,  &  Co.,  Ltd.,  Bedford.  "Pump, 
.    Bedford."  Bedford  No.  1. 

Arrol-Johnston,  Ltd.,  Dumfries.  "  Mocar, 
Dinifrits  "  Dumfries  2S1-282. 

Beardmorc  A'TC  Eng  ,  Ltd  ,  112,  Great  Port- 
land Street,  W.i.  "  Bcardmore,  Lon- 
don." Gerrard  23S. 

The  Cosmos  Engineering  Co.,  Ltd.,  Fish- 
ponds, Bristol. 

Dudbrielge  Iron  Works,  Ltd  iSalmson),  S7, 
Victoria  Street,  London,  S.W.i.  "Aero- 
flight,  Vic,  London."  Vic  7026. 

Gordon  Watney  .<*  Co.,  Ltd.,  Weybridge. 
"  .Mercedes,  Weybridge." 

Weybridge  550  (7  lines). 

Green  Engine  Co,  Ltd.,  Twickenham. 

Richmond  1203. 

Gwynnes,  Ltd.,  Hammersmith,  V. 
"  U wyune,  Hammersmith." 

Hammersmith  i)'.o. 

Napier  &  Son,  D.,  Ltd,  14,  New  Burlington 
Street,  London,  W.,  and  at  Acton,  W. 
"  Nitrifier,   Lou  Ion  "        Gerrard  8920. 

Rolls-Royce,  Ltd  ,  14  and  15,  Conduit  Street, 
W.i.      "  Rolhea.l,  London." 

e.eiTard  1654-5-6. 

The  Siddrley-Deasy  Motor  Car  Co., 'Ltd., 
Coventry..  Coventry  954.  "Deasy, 
Coventry." 

Sunbeam  Motor  Car  Co.,  Ltd.,  Wolverhamp- 
ton.     "  Moorfield,  Wolverhampton." 

Wolverhampton  985- 

The  Gnome  &  Le  Rhone  Engine  Co.,  Ltd  , 
27,  Buckingham  Gate,  t>.  W.i.  " Eleven- 
fold, London."  Wallhamstow  mi  (2 
Hues). 

Walton  Motors,  Ltd.,  Walton-ou-Thames. 
"  j.oturs,    \.  aliuu-on- 1  hanies." 

Waitou-on-Thaines  220. 

Electrical  Accessories— 

Belling    &    Co.,    Montague    Road,  Upper 
Eomouton,    N.iS.      "Belling,  Edmou- 
"  ton."  Tottenham  1984. 

Broun  Bros.,  Ltd.,  Gt.  Eastern  St.,  EC  1. 
Johnson   is    Phillips,   Ltd.,  Charlton,  Lon- 
don, S.E-7-       "  Juno,  Lontlon." 

Central  2207;  I  jii  ion  Wa.l  1564. 
The  Rotax  Motor  Accessories  Co.,  Ltd.,  Vic- 
toria Road,  Willesden  Junction,  N.VV.10. 
"  Kodynalite,    T'houe,  London." 

Wi.lesden  24CO. 

Electric  Cables— 

E  Kalker  anel  Co.,  Coventry.  "  Kalker, 
Coventry."  Coventry  24X. 

Johnson  &  Phillips,  Ltd.,  Charlton,  London. 
o.E-7-     "Juno,  London." 

Central  2.0;;  London  Wall  1564. 

Electric  Lighting  and  Power— 

Johnson  &  I'lihlips,  Ltd.,  Charlton,  Lon- 
tlon, S.R.7.    "Juno,  London." 

Central  2207;  Lonuou  Wall  zt.64-. 

Maun,  Egerlon  \  Co.,  Ltd.,  117,  Cleveland 
Street,  Loudon,  W.  "  ius.auh.ia,  mis- 
road. "  Museum  70  14  lines). 

Electro    Platers    and  Metal 
Polishers'  Engineers— 

W.  ^a.iui.ig  ^  -^o.,  153-15,,  t,,eae  i*ampton 
Street,  Birmingliaiu.     "  Materia.s,  H11- 

Birmiugham  3622  Central  (3  Kiicsj 

Fireproof  Petrol  Tanks— 

The  Aircraft  Improvements  Co.,  Morning- 
ton  Works,  Arlington  Road,  Camden 
Town,  N.W.i. 

Flare  Lights— 

Imperial  Light,  Ltd.,  123,  Victoria  Street, 
Loudon,  S.W.i.  "  Edibrac,  'Phone, 
Lor.aou  "  Victoria  3540  (3  lines). 

Flexible  ShaftS- 
IIerbert    Terry    &    Sons,    Ltd.,  Redditch. 
"  Springs,   Redditch."         Redditch  61. 


July  2,  1919 


Aeronautical  Engineering  (Supplement  to  THE  AEropWNE.)  49 


buyers'  •  Guide. 


FlUXeS- 
Impcna!   Light,  Ltd.,  123,  Victoria  Street, 
London,     S.W.i.      "  Edibrac,  'Phone, 
Loiidou."  Victoria  3540  (;  lines). 

The  Auto  Controller  Co.  (Fluxite),  Vienna 
Road,   Bermondsey,  Eng. 

Flying  Boat  Builders — ■ 

Gosport  Aircraft  Co.,- Gosport.  "  Flight, 
Gosport."  Gosport  217. 

Galvanising— 

Boulton  &  Paul,  Ltd  ,  Rose  Lane,  Norwich. 
"  Aviatitm,   Norwich."       Norwich  851. 

Gauges— 

J.    A.    Prestwich    &    Co.,  Northumberland 

Park,  Tottenham,  N  17. 
Voucher,  Co.,  Auto  Tool  Works,  Walsall 
Voucher   Walsall."  Walsall  0196. 

Gears— 

Moss  Gear  Co.,  Ltd.,  Thomas  Street,  Aston, 
Birmingham!  "  Mosgear,  Birmingham." 

Glue-  East  4°7" 

Cannon,  B.,  &  Co.,  Ltd  ,  Lincoln.  London 
Office,  no,  Cannon  Street,  EC. 4. 
"  Bececolin,   Cannon,  London." 

City  1206. 

"  Improved  Liquid  Glues  Co.,  Ltd  ,  Gt.  Her- 
mitage  Street,  E.  (Croid.)  "Exeroiden, 
'Phone,    London."  Avenue  4611-2. 

Mendine  Co.,  S,  Arthur  Street,  E.C. 

*  Bank  -5873-. 

Goggles— 

InpUx  fafety  Glass  Co.,  Ltd.,  1,  Albemarle 
Street,  Piccadilly,  W.i.  "  Shatterlys, 
Piccy,  London  "'  Regent  1340 

Heating  and  Ventilating— 

Chas.  P.  Kinmll  and  Cow  Ltd.,  65  &  65A, 
Southwark  Strjct,  London,  S.E.i. 
"  Kinnell,  London."    Hop  372  (2  lines). 

The  Thames  Bank  (Blackfriars)  Iron  Co, 
Ltd ,  Upper  Ground  Street,  London, 
s  E.i.      "  Hot  Water,  Friars,  London." 

Hop  7O3. 

Instruments- 
British    Wright    Co.,  Ltd.,    53,  Chancery 
Lane,  W.C.2.  Holborn  1308. 

Instruments    (Scientific,  Altimeters, 
etc.) — 

Short  &  Mason,  Ltd.,  Macdonald  Road, 
Walthamstow,  E.17.  "  Aneroid,  Phone, 
London."  Walthamstow  180. 

Insurance — 

Aviation  Insurance  Association,  1,  R03-al 
Exchange  Avenue,  E.C. 3 

Loudon  Wall  9944. 
&    Co,    Ltd.,    166,  Piccadilly, 


Brav,  Gibb 
W  1 

S.  Sackville 
Clarence 


&  Sons,  Duchy  Chambers,  4, 
Street,  Manchester. 
Harold   Townend,    Ltd.,    13-14,  Abchurch 
Lane,    King     William    Street,     E.C. 4. 
"Carinsur,  London." 

Central  '36  (2  lines). 
Percy     Wingfie'd,     22,     Newgate  Street, 
E-C.I.  ,  City,  4672.' 

Leather  Cloth- 
New  Pegamoid,  Ltd.,  134,  Queen  Victoria 
Street,     London  *'  Pegamoid,  Cent., 
London."  City  9704  (2  lines). 

Lubricating  Oil   Refiners  and 
Merchants— 

W.  B.  Dick  &■  Co ,  Ltd  ,  90,  Fenchurch 
Street,  E.C.;  Telegrams,  Dieotto  Fen, 
Loudon.  Avenue  7854  (2  lines.) 

Magneto  Driving  Pieces- 
Herbert    Terry  &  Sons,    Ltd.,  Redditch. 
"  Springs,  Redditch."  Redditch  01. 

Magnetos— 

The  British  Lighting  &  Ignition  Co.,  Ltd., 
204,  Tottenham  Court  Road,  W.i. 
"  Vicksmag,  Phone,  London." 

Museum  430. 

The  British  Thomson -Houston  Co.,  Ltd., 
Lower  For  1  Street,  Coventry.  *'  As- 
tcroidal,  Coventry."  Coventry  27S. 

Metal     Casement  Manufac- 
turers— 

Henry  Hope  &  Sons,  Ltd.,  55,  Lionel  Street, 
WTroiugha.n.  "  Conservatory,  Birming- 
ham." Central  999  (2  lines). 

Metal  Manufacturers- 
Clifford,  Chas  ,  ,\  Sons,  Ltd.,  Birmingham. 
"  Clifford,  Birmingham."    Central  42-43. 

Avenue  1432. 


Metals  in  General— 

Samuel  Mercer  &  Co.,  198,  Upper  Thames 
Street,  E.C. 4.  "  Reconciled,  Cannon, 
London."  City  6342. 

Metal  Parts  and  Fittings— 

Accles  &  Pollock,  Ltd.,  Oldbury,  Birming- 
ham.   '*  Accles,  Oldbury." 

Oldburv  tii  (4  lineal 

Arnptt  &  '  Harrison,  Ltd  ,  Hythe  Road, 
Willesden  Junction.  Willesden  2207. 

Bayliss,  Jones,  S;  Bayliss,  Ltd.,  Wolver- 
hampton. (Bolts  and  Nuts.)  "  Bayliss, 
Wolverhampton."    Wolverhampton  1041. 

Blackburn   Aeroplane   &   Motor  Co.,  Ltd., 
Olympia,  Leeds.      "  Propellors,  Leeds."' 
Roundhay  345   (;  lines). 

British  Metal  (Kingston),  Ltd.,  Kingston- 
on  Thames. 

Brown  Pros.,  Ltd.,  Gt.  Eastern  St.,  E  Gt. 

Mann,  Egerton  &  Co.,  Ltd.,  177,  Cleveland 
Street,  London,  W.i  "  Installing, 
Ensroad,  London."  Museum  70. 

Ruberv  Owen  &  Co.,  Darlaston,  South 
Staffs. 

Sankey,  Joseph,  &  Sons,  Ltd.,  Wellington, 
Shropshire.  "  Sankey,  Wellington, 
Salop."  Wellington  66. 

The  Pulvo  Engineering  Co.,  Ltd.,  10  to  16, 
Dane  Street,  High  Holborn,  London, 
W  C  1.      "  Pulvipult,  Phone,  London." 

Holborn  410. 

The  Selsdon  Aero  &  Engineering  Co.,  Ltd., 
1,  Albemarle  Street,  Piccadilly,  W.i. 
"  Selaero,  Phone,  London."  Regent  1181. 

The  Potax  Motor  Accessories  Co  .  1  td., 
Vi'-'  ria  Road,  Willesden  Junction, 
N  W.io.    "  Rodvnalite,  Phone,  London." 

Willesden  2480. 

Thompson  Bros.,  Ltd.,  Bradley,  Bilston. 
"  Thompson  Bros.,  Bilston."    Bilston  10, 

Metric  Bolts— 

Cashmore  Bros  ,  Hildreth  Street.  Balham, 
S.W  Battersea  415. 

Rubery   Owen    &    Co.,    Darlaston,  South 

•  Staffs. 

Miscellaneous- 
Anderson,     D.,     .\     Son.    T  td.  (Roofs), 
Belfast.    "  Anderson.  Belfast." 

Belfast  ,+033- -iov-""" 
British   Metal   (Kingston),  Ltd.,  Kingston- 
on-Thames. 
Brown   Bros.,   Ltd  ,   Great  Eastern  Street, 
E-C  1  "  Imbrowned,  Bethroad,  London." 

London  Wall  6300. 
Herbert  Frood  Co.,  Ltd.,  Chapel-en-le-Frilh. 
"  Frodobrake,   Birmingham  " 

Central  793 

MacLennan,  J.,  &  Co.,  30,  Newgate  Street, 
E  C. 1.,  and  at  Glasgow.  Tapes,  Cords, 
and  Threads.  City  3115. 

Motor  Cars— 

Arrol  Johnston,  Ltd.,  Dumfries.  "  Mocar, 
Dumfries."  Dumfries  281-282. 

Mann.  Egerton  &  Co.,  Ltd.,  379/381,  Eustou 
Road,  London,  N.W.i.  "  Manegecar, 
Eusroad,  London."  Museum  70. 

Standard  Motor  Car  Co.,  Coventry.  "  Fly- 
wheel, Coventry." 

Coventry  510   (4  lines). 

Nameplates  and  Labels- 
British  Metal  (Kingston),  Ltd  ,  Kingston- 
on-Thames. 
The    Clegg    Metal    Engraving    Co.,  Ltd., 
Worthing.    "Clegg,  Worthing." 

Observation  Panels- 

Triplex  Safety  Glass  Co.,  Ltd.,  1,  Albemarle 
Street,  Piccadilly,  W.i.  "  Shatterlys, 
Piccy,  London."  Regent  1340. 

Oils- 

C.  C.  Wakefield  &  Co.,  Ltd  ,  Wakefield 
House,  Cheapsi.le,  E  C.2.  "  Cheery, 
Cent,  London  "    Central  11305  &  13466. 

Parachutes— 

E.  R.  Calthrop's  Aerial  Patents,  Ltd., 
Eldou  Street  House,  Eldon  Street, 
Loudon,  E  C.  "  Savemalivo,  Ave,  Lon- 
don." London  Wail  3266-3267. 

The  North  British  Rubber  Co.,  Ltd., 
Castle  Mills,  Edinburgh.  "Weba, 
Edinburgh."    Edinburgh  3880  Central. 

(5  lines.) 

C.  G.  Spencer  &   Sons,  Ltd. 
(See   under  "Balloons"). 

Piston  Rings— 

The  Standard  Piston  Ring  and  Engineering 
Co.,  Ltd.,  Don  Road,  Sheffield.  "  Ocean, 
Sheffield."  Sheffield  2149 

Presswork— 

Ruberv  Owen  &  Co.,  Darlaston,  South 
Staffs. 

Terry,  Herbert,  &  Sons,  Ltd.,  Redditch. 
"Springs,  Redditch."  Redditch  61. 


Propellers— 

The  Aircraft  Improvements  Co.,  Morning- 
ton  Works,  Arlington  Road,  Camden 
Town,  N.W.i 

Blackburn  Aeroplane  &  Motor  Co.,  Ltd., 
Olympia,  Leeds.     "  Propellors,  Leeds." 

Roundhay  345  (3  lines). 

Boulton  &  Paul,  Ltd.,  Rose  Lane,  Norwich, 
"  Aviation,  Norwich."        Norwich  851. 

Ebora  Propeller  Co.,  11  &  12,  Surbiton 
Park  Terrace,  Kingston-on-Thames 
"  Ebora,  Kingston."  Kingston  672. 

Integral  Propeller  Co.,  Ltd.,  "  Aviprop, 
Hyde,  London." 

Hendo.i  9.     Kingsbury  104 

Lang  Propeller,  Ltd.,  Weybridge.  "  Aero- 
sticks,  Weybridge.  '    Weybridge  520-521. 

Oddy,  W.  D.,  &  Co.,  Leeds.  "Airscrews, 
Leeds."  Leeds  20547-S. 

Wcstlaud  Aircraft,  Yeovil.  "  Aircraft,  Yeo- 
vil" \eovil  129. 


Pyrometers— 


The  Foster  Instrument  Co.,  Letehworth, 
Herts.  "  Fost  -r  instruments,  Letch- 
worth,  "  Letchworth  2b- 

Rawhide  Hanamers— 

Ira  Stephens,  VVhileiands  Leather  Works, 
Ashton  uhder'-Lyne.  "  Stephens,  709, 
Ashton."  Ashton  709. 

Rigging  for  Aircraft— 

Cradock,  Geo.,  &  Co.,  Ltd.,  Wakefield, 
England.    "Cradock,  Wakefield." 

Wakefield  466. 

Rubber  Tubing  &  Accessories— 

Hancock,  James  Lyne,  Ltd.,  M,  Goswell 
Road,  London,  E.C  1  "  Masticator, 
Isling,  London.  '  City  381 1  &  3812 

The     North     British     Rubber    Co.,  Ltd., 
Castle     Mills,      Edinburgh.  "Weba, 
Edinburgh."     Edinburgh  3880  Central. 
_  (5  lines.) 

Safety  Belts— 

C.  H.  Hi. inics  X  Son,  38,  Albert  Street, 
Manchester.    "  Semloh.  Manchester." 

City  4432. 

Screwing  .Die  Heads — 

Voucher,  Co.,  Auto  Tool  Works,  Walsall. 
"  Voucher   Walsall."  Walsall  0196 

Screw-driving  Machines— 

Russell  Bros.  (Redditch),  Ltd.,  LHtleworth, 
Redditch.     "  inventors,  Redditch." 

Redditch  74. 

Seaplane  Manufacturers— 

Blackburn  Aeroplane  &  Motor  Co.,  Ltd., 
Olympia,   Ljeds.     "  Propellors,  Leeds." 

Roundhay  345  (3  lines). 

Phcenix  Dynamo  Manufacturing  Co.,  Ltd., 
Thornbury,  Bradford.  "  Dynamo,  Brad- 
ford." Bradford  3700    (7  lines). 

Short  Bros.,  Rochester.  "  Seaplanes, 
Rochester."  Chatham  627. 

Supermarine  Aviation  Works,  Ltd.,  souui- 
amplcuii.  "  Superiuannj  touthaiLy- 
ton."  .  Wooiston  37. 

Searchlights  &  Landing  Lights 

Brow  n  .u. Lid.,  Greui  faasn.ru  St.,  E.C.I. 

Imperial  Light,  Ltd.,  123,  Victoria  Street, 
London,  S.W.i.  "  Edibrac,  Phone,  Lon- 
don "  3540  Victoria  (3  lines). 

Ihe  Rotax  Motor  Accessories  Co.,  Ltd., 
Victoria  Road,  Willesden  Junction, 
N  W.io    "  Rodyualite,  1'hone,  London.' 

Willesden  24S0 

Shock  Absorbers- 
Luke  Turner  ii  Co.,  Deacon  Street,  Leices- 
ter Leicester  967. 
Tubbs,  Lewis  &  Co.,  Ltd.,  29  &  30,  Noble 
Street,  EC. 2.    "Elastics,  London." 

City  22. 

Sheet  Metal  Pressings— 

Accles  &  Pollock,  Ltd  ,  Oldbury,  Birming- 
ham.   ".  Accles,  Oldbury." 

Oldbury  111  (4  lines) 

Blackburn  Aeroplane  &  Motor  Co.,  Ltd., 
Olympia,  Leeds.     "  Propellors,  Leeds." 

Roundhay  ^45  (5  lines) 

British  Metal  (Kingston),  Ltd.,  Kingston- 
on-Thames. 

Ruberv  Ow_en  &  Co.,  Darlaston,  South 
Staffs. 

Sheet  Metal  Work— 

The  Acetylene  Corporation  of  Great  Britain, 
Ltd.,  49,  Victoria  Street,  S.W.i. 
"  Flamma,  Vie,  London."  Vic  4830 

British  Metal  (Kingston),  Ltd,,  Kingston- 
on-Thames.  L^taffe- 

Rubery    Owen    &   Co.,    Darlaston,  South 

The  Sels  Ion  Aero  &  Engineering  Co.,  Ltd., 
1,  Albemarle  Street,  Piccadilly,  W.i. 
"  Selaero,  Phone,  London." 

Regent  11S1 

Imperial  Light,  Ltd.,  123,  Victoria  Street, 
London,  S.W.i.  "  Edibrac,  Phone,  Lon- 
don." Victoria  3540  (3  lines). 


(Supplement  to  The  Aeroplane  ) 


Aeronautical  Engineering 


July  2,  igig 


3UIIIIIIIIIIIIIIIIIIIIIIIH 


=  Accumulators— 

=  The  chloride  Electrical  Sonne  Co.,  M4, 

=  Clifton    Junction,     near  Manclic-KT- 

=  "Chlnridk.  r.-n.ll,  bury  "  Central  Sim- 

=  Chester,    163?                Pendleton,  it. 

S       Acetylene  Welding  Plant- 

IZZ  Acetylene   Corporation   of   Great  Britain, 

=  Iraiiri"'l'''uBht,  Ltd,  ra^Wttorto  mp;>, 

=  London.     S.W.I.     » Edtbrac,  Pone. 

London."  ?54°  JtlCtona  13  ltncsl. 

li        Aeroplane  Manufacturers— 

S  Aircraft  Mannfnctiirins  Co.,  Ltd,  Senior,. 

^  "All  III. Ills  HP,       >'    <     ■  Kinysllury  210. 

=  Arra.trmiK  Sir  \V    Whitworth  ft.  Co.,  Ltd  . 

~  on  -  Tyne.  "Armstrong 

ffcas!  .-on-  >,^o5ffJr(h  500 

■lane  ft  Motor  Co..  Ltd 
-cK     "  Propeflors,  Leeds  ' 

Boultnn  &  MUM  ,  jJOM  •^SSS'l*!' 
Ilritish  Aerial  Transport  Co  ,  Ltd  Head 


IJEq  -  MeroplariQ  • 

1  


Aviii 
BJackhu 


Works  :  Hythc 


.Ma 


Pawsoi 
EaSthot 


London  Office, 
Haudley  Fane,  Ltd  , 


tiitial  2604  (3  lines). 
0.,  Ltd.,  Eastbourne 


Marti  usydc,     Ltd  ,     Rrooklands,  Byflci 


Fhccnix  Dvnai 
thorabury, 
Bradford." 


Maim'acturi 
Bradford. 
Bradford  ■ 


'■  Carbodis,  Londi 
Roe,    A.    V.,    &  O 
"  Triplan;,  Mane 


H„  Lt 


Short    Bros.,   Roc.  Hester,  Eastcl 

Whitehall  Houio,  S  W.  "Tu&i 

London." 
Tbe  siddclcy  Deasy  Motor  »ox 

Coventry-      Coventry  954 

Coventry." 
Sopyvjth  Aviation  Co.,  Ltd  .  K 


Waring  &  Gillow,  U 
Westland  Aircraft',  Y«v 


k.  rfyl.i, 
rsinilh 


Airships— 

Airships,  Ud.,  HiSb  Stre^Mer£ 
Tbe    North    Briti-h    Rubber    Co ., 
Castl"     Mills,     Edinburgh.  \ 
Edinburgh  38a  O 


Ediubur 
Short  Uros 


East,  bur.  i 


Aluminium  Castings  (Sand  and  Dip) 

Cnan  R  W  110,  Goswsll  Head,  Loudon, 
PC  1  "  Krankases  lsling,  London  " 
^  -  City  3846. 

Balloons— 

Tin-  North  nritisli  Rubber  Co.,  Ltd  , 
Castle  Mills,  Edinburgh  "Weba, 
Edinburgh  "     Edinburgh    ,,*So  G  rural 

(5  lines  ) 

C.  C.  Sp.nc-r  and  Sons  Lid  vM.  Hijfh; 
bury  Grove   S-s.    "Aeronaut,  London. 


Bent  Timber  PartS- 


borough  '       Market     HarUirough  15. 

Bearings  (Etonia  Casl  Phosphor  Bronze) 
Drown  ilros.,  Ltd.  fit.  Easter □  St.,  E.c.i. 
Yorkshire     Engineering     Supplies,  Ltd., 
Worllcy,  LcciU.     -Yes,  Leeds."  ^ 

Blowpipes  (Oxy-Acctylrne)- 


ter, 


5.W-I 


■  !  lari 


l  Street,  Wesl 
1,  vie,  1.01  " 


Britain, 


Imperial  Light,  Ltd ,  123, 
London."  Vi 

Bolts- 

Miu-hell    Wedge  wood  &■ 
Works,     Stoke  Ncwh 


Books  (Aero  Engi 
Dykes1    Auto  Kucj 


Buildings- 


elopedia,    Cillam,  149, 


Cable    Coverings    and  Cable 
Controls- 


Carburettors— 

Hobson,  l|  M  ,  Ltd  ,  29,  Vauxhall  Bridge 
Road,  S.W.a.  Vieioria  4670 

Casein— 

Nicuwhof,   Surie   &    Co.,   Ltd.,  Si  Llovds 
London,  E-Cj  "Suricodou, 
Aveuue  34  and  ;i 


,  Loudon  ' 


Clothing— 

Burberry's,  Ltd,  Hoymarkil 
Dunhill^  Ltd.,  Eusion  l 
The    North1  'British0"  Kubbc 


Component  Parts- 

Accles  &  l'ollock,  Ltd  .  • 


Rrown  Bros., 
Central  Airci 

N.W.6.  ' 


Cords,  Tapes,  and  Threads 

Maci.tnuan,  J  ,  &  Co.,  30,  Ne- 
E.Ci.   .And  at  Glasgow. 


Dopes— 


CtUnu,  Ltd  ,  .2j,  Cork  Strict,  London  \y  V 
"  Ajawb,  Rck,  London."  (krrai.i 

Rolrt.  Inghao:  Clark  ii "  Co.,  Ltd  ,  West 
Ham  Abbey,  K-15.  "  Olcotine,  StraL 
Lundon."  East  t}t^. 

Engines  and  Parts— 

Allen,  W.  H,,  &  Co.,  Ltd  ,  Bedford.  "Pump 
.    Bedford."  Bedford  No  1! 

Arrol-Johnstoii,   Ltd.,  Dunifrks      "  Moiar, 

Duni fries  "  Dumfries  281-2$-' 

Ueardmore  A-rs  Kul:  ,  Ltd  ,  its,  Crcat  I'ori- 

Innd   Slp-et,    W.i.      "  Riai'lni.tn  ,  l...n- 


Electrical  Accessories— 

Belling    iii    Co,,    Uluiiiugnc    Road,  L"pi 
Eomoutuu,    N  it.      "  Billiim,  Edm. 

Brown  Bros.,  Ltd.,  Gl.  East'.rn  St.,  EC 
Johnson    \    llnilips,    Lid.,   Charlton,  I.c 


The  HoLax  alot 


Electric  Cables- 


Johlisou  &  Phillips,  Ltd  .  Cliarlton,  London. 
a.ii.T.    "Juno,  London." 

C11nr.il  London  Wall  J564. 

Electric  Lighting  and  Power- 


Electro    Platers    and  Metal 
Polishers'  Engineers- 


Fireproof  Petrol  Tanks— 

.  The  Aircraft  Improvements  C 

Ion    Works;    Arlington    kond.  Ca 


Flare  Lights— 

'London,'"  S.w!x 

Flexible  Shafts- 


July  2,  1919 


Aeronautical  Engineering 


(Supplement  to  The 


buyers'  ■  Guide. 


Imperial  I.icht,  Ltd,  r;-„  Vittorin  si,Mt, 
London,     S-W.i.      "  Edibrae,  'Phone, 

The  Auto  Controller  Co    IPluxit-.O,  Y.cntia 
Road,    Btriuoiidsey,  Eng 

Flying  Boat  Builders — 

Gos'nrl  Aircraft  Co.,  Gosport.  "Plight, 
Gosport."  Gosport  217. 

Galvanising— 

ItcHdiim  «1  Paul,  Ltd  ,  Ruse  Lane,  Norwich. 
*■  Aviatiftn,   Norwich."       Norwich  851. 

Gauges— 

j     A     IT. sHvi.  h    S    Co.,    Northunibi  rlaml 

Park,  Tottenham,  N  17 
Voucher.  Co.,   Anto  T-v.l   Works  Walsall 

••  Voucher   Walsall  "  Walsall  okjO. 

Gears— 

ftfoSS  Gear  Co.,  Ltd  ,  Thomas  Strret,  Aston, 
Jtirinini'ii.iin    "  Jlfifjjtar,  Biruiineliani  " 


Cannon,  B. ,  &  Co.,  Ltd,  Lincoln.  London 
Office,  no,  Cannon  Street,  E.C.4. 
"  HececoTin,    Cannon,    London  " 

Improv"(I  f.iqnid  GI-ir-s  Co.,  Ltd  .  Gt.  Her- 
mitage .Street,  E  ^Croid  ]  "Excn.id.u, 

Mendiue  Co,  S,  Arthur  Street,  EC. 

>  Bank  5S7;, 

Goggles— 

Jnph  x  :  afety  GI.TSt  Co.,  Ltd..  1,  Albemarle 
Street,   Piccadilly,   Wi  "Sbatt.rlys, 


>  i  :  [       "  Hot  Walcr,  Priars,  I.on.l.m  " 

Hop  7«>j, 

Instruments- 


Instruments    (Scientific,  Alt! 
etc.) —  . 

Short  R  Mason,  Ltd.,  Maedonnld  Ko.id. 
\Vall»i:iin-l.iw,  Jvi-       "  Ad-  p„.1,  l'bonc, 

Insurance^ — 

Aviation  Insurance  Assnciation,  1,  Royal 
E\ihanv'c  Avenue,  E  C  ; 

London  Wall  M44 
Bray,    Gibb   &    Co  ,    Ltd.,    i6(>,  Piccadilly, 

'  WT  - 

S   Sa--kville  &  „Sons,  Duchy  Chambers,  4, 

Harold  Towni'uY,  'l.td',  'n'-ij,  Abchurcli 
Lane,  King  William  Street,  E.C.4- 
"Cariusur,   London."  ^ 

Percy  Wtngfie'd,  2:,  Newgate  Street, 
E.C  1.  .  City.  4672- 

Leather  Cloth- 
New  Pegamoid,  Ltd  ,  1^4,  Queen  Victoria 
London      "  Pegamoid,  Cent., 


Lorn 


;  line 


Lubricating  Oil   Refiners  and 
Merchants- 

W.   B.   Dick   &-  Co,   Ltd,  90,  Fenchureb. 
Strict,  Iv  C-i      I*  I'  «ra ins  Dicoll'i  Fen, 

Magneto  Driving  Pieces— 

Herbert    Terry        Sons    Ltd  ,  Kcdditeh. 
"Springs,  Re.ldi'.ch."  Reddilch  01. 

Magnetos— 

The  Briiish  Lichtinj  &  Ignition  Co,  Ltd., 


Metal     Casement  Manufac- 
turers- 


Metal  Manufacturers- 

Cliffoid.  Chiis  ,  .\  s,„is  Ltd  , 
"  CliiTord,  Birminyliam."  1 


Metals  in  General— 

Samuel  Mercer  &  Co.,  198,  Upper  Thames 
street,  E  C  4  ■*  Reconciled,  Cannon, 
London.  city  6j43_ 

Metal  Parts  and  Fittings- 


s,  Old 


ildbury,  Hirniing- 
Rond] 


Arnott    s    7I:irri;illl    LuX  „vtni 

Will,  ol,  „  Jim,  ,i,,„ 
Bayliss    Jones.   &    Bayliss,  Ltd.; 

Wtilverhfimp'uri  -  Wolverharap 
Blackburn    Aeroplane   S-    Mt.inr  v 


Prilisb  Metal 

RuIk  tvF  '  Owci 
Staffs. 

Shropshire 


-7.  Cleveland 
"  rnsiailinir, 

Museum  70. 
lston,  South 


The    fotnx    Motor  Ac 

Thompson    Bros.,    Ltd.,    Bradley,  Bilston. 


'  lllM! 


liil-H 


Metric  Bolts— 

Cashniorc  Bros,  Hildreth  Street.  Rnllinm, 
s  sv  Battcrsea  415. 

Rubery  Owen    &   Co.,    Darlasion,  South 

Miscellaneous— 

Anckrson,     n  ,  Son,    I  td  (Roofs), 

Belfast  4oj-,-"«.  

British  Metal    (Kington),  Ltd.,  Kingston- 


Brow 


M  ,  Ltd  ,  i*.re; 
«  Imbrowiud,  I 


V.E 


Herbert  Frood  Co,  Ltd.,  Cli;M'cl-en-lc-l;rilh. 
"  Frodobrake,  Birmingham."  ^ 

MacLeiman,  J  ,  &  Co.,  ;o,  Newuale  street, 
EC  i  ,  and  at  Glasgow  'lapes,  Cords, 
and  t  hreads  City  3115- 

Motor  Cars— 


WheC  ,  Coventr>      cnlry  .-0  (4  lines). 

Nameplates  and  Labels— 

British    Metal    I  kui'-:>io;ii,   I.ld,  Kingston- 

11ic""s!c'''-'"'m.  I  tl  I'  ll  -nviiiM  Co.,  Ltd., 
Worthing.    "Clegg,  Worthing." 

Observation  Panels  - 

Triulex  -ad  iv  C.la--  Oi,  Ltd..  1,  Albemarle 
Str-tV  Piccadilly,  \V  1  "  Shatterlys, 
Pi.cy,  Loudon."  Regent  1340. 

0lJS~3.  Wakefield  &  co.,_l;td,  J^eficW 

Parachutes— 


ic  North  British 
Castle  Mills,  I 
Edinburgh."  Ed 


Piston  Rings- 


Presswork- 


~ton  limv:  and  Engineering 
-ui  Road,  Jihcli'n  Id.  "  <  kean, 
Sheflield  2i4g 


3.,  Darlaston,  South 
joos,   Ltd  ,  Kcdditeh. 


llllllllillllllllllllllM^ 


Propellers- 

The  Aircraft 

ton  Work: 

Town.  NA 
Blackburn  At 

olympia,  1 

Bonlton  &  Pai 

Integral  Propeller  Co.,  Ltd.,  "  Aviprop, 
Hyde,  Loudon  " 

llenilo.i  9.     Kingsbury  104 
Lang  Propeller,  Ltd  ,  Weybridge       "  Aero- 
slicks,  Weybrid^e.  •    Weybri-lge  5*0-521. 
Oddy,  W.  D,  &  Co.,  Leeds.  "Airscrews, 
Leeds."  Leeds  20347-$. 

West  J  arid  Aircrait,  Yeovil.  "  Aircraft,  Yeo- 
vil." \covU.  129. 

Pyrometers— 

The  Foster  lnstranent  Co,  Lelchworih, 
liens  "lostr  Instruments,  Letch- 
worlh--'  Letcbworth  2b 

Rawhide  Hanamers— 

Ira  su-plu-iis,  lim  la.uw  Leather  Works, 
Ashton."  Ashlon  7og. 

Rigging  for  Aircraft— 

Crudock,  Geo.,  S;  Co  ,  Ltd.,  Wakefield, 
England    "  Crndock,  Wakefield." 

U'akclield  466 

Rubber  Tubing  &  Accessories— 

The    North'    limi-h    RubbiT  'co  ,&  Ltd*, 
Castle     Mills,     Edinburgh.  "Weba, 
Edinburgh. Edinburgh    -,6So  Central 
(5  lines.) 

Safety  Belts- 

C.    II.    lloinies   &   Son,  38,  Albert  Street, 
Man,  hesii  r      "  s,nil..ji.  ManehesU  r  " 
City  443» 

Screwing  .Die  Heads — 

Voucher,    Co,    Auto    Tool    Works,  Walsall. 

"Voucher  Walsall."         Walsall  0196 

Screw-driving  Machines— 

.     "^Reddi'uh.  '  "'!m't|ii'.V^,  ,'li,'  I  li'i!  h  ""rl 

Kcdditeh  74. 

Seaplane  Manufacturers— 

Blackburn  Aeiopla  ie  &  M<ilor  Co  ,  Ltd., 
Ulympia,    beds.      "Propellors,  Leeds." 

rhoiuix  Dynamo  Ma1od"aLl.i,inV''co  ,  l.t.l., 
1  horubiiry,  Brad  fun  l_    "  liynamo,  llr.nl- 

Short      Bros  ,      Rochv-stcr.    '  "  s.'.nplan. 

Rochester."  Chatham  627. 

Supermannc  Aviation  Works,  Ltd,  -ouin- 


Searchlights  &  Landing  Lights  = 


Hie  kotax  Motor  Accessories  Co.,  Ltd. 
Victoria  Road,  Wilksden  Junction 
N  W.10    "  Kodyualitt.-,  Phone,  London  ' 


Shock  Absorbers- 


Luke 


Deuc 


I,c 


Tubbs,  Lewis  \  Co  ,  Ltd.,  29  &  30,  Noble 
Sireel    EL:     "Elaslics,  Loudon." 

City  22. 

Sheet  Metal  Pressings— 

Acck-  ,\:  Pollock,  Ltd,  Oldbury,  Birmiug- 
hum.    "  Accles.  Uldbary." 

Oldbury  111  (4  Imcs) 
Blackburn   Aeroplaae   &    Motor  Co^,  Lljl.. 

British    Metal   (Kingston),  l.t<l^:'Kiugstou- 

on-Thames. 
Rnbt  ry    uwa-u   &    Co.,    Liarlaston,  South 


"  Flamma,  Vic,  Lon  lo  i."  Vic  4830 

Ilritish    Metal    (Kingston),    Ltd,,  Kiuvistoii- 

on-Tliamcs.  [Staffs. 
Rubery  Owen  &  Co.,  narlaston,  South 
The  S.l-lou  Aero  \  Eu^ineering  Co.,  Ltd., 

I,    Albemarle    Mr-el,     Pi.jdilly,  W.I. 

Regent  uSt 

Imperial  Light,  Ltd.,  133,  Victoria  Street, 
London,  S.W.i.  "  Edibrac,  l'bonc,  Lou- 
don." Victoria  3540  13  lines). 


50 


(Supplement  to  The  Aeropmne.; 


Aeronautical  Engineering 


July  2,  1919 


66  The   Aeroplane  *9    Buyers'  Guide.-conr/nued. 


Solder  Manufacturers— 

Samuel  Mercer  &  Co.,  19S,  Upper  Thames 
Street,  E.C.4.  "  Reconciled,  Cannon, 
London."  City  6342. 

Sparking  Plugs- 
Brown  Bros.,  Ltd.,  Oreat  Eastern  St.,  E.C.I. 
Lodge   Sparking   Ping   Co.,   Ltd.,  Rugby. 

"  Igniter,  Rugby.,:  Rugby  235. 

Ripault,  Leo.,  &  Co.,  Ltd.  (Oleo  Plugs),  64a, 

Poland  Street,  W.i.       "  Ripault,  Reg, 

London."  Gerra.-d  7758. 

The  Robinhood  Engineering  Works,  Ltd., 

Newlauds,      Putney       Vale,  'S.W.i,. 

Makers     of    KLG   Plugs.      "  Kaelgec, 

Phone,  London." 

Putney  2132-3. 

Springs- 
Dart  Spring  Co.,  West  Bromvvich.    "  Dart, 
West  Bromwich."    West  Bromwich  322. 
Terry,  Herbert,    &   Sons,   Ltd.,  Redditch. 
"  Springs,  Redditch." 

Redditch  61  (3  lines) 

Steel- 
Aiicn,    Edgar,    &    Co.,    Ltd.,  Sheffield. 

"Allen,  Sheffield."  Sheffield  4607. 

Brown  Bros  ,  Ltd.,  Great  Eastern  St.,  E  C.i. 
Firth,  Thos.,  &   Sons,  Sheffield.  "Firth, 
Sheffield."  Sheffield  ^230  to  xz-~- 

Nicklin,  Bernard,  &  Co.,  Birmingham. 
"  Bernico,  Birmingham." 

Smith  wick,  221. 
Spear  &  Jackson.  Ltd.,  .Etna  Works,  Shef- 
field.    "  Spear,  Sheffield." 

'Central  4522-3-4. 

Steel  Tubes  for  Aeroplanes— 

Acclcs  k  Pollock,  Ltd  ,  Oldbury,  Birming- 
ham.   '•  Accles,  Oldbury." 

Oldbury  in  (4  lines) 

Tapes  and  Smallwares— 

MacLennan,  John,  &  Co.,  30,  Newgate 
Street,  E  C.i.    And  at  Glasgow. 

City  3115. 

C.  E.  Matthews  &  Co  ,  Ltd.,  Castle  Works, 
Bermondsey  Square,  S.E  i.  ""Webbance, 
Berm,    London."  .    Hop  405? 


Timber— 

Hopton  &  Sons,  George  Street,  Euston 
Square,  London,  N.W.i.  "  Hoptons, 
Eusquare,  London.  Museum  49b. 

Also  at  Market  Harborough,  Leicester- 
shire.   "Hoptons,  Market  Harborough  " 
Market  Harborough  13., 

Time  Recorders— 

Gledhill  Brook  Time  Recorders,  Ltd.,  26, 
Victoria  Street,  S.W.i.         Victoria  1310. 

TOOlS- 
Richard  Mather  &   Son.    Shoreham  Street 
Works,  Sheffield 

Sheffield  4349 

Turnbuckles— 

Brown  Bros.,  Ltd.,  Great  Eastern  St.,  E.C.i. 
Rubery    Owen    .X;    Co  ,     Darlastou,  South 

.  Staffs. 

Tyres  and  Wheels— 

The  North  British  Rubber  Co.,  Ltd.,  Castle- 
Mills,  Edinburgh.  "Weba,  Edinburgh." 

Central  3880   (5  lines). 
The     Palmer     Tyre,     Ltd.,  Shaftesbury 
Avenue.    "  Tyricord,  Westeent  " 

Gerrard  1214  (5  lines). 

Undercarriages— 

Thonioson  Bros  Blstonl,  Ltd.,  Bradley, 
BiUtpn,  England.  "  Thompson  Bros., 
Bikton."  Bilston  10. 

Varnishes— 

The"  British  Emaillite  Co.,  Ltd.,  30,  Regent 
Street,  S.W.i.  "  Ridleypren,  Piccy, 
London."  Gerrard  280. 

Thomas  Parsons  &  Sons,  315  &  317,  Oxford 
Street,  London,  W  1.  "  Varjap,  Phone, 
London."  Mayfair  6347  (-,  lines) 

Robt.  Ingham,  Clark  &  Co.,  Ltd.,  West 
Ham  Abbey,  E .15.  "  (Nicotine,  Strat, 
London."  East  935. 

Harland,  W.,  ,\  Son,  Mcrton,  London, 
S.W. 19.    "  Harlani,  Wimbledon  45  " 

Wimbledon  45  and  1393. 

Naylor  Bros.,  Ltd.,  Southall,  Middlesex. 
"  Naylor.  Southall  "  Soutliall  ;o. 


WaSherS- 
Terry,  Herbert,   &  Song,  Ltd  ,  Redditch. 


"  Springs,  Redditch.' 


Keddtteh  61. 


Welding  and  Cutting  Plant— 

Acetylene  Corporation  ot  Great  Britain, 
Ltd.,  The,  49,  Victoria  Street,  West- 
minster, S.W  1.  "  Flamina,  Vic, 
London  "  Vie  4S30. 

Imperial  Light,  Ltd  ,  123,  Victoria  Street, 
London,  S.W  1  "  Edibrac,  Phone, 
London."  Victoria  5340  (3  lines). 

Welding  Repairs— 

Imperial  Light,  Ltd  ,  123,  Victoria  Street, 
London,  S.W.i.  "  Edibrac,"  Phone, 
London  "  Victoria  3540  (3  lines). 

Wind  Shields— 

Auster,  Ltd.,  133,  Long  Acre,  W.C.  "  Win- 
fiector,  London  "  Regent  5910. 

The  Rotax  Motor  Accessories  Co.,  Ltd., 
Victoria  Road,  Willesden  Junction, 
N.W.io.  "  Rodynalite,  Phone,  London  " 
Willesden  2480. 

Triplex  Safety  Glass  Co.,  Ltd.,  1,  Albemarle 
Street,  Piccadilly,  W.i.  "  Shatterlys, 
Piccy,  London."  Regent  1340. 

Wire  GaUZe- 
Greening,  N.,  &  Sons,  Ltd  ,  16,  Finsbu-ry 
Street,     London.     EC.i.      "  Setsorew, 
Finsquar?,  Londou."   London  Wall  1082. 

Wire  and  Cables— 

Bruntons,  Musselburgh,  Scotland.  "  Wire- 
mill,  Musselburgh."      Musselburgh  28. 

Cradock,  Geo.,  &  Co.,  Ltd.,  Wakefield. 
England.    "  Cradock,  Wakefield." 

Wakefield  466  (3  lines). 

Wire  WOrk- 
Terry,   Herbert,    &   Sons,   Ltd.,  Redditch. 
"  Springs,  Redditch  "  Redditch  61. 

Woodworking  .Machinery- 
Robinson,  Thomas,  &  Son,  Ltd.,  Rochdale, 
"  Robinson,  KochdaL*  "      Rochdale  467. 
Sagar,  J:,   &   Co.,  Ltd.,  Halifax  ''Saw- 
tooth," Halifax."  Halifar.  136. 
Wadkin  &  Co  ,  Leicester.      "  Woodworker, 
Leicester."                        Leicester  ^614. 


BUY  your  cast- 
ings from  the 
pioneers  of  the 
Aluminium  Foundry 
Industry,  who  have 
the  experience  and 
confidence  brought 
about  by  many  years 
in  this  line  of  busi- 
ness. 

Consult  us  in  your 
pattern-making  :  by 
doing  so  we  can  save 
endless  trouble  in 
the  production  of 
castings. 


July  2,  1919 


Aeronautical  Engineering 

(Supplement  to  The  Aeroplane.)  j 


READY  IMMEDIATEL\. 

Six  Shillings  and  Sixpence  net. 

THE  AERIAL  ARM 

Its  Functions  and  Development 

BY 

Lieut.-Colonel  N.  J.  GILL,  C.B.E.,  M.C. 

With  an  Introduction  by 

Major-General  Sir  W.  SEFTON  BRANCKER,  K.C.B.,  A.F.C. 


CONTENTS. 

CHAP. 

iv  The  Atmosphere. 

Appendix  A.  Tabular  statement  of  the  several  types  of  clouds. 
Appendix  B.  The  Beaufort  Scale. 

11.  Airships. 

Appendix  A.  British  Airships. 

Appendix  B.  French  Airships. 

Appendix  C.  Italian  Airships. 

Appendix  D.  German  Airships. 

in.    The  Aeroplane. 

Appendix  A.  The  Construction  of  Planes. 
Appendix  B.  Under-Carriages. 

iv.  Progress  in  Aeroplane  Design. 

v.  The  Evolution  of  Types. 

vi.  Navigation  of  the  Air. 

vii.    The  Military  Use  of  Aeroplanes, 
viii.    Co-Operation  Afloat, 
ix.    Air  Power. 


ORDER  FORM. 

To  THE  AEROPLANE  &  GENERAL  PUBLISHING  CO.,  61,  Carey  Street,  W.C. 2. 

Please  send  me  one  copy   (post   free)  of  THE  AERIAL   ARM,  for  which  I 
enclose  7s. 

Name  ."  -.  

Address  

Date   '  


KINDLY    MENTION    "THE    AEROPLAN  E  "      WHEN    CORRESPONDING    WITH  ADVERTISERS 


(Supplement  to  The  Aeroplane 


,  Aeronautical  Engineering 


July  2,  1919 


OLDBURY. 

Telegrams  :— "ACCLES,"  OLDBURY. 

BIRMINGHAM. 
Telephone  :— OLDBURY  m  (4  linei). 


REPUTATION. 

As  manufacturers  of  weldless  steel  tubing,  as  tuoe 
manipulators,  and  as  steel  pressworkers,  we  have 
a  world-wide  reputation  for  all-round  excellence. 
Multitudinous  are  our  products,  ind  our  reputation 
is  behind  every  item. 

We  are  tight  in  the  fore-front  with  our  "  Apollo  " 
tubular  box  spanners.  These  are  becoming  increas- 
ingly popular  in  progressive  engineering  workshops. 
We  make  several  patterns — including  a  special  set 
for  Ford  Cars — all  of  which  leave  absolutely  nothing 
to  be  desired  in  tubular  spanner  construction.  Ask 
for  our  spanner  catalogue  and  price  list. 

We  can  supply  aircraft  parts  in  big  quantities,  as 
in  this  connection  we  are  specialists  in  tapering, 
bending,  trapping,  welding,  and  all  other  classes  of 
tube  manipulation  and  presswo.'k.  'f  c-day  we  recog- 
nise that  aircraft  builders  have  more  time  to  mani- 
pulate their  own  components,  but  they  need  steel 
tubing  and  we  supply  the  very  best.  Further,  let 
our  war  experience  assist  you  in  this  matter  of  stpe! 
tubing  and  steel  presswork.  We  may  be  able  10 
save  you  money,  because  we  have  the  tools  for  many 
components. 


ARNDTT-*- HAR R 1 5  □  N  LTS 


=6=  ' 


Telegrams — 

ARNOTHARRI,  LONDON. 


SPECIALISTS   IN  ALL 

DE  HAVILLAND 

METAL  FITTINGS 

UNSURPASSED  FOR 
PROMPT  DELIVERY. 

Hythe  Rd.,  WILLESDEN  JUNCTION, 
N.W.io. 


'A  SMALL  PARTS  TO  THE  RESCUE. 


KINDLY    MENTION    "THE    AEROPLANE"    WHEN    CORRESPONDING    WITH  ADVERTISERS 


July  2,  1919 


Aeronautical  Engineering 

(Supplement  to  The  Aeroplane.) 


53 


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LTD. 


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(supplement  to  thE  aeropune )  Aeronautical  Engineering 


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A   DAZZLE    ADVERTISEMENT   OF    A    DAZZLING    DIS  OVERY. 


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(Supplement  to  The  Aeropune.) 


55 


AVIATION 

Risks: 


AVIATION 

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Messrs.  S.  SACKVILLE  &  SONS, 

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July  2,  191 


The  Original  NON-POISONOUS. 

Titanine  Dope 

is  strongly  recommended  for 

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AEROPLANES. 


Absolutely  unequalled  for  Durability. 


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schemes 
submitted  on  application. 


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Aeronautical  Engineering  ,SUprfem«t  to  Tra  amo™..)  57 


AMERICAN   SUPERCHARGING  DEVELOPMENTS. 

A  Possible  Means  of  Acquiring  Additional  Efficiency  in  Engines  used  on 

Commercial  Aircraft. 


Intake  to 
engine 


Intake  Exhaust 
valve   /-  to 

/  turbine 


AST 
Exhaust 
valve 


Combined  tut^ 
bine  &  com- 


Cylinder  Rss^ffiWs 

f  li-lMiralnl'  — ' 


Carburetor 


Carburetor 
induction  pipe 


Turbine 
^discharge 


impeller 


compressor 
inlet 


Air  dis- 
charge to 
induction 
system 


Fig.  1. — The  Sherbondy  Supercharger  Unit  fo-  the  Liberty 
Engine. 

It  is  now  a  matter  of  common  knowledge  that  a  considerable 
amount  of  experimental  work  was  carried  out  in  various  Allied 
countries  with  a  view  to  maintaining  the  power  output  of  aero 
engines  at  high  altitudes. 

So  far,  no  details  of  this  work  have  been  published  beyond  a  few 
references  to  the  fact  that  Prof.  Rateau  had  designed  an  exhaust- 
driven  turbo-air  compressor  designed  to  supply  air  at  normal 
ground-level  density  to  aero-engines  at  high  altitudes. 

According  to  an  American  Journal — the  ''Ae:rial  Age  Weekly," 
of  New  York — the  American  authorities  took  up  this  question, 
and,  working  along  lines  laid  down  in  Europe,  secured  very  pro- 
mising results. 

Soon  after  the  American  declaration  of  war  against  Germany, 
the  U.S.  Government  requested  Mr.  E.  H.  Sherbondy,  and  Dr. 
Sanford  A.  Moss,  of  the  General  Electric  Co.,  of  America,  to 
take  up  the  investigation  of  this  problem 

Both  these  gentlemen  finally  adopted  the  main  lines  of  the 
Rateau  system- — to  the  extent  of  utilising  a  turbine  driven  by  the 
exhaust  gases  of  the  engine,  made  to  drive  a  turbo-air-compressor 
which  supplies  air  to  the  carburetters  of  the  engine. 

Mr.  Sherbondy  made  certain  experiments  with  a  compressor 
gear  driven  from  the  engine  shaft,  but  eventu  illy  abandoned  this 
method  for  the  turbine  drive. 

"Aerial  Age  Weekly"'  publishes  general 
arrangement  drawings  of  the  original 
Rateau  supercharger,  and  of  the  Sher- 
bondy modification,  together  with  a  num- 
ber of  other  illustrations. 

Generally  all  three  types  differ  only  in 
detail.  All  employ  a  turbine  of  the  single 
wheel  and  expanding  nozzle  type  associated 
with  the  name  of  de  Laval,  which  drives 
a  centrifugal  air-compresscr  on  the  same 
shaft  at  some  speed  round  about  30,000 
r.p.m.,  and  a  mechanism  more  or  less 
similar  in  principle  to  the  ordinary  aneroid 
which  controls  the  exhaust  gas  admission 
to  the  turbine  in  such  a  manner  as  to 
maintain  an  approximately  uniform  pres- 
sure on  the  delivery  side  of  .the  compressor. 

Fig.  2,  attached,  shows  diagramatica'.iy 
the  modus  operandi  of. all  three  systems. 

Fig.  4  is  a  genera!  arrangement  of  one 
of  the  Rateau  superchargers  showing  the 
disposition  of  the  turbine  and  the  com- 
pressor. 

Fig.  5  is  a  similar  view  of  the  Sherbondy 
supercharger.  In  this  figure  A  is  the  air 
compressor-impellor,  mounted  upon  the 
shaft  S,  which  also  carries  bhe  turbine 
rotor  B. 

Exhaust  gases  are  led  by  two  special 
manifolds  to  the  annular  chamber  N,  and- 
passing  through  the  nozzles  R,  impinge  on 
the  turbine  buckets  K  and  pass  to  the  ex- 
haust outlet  E.  Between  N  and  E  is  the 
bye-pass  valve  V.  The  bye-pass  valve  is 
controlled  by  the  di.iphiagm  F,  which  is 
open  to  the  atmosp'ieric  pressure  on  one 
side  and  has  on  its  other  side  a  sealed 
chamber  containing  air  at  normal  atmo- 
spheric pressure. 


Pig    2.— The  General  Scheme  of  the  Turbine  Type  of  Super= 
charger. 

Movement  of  the  diaphragm  with  varying  external  air  pressure 
controls  a  small  piston  valve  O  which  opens  or  closes  oil  ports 
leading  to  a  cylinder  whose  piston  P  is  on  the  stem  of  the  bye- 
pass  valve  V. 

At  ground  level  this  bye-pass  is  wide  open  and  no  exhaust  gases 
oass  the  turbine  nozzles.  As  the  altitude  increases  and  the  ex- 
ternal pressure  on  the  control  diaphragm  deci  eases  the  bye-pass 
is  progressively  closed,  more  and  more  gas  passes  through  the 
turbine,  and  the  speed  of  the  turbine-compressor  unit  is  automa- 
tically regulated  so  as  to  maintain  the  required  pressure  in  the 
induction  pipes. 

Air  enters  the  compressor  through  the  intake  G  and  is  driven 
bv  the  impellor  A  into  the  circumferential  chamber  C,  and  passes 
to  the  induction  pipes  and  carburetters  through  the  outlet  J. 

The  turbine  and  compressor  casings  are  separated  by  a  water 
space  W  which  is  coupled  to  the  engine-cooling  system.  In  the 
centre  of  the  shaft  and  surrounded  by  the  water  space  is  a 
labyrinth  packing  system  which  prevents  leakage  of  exhaust  gases 
from  the  turbine  to  the  compressor. 

Fig.  1  gives  a  general  view  of  the  complete  supercharger  unit, 
with  exhaust  manifolds  and  carburetter  connections  as  applied  to 
the  12-cylinder  Liberty  engine. 


■  iMPfUf/? 


SHAH  FOR 

ROTATING 
MEMBtBJ 


NOZZLE 

box 


EXHAUST 
CHAMBER 


TO 

CAPBU/?£ToP 


CENTRIFUGAL 
COMPRESSOR 


Fig.  4. — Cross-section  of  a  Rateau  Turbo  Supercharger. 


5s      (Supplement  to  the  aeroplane.)  Aeronautical  Engineering 


JULV  2,  19:9* 


The  Turbine  Rotor  and  Impeller  of  the  Sherbondy  Supercharger 

The  Moss  supercharger  differs  from  the  Shevbondy  mainly  in 
detail. 

Fig.  6,  which  shows  the  turbine  wheel  and  the  impellor,  to- 
gether with  part  of  the  compressor  casing,  shows  the  general  simi- 
larity of  lav  out.  In  this  case  the  rear  shaft-bearing  has  been 
water-jacketed  to  minimise  the  effects  of  its  close  proximity  to 
the  exhaust  gases,  and  the  casings  of  the  turbine  and  the  com- 
oressor  are  separated  to  allow  air  circulation  oetween  the  two  units. 

Both  the  types  described  above  are  designed  to  preserve  full  air 
supply  to  the  400-h.p.  Liberty  engine  up  to  20,000  feet. 


Fig.  5.    Cross-section  of  the 
Sherbondy  Supercharger. 


Fig.  3  shows  the  turbine  rotor  and  the  air  impellor  mounted  on 
the-  shalt. 


l  ig.  6.    Turbine  Rotor  and  Impellor  of  the  Moss  Supercharger. 


The  Moss  Supercharger  Fitted  to  a  Liberty  400-h  p.  Engine. 

A    GIANT  SEAPLANE. 

According  to.  a  note  in  "Engineering  "  Vickeis,  Ltd.,  are  at 
present  engaged  upon  the  design  of  a  very  large  seaplane 

This  machine  is  to  be,  as  far  as  the  structure-  is  concerned,  en- 
tirely of  duralumin,  and  will  have  a  total  weight  of  roughly  ro 
tons,  with  a  disposable  lift  for  fuej,  crew  and  cargo  of  20  tons. 

A    TRADE  MOVE. 

Mr.  E.  C.  Newman,  for  five  years  connected  with  the  Sopwith 
Aviation  Company,  has  recently  joined  the  British  Aerial  Trans- 
port Company.  Mr.  Newman  may  safely  be  called  one  of  the 
pioneers  of  British  aviation,  for  he  started  aeroplane  work  with 
the  Short  Bros,  in  1908  and  was  working  with  the  late  the  Hon. 
Charles  Rolls  in  Bournemouth  when  ihat  pioreer  pilot  was 
killed.  After  the  death  of  Mr.  Rolls,  Mr.  Newman  went  to  the 
Ciystal  Palace,  where  he  joined  the  late  Mr.  Moissant,  the 
American  aviator,  who  had  just  arrived  there  from  Paris  on  a 
two-seater  BleYiot. 

Mr.  Newman  went  to  America  with  Mr.  Moissant,  and  was 
with  him  when  he  was  killed  at  New  Orleans.  lie  stayed  on  in 
America  working  with  Mr.  J.  A.  D.  McCurdy,  the  pioneer  Cur- 
tiss  pilot,  and  returned  to  England  in  1912,  where  he  joined  the 
Bristol  Company.  He  worked  with  them  for  a  considerable  time 
at  Brooklands,  and  he  joined  the  Sopwith  firm  in  1914,  where 
he  has  since  been  concerned  with  the  tuning  up  and  testing  of 
the  experimental  machines.  His  long  and  wide  experience  of 
experimental  work  should  be  of  very  great  value  to  Mr.  Kool- 
hoven  and  the  B.A.T.  Company. 


July  2,  191 9 


Aeronautical  Engineering 


(Suiii>lcraent  to  The  Aeroplane. I 


59 


THE 


AvKtion 


Policies  issued  by  Underwriting  Members  of  Lloyd's  the  Eagle,  Star 
and  Kritish  Dominions  Insurance  Co  ,  Ltd.,  and  the  Excess 
Insurance  Co.,  Ltd,,    for    whom    the  Association  acts   as  Agents. 


POLICIES 


Cover  all  classes  of 
Aviation  Risks. 


Accidental  Damage  under  all  circumstances  to 
Aircraft  ot  all  descriptions,  including  Fire,  Burglary, 
and  Theft ,    (Profit  Sharing  Policies). 

Covering  Policies  of  various  kinds  to  meet  the 
requirements  of  Carriers  by  Air. 

MINIMUM 
RATES. 


Accidental  Damage  to  Cargo. 

Personal  Accident  to  male  Pilots  of  Aircraft, 

to  Crew  and  Passengers. 

Third  Party  Risks  of  all  descriptions. 

Accidental  Damage  from  Aircraft. 

MAXIMUM 
SECURITY. 


1,     ROYAL      EXCHANGE      AVENUE,      LONDON,  E.C.3. 


Telephone  :     LONDON  WALL  994+. 


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(Supplement  to  The  Aeroplane.)  Aeronautical  Engineering 


July  2,  1919 


THE   WILBUR  WRIGHT   MEMORIAL  LECTURE 

(Continued.) 


Engine  Weight  and  Sui-urchakging. 
When  saying  that  an  engine  weighs  2  or  3  lbs.  per  horse-power 
it  is  common  practice  to  use  the  maximum  horse-power  the  en- 
gine can  give  continuously.  In  designs  as  they  ■  now  exist,  this 
maximum  power  is  usually  developed  at  ground  level.  The  power 
developed  during  high  flying  is  less  than  this  maximum  and  in 
fact  is  about  half  of  it  at  15,000  feet  where  the  weight  per  horse- 
Dower  is  4  to  6  lbs.  Attention  has  been  drawn  to  methods  of  keep- 
ing up  the  power  of  the  engine,  and  two  main  lines  of  progress 
show  promise.  In  one  of  these  the  design  is  based  on  high 
altitude  conditions  and  the  full  power  development  at  the  ground 
prevented  ;  in  the  other  a  blower  is  provided  which  increases  the 
air  taken  into  the  cylinder  at  high  altitudes.  The  exhaust  turbine, 
developed  by  Rateaj  for  this  express  purpose,  has  now  reached 
an  advanced  stage  of  development.  The  weight  of  the  blower  and 
the  power  necessary  to  drive  it  must  be  offset  against  the  in- 
creased power  due  to  greater  charges,  and  although  an  important 
reduction  of  engine  weight  below  6  lbs.  per  horse-power  at  15,000 
feet  may  be  expected,  the  limit  will  always  be  above  that  quoted 
for  ground  level. 

Airscrews. 

The  consideration  of  airscrew  design  for  supercharged  engines 
brings  into  prominence  a  very  useful  but  somewhat  accidental 
balance  between  the  output  of  power  of  a  non-supercharged  en- 
gine and  the  power  reauired  to  drive  the  airscrew.  Some  of  the 
important  stresses  in  an  engine  arise  from  centrifugal  forces,  and 
for  this  and  other  reasons  a  limit  is  put  by  makers  to  the  maximum 
permissible  speed  of  rotation  to  the  crankshaft.  The  combination 
of  aeroplane,  airscrew  and  engine  with  which  we  are  best  ac- 
quainted goes  a  very  long  way  towards  a  natural  arrangement  for 
the  prevention  (f  excessive  speed.  The  balance  is  very  seriously 
disturbed  if  a  supercharged  engine,  which  maintains  constant 
horse-power  from  the  ground  to  15,000  feet,  is  used.  An  idea  of 
the  magnitude  of  the  change  of  speed  can  be  obtained  from  a  sim- 
ple formula  which  savs  that  the  horse-power  for  flight  in  the 
neighbourhood  of  normal  top  speeds  varies  as  PV".  For-constant 
power  the  aeroplane  speed  and  airscrew  revolutions  will  be  ^2 
times  as  great  at  15,000  feet  as  at  the  ground.  This  is  an  in- 
crease of  26  per  cent,  or  from  1,400  to  1,760  r.p.m.  and  would  be 
many  times  the  excess  allowed  for  good  running.  It  will  be 
noticed  that  the  effect  of  supercharging  an  engine  is  to  convert  a 
small  loss  of  speed  with  height  into  an  appreciable  gain. 

In  order  to  deal  successfully  with  the  supercharged  engine  when 
it  arrives,  it  will  be  necessary  to  abandon  fixed  airscrew  blades 
and  to  have  a  device  which  admits  of  the  adjustment  of  pitch 
during  flight.  In  civil  aviation  there  will  be  time  for  the  opera- 
tion bv  hand  of  the  necessary  mechanism.  Satisfactory  methods 
of  holding  wood  blades  in  metal  sockets  have  been  developed  and 
it  is  not  improbable  that  the  work  of  operating  the  variable  pitch 
mechanism  can  be  thrown  onto  the  engine.  There  appears  to  be 
every  reason  to  think  that  the  difficulties  are  well  within  the  reach 
of  engineers  and  will  be  overcome  whenever  the  demand  becomes 
sufficiently  insistent. 

A  discussion  of  some  importance  has  been  raised  by  the  conflict- 
ing requirements  of  airscrew  designers  and  engine  makers.  It  is 
apparent  from  the  trend  of  engine  design  that  crankshaft  speeds 
of  2,500  r.p.m.  are  contemplated  in  order  to  reduce  weight  per 
horse-power.  On  the  other  side,  the  airscrew  designer  finds  a 
loss  of  efficiency  of  the  airscrew  which  becomes  serious  at  high 
speeds  and  much  greater  than  any  gearing  losses  in  the  engine. 
If,  for  civil  flying,  it  may  be  anticipated  that  the  engine  unit  will 
have  a  horse-power  of  about  400.  the  gearing  for  a  "tramp"  aero- 
plane should  bring  the  airscrew  revolutions  down  to  1,000  or 
1,200  r.p.m.  If  necessary,  four-bladed  airscrews  can  new  be  used, 
and  the  slow  rotation  and  large  diameter  will  not .  only  tend  to 
high  efficiency  but  probably  also  to  quieter  running. 

The  use  of  ungeared  engines  and  large  powers  was  bringing 
a  new  feature  into  airscrew  design.  Tip  speeds  of  600  ft.  per 
second  are  not  uncommon  even  with  gea.'ing,  and  airscrews  have 
been  used  with  tip  speeds  in  excess  of  850  f.s.  On  theoretical 
grounds  it  was  expected  that  changes  in  the  type  of  air  flow  from 
an  airscrew  would  appear  at  about  500  f.s.,  or  roughly  half  the 
velocity  of  sound  in  air. 

The  importance  of  ifie  subject  was  becoming  very  great  in  the 
closing  period  of  the  war  and  a  special  design  was  made  at  the 
Roval  Aircraft  Establishment  which  could  be  rotated  on  a  spin-_ 
ning  tower  at  speeds  up  to  nearly  1,200  f.s.  The  results  obtained 
were  very  striking,  the  simplest  of  observations  sufficing  to  indi- 
cate a  great  departure  from  the  type  of  flow  on  which  normal  air- 
screw design  is  based.  Standing  in  the  rear  of  the  airscrew,  the 
usual  strong  'breeze  was  felt  at  speeds  below  900  f.s.,  but  disap- 
peared before  the  top  speed  of  1,160  f.s.  was  reached,  leaving  a 
region  of  comparative  calm.  The  change  was  noticed  more  readily 
on  shutting  down  owing  to  the  suddenness  with  which  the  slip- 
stream made  is  reappearance.  The  phenomenon  was  investigated 
and  it  was  found  that  the  new  type  of  flow  was  largely  centrifugal, 
whereas  the  normal  flow  resembles  that  of  a  jet  of  rather  less  dia- 


meter than  the  airscrew.  There  was  no  sudden  increase  in  the 
rate  of  variation  of  power  with  speed,  but  considerations  of  mo- 
mentum suggest  that  almost  the  whole  of  the  thrust  had  disap- 
peared. As  an  organ  of  propulsion,  the  airsciew  was  probably 
very  inefficient. 

An  experiment  in  flight  with  an  airscrew  having  a  tip  speed 
above  the  velocity  of  sound  has  been  contemplated,  and  this  is  one 
of  the  cases  in  which  flight  on  an  aeroplane  presents  the  only 
available  means  of  progress.  It  will  be  a  difficult  experiment,  but 
is  accepted  by  the  experimental  pilots  because  of  its  value.  I  should 
like  to  add  my  personal  tribute  to  the  courage  and  skill  of  the  mem- 
bers of  the  Experimental  Staff  and  Flying  Squadron  at  the  Royal 
Aircraft  Establishment.  In  one  instance  in  particular,  loss  of  life 
occurred  in  a  very  direct  atten.pt  to  assist  in  urgent  design.  An 
accident  of  which  the  cause  was  particularly  obscure  had  recurred 
and  an  investigation  was  being  made.  The  Royal  Aircraft  Estab- 
lishment was  approached  for  assistance  and  completed  a  valuable 
report ;  when  the  last  records  were  being  taken  the  aeroplane 
came  to  grief  by  a  repetition  of  the  accident  which  they  were  in- 
vestigating.    Both  pilot  and  observer  lost  their  lives. 

Factors  of  Safeiv. 

I  am  not  going  to  deal  with  the  calculations  made  when  esti- 
mating the  load  which  an  aeroplane  can  safely  bear,  but  to  draw 
attention  to  the  loads  which  may  come  on  it  due  to  its  motion 
throueh  the  air.  A  further  difference  between  military  and  civil 
flying  is  shown  in  the  process,  and  it  will  be  seen  that  the  fighting 
pilot  carried  out  his  work  under  exciting  conditions  during  which 
his  aeroplane  was  subjected  to  severe  strain,  and  in  which  his 
physical  sensations  must  have  added  considerably  to  those  due  to 
the  presence  of  an  enemy. 

The  forces  on  an  aeroplane  can  be  measured  by  an  instrument 
called  an  ''accelerometer. "  Although  it  has  a  good  scientific 
name  it  is  a  very  prosaic  instrument  which  measures  the  heavi- 
ness with  which  a  pilot  sits  en  his  seat.  Ducking  the  nose  of  thf 
aeroplane  tends  to  throw  the  aviator  out,  and  at  the  moment  at 
which  he  loses  his  seat  the  instrument  reads  zero.  During  a  loop 
it  may  indicate  that  inrtead  of  a  real  weight  of  10  stone,  the 
pilot's  apparent  weight  '?  40  stone.  His  head  is  then  very  heavy 
on  his  shoulders,  and  on  the  one  occasion  on  which  I  experienced 
the  sensation  my  head  was  distinctly  unstable,  and  an  incautious 
movement  brought  it  forward  "cut  of  control." 

The  first  record  occupied  nearly  half  an  hour  in  the  taking,  of 
which  about  twenty  minutes  was  in  the  air.  The  instrument  was 
strapped  to  the  knee  of  an  observer,  and  at  intervals  the  pilot  in- 
terposed seme  of  the  trick  evolutions  of  flying  on  the  more  normal 
course  of  the  flight.  The  first  clear  deduction  from  the  record  is 
the  uneventfulness  of  straight  flying,  especially  at  good  heights. 
This  is  shown  by  the  tendency  of  the  black  line  to  keep  about  the 
value  1,  so  that  the  pilot  and  passenger  have  their  usual  weight. 
Flying  low  down  the  changes  called  "bumps"  sometimes  reduce 
a  pilot's  apparent  weight  to  half  its  ordinary  value,  and  at  other 
times  increase  it  to  nearly  one  and  a  half  times. 

Leaving  the  record  of  ordinary  flight  and  coming  to  the 
"stunts"  it  was  found  that  on  two  occasions  the  pilot  was  in  dan- 
f  er  of  leaving  his  seat,  and  the  importance  of  a  belt  will  be  appre- 
ciated. Looping  and  spinning  produce  heaviness  on  the  vyfaole,  the 
extreme  value  being  nearly  three  times  the  normal.  A  rapid 
turn  almost  always  increases  the  apparent  weight,  and  in  a 
mock  fight  it  is  very  noticeable  that  the  greater  number  of 
manoeuvres  seat  the  pilot  more  solidly,  and  therefore  help1  in 
the  accurate  control  of  the  aeroplane's  motion.  In  a  few  in- 
stances and  for  a  few  seconds  the  apparent  weight  is  zero,  whilst 
the  extreme  in  the  other  direction  is  as  great  as  four  times  the 
normal. 

Periods  of  high  stress  do  not  last  long,  but  the  air  forces  have 
been  fully  transmitted  through  the  structure,  which  is  then 
liable  in  fighting  to  be  loaded  to  four  or  five  times  the  load  in 
level  flight.  Although  the  conditions  of  fighting  are  very  exact- 
ing, the  demand  for  adequate  structural  strength  has  been  met 
with  considerable  success.  It  would  therefore  appear  that  for 
civil  transport  structural  design  is  far  advanced  towards  com- 
plete safety. 

Controls. 

Control  is  difficult  to  define  in  numerical  form,  especially  as 
the  manoeuvres  are  rapid  ;  it  takes  only  a  few  seconds  to  get 
from  a  level  keel  to  a  vertical  bank,  and  the  pilot  is  far  too 
bus'v  to  observe  a  stop  watch.  At  the  Royal  Aircraft  Establish- 
ment the  idea  was  formed  and  developed  of  photographing  one 
aeroplane  from  another.  The  cinema  camera  used  was  carried  on 
one  aeroplane  which  flew  steadily  along  a  straight  level  path  ;  the 
film  was  driven  by  a  small  windmill.  Directed  towards  .a  second 
aeroplane  flying  behind,  any  motion,  such  as  turning,  rolling, 
or  looping,  could  be  photographed.  The  latest  stage  of  the 
experiment  is  to  use  simultaneously  a  number  of  instruments 
bearing  the  undignified  "title  of  "  Rats,"  which  record  the  move- 
ments of  the  controls  during  the  manoeuvre.  The  scheme  will 
only  be  outlined  this  evening  as  a  full  description  will  shortly 


July  2,  1919 


Aeronautical  Engineering 


(Supplement  to  The  Aekopmne.) 


'6l 


GWYNNES 


LIMITED. 


CONTRACTORS  TO   H.M.  GOVERNMENT 


MANUFACTURERS   AND   SOLE   LICENSEES   IN  THE   BRITISH  EMPIRE 


"CLERGET"  PATENT  AERO  ENGINES 


ENGINEERS,  LONDON. 


'QWVNNE  LONDON." 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


62 


(Supplement  to  The  Aeroplane.) 


Aeronautical  Engineering 


July  2,  1919 


be  given  by  the  Royal  Aircraft  Establishment.  Given  such  a 
method  of  investigation,  it  would  be  possible,  even  in  a  fighting 
scout,  to  assess  the  merits  of  any  particular  control  in  a  definite 
numerical  statement,  and  so  lay  the  foundation  for  the  final 
design  of  the  best  systems. 

Relay  Control  for  -  Large  Aeroplanes. 
With  the  exception  of  a  few  flying  boats,  the  control  of  all 
hesvier-than-air  craft  has  been  by  column  or  wheel  and  rudder 
bar  connected  by  cables  to  the  elevator,  ailerons,  and  rudder. 
This  is  a  partial  relay,  as  the  couples  which  move  the  aeroplane 
come  from  the  air  and  are  far  greater  than  those  exercised  by 
the  pilot's  muscles.  An  aeroplane  of  a  given  size  may  be  light 
O:'  heavy  on  its  controls,  and  those  designs  in  which  the  control 
is  light  are  greatly  appreciated.  Forces  on  a  pilot's  hand  of 
1  to  3  lbs.  are  described  as  light,  5  to  10  acceptable,  and  30  to 
40  lbs.  heavy.  Bigger  forces  can  be  taken  through  the  legs 
from  the  rudder  bar.  The  largest  manually  controlled  aeroplane 
weighs  twenty  times  as  much  as  the  smallest,  and,  other  things 
being  equal,  this  would  represent  the  increase  in  the  pilot's 
effort.  A  small  aeroplane  with  light  control  may  represent  a 
heavy  type  of  large  aeroplane.  Some  relief  can  be  obtained  by 
the  use  of  an  adjustable  tail  plane,  but  this  is  too  slow  for  such 
operations  as  landing.  In  meeting  the  new  problems  involved 
in  the  control  of  large  aeroplanes,  balanced  surfaces  were  intro- 
duced, and  have  sufficed  to  bridge  the  present  range  of  size — 
at  any  rate,  for  those  large  aeroplanes  which  have  sufficient 
stability  to  fly  themselves  for  the  greater  part  of  their  time  in 
the  air.  It  might  be  thought  that  no  limit  existed  to  the  possi- 
bilities of  balancing,  but  it  is  found  that  the  conditions  required 
are  not  the  same  at  all  speeds  of  flight.  It  is  important  that 
the  controls  shall  not  "  take  charge,"  due  to  overbalance,  and 
so  a  small  reserve  of  stability  of  the  control  surface  is  necessary. 
A  more  important  but  less  obvious  limitation  arises  from  the 
fact  that  the  atmosphere  is  gusty,  either  naturally  or  because 
of  the  airscrews.  This  gustiness  upsets  all  hope  of  accurate 
balance,  as  the  irregular  forces  on  the  pilot's  limbs  lead  to 
discomfort.  Some  appreciable  degree  of  stability  in  the  controls 
is  thus  indicated,  and  as  a  corollary  it  is  necessary  to  look  to 
new  ideas.  The  most'  promising  development  is  one  which 
assists  the  pilot  in  the  same  way  as  the  steering  engine  of  a 
ship  assists  the  helmsman.  The  stage  of  finality  is  still  distant, 
but  one  control  has  been  developed  and  used  for  seaplanes  which 
relieves  the  pilot  of  three-quarters  of  the  effort  required  to  move 
thi-  ailerons. 

Stability. 

The  relay  control  just  mentioned  only  assists  the  pilot  and 
does  not  remove  the  necessity  for  his  constant  attention.  The 
human  being  is  a  complex  mechanism  onto  which  aeronautics 
thiows  all  its  outstanding  difficulties,  and,  although  the  opinion 
is  probably  heretical,  I  believe  that  pilots  are  not  anxious  to 
do  unnecessary  work.  At  any  rate,  on'e  of  them  had  the  normal 
human  characteristic  and  fixed  a  plate  in  the  wind  which  was 
to  operate  the  relay  control  when  one  wing  went  down  and 
sideslipping  began.  He  discovered  a  natural  period  of  the  aero- 
plane. Every  six  seconds  down  came  the  right  wing  ;  the  con- 
trol put  over  the  ailerons  and  brought  it  up  as  expected,  but 
overshot  the  mark,  so  that  "hunting"  occurred  until  the  pilot 
intervened.  It  is  probable  that  that  natural  period  had  never 
been  suspected,  just  as  early  aeroplanes  were  thought  to  be  free 
from  phugoid  oscillations. 

These  natural  periods  are  indicators  of  stability,  and  every 
aeroplane  has  its  own  characteristics.  Many  records  are  now 
available  from  the  Royal  Aircraft  Establishment  and  some  from 
Martlesham  Heath.  In  a  lecture  to  this  society  some  years  ago 
I  had  the  pleasure  of  exhibiting  a  number  of  small  models  made 
to  illustrate  the  mathematical  theory  of  stability.  Most  of  the 
examples  to-night  are  taken  from  flight  records,  and  as  such 
are  devoid  of  any  theory.  It  is  perhaps  necessary  to  say  this 
clearly,  otherwise  the  distinction  might  be  missed  in  the  exact- 
ness of  the  agreement. 

Two  pieces  of  apparatus,  one  a  simple  block  of  wood,  will 
draw  attention  to  the  mechanical  ideas  which  in  aviation  con- 
stitute the  basis  of  stability.  Everyone  knows  that  a  top-heavy 
body  falls  over  ;  an  aeroplane  may  have  a  property  exactly  ana- 
logous to  top-heaviness  and  a  tendency  to  turn  over  on  its  back. 
The  wooden  block  stands  steadily  on  the  table  until  disturbed, 
when,  it  oscillates  and  gradually  settles  back  to  its  initial  state. 
This  is  one  of  the  noticeable  characteristics  of  the  motion  of  a 
stable  aeroplane.  The  other  way  up,  the  block  is  stable  against 
a  small  blow,  but  it  is  upset  by  a  larger  one  and  is  typical  of  a 
limited  range  of  stability.  All  these  motions  are  familiar.  A 
fourth  type  is  far  less  common,  and  the  model  used  to  illustrate 
it  is  correspondingly  uncommon.  If  I  spin  the  gyro  and  set 
the  apparatus  in  a  vertical  position,  it  will  oscillate  slowly,  the 
amplitude  getting  greater  and  greater  until  the  apparatus  falls 
over.  This  is  the  condition  known  to  engineers  as  hunting.  I 
propose  to  show  a  record  taken  on  an  aeroplane  which  hunted. 
Stable  Aeroplane. 
The  figure  (not  reproduced)  shows  a  speed  record  taken  by 
an  automatic  apparatus  attached  to  an  aeroplane.  A  special 
clutch  was  provided,  by  means  of  which  the  control  column  could 


be  locked  ;  the  record  begins  with  the  aeroplane  flying  at  62 
m.p.h.  and  the  lock  just  put  into  operation.  As  the  steady 
speed  for  the  control  position  was  73  m.p.h.,  the  aeroplane,, 
being  stable,  commenced  to  dive  and  gain  speed.  Overshooting, 
the  mark,  it  passes  83  m.p.h.  before  again  turning  upwards ; 
there  is  a  very  obvious  dying  down  of  tire  oscillation,  and  in  a 
few  minutes  the  motion  would  have  become  steady.  The  record 
shows  that  after  a  big  bump  the  aeroplane  controlled  itself  for 
more  than  two  miles  without  any  sign  of  danger. 

Unstable  Aeroplane. 
The  next  record  is  very  different,  and  not  so  easily  obtained, 
since  no  pilot  cares  to  let  an  unstable  aeroplane  attend  to  itself. 
No  lock  was  provided,  but  by  gently  nursing  the  motion  it  was 
found  possible  to  get  to  a  steady  flying  speed  with  the  control 
column  against  a  stop.  Once  there,  the  pilot  held  it  as  long 
as  he  cared  to,  and  the  clock  said  that  this  was  less  than  a 
minute.  After  a  few  seconds  the  nose  of  the  aeroplane  began 
to  go  up,  loss  of  speed  resulted,  and  stalling  occurred.  Drop- 
ping its  nose  rapidly,  the  aeroplane  began  to  gather  speed  and 
get  into  a  vertical  dive,  but  at  80  m.p.h.  the  pilot  again  took 
control  and  resumed  ordinary  flight. 

Further  Records. 
As  an  aeroplane  may  be  flown  at  different  speeds,  it  is  neces- 
sary to  examine  the  effect  of  speed  on  stability,  and  the  next 
record  shows  good  stability  for  a  modern  aeroplane  at  speeds 
ot  83  m.p.h.  to  in  m.p.h.  and  for  conditions  more  onerous  than 
those  of  a  lacked  control  column.  The  records  were  taken  by 
the  equivalent  of  a  pinhole  camera  carried  by  the  aeroplane  and 
directed  towards  the  sun.  The  pilot  started  the  record  by  put- 
ting the  nose  of  the  aeroplane  down  and  then  abandoning  the 
control  column.  Big  oscillations  were  produced  which  died  down 
with  considerable  rapidity.  All  records  show  marked  damping, 
and  without  measurement  it  is  difficult  to  detect  any  effect  of 
speed.  In  another  record,  which  is  uncommonly  interesting,  the 
effect  of  speed  is  obvious.  The  upper  diagram  shows  that  at  a 
speed  of  100  m.p.h.  and  a  height  of  10,000  ft.,  the  aeroplane  is 
satisfactorily  stable.  During  one  period  the  pilot  did  his  best 
to  fly  level,  whilst  for  another  the  aeroplane  was  left  to  its  own 
devices  and  proved  to  be  a  good  competitor  'to  the  pilot.  At  a 
speed  of  90  m.p.h.  at  1,000  ft.  the  oscillation  died  down  for  the 
few  first  periods  and  then  became  steady.  The  stability  in  this 
condition  was  very  small  indeed,  and  a  reduction  of  speed  to 
70  m.p.h.  was  sufficient  to  produce  hunting. 

The  oscillations  so  observed'  are  calculable,  and  the  effect  of 
ousts  in  a  natural  wind  are  readily  deduced  from  the  oscillations 
observed  in  still  air.  It  is  to  be  hoped  that  the  stability  of  the 
aeroplane  will  now  receive  the  attention  which  has  in  the  past 
been  devoted  to  performance,  and  has  led  to  a  British  literature 
unparelleled  in  any  other  country'  in  the  world.  It  is  easy  to 
make  an  unstable  aeroplane  ;  it  is  not  difficult  to  make  a  very 
stable  aeroplane.  On  the  other  hand  it  needs  considerable  care 
to  give  an  aeroplane  a  desired  degree  of  stability. 

Once  it  is  conceded  in  the  necessary  official  quarters  that  the 
study-  of  stability  is  important,  there  will  be  no  difficulty  in  be- 
ginning the  progressive  collection  of  data,  but  if  this_  work  is 
to  proceed  satisfactorily  it  is  necessary  that  an  appreciable  part 
of  the  time  of  the  staff  of  the  National  Physical  Laboratory  and 
the  Royal  Aircraft  Establishment  shall  be  continuously  devoted 
to  it.  Incomparably  more  laborious  than  that  relating  to  per- 
formance, it  is  work  which  can  only  be  broken  into  at  frequent 
intervals  at  a  cost  of  serious  loss  of  time  and  accuracy,  and  in 
the  days  to  come,  when  the  number  of  aeronautical  engineers 
with  mathematical  knowledge  is  sufficient  for  the  needs  of  the 
industry,  this  data  will  be  fundamental  stock-in-trade.  The  im- 
mediate needs  of  the  industry  have  much  support,  but  a  policy 
of  looking  two  or  three  years  ahead  has  fewer  advocates,  in 
spite  of  tha-fact  that  such  provision  is  necessary  if  Britain  is  to 

keep  her  lead  in  the  air.   

LONGITUDINAL  STABILIT  Y. 
The  following  letter  has  been  received  : — 

Sir,  I  have  noted  from  your  recent  issues  seme  articles  by 

C.  W.  Tinson  on  the  subject  '  of  longitudinal  stability ;  these 
at  tides  are  very  misleading,  and  contain  considerable  inaccuracies. 

It  is  impossible  to  discuss  the  subject  fully  in  a  letter,  but  Mr. 
Tinson 's  error  is  most  noticeable  in  his  last  article,  where  he 
shows  the  conditions  in  a  terminal  nose-dive,  omitting  the  main 
plane  moment,  which  is  of  considerable  magnitude,  even  at  the 
angle  of  no  lift.  The  conditions  he  works  out  for  the  resistance 
v, eight  and  tail  plane  couples  could  not,  of  course,  produce  equi- 
librium. _..-?;'..  ,,. 

I  do  not  know  if  Mr.  Tinson  has  access  to  official  publications, 
but  if  he  has,'  I  would  refer  him  to  Confidential  Information 
Memorandum  No.  22,  which  was  published  by  the  Admiralty  in 
February,  1917.  This  covers  the  conditions  of  loads  on  tails  in 
high-speed  flight,  particularly  the  conditions  for  a  terminal  nose- 
It  may  be  of  assistance  in  reading  this  C.I.M.  to  note  thai:  co- 
efficient Kq  used  therein  is  the  same  as  the  Km  of  present-day 
use  and  that  the  value  of  Q  (i.e.,  KqpAv2)  is  negative  in  a  nose- 
dive J°BN  D-  NoR™- 


July  2,  19 19 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplane.) 


63 


LUKE  TURNER  &  CO.'S 

SHOCK  ABSORBER  CORDS 


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KINDLY    MENTION    V  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


6a      '{supplement  to  the  aeroplane.)  Aeronautical  Engineering 


July  2,  19 19 


By  Appointment 


to  H.M.  tbe  King. 


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A  low  carbon,  non-alloy  steel 
which  combines  a  glass  hard 
surface  with  a  tough  core 
when  case  hardened,  is 

Edgar  Allen's 

<^~^->  Case  Hardening 
Steel  (c.h.s.) 

It  is  uniform  and  reliable. 
Tests,  treatment  and  details  of 
all  the  Edgar  Allen  Aircraft 
Steels  in  Catalogue  "  D." 
Write  for  it,  stating  name  0/ 
firm . 

Edgar  Allen  &  Co.  Limited 

K  Imperial  STEEL  vWorks.  Shcffield/SCs  ] 


AnotherVictory  for  Burberry! 

For  the  Transatlantic  Flight  Capt.  Sir  J.  Aleock  and  Lt  Sir  A.  Whitten 
lirovra  chose  BURBERRY  CARAPACE  AIR-SUITS  as,ihe  most  perfect 
equipment  for  securing  the  warmth  and  orotection  essential  to  the 
success  of  their  undertaking. 

Both  Officers,  on  arrival  in  London,  enthusiastically  endorsed  the 
manifold  advantage  of  these  suits,  and  stated  that  they  kept  them  per- 
fectly warm  and  comfortaDle  throughout  their  flight  without  the 
assistance  of  any  form  of  electrical  heating. 

BURBERRY 
CARAPACE 
AIR-SUIT 

is  made  up  of  three  layers,  each  of  a 
different  material,  scientifically  com- 
bined to  ensure  the  greatest  possible 
resistance  to  wet  or  cold. 
The  outside  is  Burberry  Gabardine 
—the  material  chosen  by  Sir  Ernest 
Shackleton  for  all  his  Polar  Expedi- 
tions— so  densely  woven  and  proofed 
that  it  will  withstand  intense  pressure 
from  wind  or  rain. 

The  second  layer  is  in  the  form  of  soft, 
thick  Fleece,  that  supplies  a  wealth 
of  warmth,  yet  is  extremely  light. 
The  innermost  lining  is  a  Glissade  a 
smooth-surfaced  material,  which  en- 
ables the  airman  to  slip  into  or  out  of 
the  suit  with  celerity. 
The  suit  is  reinforced  by  a  double  plas- 
tron of  Burberry  Gabardine  across  the 
chest  and  shoulders.  A  Burberry  Put- 
tee Collar,  an  adjustable  waist-belt,  and 
devices  for  Lightening  the  sleeves  and 
legs,  add  comfort  and  stability  to  an 
outfit  which,  whilst  ensuring  complete 
security  against  bad  weather  and  rapid 
changes  of  temperature,  is  naturally 
ventilating  and  much  less  weighty  and 
cumbersome  than  leather  equipment. 

Flying  &  ft  A.P  Kit  In  2  to 
4  Days  or  Ready -to- Wear. 

BURBERRYS  Haymarket,  S.W.I,  LONDON 

8  &  10  Boul.  Malesherbes  PARIS;  also  Provincial  Agents 


During  the  War 
we  have  specialised  in 

ROOFS 

and 

ROOF-COVERINGS 

for 

HANGARS 

If  you  will  write  us  for  particulars  and  Booklet, 

our  experience  is  at  your  disposal 

D.  ANDERSON  &  SON,  L*d. 
Lagan  Felt  Works, 
BELFAST. 

Roach  Real  Works,  Old  Ford,  Lcndon,  E. 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


July  2,  1919 


Aeronautical  Engineering 

(Supplement  to  The  Aeropwne.) 


MARKET  TOPICS. 

Prices  are  for  Quantities  on  Usual  Terms. 

June  26th,  1919. 
COPPER.— This  market  has,  during  the  past  week,  been  very 
active,  and  prices  have  made  a  fairly  substantial  advance.  It  has 
been  pointed  out  on  two  or  three  occasions  recently  in  these  re- 
ports that  immediately  the  demand  for  Copper  revives  values 
would  begin  to  harden ;  the  present  advance,  however,  appears 
to  be  a  little  premature,  as  consumers  are  not  making  heavy 
purchases,  and  the  present  prices  are  undoubtedly  due  to  Ameri- 
can movements. 

Consumers  are,  of  course,  showing  much  nore  interest  in  the 
market,  and  there  are  good  signs  of  improvement.  The  situation 
at  present  calls  for  great  care  and  watchfulness,  as  the  high  level 
of  values  has  made  the  marfbet  a  little  sensitive.  English  B.S. 
Ingots  are  scarce,  and  prices  are  very  high.  Strong  Sheets  have 
also  advanced  during  the  last  10  days  from  £114  to  £121  per 
ton. 

Comparative  Pricks. 

Per  Ton. 
£    s.  d. 

To-day,  June  25th    87    5  o 

Last  week   •••     84    o  o 

Last  month    79    7  6 

Average  price,  1918    115  10  o 

TIN. — At  the  present  time  prices  are  steady,  but  the  demand 
from  consumers  is  not  large,  and  the  market  is  being  influenced 
by  the  lifting  of  the  embargo  on  imports  into  U  S.A.,  and  'he 
expected  signing  of  the  Peace  this  week-end. 

It  should  be  pointed  out  that  although  the  American  embargo 
will  'be  lifted  on  June  30th  it  is  not  expected  that  permission  will 
be  given  for  the  importation  of  Tin  before  the  end  of  July. 

It  is  reported  [hat  Eastern  Tin  has  recently  been  sold  at  prices 
below  the  London  market.  The  future  of  the  market  is  uncertain, 
but  it  is  not  expected  that  there  wilt  he  a  serious  rise 

Comparative  Prices. 

Per  Ton. 

fc'/y  •:  '     •  £  s.  d. 

To-day,  June  25th    242  10  o 

tast  week    243  o  a 

Last  month   '■■  245  7  o 

Average  price,  1918    329  10  o 

LEAD. — This  market  is  in  a  weak  condition,  and' buyers  are 
afraid  to  buy  far  ahead,  their  action  being  due,  primarily,  to  the 
huge  stocks  which  the  Government  still  hold,  the  approximate 
quantity  being  120,000  tons.  There  is  no  guarantee  that  the 
Ministry  of  Munitions  may  not  suddenly  decide  to  turn  the  metal 
into  cash,  even  if  it  is  sold  at  a  price  less  than  the  present  market 
value;  it  is,  in  fact,  known  that  they  have  recently  accepted  a 
special  price  of  ,^23  per  ton  for  a  large  quantity. 

This  kind  of  thing  will  certainly  not  encourage  confidence  ;  on 
the  other  hand,  it  has  already  damped  the  little  interest  which 
was  being  shown  by  consumers.  Yesterday  prices  were  £22  5s. 
net. 

STEEL. — This  market  is  still  in  a  state  of  uncertainty,  uncer- 
tainty of  labour,  hours,  costs,  prices.  At  the  present  time  the 
Teeside  Steel  works  are  on  strike  for  a  44-hour  week.  The  out- 
look is  very  perplexing  and  obscure,  and  Steelmaker;  are  faced 
with  very  severe  competition  from  U  S.A.  ;  also  reports  are  con- 
tinually, being  received  of  large  orders  being  secured  by  American 
firms  in  foreign  and  Colonial  markets. 

The  market,  of  course,  is  in  a  very  unsettled  position  ;  buyers 
cannot  obtain  firm  prices,  and  rather  than  cover  their  future  re- 
quirements at  an  indefinite  price  prefer  to  live  hand-to-mouth. 

TIMBER. — Consumers  continue  to  show  interest  in  this  market, 
although  there  is  a  feeling  of  uncertainty,  which  is  probably  due 
to  the  freight  question  and  the  rpparent  shortage  of  certain  classes 
of  Timber.  Timber  merchants  have  now  combined  with  the  object 
of  forcing  down  the  present  shipping  rates,  and  the  action  they 
hare  taken  should  certainly  result  in  the  rates  being  reduced. 

There  is  a  serious  shortage  of  Aeroplane  Spruce,  and  construc- 
tors should  watch  their  stocks  very  carefully  indeed,  as  there  are 
no  signs  of  supplies  coming  forward  at  present.  There  must,  of 
coarse,  be  large  quantities  on  the  other  side.  There  is  a  very 
strong  demand  fr    Hard  Woods,  but  very  little  Timiber  is  arriv- 


ing recently ;  consequently,  prices  are  hardening,  and  there  are 
no  indications  that  they  will  decline  to  the  low  level  which  they 
have  reached  since  the  Armistice  was  signed. 

A  very  serious  fire  occurred  in  Manchester  recently,  and  it  was 
estimated  that  over  1,000  standards  of  Timber  were  destroyed,  in- 
cluding some  very  valuable  stocks  of  Hard  Woods.  This  is  very 
serious,  indeed,  as  the  shortage  of  Timber  is  likely  to  become 
acute,  if  the  expected  demand  is  realised.  It  should  be  pointed 
out  that  the  whole  of  the  Timber  destroyed  was  Government 
stocks,  and  it  is  understood  that  every  stick  could  have  been  dis- 
posed of  a  rhort  time  ago,  if  the  Government  prices  had  only  beer, 
reduced  a  little. 

FABRIC. — As  stated  last  week,  the  whole  of  the  Aeroplane 
Linen  held  by  the  Government,  has  been  sold  to  Mr.  Martin,  and 
it  transpires  that  the  price  is  in  the  vicinity  of  the  figures  indi- 
cated in  the  last  issue,  viz.,  is.  8d.  per  lhieal  yard.  If  is  also 
reported  that  Mr.  Martin  proposes  to  sell  the  Fabric  at  2s.  per 
lineal  yard. 

This  is  quite  a  reasonable  price,  and  even  if  Aeroplane  construc- 
tors are  proposing  to  use  cotton  fabric  on  their  commercial 
machines,  it  is  not  expected  they  will  be  able  to  purchase  supplies 
at  anything  approaching  this  figure.  The  quality  of  some  of  the 
linen  fabric  is  very  poor,  indeed,  and  intending  buyers  should  be 
very  careful  before  making  purchases. 

Although  the  Ministry  are  complimenting  therr  seives  jn  having 
effected  a  good  deal  in  the  interests  of  the  taxpayers,  it  should  be 
noted  that  they  have  omitted  to  point  out  (hat  the  Fabric  must 
have  actually  cost  the  Government  2s.  gd.  per  iir.eal  yard,  and 
the  actual  loss  between  the  price  paid  and  the  pric3  obtained  fifmn 
Mr.  Martin  must  be  just  over  ^2,000,000. 

It  is  not,  of  course,  inferred  that  the  Government  could  have 
disposed  of  the  Fabric  at  the  price  which  was  paid  ;  at  the  same 
-  time,  the  price  obtained  is  not  very  handsome,  and  taking  all 
things  into  consideration,  the  Ministry  should  not  consider  t!iem~ 
selves  entitled  to  any  compliments. 


THE  PLACE  FOR  PRESENTATION  PLATE 

So  many  people  connected  with  aviation  have  had  dealings  one 
way  or  another  with  the  Goldsmiths  and  Silversmiths  Company, 
Limited,  that  it  is  probably  of  general  interest  to  the  readers 
of  this  paper  to  know  that  the  Swords  of  Honour  presented  by 
the  City  of  London  with  the  Freedom  of  the  City  to  Admiral  Sir 
David  Be'atty  and  Field  Marshal  Sir  Douglas  Haig  at  the 
Guildhall  on  June  12th  were  designed  and  manufactured  by  the 
said  Goldsmiths  and  Silversmiths  Company. 

Probably  of  considerably  more  interest  to  the  aeronautical 
community  is  the  fact  that  the  aforesaid  firm  are  still  specialising 
on  making  silver  models  of  various  types  ot  aircraft  for  presenta- 
tion purposes.  During  a  recent  visit  to  the  firm's  shop  in  Re- 
gent Street  one  noticed  some  extraordinarily  fine  examples  of  such 
models.  There  was  one  large  and  very  perfect  B.E.2b;  another 
of  the  ancient  Grahame-White  biplane  known  as  "Lizzie,"  which 
had  been  built  to  the  order  of  the  father  of  a  flying  officer  who 
had  learnt  to  fly  on  that  particular  machine.  There  were  two 
small  and  very  pretty  specimens  of  Vickers'  Fighters,  and  a  beau- 
tiful little  model  of  an  early  R.E.8  which  had  been  presented 
to  the  Hon.  Mrs.  Dawnay,  of  Hillington  Hall,  by  sundry  grateful 
flying  officers  who  had  the  good  fortune  to  be  sent  to  Hillington 
when  Mrs.  Dawnay  was  running  it  as  an  R.F.C.  hospital.  This 
particular  model  had  been  damaged  in  an  accident,  and  had  just 
been  rebuilt  by  the  Goldsmiths  and  Silversmiths  Company. 

These  little  models  do  in  fact  make  very  much  more  suitable 
presentations  to  people  concerned  with  aircraft  than  do  the  ordi- 
nary conventional  silver  cups  and  such  things. 

TRANSATLANTIC  LUBRICATION. 

The  Rolls-Royce  engines  of  Capt.  Sir  John  Alcock's  Vickers 
"Vimy"  machine  upon  which  the  Atlantic  flight  wis  made  were 
— as  in  customary  with  these  engines — lubricated  with  "Castro! 
R."  and  Messrs  Wakefield  have  received  from  Sir  John  Alcock  a 
telegram  testifying  to  the  excellent  qualities  of  that  brand  of  oili 

B.T.H.  MAGNETOS. 

It  is  worthy  of  note  that  the  Napier  ''L*on"  engine  of  the  DeH: 
machine  upon  which  Capt.  Gathergood  finished  first  in  the  Aerial 
Derby  was  equipped  with  B.T.H.  magnetos,  designed  and  manu- 
factured by  the  British  Thomson-Houston  Co.,  Ltd.,  of  Rugby.  ' 


66 


; Supplement  to  The  Aeropmne.) 


Aeronautical  Engineering 


July 


1919 


The  clip  which 
will  cure  a 
leaky 
joint. 


o  you  use 

a  water-pipe  clip  which  can  be  at  ached 
and  detached  an  indefinite  number  of  times, 
however  inaccessible  the  position — a  clip 
which  has  a  perfectly  equal  and  concentric 
acuon  at  any  tension? 

A  Post  Card  for  our  illustrated  leaflet  will 
show  you  the  way  to  save  money  and  cure 
a  continual  annoyance. 

km  Simpson 

%$J$F  Sleaford,Lincs. 


£.  R.  Calthrop's  Aerial  Patents,  Ltd 

Eldon  St.  House,  Eldon  Street,  London.  E.C.2 


TftapAotM  18  Unit) 
L"-do-  Wall  8266  &  8267 


f lit  gran  hie  Addtcts- 
'  Savemalivo  Ave  Londoh 


The  Essential  Reserve 

JN  THE  STRUGGLE  BETWEEN  HEALTH  and  disease 
the  lack  of  sustaining  food  is  often  the  cause  of  the  body  s 
surrender.    What  is  essential  is  a  reserve  of  strength  over  and 
Above  the  needs  of  the  hardest  and  most  trying  day's  work. 

This  reserve  is  supplied  by  'BYNOGEN,1  which  brings 
strength  to  every  part  of  the  body.  It  maintains  full  nutrition 
by  nourishing  and  revivifying  brain,  nerves  and 
muscles.  'BYNOGEN'  is  specially  recommended 
for  nervous  Exhaustion,  Dyspepsia,  Insomnia,  and 
all  enfeebled  conditions. 

•BYNOGEN'  is  a  concentrated  nutritive  food  with  a 
most  agreeable  flavour.  It  should  supplement  the  daiiy 
dietary  of  young  and  old.  Those  who  take  it  regularly 
withstand  the  effects  of  overstrain,  and  enjoy  the  delightful 
feeling  of  vigour  and  well-being. 


c/  Brings  Health 


Sold  by  all  Chemists  at  1/9,  3/-,  5/-  and  9/- 
ALLEN   &   HANBURYS  Ltd. 

LOMBARD  STREET,  LONDON,  E.C.3. 
Established  in,  the  City  of  London,   A.D.  1715. 


SIMPLIFIES  SOLDERING, 


T~)ON'T  "get  another  one "  when  any  of  1 

your  always  wanted  piece*  of  metalwear 
"  springs  a  leak."  Get  FLUXIXB  and  mend 
up  the  one  you've  got  used  to. 

You  don't  even  need  to  hire  a  man  to  do  It 
for  you.  FLUXITE  simplifies  soldering  to 
that  any  handy  man  or  woman  can  easily  and 
quickly  do  all  kinds  of  little  repairs  at  home — 
it's  just  as  easy  as  that,  if  you  use  FLUXITE, 
Mechanics  will  have  FLUXITE. 

Fi-UXl  rm,  It  Simplifies  Soldering. 

Get  a  tin  to-day.    Of  all  Ironmongers,  in  tins, 
■  '4,  and  3/8. 


KINDLY    MENTION   "  THE  AEROPLANE 


FLUXITE,  LTD.,  316  Bevington  Street,  Bermondsey,  Eng. 
WHEN    CORRESPONDING    WITH  ADVERTISERS. 


July  2,  191 9 


Aeronautical  Engineering 


(Supplement  to  The  Aeropiane.) 


6; 


fbr Aerovla-tip, 
<f  (0ork 

A  PERFECT  finish  is  assured  if  ^ou 
are   using  NAYLOR'S  AERO 
Varnishes,  Paints,  and  Enamels  to  all 
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Passed  A.I.D.  at  our  works. 
PROMPT  DELIVERY. 

NAYLOR  BROTHERS 

(LONDON)  LTD., 

Southall    ::  Middlesex. 

Established  1 1 9  years. 


'Phone 


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PROPELLERS 

ONLY. 


LEEDS 


CONTRACTORS  TO 
H.M.  GOVERNMENT 


Oifice— 

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Telephone — 
20547  &  20548 
Telegrams- 
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"  PLYOL" 

The   BEST    CEMENT  for 
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Also  Casein  especially  adapted  for 

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Telephones  : 
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Telegrams  : 
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16"  -  20"  -  24"  &  30"  wide. 

Send  for  ful'  catalogue  : — 

Wad  kin   &   Co.,  Leicester. 


KINDLY    MENTION    "  THE    AERON.ANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


68 


(Supplement  to  The  Aeroplane. 


Aeronautical  Engineering 


July  2,  1919 


Med.  8vo. 


197  Pages. 


PRACTICAL  AVIATION : 

ITS  CONSTRUCTION  AND  OPERATION. 


BY 


J.  ANDREW  WHITE. 


9s.  Net. 

Postage    6d.  Extra 


CONTENTS: 

Principles  and  theory  of  flight — nomenclature,  assembly, 
rigging— care  and  repair  of  airplanes — operation  and  cire 
of  aeronautical  engines — principles  of  general  and  cross- 
country flying — reconnaissance,  map  reading,  signalling  and 
co-operation  with  military  bodies — radio  for  aircraft  and  its 
uses— machine  gunnery  and  bombing. 

And  a  glossary  of  aeronautic  terms,  their  French  equivalents 
and  phonetic  pronunciation. 

FROM    ALL  BOOKSELLERS. 


Send  for  Catalogue  to  '. 

THE  WIRELESS  PRESS,  LIMITED, 

MARCONI   HOUSE,  STRAND, 
LONDON,  WC.2. 


extension  of 
premises,  plant  and 
machinery  effected  during 
the  war  makes  it  possible 
for  us  to  deal  promptly  now 
with  orders  for  all  kinds  of 


Bowden  Wire  Mechanism 
and  Controls. 


KiiU  tons 
DV,  output 


Q- 


Victoria  Road 
Willesden  Junction 


n-w-  10 


During  the  war  large 
quantities  of  Comet  Steels 
have  been  supplied  for  the 
construction  of  aircraft.  We 
are  now  in  a  position  to  offer 
our  supplies  for  the  develop- 
ment of  peace  industries. 

W*  toUcit  yttir  inquirits. 

M  GILBERTSON  8  CO.lZr 

PO  NTARD  AWE,  N«  SWANSEA, 

ESTABLISHED  1861. 


Godbolds 


>TEEL; 


KINDLY    MENTION    "THE    AEROPLANE"     WHEN    CORRESPONDING    WITH  ADVERTISERS. 


July  2,  1919 


Aeronautical  Engineering 


(Supplement  to  The  Aeropuane.) 


69 


SDMu'fli i  LGf€D-BAR  •  SASH 

:J4^JS&S  of  DAYLIGHT, 


Ha 


Specially  suited  to  Qerodromc  Construction 
^Vents  are  Watertight  and  easily  operated. 


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COMPLETE  SETS  FOR 

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Telephone  :  Victoria  3540  (3  lines). 
Telegrams:  Edibrac,  'Phone,  London. 


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AND   AEROPLANE  VARNISH. 

CELLULOSE  ACETATE  &  CHEMICALS 


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legrams : 

ellulatc.  London."     8,    WATERLOO    PLACE,    S.W.I.       'Phone :  Regent  4045. 

Also  at  Spondon,  Derby ;  and  Maybury  Gardens,  High  Road,  Willesdcn  Green,  N.W.10. 

(Telephone:    Willesden  2380.) 


Y.E.S.  PHOSPHOR  BRONZES  \\ 

Oast  '  EA  TONIA  »  Pnooomm. 

Bearings,  Bushes,  Gearwheels, 

The  most  durable  produced. 


'  BATONIA  '  CAST  BARS  are  the  only  perfectly 
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Ok  Works    contain  Laboratories  and  Maekia.es  far 

all  physical  tests. 

SOLE  PRODUCERS  &  SELLERS, 

YORKSHIRE  ENGINEERING  SUPPLIES,  Ltd. 

WORTHY.  LEEDS.  ..v 


7°       (Supplement  to  the  aeroplane.)  Aeronautical  Engineering 


July  2,  1919 


THE  BAKER  AIR  SEXTANT 
The  perfection  of  this  instrument  is 
a  triumph  of  British  science  and 
mechanical  skill  and  accuracy. 


The  great  reputation  which  "Husun" 
aeronautical  instruments  quickly  gained 
surprised  nobody  who  knew  the  fame  that 
"Husun"  instruments  have  had  for 
generations  among  the  world's. navigators. 

We  claim  for  our  instruments  the  highest  possible 
accuracy  and  reliability.  We  can  offer  quick 
delivery  of  the 

Latest  Improved  Nautical  and  Aero- 
nautical  Instruments  of  Navigation 

Makers  of  Military  Compasses  and  Drawing  Instalments. 
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KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS 


July  2,  19 19 


The  Aeroplane 


71 


CIVIL   AERIAL  transport 


A   REAL  "  LONDON  "  AERODROME. 

By  "MEDWAY." 


The  comments  recently  published  in  The  Aeroplane 
on  the  subject  of  the  programme  and  conduct  of  the 
Whitsun  meetings  at  Hendon  give  rise  to  the  considera- 
tion of  a  question  of  really  great  importance.  -  Ought 
we  to  have  within  easy  reach  of  London  a  concern  that 
could  really  deserve  the  name  of  the  London  Aerodrome, 
run  on  truly  educational  lines  for  the  ultimate  purpose 
of  encouraging  civil  and  commercial  aviation  in  general 
and  without  any  bias  towards  any  particular  private 
interest  ? 

Personally,  I  am  a  great  believer  in  publicity,  pro- 
vided it  is  properly  organised.  Nowadays  no  industry 
or  movement,  however  great,  need  regard  direct  publicity 
as  something  rather  beneath  its  dignity.  A  good  many 
years  have  passed  since  the  present  Prime  Minister  pressed 
his  fourpenny  pup  on  a  somewhat  reluctant  public  by 
advertising  a  catch-phrase  intended  to  convince  every- 
body that  the  animal  was  worth  at  least  ninepence. 
During  the  war  the  works  of  great  artists  have  been 
more  or  less  prostituted  in  order  to  increase  the  strength 
of  official  appeals  to  the  public  to  practise  economy  and 
finance  wilful  waste.  Patriotism  has  been  inculcated 
by  advertisement.  Advertisement  exercised  a  moral 
force  in  favour  of  enlistment,  more  effective  upon  nnny 
natures  than  the  physical  force  of  the  Compulsory  Ser- 
vice Act — "  What  did  you  do  in  the  Great  War,  Daddy?'" 

We  have  also,  as  a  nation,  announced  on  public  posters 
and  public  platforms  our  deep  affection  for  any  and  all 
of  our  Allies,  particularly  upon  occasions  when  the  real 
public  sentiment  was,  to  put  it  mildly,  lukewarm.  The 
natural  instinct  of  the  primitive  man  is  to  dislike  any- 
bodj-  who  does  him  a  service.  As  somebody  remarked 
when  a  former  friend  cut  him  in  the  street,  "  I  don't 
know  what  I  have  done  to  annoy  him ;  he  doesn't  owe 
me  a  penny." 

Texts  as  Advertisements. 

Iu  short,  advertisement  nowadays  is  not  merely  ubi- 
quitous but  universal.  Even  texts  from  the  Bible  are 
inserted  as  advertisements  in'  the  agony  columns  of  the 
"Times,"  if  not  by  the  Deity  himself,  at  least  by  those 
who  believe  themselves  to  be  very  closely  associated  with 
His  views  and  objects. 

The  possession  of  a  real  London  aerodrome,  properly 
run  for  the  one  and  only  object  of  serving  as  an  ad- 
vertisement for  civil  and  commercial  aviation,  would  be 
an  enormous  asset  to  the  movement,  and  I  believe  the 
receipts  would  be  so  good  that  the  advertisement  would 
cost  less  than  nothing.  This  advertisement  would  begin 
and  end  with  the  programme.  The  printed  programme 
itself,  instead  of  telling  us  how  Mr.  So-and-So  was  get- 
ting on  as  a  motor  agent,  would  contain  varied  quota- 
tions from  recognised  authorities  rubbing  in  the  practi- 
cal use  of  aeronautics  and  at  the  same  time  discouraging 
wild  hopes  calculated  to  lead  to  wild  speculation  and 
even  wilder  execrations  when  the  inevitable  result  sub- 
sequently occurred. 

A  Funny  Coloured  Inducement. 
The  programme,  in  the  proper  sense — that  is  to  say, 


the  programme  of  events — would,  of  course,  be  the 
biggest  advertisement  of  all.  As  already  suggested  in 
the  columns  of  this  paper,  every  manufacturer  and  every 
pilot  of  an  interesting  machine  should  be  positively  en- 
couraged to  take  part.  Each  machine  would  not  be 
merely  indicated  by  name,  but  would  be  described  and 
its  capabilities  briefly  outlined.  Only  a  good  effect  could 
be  produced  on  the  business  man  with  some  capital  to  be 
invested  if  he  could  be  told  on  decent  authority  that  such 
and  such  a  machine  would  carry  so  many  passengers 
over  stages  of  so  many  miles  with  a  total  operating  cost 
of  so  much  a  mile,  allowing  such  and  such  a  rate  per 
mile  for  depreciation.  With  this  information  he  would 
regard  the  machine,  not  as  a  funny  coloured  inducement 
to  waste  an  afternoon,  but  as  a  possible  money-maker 
iu  which  he  could  take  a  serious  interest. 

Bored  with  Joy. 

The  movement  cannot  make  an  indefinite  living  simply 
out  of  joy-rides.  These  form  a  good  stop-gap  until  really 
permanent  propositions  mature,  but  sooner  or  later  the 
novelty  will  wear  thin.  At  least  half  the  joy-riders  go 
up  solely  for  the  sake  of  being  able  to  say  that  they 
have  done  it.  Many  will  not  trouble  to  do  it  twice, 
except  for  some  definite  purpose  connected  with  serious 
business.  Many  of  those  who  are  quite  keen  at  first  will 
get  bored  after  a  few  trips.  The  joy-ride  will  remain 
for  some  time  as  a  section  of  the  business,  but  it  cannot 
be  permanently  the  backbone  of  it. 

The  London  aerodrome  should  be  a  place  at  which  the 
seeker  after  information  will  meet  the  man  who  can  give 
it  him,  and  at  which  the  seeker  after  pleasure  will  be 
given  information  in  a  palatable  form.  The  secret  of 
good  propaganda  is  to  inculcate  ideas  that  lead  to  busi- 
ness and  at  the  same  time  to  make  people  think  that 
those  ideas  have  arisen  spontaneously  out  of  their  own 
superlative  intelligence. 

I  should  like  to  see  Hendon  taken  over  as  an  official 
demonstration  ground,  either  controlled  by  the  Air 
Ministry  or  else  by,  let  us  say,  a  Joint  Committee  of 
the  Royal  Aero  Club  and  the  Society  of  British  Aircraft 
Constructors.  In  the  early  stages  we  certainly  want  to 
encourage  the  joy-ride  habit,  because  every  man  who 
goes  up  will  talk  about  it,  and,  as  he  talks,  will  become 
more  and  more  convinced  that  the  whole  thing  is  quite 
simple  and  safe.  The  joy-ride,  however,  should  not  be 
an  end  in  itself,  but  only  a  means  to  an  end,  and  this 
end  should  not  be  profit  of  any  single  firm,  whether  that 
firm  is  mainly  concerned  with  the  manufacture  of  aero- 
planes or  with  the  retailing  of  motor-cars. 

It  is  very  easy  to  get  a  sound  movement  discredited 
by  bad  handling,  or  by  handling  which  indicates  that  a 
personal  profit  is  the  main  consideration.  We  want  a 
bioader  outlook  than  this,  and  I  hope  we  may  get  it  at 
Hendon.  If  not,  it  seems  to  me  we  must  establish  a  really 
good  London  aerodrome  at  some  other  point  which  must 
be  carefully  selected  as  being  easily  accessible  and  situ- 
ated in  pleasant  surroundings. 


72 


The  Aeroplane 


July 


1919 


MORE    FICTITIOUS   FIGURES   ON  FLYING. 

By  "  Blue  Ewsign." 


"Engineer  Officer's"  "Fictitious  Figures  on  Fijing"  are  almost 
as  dangerous  to  aviation  as  the  estimates  he  decries.  Based  on 
his  experience  they  may  be  accurate,  but  the  writer,  who  had  the 
honour  ;o  serve  with  the  first  R.N.A.S.  Handley  Page  Squadron 
on  the  Belgian  Coast,  proposes  to  point  out  certain  underlying 
fallacies,  and  submit  an  estimate  based  on  actual  working  know- 
ledge of  large  aircraft,  the  efficiency  of  which,  under  proper 
organisation ,  can  be  very  much  higher  than  is  commonly  sup- 
posed. 

The  two  most  serious  errors  are  the  selection  of  an  excessive 
stage  ruri  of  500  miles  and  the  small  amount  of  work  got  out  of 
the  plants  employed. 

Examination  of  probable  air  routes  shows  that  stages  of  500 
miles  are  rarely  necessary  or  desirable,  towns  of  sufficient  size  to 
be:  used  as  ports  of  call  generally  lying  close  together  ;  further,  a 
run  of  five  hours'  continuous  flying  is  a  considerable  strain  on  a 
pilot,  especially  in  hard  weather.  A  run  of  250  miles  will  reduce 
the  chances  of  unavoidable  crashes  and  increase  the  paying  load 
carried  by  the  machines.  It  may  be  pointed  out  that  very  few 
runs  in  excess  of  250  miles  are  made  by  express  trains  simply  to 
ease  the  strain  on  the  engine  crew. 

"Engineer  Officer''  says  little  of  his  type  of  machine,  but,  from 
his  cost  figures,  it  appears  reasonable  to  assume  the  following  : — 

Speed,  115  rri.p.h.  ;  loadings,  16.2  llbs./h.p.,  9.6  lbs./sq.  ft.; 
total  weight,  16,200  lbs.  ;  structure  at  30  per  cent,  of  total,  4,860 
lbs.  ;  engines,  four  at  250  h.p.,  at  3.9  lbs.  per  h.p.  installed, 
3,900  lbs.  ;  !uel,  three  hours'  full  power  at  0.5  lbs.  per  h.p.,  1,500 
lbs  :  ;  oil,  four  hours'  full  power  at  1  gallon  per  h.p.  engine  hour, 
160  lbs.  ;  tankage  at  10  per  cent,  of  fuel,  166  lbs.  ;  crew  of  two 
men  and  gear,  say,  500  lbs.  ;  weight  of  machine,  less  paying  load, 
1 1,086  lbs.  ;  maximum  possible  paving  load,  5,114  lbs. 

Allowing  for  bulkage  and  incomplete  loads  2.0  tons  =  4,480  lbs., 
appears  fo  be  a  reasonable  estimate. 

The  writer  has  seen  aircraft  worked  at  an  average  flying  lime 
of  30  hours  per  month,  or  360  hours  per  year,  and  is  conv'need 
that  1,000  hours  per  annum  can  be  easily  obtained  and  exceeded 
in  commercial  practice  ;  but  the  question  of  ease  of  operation  must 
be  kept  in  view  during  design;  it  is  no  exaggeration  to  say  that 
at  present  :t  is  absolutely  disregarded.  ' 

For  the  purpose  of  this  article  it  is  sufficient  to  note  that  the 
modern  aeroplane,  apart  from  its  engine,  is  a  very  reliable  piece 
of  machinery,  and  is  only  responsible  mechanically  for  about  10 
per  cent,  of  the  failures  to  undertake  or  complete  a  flight,  the 
remaining  failures  being  due  to  engines.  By  designing  the 
engine  and  its  installation  as  a  self-contained  unit  Which  can  be 
changed  in  some  three  or  four  minutes,  an  efficiency  far  ahead  of 
anything  at  present  attained  can  be  reached.  Nor  does  the 
adoption  of  such  a  unit  construction  present  any  great  difficulty. 

"Engineer  Officer"  makes  no  allowance  for  the  reduced  wear 
and  tear  of  commercial  as  compared  with  War  service.  Well 
cared  for  a  machine  should  last  from  two  to  three  years,  an  aver- 
age life  of  two  years,  with  an  overhaul  every  six  months,  should 
enable  a  company  to  maintain  its  aircraft  in  excellent  order. 

The  cost  of  a  machine  per  hour  then  becomes  : — ■ 

Cost  of  aeroplane  (new)    £10,000 

Four  overhauls,  at  £1,500  each    6,000 

Scrap  value   2,000 

Cost  per  annum  per  machine    7,000 

The  cost  of  engines  per  hour  of  flight  is  the  most  serious  ques- 
tion aviation  has  to  face.  The  best  types  of  modern  aero  motors 
cannot  be  trusted  to  average  more  than  80  hours  between  over- 
hauls, and  after  two  such  overhauls  will  require  extensive  re- 
placements. 

Further,  the  load  carried  by  a  machine  depend?  greatly  on  its 
propeller  efficiency,  and  a  total  life  of  100  hours  at  maximum 
efficiency  is  not  likely  to  be  exceeded. 

Engine  Costs. 

£    Hours  run. 

Cost  of  250  h.p.  motor  (new)  at  £5  per  h.p.  ...    1,250  80 

Cost  of  first  overhaul   150  80 

Cost  of  second  overhaul    250  80 

Cost  of  third  overhaul,  including  replacements...       800       80  - 

Cost  of  fourth  overhaul   150  80 

Cost  of  fifth  overhaul    250  80 

2,850  480 

Less  scrap  value  of  engine    200 

£2,650 

FuiiL  Costs. 

Petrol,  17^  gallons  per  hour,  8,400  at  2s.  6d.,  ,£1,050;  oil,  1 
gallon  per  hour,  480  at  5s.,  £,120;  total  fuel,  £1,170;  propellers 
at  £40  each,  £200 ;  total  cost  of  250  h.p.  for  480  hours,  £4,020 ; 
cost  per  h.p.  hour,  8s.  4d.  ;  cost  per  engine  hour,  £8  4s.  ;  cost  per 
machine  hour,  £33  6s. 


It  will  be  necessary  to  maintain  in  store  some  100  engines  for 
every  100  actually  in  machines,  but  apart  from  the  cost  of  hous- 
ing and  attention,  these  do  not  represent  any  expenditure  on  the 
part  of  ihe  company  so  far  as  cost  per  machine  per  engine  hour 
is  concerned ;  to  make  some  allowance  for  them,  however,  this  cost 
will  be  taken  at  £40  per  hour  in  lieu  of  £33  6s. 

The  number  of  flying  days  per  year  must  depend  on  the  coun- 
tries in  which  the  service  is  worked ;  to  avoid  undue  optimis.n 
250  is  taken  as  a  figure.  It  will  become  much  higher  in  time, 
but,  as  the  rate  of  development  cannot  be  foretold,  a  low  estimate 
is  advisable. 

A  satisfactory  organisation  must  obtain  the  maximum  amount 
of  flying  from  each  machine,  also,  because  the  one  superiority  of 
air  transport  is  speed,  the  minimum  delay  at  each  stopping-place. 
This  should  not  exceed  15  minutes  either  for  refuelling  the 
machine  or  changing  load.  Also,  a  machine  should  be  capable 
of  flying  for  10  hours  between  examination  of  the  machine. 

Supposing  a  route  5,000  miles  long,  containing  five  main 
stages  of  1,000  miles,  each  of  which  in  turn  is  divided  by  re- 
fuelling depots  into  250-rnile  stages,  it  should  be  possible  to  run  a 
daily  service  each  way  with  four  machines  at  each  main  depot, 
two  on  duty,  one  stand  by,  and  one  under  overhaul.  The  four 
machines  between  them  do  5,000  hours'  flying  per  annum  corre- 
sponding to  1,250  hours  per  machine. 

The  organisation  of  the  route  then  becomes  six  main  depots  <t 
1,000  mile  intervals;  15  sub  depots  at  250  mile  intervals;  four 
machines  at  each  main  depot,  or  24  machines  in  all ;  time  for 
trip,  flying  at  100  m.p.'h.,  50  hours;  19  stops  at  15  minutes  each, 
4.25  hours  ;  total,  54-25  hours  ;  total  number  of  trips  per  annum, 
500;  hours  flown  per  annum,  25,000;  ton  miles  flown  per  annum, 
25,000,  by  100  bv  2=5,000,000  ion  miles. 

Cost  of  Working  Service  £ 

Machines — 24  at  £7,000  each   168,000 

Engines,  25,000  hours  at  £40  per  hour    1,000,000 

Pilots,  four  per  short  stage  and  50  per  cent,  in  reserve, 

120,  at  £500  per  annum    60,000 

Main  depots,  six,  at  £15,000  per  annum  each    90,000 

Sub  depots,  15,  at  £5,000  per  annum  each    75>°°° 

Insurance     :  ••  say  150,000 

Offices,  10  sets,  at  £3,000   ••••  30,000 

Hands,  80  per  main  depot,  at  £250  per  annum  each...  120,000 

Hands,  20  per  sub  depot,  at  £250=15  by  5,000   75>°°0 

Cars,  20  per  depot    42,000 

Total  £1,819,000 

Increasing  this  by  20  per  cent,  in  view  of  the  roughness  of  the 
estimate  iotal'cost  is,  say,  £2,200,000.  Cost  per  tor.  mile  to 
company,  £0.44,  about  8s.  tojd.  Allowing  30  pet  cent,  profit  on 
above  charge  per  ton  mile  becomes  £0.57=1  is.  5d. 

Cost  of  passenger  tickets  per  mile,  taking  one  man  and  gear  at 
200  lbs.,  is  £0.051  =  is.  2|d.,  a  good  deal  less  than  special  train. 

London  to  Liverpool  is  about  200  miles,  representing  a  ticket 
cost  of  £10  2s.,  say,  £17  10s.  return. 

The  cost  of  speed  is  always  high,  and  for  a  service  timed  at 
80  miles  per  hour  in  place  of  100,  the  load  carried  per  horserpower, 
the  determining  factor  of  all  transport  costs,  can  probably  be  in- 
cieased  from  the  16.2  lbs.,  assumed,  to  some  22  lbs.  ;  of  this,  1.44 
will  be  absorbed  in  structure,  and  0.5  lbs.  in  extra  fuel,  leaving 
2.86  lbs.  per  h.p.  extra  to  go  in  to  paying  load.  In  the  machine 
considered  this  would  increase  the  load  to  7,974  lbs.,  say,  a  work- 
ing load  of  3.2  tons,  bringing  down  the  cost  per  ton  mile  £0.275 
and  £0.358  =  73.  2Ad.,  and  per  passenger  mile  to  £0.032,  about  8d. 

The  most  striking  feature  in  the  foregoing  figures  is  the  cost 
of  engines,  a  factor  that  the  future  will  see  reduced.  The  writer 
is  of  opinion  that  his  estimate  is  on  the  high  side,  but  it  is  not  of 
the  4s.  6d.  a  mile  for  a  car  order  to  which  "Engineer  Officer's  " 
calculations  are  comparable. 

A  MODELMAK1NG  COMPETITION. 

The  judging  in  the  above  competition,  inaugurated  by  Messrs. 
Thos.  Parsons  and  Sons,  took  place  at  the  Exhibition  of  Famous 
War  Models,  315-317,  Oxford  Street,  on  June  3rd. 

H.M.  Queen  Alexandra  has  graciously  consented  to  accept  the 
First  Prize  Model  in  the  Senior  Section  of  the  Competition,  and 
H.R.H.  the  Prince  of  Wales  the  First  in  the  Junior  Section. 

The  winner  of  the  First  Prize  of  £60  in  the  Senior  Section 
is  Mr.  L.  F.  Rudd,  2,  Upper  Grange  Road,  Berrhondsey,  S.E., 
with  a  model  of  H.M.S.  "Princess  Royal." 

The  winner  of  the  First  Prize  of  £25  in  the  Junior  Section  is 
Mr.  J.  R.  Baker,  aged  16  years,  9,  Whitfield  Street,  Tottenham 
Court  Road,  W.i,  with  a  model  of  a  Handley  Page  aeroplane. 

The  prizes  in  this  competition,  generously  given  by  Messrs. 
Thos.  Parsons  and  Sons,  amount  to  £170.  Their  Exhibition  of 
War  Models  to  aid  disabled  sailors  and  soldiers  has  been  a  great 
success — over  £10,700  being  handed  to  the  War  Seal  Foundation. 


July  2,  1919 


The  Aeroplane 


73 


111  # 

Air  Records 

When  famous  pilots 
like    Fonck,  Casale, 

,Sadi-Lecointe  and  France  insist  on 
having  Lumiere  propellers  for  their 
record  making  machines  there  is  a 
very  good  reason. 

Fonck— 29  530  feet 

He  is  going  to  attempt  a  climb 
to  over  10,500  metres.  Lumiere 
propeller. 

Casale    30,5  IO  feet 

Climbed  in  41  mins.  on  May  28th 
•With  a  300  h.p.  Nieuport  29,  and 
raised  the  world's  record  to  nearly 
10,000  metres  with  the  same  machine 
on  June  7th.    Lumiere  propeller. 

Sadi-Lecointe — 29,200  feet 

Flying  a  500  h.p.  Spad  made  the 
previous  record  on  May  19th,  also 
used  a  Lumiere  propeller. 

British  Machines 

Fitted  with  British  Lumiere  pro- 
pellers could  win  the  world's  speed 
and  height  records.  Try  one.  Test 
propellers  can  be  supplied  at  once- 


The  Aircraft  Improvements  Coy. 

Mornington  Works,  Arlington  Road, 
Camden  Town,  N. 

Lu  mie  r  e 

|'|F  (Louis  de  Monge  patents) 

Propellers 

11 


By  Direction  of  the  Disposal  Board. 

Aircraft  Disposal 
Department. 


FOR  SALE. 

AEROPLANES— SECONDHAND. 

6 Blackburn  "  Kangaroos,"  fitted  with 
"  Falcon  "  250  h.p.  Rolls-Royce  Engines. 

|C  Bristol  Monoplanes,  complete  with  110 
P  *^    h.p.  Le  Rhone  Engines. 


20 


AEROPLANES — NEW . 

Martinsyde  F.3.  Machines,  less1 
engines. 


Tenders  are  invited  for  the  above,  return- 
able on  or  before  July  14th.  Forms  from 
Controller. 


PROPELLERS. 


New  Propellers  made  for  engines  that  are 
now  obsolete — in  mahogany  or  walnut. 


Four  Bladed 
Two  Bladed 


30/- 
25/- 


To  be  sold  singly  or  in  quantities,  and 
arrangements  can  be  made  for  delivery. 

Any  further  particulars  may  be  obtained 
from  the  Controller, 

AIRCRAFT  DISPOSAL  DEPARTMENT, 
YORK  HOUSE, 

KINGSWAY,  E.C.2. 


KINDLY    MENTION    "THE    AEROPLANE"    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


74 


The  Aeroplane 


July  2,  1919 


POWER    ALCOHOL   AND  AERIAL 

By  "  MIDWAY." 

1  have  always  been  adequately  impressed  with  the  value  and  can  be  collected  and 
importance  of  alcohol  as  a  commodity,  but  my  opinion  of  the  par- 
ticular brand  known  as  "  power  alcohol  "  has  risen  still  higher 
on  leading  the  report  of  the  Inter-Departmental  Committee  ap- 
pointed last  autumn  to  consider  the  subject.  The  name  "  power 
alcohol  "  is  given  to  a  spirit  containing  95  per  cent,  of  pure  alco- 
hol in  order  to  distinguish  it  from  "  powerless  alcohol  "  com- 
monly known  as  "  war  whisky."  The  stronger  stuff  used  to  be 
culled  "  industrial  alcohol,"  but  (his  name  has  been  given  up 
because  some  of  the  more  strenuous  representatives  of  labour,  not 
realising  the  true  significance  of  the  term,  decided  in  their  own 
minds  that  industrial  alcohol  must  be  something  even  worse  than 
war  whisky,  specially  produced  by  the  bloated  capitalist  for  the 
nefarious  purpose  of  poisoning  the  honest  working  man  of  the 
industrial  class 

However,  enough  of  names.  We  must  get  on  to  facts.  This 
committee  that  has  now  reported  has  come  to  some  very  definite 
conclusions,  and,  as  the  committee  itself  consisted  mainly  of  Gov- 
ernment officials,  it  may  be  that  the  Government  will  consider  its 
views  worthy  of  casual  perusal  before  being  finally  pigeon-holed. 
The  committee,  many  members  of  which  started  with  no  know- 
ledge whatever  of  the  subject,  has  come  to  the  unanimous  con- 
clusion that  power  alcohol  is,  or  could  be,  very  valuable  for  fuel 
purposes,  and  that  consequently  a  permanent  body  with  funds, 
powers,  and  staff  should  be  set  up  by  the  Government  to  get 
ahead  with  the  preliminary  work. 

Sampling  the  Alcohol. 
This  permanent  body  will  no  doubt  sample  all  the  available 
brands,  after  which  its  view  of  the  question  should  be  rosy-hued 
if  indistinct.  It  will  at  least  be  convinced  that  it  is  high  time  to 
-ibolish  any  customs  and  excise  restrictions  which  make  alcohol 
unnecessarily  expensive  or  cause  it  to  be  denatured  with  nasty 
stuff  that  completely  spoils  the  taste.  The  present  denaturant  is 
wood  spirit.  Among  the  suggested  alternatives  are  formaldehyde, 
pyridine,  and  tobacco  oil.  The  last  may  find  favour  with  habitual 
<  hewers,  but  none  of  the  three  are  commonly  used  in  any 
large  quantities  in  the  more  popular  liqueurs.  I  believe  there 
are  plenty  of  Irishmen  who  will  drink  methylated  spirits.  There 
are  certainly  coloured  races  who  have  a  great  taste  for  axle  grease, 
so  altogether  the  problem  of  rendering  power  alcohol  tmfit  for 
human  consumption  without  being  positively  poisonous  is  a  fairly 
tough  one. 

On  the  staff  of  the  permanent  body  there  will  be  no  great  rush 
for  the  job  of  the  gentleman  who  is  to  decide  whether  the  de- 
natured mixtures  are  absolutely  undrinkable  or  entirely  poisonous. 
The  nation  will,  however,  doubtless  hold  in  honoured  memory 
those  who  die  for  the  cause. 

The  next  important  point  in  the  Report  will  come  as  a  blow  to 
those  of  my  readers  who  do  not  possess  aeroplanes.  There  is  no 
likelihood  of  any  really  large  quantity  of  power  alcohol  being  pro- 
duced in  this  country  from  home  sources  (groans  and  curses).  A 
paltry  hundred  million  gallons  per  annum  may  be  got  by  the 
synthetic  conversion  of  alcohol  from  ethylene  extracted  from  coal 
or  coke  oven  gases.  There  is  very  little  hope  for  potato  spirit,  be- 
cause the  potato  has  not  enough  strength  to  produce  more  than 
about  20  gallons  of  alcohol  per  ton,  and  consequently  the  price 
would  be  about  the  same  as  that  of  the  worst  Lrandy,  the  fiery 
temper  of  which  makes  it  dangerous  to  dispute  its  claim  to  hav- 
ing been  born  in  1865. 

Power  from  Trees  and  Flowers. 
The  committee  tells  us  that  we  shall  get  our  power  alcohol  from 
tropical  and  sub-tropical  countries,  mainly  from  molasses,  maize, 
and  other  cereals,  and  certain  trees,  flowers,  and  shrubs.  For 
instance,  the  flower  of  the  mahua  tree  which  grows  in  Hyderabad 


TRANSPORT. 


delivered  to  a  distillery  near  by  at  a 
cost  of  30s.  per  ton,  from  which  90  gallons  of  power  alcohol  can 
be  distilled.  There  is  no  reason  why  the  cost  of  the  raw  material 
should  be  any  higher  if  we  depend  on  maize  or  other  grains  grown 
in  the  right  places  and  tended  by  cheap  labour. 

It  is  not  seriously  suggested  that  we  should  set  about  re- 
designing all  our  engines  to  use  alcohol  neat.  The  idea  is  rather 
to  employ  alcohol  mixtures  in  existing  engines.  Alcohol-benzol 
about  half  and  half  will  give  about  the  same  power  and  con- 
sumption as  petrol,  but  might  be  troublesome  for  starting  in  cold 
weather.  Alcohol-ether  is  a  likely  mixture  for  aerial  use.  The 
ether  is  obtained  from  the  same  materials  as  the  alcohol  and  in 
the  same  distillery,  and  does  not  add  much  to  the  cost.  It  is 
thoroughly  volatile,  and  there  ought  to  be  nothing  against  this 
fuel  as  a  standard  for  our  Imperial  air  routes. 

Now  we  come  to  the  real  beauty  of  the  whole  position.  I  sug- 
gest seriously  that  the  air  routes  ought  to  be  outlined  so  that  the 
intermediate  landing  grounds  are  in  the  majority  of  cases  placed 
where  alcohol  crops  can  be  grown  extensively  and  cheaply.  The 
aeroplanes  would  start  off  from  England  with  supplies  of  synthetic 
alcohol.  At  points  on  the  way  they  would  pick  up  fresh  supplies 
of  alcohol  distilled  locally,  the  cost  of  which  would  be  extremely 
low,  because  there  would  be  nothing  to  pay  for  freight  or  distri- 
bution. 

Food  for  Land,  or  Pigs. 
The  distillery  would  be  next  door  to  the  aerodrome.  The  method 
of  cultivation  would  no  doubt  involve  the  rotation  of  crops,  so 
that  the  districts  would  become  self-supporting  in  the  matter  of 
food.  Personally  I  know  nothing  whatever  about  the  rotation  of 
crops,  but  I  hazard  the  above  statement  for  what  it  is  worth.  I 
believe  also  that  the  waste  stuff  from  the  distilleries  makes  very 
good  food  either  for  land  or  for  pigs,  I  forget  which.  In  either 
case  the  ultimate  result  is  much  the  same.  Anyhow,  the  crops 
would  rotate  all  the  time,  and  not  merely  after  the  consumption  of 
the  alcohol. 

My  distillery-aerodromes  would,  I  feel  sure,  be  extreme!}'  popu- 
lar; Things  would  go  swimmingly.  There  would  be  a  big  tap 
for  filling  the  tank  and  a  small  tap  for  filling  the  pilot,  and  the 
gentleman  inside  the  distillery  would  have  been  induced  by  mone- 
tary considerations  to  forget  to  put  the  denaturant  into  the  stuff 
that  came  out  of  the  small  tap.  This  would  be  an  obvious  pre- 
caution. The  life  of  the  pilot  working  the  Imperial  air  routes 
would  be  a  short  but  a  merry  one.  His  cargo  including  films  of 
interesting  topical  events,  he  would  have  a  thoroughly  up-to-date 
cinema  show  to  attend  in  the  evenings.  The  district  would  soon 
become  a  populous  one.  There  are  lots  cf  people  who  would  in- 
vent reasons  for  living  in  it.  Besides,  it  would  be  within  a  few 
hours  of  London  or  Melbourne,  or  both,  and  there  would  be  a 
mail  service  every  couple  of  hours  01  so.  In  fact,  it  would  po^se^> 
overwhelming  attractions  as  a  week-end  resort. 

Earl  Alcohol  of  Ether. 
Altogether,  if  my  readers  will  take  the  trouble  to  extract  the 
pure  spirit  from  the  mash  in  this  article,  I  think  some  at  least 
of  them  will  agree  that  I  have  really  got  on  to  a  great  idea  and 
one  that  will  lead  to  the  development  of  what  are  at  present  very 
remote  and  unprofitable  districts  in  the  British  Empire.  When 
the  first  chain  of  alcohol  distilleries  is  complete  I  hope  that  0.  free 
passage  along  the  route  will  be  given  to  the  originator,  forraerly 
unknown  as  "  Medway."  I  look  forward  to  the  day  when  his 
reply  to  the  toast  of  "  The  World's  Benefactor  "  will  be  received 
with  loud  and  prolonged  cheers — (Hie  !  hie  Hurr — upp  !) — during 
which  the  recently  created  Earl  Alcohol  of  Ether  will  sink  modestly 
into  his  chair. 


COMMERCIAL   AVIATION    LANDING  GROUNDS. 

"Automotive  Industries"  of  June  12th  publishes  the  reports 
made  by  American  Army  Aircraft  officials  on  the  considerations 
entering  into  the  location  and  design  of  landing  grounds  for 
commercial  aviation. 

Because  of  the  thinner  atmosphere  in  districts  located  at  rela- 
tively high  altitudes  it  is  necessary  to  make  the  landing  grounds 
in  such  districts  of  greater  length,  since,  the  machine  will  require 
a  longer  run  before  it  will  gain  flying  speed  and  be  able  to  leave 
the  ground. 

The  U.S.A.  War  Department  has  developed!  a  formula  from 
which  it  is  found  that  at  1,000  ft.  altitude  a  square  field  with  a 
600  yd.  side  is  required,  whilst  at  500  ft.  1,800  yds.  is  required. 

The  height  of  the  surrounding  country,  the  character  of  the 
soil  and  the  prevailing  winds  are  other  important  considerations. 
The  point  of  landing  must  be  at  least  1,200  ft.  from  an  obstacle 
100  ft.  high,  and  500  ft.(  from  an  obstacle  of  60  ft.  Large  con- 
crete crosses  or  circles  are  being  used  by  the  Army  to  mark  the 
fields,  so  that  they  can  be  seen  distinctly  from  a  great  height. 

Hangars  should  be  placed  to  bear  the  brunt  of  the  prevailing 
winds,  and  act  as  a  protection  to  the  ground  and  the  aeroplanes 
landing  on  it. 


A  GARDEN  PARTY. 

The  chairman  and  directors  of  Vickers,  Limited,  gave  a  gard<n 
party  on  June  24th  at  Edgwarebury  House,  Elstrce,  the  residence 
of  Sir  Trevor  Dawson,  in  honour  of  Captain  Sir  John  Alcock, 
K.B.E.,  D.S.C.,  R.A.F.,  and  Lieutenant  Sir  A.  Whitten  Brown, 
K.B.E. 

Many  guests  brought  their  autograph  books,  which  kept  the 
aviators  busy  until  tea  time.    A  Royal  Artillery  band  played  during 

the  afternoon. 

HONOURABLE  MENTION. 

It  is  interesting  to  note  that  the  Vickers  "Virny"  (Rolls-Royce) 
machine  in  which  Capt.  Sir  John  Alcock,  K.B.E.,  D.S.C.,  and 
Lieut.  Sir  Arthur  Whitten  Brown,  K.B.E.,  made  the  trans-Atlantic 
flight  were  fitted  with  Lang  airscrews. 

THE  INFLUENCE  OF  THE  AERO  ENGINE. 

As  a  result  of  the  alliance  of  the  Siddeley-Deasy  Motor  Car  Co., 
Ltd.,  with  Sir  W.  G.  Armstrong  Whit  worth  and  Co.,  Lt.,  the 
Armstrong-Siddeley  car  has  been  introduced  with  a  six-cylinder 
engine  based  on  the  Siddeley  aircraft  engines  with  overhead  valves 
and  embodying  the  use  of  aluminium.  The  weil-equipped  chassis 
is  priced  at  3Q660. 


July  2,  1919 


The  Aeroplane 


RENE   TAM  PI  E  R 


CONSTRUCTING  ENGINEER, 
INVENTOR   AND  PATENTEE 

CONTRACTOR    TO    H.M.    AND    ALLIED  GOVERNMENTS 

PARIS.  LYONS.  TURIN. 


75 


BLOCTUBE  CARBURETTORS,  COMPLETE. 
BLOCTUBE   PETROL  VALVES. 
BLOCTUBE  CONNECTIONS. 


BLOCTUBE  CONTROLS. 

Large  Variety  of  Models 

INTERMEDIATE  BRACKETS. 

Straight  or  Beil  Crank 


Telephone  — PUTNEY  242. 


BLOCTUBE   CARBURETTOR  WORKS, 
DANEMERE  ST.,  PUTNEY, 
LONDON.  S.W.15. 

Telegrams  —  "  TUBLOCARB,  PUT,  LONDON. 


BATfi  AIR 

ft:  2s  •  ■■      ■  . 

M 
Hi 

wpftanufactupers  of 
wv&lanes,  ^Propellops, 
|f  Sfrut5,5F'uselqges,etc. 

Jttigkest  possible 
quality 
guaranteed . 

l 

IPLICHT  WORKS 

^   >  LOWE R  BRISTOL 

ROAD.  BAT/" 

m 

Claudel-Hobson 

CARBURETTERS  *| 

HM.HOBSON,  Limited  j 

I  :  -9.  Kauxtiaii  Bridge  Road  London.  S.H.'i  " 


KINDLY    MENTION    "THE    AEROPLANE"    WHEN    CORRESPONDING    WITH  ADVERTISERS 


76 


The  Aeroplane 


July  2,  1919 


CIVIL   AERIAL   TRANSPORT  NOTES. 


United  Kingdom. 

Hendon-Dubun  and  Back. 
On    Wednesday,  June  25th,    Captain  Gathergood,  of  Aircraft 
Transport  and  Travel,  Ltd.,  left  Hendon  at  2.30  p.m.  with  an 
Airco  9  machine  to  take  Mr.  Gordon  Selfridge  on  a  business  trip  to 
Dublin. 

In  spite  of  a  head  wind  and  low  clouds  in  the  Irish  Channel, 
Baldonnel  aerodrome,  Dublin,  was  reached  without  incident  at 
6.30  p.m.,  including  half-an-hour's  stop  at  North  Shotwick  for 
tea  and  weather  reports.  The  return  journey  was  accomplished 
on  Friday,  June  27th.  Leaving  Dublin  at  four  o'clock,  Captain 
Gathergood  landed  at  Shotwick  at  5.15  p.m.,  and  after  waiting 
half-an-hour  for  weather  reports,  Hendon  was  reached  at  7.15 
p.m.  Thus  the  return  journey  from  Dublin  to  Hendon  was  ac- 
complished in  2}  hours'  actual  fl>ing  time. 

Very  sever"  weather  was  encountered  on  the  North  Coast  of 
Wales,  which  necessitated  a  detour  round  the  coast  at  about  200 
ft.,  but  after  leaving  Shotwick  beautiful  weather  was  encountered 
and  the  trip  was  entirely  without  incident. 

When  it  is  remembered  that  the  distance  is  about  320  miles,  the 
journey  can  be  considered  as  a  good  example  of  modern  high- 
speed aerial  transport. 

Avro  Flying. 

A  honeymoon  journey  by  aeroplane  was  chosen  by  a  bride  and 
bridegroom  at  Chorlev  Wood,  Bucks,  on  June  26th.  On  a 
space  immediately  in  front  of  the  parish  chuict"  where  the  wed- 
ding took  place,  an  Avro  limousine  three-seater  was  waiting,  with 
a  silver  horseshoe  attached  to  the  undercarriage,  and  after  the 
ceiemony  and  reception  the  couple  took  their  seats  in  the  machine 
and  started  their  journey  to  Fowey,  Cornwall,  where  the  monev- 
nioon  is  to  be  spent.    They  arrived  zt  Fowey  at  8  p.m. 

The  brids  was  Miss  Nora  Standen,  granddaughter  of  Mrs. 
Macnamara,  of  Chorley  Wood  Lodge,  and  l.er  husband,  Mr.  R. 
Hamilton,  of  the  Indian  Civil  Service. 

Return  flights  to  Folkestone,  St.  Albans,  and  on  Sunday,  June 
22nd,  to  Whitley  Camp — two  officers  wishing  to  remain  in  London 
fo<-  Peace  Celebrations  on  Saturday  night,  and  who  had  to  be  on 
Church  Parade  at  Whitley  at  10.45  a.m.  on  Sunday,  were  able  to 
do  thia  with  the  aid  of  an  Avro. 

A  remarkable  feat  was  performed  during  the  week.  An 
American  o'licer,  due  to  return  to  Germany  on  Sunday  morning 


received  his  first  dual  instruction  on  an  Avro  on  Tuesday  after- 
noon, and  made  his  first  solo  flight  on  one  of  the  ordinary  pas- 
senger-carrying Avros  after  only  five  hours'  dual  control.  The 
certainty  and  accuracy  with  which  he  flew  showed  great  credit 
to  his  instructor,  Mr.  H.  R.  Hastings,  A.F.C. 

The  Avro  Limousine  is  doing  daily  trips  over  London,  the  fea- 
ture of  the  machine  beingThat  women  can  wear  their  ordinary  hats. 

The  Aerodrome  at  Brighton  has  now  been  sanctioned,  and  will 
be  opened  in  a  few  days.  Those  at  Margate  and  Southsea  are 
now  open. 

Italy. 

A  regular  air  mail  service  has  been  started  between  Rome  and 
Naples,  with  two  trips  daily  from  each  city.  An  aerial  line  will 
be  started  between  Rome  and  Palermo  in  the  near  future.  The 
trip  will  take  about  4  hours. 

Central  Africa. 

The  "African  World"  states  that  King  Albert  has  purchased 
fifteen  seaplanes  of  different  types,  and  has  personally  contributed 
two  million  francs  for  an  experimental  service  for  carrying 
passengers  and  aerial  mail  on  the  Congo  and  its  chief  tributaries. 

Argentina. 

Maj.  A.  Kingsley,  representative  of  the  Aircraft  Manufacturing 
Company,  is  making  arrangements  for  the  establishment  of  a 
service  between  Buenos  Aires  and  Montevideo,  with  two  D.H. 
machines,  one  for  four  and  the  other  for  16  passengers. 

United  States  of  America. 

On  June  25th  a  resolution  was  proposed  in  the  House  calling 
on  the  Postmaster-General  for  a  statement  of  facts  regarding 
the  loss  by  the  Harriman  National  Bank,  New  York,  of  cheques 
of  the  value  of  ^12,000  sterling,  alleged  to  have  been  destroyed 
through  the  burning  of  a  mail  aeroplane  between  Cleveland  and 
Chicago. 

Mr.  J.  W.  Harriman,  president  of  the  bank,  alleges  that  he 
wrote  several  times  to  the  Postmaster-General  requesting  an  ex- 
planation why  the  fact  of  the  destruction  of  mail  was  never 
communicated  to  the  bank  to  enable  it  to  protect  itself,  and  adds 
that  as  he  is  unable  to  obtain  any  explanation  from  the  post 
office  he  has  been  obliged  to  ask  Congress  to  demand  one. 

[How  very  English  !  Who  can  doubt  our  cousinship  across  the 
sea. — Ed.] 


A  WARNING. 

The  Air  Ministry  stated  on  June  27th  for  the  information  of  all 
pilots  that  the  practice  of  flying  through  the  Tower  Bridge  be- 
tween the  high-level  footways  and  the  bascules  must  cease.  Any 
such  cases  reported  in  future  will  be  severely  dea't  with. 

AIRCRAFT  SALVAGE. 

The  Aircraft  Disposal  Board  announces  that  they  are  offering 
for  sale  a  large  number  of  aeroplane  propellers. 

The  propellers  are  all  in  good  condition,  but  are  suitable  for 
engines  now  obsolete  as  far  as  the  R.A.F.  is  concerned. 

The  prices  are  25s.  each  for  two-bladed,  and  30s.  for  four- 
bladed  propellers. 

These  propellers  are  for  sale  over  the  counter  at  the  Disposal 
Board's  showroom,  York  House,  Kingsway. 

The  Disposal  Board  are  asking  for  tenders,  on  or  before  July 
14th  next,  for  the  following  aeroplanes  : — 

Six  second-hand  Blackburn  ■'Kangaroo"  biplanes,  each  with 
two  275  h.p.  "Falcon"  Rolls-Royce  engines. 

Fifteen  second-hand  Bristol  monoplanes  with  110-h.p.  Le  Rh6ne 
engines. 

Twenty  new  Martinsyde  Type  F.3  biplanes  without  engines. 
Particulars  will  be  found  in  the  advertising  columns  of  this 

issue. 

A  HENDON  PEACE  MEETING. 

The  Directors  of  the  Grahame-White  Co.,  Ltd.,  announce  that 
to  celebrate  the  signing  of  Peace,  a  special  air  race  meeting  will 
be  held  at  the  London  Aerodrome,  Hendon,  on  Saturday  next, 
July  5th,  when  the  programme  will  include  a  speed  contest  round 
the  aerodrome  pylon  course. 

The  race,  which  will  commence  at  4  p.m.,  will  be  run  in  two 
heats  of  four  laps  each,  and  a  final  heat  of  six  -laps. 

The  prizes  include  the  London  Aerodrome  "Peace  Trophy" 
presented  by  the  Directors. 

The  entrants  include  : — 


1.  Lieut.  C.  Turner,  A.F.C.  B.A.T.    J7o-h.p.  A.B.C.  "Wasp." 

120  m.p.h.  approx. 

2.  Capt.  P.  R.  T.  Chamberlayne.    Grahame-White  "Bantam." 

80-h.p.  Le  Rh6ne.    90  m.p.h.  approx. 

3.  Major  C.  Draper,  D.S.O.    B.A.T.  (Special  "Bantam").  170- 

h.p.  A.B.C.  "Wasp."    125  m.p.h.  approx. 

5.  Major  R.  H.  Carr,  A.F.C,  D.C.M.  Grahame-White  "Ban- 
tam."   80-h.p.  Le  Rhone.    90  m.p.h.  approx. 

12.  Major  C.  H.  C.  Smith,  D.S.C.  Bristol  Monoplane.  110-h.p. 
Le  Rhone,     no  m.p.h.  approx. 

19.  Capt.  D.  H.  Robertson,  A.F.C.    Avro.     no-h.p.  Le  Rhdne. 

80  m.p.h.  approx. 

20.  Lieut.  G.  R.  Hicks,  D.F.C.    Avro.    no  h.p.  Le  Rhdne.  80 

m.p.h.  approx 

It  is  expected  that  Mr.  Prodger  will  take  part  in  the  contest, 
and  also  Capt.  G.  Gathergood,  A.F.C,  who  will  probably  use 
the  same  machine  on  which  he  won  the  Aerial  Derby. 

The  usual  passenger  flights  and  special  looping  displays  will 
take  place  during  the  afternoon,  and  also  on  Sunday  afternoon. 

[One  doubts  whether  the  majority  of  the  machines  mentioned 
can  safely  be  allowed  to  race  round  pylons  on  such  a  restricted 
course  as  that  at  Hendon.- — Ed.] 

B.T.H.  MAGNETOS. 

The  winners  of  the  first  and  second  prizes  in  the  Aerial  Derby, 
the  Airco  D.H.4R,  with  a  450  h.'p.  Napier  engine,  and  the 
Martinsyde  F.4,  with  a  275  h.p.  Rolls-Royce  engine,  were  both 
fitted  with  magnetos  manufactured  by  the  British  Thomson- 
Houston  Co.,  Ltd. 

THE  B.L.I.C  REMOVAL. 

The  head  office  and  works  of  the  British  Lighting  and  Ignition 
Co.,  Ltd.,  have  been  moved  from  20.1,  Tottenham  Court  Road  to 
Cheston  Road,  Aston,  Birmingham. 

The  London  Depot  and  Repair  Works  have  been  established 
at  201,  Tottenham  Court  Road. 


OSTER 

IXED 

OCUS 

OR 

IERY 

URNACES 


THE   IDEAL   PYROMETER   FOR  HIGH 
TEMPERATURES. 

Book   17   Post  Free. 

FOSTER  INSTRUMENT  Co. 

Letchworth,  Herts.,  Eng. 


July  2,  1919 


The  Aeroplane 


77 


j  AIRCRAFT FINANCE  jh^ 

THE  ATLANTIC   FLIGHT   AND  THE   SHA  REMARKET. 


If  any  mercenary  enthusiast  had  expected  the  success- 
ful Atlantic  flight  to  inspire  a  boomlet  in  aircraft  and 
kindred  shares,  he  must  be  very  disappointed  with  the 
Stock  Exchange.  The  effect  on  the  securities  in  question 
has  been  negligible,  if  not  exactly  nil.  Autres  temps, 
autres  moeurs.  Events  of  infinitely  less  importance 
have  frequently  worked  wonders  in  the  boosting  of  share 
prices. 

An  Opportunity  Missed. 

One  is  thankful  in  a  way,  without  being  really  surprised, 
that  the  opportunists  missed  the  chance  of  manipulating 
a  boomlet.  It  would  have  been  short-lived,  and  with 
the  pernicious  effect  inseparable  from  a  five  days'  wonder 
of  this  kind  can  very  well  be  dispensed  with  by  the 
Industry.  Indeed,  one  suspects  that  a  revision  of  the  old 
gag  to  the  effect  that  no  home  is  complete  without  a 
few  aircraft  shares  would  sound  more  cynical  than 
convincing. 

Loan  Campaign  Not  to  Blame. 
It  is  no  use  maintaining  that  the  War  Loan  campaign 
militated  against  any  spectacular  stock  market  display 
by  aircraft  shares.  That  disability  would  have  proved 
quite  trivial  had  the  promoters  and  experts  in  manipu- 
lative finance  determined  to  act.  They  realise  that  the 
psychological  moment  has  not  arrived,  else  they  would 
not  have  allowed  the  opportunity  to  slip  away. 

The  Public  Attitude  Is  Responsible. 
It  may  be  wondered  why  this  is  so,  and  for  answer 
it  is  only  necessary  to  consider  the  attitude  of  the  public 
towards  investing  money  in  aviation  ventures.  The 
public  has  been  convinced,  principally  by  the  air  raids 
and  secondarily  by  the  pleasure  shows,  of  the  effective- 
ness of  flying,  but  as  yet  the  public  has  not  been  con- 
vinced of  the  commercial  soundness  of  aerial  transport. 

Simple  Reasoning. 

If  5  per  cent,  is  obtainable  on  British  Government 
loans,  which  we  have  all  been  told  constitute  the  finest 
security  in  the  whole  world,  and  the  investment  basis 
of  the  rest  of  the  financial  structure  has  been  correspond- 
ingly changed  until  a  thing  you  used  to  consider  cheap 
if  it  yielded  4^  per  cent,  on  the  money  laid  out,  now 
offers  about  6  per  cent,  or  more,  what  would  you  de- 
mand on  an  aircraft  share  ? 

What  the  Public  Want. 

The  average  investor  maintains  that  in  the  present 
stage  of  development,  and  in  view  of  the  uncertainties 
of  the  reconstruction  period,  the  risk  attaching  to  an 
investment  of  money  in  an  aviation  venture  is  worth 
at  least  10  per  cent.,  with  possibilities.  He  needs  the 
possibilities  badly,  and  is  not  at  all  sure  of  the  10  per 
cent,  risk,  and  would  squeal  loudly  if  he  suffered  from 
a  temporary  fit  of  nerves.    He  is  not  unreasonable. 

The  Demonstration  of  Commercial  Possibilities. 

Of  course,  one  is  referring  to  an  essentially  aviation 
proposition,  dependent  exclusively  on  aircraft,  and  not 
one  of  the  composite  undertakings,  or  any  of  the  big 
armament  giants  who  can  afford  to  experiment  and 
develop  aircraft  in  anticipation  of  the  possibilities  of  the 
future.    This  pioneering  may  be  expensive,  but  they 


would  not  take  it  on  seriously  unless  they  were  con- 
vinced that  within  the  immediate  future  it  will  pay. 

How  long  it  will  be  before  the  shares  of  purely  aircraft 
ventures  will  gain  in  popularity  amongst  the  general 
public  will  depend  mostly  on  the  conviction  driven  home 
by  actual  commercial  success.  If,  when  this  eventuates, 
the- popularity  was  a  bit  overdone,  it  would  not  be  a 
surprise. — W.  J.  Davies. 


CURRENT  TOPICS. 

The  Protection  Society. 
It  makes  one  hopeful  to  watch  the  various  phases  of  the  de- 
velopment of  the  commercial  side  of  aviation.  The  formation  of 
the  Aeronautical  Intelligence  Bureau  is  a  good  thing,  and  means 
much.  A  company  limited  by  guarantee,  with  not  more  than  150 
members,  each  liable  for  £1  in  a  winding-up,  the  objective  is  to 
write  for  mutual  advancement  and  protection,  to  obtain  and  dis- 
tribute status  information,  to  promote  and  oppose  legislation,  etc. 

Some  Well-known  Members. 
If  the  policy  is  carried  out  efficiently  the  benefits  must  be  sub- 
stantial. Among  the  subscribers  are  R.,  H.  Tetley  (Palmer  Tyre 
(Jo.),  F.  M.  Luther  (Beardmore  Aero  engine),  G.  A.  Mansfield 
(Motor  and  Aircraft  Supplies  Co.),  R.  Delpech  (Triplex  Safety 
Glass),  T.  F.  Inshaw  (Auster)  ;  and  the  registered  office  is  30, 
Bedford  Row,  W.C. 

Stock  Markets  Restricted. 
Everyone  hopes  that  the  big  loan  operation  will  be  a  bi illiant 
success  and  a  speedy  one,  but  somehow  there  is  not  the  same 
degree  of  enthusiasm  as  when  the  war  was  in  progress.  This  is  a 
pity.  Probably  it  would  have  been  better  policy  for  the  authori- 
ses to  prohibit  temporarily  the  amount  of  other  borrowing,  most 
of  which  is  not  of  the  indispensable  type.  However,  if  one  excludes 
a  few  gambling  specialities,  the  Stock  Exchange  is  moribund. 

Some  Useful  Propaganda. 
By  the  way,  it  is  pleasant  to  note  that  a  financial  daily  paper 
has  blossomed  out  with  an  Aviation  Supplement.  This  is  not, 
strictly  speaking,  propaganda  work,  but  it  should  serve  the  useful 
purpose  of  keeping  aviation  to  the  fore,  and  in  the  course  of  time 
results  should  be  beneficial. 

RUSTON    AND    HORNSBY  RESULTS. 

Ruston  and  Hornsby  is  the  amalgamation  of  Ruston,  Proctor 
and  Co.  and  Richard  Hornsby  and  Co.,  carried  through  not  so 
long  ago,  and  they  have  been  concerned  with  aircraft.  After  pro- 
viding ^40,697  for  depreciation  of  buildings,  plant,  etc.,  a  divi- 
dend of  8  per  cent,  is  to  be  paid,  and  ^40,000  goes  to  reserve, 
leaving  ^41,000  to  be  carried  forward. 

Whitehead  Affairs  :  Winding-up  Petition. 
In  the  Companies  (Winding-up)  Court,  before  Mr.  Justice  P.  O. 
Lawrence,  a  petition  for  the  winding-up  of  Whitehead  Aircraft 
(1917)  was  presented  by  New  Pegamoid  Co.,  134,  Queen  Victoria 
Street,  E.C.,  and  Hobday  Bros.,  25,  Great  Eastern  Street,  E.C. 
The  petition  is  to  be  heard  on  July  8th. 

NEW  COMPANIES/ 

Larkin-Sopwith  Aviation'  Co.  of  Australasia,  Ltd.  Private 
company.  Registered  June  3th.  Capital,  .£31,500  in  30,000  pre- 
ferred ordinary  shares  of  ,£,'1  eav:h  and  60,000  deferred  ordinary 
shares  of  6d.  each.  Objects  :  to  enter  into  an  agreement  witfi  H.  J. 
Larkin  and  to  carry  on  in  Australia  or  elsewhere  the  business  of 
manufacturers  of  and  dealers  in  aircraft  and  accessories,  etc.  The 
subscribers  (each  with  one  share)  are  : — A.  E.  Fisher,  11,  Glenarm 
Road,  E.  (5),  and  H.  G.  Butler,  19,  Colle  Road,  S.E.  (23),  both 
solicitor's  clerks.  First  directors  :  H.  B.  Larkin,  R.  J.  Turner, 
and  J.  T.  Leete  (all  permanent).  Registered  office  :  4,  St.  Marv 
Axe,  E.C. 

Knox  and  Co.,  Ltd.  Private  company.  Registered  June  6th. 
Capital,  £2,000  in  £1  shares.  To  manufacture  and  deal  in  motor- 
cars, internal-combustion  engines,  aeroplanes,  airships,  boats, 
and  conveyances  of  all  kinds.  The  subscribers  (each  with  one 
share)  are:- — H.  Knox,  10,  Lower  Grosvenor  Place,  S.W.i,  aero- 
nautical engineer;  T.  R.  Kitchen,  10,  Adolphus  Road,  Finsbury 
Park,  N.4,  manager  to  Elias  Wild  and  Sons,  Ltd.  Directors  :  H. 
Knox  and  T.  R.  Kitchen.    Registered  office:  180,  Piccadilly,  W.I. 


;8 


The  Aeroplane 


July  2,  1919. 


AIRCRAFT  ^PARLIAMENT 

The  following  oral  answer  was  given  on  June  4th  — 
MISS    DOLGL4S-PEHNANT— GOVERNMENT  DECISION 

W^rcA°KEI\T  TH°MAS  :  On.  the  suggestion  of  the  Leader  of  the' 
House,  I  beg  to  repeat  the  question  which  I  put  yesterday  as  to  whether 
the  Government  are  now  prepared,  in  view  of  what  occurred  in  the 

f^fl  I|0Sf?  laS  wefk'  t0  agree  to  set  UP  a  Committee  of  Inquiry  in  re- 
spect of  Miss  Douglas-Pennant's  dismissal  ?  1  J 

^l^0:StA1S:uhAW-  '■■  The  Government  have  given  most  careful  con- 
sideration to  the  opinion  expressed  by  the  House  of  Lords  that  a  judi- 
cial inquiry  should  be  held  into  the  circumstances  in  which  Miss 
Douglas-Pennant  was  removed  from  her  appointment  under  the  !!? 
Ministry  m  August  of  last  year.  The  Government  see  no  sufficient 
rescT  fe-^f^  from  the  decision  already  taken  by  them  The 
™£?  £lllty  ?i  lus"tutmg  such  an  inqaiiy  must  lest  upon  the  Govern- 
ment. It  would  involve  a  laige  expenditure  of  public  money,  it  would 
be  contrary  to  the  general  principles  of  Departmental  Administrltion 
and  it  would  establish  a  very  undesirable  precedent,  for  if  an  inquiry 
^.Jf  r^ard  to  this  lady,  who  has  great  personal  influence, 

iL  ™i»  f  difficult  t0  3UStlly  the  refusal  lo  takc  a  similar  course  ^ 

of_ many  others  who  are.  not  in  an  equally  influential  position. 
In  these  circumstances,  His  Majesty's  Government  have  decided  that 
.  they  cannot  assume  the  responsibility  of  setting  up  this  tribunal 

I  ■  £°°£BR  :  Is  U.  not  a  fact  that  in  th's  case  there  has  been 
made  public  the  suggestion  that  there  are  grave  irregularities  in  this 
particular  Department,  and,  if  that  is  so,  will  not  the  right  hon  Gen- 
tleman's answer  rather  confirm  the  belief,  which  holds  very  widely  in 
the  public  mind,  that  there  is  something  very  bad  behind  it? 

Mr.  BONAR  LAW  :  I  am  not  the  least  afraid  of  that  belief  being  en- 
tertameo.     The  reasons  I  have  given  are  quite  sufficient.     If  such  a 
precedent  were  established,  I  cannot  see  where  it  would  end 
*  An  ■  MEMBER  :  Does  not  the  decision  of  the  Government  mean 

that  a  Minister  has  the  right,  in  the  exercise  of  his  authority,  to  de- 
stroy, set  aside,  and  abrogate  entirely  the  personal  rights  and  safe- 
serving  ^  elven  under  the  Regulations  under  which  people  are 

^F'J10-^^  :  n  means  nothing  of  the  kind,  but  it  does  mean 

that  the  head  of  a  Government  Department,  like  the  head  of  every 
other  administrative  business,  must  be  free  to  make  changes  in  regard 
to  those  who  assist  him,  if  for  reasons  which  seem  to  him  good  a 
change  is  necessary. 

Brig  -Gen  CROFT  :  Is  it  not  a  fact  that  Miss  Douglas-Pennant  was 
nor  superseded,  but  was  dismissed,  which  is  a  very  different  thing  ? 
_  Mr.  BONAR  I, AW :  I  do  not  think  it  is  possible  to  argue  the  ques- 
tion. I  believe  it  was  admitted,  and  Lord  Weir  had  to  apologise,  as  to 
the  method  in  which  the  decision  was  announced,  but  the  point  goes 
far  beyond  that,  and  it  is  whether  the  officer  responsible  for  the  De- 
partment is  justified  in  making  a  change. 

Sir  R.  THOMAS:  In  view  of  the  very  unsatisfactory  nature  of  the 
right  hon.  gentleman's  reply,  and  having  regard  to  the  very  important 
and  even  vital  letters  which  have  been  omitted  from  the  White  Paper 
which  has  been  laid  on  the  Table  of  the  House,  letters  which  affect 
very  materially  this  case,  I  beg  to  ask  permission  to  raise  this  matter 
at  a  quarter-past  eight  this  evening  as  a  matter  of  definite  public  im- 
portance. 

.  Mr.  SPEAKER  :  The  hon  Member  has  omitted  one  of  the  most  im- 
portant words  in  connection  with  that  Standing  Order— namely,  the 
word,  "urgent." 

Sir  R.  THOMAS  :  I  besr  to  add  that  word 

Mr.  SPEAKER  :  The  hon.  Member  can  hardly  ask  me  to  say  this  is 
an  urgent  matter,  because  it  has  been  before  the  House  for  the  1a=t 
two  or  three  months,  and  has  been  discussed  here  more  than  onre. 
Therefore.  I  could  not  accent  n  Motion  of  that  sort  as  being  within  the 
Rule,  which  savs  these  matters  must  be  urgent. 

Sir  R.  COOPER  :  May  we  give  notice  that  wc  shall  raise  this  on  the 
Adjournment  of  the  House' 

Mr.  SPEAKER  :  Yes,  as  often  as  you  like. 

*  *  « 

The  following  written  answers  were  given  on  June  4th  :  — 

CIVIL  AVIATION. — KENT  COASTAL  DISTRICT. 

Mr.  JOYNSON-HICKS  asked  the  Under  Secretary  of  State  to  the  Air 
Ministry  whether  there  is  any  accommodation  for  civilian  aviation  in 
the  South-East  corner  of  England  lying  between  Margate  and  Deal; 
whether  he. is  aware  that  the  coast  towns  there  are  looking  forward  to 
the  possibilities  of  such  aviation  during  the  summer;  and  whetner  ar- 
rangements can  be  made  to  utilise  a  portion  of  the  Manston  aerodrome 
for  this  purpose. 

.  Major-Gen.  SEELY  :  The  answer  to  the  first  question  is  in  the  affirma- 
tive. No  requests  for  aerodrome  accommodation  in  the  area  men- 
tioned have  been  received  and  there  have  been  no  special  representa- 
tions as  to  the  possibilities  of  civil  aviation  there  this  summer.  There 
would  be  no  objection  to  the  use  of  part  of  Manston  aerodrome  for  civil 
aviation  this  summer. 

SCOTLAND. 

Mr.  STURROCK  asked  the  Under  Secretary  of  State  to  the  Air  Minis- 
try whether  he  can  now  publish  the  plans  formed  for  the  development 
of  civilian  flying  at  stations  in  Scotland  situated  to  the  North  of  the 
Lowland  line  at  which,  the  lately  issued  diagram  stopned:  whether  he 
is  aware  of  the.  local  feeling  on  the  East  Coast  of  Scotland  against  the 
threatened  closing  down  of  the  aerodrome  at  Montrose;  and  whether, 
in  view  of  the  geographical  suitability  of  this  station  for.  North  of 
Scotland  and  Scandinavian  traffic,  he  will. "before  coming  to  a  decision 
in  this  matter,  make  a  personal  investigation  into  the  question  at 
Montrose. 

Major-Gen.  SEELY  :  The  Air  Ministry  will,  of  course,  gladly  examine 
and  endeavour,  if  nossible,  to  assist  any  sugeestions  put  forward  for 
the  development  of  civilian  flying  north  of  the  line  in  question.  At 
present  no  such  suggestions  have  TVeen  received,  with  the  exception  of 
an  inquiry  from  Dundee.  Although  the  aerodrome  at  Montrose  is  being 
closer!  down  as  a  service  station,  it  will  be  available  for  ?  se  later  as 
a  civil  station.  Should  the  demand  warrant  it  Montrose  might  become  a 
centre  for  Scandinavian  traffic,  but  it  is  premature  to  make  a  pronounce- 
ment on  the  matter  as  yet. 

YATE  AERODROME  (GLOUCESTER). 

Mr.  RENDELL  asked  the  Under  Secretary  of  State  lo  the  Air  Minis- 
try whether  girls  and  women  who  volunteered  for  work,  at  the  Yate 
(Gloucester)  aerodrome  have  been  recently  discharged,  and  why; 
whether  a  vet  larger  number  of  women  not  before  employed  have  been 
taken  on  in  their  stead,  and  why;  whether  those  discharged  are  re- 
ceiving out-of-work  donation  as  the  result  of  this  method  of  procedure; 
if  those  discharged  were  regarded  as  inefficient,  how  long  had  they 
previously  been  employed  without  such  defect  being  discovered;  why, 
if  the  work  has  diminished  at  the  aerodrome  there  are  now  employed 
a  greater  number  of  women  than  were  employed  a  month  ago;  and 


what  was  the  reasons  for  the  unusual  methods  of  business  adopted  by 
the  Air  Ministry  at  Yate. 

Major-Gen.  SEELY  :  I  have  now  received  a  furmer  report  on  this 
matter.  The  numbers  of  women  discharged  and  enrolled  since  April 
1st  last  are  as  stated  in  the  reply  which  I  gave  my  hon.  friend  on  May 
29th ;  but  I  am  now  able  to  explain  more  fully  the  reasons  for  the  action 
taken.  In  April  last  the  work  in  connection  with  the  construction  of 
aeroplanes  at  Yate  had  greatly  diminished,  and  this  opportunity  was 
taken  to  recommend  the  demobilisation  of  certain  women  who  were 
considered  inefficient,  but  with  whose  services  it  had  not  been  possible 
previously  to  dispense.  These  women's  places  had  to  be  filled.  A 
further  twelve  of  the  "yet  larger  number"  referred  to  by  my  hon.  friend 
were  taken  on  to  replace  women  discharged  on  compassionate  grounds; 
six  were  merely  converted  from  the  status  of  civilian  subordinate  to 
that  of  member  of  the  Women's  Royal  Air  Force.  At  the  same  time  the 
growth  of  salvage  work  has  tended  to  more  than  counterbalance  the 
diminution  of  construction  work.  In  reply  to  the  third  j,art  of  the 
question,  I  have  no  information  as  to  how  many  of  the  women  dis- 
charged are  receiving  the  out-of-work  donation.  In  reply  to  the  fourth 
part  of  the  question,  the  answer  is  that  they  had  an  average  service 
of  six  months. 

ir  *  * 

The  following  oral  answers  were  given  on  June  5th  :  — 
AEROPLANES  (GIFTS  TO  OVERSEA  DOMINIONS). 

Lieut.-Col.  MOORE-BRABAZON  (by  Private  Notice)  asked  the  Under 
Secretary  o£  State  to  the  Air  Ministry  if  he  could  now  state  how  manv 
surplus  aeroplanes  now  in  possession  of  the  Air  Ministry,  and  under 
what  conditions,  will  be  presented  as  a  free  gift  to  the  Dominions, 
India,  and  the  Crown  Colonies. 

Major-Gem  SEEDY  :  I  am  glad  to  say  that  His  Majesty's  Government 
have  approved  a  proposal  of  the  Air  Council  that  a  gift  of  aeroplanes 
should  be  made  to  each  Dominion  and  t6  India,  and  that  corresponding 
action  should  be  taken  in  the  case  of  any  Colonial  Government  or  Pro- 
tectorate requiring  machines.  The  object  of  His  Majesty's  Government 
is  to  assist  the  Dominions  and  India  and  the  Colonies  and  Protectorates 
in  the  establishment  of  air  forces,  and  thereby  develop  the  common 
defence  of  the  Empire  by  air. 

Lieut.-Col.  MOORE-BRABAZON  :  Can  the  right  hon.  gent*man  say 
if  this  will  apply  to  any  particular  types  of  machines  or  to  all  types  of 
machines  now  in  use  ? 

Major-Gen.  SEELY  :  We  hope  to  be  able  to  meet  all  the  requests 
for  free  gifts_  on  the  part  of  the  Dominions,  it  may  be  that  in  some 
cases  they  will  ask  for  types  of  which  we  have  none  available,  but  we 
hope  that  will  not  occur  and  that  we  shall  be  able  to  meet  all  their 
requests. 

•       •  • 

The  following  written  answers  were  given  on  June  5th  :  — 
DEMOBILISATION. — APPLICATIONS  FOR  RELEASE. 

Mr.  LUNN  asked  the  Secretary  of  State  for  War  why  the  air  mechanics 
attached  to  No.  20  Balloon  Base,  Kirkwall,  who  have  been  registered 
for  early  release  since  January  last,  are  still  kept  in  the  Service;  and, 
seeing  that?  these  men  are  not  doing  woik,  and  are  being  kept  at  the 
public  expense,  will  he  see  that  their  release  for  civil  employment 
is  immediately  carried  out. 

Maior-Gen.  SEELY  :  1  have  called  for  a  Report  on  the  matter,  and 
will  communicate  with  the  hon.  Member  as  soon  as  it  is  received. 

ROYAL  AIR  FORCE.— PROTECTION  CERTIFICATE  LOST 

Col.  GREIG  asked  the  Under  Secretary  of  State  to  the  Air  Ministry 
whether  a  substitute  Protection  Certificate  or  preferably  a  proper  dis- 
charge certificate  can  be  issued  at  once  to  Joseph  Deighan,  No.  131463, 
30,  M'Dowall  Street,  Johnstone,  Renfrewshire,  who  has  lost  his  tem- 
porary Protection  Certificate,  given  him  on  April  8th,  iqig,  at  Blandford 
Camp  when  discharged  from  the  Royal  Air  Force  on  medical  grounds 
(his  eyes  having  been  injured  as  a  result  of  blacksmith's  training  at 
TT.T-lton  Camo.  Wendoverl.  and  who  has  applied  for  one  without  results 
and  who,  being  unemployed  and  having  a  wife  and  four  children,  can- 
ndr  draw  either  his  twenty-eight  days'  pay  and  ration  money  or  the 
out-of-work  grant  unless  he  obtains  such  a  certificate. 

Maior-Gen.  SEELY :  The  letter  of  application  referred  to  in  the 
question  has  not  been  traced,  but  instructions  are  being  issued  to  No. 
TTT463  J.  Deighan,  to  report  the  loss  of  his  Protection  Certificate  to 
the  Pension  Issue  Office.  Baker  Street.  W.i,  forwarding  at  the  same 
time  his  temoorarv  pension  allowance  book  The  Pension  Tssne  Office 
wifT  then  arrange  for  a  fresh  Protection  Certificate  to  be  issued  to  him. 
Tn  the  meantime  he  should  anplv  to  the  lo'-al  war  nensious  committee 
for  financial  assistance,  and  he  is  being  advised  to  do  this. 

SENT  TO  RUSSIA  (W.  SUTTONl. 

Mr.  T.  GRIFFITHS  asked  the  Secretary  of  State  for  War  whether 
he  was  aware  that  W.  Sutton.  No.  155451,  Royal  Air  Force,  recently  at 
Blandford  Camp,  has  been  dispatched  to  Russia  although  he  never 
volunteered;  and  whether  he  will  make  inquiries  into  this  case. 

Maior-Gen.  SEELY  :  This  airman  was  under  orders  for  Russia  before 
the  ruling  was  given  that  only  Regular  airmen  and  volunteers  were  to 
be  sent.  Arrangements  ate  being  made  to  release,  at  an  early  date, 
all  airmen  (other  than  Regular  airmenl  who  did  not  volunteer  for 
Russia. 

ALDERGROVE  AERODROME  (C.  McGRUB). 

Capt.  C.  CRAIG  asked  the  Parliamentary  Secretary  to  the  Ministry 
of  Munitions  whether  he  was  aware  that  Charles  McGrub  was  lately 
discharged  from  the  Aldergrove  Aerodrome,  county  Antrim,  after  having 
worked  there  for  twelve  months;  that  McGrub  had  served  with  the 
Colours  throughout. a  considerable  portion  of  the  War;  that  many  men 
who  did  not  join  the  Colours  have  been  kept  on  at  the  aerodrome;  and 
whether,  in  view  of  the  pledges  of  the  (Government  that  they  would  do 
all  they  could  for  ex-Service  men,  he  will  see  that  McGrub  is  reinstated 
in  his  position  at  the  aerodrome  at  Aldergrove. 

Major-Gen.  SEELY :  I  find  that  Charles  McGrub.  after  being  engaged 
at  the  Aldergrove  Aerodrome  on  Tune  5th,  1018,  left  work  on  September 
5th.  He  came  back  on  the  12th  of  that  month,  but  was  discharged  with 
150  others  on  May  17th  last,  as  there  was  no  lon^r  work  for  these  men 
to  do',  of  the  tso  men  who  have  been  retained  prefeience  has  been  given 
in  every  possible  case  to  ex- Army  men. 

-  REGENT'S  PARK. 

Sir  WILLIAM  PEARCE  asked  the  Under  Secretary  of  State  to  the 
Air  Ministry  when  the  completion  of  the  transfer  of  standard  stocks 
from  Regent's  Park  to  Ruislip  is  completed  in  September  will  the  build- 
ings in  Regent's  Park  be  then  removed  and  the  land  now  occupied  be 
restored  to  the  public. 

Major-Gen.  SEELY  :  T  regret  that  I  am  unable  to  add  anything  on 
this  question  to  the  reply  which  I  gave  to  my.  hon  friend  on  Mav  Toth. 
Perhaps  he  will  address  a  question  to  the  Parliamentary  Secretary  to  the 
Ministry  of  Munitions  at  a  later  date. 


July  2,  1919 


The  Aeroplane 


79 


The  following  written  answers  were  given  on  June  6th  ■— 
ROYAL  AIR  FORCE  (W.  MUMMERY). 

Mr.  JOHN  JONES  asked  the  Under  Secretary  of  State  to  the  Air 
Ministry  whether  he  is  aware  that  W.  Mummery,  No.  220892,  iA.C.  (at- 
tached 99th  Squadron,  Rojal  Force),  joined  the  Royal  Naval  Air  Ser- 
vice in  1916,  was  in  France  till  May  14th,  1919,  and  on  that  day  was 
sent  from  Marseilles  to  India  without  any  leave,  that  this  man  and 
others  with  him  were  never  medically  examined  before  being  sent  to 
India;  and  whether  it  is  the  practice  to  transfer  men  to  distant  stations 
in  tropical  climates  without  medical  examination  and  without  leave. 

Major-Gen.  SEELY  :  Inquiries  are  being  made  in  this  case,  and  1 
will  communicate  the  result  to  the  hon.  Member  very  shortly 

REGENT'S  PARK. 

Sir  W.  PEARCE  asked  the  Parliamentary  Secretary  to  the  Ministry 
of  Munitions  if  he  will  remove  the  Air  Ministry  store  buildings  in 
Regent's  Park  immediately  the  standard  stocks  are  transferred  to 
Ruislip,  and  restore  this  open  space  for  public  use. 

Mr.  KELLAWAY  :  No  store  buildings  in  Regent's  Park  have  so  far 
been  notified  to  the  Disposal  Board  by  the  Air  Ministry  as  being  sur- 
plus to  their  requirements. 

COMPENSATION  FOR  DAMAGE  BY  AEROPLANES. 

Sir  PHILIP  MAGNUS  asked  the  President  ol  the  Board  of  Trade 
whether  he  is  considering  the  measures  necessary  to  provide  compensa- 
tion for  damage  to  private  property  or  loss  of  life  caused  by  any  kind 
of  aeroplane,  whether  in  use  for  commercial,  experimental,  or  other 
objects. 

Major-Gen.  SEELY  :  It  is  considered  that,  for  the  present,  compensa- 
tion for  damage  to  private  property  or  life  should  be  dealt  with  by  the 
ordinary  law  affecting  damage  to  persons  and  property  until  further 
experience  is  gained.  The  question  of  compulsory  insurance  will  be 
considered  fully  before  the  new  Act  is  framed,  to  take  effect  from 
January  1st,  1920. 

*  *  * 

The  following  oral  answers  were  given  on  Tune  2sth  :  — 

WOMEN'S  ROYAL  AIR  FORCE 

Lieut.  KE.WVORTHY  asked  the  Under  Secretary  of  Slate  to  the  Air 
Ministry  what  was  the  numerical  strength  of  the  Women's  Royal  Air 
Force,  officers  and  other  ranks,  respectively,  on  November  '1st,  1918, 
and  on  June  1st,  1919. 

The  UNDER  SECRETARY  of  STATE  for  AIR  (Major-Gen.  Seely)  : 
The  figures  are  as  follows:-- 

November  1st,  1918,  496  officers,  25,062  other  ranks. 
June  1st,  1919,  442  officers,  20,419  other  ranks. 
The  figure  for  November  1st  includes  24  officers  and  1,543  other  ranks 
Women's  Royal  Naval  Air  Service  serving  at  Women's  Roval  Air  Force 
stations  and  subsequently  transferred  to  that  force. 

Lieut. -Conidr.  KENWORTHY" :  Will  the  right  hon.  gentleman  con- 
sider the  hastening  of  the  demobilisation  of  these  ladies,  in  order  to 
give  employment  to  discharged  unemployed  soldiers? 

Major-Gen  SEELY  :  Yes,  Sir;  that  is  being  borne  in  mind.  The  pro- 
cess of  reduction  is  continuing.  Of  course,  the  hon.  and  gallant  gentle- 
man will  understand  that  during  the  very  rapid  demobilisation  of  the 
men  of  the  Royal  Air  Force  we  depend  principally  upon  women  to 
carry  us  through,  this  difficult  period. 

Mr.  HOGGE  :  Is  the  right  hon.  and  gallant  gentleman  aware  that  the 
numbers  he  has  given  us  of  those  transferred  from  the  Admiralty  are 
different  from  those  given  by  his  right  hon.  friend  the  Prime  Minister  ? 

Major-Gen.  SEELY  :  I  do  not  think  that  is  so.  Of  course,  there  is 
the  difference  in  date.  I  think  he  will  find  that  they  are  correct.  I 
have  gone  through  the  figures  myself  very  carefully. 

Colonel  ASHLEY  :  Is  the  Women's  Royal  Air  Force  to  be  a  permanent 
Service  or  is  it  to  be  done  away  with  shortly  ? 

Major-General  SEELY7 :  The  Women's  Royal  Naval  Air  Force  does 
not  now  exist  as  such;  these  were  ladies  transferred  on  November  1st 
to  the  Women's  Royal  Air  Force. 

*  *  * 

The  replies  to  the  following  questions  were  not  received  in  time  for 
inclusion  in  the  Official  Report,  June  24th  :  — 

ROYAL    AIR     FORCE.— POST-WAR     CONDITIONS  OF 
SERVICE. 

Mr.  RAPER  asked  the  Under  Secretary  of  State  to  the  Air  Ministry 
if  he  could  now  make  a  statement  as  to  post-war  conditions  of  service 
in  the  Royal  Air  Force. 

The  UNDER  SECRETARY  of  STATE  for  AIR  (Major-Gen  Seely)  : 
The  final  consideration  of  this  question  is  now  proceeding  and  will.  I 
hope,  be  completed  very  shortly.  . 

Mr.  RAPER  :  Is  the  hon.  and  gallant  gentleman  aware  of  the  fact 
that  the  uncertain  state  of  the  future  conditions  of  the  Air  Force  pre- 
vents a  large  number  of  ex-officers  of  the  Air  Force  arriving  at  a  de- 
cision as  to  their. future  career? 

Major-Gen.  SEELY  :  I  am  fully  aware  that  it  is  a  most  urgent  matter 
to  come  to  a  decision  on  this  question.  If  my  hon.  and  gallant  friend 
will  put  down  a  question  in  a  fortnight's  time  I  hope  to  be  able  to  give 
him  a  full  statement. 

AIR  MINISTRY  (STAFF). 

Mr.  ARNOLD  asked  the  Under  Secretary  of  State  to  the  Air  Ministry 
the  number  of  the  staff  of  the  Air  Ministry  on  May  31st,  1919,  as  com- 
pared with  the  number  on  the  date  of  the  Armistice,  November  nth, 
iqi8. 

Major-Gen.  SEELY  :  The  number  of  persons  of  all  types  employed  in 
the  Air  Ministry  at  the  Armistice  was  4,646  and  on  May  31st  3,289.  It 
will  be  understood  that  the  large  amount  of  work  due  to  demobilisation 
has  necessitated  the  retention  of  a  large  clerical  staff. 

*  *  * 

On  June  24th,  Mr.  KELLAWAY  (Deputy  Minister  of  Munitions),  in 
the  course  of  a  speech  introducing  the  Estimates  for  the  Ministry  of 
Munitions  said : — 

At  the  outbreak  of  war  the  British  Army  had  in  its  possession  about 
100  aeroplanes.  The  Ministry  became  responsible  for  aeroplane  produc- 
tion on  September  12th,  1917,  when  the  production  had  increased  to 
500  aeroplanes  per  month. 

At  the  date  of  the  Armistice,  that  is  to  say,  a  period  of  little  more 
than  eighteen  months,  production  had  been  increased  to  4,000  per  month. 
I  should  like  to  have  dwelt  on  that  figure  and  what  it  means. 

There  is  a  very  romantic  story  behind  this  story  of  aeroplane  produc- 
tion, that  at  a  time  when  raw  material  and  machinery  was  very  largely 
engaged  on  other  essential  war  production  this  country  was  able,  thanks 
to  the  ingenuity  of  its  craftsmen  and  the  far-sightedness  of  its  captains 
of  industry,  to  make  so  great  a  step  forward  in  its  aircraft  production 
as  that,  and  the  improvement  in  the  fighting  quality  and  the  safety  of 
the  machines  was  just  as  great  as  the  increase  in  the  numbers.  I  think 
there  is  no  question  amongst  informed  men  that  during  the  latter  stages 
of  the  war  this  country  held  the-  supremacy  over  ner  enemy  in  the  air. 


That  was  due  hot  only  to  the  extraordinary  lighting  spirit  and  in- 
genuity of  thi  men  who  flew  and  lought  the  machines,  but  also  to  the. 
ingenuity  and  patriotism  of  the  craftsmen  and  the  employ ers  engaged 
111  that  great  industry. 

Concerning  various  criticisms  upon  experimental  supplies,  Mr. 
Kellaway  said  :  — 

Many  of  these  experimental  supplies  had  never  been  made  in  this 
country;  they  were  absolutely  foreign  to  out  industrial  practice.  They 
included  such  things  as  poison  gas,  anti-aircraft  bullets  and  tanks. 

Let  me  take  two  examples.  I  have  here  sections  of  bullets  which 
stopped  the  German  air  raids  on  this  country,  there  are  six  of  them, 
from  the  first  crude  bullet,  indistinguishable  from  the  bullet  that  the 
infantrs'men  fired  out  of  his  rifle,  up  to  this  one  which  to  the  ordinary 
layman  does  not  differ  on  casual  examination  from  the  first,  but  .that 
bullet  used  only  once,  on  Whitsunday  of  last  year,  prevented  any  further 
air  raids  on  this  country. 

Were  we  right  to  scrap  the  earlier  bullets  when  we  found  a  better 
one  ?  Were  we  not  right  to  stop  the  contract  for  the  earlier  bullet  anel 
to  pay  compensation  to  the  contractors  ? 

I  would  not  have  liked  to  have  been  the  Minister  to  stand  up  in  this 
House  on  one  of  those  nights  when  London  was  being  raided,  and  when 
questioned  as  to  whether  we  had  not  a  bullet  to  stop  the  raids  to  have 
said,  "Yes,  it  is  true,  but  the  contractor  is  engaged  turning  out  the 
earlier  form  of  bullet,  anel  we  must  not  turn  them  off  that  in  order  to 
make  the  new  bullets,  otherwise  the  Comptroller  and  Auditor-General, 
the  Public  Accounts  Committee  and  the  Press  will  denounce  the  De- 
partment as  being  wasteful  muddlers." 

I  remember  standing  in  my  garden  at  Blac-kheaih — I  think  it  was  on 
the  occasion  of  the  first  raid — watching  a  Zeppelin  which  was  hovering 
over  Woolwich  Arsenal  and  apparently  chopping  its  bombs  with  com- 
plete impunity.  Our  poor  little  pom-poms  and  anti-aircraft  guns  did 
not  get  within  miles  of  their  objective;  they  could  not  fir;  more  than 
two  miles  in  those  days. 

We  have  now  anti-aircraft  guns  which  can  fire  effectively  at  objects 
five  miles  in  the  air.  I  watched  that  Zeppelin,  and  I  do  not  think  that 
I  ever  had  a  greater  sense  of  humiliation  than  when  I  thought  that  it 
was  possible  for  Germany  to  attack  the  very  heart  of  this  Empire  to 
do  its  best — and  it  did  a  great  deal — to  check  the  moral  of  our  people, 
and  interfere  with  production,  without  our  being  able  effectively  to 
reply. 

When  the  Zeppelin  raids  were  stopped,  as  they  were,  by  the  heroism 
of  our  airmen,  and  the  engines  of  defence-  which  we  were  able  to  pro- 
vide, a  new  problem  presented  itself,  because  the  bullet  that  had  been 
effective  against  the  Zeppelins  was  not  so  effective  against  the  heavier- 
than-air  machines,  and  our  men  had  to  go  on  with  their  experimenta- 
tions, trying  to  devise  a  bullet  which  would  be  equally  effective. 

As  the  Committee  knows,  that  bullet  was  found,  and  during  the  later 
months  of  tb<=-  war  we  had  not  the  dreaa  of  air  raids  But  if  you  are 
going  to  put  it  on  the  ground  of  money  alone,'  and  consider  the  loss  of 
money  on  these  contracts  on  the  one  hand,  surely  you  ought  to  com- 
pare it  with  what  would  have  been  the  loss  if  those  i'aids  had  gone  un- 
checked. 

On  the  day  after  Whit  Sunday  last  year  it  was  known  that  Germany 
had  prepared  for  air  raids  on  this  country,  by  heavier-than-air  machines, 
greater  in  magnitude  than  had  ever  been  attempted  before.  Why  did 
they  not  come  ? 

They  did  not  come  because  the  reception  that  their  airmen  got  that 
Sunday  night  made  it  impossible  to  get  men  to  face  such  risks. 

On  the  mere  ground  of  money  alone,  if  that  ground  is  taken,  then  on 
these  contracts  the  Department  can  claim  to  have  acted  justly  and  pro- 
perly in  the  action  which  it  has  taken. 

Captain  WEDGWOOD  BENN  :  During  the  war  T  was  interested  in 
the  Air  Force,  and  I  can  still  remember  the  real  feeling  of  pleasure 
and  relief  it  was  to  me  when  I  visited  home  during  my  leave  and  my 
right  hon.  friend  the  President  of  the  Local  Government  Board  (Dr. 
Addison)  was  able  to  show  how  the  appalling  deficiency  in  the  supply 
of  aircraft  was  being  made  good  by  the  new  programme  which  the 
Munitions  Board  *vas  preparing  at  that  moment  But  it  does  seem  to 
me  essential,  looking  at  the  Department  as  one  dealing  with  munitions 
of  war,  to  realise  that  it  is  not  in  the  heaping  up  of  things  we  have 
got  that  we  can  make  any  preparation  of  things  whatever  for  any  future 
conflict  in  which  we  might  be  engaged.  That,  really,  is  the  answer  to 
the  hon.  gentleman's  tirade  against  the  Free  Trade  position  of  this 
country. 

*        *     '  * 

The  following  oral  answers  were  gwen  on  June  2GLI1  . — 

ROYAL  AIR  FORCE.— AIR  NAVIGATION. 

Capt.  WEDGWOOD  BENN  asked  the  Under  Secretary  of  State  for 
Air  (1)  whether  any  sextant  suitable  for  ticking  bearings  in  the  air 
is  in  use  or  being  experimented  with;  (2)  what  liaison  exists  between 
the  Air  Ministry  and  the  Admiralty  with  a  view  to  applying  to  air 
navigation  the  experience  of  the  Navy;  (3).  what  is  the  staff  of,  the  Air 
Navigation  School;  and  whether  it  includes  any  qualified  marine  navi- 
gators; (4)  what  progress  is  being  made  in  instruction  in .  taking 
bearings  in  the  air. 

The  UNDER  SECRETARY  of  STATE  for  AIR  (Major-Gen  Seely)  ! 
At  the  moment  the  whole  system  of  instruction  in  aerial  navigation  is 
being  revised,  and  the  schools  of  aerial  navigation  re-organised;  and  in 
this  process  we  shall  certainly  keep  in  close  touch  with  all  those  whose 
experience  of  aerial  or  marine  navigation  is  likely  to  be  of  assistance, 
and  endeavour  to  perfect,  as  far  as  possible,  all  mechanical  aids  to 
navigation,  such  as  sextants.  Experiments  with  various  types  of  sex- 
tant are  already  being  carried  out  with  this  object 

At  the  present  moment  there  is  great  hope  of  the  early  development 
of  a  satisfactory  artificial  horizon  sextant  and  experiments  are  now 
being  carried  out  at  the  Royal  Air  Force  experimental  establishments 
with  a  view  to  its  early  perfection.  I  would  add  that  the  officers  who 
are  dealing  with  this  question  will  be  very  glad  if  my  lion,  and  gallant 
friend  will  give  them  the  benefit  of  his  advice  and  criticism. 

Capt.  BENN  :  Is  the  Air  Force  taking  full  advantage  of  the  navi- 
gating experience  of  the  Admiralty  ?   That  is  the  point. 

Major-Gen.  SEELY  :  Yes,  Sir.  I  think  we  may  say  we  are  working 
in  absolutely  close  co-operation  with  them,  and  many  of  the  officers 
dealing  with  this  matter  have  themselves  sea  experience. 

Capt.  BENN  :  Are  any  of  the  instructors  in  the  navigation  schools 
naval  officers  ? 

Major-Gen.  SEELY  :  Speaking  from  recollection,  many  of  them  are 
or  have  been  in  the  Navy.  I  should  like  to  have  a  precise  question  oh 
that  point 

Capt.  BENN  :  The  question  is  on  the  Paper. 

Lieut. -Comdr.  KENWORTHY' :  Are  there  any  navigating  officers 
among  the  instructors  ? 

Major-Gen.  SEELY7  :  I  must  have  notice  as  to  the  precise  number  of 
navigating  officers  My  hon  and  gallant  friend  is  aware  that  many 
of  our  Air  Force  officers  guiding  us  in  this  matter  are  naval  officers, 

Capt.  BENN  :  Are  they  naval  officers  or  members  of  the  Royal  Naval 
Air  Service,  which  is  different  ? 

Major-Gen.  SEELY*  :  Both 


8o 


The  Aeroplane 


July  2,  1919 


XAEROmvmrWi 


CURIOSITIES 


OF   AIR    LEGISLATION— (C0»tf*K«i.) 

By  "THE  LINCOLN  IMP." 


Impenitent  Impudence. 
Having  already  brought  about  one  amendment  of  the 
1919  Regulations  and  hoping  to  be  in  time  with  the  rest  for  the 
Air  Bill,  1920,  the  Imp  feels  in  good  fettle.  He  offers  no  apology 
for  his  impudence  recently  in  offering  to  improve  upon  Regu- 
lation-pattern definitions,  and  has  several  more  improvements  to 
suggest.  The  advocatus  diaboli  is  a  most  useful  member  of 
society,  and  as  much  a  part  of  our  constitution  as  "His  Majesty's 
opposition."    To  proceed,  therefore: — ■ 

What  is  an  Aerodrome? 
"  Aerodrome  "  means  any  definite  and  limited  ground  or  water 
area  intended  to  be  used  and  capable  of  being  used  either  wholly 
or  in  part  for  the  landing  or  departure  of  aircraft.    So  say  the 
Regulations. 

Will  some  official  please  tell  us'  What  is  an  area  which  is  de- 
finite but  not  limited?  Or  limited  but  not  definite?  The  defini- 
tion excludes  ships'  decks  and  the  roofs  of  buildings,  although 
used  as  aerodromes,  and  seems  to  include  the  whole  area  of  the 
enclosed  camp  and  hangars  of  an  aerodrome,  and  not  merely  the 
landing  surface.  The  ambiguity  leaves  a  useful  loophole  for 
persons  infringing  the  circuit  and  other  regulations.  Another 
ambiguity  lurks  here  in  the  word  "  aircraft  "  in  its  context. 
Which  is  meant — "  an  "  aircraft  (singular)  or  "  all  "  aircraft 
(plural)?  A  kite  is  "  an  "  aircraft,  and  most  tennis  lawns  are 
'  capable  of  being  used  for  the  landing  of  kites."  But  "all" 
aircraft  would  include  giant  airships  and  seaplanes,  as  well  as 
Avros,  etc.,  and  few  aerodromes  cater  for  such  a  miscellaneous 
clientele  as  this.  If  aircraft  does  not  mean  "any"  and  does  not 
mean  "  all  "  what  does  it  mean?  When  Is  an  area  not  an  aero- 
drome because  not  "capable  of  being  used  .  .  .  for  the  landing 
...  of  aircraft"  ? 

What,  again,  do  the  words  "  intended  to  be  used"  mean?  In- 
tended by  whom  ?  Suppose  that  you  intentionally  land  in  my  field 
to  serve  a  writ  on  me  and  I  intentionally  acquiesce  in  your  imme- 
diate departure  by  air — anglice"  turn  you  out ! — my  field,  it  seems, 
has  now  become  "  an  aerodrome  "  to  which  any  minion  of  Mr. 
Churchill  has  right  of  access  ! 

What  an  Aerodrome fls. 
"  Aerodrome,"  suggests  the  Imp,  means  a  surface  (a)  habitually 
used  (b)  for  the  landing  or  taking  off  of  flying  machines,  (c)  or 
purposely  adapted  (d)  for  such  use. 

(a)  The  neutral  term  "  surface  "  draws  no  unnecessary  distinct 
tions  between  land  and  water,  and  includes  decks  and  roofs  as 
naturally  as  sea  or  soil. 

(b)  "  Habitually  used"  is  intentionally  elastic;  it  is  sufficiently 
elastic  to  enable  common  sense  to  be  applied  to  each  case  as  it 
arises. 

(c)  "Flying  machines"  not  "aircraft."  The  attempt  to  in- 
clude under  one  term  the  landing-grounds  of  airships,  balloons, 
kites,  and  flying  machines  is  too  difficult,  and  can  only  lead  to 
confusion. 

(d)  "  Purposely  adapted."  This  excludes  meadows  and  other 
open  spaces  which,  however  admirably  adapted  by  nature  to  be 
used  as  aerodromes,  are  not  in  fact  so  used  by  man  nor  adapted 
for  such  use  by  their  owners  or  others. 

Clear  as  Mud  ! 
"No  aircraft  shall  fly,"  "Right  to  land,"  "To  fly  aircraft," 
"  To  navigate  aircraft,"  "  The  flight  proposed,"  "  Unable  to 
land,"  "  A  flving  machine  when  in  the  air,"  "  To  take  off," 
''  Alighting  aircraft,"  "  Aircraft  in  the  air,"  "  About  to  land," 
"When  an  aeroplane  starts,"  "Aeroplanes  flying,"  'f  Trick 
landings,"  "  When  taking  off  or  alighting,"  "  Approaching  for 
the  purpose  of  landing,"  "  Landing  zone,"  "  Commence  to  take 
off,"  "  Night  landings,"  "  Shall'  be  elevated,"  "  On  land," 
"  Dangerous  to  flying,"  "  At  which  he  lands,"  "  Arriving  or  de- 
parting by  air." 

The  Regulations  regard  such  phrases  as  these  as  too  clear  to 
need  definition.  Let  them  tell  us  then  who  flies — the  pilot  or  the 
craft?  How  should  one  distinguish  "to  take  off"  from  "  to 
start,"  "  to  commence  to  take  off,"  "to  elevate,"  or  "  to  de- 
part by  air"?  When  is  an  aircraft  which  is  "compelled  to 
land  "  "  unable  to  land  "  although  it  has  "  a  right  to  land  "  at 
the  aerodrome  "at  which  he  lands"?  How  can  you  tell  whether 
it  is  "  about  to  land  "  or  only  "  approaching  for  the  purpose  of 
Sanding  "  or  merely  "  arriving  by  air  "  ?  Is  a  kite  balloon 
which  has  been  elevated  an  aircraft  in  the  air,  and  if  its  pilot  has 
■  not  been  licensed  to  navigate  aircraft  is  it  flying  'in  contravention 
of  the  rrgulation  "  no  aircraft  shall  fly,  etc."  ? 


What  Is  Flight? 

"To  fly,"  "To  land,"  "To  take  off."  Not  until  the  reader  has 
tried  his  own  hand  at  the  game  will  he  realise  the  difficulties  inhe- 
rent in  the  attempt  to  define  these  sirnple  ideas  in  clear  and  suitable 
language.  The  Imp  has  to  apologise  for  the  seeming  pedantry 
of  the  definitions  he  is  about  to  offer,  and  can  only  hope  that  sj*me 
reader  will  quickly  displace  them  by  better  ones. 

"Flight"  in  relation  to  an  aircraft  includes  motion  and  rest  in 
the  air,  but  does  not  include  the  motion  or  rest  of  a  flying  machine 
between  the  acts  (a)  of  coming  into  contact  with  and  of  leaving 
the  surface.    "To  fly  "  has  a  corresponding  meaning. 

"  In  the  air."  An  aircraft  is  in  the  air  when  it  is  off  every 
surface  (b). 

How  to  Take  Off  and  Land. 

"  Taking  off"  in  relation  to  a  flying  machine  (c)  includes  the 
act  of  leaving  the  surface  (a)  and  trie  sequence  of  acts  and  events 
(d)  immediately  preceding  and  succeeding  that  act.  "  To  take 
off "  has  a  corresponding  meaning.  Aircraft  designed  to  be 
lighter  than  air  and  lifting  kites  are  taken  off  by  the  act  of  free- 
ing them  from  the  restraint  which  keeps  them  on  or  in  compara- 
tive proximity  to  the  surface  (e). 

"Landing"  in  relation  to  a  flying  machine  (c)  includes  the 
act  of  coming  into  contact  with  the  surface  (a)  and  the  sequence 
of  acts  and  events  (d)  immediately  preceding  and  succeeding  that 
act.  "  To  land "  has  a  corresponding  meaning.  Aircraft  de- 
signed to  be  lighter  than  air  and  lifting  kites  are  landed  by  the 
act  of  subjecting  them  to  a  restraint  which  keeps  them  on  or  in 
comparative  proximity  to  the  surface  (e). 

Nota  Bene- 

(a)  A  flying  machine  which  is  taking  off  does  not  begin  to  fly 
until  it  leaves  the  surface,  but  is  still  taking  off  after  it  has  begun 
to  fly  and  may  be  beginning  its  landing  while  it  is  still  flying  and 
continuing  it  after  it  has  come  into  contact  with  the  surface, 
although  it  has  then  ceased  to  be  in  flight.    Is  that  clear? 

(b)  This  is  not  superfluous.  A  scout-craft  on  an  airship  is  not 
in  flight  except  as  part  of  the  airship.  Otherwise  an  offence  is 
committed  if  the  scout  pilot  has  his  licence  in  his  pocket  and  is 
on  the  airship  !  „ 

(c)  Flying  machines  "  take  off,"  other  aircraft  "  are  taken  off,^ 
one  speaks  of  "  flying  a  kite  "  but  not  of  a  kite  "taking  off." 

(d)  An  "  event  "  is  here  used  in  the  sense  of  that  which  happens 
or  may  happen  without  human  intervention  and  an  "  act  "  in  the 
sense  of  that  which  happens  by  human  intervention  and  is  in- 
tended to  happen  or  is  deemed  by  law  to  have  been  intended  to 
happen.  Hence  it  seems  that  a  bad  landing  resulting  in  a  crash 
is  a  landing,  but  a  stall  and  unintended  nose  dive  into  the  ground 
is  not,  although  the  stall  was  intentional  ;  conversely,  an  unin- 
tentional stall  converted  into  an  intentional  (though  compulsory) 
landing  is  a  landing.  Similarly,  a  "  forced  "  landing  is  a  landing 
if  the  pilot  lands  the  machine  but  not  if  for  any  reason  the  machine 
lands  itself.  A  bumpy  landing  is  one  landing,  not  several.  But 
tc  bump  in  a  fog  may  be  no  landing  at  all.  At>a  few  feet  from 
the  ground  a  machine  will  be  landing  if  it  goes  on  and  touches, 
although  it  takes  off  again,  but  if  it  "lands  six  feet  up"  and  goes' 
round  again  it  will  not  have  been  .landing,  but  only  "attempting 
to  land." 

Carried  away  by  the  exuberance  of  his  own  verbosity,  the  Imp 
is  forgetting  to  be  a  devil'  and  to  pin-prick  the  minions  of   .the  1 
Minister  for  Air  !    To  it,  Teazer  !    Go  for  them,  Gadfly  ! 

Regulation  Bloomers. 

1.  If  a  test  pilot  may  be  defined  as  a  pilot  who  flies  aircraft  for 
experimental  purposes  within  the  precincts  of  an.  aerodrome,  then 
a  test  pilot  needs  not  a  licence.  Any  fool  can  test  is  the  argu- 
ment one  supposes  !    (Sect.  1  (3)  and  proviso  Cb)). 

2.  Aircraft  owned  by  aliens  can— nay,  must— be  registered  (it 
seems)  if  the  applicant  is  British— though  a  man  of  straw  not 
worth  a  shilling  (Sched.  I.,  Regs.  1  and  2). 

3.  A  company  which  is  registered  and  has  its  principal  place 
of  business  in  the  United  Kingdom  can  own  aircraft  which  ply 
for  hire  over  England  although  every  one  of  its  shareholders  and 
directors  is  an  alien  (Sched.  I.,  Regs.  1  and  2). 

4.  A  navigator  who  applies  for  a  licence  is  required  (inter  aha) 
(a)  to  have  no  moral  defect  (b)  not  to  have  more  than  two  (2) 
dioptres  of  latent  hypermetropia  (c)  to  have  a  degree  of  auditory 
acuity  compatible  with  the  efficient  performance  of  his  duties  and 
(d)  to  calculate  azimuth.  But  cheer  up.  my  hearty  !  Who  said 
you  needed  a  licence  to  navigate  aircraft?  The  Regulations  don  t 
say  it,  so  why  apply  for  one? 


July  2,  1919 


The  Aeroplane 


81 


5.  An  airship  having  voluntarily  stopped  its  engines  in  a  dead 
calm  is  "  under  way,"  and  must  be  treated  by  other  aircraft  as 
being  not  under  control.  An  airship  being  towed  by  a  ship  is  not 
under  way,  and  for  the  purposes  of  the  rules  of  the  air  is  classed 
as  a  free  balloon  /Sched.  vii.,  Interpretation,  Rules  (6)  and  (20)). 

6.  An  aeroplane  flying  below  6,500  ft.  and  at  900  yds.  distance 
from  the  nearest  point  of  a  licensed  aerodrome  must  conform  to 
the  circuit  law.  Not  so  a  similar  aeroplane  which  is  500  yards 
nearer  the  aerodrome,  unless  it  is  (a)  about  to  land  or  (b)  leaving 
or  (c)  starting  (Rules  of  the  Air  34,  32,  and  33). 

By  way  of  a  final  piece  of  impudence  let  us  conclude  with  Sec- 
tion 1  of  the  Air  Bill,  1920,  as  the  Imp  would  have  it  drawn  as  at 
present  advised.  The  italicised  words  have  either  already  been 
defined  by  the  Imp  or  are  to  be  defined  in  the  sequel. 

Air  Bill,  1920. 

1.  Within  the  realm  no  aircraft  and  whether  within  or  with- 
out the  realm  no  British  aircraft. 

(1)  Shall  fly  : 

(a)  Without  being  marked  in  the  prescribed  manner,  or 

(b)  over  any  prohibited  area  or 

(c)  So  as  to  endanger  any  person  unnecessarily,  or 

(2)  Shall  take  or  be  taken  off, 

(a)  Having  on  board  otherwise  than  in  pursuance  of  the 
prescribed  permission  : 

THE  CODE  OF  THE  AIR. 

The  Paris  correspondent  of  The  Aeroplane  writes  : — 

The  Code  of  the  Air,  created  by  the  Peace  Conference,  is  still 
in  a  large  measure  secret,  although  certain  individual  items  have 
leaked  out,  giving  the  impression  that  it  has  been  composed  with 
care  and  foresight.  The  British  influence  is  apparent  in  all  that 
concerns  aerial  transport  or  circulation  in  general,  that  is  to  say, 
in  its  general  provisions  it  follows  closely  the  air  regulations 
already  in  force  in  the  British  Isles. 

It  first  deals  with  day  and  night  identification  of  machines  : 
national  colours  of  each  country  and  green  and  red  lights.  All 
aerobuses  must  be  fitted  with  wireless,  although  aircraft  having 
less  than  a  certain  passenger-carrying  capacity  must  obtain  spe- 
cial permission  to  carry  a  wireless  installation.  The  reason  for 
this  is  not  clear,  because  whatever  the  number  of  passengers  car- 
ried a  pilot  will  always  be  glad  of  the  wireless  to  obtain  his  bear- 
ings or  to  ask  help. 

Every  machine  will  be  registered,  and  will  figure  on  its  national 
register.  This  registration  will  necessitate  the  observance  of  cer- 
tain rules.  Machines  will  be  forbidden  to  carry  explosives  or  per- 
sons suffering  with  contagious  diseases,  and  must  abide  by  the 
postal  and  customs  regulations  to  which  the  practical  application 
of  aerial  navigation  has  given  new  duties. 

Traffic  Control. 
Machines  will  overtake  on  the  left  and  cross  on  the  right,  but 
there  is  no  ruling  for  overtaking  when  climbing  !  which  is  extra- 
ordinary, seeing  that  so  many  'ollisional  accidents  have  occurred, 
starting  with  the  Thomas-Dickson  one  in  Italy. 

Communication  in  the  Air. 

Pilots  will  have  to  conform  to  one  method  of  communication 
whilst  in  flight,  and  the  system  must  be  international.  Thus 
there  will  be  a  new  use  for  the  Morse  code. 

The  medical  requirements  of  the  Air  Code  as  formulated  by  the 
Peace  Treaty  in  Paris  are  summarised  as  follows  :'— 

1.  No  licence  to  fly  will  be  accorded  without  a  medical  certifi- 
cate of  fitness. 

2.  Every  candidate,  before  receiving  authorisation  to  fly,  either 
as  pilot,  officer  (navigator?),  or  mechanic  of  a  public  transporta- 
tion service  must  present  himself,  and  undergo  an  examination 
before  a  competent  medical  authority  selected  by  the  State  or  act- 
ing under  its  authority. 

3.  Such  medical  examinations  for  the  selection  of  pilots  and 
navigating  personnel  must  have  special  regard  to  the  physical  and 
mental  aptitude  of  the  applicant. 

(a)  Absence  of  all  mental  trouble,  and  of  any  physical  or 
moral  defect  in  so  far  as  same  would  affect  the  security  of 
navigation. 

(b)  The  minimum  a'ge  of  pilots  and  navigating  personnel 
engaged  in  the  transport  of  passengers  and  cargo  is  nineteen 
years. 

(c)  General  Surgical  Examination.— The  aviator  must  not 
suffer  from  any  wound,  have  undergone  any  operation,  nor 
show  any  anomaly,  congenital  or  acquired,  that  would  inter- 
fere with  his  duties  as  an  aviator. 

(d)  General  Medical  Examination. — The  aviator  must  not 
suffer  from  any  disease  or  complaint  that  would  render  him 
incompetent  to  control  aircraft.  He  must  possess  a  heart, 
lungs,  kidneys,  and  a  nervous  system  capable  of  resisting  the 
effects  of  altitude  and  prolonged  flight. 

(e)  Examination  of  Eyes. — The  aviator  must  possess  a 
degree  of  accurate  vision  compatible  with  the  necessity  of  his 
functions.  Pilots  and  officers  of  aerial  crews  must  not  suffer 
from  latent  hypermetrophia  to    a   greater   extent  than  two 


>         (i.)  A  postal  packet  or 

(ii.)  Radio-signalling  apparatus  or 
(iii.)  Photographic  apparatus  or 
(iv.)  A  trade  passenger  or 

(b)  Not  having  on  board  : 

(i.)  The  prescribed  persons  licensed  in  the  prescribed 

manner  to  control  lhat  aircraft  in  the  air  ;  and 
(ii.)  Means  of  displaying  and  making  the  prescribed 

lights  and  signals  ;  and 
(iii.)  The  prescribed  flying  papers;  or 

(c)  From  a  public  aerodrome   otherwise  than  in  the  pre- 

scribed manner  and  from  the  prescribed  place. 

(3)  Shall  land  or  be  landed  : 

(a)  After  entering  the  realm  by  air  without  first  reporting 

at  an  appointed  aerodrome ;  or 

(b)  At  a  public  aerodrome  otherwise  lhan  in  the  prescribed 

manner  and  at  the  prescribed  place. 

(4)  While  in  the  air  shall  eject  or  let  fall  any  person  or  article 
except  : 

(a)  Ballast  ;  or 

(b)  A  prescribed  signal  ;  or 

(c)  An  article  or    a    person    supported   in    the  prescribed 

manner. 

The  Lincoln  Imp. 

dioptres ;  they  must  possess  muscular  co-ordination  adapted 
to  refraction.  The  field  of  vision  of  each  eye  and  the  percep- 
tion of  colours  must  be  normal. 

(f)  Examination  of  Ears. — The  average  ear  must  be  nor- 
mal. The  aviator  must  possess  a  degree  of  accuracy  of  hear- 
ing compatible  with  the  duties  he  will  be  called  upon  to  per- 
form. 

(g)  "  Vestibulairf.  "  (?)  apparatus  must  be  intact  and  must 
not  be  hyperexcitable  or  hypoexcitable. 

(h)  Examination  of  Nose  and  Throat. — The  aviator  must 
have  complete  nasal  permeability  and  be  free  from  any  affec- 
tion, acute  or  chronic,  of  the  upper  respiratory  organs. 

4.  Each  country  may  decide  on  their  own  methods  of  examining 
applicants,  provided  that  the  details  and  the  limits  of  the  tests  em- 
ployed have  been  previously  agreed  upon  by  the  authorised  repre- 
sentatives of  each  nation. 

5.  Applicants  having  fulfilled  the  above  conditions  will  receive 
a  certificate  permitting  them  to  obtain  a  licence.  • 

6.  To  assure  that  all  navigating  personnel  continue  to  possess 
the  above  qualifications  they  must  undergo  a  periodical  examina- 
tion at  least  every  six  months,  and  the  results  of  such  examination 
must  be  recorded  in  their  dossier. 

After  illness  or  accident  each  aviator  must  undergo  a  new  ex- 
amination in  order  that  his  suitability  to  continue  as  a  member  of 
the  navigating  personnel  be  decided  ;  such  decisions  being  noted  on 
the  flying  ability  log-book. 

7.  All  aviators  who,  prior  to  this  convention,  have  given  proof 
of  their  fitness  for  flying  and  who  retain  same,  need  not  neces- 
sarily be  excluded  from  the  navigating  personnel  by  reason  of  the 
fact  that  they  do  not  fulfil  all  the  conditions. 

8.  Any  nation  may  increase  the  severity  of  the  conditions  ;  the 
above  are  the  minima. 

THE  VICTORY  LOAN. 

The  Air  Ministry  makes  the  following  announcement  :  — 

In  order  to  assist  the  progress  of  the  Victory  Loan  it  has  been 
decided  to  allow  commercial  or  private  ae'-oplanes,  flying  over  the 
British  Isles,  to  drop,  subject  to  the  undermentioned  condition, 
small*  discs  of  paper,  advertising  ihe  loan,  on  the  towns  or  country 
over  which  they  are  passing. 

Clause  2  (d)  of  Regulation  5  of  the  Air  Navigation  Regulations, 
1919,  will  not  apply  to  aircraft  engaged  on  this  special  work  pro- 
vided that  any  companies  or  other  owners  of  aircraft'  willing  to 
undertake  the  work  act  on  the  instructions  of  the  Secretary, 
National  War  Savings  Committee,  Salisbury  House,.  Salisbury 
Square,  E.C.4,  from  whom  all  further  information  can  be  obtained. 

Unless  this  condition  is  complied  with,  action  will  be  taken  in 
accordance  with  Regulation  10  (1)  of  the  Air  Navigation  Regula- 
tions, 1919. 

THE  IMPERIAL  AIR  FLEET. 

Lord  Morris,  ex-Premier  of  Newfoundland,  addressee!  a  meeting 
at  Birmingham  on  June  30th  promoted  to  stimulate  interest  in 
the  project  of  presenting  an  aeroplane_by  Birmingham  to  South 
Africa. 

There  was  peculiar  appropriateness,  he  said,  in  Birmingham 
selecting  South  Africa  for  its  gift,  inasmuch  as  the  late  Mr. 
Joseph  Chamberlain  was  probably  more  identified  with  the  free- 
dom of  'ind  the  granting  of  responsible  government  to  South 
Africa  than  anyone  else,  and  the  wisdom  of  Mr.  Chamberlain's 
South  African  policy  had  been  shown  by  the  way  in  which  not 
enly  British-born  colonists  but  the  Boers  had  rallied  to  the  help 
of  the  Motherland  in  the  war. 

Already  ^1,700  has  been  promised  towards  the  ,£2,200  re- 
quired. 


%2 


The  Aeroplane 


July  2,  1919 


THE  R.A.F. 

In  May  last  I  was  warned  to  report  at  the  Air  Ministry,  and 
everyone  said  "  Overseas!  "  and  the  best  of  luck.  On  arriving 
there  I  reported,  together  with  several  other  pilots  and  observers, 
and  was  asked  various  questions,  and  then  told  I  was  to  obtain 
two  suits  of  mufti,  a  civilian  overcoat  and  cap,  and  a  mosquito 
net,  and  report  to  a  certain  captain  at  Blandford.    I   was  in- 


1            AVa  ARCHANGEL  . ' 
AeToa-rome  |jp  N 

i 
• 

<Crask^^\  ' 
TuNDRAS.  ^S^v 

HOLMORGORSKAIA  . 

t  SlSKO^^v 

ONEGA.  AerodTtm* 
 ^  ^  / 

    IffeGRA. 

^^TBORIETSKAIA.                        -  jSELETSKAYA. 

\  • 

\  jtKodish. 

EMTZA.J  / 

To 

Plezeskai* 
1 

*                                 /           RaiIwav  I,,!,, 
f                            /  Reads 

:1  J 

structed  not  to  mention  the  stunt  to  anyone,  as  it  was  a  secret 
.mission. 

A  Secret  Mission. 
Think  of  it,  a  secret  mission  with  suits  of  mufti  and  a  mosquito 
net  !    "  When?  were  we  going  and  what  for?  "  • 

On  arriving  at  Blandford  I  found  a  merry  little  party  of  three 
pilots  and  four  observers  who  were  also  on  this  secret  stunt.  No 
one  knew  where  we  were  going,  so  we  had  to  wait.  Next  day 
we  travelled  back  to  town  and  reported  at  the  Tower,  where  we 
were  medically  examined  and  given  a  slip  of  paper  on  which  was 
the  following  : — 

You  must  have  two  suits  of  mufti,  etc.,  etc. 
You  must  take  supplies  of  everything  for  at  least  six  months. 
You  must  have  clothing  10  stand  a  climate  varying  from 
summer  on  the  Riviera  to  winter  in  the  North  of  Scotland. 
You  must  mention  nothing  of  this  to  anyone. 
Cameras  are  permitted. 
There  was  some  other  advice  as  to  kit  we  should  obtain. 

We  were  given  leave  and  told  we  should  be  wired  for.  Well, 
on  June  14th  we  entrained  on  a  "  North  Special  "  about  midnight 
and  found  we  were  going  to  Newcastle.  On  this  train  were 
infantry,  artillery,  and  all  other  branches  of  the  service,  but  no 
one  seemed  to  know  where  we  were  going  eventually. 

On  arrival  at  Newcastle  we  embarked  on  the  "  City  of  Mar- 
seilles," and  left  port  on  June  15th  at  about  5  p.m.,  and  were 
escorted  out  to  sea  by  DeH.6's  and  destroyers. 

The  Secret  Revealed. 
After  leaving  port  the  secret  was  revealed — Russia  ;  and  then 
we  all  wondered  what  mosquito  nets  were  for,  but  we  soon  found 
out. 

We  discovered  that  the  total  number  of  R.A.F.  was  one  colonel, 
four  pilots,  four  observers,,  one  E.O.,  and  about  57  N.C.Os.  and 
men — hardly  a  flight,  but  it  must  be  remembered  that  it  was  only 
n  small  expedition,  and  at  that  time  things  were  none  too  rosy 
in  France.  , 

After  an  uneventful  voyage  we  arrived  at  Murmansk,  which  is 
a  little  port  that  is  never  frozen  up  and  has  been  built  since  the 
war.  Here  we  commenced  to  unload  the  ship  and  obtained  a 
railway  truck  on  the  quay,  which  was  converted  into  an  office. 


IN  RUSSIA. 

Soon  after  landing  we  started  to  recruit  for  the  Slavo-British 
Aviation  Corps  (S.B.A.C.)  and  Slavo-Brit.ish  Allied  Legion. 
Seaplanes  Required. 

After  looking  round  Murmansk  "it  was  decided  that  an  aero- 
drome could  not  be  built,  so  a  seaplane  ship  was  wired  for,  as 
the  Kola  River  is  an  ideal  place  for  watercrait  and  the  surround- 
ing valleys '  are  full  of  lakes  where  a  seaplane  could  alight  in 
case  of  -engine  trouble. 

Recruits  were  coming  in  satisfactorily,  so  our  CO.,  Lieut.-Col. 
Maund,  D.S.O.,  a  man  who  had  been  in  Russia  before  the  Revo- 
lution with  Col.  Valentine,  decided  to  form  instructional  classes 
for  the  S.B.A.C.  Each  of  the  R.A.F.  officers  had  a  subject,  and 
the  time  was  well  spent  in  instructing  the  old  Russian  pilots  and 
mechanics  who  had  joined  us. 

The  chief  subjects  were  Aerial  Gunnery,  Contact  Patrol,  etc., 
etc.,  and  the  school  was  practically  a  miniature  Reading.  It 
must  be  remembered  that  our  Russian  friends  had  not  flown  or 
see.i  an  aerial  gun  for  nearly  a  year,  so  their  knowledge  was  a 
trifle  rusty.  Also  ground  strafing  and  contact  patrol  were  practi- 
cally unknown  in  the  Russian  Flying  Corps. 

The  Interest  of  Russian  Pilots. 

The  Russian  pilots  were  extremely  interested  in  the  Aldis  Sight 
and  the  G.C.  gear,  and  when  we  told  them  of  the  performances 
of  our  latest  machines  they  were  amazed,  as  the  last  machines 
they  had  befpre  the  Revolution  were  Sop  with  i|  strutters,  a  few 
Tups  (which  w?re  liked  by  all  who  had  flown  them),  some  Nieu- 
ports,  and  Spads.  But  these  machines  only  carried  one  gun,  and 
they  thought  it  wonderful  when  they  heard  of  a  Camel  with  two 
guns,  and  an  Aldis  Sight,  Snipes;  Bats,  Bristol  Fighters,  etc. 

Soon  after  this  the  seaplane  ship,  H.M.S.  "  Narrana,"  arrived, 
and  the  land  R.A.F.  or  R.F.C.  were  invited  to  dinner  by  the  sea 
R.A.F.  or  R.N.A.S.  I  think  I  am  quite  right  in  saying  that  we 
all  had  a  very  enjoyable  evening  after  haying  lived  on  practically 
Army  food  for  some  time.  , 

Mistaken  for  Devils. 

The  seaplanes  soon  got  to  work,  and  during  the  first  flight  over 
Murmansk  the  inhabitants  were  extremely  frightened,  as  they  had 
never  seen  an  aeroplane  before.  One  woman  was  crjing,  and 
could  not  be  made  to  understand  that  the  machines  would  not 
hurt  her.  I  think  she  thought  they  were  "  devils  from  hell  " 
(no  offence  to  the  seaplane  people  meant)  which  the  Allies  had 
brought  to  their  aid. 

Soon  after  this  the  machine-gun  class  were  put  through  their 
firing  tests,  and  one  R.A.F.  observer,  complete  with  aerial  Lewis 
gun,  managed  to  get  lost  in  some  marshy  ground  near  the  range. 
After  wandering  about  for  sn  hour  or  so  in  the  marsh  he  found 
us,  and  seemed  very  fed  up.  He  was  nearly  bitten  to  death  by 
mosquitos,  and  said  things  to  me  he  ought  not  to  have  said,  as 
I  had  chosen  the  range.  However,  all  went  well,  and  we  had  a 
very  successful  afternoon. 

Next  day  we  sailed  for  Archangel,  and  the  Navy,  who  were  in 
front,  had  a  scrap  with  Bolshevik  and  German  forces  just  before 
entering  Archangel.    One  of  our  seaplanes  that  was  up  spotted 


THE  R.A.F.  IN  RUSSIA. — Centre,  Lieut.  Schviesnikoff,  R.A.F 
(killed).    Extreme  right,  Capt.  Kozakoff.  R.A.F.    The  Sopwitl 
"Camel"  was  one  flown  by  Cap'   Kozakoff.    The  Russian  pilots 
are  wearing  the  uniforms  of  private  soldiers,  as  at  that  time  no 
officers'  uniforms  had  arrived. 


July  2,  1919 


The  Aeroplane 


83 


THE  PARK  OF  NO.  1  RUSSIAN  SQL  ADRON.— This  Squadron  was  of  Russian  Pilots  on  Sopwith  H  strutters  and  Nieuporfs 


;m  enemy  battery  firing  at  our  ships  and  dropped  a  230  lbs.  bomb, 
which  caused  the  gunners  to  hop  it. 

On  our  arrival  at  Archangel,  Backnaritza  Wharf,  we  imme- 
diately proceeded  to  look  for  an  aerodrome,  and  kfter  a  great  deal 
of  searching  found  a  small  field  about  300  yards  long  by  150  wide, 
which  served  the  purpose. 

In  Travelling  Quarters. 

After  landing,  we  were  told  to  look  for  a  sleeping  car  for  the 
officers  and  sleeping  cars  for  the  men,  also  cars  we  could  fit  up 
as  messes  and  trucks  for  spares,  as  we  had  to  live  in  this  mobile 
train.  It  was  sent  up  to  the  aerodrome,  together  with  the 
machines,  and  when  we  managed  to  get  the  train  in  order  every- 
one was  comfortable  and  happy. 

Work  now  commenced  at  the  aerodrome — machines  were 
rigged,  the  aerodrome  levelled,  hangars  erected,  and  everyone  was 
very  busy.  Our  mess  president  was  a  very  wise  man  and  bought 
a  considerable  quantity  of  foodstuff  from  the  various  ships  in 
harbour,  so  that  we  were  very  happy  and  had  a  change  from  bis- 
cuits and  bully,  etc.,  although  the  food  supplied  was  very  good 

Early  in  August  our  first  machine  was  ready.  We  landed  in 
Archangel  about  Aug.  4th,  and  the  flight  commander,  Capt. 
F.  V.  Robinson,  D.F.C.,  made  the  first  trial  flight.  It  was  good 
to  see  an  aeroplane  in  the  air  again  after  our  long  wait.  Flying 
now  began  in  earnest,  and  as  there  were  two  fronts — the  River 
Dwina  and  the  Vologda  railway — we  were  fairly  busy. 

Forest  and  Swamps. 

What  a  country  to  fly  in.!  Miles  and  miles  of  forest  and 
swamp,  and  nowhere  to  land  in  case  of  engine  failure. 

The  line  was  about  30  miles  north  of  Oberzetskaia,  and  we 
had  to  fly  70  miles  before  reaching  the  enemy.  On  our  fiist 
trip  down,  the  Bolsheviks  had  one  Archie  (anti-aircraft  gun) 
which  was  a  huge  joke,  as  the  gunners'  one  idea  seemed  to  be 
to  put  up  shots  round  themselves  so  that  we  should  not  drop 
bombs  on  them. 

The  seaplane  ship  now  went  back  to  Murmansk  and  we  can  ied 
011  at  Archangel. 


The  seaplanes  (Faireys)  used  to  do  the  bombing  and  recon- 
naissances before  we  were  ready,  and  although  they  had  to  fly 
70  to  80  miles  down  the  railway  line  before  reaching  the  lines, 
they  had  reliable  engines— Eagle  VIII.,  Rolls — and  there  was 
absolutely  no  place  whatever  to  land  during  the.  whole  of  the 
trip.  Of  course  there  were  hundreds  of  !akes  where  a  seaplane 
might  have  made  a  forced  landing,  but  there  was  no  place  for  a 
De  H.6,  let  alone  a  De  H.4,  to  land. 

About  this  time  the  Russian  Squadron  got  going  on  Sopwith 
ij  strutters,  and  two  Nieuports  which  were  found  in  Archangel, 
having  been  sent  there  by  the  Allies  before  the  Revolution,  and 
most  of  them  were  still  in  perfect  condition.  This  squadron 
went  up  the  river  and  established  an  aerodrome  at  Siskoe.  This 
squadron  (called  a  squadron,  but  not  a  squadron  in  strength  as 
we  know  it)  was  composed  of  ex-Russian  officers  and  men  of 
ths  old  Russian  Flying  Corps,  and  did  very  good  work  indeed. 
There  was  also  a  pilot  from  the  "  Narrana  "  with  them,  and 
he  was  flying  Sopwith-Schneider  machines. 

From  this  time  we  practically  confined  ourselves  to  the  railway 
force  near  Oberzetskaia,  and  did  reconnaissance,  bombing, 
ground  strafing,  contact  patrol,  art.  obs.,  photography — in  fact, 
everything  except  night  flying. 

Some  Useful  WoRii. 

During  the  month  of  August  we  dropped-  many  tons  of  bombs, 
and  did  a  considerable  amount  of  photography  and  reconnais- 
sance, and  on  one  occasion  one  bomb  dropped  from  150  ft.  in 
Oberzetskaia  station  caused  over  70  casualties. 

Early  in  September  the  infantry  decided  to  1  ush  for  Ober- 
zetskaia, so  we  started  intensive  bombing  and  ground  strafing, 
and  the  enemy  were  pushed  back  to  within  about-  four  miles 
of  Oberzetskaia.  Progress  in  the  infantry  was  very  slow,  as 
when  the  enemy  retired  he  blew  up  all  the  bridges,  which  had 
to  be  repaired  before  our  armoured  train  (not  the  R.A.F.  train) 
could  proceed. 

About  this  time  the  enemy  received  reinforcements  in  the  shape 
of  six  anti-aircraft  guns  and  some  German  gunners  who  knev 


THE  R.A.F.  IN  RUSSIA. — A  Crash.    This  picture  gives  some   idea  of  the  conditions  in  Northern  Russia. 


The  Aeroplane 


July  2,  1919 


A  Bolshevik  Flying-boat  (Salmson  Engine)  which  Landed  in  the  ISritish  Lines. 


now  to  shoot,  so  that  Archie  got  very  hot.  Just  before  taking 
Oberzetskaia  the  Bolsheviks  had  n  anti-aircraft  guns  in  one 
small  siding,  and  as  the  gunners  could  shoot  we  always  had 
sr-me  bits  of  fabric  or  wood  missing  on  our  return  home. 

About  Sept.  2nd  the  infantry  made  the  final  push  for  Ober- 
zetskaia, so  we  went  down  in  formation  of  ihree  machines.  Up 
to  that  time  we  had  been  down  singly,  so  there  was  much  sur- 
prise when  three  machines  rolled  up.  On  this  occasion  we  each 
carried  five  bombs — two  112  lbs.,  two  40  lbs.,  and  one.  20  lbs. 
Cooper — which  the  observer  deposited  over  the  sid». 

Frightening  the  Bolsheviks. 

After  dropping  our  eggs  we  all  went  down  low  to  ground 
strafe,  and  the  Bolsheviks  were  so  frightened  that  the  infantry 
took  Oberzetskaia  without  much  struggle,  and  I  think  I  am 
right  when  I  say  without  a  casualty. 

This  was  attributed  to  the  material  ;  nd  moral  effect  of  the 
bombs  and  machine-gun  fire  from  the  machines  overhead.  We 
found  later  that  the  enemy  had  some  very  strong  defences  round 
Obersetskaia,  but  was  in  a  terrible  state  of  nerves  owing  to  the 
presence  of  aircraft  overhead. 

After  capturing  Oberzetskaia  we  found  a  spot  that  would  be 
suitable  for  an  aerodrome.  It  was  just  a  widening  in  the  Ober- 
zetskaia-Onega  road,  and  when  we  had  cut  some  of  the  trees 
down  and  levelled  it  off  a  bit,  it  measured  about  50  yards  by 
250  yards,  with  trees  all  round,  so  was  a  very  small  place  for 
De  H.4S. 

The  R.A.F.  train  now  moved  down  here,  and  we  erected 
hangars  and  commenced  work  from  this  aerodrome.  This  was  a 
relief,  as  the  line  had  now  moved  and  was  about  15  to  20  miles 


away,  so  that  instead  of  150-mile  trips  10  the  line  and  the  saml 
distance  back  again,  we  only  had  short  trips,  for  which  we  were 
very  thankful.  I  forgot  to  say  that  the  seaplane  ship  came 
back  to  Archangel  just  before  we  moved  down  the  line,  and  as 
O'jr  mess  was  in  order  we  gave  them  a  return  dinner,  which  was 
very  enjoyable. 

A  Bolshevik  Seaplane. 

Also  whilst  at  Archangel  a  Bolshevik  seaplane  came  ever,1  but 
as  two  of  our  machines  were  up  at  the  time  of  his  visit  he  wisely 
decided  to  come  down  and  surrender. 

From  Oberzetskaia  aerodrome  we  commenced  to  bomb  Emtza,  , 
about  40  miles  away,  and  one  flight  was  made  to  Plezetskaia — 60 
mSies  over — for  photographic  purposes.  Here  we  discovered  a 
Bolshevik  aerodrome,  but  his  machines,  Sopwith  ij  strutters  and 
Nieuports  (Allied  machines  that  had  been  sent  to  Russia  before 
the  Revolution),  were  not  of  much  account,  as  they  would  never 
fight  or  come  up  when  we  were  over. 

One  Sopwith  came  over  and  dropped  iwo  bombs  miles  wide  of 
trn  mark  and  then  crashed  between  the  lines,  and  was  afterwards 
salved  by  us.  Another  machine  (enemy)  was  seen  up  in  the  air 
by  one  of  our  machines,  but  before  a  scrap  could  take  place  the 
Bolshevik  machine  caught  fire  in  the  air  and  crashed  in  flames 
in  the  forest. 

Not  Inclined  to  Fight. 

I  believe  a  Bolshevik  Spad  was  seen  on  the  river  front  near 
Siskoe,  but  it  would  not  fight. 

On  one  bombing  raid  of  ours  one  of  our  pilots  hit  an  enemy 
anti-aircraft  gun  mounted  on  their  armoured  train,  and  from  a 
prisoner's  statement  killed  six  gunners. 


JSP-*  ;  «> 


AN  AfcRIAL  1'HOl OURAFH  Or  OBtKZh  1  SK A1A  lAKfciN  UUKIXNU  int  BOLsntVlR  OctLfAUOfl. —  1  ills  miu>v»  uol- 
shevik  Trains,  Bomb  Craters  and  surrounding  Forest.  The  white  Rows  are  Timber  for  Engine  Fuel  (Railway  Engines).  The  Two 
Round  Towers  to  the  North  of  the  Station  are  Water  Towers  about  60  feet  high.   This  Photograph  was  taken  on  August  I8th,  1918. 


July -2,  1919 


The  Aeroplane 


85 


In  October  some  reinforcements  came  out  with  R.E.Ss,  and 
Lieut. -Col.  Maund,  D.S.O.,  went  home.  The  new  CO.  was 
Lieut. -Col.  Van  der  Spuy,  M.C. 

Whilst  we  were  at  Oberzetskaia  the  infantry  tried  to  capture 
the  enemy,  armoured  train,  and  the  R.A.F.  was  asked  to  cut  the 
railway  line  behind  the  train  to  prevent  its  escape.  This  was 
done,  the  line  being  cut  with  a  112  lb.  bomb;  but  unfortunately 
the  armoured  train  was  not  captured. 

A  Successful  Expedition. 

Another  trip  was  made  by  one  of  our  machines  to  the  River 
Onega.  The  infantry  reported  a  large  Bolshevik  boat  coming 
up  the  river  and  asked  for  an  aeroplane  to  spot  it  and  try  to 
destroy  it,  so  our  machine  went  over  and  dropped  two  112  lb. 
bombs,  which  we  claimed  were  within  25  to  50  yards  from  the 
boat.  The  boat  was  not  seen  again,  but  we  heard  later  that  it 
had  to  be  beached  and  then  towed  back,  as  the  bombs  blew  its 
side  in.   That  was  the  end  of  the  Bolshevik  boat. 

Soon  after  this  we  were  relieved  by  the  reinforcements  and 
went  back  to  Archangel  for  a  rest.  The  observers  applied  to  go 
home  to  learn  to  fly,  and  we  heard  that  leave  was  being  granted, 
so  we  all  got  home  on  the  same  boat,  and  the  powers  that  be  at 
the  Air  Ministry  said  we  need  not  go  back  to  Russia  unless  we 
w  ished,  so  we  have  not  gone  back. 

A  Forced  Landing. 

I  have  just  remembered  several  more  incidents  and  hope  they 
will  be  interesting. 

One  of  the  machines  was  returning  from  a  iaid  and  was  just' 
north  of  Tundras  (30  miles  south  of  Archangel)  when  the  engine 
conked,  and  the  pilot  decided  to  come  down  on  a  swamp  to  the 
east  of  the  line.  This  was  accomplished  very  successfully,  and 
although  the  machine  was  damaged,  both  pilot  and  observer  were 
unhurt.  (Of  course,  if  one's  engine  conks  in  Russia,  one  has 
either  to  try  to  land  on  the  railway  line— a  single  track  and 
broader  gauge  than  British  railways — or  land  in  the  forest  or 
svamp.  In  each  case  it  means  a  crash,  and  the  thing  is  to  let 
oneself  and  the  machine  down  as  lightly  as  possible.) 

After  a  Crash. 

On  all  our  trips  over  the  lines  we  carried  two  days'  rations 
"and  a  pocket  compass,  besides  military  load,  so  when  this 
machine  crashed  the  pilot  and  observer  commenced  to  walk  west- 
ward by  the  compass,  as  they  knew  the  (ailway  line  was  to  the 
west  of  them.  After  scrambling  through  thick  forest  and  marshy 
ground,  often  knee  deep  in  slime,  for  over  an  hour  they  eventu- 
ally hit  the  railway  line  and  saw  a  small  hut  some  distance  away. 
Here  they  found  a  Russian  signalman,  and  tried  to  explain  that 
they  wanted  to  telephone  to  Archangel.  After  much  arguing,  etc., 
they  got  through  to  Headquarters  in  Archangel  and  said  they 
were  unhurt.  Later  on  they  caught  a  train  to  Archangel,  very 
wet,  tired,  and  fed  up. 

Next  day  a  party  went  out  with  them  to  salve  the  machine, 
but  after  searching  for  hours  in  the  thick  forest  they  could  not 
find  it,  so  returned  home. 

After  this  we  sent    another   machine  up  to  try  to  locate  the 


THE  R.A.F.  IN  RUSSIA.— An  R.A.F.  D.H.4  Starting  on  a 
Bombing  Expedition. 

crashed  one,  and  this  soon  spotted  it,  took  bearings,  and  came 
home  to  report.  The  crash  was  about  five  miles  from  the  railway 
line  and  on  the  edge  of  a  swamp,  so  another  party  went  down 
together  with  about  30  Russian  labourers,  and  after  struggling 
thiough  the  swamp  and  forest  again,  found  the  machine. 

Now  came  a  very  hard  task — getting  a  De  H.4  machine  through 
five  miles  of  thick  forest  and  swamp.  All  detachable  things — 
planes,  1  udder,  undercarriage,  etc.,  etc. — were  taken  off  and  sent 
back  to  the  railway  line,  and  some  of  the  Russians  were  told  off 
to  cut  a  road  through  the  forest  to  enable  the  fuselage  to  be 
dragged  to  the  line. 

Other  Russians  began  to  make  a  sleigh  to  support  the 
fuselage  so'  that  it  could  be  pulled  along.  Work  went  on  all 
fight;  and  eventually  the  road  was  ready  and  the  machine  (fuse- 
lage) dragged  by  about  50  Russians  to  the  railway  line,  where 
it  was  loaded  on  a  truck  and  sent  to  Archangel. 

Hard  Work  and  Mosquitoes. 
The  time  taken  to  make  the  sleigh,  cut  a  road  (the  road  was 
formed  of  trunks  of  trees  cut  down),  and  drag  the  machine  the 
five  miles  was  about  five  days.  This  was  in  the  summer,  and  the 
m&squitoes  were  terrible,  and  as  the  poor  pilot  and  observer  were 
out  superintending  this  work  the  whole  of  the  time,  we  all  decided 
that  we  would  come  down  near  the  railway  if  any  more  engines 
conked. 

It  may  be  said  that  the  machine  was  not  worth  all  this  trouble, 
but  we  only  had  eight  out  there  and  could  not  afford  to  lose  any. 

The  Bolshevik  seaplane  that  landed  in  our  lines  was  over- 
hauled and  flown  by  a  Russian  pilot,  who  used  to  take  the 
General  (Brigadier-Gen.  Finlayson)  down  the  river  to  the  river 
force.  This  journey  by  boat  occupied  from  two  to  three  days, 
but  by  aeroplane  it  was  performed  in  about  three  hours,  and  the 
General  and  other  people  used  always  to  fly  down  and  back  agair 


Officers  of  the  Original  R.A.F.  Detachment  in  Russia. 


86 


The  Aeroplane 


July  2,  1919 


— in  fact,  the  machine  was  practically  called  the  General's 
machine. 

The  only  trouble  with  it  was  that  there  were  no  Salmson 
spares  in  the  country,  so  that  when  the  Bolshevik  pilot  landed 
on  our  aerodrome  on  a  Maurice  Farman  with  an  engine  of  the 
same  type,  we  were  in  luck's  way,  as  Ihis  gave  us  a  spare  engine 
for  the  flying  boat,  although  I  don't  remember  the  original 
Salmson  in  the  boat  ever  breaking  down. 

The  Result  of  Engine  Failure. 

Another  incident  worth  relating  took  place  when  we  were 
stationed  at  the  Oberzetskaia  aerodrome. 

One  of  our  machines — De  H.4 — went  for  a  reconnaissance  over 
Kodish,  and  while  over  the  enemy's  lines  the  engine  conked  (oh, 
these  R.A.Fs.  !).  Running  through  Kodish  is  a  wide  road  (the 
roads  in  Russia  are  just  tracks  covered  with  tree  trunks),  so 
the  pilot  headed  for  our  lines  (our  force  was  on  the  road  north  of 
Kodish)  and  just  managed  to  cross  over  the  Bolshevik  front  line 
about  300  ft.  up.  He  managed  to  get  back  into  our  lines  and 
tried  to  land  on  this  road,  but  where  he  touched  the  ground 
the  trees  narrowed  and  his  wings  caught  in  the  tree  trunks,  thus" 
stopping  the  machine,  which  was,  however,  very  slightly  damaged. 

After  getting  out  of  the  machine  and  walking  up  the  road,  the 
pilot  and  observer  met  the  doctor,  who  was  accompanied  by 
stretcher  bearers  and  stretcher.  The  doctor  had  seen  the  machine 
coming  down  and  had  hastened  down  the  road  .to  render  any 
assistance  that  might  be  necessary.  On  arriving  at  the  head- 
quarters of  our  force  the  pilot  phoned  to  R.A.F.  Headquarters  at 
Archangel  to  say  he  and  his  observer  were  uninjured.  We  at 
Oberzetskaia  were  much  concerned  about  his  non-return,  and  it 
was  not  till  next  morning  that  we  heard  he  was  safe. 

The  distance  from  Kodish  to  Archangel  by  road  and  river  was 
a  good  200  miles,  so  did  not  send  help  that  way. 

A  road  from  Oberzetskaia  ran  to  Tegra  and  joined  the  Kodish 
road  there — distance  about  80  miles— so  we  formed  a  party  of 
mechanics,  about  eight,  and  started  them  off  ntong  this  road, 
Oberzka  to  Tegra,  to  salve  the  machine.    They  were  given  one 


week's  rations,  and  took  a  Lewis  gun  and  two  carts  with  Russian 
drivers.  .  Owing  to  the  state  of  the  roads  and  slow  travelling 
it  was  calculated  that  it  would  take  the  relief  party  at  least  three 
days  to  reach  the  crash,  so  the  pilot  went  to  Archangel  via  road 
and  river  and  left  the  observer  to.  look  after  the  machine  till  the 
arrival  of  the  relief  party. 

The  observer  managed  to  obtain  a  small  Russian  cart  and  a 
pony,  so  he  took  off  the  planes  and  packed  up  the  fuselage  on 
this  cart,  which  commenced  to  creak  and  groan  under  the  weight. 
However,  progress  was  made,  very  slowly  though,  the  Russian 
driver  managing  his  cart  very  well. 

An  Unwelcome  Visitor. 

The  relief  party  made  good  progress,  but  one  eve  ning,  as  they 
were  preparing  to  camp  for  the  night,  a.  huge  bear  dashed  out 
of  the  forest  and  went  across  the  road,  but  was  gone  before  the 
Lewis  gun  could  be  brought  into  action.  This  rather  livened 
things  up,  and  the  next  day  the  relief  party  arrived  in  Tegra,  and 
was  proceeding  along  the  Kodish  road  when  they  met  our  friend 
the  observer,  with  about  three  days'  growth  of  Leard  and  mous- 
tache, riding  on  a  fiery  steed  (otherwise  a  Russian  pony),  and  in 
the  distance  was  the  machine  on  its  new  undercarriage,  the  cart. 

Things  were  now  re-arranged,  the  other  two  carts  taking  a 
share  of  the  weight,  and  the  procession  moved  on  to  the  river  at 
Siskoe.  Here  provisions  ran  low,  and  our  observer  managed  to 
wangle  some  more  and  also  a  blanket  for  himself.  The  poor 
fellow  had  been  without  one  since  landing  (crashing).  It  might 
be  mentioned  that  we  sent  some  of  the  observer's  personal  kit 
(razor,  toothbrush,  etc.),  also  a  bottle  of  whisky,  with  the  relief 
party. 

It  was  a  good  thing  we  sent  the  whisky,  as  bur  observer  made 
friends  with  a  Russian  skipper,  and  owing  to  the  good  effect  of 
the  spirit  managed  to  get  a  boat  (boats  were  none  too  plentiful 
at  that  time),  on  which  the  machine  was  loaded  and  the  journey 
up  river  made  to  Archangel,  where  the  machine  was  handed 
over  to  stores.  J-  L  Starbuck. 


LONDON  AND  ITS  AERIAL  FUTURE. 

Lord  Montagu  of  Beaulieu  presided  at  a  dinner  of  the  London 
Society  at  the  Royal  Adelaide  Gallery,  Strand,  on  June  26th, 
when  Mr.  G.  Holt-Thomas  read  a  paper  on  "London  and  its 
Future  Aerial  Transport." 

The  Chairman  said  that  he  took  a  great  deal  of  interest  in 
aviation  in  London,  because  so  far  as  he  read  the  Transport  Bill 
now  before  Parliament,  aviation  was  the  only  thing  that  was  left 
out  of  it,  and  the  only  thing  that  would  not  be  controlled.  London 
"must  be  the  centre  for  the  meteorological  research  of  Western 
Europe.  Me'eorology  and  navigation  were  the  two  most  im- 
portant things  to  study  in  aviation  to-day. 

Geographically  speaking,  the  position  of  London  in  regard  to 
Western  Europe  was  the  most  important.  We  were  the  nearest 
of  all  the  big  capitals  to  the  Atlantic,  and  our  n.eleerologists  were, 
owing  to  the  difficulties  of  foreseeing  the  variations  in  our 
changeable  climate,  possibly  as  good  as,  if  not  better  than,  any 
in  the  world.  London  must  naturally  become,  in  his  opinion, 
the  centre  of  meteorology  in  Western  Europe. 

Covered=in  Parks. 

London  was  the  biggest  capital  in  the  world  and  he  thought 
they  needed  above  everything  in  winter  open  spaces  which  were 
not  subject  to  the  disadvantages  of  wintry  weather.  He  wis 
going  to  throw  out  an  idea  which  might  seem  somewhat  fantastic, 
but  which,  he  thought,  many  of  them  would  live  to  see.  He 
thought  they  would  live  to  see  some  of  their  parks  roofed  in.  They 
would  live  to  see  a  park  like  St.  James's  Park  or  the  Green  Park 
covered  with  a  great  glass  roof,  which  would  he  the  central  land- 
ing stage  of  London.  There  would  be  the  aeropknes  landing  on. 
the  roof,  light  and  sunshine  pouring  through  the  glass,  the  sides 
open,  and  the  wind  blowing  through  and  underneath,  so  to  spt.ak, 
an  open  winter  garden.  • 

They  would  land  all  their  aeroplanes,  say,  right  in  the  middle 
of  Hyde  Park  or  St.  James's  Park,  and  right  underneath  the 
masses  would  be  taking  their  pleasure.  He  only  threw  that  out 
as  an  idea,  but  he  believed  that  it  would  come,  and  that  a  landing 
stage  in  the  middle  of  London  would  be  practicable. 

Mr.  Holt  Thomas,  at  the  outset,  confessed  that  he  could  not 
imagine,  enthusiast  as  he  was,  that  internal  flying  in  London  was 
going  to  render  any  great  service  ;  that  was  to  say,  he  could  not 
see  aeroplanes  conveying  mails  from  the  General  Post  Office  in 
the  City  to  the  Post  Offices  of  the  West  End,  although  it  was 
impossible  to  prophesy  safely  as  regarded  flying  in  view  of  the 
enormous  progress  recently  made. 

In  an  incidental  reference  to  the  air  raids  on  London,  he 
tuged  the  need  of  a  sufficiently  large  Air  Force  being  kept  in 
existence  to  repel  possible  future  attacks  by  air.  He  had  no 
doubt  that  all  who  had  read  the  newspapers  that  evening  thought 
that  a  League  of  Nations,  though  very  desirable,  was  rather  doubt- 
ful, and  that  if  we  were  left  without  an  Air  Force  we  should  be  in 
a  very  precarious  position. 


As  to  the  general  question  of  aeriui  transport,  Mr.  '  Holt 
Thomas  alluded  to  the  recent  long-distance  flights,  observing  that 
the  occupants  of  the  machine  which  crossed  the  Atlantic  took 
considerably  longer  to  travel  by  ordinary  means  from  Dublin  to 
London  than  it  took  them  -to  cross  this  enormous  space. 

One  could  get  to  Paris  to-day  quite  easily  and  comparatively 
comfortaoly  by  train  and  boat,  but  nothing  but  the  aeroplane 
would  carry  either  passengers  or  letters  in  2\  hours,  and  he  saw 
aiixraft  competing  much  more  with  cables,  for  instance,  than 
the  train.  He  would  go  so  far  as  to  say  that  if  he  started  an. 
aeroplane,  say,  every  two  hours  from  London  to  Paris,  and  vice 
versa,  110  more  telegrams  would  be  sent,  as  they  could  convey 
words  far  more  cheaply  than  any  cable  or  telegraphic  system  and 
much  faster. 

^120  a  Journe*-  to  Paris.  , 

It  cost  2d.  per  word  to  send  a  telegram  from  London  to  Paris. 
Assuming  that  it  cost  .£120  to  fly  from  Lonlji  to  Paris,  and 
taking  one  of  his  own  machines,  which  was  to-day  used  on  the 
military  -ervice  between  London  and  Paris,  they  could  carry  (he 
was  quoting  General  Sykes)  672  lbs.  ol  matter.  Assuming  such 
a  low  weight  as  2,000  words  per  ounce— -he  thought  it  could  safely 
be  put  at  5,000 — the  number  of  words  carried  would  be  21,500,000,. 
which  worked  out  at  so  low  a  figure  that  one  could  hardly  talk 
about  the  price  per  word.  As  the  calculation  would  show,  they 
could  carry  words  at  700  a  penny. 

The  same  calculation  showed  one — and  this  was  a  subject  which 
they  had  been  specially  studying — how  the  tei-.-grrphic  and  tele- 
phonic communication  of  this  Country  could  be  linked  up  with  the 
telegraphic  and  telephonic  services  of  another  country.  There 
was  another  reason  for  talking  chiefly  of  mail  and  matter,  as  com- 
pared with  passengers — viz.,  the  expense.  Suppose  it  cost  10s. 
a  mile,  or  ^120,  to  fly  to  Paris,  carrying  two  passengers.  The 
price  of  /J60  was  almost  prohibitive.  Hut  consider  the  weight,, 
say,  of  two  11  stone  passengers  as  made  up  of  half-ounce  letters, 
and  the  situation  was  completely  changed.  The  two  11  stone 
p.-.ssengers  equalled  9,856  letters,  and  at  the  same  price  per  trip-, 
the  transport  cf  the  letters  cost  about  3d  each.  The  charge 
would,  of  course,  have  to  be  much  higher  because  one  would  not 
get  10,000  letters  to  deliver.  Also  a  special  form  of  collectton 
and  delivery  would  have  to  be  arranged  for,  as  it  was  no  use  fly- 
ing from  London  to  Paris  in  two  hours  and  taking  four  more  to 
deliver  letters  to  their  destination.  Every  one  must  recognise 
that  speed  must  be  paid  for. 

With  regard  to  the  possibilities  of  stereoscopic  photography  in 
charting-  unsurveyed  country.  Mr.  Holt  Thomas  said  that  a 
single  aeroplane  had  in  one  flight  completely  covered  with  photo- 
graphs an  area  of  40  square  miles.  The  cameras  used  for  this 
work  were  quite  automatic  and,  once  started  would  go  on  taking 
photographs  of  whatever  was  under  them,  without  any  attention 
until  the  films  were  used  up. 


July  2,  1919 


The  Aeroplane 


87 


FROM  THE 


LONDON  GAZETTE." 


air  Ministry,  June  24th. 
R.A.F. — Flying  Branch. — Capt.  W.  St.  J.  Scott-Scott  to  be  Capt.,  from 
(S.O.),  April  10th. 
Lt.  W.  D.  Harris  to  be  Lt.  (A.),  from  (O.),  Jan.  8th. 
Sec.  Ms.  to  be  Lts.  : — J.  McFarlane,  April  26th,  1918  (substituted  for 
notification  in  "Gazette,"  April  nth);  1,.  E.  O.  Louiids,  May  jcth,  iqi8 
(substituted  for  notification  in  "Gazette,"  March  7th);   II    J.  Fuller, 
June  14th,  1918  (substituted  for  notification  in  "Gazette,"  Feb.  4th) ;  C- 
H.  G.  Sanders.  Oct.  4th,  1918  (substituted  for  notification  in  "Gazette," 
March  7th) ;  J.  G.  Prestwick,  Oct.  18th,  1918  (substituted  for  notification 
in  "Gazette,"  March  7th);  H.  R.  Hill,  M.C.,  Nov  itith,  1018  (substituted 
for  notification  in  "Gazette,"  May  23rd). 

K.  E.  M.  Holmes  (Sec.  Lt.,  R.G.A.,  T.F.)  is  granted  a  temp,  conmm. 
as  Sec.  Lt.  (A.),  Sept.  19th,  1918). 

C.  H.  Matthews  (Sec.  Lt.,  Hamps.  R.,  T.F.)  is  granted  a  ter.jp.  comnm. 
as  Sec.  Lt.,  (O.),  Oct.  25th,  1918. 

316207  Flight  Cadet  W.  W.  Brander  is  granted  a  temp,  commn.  as  Sec. 
Lt  (K.B.),  Oct.  6th,  1918. ' 

The  following  relinquish  their  columns,  on  ceasing  to  be  empld.  :  — 
Capt.  (Hon.  Maj.)  J.  A.  Dennistoun  (Ma.i.,  Manitoba  R.),  Nov.  25th,  1918; 
Lt.  G.  S.  O'Brien  (Lt.,  Can.  Cyclist  Corps),  Feb.  14th;  Lt.  G.  W.  Blaik- 
lock  (Lt.;  Quebec  R.),  Lt.  (Hon.  Capt.)  A.  R  Fairbairn  (Capt.,  C.  Ont. 
R),  Lt.  J.  E.  Hanning  (Lt.,  Can.  Engrs.),  Lt  H  G.  Kent  (Lt..  C.  Ont. 
R.),  Lt.  N.  1.  Sheppard  (Capt.,  Alb.  R.) ,  Lt.  iHon.  Capt)  W.  H.  Shoen- 
berger  (Capt.,  C.  Ont.  R.j,  Maj.  F.  V.  Woodman  (Maj.,  Sask.  R.).  March 
31st;  Lt.  C.  J.  L.  Laurence  (Lt.,  C.  Ont.  R.),  April  14th;  Lt.  W.  M.  E. 
Chester  (Lt.,  C.  Ont.  R.),  April  16th;  Sec.  Lt.  (Hon.  Lt.)  J.  C.  Snelgrove 
(Capt.,  Can.  R.),  April  29th;  Capt.  P.  M.  L.  Edmonds  (Lancers),  Mav 
19th;  Sec.  Lt.  (Hon  Capt.)  G.  II .  Gillis,  D.F.C.  (Capt.,  Can  A.P.C.), 
June  5th;  Lt.  A.  Dodds  (Lt.,  N.  Staffs  R.),  June  7th;  Lt.  S  H.  Short  (Lt., 
Can.  F.  Art.),  June  10th;  Lt.  H.  Towse  (Lt.,  Manitoba  R.J,  June  nth; 
Sec.  Lt.  E.  Hill  (Lt.,  C.  Ont.  R.),  June  12th. 

Transferred  to  unempld.  list  : — Lt.  (actg.  Capt.)  A.  V.  Milton,  Feb. 
nth;  Lt.  C.  Cox,  Feb.  21st;  Sec.  Lt.  W.  H.  Grant,  Sec  Lt.  K  T.  Phillips, 
March  1st;  Sec.  Lt.  C.  R.  McNeill.  Lt.  G.  Ponsford,  March  7th;  Sec.  Lt. 
(Hon.  Lt.)  R.  S.  Hall,  March  nth;  Sec.  Lt.  W.  Graham,  Sec.  Lt.  P.  B. 
Keffer,  Sec.  Lt.  A.  V.  F.  Weir,  April  1st;  Lt.  F.  Little,  April  3rd;  Lt.  A. 
K.  Mackereth,  April  5th;  Sec.  Lt.'H.  T.  Baructt,  April  6th;  Sec.  Lt.  G. 
O.  Ford,  Sec.  Lt.  G  G.  Lane,  April  8th;  Lt.  C.  Kniveton,  April  gth; 
Sec.  Lt.  R.  Kelly,  Lt.  T.  G.  Lowe,  M.C.,  April  ioth;  Lt.  W.  G.  Holbrow, 
Sec.  Lt.  P.  Kemp,  April  nth;  Lt.  R.  A.  Kiikpatrick,  Sec.  Lt  C.  Lambe, 
Lt.  H.  T.  B.  Lockwood,  Sec.  Lt.  E.  F.  Phillips,  April  13th;  Lt.  L.  V. 
Foster  (Notts  and  Derby  R.),  April  14th;  Sec  Lt.  L-  A  Fonseca,  Sec. 
Lt.  A.  G.  Hamilton,  Sec.  Lt.  R.  G.  Kirk,  Lt  H.  Lavcock,  Sec.  Lt.  M. 
Phillips,  April  15th;  Lt.  C.  H.  Davies,  April  16th;  Lt.  (actg.  Capt.)  H. 
R.  Griffin,  Lt.  G.  L.  O'Neill,  April  17th;  Sec.  Lt.  S.  H.  Batty,  Sec.  Lt. 
L.  C.  Phillips,  April  18th;  Sec.  Lt.  J.  W.  Grooms,  Lt.  H.  A.  Laurie.  Lt. 
T.  Longman,  Lt.  A.  L.  McKay,  Sec.  Lt.  H.  S.  D   Wooley,  April  19th. 

Lt.  L.  G  Kettlewell,  April  20th;  Lt.  A.  F.  Organ,  April  21st;  Lt.  N. 
S.  Robsou,  Sec.  Lt.  R.  Teakle,  April  2-rd,  Lt.  C.  G.  Lee,  Lt.  B.  C. 
Moody,  April  24th;  Sec.  Lt.  (Hon.  I.t.)  F.  L-  S.  Kelman,  Lt.  S.  G. 
Knock,  April  25th;  Sec.  Lt.  C.  J.  Knight,  Sec  Lt.  V.  O.  Knowles,  Sec 
Lt.  P.  Phillips,  April  29th;  Lt.  T.  Guigan,  Sec.  Lt.  F.  W.  Harrison,  Capt. 
N.  D.  M.  Hewitt,  Sec.  Lt.  J.  Harrington,  Sec.  Lt.  W!  F.  Lane,  April  30th; 
Lt.  Rr~H.  Hemmens,  May  1st;  Capt.  G.  L.  Llovd,  Mav  2nd:  Sec.  Lt  J 
E.  Gordon,  Lt,  J.  H.  Hartley,  May  3rd;  Capt  H.  G.  White,  May  4th;  Lt. 
E.  E.  Morgan  (R.G.A.),  May- 5th;  Sec  Lt.  (Hon.  Lt  )  B.  M.  Storey,  Mav 
6th;  Lt.  W.  L.  Grech,  Sec.  Lt.  W.  Leith,  May  7th;  See.  Lt.  F.  E.  Hall, 
Sec.  Lt.  R.  S.  McCall,  Sec.  Lt.  C.  G.  Paul,  Sec.  Lt.  H.  N.  F.  Pearson, 
Sec.  Lt.  (Hon.  Lt.)  P.  Pyne,  May  8th J  Sec.  Lt.  L.  Hudson,  Mav  gth; 
Sec.  Lt.  E.  C.  Collymore  (substituted  for  notification  in  "Gazette  " 
March  28th),  Lt.  T,  M.  G.  Lamb,  May  ioth;  Lt  E.  C.  Burton,  May  nth; 
Sec.  Lt.  H.  Kershaw,  May  12th;  Lt  (Hon  Capt.)  T.  W.  P.  Chaloner 
(Yorks.  R.,  T.F.),  Lt.  C.  H.  Collins,  May  nth;  Lt.  H.  Haywood,  Mav 
14th;  Sec.  Lt.  J.  W.  Pickering,  May  15th;  See.  Lt.  E.  W.  Berry,  Lt.  S. 
P.  J.  Yeates,  May  16th;  Capt.  A.  Morrison,  Sec.  Lt.  R.  Mugford,  Mav 
17th;  Sec.  Lt.  E.  J.  Bannister,  Sec.  Lt.  J.  H.  W.  Haswell,  Sec.  Lt  M  G 
Haight,  May  18th;  Sec.  Lt.  J.  G.  Lethbridge,  Sec  Lt.  L.  C.  Phippen, 
May  19th;  Sec.  Lt.  J.  Carter,  Sec.  Lt.  M.  D.  McTaggart,  Lt.  C.  F.  Put- 
waine,  Sec.  Lt.  J.  E.  H.  Rogers,  Lt.  E.  I.  Sutctiffe,  Lt.  C.  A.  Stewart, 
May  20th;  Sec.  Lt.  G.  R.  Whamond,  May  21st;  Sec  Lt.  H.  C  Biard,  Mav 
22nd;  Sec.  Lt.  (Hon.  Lt.)  C.  K.  Johnston,  M  C,  Capt.  C  T.  MacLaren, 
O.B.E.,  Lt.  S.  Norman  (Lond.  R.,  T.F.),  Sec.  Lt.  G.  A.  Ravbone,  Sec. 
Lt.  G.  V.  Snell,  Lt.  L.  F.  Wheeler,  Mav  2;rd:  Sec.  Lt.  R  L.  Lawson, 
Lt.  S.  C.  Young,  May  24th ;  Sec.  Lt.  H.  R.  H lyden,  Sec.  Lt.  P  F.  Keevil 
Lt.  the  Hon.  J.  S.  Parker,  May  25th;  Lt.  B.  E  Taylor,  May  26th;  Sec.  Lt 
C.  H.  Foot,  May  28th;  Sec.  Lt.  W.  E.  C-itton,  Sec.  Lt.  W.  A.  Gallon  Lt 
W.  M.  R.  Gray,  Sec.  Lt  (Hon.  Lt  )  C.  C.  Hirst,  Sec  Lt.  L.  M.  Robinson, 
May  29th;  Lt.  H.  H.  Mawer,  Lt.  C.  D.  McGurk,  Sec.  Lt.  C.  Wilson,  Sec 
Lt  J  H.  A  Wilmot,  May  30th;  Lt.  C.  H.  Adamson,  Lt.  F  B.  Baker  Lt 
E.  E.  Dafforn,  Lt.  E.  T.  Evans,  Lt.  J.  B.  Fenton.  Lt  P.  I.  J  ewis  Sec  Lt 
K  C.  Maugham,  Sec.  Lt.  T.  S.  Plattcn,  Lt  S  F.  P.  Polhill,  June  isf 
Lt.  H.  A.  Hay,  M  C,  Lt.  R.  C.  Milne,  Sec.  Lt  (Hon.  Lt.)  N  W  G  Wil- 
kinson, Sec.  Lt.  W.  Wilson,  June  2nd,  Sec.  Lt  F.  Massom,  Lt  D  A 
Parrott,  Sec.  Lt.  N.  A.  Richardson,  Sec.  Lt.  L.  J.  Rvall,  Lt  R  G  Tor- 
rance, Lt.  F.  S.  Wilkins,  June  3rd;  Sec.  Lt  A.  W  Ansell.  Sec  Lt  A 
Drummond  (Rifle  Bde.),  Lt   A.  Glynne,  Sec.  Lt.  (Hon.  Lt.)  V.  Soper 

Walsh, 
Lawson , 

Fus.),  June  6th;  Lt.  a7w7 Ellis"  June "7U1 ;  ~Lt  ~E.  't\  "cosslett,  lec^Lt 
f;  W  Dodman.  Lt.  C.  J.  M.  Evans,  June  qth:  Lt  F.  F.  Keen,  Capt.  N. 
MacMdlan.  M.C.,  June  roth;  Sec.  Lt.  A.  G.  Ely,  Lt.  D  V  Farrar  Sec 
Lt.  A.  A.  Maddan,  Lt.  T.  S.  Wilson,  June  nth,  Sec.  Lt.  W  L  E.  Dick- 
son, Sec.  Lt.  W.  A.  Foot,  Sec.  Lt  F.  H.  Knobel.  Lt.  G  E  Manning, 
M.C.,  June  12th;  Sec.  Lt.  S  Dixon,  Lt.  R.  W.  Freau,  Sec  Lt  E  \ 
Gray,  Cant.  H.  R.  Hawkins,  Sec.  Lt.  A.  L.  Matson,  June  13th:  Sec.  Lt 
P.  V.  Raleigh.  June  uth;  Sec.  Lt.  E.  H.  Edgar,  June  rstrT:  Sec.  Lt  J 
J.  Antoncieh,  Sec.  Lt  P.  J.  Dowell.  Lt.  G.  Pilditeh,  M.C.June  16th;  Sec 
Lt  S.  H.  J.  Garne,  Lt.  L.  A.  Hooke,  June  2yd;  Lt.  A.  E.  Gates,  June 
24th.  ' 

Maj.  F.  E.  Sandford,  AFC,  is  temporarily  transferred  to  unempld 
list,  June  r6th. 


urummona  (Kine  Bde.),  Lt   A.  Glvnne,  Sec.  Lt.  (Hon.  Lt  )  V 
(Dorset  R  ),  Lt.  B.  Truscott,  Sec.  Lt.  P.  E.  J.  Thomas,  Lt  D.  S  \ 
June  4th;  Capt.  B.  E-  P.  Gregg,  D  S  C.  (Yorks.  R  ),  Lt.  G.  E  B.  La 
Lt  D.  Lindley,  Lt.  H.  E.  Pryce,  June  3th:  Sec  Lt.  L.  F  Gross  (N. 


Sec.  Lt.  (Hon.  Capt.)  A.  Cumming  relinquishes  his  commn.  011  account 
of  ill-health,  and  is  permitted  to  retain  the  rank  of  Capt .  May  29th. 

The  following-  Lts.  relinquish  their  commits,  on  account  of  ill-health, 
and  are  permitted  to  retain  their  rank:— J.  A.  Chubb,  W.  Gaunt  (con- 
tracted on  active  service),  G.  R.  Halliday,  June  12th. 

Lt.  C.  F  Wolley-Dod  (Lt.,  Notts,  and  Derby  R.)  resigns  his  commn., 
and  is  permitted  to  letain  his  rank,  May  16th 

Lt.  C.  B.  R.  Macdonald  (Capt.,  R.E.)  resigns  his  commn.,  June  18th. 

Sec.  Lt.  J.  S.  McGeown  relinquishes  his  commn.  on  account  of  ill- 
health  contracted  on  active  service,  and  is  permitted  to  retain  his  rank, 
June  1 2th. 

Sec.  Lt.  C.  E.  Irving  is  antedated  in  his  appointment  as  Sec.  Lt.  (A.), 
June  1st,  1918. 

The  date  of  appointment  of  Sec.  Lt.  T.  Muhdy  and  Sec  Lt.  E.  A. 
Murray  to  be  Lts  is  March  8th,  and  not  May  8th,  as  stated  in  "Gazette," 
May  23rd. 

The  i-ank  of  Sec.  Lt.  C.  D.  Clark  is  as  now  described,  and  not  as  stated 
in  "Gazette,"  May  30th. 

The  initials  of  Lt.  L.  G.  Hail  are  as  now  described,  and  not  as  stated 
in  "Gazette,"  April  4th. 

The  surname  01  Maj.  (actg  Lt.-Col.)  A  K  Tylce,  O.B.E.,  is  as  now 
described,  and  not  "Tyler"  as  stated  in  "Gazette,  '  May  oth. 

The  notifications  in  "Gazette,"  March  7th,  concerning  the  under- 
mentioned Officers  are  cancelled  : — Sec.  Lt.  A.  Lloldsworth,  Sec.  Lt.  C. 
AV.  Phillips,  Sec.  Lt.  T.  D.  Sykes. 

The  notification  in  "Gazette,"  March  iSth,  concerning  Capt.  D.  Plais- 
towe  is  cancelled  (notification  in  "Gazette,"  April  4th,  to  stand). 

The  notification  in  "Gazette,"  March  2?th,  concerning  Lt.  J.  LL 
Davies  is  cancelled. 

The  notification  in  "Gazette,"  April  nth,  cotfeeming  Sec.  Lt.  C.  D 
Metcalfe  is  cancelled  (the  notification  in  "Gazette,"  April  29th.  to  stand) 

The  notification  in  "Gazette,"  April  29th,  concerning  Lt.  W.  G.  Bar- 
low is  cancelled. 

The  notification  in  "Gazette,"  May  16th,  concerning  Sec.  Lt.  M.  D. 
McTaggart  is  cancelled. 

The  notification  in  "Gazette,"  June  3rd,  concerning  Lt.  A.  R.  Cowan 
is  cancelled. 

Administrative  Branch. — Capts  to  be  graded  for  purposes  of  pay  and 
allow-ances  of  Majs.  whilst  empld.  as  Majs.  : — W  R.  Mackenzie,  D.S.P., 
P.  J.  Wiseman,  May  1st. 

Capt.  (actg.  Maj.)  J.  Sehvyn  to  be  Capt.,  from  (S.O.),  and  relinquishes- 
the  actg.  rank  of  Maj.  on  reduction  of  cstbt',  March  24th. 

T  I.  Birch  (Capt  and  Qtr.,  R.W  Suit.  R.)  is  granted  a  temp.  Commn. 
as  Capt.,  Oct.  30th,  1918,  with  seny   from  April  1st,  1918. 

Lt.  E.  R.  Wilkinson  to  be  actg.  Capt.  whilst  empld.  as  Capt  ,  from  July 
21st  to  April  30th. 

Lt.  D.  H.  Macintyre  to  be  Lt.,  from  (A.),  June  4th 

Sec.  Lt.  J.  Cobley  to  be  Lt.,  April  25th,  1918  (substituted  for  notifica- 
tion in  "Gazette,"  Feb.  nth) 

Sec.  Lts.  to  be  actg.  Lts.,  without  pav  and  allowances  of  that  rank, 
whilst  empld.  as  Lts.  :— E.  J.  Gordon,  from  Feb.  3th  to  Feb  28th;  T. 
Caine,  from  Feb.  20th  to  April  30th;  Sec.  J^t.  J.  W.  A.  Legge-Willis  to  be 
See.  Lt.,  from  (K.B.),  May  2nd. 

F.  V.  Russ  is  granted  a  temp,  commn.  as  Sec.  Lt  ,  June  20th. 

Transferred  to  unempld.  list: — Lt.  W.  G.  "Barlow,  Feb.  26th;  Sec.  .Lt. 
(Hon.  Lt.)  C.  A.  Lace,  March  4th;  Lt  F  R.  Hatch,  March  14th;  Sec 
Lt.  R.  Laurier,  March  15th;  Capt.  F.  A.  Forde,  March  25th;  Sec.  Lt.  W. 
E.  Lindsay,  April  2nd;  Sec.  Lt  J.  Macintosh,  April  13th;  Sec.  Lt.  E.  J. 
I.ainchbury,  April  16th;  Sec.  Lt.  R.  W.  King,  April  2ird;  Lt.  W.  Hunt,. 
April  26th;  Lt.  R.  S.  Hay,  Lt.  R.  B.  Laue,  April  2c,th;  Capt.  H.  S.  Kelly, 
May  nth;  Sec.  Lt.  (Hon.  Lt.)  A.  C.  E.  F.  Kennish,  May  17th:  Sec.  Lt. 
iHon.  Lt.)  I.  A.  N.  Beadle,  May  21st;  Lt.  T.  A.  E.  Layborn,  May  23rd; 
Sec.  Lt.  S.  W.  Lewis,  May  26th;  Lt  (Hon.  Capt.)  P.  S.  Mumford,  Sec. 
Lt.  W.  H.  Seward,  May  28th;  Capt.  J.  S-  Macgrath,  May  30th;  Sec.  Lt. 
O.  C.  Dinorman,  Lt  (Hon.  Capt.)  A.  Herbert,  May  31st;  Lt  B.  Burton, 
Sec.  Lt.  H.  F.  Griffiths,  June  1st;  Sec.  Lt.  J.  M.  Bannerman,  June  2nd; 
Lt.  F.  C.  Staines  (R.  West  Surr  R),  June  3rd;  Sec.  Lt.  J.  W  V.  Payne, 
Tune  4th;  Sec.  Lt.  W.  Roxburgh,  June  6th;  Maj.  C.  F.  Steele,  June  7th. 

Maj.  Sir  J.  Eardley-Wilmot,  Bt.  (Rifle  Bde.,  Spec.  Res),  relinquishes 
his  commn.  on  account  of  ill-health  caused  by  wounds,  June  20th. 

Capt.  L-  E.  Eeman  relinquishes  his  commn.  oil  account  of  ill-health 
contracted  on  active  service,  and  is  permitted  to  retain  his  rank,  March 
8th  (substituted  for  notifications  concerning  this  Officer  in  "Gazettes." 
March  ?th  and  28th). 

Lt.  (Hon.  Capt.)  H.  J.  Petty  relinquishes  his  commn.  on  account  of  ill- 
health  contracted  on  active  service,  and  is  granted  the  rank  of  Capt., 
May  31st. 

Lt.  H.  P.  L.  Gardner  (Norfolk  R.,  Spec.  R.I  relinquishes  his  commn. 
on  account  of  ill-health  contracted  on  active  service,  June  21st. 

The  notification  in  "Gazette,"  April  1st,  concerning  Lt.  J.  K.  Line  is 
cancelled. 

The  notification  in  "Gazette."  June  13th,  concerning  Sec.  Lt.  (Hon. 
Capt.)  A.  N.  Wyatt  is  cancelled. 

Technical  Branch.— Lt.-Col  H.  Blackburn  to  be  Lt.-Col.,  from  (S.O.), 
April  2nd. 

Capt.  A.  Garrard  to  be  actg.  Maj.  whilst  ermpld.  as  actg.  Maj.,  Grade 
(A.),  from  April  1st,  1918,  to  April  30th. 

Capt.  (actg.  Lt.-Col.)  G  Waddell'  to  be  Capt.,  Grade  (B),  from  (S.O.), 
and  to  relinquish  the  actg.  rank  of  Lt.-Col.,  Sept.  22nd,  1918. 

Lt.  W.  J.  Bunting  to  be  actg.  Capt.  while  empld  as  Capt.,  Grade  (A), 
from  Nov.  1st,  1918,  to  April  30th  (substituted  for  notification  in 
"Gazette,"  May  9th). 

Lt.  E-  W.  Chatterley  to  be  actg.  Capt  while  empld.  as  Capt.,  Grade 
(B),  from  Oct.  2nd,  1918,  to  April  30th 

Lt.  W.  G.  Stuart  to  be  Lt  ,  Grade  (A),  from  (Ad.).  Aug.  19th,  1918. 

Sec.  Lt.  S.  G.  Newport  to  be  Lt. ,  March  24th  (substituted  for  notifica- 
tion in  "Gazette,"  April  nth). 

Sec.  Lt.  (Hon.  Lt.)  D.  R.  Mitchell  to  be  graded  for  purposes  of  pay 
and  allowances  of  Lt.  while  empld.  as  Lt.,  Grade  ( B) ,  fiom  May  1st  to 
Mav  14th. 

Lt.  N.  A.  Ayres  to  be  Sec  Ltv  Grade  (A),  from  (Ad.),  Nov.  1st,  1918, 
and  to  be  Hon.  Lt.  (substituted  for  notification  in  "Gazette,"  Nov.  22nd, 
T9l8). 

Sec.  T,t.  W.  W.  Hammond  to  be  Sec.  Lt  ,  Giade  (B),  from  Grade  (A), 
June'23lh  (substituted  for  notification  in  "Gazette,"  June  13th) 

Sec.  Lt  (Hon.  Lt.)  E.  A.  Horan  (Lt.,  N.Z  Forces.  Olago  R.)  relin- 
quishes his  commn.  on  ceasing  to  be  empld  ,  June  4th. 


88 


The  Aeroplane 


July-  2,  1919 


t&< ferred  to  unempld  list : -Sec.  Lt,  (actg  Li.)  P.  Merrivale.  March 
££'  t  ^weather,  April  ist;  Capt.  M.  O.  Illingworth,  April 

9a    t   £  i^^S"  T,'  H?re'  Apnl  I7th;  Lt.  H  B-  ^e,  April  18th;  Maj. 
A.  K.  Hall,  O.B.E.,  April  30th;  Lt  H.  D.  Legge,  May  2nd;  Lt.  S.  E.  G 
Lees,  May  4th;  Capt.  A.   W.  Gillespie,  May  16th;  Lt.  F.  T.  McSorley, 
V ♦ ^y^Khh  S-  K-  McLaren,  May  18th,  Sec.  Lt.  W.  Hill,  May  20th 
J41  aidte,  May  gist;  Lt.  G.  Glen,  Sec  Lt  J.  H.  C.  Harrold,  Sec! 

i^rM-  A-  R'  Mutter,  Mav  28th;  Lt.  W.  W.  Foster,  May 
25th,  Sec.  Lt.  H.  J.  Amery,  Lt.  F.  C.  Elstob,  Lt.  T.  W.  Franks,  Sec.  Lt. 
T^',^?  c 3ist;  Lt.  B  H.  Davies,  June  ist;  Capt.  W  K  Dommett, 
June  3rd,  Sec.  X,t  L,  Russell,  June  4th;  Lt.  F.  A.  W.  Braine,  Sec.  Lt.  G 

?f fr«yVSec^'  S-  A-  Read-  Jtme  5th;  Sec-  Lt.  A-  "GUI,  June  nth; 
Sec.  Lt.  B.  Greig-,  June  23rd. 

Lt.  J  H.  Lester  relinquishes  his  commn  on  account  of  ill-health 
CSl ,  I d.-?uiaftive  service-  and  is  permitted  to  retain  his  rank,  May 
26th  (substituted  for  notification  in  "Gazette."  Tune  6th) 

?i  N"  tSJ?onJ.  (Lt-.  S.  Staffs.  R.)  resigns  his  commu,  and  is  per- 
mitted to  retain  his  rank,  June  25th. 

The  notification  in  "Gazette,"  May  7th,  1918,  concerning  Lt  G  P 
Harding,  M.C  ,  is  cancelled.  '  s  ^t.  v^. 

Medical  Branch.— Transferred  to  unempld  list  :- Capt.  F.  A  Hamp- 
3?th  2         CaPt  N"  S'  Gilchrist'  April  3°th;  Lt.  F.  S.  Drewe,  May 

The  notification  in  "Gazette,"  April  18th,  concerning  Sec  Lt  L  W 
Jones  is  cancelled.  J  .  "r\ 

T,TCaAfLAINi  BRANCH.— Principal  Chapln.  for  Presbyterians.— Rev  W 
Moffat  (A  C  D.  is  granted  a  temp,  commn.  as  Chapln.,  with  the  relative 
rank  of  Lt  -Col.,  and  is  granted  the  relative  rank  of  Col.  while  empld 
as  Principal  Chapln.,  March  7th,  seny.  Jan.  ist  (substituted  for  notifi- 
cation m  "Gazette,"  Feb  4th) 

Memoranda.— Sec.  Lt.  (Hon.  Lt.)  R.  V.  J.  S.  Hogan  to  be  Lt,  April 
2nd,  1910.  1 

The  following  Overseas  Cdts.  are  granted  temp,  commns.  as  Sec 
184247  Abraham,  L-  Brown,  171.525  N.  J.  McDonald,  316832 

J.  jti.  Simmers,  Feb.  15th. 
The  following  Cdts.  are  granted  hon.  commns.  as  Sec   Lts.  :— 17.5106 
.  C.  Barker,  13822  C.  J.  Bucknell,  13813  F.  T.  Hollingswonh,  1807  V  V 
T^fnfn'  2¥2¥  ?■  McDonaldi  I2"43i  H.  C.  Sharp,  ,37491  R.  J.  Summers, 
G-  p;  r.ate>  ;3750S  R-  J-  B.  Tiernay,  49503  B.  Watson,  50083  I.  M 

n?ft£m%ApS-1  ^A  I0.39,G-  A'  B'  Best'  3*458  J-  C.  Brown,  67879  C.  J. 
Bufton,  1617H  A.  Cust,  651302  E.  M.  Cubison,  2231,  R  E.  Duegan, 
890267  L.  H.  Green,  F.  V.  Griffen,  1289S2  G.  W.  Morris,  795861  H.  F 
2>nl  £  7iJ44£W,  J  Paton'  i?°431  R  S-  Preston,  23,147080  W.'ff  Sandford, 
T^yl°5>  137054  E-  A  Webb>  I3/609T6  L  W.  Widdocks,  37I9I 
R.  W.  Worthington  5032  A.  B  Waldron,  April  j6th;  154164  J.  G  Leask 
April  19th;  TR .13/59177  J-  Gray,  April  20th ;  66285  G.  W  Keeble  Aprii 
22nd;  538104  J.  Alderton,  1751 12  R.  V.  Crook,  20071  W.  W.  Currie,  27149 
w„^£UP  On'  JSi2}  J-  M  Matthieson,  55512  L.  Motlev,  1006^9  C  b! 
Pmnock  137537  E.  J.  Seaward,.  42880  G.  O.  Thomson,  250591  F  Veall 
April  25th;  194019  L.  H  Wilmot,  April  26th;  13/^428  C.  H  Aley.  110962 
^xo'M^V^f-7^3289  f  Kercey>  8943  «  B.  Waitc,  April  28th; 
™w  w  TCur.lend«'.  ^969  E.  M.  T.  Gritton,  25443  W.  C.  Gubbins 
Mav  ilth  1S'  117737  Swindell,  May  5U1;  460883  A.  J.  Potter, 

T'  F\Dyer  (Capt-  Bt-  MaJ--  E.  Lanes.  R.)  relinquishes  his  commn. 
on  ceasing  to  be  empld.,  June  9th. 

"^l01-  'Hon-.  Col-]  Munro  <Co1-  s*>e<-.  List)  relinquishes  his 
of  Col    June0  i6thng  cmpld.,  and  is  permitted  to  retain  the  rank 

The  following  relinquish  their  Hon.  commns.  on  ceasing  to  be 
empld.  : -Temp.  Hon.  Capt.  F  C.  Lea,  March  j'rst;  Temp.  Hon.  Lt  J 
L.  Napier,  June  i6th;,Ten!P.  Hon.  Lt.  H.  P.  Dickinson,  June  25th 

fs  mnSi\fr ed  ft0,  imAm?idT  list:-Capt    »•  Aste  RA.S.C.),  from 

f|.Or),  May  ist;  Lt.  G  H.  H.  Lyall,  M.B.E.,  from  (S  O.) .  May  ist;  Mai. 
E.  C.  Hatcher,  May  6th;  Capt.  W.  B.  Adams.  rrom  fs.o.).  June  ist' 
Capt.  (aetg.  Maj.)  S.  G.  Rome,  M.C.  (Lt.,  A  and  S.  Highri),  resigns 
Ul2,,col?".\n-  ar"l  ^  permitted  to  retain  the  rank  of  Maj..  Tune  "5th 

The  initials  of  123869  Cdt.  A.  PI.  Reed  are  as  now  described  and' not 

t?'  Recd-  as  stated  in  "Gazette,"  May  9th. 
_  The  notification  in  "Gazette,"  April  ist,  concerning  Capt  F  A  Ford 
is  cancelled. 

-r,  „  „■       .       .  ,        ,         .  Admiraltv,  June  27th. 

The  Kinf  has  been  pleased  to  give  orders  for  the  following  promo- 
tion in  and  appointments  to  the  'Most  Excellent  Order  of  the  British 
Empire,  111  recognition  of  the  services  of  the  following  officers  durine 
the  war  :  — 

O.B.E.  (Military  Division). 

Lt.  (actg.  Lt.-Cmdr.)  G.  E.  Mills.  R.N.V.R.— For  valuable  services  as 
2nd  m  Command,  R.N.V.R.,  Anti-Aircraft  Corps 

Lt.-Cmdr.  G.  E.  Nathan,  R.N.V.R.— For  -valuable  services  whilst  at- 
Britain  Anti-Aircraft  Branch  at   General  Headquarters.  Great 

Lt.  H  J.  Wagg,  R.N.V.R.— For  valuable  services  as  2nd  in  Command 
Britain  Antl'Alrcraft  Telephone  Staff  at  General  Headquarters,  Great 

ti.„  tt'      t_     «.         ,  WflR  Ofkice,  June  27th. 

_.r?.e  Klng  has  been  Pleased  to  approve  of  the  following  award  of  the 
Distinguished  Service  Order  to  the  following  Officers  in  recognition  of 
their  gallantry  and  devotion  to  dutv  in  the  Field  :  — 

Capt.  G.  A.  Hill,  M.C.  (4th  Bn.  Manch.  R.,  and  R  EC.)  (N.  Russia).— 
He  has  smre  early  December,  1917.  been  constantly  working  between 
the  north  of  Russia  and  Rumania  and  Southern  Russia  He  has  attended 
Bolshevik  meetings  at  night  when  street  fighting  was  at  its  height 
passing  back  and  forth  through  the  Bolshevist  fighting  lines,  and  has 
been  almost  daily  under  fire  without  protection  He  has  conducted 
himself  with  courage  and  coolness  and  rendered  valuable  seivice 

Lt.  H.  O.  Long  (No.  s  Sqdn.,  R.F.C.,  now  R.A.F.).— For  r.iost  con- 
spicuous gallantry  and  ability  during  June  and  Julv,  ,916.  He  initiated 
low-flying  attacks  on  +rooos.  transport,  and  trains  far  beyond  the  enemy 
nnes.  He  also  brought  down  several  enemy  aeroplanes.  These  flights 
were  carried  out  alone  and  unescorted.    He  did  splendid  work. 

„  .  ,  „     .  A.ir  Ministry  June  27th. 

K.A.F.— The  following  temp  appointment  is  made  at  the  Air  Minis- 
try:—Deputy  Director.— Lt. -Col.  1.  M.  Bonham-Carter.  "o.B.E.,  and  to 
be  actg.  Col.  whilst  so  empld.,  June  8th,  vice  Col.  B.  C.  H.  Drew.  C  M  G 

The  following  temp,  appointments  are  made  :— Staff  Oiticer,  1st  Class. 
—(Air)  Lt.-Col.  G.  I.  Carmichael,  D.S.O.,  Time  iyc&. 

Staff  Offieeis,  v&  Class.— (P.)  Capt.  A.  M.  Waistell,  D.S.C  ,  Jan.  21st; 
(T.)  Lt.  C.  T.  Inman,  May  16th,  vice  Lt.  D.  C  Sutherland. 

Flying  Branch— Capt.  W.  R.  Read.  M.C,  AFC,  retains  the  grading 
for  purposes  of  pay  and  allowances  of  Maj.  whilst  empld  as  Maj.,  (A.), 
June  5th. 

Capt.  J.  S.  Wheelwright,  D  S.C.,  to  be  Capt.,  (A'ship.)  from  (T.),  Mav 
1st. 

Lt.  (Hon  Capt.)  I.  G.  Roberts  to  be  actg.  Capt.  whilst  empld.  as 
Capt     (A..),  from  Dec.  18th,  1918,  to  April  30th. 

Sec.  Lt.  L.  Miehell,  M..C.  to  be  Lt.,  June  8th,  1918  (substituted  for 
notification  in  "Gazette."  March  7th). 

The  following  Sec  Lts.  (late  Gen.  List.  R  F  C  ,  on  prob.)  are  con- 
firmed in  their  rank  as  S'r.  I.ts.  (A.)  :— C  H.  Swan,  July  15th,  iqi8; 
V.  ft.  T.<igh,  Aug.  24th,  1918. 


The  following  relinquish  their  commns.  on  ceasing  to  be  empld  :  — 
Lt.  R.  L-  Tribe  (Lt.,  R.G.4.),  June  2cth,  1918;  Lt.  W  J.  Blitch,  D.C.M. 
(Lt.,  W.  Ont.  R),  Oct.  19th,  1918;  Lt.  G.  T.  Henderson  (Lt.,  R.A.S.C), 
Nov.  ist,  1918;  Lt.  H.  E.  Merritt  (Lt.,  Northumb  Fus.),  Feb.  26th;  Sec. 
Lt.  (Hon.  Lt.)  E.  A.  Bradshaw  (Lt.,  C.A.S.C),  April  14th;  Sec.  Lt.  (Hon. 
Lt.)  L-  S.  Dell  (Lt.,  R.F.A.),  May  14th;  Capt  G  O.  Johnson,  M.C,  May 
15th;  Sec.  Lt.  (Hon.  Lt.)  J  D.  Le  Grove  (Lt.,  W.  York  R.),  Lt.  J.  P. 
Nickalls  (Lt,  R.F.A.),  June  2nd;  Lt  W.  II  S.  Toweil  (R.N.),  June 
6th;  Lt.  N.  Partridge  (Lt.,  Manitoba  R.),  June  yth;  Capt.  F.  W.  I.  V. 
Fraser,  O.B.E.,  M.C.  (Capt.,  Sea.  Highrs.),  June  12th;  Sec.  Lt.  J.  Brew- 
ster (Sec.  Lt.,  R.  Berks  R.),  June  13th. 

Transferred  to  unemyld.  list : —Sec. *Lt.  J.  MeD.  Moore,  Feb.  2nd;  Sec. 
Lt.  G.  H.  B.  Smith,  Feb.  12th;  Lt.  R  C.  Crowden,  M.C,  March  6th; 
Sec.  Lt.  A.  A.  Phillips,  March  10th;  Sec.  Lt.  H.  C  Jepson,  March  nth; 
Sec.  Lt.  J.  W.  Richards,  March  18th;  Sec.  Lt.  T.  S.  Gordon,  Sec.  Lt.  H 
N.  Hyslop,  Sec.  Lt.  W.  S.  Horne,  April  ist;  I,t.  A.  E.  Ellis,  April  9th; 
Sec.  Lt.  E.  Munro,  April  10th;  Sec.  Lt.  J.  S.  Houston,  April  :ith;  Sec. 
Lt  H.  Howes,  Sec.  Lt.  P.  B  McCowan,  Sec.  Lt  G.  A.  A.  Le  Moine, 
April  13th;  Sec.  Lt.  J.  Ker,  Sec  Lt.  J  Sayner,  April  isth;  i.t.  H.  M. 
Hoskins,  April  16th;  Sec  Lt  E.  G.  Hamillon,  Lt.  J.  H.  Morris,  Sec. 
Lt.  T.  H.  Welch,  April  19th;  Lt.  R.  H.  Davison,  Sec.  Lt  A.  Gait,  Sec. 
Lt.  J.  M.  MacDonald,  April  22nd;  Sec.  Lt  R.  H.  Hofmeyr,  April  23rd; 
Lt.  S.  Jennings,  April  24th;  Lt.  H.  C.  Jones,  Sec-  Lt.  P.  C.  Molland 
(King's  R.R.C),  Lt.  A.  T'iven,  April  2sth;  Sec.  Lt.  J.  Morten,  April 
26th;  Capt  J.  S.  Maitland,  April  28th;  Sec  Lt.  ,Hon.  Lt )  F  R.  Daniel, 
M.C  (R.F.A.),  Lt  B.  Holding,  April  29th;  Capt.  A.  C.  Horsbrugh,  Sec. 
Lt.  E.  Jolley,  April  30th;  Sec.  Lt.  R  W.  Kellett,  Mav  ist;  Lt.  E.  A. 
Coghlan,  Lt.  G.  C.  Stead,  May  5th;  Lt.  A.  Buchanan,  D.F.C.,  Lt.  M.  R. 
James,  D.F.C,  May  6th;  Lt.  E.  Mclver,  May  7th;  Sec.  Lt.  R  Boyle,  Sec. 
Lt.  P.  W.  Johnson,  May  10th,  Sec.  Lt.  D.  R.  Hoon.  Lt  F.  D.  J.  Silwood, 
May  12th;  Lt.  A.  Howard,  Mav  14th;  Lt.  H.  A.  W  Hopson,  Lt.  J.  K.  S. 
Smith,  May  15th;  Lt  C  W.  E.  Browse,  Sec.  Lt.  (Hon  Capt.)  W.  A 
Moore,  Sec.  Lt.  H.  B.  Smith,  Mav  17th;  Sec.  Lt.  S.  Saxon,  Mav  18th; 
Capt.  H.  Hulbert,  May  19th;  Sec.  Lt.  L.  Bennett,  Sec.  Lt.  A.  E.  Eastes, 
Lt.  A..  T.  Glanville,  Sec.  Lt.  S.  A.  Jefferd,  Lt.  H.  O.  McDonald.  Sec.  Lt. 
D.  Turnbull,  May  20th;  Capt.  H.  L.  Tracy,  Mav  23rd;  Capt.  A.  H. 
George  (Ches.  R.),  Lt  S.  H.  Preston,  Mav  27th;  Lt.  E.  G.  Amatt.  Capt. 
H.  H.  Maddocks,  M.C.  Lt.  H.  W.  Norman,  Mav  28th;  Lt.  D  S.  Judson, 
Capt.  W.  G.  McMinni-es,  A.F.C.,  May  29th;  Sec.  Lt  A  N.  Abbott.  Ft. 
Y.  H.  Sowter,  Sec.  Lt.  F.  G.  Wall,  Lt.  L  Walmsley;  M.C  ,  Mav  loth ; 
Kc.  Lt.  I.  Hollidav,  Lt.  E.  G.  Latham,  May  31st;  Sec.  Lt.  C  E.  J. 
Dingle,  Sec.  Lt.  C.  R.  French,  June  ist;  Sec.  Lt.  C  Ashv^orth,  Lt.  L.  C 
Biddle,  Sec.  Lt.  T.  L.  Elliott,  Sec.  Lt.  M.  Hinshelwood,  Lt.  L-  W.  King, 
Lt.  R.  H.  Lemon,  Capt.  A.  M.  Wvatt,  June  2nd;  Sec  Lt.  E.  J.  Ashby.  Lt 
A.  J.  del  Chopin  (R.F.A.,  T.F.),  Sec.  Lt.  J.  C  Campbell  (W.  Yorks.  R.), 
Sec.  Lt.  (Hon.  Lt.)  J.  L.  G.  Fasham,  Lt.  A.  G.  Freeman,  Lt.  R.  K.  Wil- 
-son,  June  3rd;  Sec.  Lt.  A.  W.  Amson,  Sec.  Lt.  H.  J.  Ashley  (South 
Lanes.  R.),  Lt.  T.  F.  Clarke,  Sec.  Lt.  H.  M.  Green,  Sec.  T.t  T.  A.  Priest- 
ly, Sec.  Lt.  P  N.  G.  Whitlun,  June  4th;  Lt.  C.  H.  Connab,  Cant.  J.  E.  A. 
Hoare,  D.S.C  ,  Lt  W.  C.  Mars,  Lt  R.  C.  Purvis,  Capt.  A.  I.  Rilev,  June 
■,th:  Lt.  H.  E.  A.  Reynolds,  June  6th,  Sec.  Lt.  A.  E.  Betts,  Lt.  E.  J. 
Collins,  Sec.  Lt  B.  T.  Humphreys,  Lt.  H.  J.  Hussey,  Sec.  Lt.  A.  E. 
Havlett,  June  7th;  Lt.  F.  W.  Knox,  June  yth;  Sec.  Lt.  T.  H.  Heald, 
June  10th;  Sec.  Lt.  E.  J.  W.  Addington,  Sec.  Lt.  H.  A.  Gill,  Sec.  Lt.  J. 
F.  Houchin,  See  Lt.  H.  Kellman,  Lt.  R.  C  Kean,  Capt  F.  J.  Miller, 
Sec.  Lt.  R.  N.  Palmer,  Sec.  Lt.  J.  StopforJ,  June  11th;  Lt.  S.  P.  Ball  Lt. 
A.  S.  Keep,  M.C,  Lt.  A.  G.  Lambert,  Sec.  Lt  R.  W.  Paulger,  Sec.  Lt. 
(Hon.  Lt.)  A.  P.  Quaife  (Dorset  R.),  Lt.  L.  G.  Warren,  Capt.  D.  C. 
Woods,  June  12th;  Sec.  Lt.  K.  J.  S  Boardman,  Sec.  Lt.  W  H  Bruce,  Lt. 
R.  H.  S.  Huuter,  Sec.  Lt.  C.  P.  King,  Lt.  C.  j.  Ramsbottom,  Sec.  Lt.  V. 
o.  Reid,  Lt.  M.  H.  Scott,  Sec.  Lt.  R.  W.  G.  Le  Sueur,  Sec.  Lt  J.  E.  S. 
Tenuant,  Lt  A.  W.  Thompson,  Jr.ne  13th;  Capt.  J.  P.  Fiudlav,  Sec.  Lt. 
L.  G.  Green,  Sec  Lt.  J.  F.  Gourlay,  Lt.  C  G.  Salmoiid,  Sec.  Lt.  N.  McL 
Steeples,  Sec.  Lt.  H.  H.  Thesen,  June  14th;  See  Lt.  R.  R.  Hill,  Lt.  W. 
J.  M.  Tomson,  June  15th;  Lt.  E.  O.  Amm,  Sec.  Lt.  CCA  Clark,  Sec. 
Lt.  J.  M.  S.  Conning,  Sec.  Lt.  G.  W.  Hockey,  Sec.  Lt.  A  E  Mallinson, 
Sec.  Lt.  H.  A.  M.  Miller,  Lt.  C.  F.  Straughau,-  Sec  Lt.  N  C.  Tanner, 
June  16th;  Lt.  N.  C.  F.  Nailer,  Lt.  R.  L.  Paine,  Capt.  W  Wa  igh,  June 
17th;  Sec.  Lt.  G.  F.  Fountain,  June  2^rd;  Capt  N.  Brearley,  D.S.O., 
M.C,  A.F.C.  (King's  L'pool  R.),  Sec.  Lt.  G.  M.  Finlayson,  Sec.  Lt.  G. 
R.  Gibbons,  June  26th. 

Maj.  A.  D.  Bell-Irving,  M  C.  (Gordon  Highrs.)  relinquishes  his  commn. 
on  account  of  ill-health  contracted  on  active  service,  June  24th. 

Maj  A.  C.  Clarke  (Capt.,  Welsh  R.)  resigns  his  commn.  and  is  per- 
mitted to  retain  his  rank,  June  28th. 

Maj.  A.  Leamon-Berry  is  cashiered  by  sentence  of  General  Court  Mar- 
tial, June  6th. 

The  following  Capts.  relinquish  their  commns.  on  account  of  ill-health 
and  are  permitted  to  retain  their  rank  : — J.  E  Brewin,  June  13th;  L.  H. 
F.  Irving  (contracted  on  active  service),  June  18th. 

The  following  I  ts.  relinquish  their  commns.  on  account  of  ill-health 
and  are  permitted  to  retain  their  rank  : — S  F.  Napper,  June  12th  (sub- 
stituted for  notification  in  "Gazette,"  March  21st);  L.  R  Sinclair  (con- 
tracted on  active  service),  June  17th;  L.  F.  Cocks  (contracted  on  active 
■service),  June  19th;  C  W.  G.  Ratsey  (coutiacted  on  active  service),  June 
2ird. 

The  following  Sec.  Lts.  relinquish  their  commn^.  on  account  of  ill- 
health  and  are  permitted  to  retain  their  rank  :  -J.  R.  Johnson,  May 
9th  (substituted  for  notification  in  "Gazette,"  Feb.  21st);  W.  N.  Mat- 
thews. June  ioth. 
Sec.  Lt.  A.  F.  V.  Clark  is  removed  the  Service,  May  9th 
The  appointment  of  Sec.  Lt.  G.  P.  Kells  is  antedated  to  Aug.  26th, 
19 18. 

The  initials  of  Lt.  G.  A.  Brooke  are  as  now  described,  and  not  "G 
M."  as  stated  in  "Gazette,"  April  29th. 

The  rank  and  initials  of  Sec.  Lt.  H.  Gatfield  are  as  now  described  and 
not  "Lt.  H.  H.  Gatfield"  as  stated  in  "Gazette,"  April  29th. 

The  initials  of  Lt.  R.  W.  P.  Goodwin  are  as  now  described  and 
not  as  stated  in  "Gazette,"  May  2nd. 

The  Christian  names  of  Lt.  Harvey  Allan  Miller  arc  as  now  described 
and  not  "Harry  Allan"  as  stated  in  "Gazette."  June  17th 

The  Christian  names  of  William  George  Edwards  are  as  now  de- 
scribed, and  not  "William  Edwards,"  as  stated  in  "Gazette,"  Aug.  6th, 
1018. 

The  surname  of  T.  C  Beeken  is  as  now  described,  and  not  "Becker" 
as  stated  in  "Gazette,"  Feb  14th. 

The  surname  of  Lt.  S.  A.  Oades,  M.C,  is  as  now  described,  and  not 
"Oudes"  as  stated  in  "Gazette,"  April  29th 

The  surname  of  Lt.  P.  C.  Norton  is  as  now  described,  and  not  "Mor- 
ton" as  stated  in  "Gazette,"  April  29th. 

The  surname  of  Sec.  Lt.  W.  K.  J.  Shirlaw  is  as  now  described,  and 
not  "Shirlam"  as  stated  in  "Gazette,"  April  29th. 

The  surname  of  Lt.  L.  C  Jarrett  is  as  now  described,  and  not  "Janett" 
as  stated  m  "Gazette,"  May  2nd. 

The  surname  of  Lt.  A.  R.  Browne  is  as  now  described,  and  not 
"Brown"  as  stated  in.  "Gazette,"  April  29th. 

The  surname  of  Sec.  Lt.  J.  J.  Comerford  is  as  now  descrilieJ,  and  not 
"Comerfield"  as  stated  in  "Gazette,"  May  6th. 

The  notification  in  "Gazette,"  June  6th,  concerning  Lt  (actg.  Capt.) 
H.  C.  Sootherm  is  cancelled 

The  notification  in  "Gazette,"  Feb  4th,  concerning  T.t  A  G.  Niven 
is  cancelled 


July  2,  1919 


The  Aeroplane 


89 


The  notification  in  "Gazette,"  April  15th,  concerning  See.  Lt.  W.  T. 
Neilson  is  cancelled  ("Gazette"  notice  of  May  27th  to  stand). 

Administrative  Branch. — Sec.  Lt.  C  E.  Yates  to  be  actg.  Capt.  whilst 
empld.  as  Capt.,  from  Jan.  15th  to  April  30th 

Capt.  J.  F.  Hay  to  be  graded  for  purposes  of  pay  and  altovvance-s  of 
Lt.,  from  (S.),  Jan.  8th  (substituted  for  notification  m  "Gazette,"  Feb. 
s.tfn}. 

Lt.  A.  S.  Budge  to  be  Lt.,  from  (K.B.),  April  17th. 

Lts.  to  be  Lts.  from  (S.O.)  :— G.  Verden,  May  i8ch;  (Hon   Capt.)  P.  V. 

G.  Van  der  Byl,  M.C,  June  1st. 

Sec.  Lt.  E.  A.  Williams  to  be  actg.  Lt.  ■  whilst  empld.  as  Lt.,  from 
Sept.  16th,  1918  to  April  30th. 

Sec.  Lt.  J.  H  Blackey  to  be  Sec.  Lt.,  from  iA.),  June  sth. 

Sec.  Lts.  to  be  Sec.  I,tk,  from  (K.B.)  :— H.  F.  Turner,  R.  G.  Smith, 
April  17th. 

Sec.  Lts.  to  be  Sec.  Lts.,  from  (O.)  :-  H.  S.  Gaigett,  and  to  be  Hon. 
Lt.,  June  3rd;  C.  W.  Clutson,  June  4th. 

The  following  are  granted  temp  eommns  as  Sec.  Lts.  : — W.  Brown, 
T.  G.  Cemery,  C  L  Helsdon,  T.  H.  Jolley,  R.  N.  Tomkins,  H.  J.  Vale, 
June  24th 

The  following  relinquish  fheir  columns,  on  ceasing  to  be  empld.  :  — 
Sec.  Lt.  M.  Landless  (Sec.  Lt.,  Gloster  R.),  April  20th,  1918;  Lt.  (Hon. 
Capt.)  P.  W.  McLean  (Capt.,  Sea.  Highrs.),  March  14th;  Capt.  G.  A. 
Revington  (Lt.,  R.N.),  June  2sth;  Capt.  G.  R.  Turner  (Capt.,  E.  Kent 
R.),  June  27th. 

Transferred  to  the  unempld.  list  : — Lt..  (Hon.  Capt.)  J.  MacNeil,  Jan. 
15th;  Sec.  Lt.  H.  G.  Murray,  April  14th;  Lt.  H.  V.  M.  Hoskins,  April 
22nd  (substituted  for  notification  in  "Gazette,"  May  6th) ;  Lt.  W.  Hopps, 
April  29th;  Sec.  Lt.  A.  J.  Brown,  Capt.  L.  C.  Coates,  May  1st;  Lt.  E. 

H.  Hereford,  May  2nd;  Sec.  Lt  W.  S.  B.  Northover,  Mav  4th;  Lt.  R.  E. 
Roberts  (Welsh  R.),  May  15th;  Sec.  Lt.  (Hon.  Capt.)  R.  Falcon-Cooke, 
May  20th;  Sec.  Lt.  O.  C.  McCaw,  May  22nd;  Lt.  K.  J.  B.  Munro,  Mav 
30th;  Sec.  Lt?  E.  A.  Burden,  May  31st;  See.  Lt.  S.  A.  V.  Austin,  June 
1st;  Sec  Lt  M  Cooper,  June  4th;  Lt  W  D.  Boehrcr,  June  9th;  Lt.  H. 
C.  Calvert,  Lt.  C.  D.  Kirkbride,  June  nth;  Sec  Lt.  F.  T.  Beer,  Lt.  E. 
Hichens,  Lt.  C.  F.  J.  North,  June  12th;  Sec.  Lt.  R.  D.  Chevclev,  June 
13th. 

Sec.  Lt.  G.  P.  Foibes  lelincmishes  his  eommn.  on  account  of  ill-bealth 
and  is  permitted  to  retain  his  rank,  May  18th. 

Sec.  Lt-  E.  R.  Tremlett  to  take  rank  and  precedence  as  though  his 
appointment  as  Sec.  Lt.  bore  elate  March  26th 

The  initial  of  C.  Howard  iCapt.  and  Qtr.,  Gen.  List)  is  as  now  de- 
scribed, and  not  "G."  as  stated  in  "Gazette, '•  Feb.  14th 

The  surname  of  Sec.  Lt.  H.  J.  Cutler  is  as  now  described,  and  not 
"Cutter"  as  stated  in  "Gazette,"  April  2c.U1. 

The  surname  of  Capt.  S.  Walters  is  as  now  described,  and  not 
"Watters"  as  stated  in  '-Gazette,"  May  2nd. 

The  notifications  in  "Gazette,"  Aug.  16th  and  Nov.  29th,  1918,  con- 
concerning  Lt.  H.  Tilley  (D.I,.I.)  are  cancelled. 

The  notification  hi  "Gazette,"  Jan.  31st,  concerning  Lt.  J.  N.  Maekay 
is  cancelled. 

The  notification  in  "Gazette,"  May  13th,  concerning  Capt.  (actg  Maj.) 
L.  C.  Coates  is  cancelled. 

The  notification  in  "Gazette,"  May  27th,  concerning  Sec.  Lt.  C.  B. 
Dick-Clealand  is  cancelled 

The  notification  in  "Gazette,"  June  13th,  concerning  Sec  Lt.  J.  Dale 
is  substituted  for  notification  which  appeared  in  "Gazette,"  May  ..27th. 

Technical  Branch. — Capt.  A.  Belton  is  to  be  graded  for  purposes  of 
pay  and  allowances  of  Maj.  whilst  empld.  as  Maj.,  Grade  (A)   May  1st. 

Capt.  E.  Holloway,  O.B.E.,  to  be  Capt.,  Grade  iA),  from  Grade  (B), 
May  2211c]. 

Lt.  S.  W.  Davies  to  be  actg.  Capt.  whilst  empld.  as  Capt.,  Grade  (A), 
from  Feb.  1st  to  April  30th 

See.  Lt.  (Hon.  Lt.)  F.  W.  Day  1o  be  actg.  Capt.  whilst  empld.  as  Capt., 
Grade  (B),  from  July  24th,  1918,  to  April  30th. 

Lts.  to  be  Lts.,  tirade  (A),  from  (Ad.)  :— Lt  A  L.  C.  Hartland-Rowe, 
Sept. .  3rd,  1918  (substituted  for  notification  in  "Gazette,"  April  18th); 
Lt.  D.  A.  Parker,  June  23rd;  Lt.  R.  Macfarlaue  to  be  .Lt.,  Grade  (B), 
from  (Ad.),  May  13th  (substituted  for  notification  in  "Gazette,"  June 
17th). 

Sec.  Lt.  F.  J.  F.  English  to  be  Lt.,  Dec.  30th,  19 18  (substituted  for 
notification  in  "Gazette,"  Jan.  3rd).  • 

Sec.  Lt.  (actg.  Lt.)  A.  J.  Macnab,  M.C.,  to  be  Lt.,  Grade  (A),  June 
26thk  1918. 

Sec.  Lts.  to  be  Sec.  Lts.,  Grade  (A),  from  (Ad)  : — R.  Lyne,  Jan.  1st; 
MacD.  Goodall,  June  13th. 

Transferred  to  unempld.  list  :— Capt.  G.  K.  G.  Kerr,  Feb  2nd  (sub- 
stituted for  notification  in  "Gazette,"  Feb.  21st):  Capt.  L.  B.  V.'.  Jolley, 
March  Sth;  Sec.  Lt.  W.  Neilson,  April  2nd;  Capt.  C.  G.  Nevatt,  April 
13th;  Sec.  Lt.  T.  Hodgson,  Arril  i7th;  Capt.  J.  Pegg,  April  19th;  Maj. 
T.  B.  Hornblower,  April  29th;  Lt.  G.  S.  Hoiloway,  April  10th;  Capt.  M. 
G.  Jones,  Lt.  A  L.  Jurd,  May  1st;  Capt.  F.  G  MacNaughton,  May  2nd; 
Sec.  Lt.  J.  A.  H.  Hood,  Lt.  G.  R.  Thorne,  May  7th;  Lt.  C.  J.  Couchman, 
May  8th;  Maj.  G.  Dixon-Spain,  M.C.  May  isth;  Lt.  J.  P.  Lawes,  Mav 
16th;  Sec.  Lt.  A.  E.  S.  Baker,  May  17th;  Sec.  Lt.  H.  Chaplin,  Lt.  H.  L- 
Gfadon  (R.N.V.R.),  May  26th;  Maj.  A.  P.  Hartley,  Lt.  W  M.  Stace, 
June  4th;  Lt.  R.  H.  Semmence,  June  7th;  Capt.  S.  Allenby,  June  nth; 
Lt.  (Hon.  Capt.)  S.  Hooper,  Sec.  Lt.  H.  B  Norris,  June  12th;  Lt.  R.  C. 
S.  Jamie,  June  16U1;  Lt.  W.  S.  Tapson,  June -23rd,  Sec.  Lt  F.  G.  Farrell, 
June  26th. 

Lt.  C.  S.  Wilhnott  relinquishes  his  commu  .011  account  of  ill-health, 
and  is  perrnjtted  to  retain  his- rank,  June  10th. 

Lt.  G.  H.  C.  Crooke-Rogers  (Lt.,  Wore.  R.)  resigns  his  commn.,  and 
is  permitted  to  retain  his  rank,  June  28th. 

Lt.  (actg.  Capt.)  R.  Stephenson,  D.F  C.  (temp  Sec  Lt.,  Ches.  R.). 
resigns  his  commn.,  and  is  permitted  to  retain  trie  rank  of  Capt.,  June 
28th. 

Sec.  Lt.  H.  J.  C.  White  (Sec  Lt.  in  Army)  resigns  his  commn.,  and 
is  permitted  to  retain  his  rank,  June  28th. 

The  rank  of  Lt.-Col.  A.  S.  Hellavvell,  O.BE-,  is  as  now  shown,  and 
not  "Maj"  as  stated  in  "Gazette,"  April  4th 

The  Christian  name  of  Lt.  Henry  Smith  is  as  now  described,  and 
not  as  stated  in  "Gazette,"  March  4th. 

The  surname  of  E.  G.  Davison  is  as  now  described,  and  not  E-  G. 
Davidson  as  stated  in  "Gazette,"  Oct.  22nd,  1918. 

The  notification  in  "Gazette,"  March  5th,  concerning  Lt.  C.  A.  Elliott 
is  cancelled. 

The  notification  in  "Gazette,"  March  nth,  concerning  Sec.  Lt.  H.  A. 
Creswell  is  cancelled. 

The  notification  in  "Gazette,"  May  23rd,  concerning  Lt  H.  H.  Bal- 
lard is  cancelled. 

Chaplains  Branch.— The  Rev.  A.  J.  N.  Saunders  is  transferred  to  un- 
empld. list,  May  28th. 

Memoranda. — Capt  E.  J.  Sayer,  M.C,  is  granted  the  hon.  rank  of 
Maj.,  June  3rd. 

Sec.  Lt.  C.  F.  Kearns  (A.  and  S.)  is  granted  the  hon.  rank  of  Lt., 
April  1st. 

The  following  Overseas  Cdts.  are  granted  temp,  commns.  as  Sec.  Lts.  : 
—60327  G.  F.  Evans,  171128  F.  C.  Miller,  Feb.  15th. 

Temp.  Hon.  Lt.  S.  H.  Troughton  relinquishes  his  hon.  commn.  on 
ceasing  to  be  empld.,  June  iSth. 


-Transferred  to  unempld.  list  :—  Maj.  J.  M.  Voyd,  from  (S.O.)  May  1st; 
Capt  E  V.  Andreini  (Beds.  R.,  T.F.),  from  (SO.),  May  wtn;  U,  «. 
J.  G.  Newman,  M.BE.,  from  (SO),  May  30th;  I,t,  J.  W. 
Jennings,  from  (S.O.),  Jane  :4th.        ;       .  . 

Lt  J  E  B  Thornely,  O.B.E.,  relinquishes  htC-  commn.  on  account 
of  ill-health  contracted  on  active  service,  and  is  granted  the  rank  of- 
Maj.,  June  20th.  .  _ 

The  notification  in  '-'Gazette,"  May  ytn,  concerning  Sec.  Lt.  F,  T.  L- 
Avis  is  cancelled. 


FROM  THE  COURT  CIRCULAR. 

Buckingham  Palace,  June  26th. 

The  King  held  an  Investiture  in  the  Quadrangle  of  the  Palace  at  11 
o'clock  this  morning.  ....  c  tjt„ 

The  following  were  severally  introduced  into  the  presence  ot  His 
Majesty  when  The  King  invested  them  with  the  Insignia  e.f  the  re- 
spective Divisions  of  the  Orders  into  which,  they  have  been  admitted  :  — 

The  most  honourable  Order  oe  the  Bath  (Miutary  Division).- 
Companion.— Brig.-Gen.  Philip  Game,  R  A.F. 

The  Most  Excellent  Order  of  the  British  Em  fire.  Officers.  Mili- 
tary Division.— Major  Ion  Cook-  (Conr.augbt  Rangers),  attd.  R.A.F., 
Major  Frank  Gray,  R.A.F. 

His  Majesty  then  conferred  decorations  as  follows  :  — 

The  Military  Cross.— Lieut.  Eric  Forsyth.  R.A.F. 

The  King  and  Queen,  accompanied  by  the  Princess  Mary,  honoured 
the  Royal  Naval,  Military,  and  Air  Force  Tournament  at  Olympia  with 
their  presence  this  afternoon 

Buckingham  Palace,  June  28th. 

The  King  held  an  Investiture  in  the  Quadrangle  of  the  Palace  at 
11  o'clock.  .,.,,<  c  tt- 

The  following  were  severally  introduced  into  the  presence  of  His 
Majesty,  when  The  King  invested  them  with  the  Insignia  cf  the  Divi- 
sion of  the  Order  into  which  they  have  been  admitted:  — 

The  Distinguished  Service  Order  and  the  Military  Cross  and 
Bar.— Major  Arthur  Peck,  -late  R.A.F. 

The  Distinguished  Service  Order.— Major  Wilfred  McClauehry,  Aus. 
FC. ;  Capt.  Edgar  McClaughry,  Aus.  F.C. ;  Major  Franks  Robinson, 
R.A.F. 

His  Majesty  then  conferred  decorations  as  folio vvs  :  — 

The  Military  Cross  and  Bar.— Lt.  Hamilton  Hervey,  R.A.F. 

The  Military   Cross.— Major  Laeey  Mills  (E-  Surrey   Regt.,  attd. 

R.A.F).  .  •    ..•  • 

Buckingham  Palace,  June  30th. 

The  Prince  of  Wales  and  the  Prince  Albert,  attended  by  Captain  the 
Lord  Claud  N.  Hamilton  and  Maior  Louis  Grieg,  v>ere  present  at  the 
Royal  Naval,  Military  and  Air  Force  Tournament  at  Olympia. 


ADMIRALTY  APPOINTMENTS  AND  PROMOTIONS. 

The  Half-yearly  Promotion  List. 
Lieut. -Commander  to  be  Commander.— J.  G.  Bower,  D.S  O. 


The  following  appointments  have  been  made  : 
June  27th— Wt.  Elect.— J.  Bryant,  to  "Furiou 
June  28th.—  l'ayr.  Lieut— J.  F.  Stephens,  .0 
June  27th.  . 

Actg  Payr.  Sub-Lieut— R.  W  Pearse,  to  "Vindictive 
Payr.  Mid.— E.  J.  Foster,  to  "Furious,"  June  23th. 


"  June  26th. 
Empress,"  in  charge, 

June  15th. 


OFFICIAL  COMMUNIQUE, 

Russia  (Bolshevik). 
June  24th.— The  incursions  of  enemy  aeroplanes  have  been  definitely 
stoped  by  the  measures  adopted  by  us. 


PERSONAL  NOTICES. 

NAVAL. 

Marriage. 

KERSHAW—MARSHALL— On  June  24th,  at  All  Saints,  St. 
John's  Wood,  N.W.,  Major  Ronald  Hargrave  Kershaw,  R.A.F. 
(late  Sqd.  Comdr  ,  R.N.A.S.),  son  of  the  Ip.te  E.  E.  Kershaw, 
Staff  Surgeon,  R.N.,  and  Mrs.  Selby  Hall,  of  Sliema,  Malta,  was 
married  to  Iris  Claire,  second  daughter  of  Mrs.  Jack  Marshall,  of 
Seacourt,  Hayling  Island,  Hants. 

Births. 

BREDIN. — On  June  24th,  1919,  the  wife  of  E.  Chichester 
Bredin,  R.N.A.S.,  of  a  son. 

BUSS. — On  June  21st,  at  a  nursing  home  in  London,  the  wife 
of  Major  H.  A.  Buss,  O.B.E.,  D.S.C.,  of  a  daughter. 


MILITARY. 

Engagements. 

ASHMORE— PARSONS.— The  marriage  of  Major -General 
E.  B.  Ashmore,  C.B.,  C.M.G.,  M.V.O.,  R.A.,  to  Betty,  daughter 
of  the  Rev.  F.  W.  and  Mrs.  Parsons  will  take  place  on  July  17th 
at  Holy  Trinity  Church,  S.  Kensington. 

KNIGHT— DITKOWSKL— The  marriage  arranged  between 
Captain  A.  Knight,  M.B.E.,  N.  Lancashire  Regt.,  and  R.A.F., 
and  Charlotte  Beatrice,  only  daughter  of  Dr.  and  Mrs.  Ditkowski, 
of  Paris,  will  take  place  at  Bromptcn  Oratory  on  Tuesday,.  July 
8th,  at  2  p.m.  All  friends  welcome  at  the  church  or  at  the  Hyde 
Park  Hotel. 

NORTHOVER— PAPSONS.— The  engagement  is  announced 
between  Captain  Roland  Noi-tfhover,  4th  Lancashire  Fusiliers, 
late  R.A.F.,  and  Dorothy,  only  daughter  of  Mr.  and  Mrs.  Charles 
Parsons,  of  no,  Park  Street,  Grosvenor  Square,  W. 

Marriage. 

FAITHFULL— REYNOLDS.— A  marriage  has  been  arranged, 
and  will  take  place  at  fJhe  Bron.pton  Oratory  at  2.30  p.m.  on 


go 


The  Aeroplane 


July  2,  ioig 


Thursday,  July  17th,  between  Major  G.  F.  H.  Faithfull,  Indian 
Army  and  R.A.F.,  son  of  the  Rev.  A.  F.  Faithfull  and  Mrs. 
Faithfull,  of  Storrington,  Sussex,  and  Leila,  daughter  of  Lieut. - 
Colonel  J.  P.  Reynolds  and  Mrs.  Reynolds,  of  Dove  Park,  Wool- 
ton,  Liverpool. 

Birth. 

MARSH.— On  June  26th,  1919,  at  a  nursing  home  in  London, 
to  Eileen,  wife  of  the  late  Capt.  P.  E.  G.  Marsh,  M.C.,  K.A.F., 
of  Wethersfkld,  Essex— a  daughter  (posthumous). 

AIR  FORCE. 

Deaths. 

DARE.— Cpl.  Samuel  Dare,  R.A.F.,  who  died  on  June  18th 
at  the  Central  Flying  School,  Upavon,  Wilts,  was  the  husband 
or  Isabel  Dare,  and  only  son  pf  die  late  Samuel' and  Eliza  Dare, 
of  16,  Paragon  Road,  Hackney. 

FRY.—  Capt.  Alfred  Andrew  Fry,  Adjutant,  22nd  Wing,  R.A.F., 
late  3rd  Monmouthshire  Regiment  and  2nd  South  Wales  Bor- 
derers, died  suddenly  on  June  27th  at  Vejtis  Villa,  Wolsley 
Road,  Esher,  while  on  leave  from  France. 

Engagement. 

GARSTIN — OSSORIO. — The  engagement  is  announced  be- 
tween Capt.  N.  L.  Garstin,  R.A.F.,  son  of  Mr.  F.  C.  Garstin, 


C.C.  and  R.M.,  Stutterhe  im,  Cape  Province,  South  Africa,  and 
Maria  Ossorio  (Babs),  only  child  of  the  late  F.  de  P.  Ossorio,  of 
Manila,  and  Mrs.  F.  de  P.  Ossoric,  2,  Boyne  Tark,  Tunbridge 
Wells.  • 

Marriagks. 

EVANS— AYLING.— On  June  25th,  Capt.  Donald  Singleton 
Evans,  R.A.F.,  son  of  Mr.  and  Mrs.  W.  H.  Evans,  of  Buntingl'ord, 
Herts.,  was  married  to  Gladys  Katie,  daughter  of  the  late  Mr.  and 
Mrs.  Thomas  Ayling,  of  Southsea,  Hants. 

TAYLOR — NAYCE. — The  engagement  is  announced  between 
Lieut.  W.  E.  Taylor,  R.A.F.,  second  son  of  Mrs.  M.  Taylor,  of 
Wondau  Road,  Wigram,  and  Millicent.  eldest  daughter  of  Mr.  and 
Mrs.  H.  F.  Nayce,  The  Sycamores,  Andover. 

TYSOE— FERNYHOUGH.— On  June  24th,  at  Christ  Church, 
Lancaster  Gate,  W.,  Donald  F.  Tysoe,  R.A.F.,  was  married  to 
Ethel  Milne  Fernyhough. 

BlKTH. 

MILES. — On  June  23rd,  at  Dalkey,  co.  Dublin,  the  wife  of 
Lieut.  J.  L.  Miles,  R.A.F.,  of  a  son. 


It  is  reported  that  the  two  British  aviators  who  were  forced 
to  make  a  landing  at  Astrakhan  and  were  made  prisoners  are 
Lieut.  Ingram,  R.A.F.,  and  Lieut.  Mantle,  R.A.F.  * 


THE  PEACE  TERMS. 


The  following  is  the  full  text  of  the  Aerial  and  Aerial 
Navigation  Clauses  of  the  Peace  Treaty  : — 

PART  V.— MILITARY,  NAVAL,  AND  AERIAL 
CLAUSES. 

In  order  to  render  possible  the  initiation  of  a  general 
limitation  of  the  armaments  of  all  nations,  Germany 
undertakes  strictly  to  observe  the  military,  naval,  and 
air  clauses  which  follow. 

SECTION  III.— AIR  CLAUvSES. 
Article  198. 

The  armed  forces  of  Germany  must  not  include  any 
military  or  naval  air  forces^ 

Germany  may,  during  a  period  not  extending  beyond 
October  1st,  1919,  maintain  a  maximum  number  of  one 
hundred  seaplanes  or  flying  boats,  which  shall  be  exclu- 
sively employed  in  searching  for  submarine  mines,  shall 
he  furnished  with  the  'necessary  equipment  for  this  pur- 
pose, and  shall  in  no  case  carry  arms,  munitions,  or 
bombs  of  any  nature  whatever. 

In  addition  to  the  engines  installed  in  the  seaplanes  or 
flying  boats  above  mentioned,  one  spare  engine  may  be 
provided  for  each  engine  of  each  of  these  craft. 

No  dirigible  shall  be  kept. 

Article  199. 

Within  two  months  from  the  coming  into  force  of  the 
present  Treaty  the  personnel  of  the  air  forces  on  the  rolls 
of  the  German  land  and  sea  forces  shall  be  demobilised. 
Up  to  October  1st,  1919,  however,  Germany  may  keep 
and  maintain  a  total  number  of  one  thousand  men,  in- 
cluding officers,  for  the  whole  of  the  cadres  and  person- 
nel, flying  and  non-flying,  of  all  formations  and  estab- 
lishments. 

Article  200. 

Until  the  complete  evacuation  of  German  territory  by 
the  Allied  and  Associated  troops,  the  aircraft  of  the 
Allied  and  Associated  Powers  shall  enjoy  in  Germany 
freedom  of  passage  through  the  air,  freedom  of  transit 
and  of  landing. 

Article  201. 

During  the  six  months  following  the  coming  into  force 
of  the  present  Treaty,  the  manufacture  and  importation 
of  aircraft,  parts  of  aircraft,  engines  for  aircraft,  and 
parts  of  engines  for  aircraft,  shall  be  forbidden  in  all 
German  territory. 

Article  202. 

On  the  coming  into  force  of  the  present  Treaty,  all 


military  and  naval  aeronautical  material,  except  the 
machines  mentioned  in  the  second  and  third  paragraphs 
of  Article  198,  must  be  delivered  to  the  Governments  of 
the  Principal  Allied  and  Associated  Powers. 

Delivery  must  be  effected  at  such  places  as  the  said 
Governments  may  select,  and  must  be  completed  within 
three  months. 

In  particular,  this  material  will  include  all  items  under 
the  following  heads  which  are  or  have  been  in  use  or  were 
designed  for  warlike  purposes  : — 

Complete  aeroplanes  and  seaplanes,  as  well  as  those 
being  manufactured,  repaired  or  assembled. 

Dirigibles  able  to  take  the  air,  being  manufactured, 
repaired  or  assembled. 

Plant  for  the  manufacture  of  hydrogen. 

Dirigible  sheds  and  shelters  of  every  kind  for  aircraft. 

Pending  their  delivery,  dirigibles  will,  at  the  expense 
of  Germany,  be  maintained  inflated  with  hydrogen ;  the 
plant  for  the  manufacture  of  hydrogen,  as  well  as  the 
sheds  for  dirigibles,  may,  at  the  discretion  of  the  said 
Powers,  be  left  to  Germany  until  the  time  when  the 
dirigibles  are  handed  over. 

Engines  for  aircraft. 

Nacelles  and  fuselages. 

Armament  (guns,  machine  guns,  light  machine  guns, 
bomb-dropping  apparatus,  torpedo-dropping  apparatus, 
s}mchronisation  apparatus,  aiming  apparatus). 

Munitions  (cartridges,  shells,  bombs  loaded  or  un- 
loaded, stocks  of  explosives  or  of  material  for  their 
manufacture). 

Instruments  for  use  on  aircraft. 

Wireless  apparatus  and  photographic  or  cinematograph 
apparatus  for  use  on  aircraft. 

Component  parts  of  any  of  the  items  under  the  pre- 
ceding heads. 

The  material  referred  to  above  shall  not  be  removed 
without  special  permission  from  the  said  Government. 

PART  XL— AERIAL  NAVIGATION. 
Article  313. 

The  aircraft  of  the  Allied  and  Associated  Powers  shall 
have  full  liberty  of  passage  and  landing  over  and  in  the 
territory  and  territorial  waters  of  Germany,  and  shall 
enjoy  the  same  privileges  as  German  aircraft,  particu- 
larly in  case  of  distress  by  land  or  sea. 

Article  314. 

The  aircraft  of  the  Allied  and  Associated  Powers  shall, 
while  in  transit  to  any  foreign  country  whatever,  enjoy 
the  right  of  flying  over  the  territory  and  territorial  water? 


July  2,  1919 


The  Aeroplane 


91 


of  Germany  without  landing,  subject  always  to  any  regu- 
lations which  may  be  made  by  Germany,  and  which 
shall  be  applicable  equally  to  the  aircraft  of  Germany 
and  to  those  of  the  Allied  and  Associated  countries. 
Article  315. 

All  aerodromes  in  Germany  open x  to  national  public 
traffic  shall  be  open  for  the  aircraft  of  the  Allied  and 
Associated  Powers,  and  in  any  such  aerodrome  such 
aircraft  shall  be  treated  on  a  footing  of  equality  with 
German  aircraft  as  regards  charges  of  every  description, 
including  charges  for  lauding  and  accommodation. 
Article  316. 

Subject  to  the  present  provisions,  the  rights  of  passage, 
transit  and  landing,  provided  for  in  Articles  313,  314, 
and  315,  are  subject  to  the  observance  of  such  regulations 
as  Germany  may  consider  it  necessary  to  enact,  but  such 
regulations  shall  be  applied  without  distinction  to  Ger- 
man aircraft  and  to  those  of  the  Allied  and  Associated 
countries. 

Article  317. 

Certificates  oP  nationality,  airworthiness,  or  compe- 
tency, and  licences,  issued  or  recognised  as  valid  by  any 
of  the  Allied  or  Associated  Powers,  shall  be  recognised 

THE  ROYAL  NAVAL,  MILITARY,  AND 
AIR  FORCE  TOURNAMENT. 

The  Royal  Naval  and  Military  Tournament  of  former  years  is 
revived  this  year,  and  owing  to  the  progress  of  aviation,  is 
known  as  the  Royal  Naval,  Military,  and  Air  Force  Tournament. 
It  is  open  at  Olympia  every  afternoon  and  evening  from  June 
26th  to  July  12th. 

The  Army  are  the  people  who  can  and  do  perform  most  of 
the  events,  for  they  are  in  their  element  on  the  ground,  and  for 
their  biggest  shows,  so  far  as  scenery  goes,  only  require  a  certain 
amount  of  wood  and  coloured  canvas,  with  the  addition  of  a 
"jazz  orchestra"  performing  on  old  tins  and  pieces  of  corrugated 
iron. 

The  Navy  are  not  so  lucky,  for  they  cannot  bring  their  ships 
with  them,  but  they  can  bring  their  guns,  and  make  a  noise,  and 
with  the  Marines,  can  drill  and  show  how  they  make  raids  on 
enemy  coasts  and  such  small  wars. 

The  R.A.F.'s  Part. 

Something  more  than  drilling  and  groundwork  is  expected  of_ 
the  R.A.F.,  but  they  are  more  handicapped  still,  for  to  attempt 
to  fly  in  Olympia  would  be  very  bad  for  the  illuminations  thereof, 
and  also  probably  for  the  machine,  not  to  mention  the  pilot. 

The  only  possible  interesting  thing  to  do  is  to  assemble  and 
aissemble  a  machine,  and  that  is  what  is  done  this  year,  although 
a  little  story  is  woven  round  it  in  the  programme,  viz.  : — 

Royau  Air  Force. 

Afternoon  Display. — An  Aeroplane  is  proceeding  by  road  ; 
orders  are  received  for  the  machine  to  reconnoitre. 

For  'this  display  a  machine  is  brought  into  the  arena  packed 
on  a  float.  The  machine  is  erected  and  prepared  for  flight. 
Immediately  it  is  ready  for  flight  an  orderly  arrives  with 
fresh  instructions  that  the  machine  is  to  proceed  at  once  by 
road  to  another  aerodrome. — [Truly  artistic  verisimilitude.— 
Ed}.  These  instructions  are  carried  out  by  dismantling  and 
packing  the  machine  ready  to  move  off  to  its  new  destina- 
tion. 

Evening  Display. — The  arena  is  in  darkness ;  a  hostile 
machine  is  located  crashed  near  a  French  village.    The  work- 
shop  lorry  and   transport  lorry    arrive   and   dismantle  the 
machine.    Ambulance  party  also  arrives  to  attend  to  the  in- 
.  jured  pilot. 

In  this  display  the  salvage  party  are  working  under  light 
provided  by  the  workshop  lorry  ;  and,  having  dismantled  the 
machine,  it  is  loaded  on  to  the  transport  lorry  ready  for  de- 
parture. 

The  2.30  p.m.  R.A.F.  Show. 

In  the  Afternoon  Display,  two  heavy  lorries  lumber  into  the 
arena,  each  complete  with  a  Sopwith  "pup"  fuselage  with  de- 
tached wings.  One  "pup"  is  painted  white,  and  the  other  a 
brown  and  white  check,  In  each  case  a  Serjeant  assisted  by  four 
men  and  two  W.R.A.Fs.  proceed  to  wheel  the  machine  off  the 
lorry  and  then  attach  the  wings  with  tremendous  speed,  and  suc- 
ceed in  making  the  machine  look  like  a  Camel,  as  the  struts  are 
not  lengthy  enough  to  give  any  dihedral  to  the  top  plane. 

Whilst  the  wings  are  being  attached,  the  pilot,  knowing  he 
will  not  have  to  fly  the  machine,  or  to  illustrate  the  usual  care- 
lessness shown  by  most  pilots,  gets  aboard  in  complete  flying  kit 
without  inspecting  the  machine. 

The  engine  is  then  run  up  and  successfully  fires  on  about  three 


in  Germany  as  valid  and  as  equivalent  to  the  certificates 
and  licences  issued  by  Germany. 

Article  318. 

As  regards  internal  commercial  air  traffic,  the  aircraft 
of  the  Allied  and  Associated  Powers  shall  enjoy  in  Ger- 
many most  favoured  nation  treatment. 

Article  319. 

Germany  undertakes  to  enforce  the  necessary  measures 
to  ensure  that  all  German  aircraft  flying  over  her  terri- 
tory shall  comply  with  the  Rules  as  to  lights  and  signals, 
Rules  of  the  Air  and  Rules  for  Air  Traffic  on  and  in  the 
neighbourhood  of  aerodromes,  which  have  been  laid  down 
in  the  Convention  relative  to  Aerial  Navigation  concluded 
between  the  Allied  and  Associated  Powers. 

Article  320. 

The  obligations  imposed  by  the  preceding  provisions 
shall  remain  in  force  until  January  1st,  1923,  unless  before 
that  date  Germany  shall  have  been  admitted  into  the 
League  of  Nations  or  shall  have  been  authorised,  by  con- 
sent of  the  Allied  and  Associated  Powers,  to  adhere  to 
the  Convention  relative  to  Aerial  Navigation  concluded 
between  those  Powers. 


cylinders,  the  pilot  taking  great  care  not  to  accelerate  it  above 
500  r.p.m.,  apparently  in  case  the  wings  should  be  blown  off. 

The  machine  is  then  dissembled,  although  not  in  the  quickest 
way,  which  would  be  to  attempt  to  fly  it,  but  in  the  orthodox 
fashion  by  Serjeant  and  mechanics  (male  and  female). 

It  is  then  pushed  back  into  the  lorry  and  away  they  go. 
The  8  p.m.  R.A.F.  Show  and  the  Rest. 

The  evening  performance  is  more  thrilling  owing  to  the  dark- 
ness, and  is  also  more  realistic,  perhaps  owing  to  the  darkness  ; 
besides  an  injured  pilot,  although  a  Hun  for  the  purpose  of  the 
story,  must  appeal  to  those  people  who  go  to  aerodromes,  not  to 
sec  the  flying — but  in  order  that  they  -may  not  miss  a  crash  in 
case  one  occurs. 

The  attempt  is  a  good  one,  but  displays  many  weak  points, 
which  .vould  hardly  oe  noticed  by  the  general  public,  to  whom 
the  sight  of  an  aeroplane  at  close  quarters  on  the  ground  still 
gives  a  thrill;  also  if  the  engine  is  run  up  and  they  see  the 
wheels  go  round  they  expect  it  to  take  off  immediately. 

The  rest  of  the  Tournament  is  quite  usual,  numbers  of  horses, 
gorgeous  displays  of  uniform. and  much  noise,  and  one  pays  to 
see  exactly  what  one  does  see.  The  tanks  are  an  innovation  and 
cause  much  interest.  The  "Attack"  is  the  grand  finale,  explo- 
sions all  over  the  trenches,  clouds  of  smake,  t.'.nks  and  infantry 
firing  in  all  directions  ;  in  fact,  so  much  noise,  thf.t  there  might 
almost  be  a  war  on. — c.  l.  d. 

Results. 

Among  the  competitions  held  during  the  afternoon  of  June 
26th  was  a  series  of  tugs-of-war  between  Navy,  Army,  and  Air 
Force  teams,  resulted  as  follows  : — 

Railway  Construction  Troops,  R.E.,  beat  No.  2  (NY  A.R  D  . 
R.A.F. 

Headquarters,  E.R.S.,  R.A.F.,  beat  R.N.  Barracks,  Chatham. 
3rd  Group,  R.A.F.,  beat  team  from  British  troops  in  France. 
No.  1  S,  A.R.D.,  R.A.F.,  beat  3rd  West  Yorks  Regiment. 
On  June  27th,  in  the  tug-of-war,  No.  1  (S)  A.R.D.,  R.A.F., 
was  scratched. 

On  June  28th,  the  following  in  the  tug-of-war  (110  stone)  3rd 
Batt.  Leinster  Regt.  beat  3rd  Group  R.A.F.  bv  two  pulls  to  nil. 

On  June  30th  the  1st  Irish  Guards  beat  No.  1  Co.  A.R.D. 
R.A.F.,  by  two  pulls  to  nil  in  the  Tug-of-War. 

THE  CANADIAN  AIR  BOARD 

A  Canadian  Air  Board  has  been  appointed  to  control  all  civil 
and  comtmercial  flying  iii  the  Dominion. 

Mr.  A.  L.  Sifton,  Minister  of  Customs,  is  Chairman,  and 
General  Mewbu.rn,  Minister  of  Militia,  and  Mr.  C.  C.  Ballantyne, 
Minister  for  Naval  Affairs,  are  members.  Lieut-Colonel  Biggar 
is  Vice-Chairman.  Dr.  Coulter,  Deputy  Postmaster-Generai  is 
a  member  of  the  Board,  which  seems  to  indicate  the  possibilities 
of  a  Canadian  aerial  mail  in  the  near  future. 

ZEPPELINS  AGAIN. 

It  is  rumoured  that  a  Zeppelin  airship  has  been  shot  down  by 
Esthonian  troops.  Documents  found  upon  the  bodies  of  the  crew 
are  stated  to  have  proved  that  soldiers  of  the  German  "lion 
Division"  are  fighting  with  the  Landswehr. 

THE  BROCK  BULLET. 

Among  the  claims  before  the  War  Inventions  Commission  ..n 
June  30th,  was  that  of  the  widow  of  the  late  Commander  Brock, 
R.N.A.S.,  for  compensation  in  respect  of  the  bullet  invented  bv 
her  husband.  This  bullet  as  is  well  known,  was  instrumental 
in  the  destruction  of  the  majority  of  enemy  airships  brought  down 
in  England. 


The  Aeroplane 


jULi  2,  igig 


AIR  RAIDS  ON  LONDON. 

On  June  27th,  Colonel  H.  de  Watteville  delivered  a  lecture  on 
"^London  Air  Raids  "  at  the  annual  meeting  of  the  London  Topo- 
graphical Society,  held  in  the  rooms  of  the  Society  of  Antiquaries 
as  Burlington  House.  The  Earl  of  Kerry  was  in  the  chair- 
Colonel  de  Watteville  said  there  was  no  doubt  that  long  before 
the  war  the  Germans  had  made  up  their  minds  that  the  new  air- 
arm  was  to  be  a  decisive  factor  in  it.  The  airship  was  being  de- 
veloped as  a  counterblast  to  sea  supremacy,  but  the  technical  diffi- 
culties at  the  outset  of  the  war  had  not  been  overcome  to  the 
extent  which  enthusiasts  had  desired. 

The  German  Army  had  then  a  greater  number  of  Zeppelins  than 
had  the  German  Navy,  but  five  of  them  came  to  grief  in  the  early 
weeks,  and  the  naval  airships  were  then  brought  forth.  During 
the  war  some  120  great  airships  had  been  constructed  by  the  Ger- 
mans, but  out  of  that  total  there  were  never  more  than  twelve  or 
sixteen  ready  to  take  the  air  at  one  time. 

Dealing  with  the  German  naval  airships,  he  said  that  wireless 
telegraphy  played  a  considerable  part  m  their  navigation.  There 
were  some  officers  in  London  who  knew  half  an  nour  before  the 
airships  left  their  sheds  in  Germany  that  a  raid  was  to  be  made 
on  these  shores. 

The  lecturer  described  the  failure  of  the  German  military  air- 
ships based  on  Belgium,  but  remarked  that  the  German  naval  air 
service  was  of  stiffer  metal.  Larger  airships  which  would  rise  to 
higher  altitudes  were  constructed,  and  attacks  were  made  on  Eng- 
land and  on  London. 

They  were,  however,  met  with  more  effective  defensive  methods, 
and  the  bringing  down  of  the  Zeppelin  at  Cuffley  by  Capt.  Leefe 
Robinson  proved  to  be  the  moral  turning-point  of  the  air  attacks 
on  London  by  airships.  It  was  witnessed  by  ten  other  raiders, 
and  the  sight  of  the  burning  airship  dropping  to  earth  was  too 
much  for  them. 

With  the  bringing  down  at  Potter's  Bar  of  Commander  iMatthi, 
who  was  a  marvellously  clever  navigator,  the  sting  was  taken  out 
of  the  attack  on  London. 

Colonel  de  Watteville  repudiated  the  suggestion  that  the  amount 
of  damage  done  in  these  raids  was  suppressed.  "  Our  communi- 
ques of  the  damage  done  by  the  airship  raids  were  absolutely 
correct,"  he  said.  "  Every  single  casualty  and  every  single  bit  of 
damage  that  was  done  by  a  German  raider  throughout  the  war 
was  recorded." 

Some  of  the  airship  commanders  boasted  when  they  returned  to 
Germany  of  their  exploits  in  "  bombing  London,"  when,  in  fact, 
they  had  never  reached  it.  One,  by  name  Buttlar,  had  lectured  in 
Germany  about  his  fine  attacks  on  London,  and  also  had  written 
a  book.    His  airship  had  never  been  nearer  it  than  forty  miles. 

Colonel  de  Watteville  also  described  the  aeroplane  raids  on  Lon- 
don from  their  bases  in  Belgium.  It  was  stil!  a  mystery  to  him 
why  the  Germans  did  not  collect  their  best  pilots  to  raid  it,  after 
some  of  the  demoralisation  produced  in  the  east  of  London  in 
1917.  But  both  airships  and  aeropalnes  had  been  defeated.  Illus- 
trations were  shown  on  the  screen  giving  the  courses  taken  by 
aircraft  in  raiding  London.  In  one  case  Colonel  de  Watteville  said 
two  enemy  airships,  entering  the  country  at  different  points, 
almost  came  into  collision  near  London. 

R.A.F.  OFFICERS  CHARGED. 

A  verdict  of  guilty  was  returned  by  the  jury  at -Middlesex  Ses- 
sions on  June  24th  in  the  case  of  the  two  R.A.F.  officers,  Lieut. 
Charles  Hankey  and  Lieut.  Charles  Joseph  Young,  who  were 
charged  with  selling  property  belonging  to  the  Government. 
William  John  Twigg  and  Thomas  Oswin,  motor  engineers,  of 
Hampton,  were  found  guilty  of  receiving  the  pre  perty. 

It  was  alleged  that  when  left  to  superintend  the  transfer  of 
certain  stores  from  Hurst  Park  to  other  depots,  Lieut.  Hankey 
sold  a  pair  of  lorry  wheels  and  magneto  parts  to  Oswin  for  ^,"20, 
and  10  barrels  of  lubricating  oil  for  ,£40  to  Twigg,  and  also 
other  accessories  to  Twigg  for  ^15. 

Lieut.  Hankey,  who  gave  evidence,  said  that  he  honestly  be- 
lieved he  had  a  right  to  sell  the  goods,  and  it  was  his  intention 
to  hand  over  the  money  he  received  to  the  Air  Ministr)',  but  he 
was  arrested  before  he  could  do  this. 

In  the  case  of  the  two  officers,  Mr.  Sharpe  raid  it  was  a  most 
painful  sentence  that  he  had  to  pass.  Both  the  accused  were  in 
positions  of  trust.  He  ordered  Lieut.  Hankey,  who  was  the  supe- 
rior officer  at  Hurst  Park,  to  prison  for  12  month:-,  and  Lieut. 
Young  to  prison  for  nine  months,  both  in  t'he  second  division.  It 
was  stated  that  both  officers  would,  as  a  result  of  the  conviction, 
lose  a  considerable  gratuity  each. 

ONE  RESULT  OF  PEACE. 

During  the  night  of  Saturday,  June  28th,  the  searchlight  station 
on  the  summit  of  Parliament  Hill,  Highgate,  was  destroyed  by 
fire  caused  by  a  bonfire  celebrating  the  announcement  of  the 
signing  of  the  Peace  Treaty  being  1  igih ted  too  near  the  wooden 
fencing.  Four  fire  engines  were  promptly  on  the  scene,  but  the 
following  morning  the  place  was  a  complete  wreck. 


MORE  GRIEVANCES  OF  CADETS. 

Sir, — I  have  read  for  the  last  few  months,  with  great  interest, 
your  "Cadets'  Grievances,"  and  see  no  reason  why  my  case 
shouldn't  be  brought  to  light. 

I  was    personally  introduced  to   Major    at  the  "  Cecil  " 

early  in  1917,  and,  as  a  result,  was  accepted  for  service  as  a 
cadet  in  the  R.F.C. 

I  received  my  papers  calling  me  up  for  August,  1917,  ordering 
me  to  proceed  to  Fair. borough.  I  was  there  about  a  fortnight 
and  was  then  sent  with  the  first  batch  of  cadets  that  were  sent 
to  No.  1  Wing  at  St.  Leonards.  Eventually,  1  was  sent  to  the 
"Cecil"  for  my  medical  examination,  and  was  passed  as  an 
observer.  A  fortnight  later,  together  with  the  others,  who  were 
passed  as  observers,  I  was  sent  to  No.  5  Wing  at  Wendover,  and 
we  were  told  that  we  had  been  sent  there  to  wait  until  we  were 
19.  A  month  later  the  whole  Wing  was  removed  to  Hastings, 
and  there  all  the  observers  were  kept  until  February.  1918,  when 
we  were  sent  for  another  "Air  Board,"  this  time  at  Hampstead. 
With  several  others  I  was  passed  as  a  pilot,  and  after  another 
month  was  sent  to  the  S.  of  M.A.  at  Oxtord. 

You  will  see  that  instead  of  a  six  weeks'  course  at  Hastings, 
I  had  six  months'. 

I  arrived  at  Oxford  to  see  the  last  lot  of  cadets  given  their 
commissions.    After  passing  the  examination  there,  I  was  sent, 
to  the  School  of  Armament  at  LTxbridge,  and  under  the  new  Air- 
Force  arrangement,  after  passing  the  examination  there,  1  was 
made  a  Flight  Cadet  "A,"  and  posted  to  an  aerodrome. 

For  an  instructor  I  was  given  an  "old  woman'' — one  always 
nervous  about  getting  his  pupils  off  solo — and  when  I  was  ready 
to  get  off  myself,  the  aerodrome  was  closed  down,  and  the  in- 
structors and  pupils  sent  to  another  one,  and  some  time  had 
elapsed  before  we  could  do  any  more  flying,  which  meant  start- 
ing again.    This  was  near  the  end  of  July. 

This  aerodrome  was  full,  with  new  pupils  always  arriving,  so 
there  was  a  continual  shortage  of  machines,  with  the  result  that 
when  the  Armistice  was  signed  I  had  just  passed  Category  "A," 
and  managed  to  get  on  Scouts. 

Shortly  afterwards  the  aerodrome  was  condemned,  and  flying 
ceased,  and  in  time  we  were  ail  drafted  off  to  other  aerodromes, 
there  to  be  demobilised  without  any  chance  ro  do  any  flying,  how- 
ever eager  one  was. 

I  suppose,  being  English,  I  shall,  with  many  others,  just  have 
to  tolerate  ie — with  several  big  unpaid  clodiing  bills.  I  would 
certainly  rather  do  this  than  go  whining  to  those  whose  influence 
got  me  into  the  Air  Service,  of  ask  the  Air  Ministry  to  look  into 
mv  case,  even  though  I  know  that  i?T  had  gone  into  the  Infantry 
I  should  probably  have  had  my  commission  from  some  time  past, 
and  now  have  a  decent-sized  gratuity  to  look  forward  to,  as  well 
as  knowing  my  clothing  bills  were  paid. 

I  am  a  Public  School  fellow,  and  unhappily,  much  as  I  tried 
before  I  was  18  to  join  up  and  get  overseas,  I  was  unsuccessful, 
and  now,  thanks  to  the  Air  Force,  I  cannot  boast  of  any  service 
overseas. 

Surely  there  must  be  some  Englishman  of  position  who  is  ready 
to  take  up  such  cases  and  get  things  fixed  for  us  in  some  way  or 
other — either  by  getting  us  gazetted  as  officers,  with  so  many 
days'  pay  and  clothing  allowance,  or  at  least  an  officer's  gratuity. 

"  Hard-Touched  Cadet." 

FIRST  TRIP  OF  DUTCH  SEAPLANES. 

Seaplane  an<I  flying-boat  flights  between  England  and  Holland 
are  becoming  relatively  common,  and  on  several  occasions  re- 
cently ■  Dutch  official  visitors  have  chosen  the  aerial  route  as 
speediest  and  most  convenient. 

In  each  case  previously  it  has  been  British  machines  which  have 
been  provided  for  9uch  passengers— notably  in  the  case  of  the 
Dutch  Aviation  Mission  which  made  the  return  journey  in  British 
flying-boats.  Recently,  however,  Dutch  seaplanes  made  the 
flight  for  the  first  time  to  British  shores,  arriving  at  Felix- 
stowe for  the  purpose  of  taking  back  to  Holland  two  Dutch 
medical  officers  who  had  been  visiting  this  country  to  investigate 
the  British  system  of  medical  examination  of  pilots. 

On  the  return  journey  as  neither  of  the  Dutch  seaplanes — two- 
seater  float  machines  of  the  Friedrichshafen  type — were  equipped 
with  wireless,  a  British  F.5  flying-boat  with  two  Eagle  VIII 
Rolls-Royce  engines  was  detailed  to  escort  t'hem  as  far  as  Schev- 
emingen.  At  this  place  the  Dutch  seaplanes  turned  inland  and 
following  the  canals  reached  Amsterdam  where  they  alighted 
safely,  while  the  British  machine  returned  to  Felixstowe.  Both 
the  out  and  return  journeys  occupied  1  hour  and  55  minutes,  and 
throughout  the  whole  trip  the  F.5  was  in  wireless  communica- 
tion with  its  base  at  Felixstowe. 

FRENCH     LONG-DISTANCE  FLIGHTS. 

The  French  Aeronautical  Department  has  arranged  for  a  series 
of  long-distance  flights  to  be  made  by  war  pilots  over  various 
capitals.  London,  Madrid,  Constantinople,  Prague,  Warsaw, 
Vienna,  Brussels,  Amsterdam,  and  Cairo  (via  Constantinople)  are 
included.  Trips  will  also  he  made  to  Tunis,  Algiers,  and  Dakar 
(West  Africa). 


July  2,  1919 


The  Aeroplane 


93 


PATENT  TIME  SAVING 
SPLICING 
VICE. 


Aa  supplied 
to  B.A.F. 


Sam  Wkiaaiaf 
ft  Fixes  Tkiaiklt  ia  L*»t. 


Sou  LiesHCMa : 

BARNETT  &  FOSTER. 

EAGLE  WHARF  BD.,  LONDON,  N.t. 


TOLEDO" 


The  Absolute 


VOtst  ANTI-RUST 


SIMPLY  APPLIED. 
ELASTIC  &  TENACIOUS. 

Fr«e  Samples  and  Price*  on 

application. 

W.  W.  HILL,  SON  &  WALLACE,  Ltd. 
Br  ought  on,      Esub.  1850.  Manchester. 


Manufacturers 

,  of  . 


PHOSPHOR  BRONZ 


GUN  METAL, 

MANGANESE  BRONZB, 

BRASS  &  COPPER, 

TUBES,  SHEETS, 
RODS.  WIRE.  AND 

CASTINGS 

PHOSPHOR  TIN, 
PHOSPHOR  COt  PER. 

CHARLES  CLIFFORD  &  SON,  LTD.. 

BIRMINGHAM. 


The  STRONGEST  GLUE  ill  the  WORLD 

for  aeroplane  construction  and  all  woodwork- 
ing purposes.  Used  cold,  damp-resisting. 
Adopted  by  principal  British  and  Allied 
fgsj1'  aircraft  constructors. 

In  tins  of  all  sizes,  and  in  casks. 
The  IMPROVED  LIQUID  GLUES  Co., Ltd. 

GREAT  HERMITAGE  8T.  *  BUSHELL  ST.  LONDON,  E.1. 
Telephone— Avenue  4611,  4612. 

Teiegrams — "Exeroiden,  Phone,  London," 


LIQUID  SCOTCH  GLUE 


Cast-iron  Hammered  Piston  Rings. 


(By  the  Davy-  a 
Robert  son-Procetn)  - 

In  our  Special  Piston 
Ring  Iron.     All  sixis 
up  to  72  in. 

Quick  Delivery. 
Absolute/y 
Reliable. 
Low  Pricet. 

Telephone  No.  2149. 

Telegrams — 
"  Ocean,"  Sheffield. 


The  Standard  Piston  Ring  &  Engineering  Co.,  Ltd. 

Don  Road.  Sheffield. 


WE  CAN  ASSIST  YOU 

IN  YOUR 

RECONSTRUCTION  PLANS 

We   are   prepared  to  undertake 

WOODWORK  or  METAL 
WORK,    Pressings,  Tube 
Work  and  Welding. 


BURTON  AIRCRAFT  AND 
MANUFACTURING  Co.,  Ltd., 
Park  Street,  BURTON-ON-TRENT 


SALMSON 

AERO- ENGINES 


(Canton-Unne  System). 


All  enquiries  should  be  addressed  to 

THE  DUDBRIDGE  IRON  WORKS,  V 

STROUD, 
GLOUCESTERSHIRE. 


During  the  War  we  made 

MILLIONS  of  AERO  PARTS. 

We  are  still  making  large  quantities. 

CAN  WE  SUPPLY  YOUR  WANTS? 

TURNINGS  or  (Power)  PRESS  WORK. 

Any  metal  or  insulating  material,  screwed 
or  plain.  Any  article  of  small  or  medium 
size  where  very  large  quantities  are  required. 

No  charge  for  tools  /or  large  quantities. 

CASH  MORE  BROS. 

Zota  Works,  Hildreth  St.,  Balham,  S.W.12. 

Phones — Battersea  415,  Streatham  2140. 


KINDLY    MENTION    "  THE    AEROPLANE  "      WHEN    CORRESPONDING   WITH  ADVERTISERS. 


94 


The  Aeroplane 


July  2,  1919 


TRADE  CARDS. 


Springs  !   Springs  !   Sprtngo  I 

We  make  a  speciality  of 
Springs  for  Aeroplanes. 
SEND  FOR  PRICES. 
1  DAB*t  Spring  Co.,  West  Bronu&BoQa. 


SHEET  METAL  WORK  FOR  AUHI.OBILLS&  AIRCRAFT 

Domed  Motor  Wines,  Radiators,  Petrol  end  Oil  Tenia,  IsEele, 
Cowlings.  Fairings,  etc.,  supplied  new  or  repaired  'Wheel  Discs 
for  Ford  and  other  cars  supp  led  £r<  m  stock.  All  Muds  of  Sheet 
Metal  Work  Buz  he  or  Acetylene  Welding  undertaken.  Metal 
Sidecar  Bodies  and  Aluminium  Number  Plates  supplied  promptly. 
Improved  Siltncers  and  Bacing-type  Exhaust  Pipes  fitted 
to  any  car  at  snort  notice. 

OWEN    DAVIES   ENGINEERING   Co.,  Ltd. 

(E.  Owen  Da  vies,  Managing  Dliector.) 
44-46  QUEENSLAND  ROAD,  HOLLOW  AY,  N.7.,  Phone  North  29M 


mgg  Metal  Engraving  Co. 

Chataworth  Works,  Worthing, 
Wm  Dials,  Scales,  Name-plates  and  Address  Plates, 
and  Instruction  Plates,  in  Metal,  Ivorine,  Etc. 

Either  Chamicaily  Eaf  raved  or  Machined. 


EGAMOID 


BRAND 

LEATHER  CLOTH. 


The  Best  Waterproof  Covering  for  Railway.  Tram- 
way, Aeroplane,  Motor  Boat.  Cushions,  Seats,  etc 


new  pegamoid  limited,  &&»  viotori-*-Bt-' 


E.O.I. 


Telegrams — Pegamoid,  Phone,  London. 
T.lophone— City  S704  (3  lines). 


Cables  ABO  5th  Edition  and  Private. 


The  INTEGRAL  PROPELLED  Co.,  Ltd. 

guarantee  Highest  efficiency  in  theit 
design  and  manufacture  of  propellers 
for  any  type  of  engine  or  machine. 

THE  INTEGRAL  PROPELLER  CO..  LTD., 
Edgware  Road,       The  Hyde,       Hendon  N.W.9. 

Telephone:  Kingsbury  104. 


&  F0XEU0TT&C0.,LTD. 


Timber  Importers, 
::  PLYMOUTH  .: 


Walnut, 
Mahogany  and 
Silver  Spruce. 


Telegrams   "Baltic,  Plymouth,"     Telephone :  1217  (a  lines). 


SCREW-  DRIVING 

RUSSELL  BROTHERS,  Ltd,.  REDDITGH 

ACHINES. 


EBORA  PROPELLER  COMPANY.  Ltd. 


Telephone : 
Kingston  672. 


Telegrams : 
"Ebora,  Kingstom.' 


PROPELLERS 

Contractors  to  the  ADMIRALTY  &  WAR  OFFICE, 
tl  K  12,  Surbiton  Park  Terrace,  King»ton-on-Th»s* ^  • 


Trndn      MEN  DINE  Mar*. 

LIQUID  SCOTCH  GLUE 

USED   BY  THE  LEADING  AEROPLANE  CONSTRUCTOR J. 

MOISTURE  PROOF. 
WrUt  for  Pritt List  and  Particular* 
MKHDINE  CO.,  8,  Arthur  Street,  London  Bridge,  E.C. 


ELECTRIC^L^  INDUSTRIAL 
IMPULSEa'T  TIME  GADGETS 

JP^Kmf  "START   &  CEASE   WORK " 

CLOCKS.^  ^FSOUWD  SIGNALS 

^^^^tt}W  Factory,  Work*  &  Aerodrome. 

GENT  &  CO.,  LTD.  M  L.^F»end  for  B  Hat  b  Ho.  »a  and  see  what 
faraday  Works,  i8BL  ■«  Manufacture. 

I  CIPCCT.  D  £M     I      visSF     LONDOW  :  HI WCASTLE-ON-T YH E  ; 

LtlBteltK.  L.S^  25, Victoria  St.,  S  W.i       5a,  Blackett  St. 


UM  Li  Ml  TED  LENGTH  with  INCREASED  STRENGTH 


Phone 
Putney 

1730 


SPARS 

STRUTS 
LONGERONS 


Patentees  £  Makers 


tubes 

AYLINC'S 


COMBINEO 
METAL  AND 
WOOD  STRUTS 


TtL£ CRAMS 
AYLINC'S 
PuTNCV 


Riverside    Putney,  5.W. 


KINDLY  MENTION 


THE   AEROPLANE  ' 


WHEN    CORRESPONDING   WITH  ADVERTISERS. 


July 


ion 


The  Aeroplane 


CONSULT 


on  all  matters 
connected  witk 
Commercial  and  Pleasure  Flying, 
Aeronautic  Design  &  Manufacture. 


95 


HAYWOOD  Bronze 
Admiralty  Bronze 
Manganese  Bronze 
Aluminium  Bronze 

Aluminium 
Phosphor  Bronze 

CASTINGS 

CASTINGS  FO» 

Aircraft 
Construction 
• 

Motor-Car 
Con  itruction 

Shipbuilding 
• 

General 
Engineering 

HAYWOOD   FOUNDRIES  L»T.D 

30.  31  »  32.  Seaton  Street,  Button  Road.  LONDON.  N.W.  1 

Telephone :  Museum  1436. 
All  Orders  Executed  Under  Expert  Supervision 

ECGordhjgland 


1  A  Years'  Practical  experience 
*  v  in  all  Branches, 


A  F  R  Ae  .S 


Phone  Reg  :nt  414 

St  George's  House, 
193,  Regent  Street, 

L0ND0N.W.L 


MISCELLANEOUS  ADVERTISEMENTS. 

SPECIAL  PREPAID  BATE  :  18  words  1/6  ;  Situations  Wanted  ONLY.  18  words  1/-  ;  Id.  per  word  after.  TRADE  ADVERTISEMENTS 
in  these  columns,  3  lines  3/-  ;  10d.  per  line  after.  Public  Announcements,  Leg-al  Notices,  Auctions,  Contracts,  etc.,  1  6  per  line. 
For  the  convenience  of  Advertisers,  replies  can  be  received  at  the  offices  of  "  THE  AEROPLANE,"  61,  Carey  St.,  London,  W.C.2. 


PATENTS. 

PAGE  &  ROWLINGSON,  Chartered  Patent 
agents  (Consulting  Engineer,  Mr.  S.  E. 
Page,  A.M.Inst.C.E.),  27,  Chancery  Lane, 
London,  W.C.    Tel.  332  Central' 

Henry  Skerrett  (H.  N.  Skerrett,  A.I.A.E., 
A.I.Mech.E.,  Associate  I.E:E.,  Fellow  of  the 
Chartered  Institute  of  Patent  Agents),  Patents, 
designs  and  trade  marks. — 24,  Temple  Row, 
Birmingham. 

Inventors  advised  free.  Write  for  booklet . — 
King's  Patent  Agency,  Ltd.,  165,  Queen 
Victoria  Street,  London.   30  years'  references. 

Stanley,  Popple  well  and  Co.,  Patent  Agents 
and  Consulting  Engineers.  Applications  for 
Patents  attended  to  in  all  countries. — 38, 
Chancery  Lane,  W.C.  Telephone  :  1763  Cen- 
tral.   Ciroular  free. 

J.  HAROLD  BEAUMONT,  Registered 
Patent  Agent,  29,  Southampton  Buildings, 
London,  W.C. 2. — Patents.  Trade  Marks  and 
Designs. 


SITUATIONS  VACANT. 

Airciaft  Sheet  Metal  Workers  Wanted.  Only 
those  skilled  in  the  manufacture  and  assembly 
of  detail  metal  parts  need  apply. — Gosport 
Aircraft  Co.,  Gosport. 

Wanted,  for  West  of  Scotland,  good  draughts- 
men, used  to  first-class  Aero  Engine  design. 
— Reply,  giving  particul  irs  of  age,  experience 
and  salary  required,  to  '"Aero."  Win.  Por- 
teous  and  Co.,  Advertising  Agents,  Glasgow. 

Wanted,  for  West  of  Scotland,  first-class 
Aero  Engine  Tester,  <  xperience  on  the  best 
types  of  engines  essential. — Write,  giving  par- 
ticivlars  of  age,  experience  and  salary  re- 
quired, to  "Aero,"  Wn..  Poi  teous  and  Co., 
Advertising  Agents,  Glasgow. 


SITUATIONS  WANTED. 

Serjeant  Mechanic,  demobilised,  desires  occa- 
sional long  distance  flights;  will  look  after 
engines  and  petrol  system,  etc.,  during  Bight. 
Experienced  in  F.  Boats. — A.  U.  R.  Downie, 
6,  Castle  Terrace,  Edinburgh. 


H.  WAYMOUTH  PRANCE, 

M.I.A.E,  A.F.R.Ae.S.,  A.I.E.E., 

late  of  Markham  and  Prance,  Consulting 
Engineers  (motor,  marine  and  aeronautical), 
Dudley  House,  Southampton  Street,  Strand, 
W.C,  and  High  Street,  Southampton,  having 
been  demobilised  would  like  to  hear  from  any 
firm  of  good  standing  in  London  to  whom  his 
services  would  He  of  use.  Served  overseas 
one  year  (Major),  and  three  years  in  the 
Technical  Dept.,  R.F.C.,  and  Aircraft  Pro- 
duction, Ministry  of  Munitions.  Fifteen 
years'  experience  with  internal  combustion 
engines,  aeroplanes,  cars  and  motor  trans- 
port. Detailed  knowledge  oi  latest  aeronau- 
tical practice.  Technical  college  training. — 
8,-  Salein  Mansions,  Bayswafer,  London,  W. 

R.A.F.  Officer,  Captain,  Engineer,  2,000 
hours'  flying  ;  10c  different  types  ;  on  Experi- 
mental, Test  and  Research  work,  seeks  em- 
ployment. Any  type  of  flying  undertaken  ;  no 
reasonable  effer  refused.  Good  chance  for 
firm  requiring  really  first-class  pilot. — Reply, 
Box  No.  4702,  The  Aeroplane,  61,  Carey 
Street,  W.C.2. 

W.O.,  6i  years  R.F.C.  and  R..A.[F,  seeks 
position  with  Aviation  Firm  home  or  abroad, 
take  charge  of  erecting  department,  any  type 
machine ;  can  handle  men. — Box  No.  4703, 
The  Aeroplane,  61,  Carey  Street,  W.C. 2. 

Specialist  on  valve  gears  and  paraffin  engines 
desires  engagement  as  Chief  Engine  Designer 
to  progressive  engineering  firm. — Box  No. 
4707,    The    Aeroplane,    oj,    Carey  Street, 

W.C.2. 

Ex  Serjt.  Mech.  and  Pilot,  4  years'  experience 
overhauling,  repairing,  testing  and  installing 
all  types  of  engines,  inch/ding  Mercedes, 
Benze,  etc,  also  fully  qualified  R.A.F.  Pilot, 
scouts  and  two  seaters,  desires  position  where 
engine  work  and  flying  can  be  continued.  -  - 
J.  C,  "Valetta,"  King  Edward's  Avenue, 
Shirley,  Southampton. 

As  Aerodrome  Manager  or  similar  position, 
Flight  Commander  in  night-flying  scout 
squadron,  being  demobilised,  seeks  appoint- 
ment. Graduated  pilot  2%  years.  Fully 
qualified  Accountant.  Age  29  years. — Box 
No.  4704,  The  Aeroplane,  61,  Carey  Street, 

W.C.2. 


Certified  Ground  Engineer,  late  Works  Mana- 
ger and  Chief  Inspector,  seeks  similar  posi- 
tion. 10  years'  Aircraft;  11  years'  general 
experience.  Highest  credentials.  Land 
machines  and  Flying-boats. — -Box  No.  4705, 
The  Aeroplane,  61,  Carey  Street,  W.C. 2. 

Draughtsman,  first-class,  seeks  position  in 
Aircraft  Designing  Dept.  Technical  College 
training ;  excellent  references.  London  area 
preferred. — Box  No.  4708,  The  Aeroplane, 
61,  Carey  Street,  W.C. 2. 


ENGINEERING. 

British  Correspondence  School  of  Aeronautics 

(Estab.  1908). — Engineering  course,  17s.  6d. 
Advanced  course  in  design,  engines,  draughts- 
manship, 42s.  Diplomas  granted. — Penning- 
ton's, 254,  Oxford  Road,  Manchester. 


MODELS. 

Model  Petrol  motors.  £  h.p.,  tooled  or  rough; 
interesting ;  Water-cooled  or  Air-cooled.  List 
jd. — Littleover  Aeros,  Derby. 

Model  Aeroplane.  Flies  £  mile,  circular 
flight,  carriage  paid,  4s. — Dept.  C,  Bristol 
Model  Aeroplane  Depot,  Eastville,  Bristol. 


PARTNERSHIPS. 

Will  Ex=Officer  contemplating  passenger  fly- 
ing and  Exhibitions  this  Season  communicate 
with  "  Finance.  "—Box  No.  4699,  The  Aero- 
plane, 61,  Carey  Street,  W.C. 2. 

Joyriding  Partnership. — Aviator  owning  2- 
seater  biplane  and  registered  aerodrome,  de- 
sires sell  half  interest  machine  and  flying 
rights.  ^300.  Investor  to  do  piloting.  Esti- 
mated takings  next  three  months,  ;£?,ooo. 
References  required. — State  experience  and 
age. — -Box  No.  4700,  The  Aeroplane,  61, 
Carey  Street,  W.C. 2. 


HAULAGE. 

Steam  and  Petrol  Motor  Wagons  for  Hire,  for 

timber  transport. — Apply,  Silwood  Storage 
Co.,  Ltd.,  7,  Victoria  Street,  Westminster, 
S.W.    Telephone,  Victoria  6882. 


KINDLY    MENTION    "  THE 


AEROPLANE ' 


WHEN    CORRESPONDING    WITH  ADVERTISERS. 


96 


The  Aeroplane 


July  2,  1919 


MISCELLANEOUS  AND  TRADE. 

Lamplough  Radiators. — New  designs,  in- 
creased efficiency.  Radiators  repaired  or  re- 
made. Private  and  commercial  cars  over 
hauled,  repaired  and  refitted  for  the  road. 
First-class  staff  and  machinery  available  for 
the  best  work. — Lamplough  &  Co.,  Highfield 
Works,  Feltham,  Middlesex.  'Phone  33  Felt- 
ham. 

Model  Maker;  inventors'  suggestions  com- 
pleted ;  mechanical  engineer  ;  25  years'  experi- 
ence.— Greene,  6,  Trenmar  Gardens,  College 
Park,  N.W.10. 

"  M.S.C."  Model  Aeroplanes  and  Accessories. 
Single  Propeller  Monoplane.    Size  21  ins.  by 

18  ins.    Price  3s.  6d. 
Single  Propeller  Monoplane.    Size  16  ins.  by 

15  ins.    Price  2s.  6d. 
(Postage  and  Packing  6d.  extra). 
"  M.S.C."  Carved  Propellers. 

3d.  per  in.  up  to  12  ins.    Postage  3d. 
M.S.C."  Bentwood  Propellers. 

id.  per  in.  up  to  12  :ns.    Postage  3d. 
Strip  Rubber. 

is.  and  is.  4d.  per  doz.  yards.  Postage  2d. 
Rubber  Lubricant. 

6d.  per  tin.    Postage  2d. 
Trade  enquiries   invited.    Catalogue  in  pre- 
paration.— Messrs.    Murray,    Son    and  Co., 
387a,  High  Road,  High  Cross,  Tottenham, 
N.    Telephone:  Tottenhim  178. 

The  Royal  Air  Force  Aid  Committee  and 
Prisoners'  Fund.— This  Fund  closed  on  June 
30th.  Any  Outstanding  Accounts  and  Claims 
should  be  sent  in  fortJhvitn  to  the  Secretary, 
Surrey  House.  Marble  Arch. 

Technical  Drawings  for  Jigs,  Tools,  Patent 
Specs.,  etc.  Ideas  developed. — S.  M.,  Design 
Office,  108,  Gibbon  Road,  Kingston,  Surrey. 


AIRCRAFT  PARTS. 

Hardwood  for  Aeroplanes. — Specially  Selected 
air-dried  timber  as  supplied  to  leading  con- 
structors in  Britain  and  the  Continent.  Silver 
Spruce,  Ash,  Poplar ;  Hickory  and  Ash 
Skids  ;  Three-ply  ;  Thin  Cedar  and  Mahogany 
for  Floats  ;  Walnut  for  Propellers. — William 
Mallinson  and  Sons,  Ltd.,  Hackney  Road. 
'Phone,  3845  Central,  4770  Wall. 

Tapes,  Webs,  Cords  and  Threads  in  all  quali- 
ties suitable  for  Aircraft  Work.  Delivery  from 
stock. — John  MacLennan  and  Co.,  30,  New- 
gate Street,  London,  E.C.i.  (See  Advertise- 
ment Page  IV  of  Cover  and  Buyers'  Guide). 


AEROPLANE  LECTURES  NOTE  BOOK. 

Students  attending  lectures  on  aeroplanes 
and  aero-engines  find  the  task  of  note-taking 
very  trying  if  they  would  keep  their  attention 
fixed  on  the  lecturer.  Mr.  O.  Ford-Jones,  as 
the  result  of  his  observation  of  the  student's 
need,  has  devised  a  loose-leaf  note-book.  One 
set  of  leaves,  40  in  number,  is  for  "Particulars 
of  Aeroplane,"  a  second  for  "Particulars  of 
Engine."  All  the  student  has  to  do  is  to  insert 
notes  in  the  spaces  left — thus  : 

Speed  :  Flying  m.p.h.  Landing  m.p.h. 

Maximum  m.p.h 

The  book  will  fit  into  an  ordinary  pocket, 
and  the  essentials  of  40  lectures  can  be  re- 
corded with  a  minimum  of  trouble.  The  leaves 
can  be  easily  removed  for  ultimate  filing.  The 
Aeroplane  Note  Book  costs  5s.  net ;  refills,  2s. 
net  per  set.  Order  of  any  newsagent  or  direct 
from  : — 

The   Aeroplane  &i   General  Publishing  Co., 
Ltd.,  61,  Carey  Street,  W.C.2 


FOR  SALE. 

ACETONE, 

To  Government  Specification. 
QUANTITY   FOR  SALE 

in  original  iron  drums,  about 
7  cwt. 

,     Apply  Box  280, 
Smith's    Advertising    Agency  Ltd., 
100,  Fleet  Street,  E.C.4. 


Transfers.  Firms  requiring  Transfers  should 
write  to  the  makers. — A  Bird  &  Co.,  Latimer 
Street,  Birmingham. 

Sunbeam,  150  h.p.  8-cylindcr,  and  225  h.p.  12- 
cylinder  Aero  Engines.  Guaranteed  as  new, 
for  sale. — Apply,  The  Cambridge  Automobile 
and  Engineering  Co.,  Ltd.,  21,  Hobson  Street, 
Cambridge. 

Important  to  Shop  Stewards  and  Secretaries 
of  Tool  Clubs. — The  above  are  invited  to  write 
for  special  terms  for  Caliper  Gauges  to  Ascol 
Caliper  Gauge  Dept.,  "  Ascol  "  House,  125, 
Long  Acre,  W.C.2. 


Tarpaulins  for  Sale,  repair  ■  J  and  redre? sed, 
Rail  .truck  sheets  London  works,  also  few 
new  waterproof  sheets. — For  particulars 
write  Johnston,  12,  Broughton  Road,  Croydon. 


CALDRON, 

FITTED  WITH  . 

70-h.p.  RENAULT 

engine — new  condition — complete  with  instru- 
ments ;  detachable  dual  control ;  26  gallon 
Petrol  Tank.  Machine  in  splendid  tune. 
Engine  revs,  at  slightly  over  1,800  and  flies 
nicely  with  a  passenger  at  1450  revolutions. 
Any  test  given,  and  can  be  seen  by  appoint- 
ment.   Price  300  guineas.    Also  : — 

125-h.p.  ANZANI 
engine,  fitted  with  collecting  exhaust  pipes, 
Zenith  carburettor,  2  magnetos,  throttles  down 
to  a  nicety.    Price  150  guineas. — Apply  Box 
No.  4698,  The  Aeroplane,  61,  Carey  Street, 

W.C.2. 


Large  Business  Premises  for  Sale  (after  amal- 
gamation), near  Bristol.  Closj  to  Railway 
Station.  Room  for  Siding.  Water  Power. 
Near  Collieries.  Suit  any  business,  especially 
Aeroplane  Manufactory.  —  Apply  John 
Thatcher,  Midsomer  Norton,  near  Bath. 


E.N.V.  40  h.p.  Aero  Engine,  practically  new. 
Quantity  of  Aeroplane  parts,  struts,  planes, 
steel  wire  tighteners,  etc.  ;£6o. — H.  Piffard, 
18,  Addison  Road.  Bedford  Park,  W.  Tel.  : 
504,  Chiswick. 


COMPLETION  OF  GOVERNMENT  CON 
TRACT.— For  disposal,  about  20  F.2.B. 
(Bristol  Fighter)  Fuselage,  with  Engine 
Bearers.  Also  complete  sets  of  Metal 
Fittings  and  Bracing  Wires  for  F.E.2.B.  or 
similar  Main  Planes. — Box  No.  4706,  The 
Aeroplane..  61,  Carey  Street,  W.C.2. 


PUBLICATIONS. 

Sixpence  Post  Free.—  Technical  Essays  of  an^ 
Aviator  by  W.  R.  D.  Shaw.  60  pages.  IllusJ 
trated.  World  on  Wings  Publicity  Bureaw 
(Registered),  180,  Sutherland  Avenue,  Maida 
Vale,  London,  W.9. 

The  following  books  may  be  obtained  fost 
free  by  application  to 

The  Aeroplane  and  General  Publishing  Co., 
Ltd.,  Union  Bank  Chambers,  61,  Carey 
Street,  W.C.2  :— 

McCudden's  "Five  Years  in  the  R.F.C.,"  8s. 

Butler's  "Plain  Impressions,"  2s.  9d. 

Sylvester's  "The  Design  and  Construction  of 
Aero  Engines."   6s.  6d. 

Loening's  "Military  Aeroplanes,"  22s. 

Richthofen's  "The  Red  Air  Fighter"  (2nd 
Edition),  3s.  9d.  . 

..  . ■  '  -_■   •'  -,  -        -  T 

Blakeney's  "How"  an   Aeroplane   is  Built" 

(2nd  Edition),  5s.  4d. 

Dixie's  "Air  Navigation  for  Flight  Officers," 
lis. 

Saundby's  "Flying  Colours"  (Popular  Edi- 
tion), 15s.  6d.    Edit.on  de  Luxe,  £2  2s. 

Barber's    "  The    Aeroplane    Speaks  "  (7th 

Edition),  9s. 

Barber's  "  Aerobatics,"  lis. 
Barber's  "Airy  Nothings,"  3s.  9d. 
Aviation  Pocket  Book,  6s.  4d. 
Songs  of  the  Submarine,  2s.  3d. 
Ballads  of  the  Flying  Corps,  2s.  9d. 
The  Flying  Book  (1918  Edition),  5s  4d. 
Practical  Flying,  5s.  id. 

"  The  £  S  D  of  Flying "  (Commercial 
Aviation  and  Its  Possibilities).  By  Captain 
Arthur  S  win  ton,  6s.  4d. 

Selwyn's  Metric  Conversion  Tables,  2s.  9d. 

"The  Revelations  of  Roy,"  Air  Mechanic 
(With  Apologies  to  Artemas),  Is.  3d. 

"The  Aeroplane,"  Vols.  XIII,  XIV,  XV,  2Ss* 

net  each. 

"  The  Aeroplane,"  Vols  IX,  X,  XI,  XII,  21s. 
net  each. 


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The  A 


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in 


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THE 


BRITISH  WRIGHT  | 

CO.,  LTD. 

Owners  cr  the  British,  Italian  and  Belgian  Patents 
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Manufacturers  of 

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Airshipo, 
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Statoscopes,   Recording  Manometers, 
Wind  Speed  Recorders. 

Owing  to  the  termination  of  hostilities  and  the  consequent 
reduction  in  Government  requirements,  the  aeronautical  la 
struments  hitherto  restricted  to  Government  machines,  are  now 
available  for  private  use.  Aircraft  Manufacturers  are  therefore 
invited  to  let  us  know  their  requirements  for  aeronantlcal 
instruments  for  application  to  aircraft  for  commercial  and 
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To  enable  the  management  to  keep  track  of  time  and 
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IV 


The  Aeroplane 


CONTRACTORS  TO  THE  ADMIRALTY  AND  AIR  MINISTRY. 


SHORT  BROTHERS, 

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AND 


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C.  E.  MATTHEWS  &  CO.,  LTD. 

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%  MaanfactTert  ef  Aeronautical  Tapet  and  Spindle  Wcbi  from  U 

CONTRACTORS    TO   tt.M.  GOVERNMENT. 

The  first  factory  in  the  heart  of  London  making  this  class  of 
smallwares  in  cotton,  jute,  linen  and  flax  webs,  etc. 


Our  travellers  will  eeUl  ufon  you  with 
tsmflet  o*  rtttipt  of  letter  or  'phone  cmll. 


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-  Contractors  , to  H  .  M.  Government. 

Aero^l  TAPES.  WEBS,  CORDS  &  TH  READS 


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JOHN  MACLENNAN  &  C9. 

30.NEWGATE    ST.,  LONDON  ,  E.C.I. 

[  AND  AT  GLASGOW.) 


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Printed  for  The  Aeroplane  and  Gi \i  k  \i.  Publishing  Co.,  Ltd.,  by  Bonner  &  Co.,  The  Chancery  Lane  Press,  Rolls  Passag' 
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THE  AEROPLANE-JULY  9.  1919  |||||||||||||||||||||||||||||||||||||||!1IIIIIIIIIIIIIIM^ 


Vol.  XVil.  No.  2. 


SIXPENCE  WEEKLY. 


I"  Registered  at  the  G.P.O. 
L        as  a  Newspaper. 


John  D 

and  Co.  (NEWCASTLE-ON-TYNE),  Ltd. 


awson 


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THE  AERO  WIND 
SHIELD  THAT  WAS 
PROVED    BY  WAR. 

AUSTER  LIMITED 
London : 

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Birmingham 

Crown  Wks,  Barford  St. 


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The  Aeroplane 


July  9,  1919 


The  "All  British"  Pioneers 
of  the 

jTJAircraft  Propeller  Industry. 


Our  long  experience  ensures  effec- 
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The  Aeroplane 


97 


THE     BROLT     ELECTRIC  LIGHTING 
AND    STARTING  EQUIPMENT 

is  the  outcome  of  a  life-long  study  of  the  electrical  equipment  of 
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dynamo  on  the  market. 

<J  The  Brolt  Starter  is  the  lightest  and  most  powerful 
machine  for  its  size.    Its  positive  and  silent  gear-drive 
has  placed  it  in  a  class  far  beyond  all  others. 

Write  for  Brolt  Catalogue. 


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98 


The  Aeroplane 


July  9,  1919 


WRITE  FOR 
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HIGH  ST.,  MERTON,  and  HENDON 


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thaD  the  AUSTER-TRIPLEX  AERO  WIND 
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/""\UR  Experimental  Department,  employing  eminent 
Specialists,  works  ceaselessly  toward  improve- 
ment—  greater  certainty  —  bigger  and  better  things. 

Our  new  types  of  Passenger  Machines  embody  the  last  word 
in  aeronautical  design.  Let  us  show  you  our  "Sporting," 
"  Mail  Carrying  "  and  "  Passenger  Pullman  "  Machines  in  the 
air  put  to  practical  test.  Compare  them  with  others  before 
placing  orders. 

TO 


BOULTON  6  PAUL. 

Makers  of  Aircraft.  NORWICH 


Telegrams: 
'Aviation. 
Norwich'. 


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JULY  9, 
1919. 


TmAEROPM 


NE 


VOL.  XVII. 

No.  2. 


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ON    R  34. 


A  full  account  of  the  voyage  of  R.34  from  Edinburgh 
to  New  York  will  be  found  in  the  later  pages  of  this 
paper,  where  Brigadier-General  Maitland's  log  is  given 
in  full,  together  with  a  complete  record  of  the  signals 
made  by  the  ship  during  her  voyage.  Meantime  the 
feat  calls  for  a  certain  amount  of  editorial  comment. 

In  the  first  place  all  writers  on  the  subject  seem  to 
have  forgotten  how  much  of  the  success  of  R.34  is  due 
to  the  pioneers  of  airship  work  in  this  country.  The 
impression  seems  to  exist  that  airships  have  been  de- 
veloped entirely  during  the  war.  As  a  matter  of  fact 
very  much  good  work  was  done  long  before  the  war. 

Much  as  we  all  admire  the  industry  and  the  engineer- 
ing ability  of  those  who  produced  the  excellent  Zeppelin 
airships,  of  which  R.33  and  R.34  are  frequently  supposed 
to  be  merely  very  good  copies,  it  must  not  be  forgotten 
that  the  Zeppelins  themselves  owed  much  to  British 
experiments.  At  a  time  when  the  Zeppelins  were  ugly 
slab-sided,  ill-shaped  craft,  we  in  this  country  produced, 
at  the  Vickers  works  at  Barrow,  a  ship  which  was -of 
good  streamline  shape,  with  symmetrical  rudders,  eleva- 
tors, and  tins,  very  like  the  Zeppelins  of  six  or  seven 
years  later. 

This  ship,  which  was  jestingly  nicknamed  the  "May- 
fly," wras  a  failure  because  of  structural  weaknesses  due 
to  sheer  inexperience,  but  if  those  responsible  for  the 
ship  had  had  money  placed  at  their  disposal,  as  had  the 
makers  of  the  Zeppelins,  there  can  be  no  doubt  that  by 
the  outbreak  of  war  our  airships  would  have  been  as  far 
in  advance  of  the  German  craft  as  were  our  Trade- 
designed  aeroplanes  in  advance  of  German  aeroplanes.  As 
in  all  our  other  preparations  for  war,  our  airships  suffered 
from  the  meanness  of  self-seeking  politicians;  and  we 
paid  in  blood  during  the  war  for  the  money  we  saved 
before  the  war. 

The;  Pioneers  of  Rigid  Airships. 
The  men  to  whom  the  credit  is  due  for  what  was  good 
in  that  early  ship  were  Captain  Murray  Sueter,  R.N., 
Commanders  Masterman  and  Schwann,  R.N.,  Lieuts. 
Boothby  and  Neville  Usboruc,  R.N.,  and  Kngineer- 
Lieut.  Randall,  R.N. 

Captain  Sueter,  who  became,  later,  a  Commodore  and 
a  C.B.,  never  lost  his  faith  in  airships,  but,  as  Director  of 
the  Air  Department  at  the  Admiralty,  being  limited  as  to 
the  money  he  could  spend  and  being  extraordinarily 
far-sighted,  he,  in  association  with  Mr.  Winston 
Churchill,  spent  what  money  was  available  in  building 
many  aeroplanes  and  seaplanes  instead  of  one  or  two 
big  airships,  and  thereby  saved  the  British  Aircraft 
Industry  from  extinction,  thus  saving  the  Royal  Flying 
Corps  in  the  Field  at  its  most  critical  periods,  and  so 
saving  the  British  Army  from  heavy  losses.  To  him  in 
his  retirement  we  as  a  nation  owe  a  deep  debt  of  grati- 
tude for  his  work  in  helping  us  to  our  present  position 
as  the  leading  Air  Power,  both  in  airships  and  aeroplanes. 

Commander  Masterman  became  Brigadier-General, 
R.A.F.,  and  was  given  a  C.B.E.  and  an  A.F.C.  for  air- 
ship work.  Commander  Schwann  became  Brigadier- 
General  Swann,  C.B.,  R.A.F.,  and  did  much  excellent 


seaplane  work,  besides  being  for  a  period  Deputy  Chief 
of  the  Air  Staff. 

Lieut.  Usborne  was  killed  in  a  combined  aeroplane  and 
airship  accident  about  half-way  through  the  war,  and 
Engineer-Lieut.  Randall  is  lost  somewhere  in  the  wilder- 
ness of  the  R.A.F.  Lieut.  Boothby,  now  Lieut.-Col. 
R.A.F.,  has  remained  faithful  to  airships,  and  has  done 
much  valuable  work  during  the  war,  both  in  training 
personnel  and  in  experimenting  with  airships,  to  assist 
the  airship  section  of  the  R.A.F.  in  attaining  success. 
One  regrets  that  he,  as  the  sole  pioneer  of  British  rigid 
airships  who  is  an  active  airship  officer,  had  not 
the  reward  of  commanding  R.34  on  her  historic  voyage. 
None  the  less  he  has  the  satisfaction  of  seeing  his  life's 
work  crowned  with  success,  and  of  being  justified  in 
his  faith. 

Another  Pioneer. 
The  senior  officer  on  board  R-34,  Brig. -General  E.  M, 
Maitland,  C.M.G.,  D.S.O.,  though  not  one  of  the  pioneers 
of  rigid  airships,  is  at  any  rate  a  pioneer  of  British  aero- 
nautics, for  one  first  met  him  when  he  was  making 
strenuous  efforts  to  induce  a  Voisin  biplane  to  fly  at 
Doncaster  in  1909,  and  long  before  that  he  was  an  ardent 
balloonist.  He  continued  to  experiment  with  aeroplanes, 
and  in  1910  or  1911  he  smashed  both  his  ankles  in  a 
crash  with  a  machine  of  his  own. 

Not  at  all  disheartened,  he  continued  to  fly,  and  joined 
the  R.F.C.  at  its  formation,  being  then  a  Captain  in 
the  Essex  Regiment.  Eventually  he  took  his  aeroplane 
pilot's  certificate  in  France.  Then  he  transferred  to  the 
little  non-rigid  Army  airships,  and  commanded  No.  1 
Squadron  R.F.C.  (Airships  and  Balloons)  at  Farnborough 
until  the  Navy  took  over  the  airships,  when  he  trans- 
ferred, along  with  several  other  Army  officers,  to  the 
service  of  the  Admiralty. 

While  serving  with  the  Army  airships  he  acquired  the 
distinction  of  being  the  first  person  to  leave  a  moving 
airship  by  parachute.  Later  on  he  became  the  chief 
apostle  of  parachutes  in  this  country,  and  it  is  to  bis 
determination  ill  preaching  parachutes  and  Iiis  continual 
personal  demonstrations  of  their  reliability  and  utility 
that  many  of  our  officers  and  men  owe  their  lives  to-day. 
And,  but  for  the  obtuseness  and  obstinacy  of  those  who 
refused  to  fit  parachutes  to  aeroplanes,  in  spite  of  General 
Maitland's  advocacy,  many  other  lives  might  have  been 
saved  during  the  war. 

General  Maitland,  then  a  Wing-Commander  R.N.A.S., 
was  also  responsible — jointly  with  Lieut. -Colonel  (then 
Squadron-Commander)  DelaCombe — for  the  introduction 
of  kite-balloons  to  the  British  Navy  and  Army.  Some- 
day one  will  tell  the  whole  of  the  story  of  that  intro- 
duction, which  is  one  of  the  funniest  of  the  whole  war, 
but  meantime  it  may  be  accepted  as  history  that  but  for 
General  Maitland's  appreciation  of  the  military  possi- 
bilities of  K.Bs.  and  Colonel  DelaCombe's  appreciation 
of  their  naval  possibilities,  and  their  ability  in  over- 
coming obstructionists  in  both  Services,  we  should  have 
remained  for  a  very  long  time  without  those  useful  if 
inelegant  aids  to  war. 


102 


The  Aeroplane 


July  9,  1919 


For  a  long  time  General  Maitland  was  in  charge  of 
all  K.B.  work  for  the  R.N.A.S.,  but  eventually  he  carne 
back  to  airships  as  such.  To-day  he  is  Director  of 
Airship  Equipment,  a  post  which,  if  not  quite  big  enough 
to  give  his  ability  full  scope,  does  at  any  rate  assure 
that  some  of  his  knowledge  is  turned  to  good  account. 

His  presence  on  R.34  as  representative  of  the  Air 
Ministry  is  eminently  satisfactory,  for.  if  not  one  of  the 
pioneers  of  rigid  ships  he  is  at  least  in  the  direct  apostolic 
succession,  and  is  a  pioneer. 

Congratulations. 

( >ne  has  not  the  honour  of  knowing  any  of  the  operat- 
ing crew  of  the  ship,  so  one  cannot  write  of  their  Service 
records,  but  their  selection  for  the  voyage  is  a  guarantee 
of  their  experience  and  their  success  is  proof  of  their 
ability.  To  Major  ScoU,  as  skipper,  one  offers  the 
heartiest  congratulations  on  having  commanded  the  first 
airship  to  cross  between  the  Old  and  New  Worlds. 

Also  one  congratulates  Major  Pritchard  on  being  the 
first  to  set  foot  on  American  soil  after  arriving  by  air 
from  Europe.  One  hopes  that  these  officers  and  the 
whole  crew  of  R.34 — including  the  stowaway — will  be 
suitably  decorated  on  their  return  to  England. 

Some  Minor  Reflections. 
It  is  true  that  R.34  was  only  some  6  hours  faster  from 
shore  to  shore  than  the  record  voyage  of  the  s.s.  "  Aqui- 
tania,"  and  one  believes  that  she  was  considerably  slower 
than  the  super-battle-cruiser  (said  to  be  "  Glorious  ") 
which  took  Mr.  Balfour  to  America  in  1917,  and  is  re- 
ported to  have  done  the  journey  from  Queenstown  to 
Sandy  Hook  and  back  inside  six  days.  But  it  must  be 
remembered  that  the  whole  journey  was  an  experiment, 

\ 

PEACE  CELEBRATIONS. 

Tibe  Air  Ministry  made  the  following  announcement  on  July  3rd  . 

In  order  10  prevent  useless  applications  and  to  avoid  dis- 
appointment it  is  made  known  that  it  will  not  be  possible  to  per- 
mit Service  aircraft  to  be  lent  for  the  purpose  of  giving  exhibition 
flights  during  the  Peace  and  other  celebrations. 

A  SUCCESSFUL  WAR  CHARITY. 

The  Royal  Air  Force  Aid  Committee  and  R-A.F.  Prisoners 
Fund,  which  has  Lady  Henderson,  D.B.E.,  for  its  President  and 
Chairman,  has  issued  its  final  report,  of  which  the  following  is 
a  brief  resumed 

Lady  Henderson  began  till i s  work  on  Oct  9th,  1914,  and  im- 
mediately raised  .-£9,000,  which  sum  was  expended  upon  small 
necessities  for  every  man  in  each  squadron  in  France,  until  those 
articles  could  be  bought  at  canteens,  when  the  C.Os.  of  the 
squadrons  requisitioned  comforts  in  bulk. 

Hundreds  of  flying  suits  and  goloshes  were  sent  out  during  the 
first  winter,  and  mackintoshes,  gum  boots  and  oilskins  were  dis- 
patched, until  they  became  a  Government  issue. 

The  following  statistics  show  the  articles  sent  during  the  war 
to  all  Fronts  : — 

4,000  books,  5,700  Cardigans,  615  footballs,  5,00c  games,  16) 
gramophones,  1,000  records,  5,160  gujn  boots,  26,250  handker- 
chiefs, 6,800  helmets,  9,500  mittens  and  gloves,  11,800  mufflers, 
6,550  oilskins,  850  shirts  and  vests,  202,335  small  parcels,  70,000 
socks,  and  15,000  sundry  articles. 

Early  in  1915  "first  capture"  food  parcels  were  sent  to  each 
R.A.F.  prisoner.  In  many  cases  relations  of  prisoners  asked  the 
Committee  to  buy  the  food  and  send  out  parcels.  This  led  to  the 
institution  of  a  department  where  inquiries  about  the  missing 
cculd  be  made.  Clothing,  supplied  by  tlhe  War  Office,  and  food 
parcels,  were  sent  to  all  N.C.Os.  and  men  prisoners 

In  October,  1914,  a  Fund  was  inaugurated  by  Mrs.  Sueter  for 
supplying  comforts  for  the  men  of  the  Royil  Naval  Air  Service, 
and  for  three  and  a  half  years  the  ratings  at  all  the  R.N.A.S. 
Stations,  both  at  Home  and  abroad,  were  provided  with  wanm 
garments,  books,  games,  gramophones,  cigarettes,  etc.,  about 
200,000  articles  being  distributed.  On  the  amalgamation  of  the 
two  Flying  Services,  it  was  thought  advisable  that  there  should 
be  only  one  joint  Fund  for  dispensing  Comforts;  so  in  June,  1918, 
the  R.N.A.S.  Comforts  Fund  combined  with  the  R.A.F.  Aid 
Committee. 


and  no  risks  were  taken.  It  was  better  to  go  slow  and 
get  there  than  to  drive  all  out  through  whatever  weather 
might  occur  and  risk  running  the  engines  to  death  or 
shaking  the  ship  to  pieces.  Now  that  the  trip  has  been 
done,  other  airships  can  start  going  for  trans-Atlantic 
records,  as  the  steamships  did. 

Also  it  is  a  fact  that  the  distance  covered  was  very 
much  less  than  that  covered  by  the  Zeppelin  which  flew 
from  Bulgaria  to  a  point  far  south  of  Khartoum  and 
back,  in  November,  1917.  The  time  spent  in  the  air  by 
R.34  was  also,  apparently,  less.  But  here  again  the 
whole  trip  was  an  experiment,  and  North  Atlantic 
weather  in  July  is  less  settled  than  North  African  weather 
in  November. 

Future  Developments. 

With  further  experience  the  speed  of  the  airship  will 
become  higher  and  higher,  and  its  range  will  become 
longer  and  longer,  till  it  becomes  the  recognised  vehicle 
for  high-speed,  long-range  passenger  transport.  It  will 
probably  be  true  always  that  the  speed  of  the  fastest 
aeroplane  will  be  double  that  of  the  fastest  airship,  but 
when  the  airship  attains  a  speed  of  100  miles  an  hour 
it  will  be  fast  enough  for  practical  purposes,  and  it  will 
have  the  advantage  as  a  load-carrier. 

At  an  early  date  one  proposes  to  publish  a  Special 
Airship  Issue  of  The  Aeroplane  and  to  give  therein  as 
much  information  as  is  available  concerning  the  world's 
airships.  It  will  there  be  shown  that  the  airship  is  a 
much  more  practical  vehicle  than  many  people  think. 
Meantime  it  may  be  taken  that  the  voyage  of  R.34  is 
merely  a  demonstration  to  the  populace  of  the  future 
possibilities  of  airships.  One  congratulates  the  officers 
and  crew  of  the  ship  again  on  the  success  of  their 
demonstration. — C.  G.  G. 


AIR  MINISTRY  WEATHER  BULLETINS. 

The  Air  Ministry  issued  the  following  on  July  3rd  :  — 

An  interesting  testimony  to  the  accuracy  of  the  official  bulletins, 
compiled  by  the  Air  Ministry,  of  the  weather  conditions  along  the 
Atlantic  course,  is  furnished  by  a  comparison  of  the  Air  Ministry 
weather  charts  with  those  which  were  formulated  independently 
by  the  United  States  Navy  in  conjunction  with  the  Right  of  the 
N.C.  Flying-boats  to  Europe. 

Considering  the  size  of  the  Atlantic  and  the  small  number  of 
weather  observations  received,  it  might  have  been  expected  that 
there  would  be  considerable  differences  between  the  two  sets  of 
charts.  This,  however,  has  not  been  the  case ;  in  fact,  the  close 
agreement  obtained  is  extraordinary. 

This  result  is  equally  gratifying  to  the  Air  Ministry  and  U.S. 
Navy  forecasters,  and  it  is  all  the  more  noteworthy  when  it  is 
realised  that  the  amount  of  information  at  the  disposal  or  the 
Air  Ministry  was  much  less  than  that  available  to  the  U.S.  Navy 
from  the  fleet  of  destroyers  and  battle  ships  engaged  in  the 
operations  involved  in  the  U.S.  trans-Atiantic  flight. 

It  should  be  understood,  so  far  as  the  Atlantic  area  was  con- 
cerned that  in  the  case  of  the  Air  Ministry,  the  information  on 
which  the  bulletins  were  based  was  obtained  gratuitously, 
through  the  Marconi  Wireless  Telegraphy  Company,  from  the 
reports  of  liners  and  cargo  ships,  and  these  observations  were  it 
limes  inclined  to  be  erratic  and  incompiPte,  whilst  the  U.S. 
meteorologists  had  the  benefit  of  data  obtained  fiom  warships 
provided  primarily  for  the  purpose.  Observations  of  the  weather 
on  both  sides  of  the  Atlantic  had  also  to  l>e  taken  into  considera- 
tion, and  this  information  was  available  both  to  the  Air  Ministry 
and  to  the  U.S.  Authorities. 

The  lesults  secured  by  the  Air  Ministry  irdicate  that  trained 
meteorologists  can  in  most  cases  give  as  accurate  information  of 
the  Atlantic  wieather  from  reliable  weather  reports  received  from 
merchant  vessels  and  liners  as  from  those  received  from  a  string 
of  destroyers.  The  future  of  civil  aviation  will  undoubtedly  see 
a  great  development  of  this  system  of  obtaining  observations  for 
the  compilation  of  weather  reports. 

THE  PORTRAIT  SUPPLEMENT. 

No  doubt,  many  readers  of  this  paper  will  wish  to  purchase 
copies  of  the  photograph  of  General"  Trench  ird  which  appears  in 
this  issue  of  The  Aeroplane.  Inquiries  as  to  prices  should  be 
sent  (together  with  an  intimation  as  to  the  size  of  photograph 
required)  to  the  owners  of  the  copyright,  Messrs.  J.  Russell  and 
Sotls,  51,  Baker  Street,  W.i. 


MAJOR-GENERAL  SIR  HUGH  MONTAGUE  TRENGHARD,    K.C.B.  D.S.O. 

Chief  of  the  Air  Staff. 


MAJOR-GENERAL  SIR  HUGH  MONTAGUE  TRENGHARD,    K.C.B.  U.S.O.. 

Chief  of  the  Air  Staff. 


July  q,  1919 


The  Aeroplane 


103 


T/H  WORLD 


WNAUTKS 


^NEWS  OF  THE  WEEK*  FROM  ALL  QUARTERS 


An  American  Bolo. 

The  aircraft  industry  of  America  is  clamouring  for  a  con 
solidated  Air  Service  and  an  Air  Ministry  on  the  British  lines. 

Now  that  the  war  is  over  perhaps  no  very  great  harm  would 
be  done. 

Official  News. 
Major-General  the  Right  Hon.  J.  E.  B.  Secly,  C.B.,  C.M.G., 
D.S.O.,  M.P.,  Under  Secretary  of  State  for  the  Air,  contributed 
an  article  to  the  "Times"  of  July  4th.  It  is  16  inches  in  length, 
and  it  states  that  "America  was  the  first  birthplace  of  practical 
flight."    One  regrets  that  its  second  /birthplace  is  not  mentioned. 

The  Gentlemanly  Thing, 

The  following  letter  appeared  in  the  June  issue  of  the 
"Chloride  Chronicle."  One  believes  it  Is  to  be  taken  with  a 
little  chloride  of  sodium  : — ■ 

Dear  Sir, — I  am  always  anxious  to  do  the  gentlemanly  thing, 
but,  though  I  have  looked  through  quite  a  number  of  books  on 
"Etiquette,"  I  cannot  find  anything  about  flying,  which  is  what 
I  am  worried  about,  and  I  hope  you  won't  mind  my  asking  your 
advice. 

I  am  dead  keen  on  flying,  and  have  saved  up  two  guineas 
which  is  the  lowest  price  for  a  flight  at  Hendon  (no  reduction  for 
children).  It  has  taken  me  ages  to  do  it,  but  I  don't  grudge  the 
money.  The  awkward  part  is  I  have  just  got  the  exact  sum,  and 
I  wonder  if  you  are  supposed  to  give  the  pilot  sixpence  for  himself 
like  you  do  a  taxi?  That  would  mean  waiting  -.1  little  longer — 
perhaps  a  week — tout  I  want  to  do  the  proper  thing,  especially  if 
it's  Grahame-White. — Yours,  etc.,  G.  T. 

P-S. — All  the  same,  I  don't  see  how  it  could  make  any  differ 
ence  to  the  sort  of  flight  they  gave  you,  because  the  aviator 
wouldn't  know  what  he  was  going  to  get  till  he  had  landed— 
would  he? 

London's  Pride. 

According  to  the  "Daily  Telegraph"  of  July  4th,  at  the  meeting 
«f  the  Westminster  City  Council,  it  was  decided  to 
erect  tablets  at  places  which  were  struck  by  bombs  in  air  raids 
during  the  war.  There  are  nineteen  such  places  in  the  West- 
minster area,  and  according  to  a  police  return  seventy-eight 
people  were  killed  and  167  injured  in  this  district  during  hostile 
air  raids.  The  tablets  will  be  fixed  subject  to  the  consent  of 
the  owners  and  occupiers  of  the  properties  affected.  The  cost 
of  the  tablets  will  be  ^£,"266.  Chelsea  is  the  only  other  borough 
council  affected  which  is  in  sympathy  with  the  proposal,  as 
Hammersmith,  whilst  in  favour,  had  the  agreeable  fact  to 
record  that  no  bombs  fell  within  the  borough  area.  Nine  other 
borough  councils  were  not  in  favour  of  the  proposal — Bermond- 
sey,  Camberwell,  Deptford,  Lambeth,  St.  Pancras,  Shoreditch, 
Southwark,  Wandsworth,  and  Woolwich.  From  the  other 
seventeen  borough  councils  and  the  Corporation  of  London  no 
replies  were  received.  One  of  the  members  of  the  council, 
whose  house  was  among  those  struck,  said  he  was  opposed  to 
the  proposal,  which  he  regarded  as  a  waste  of  public  money. 
The  members  in  favour  of  the  proposal  numbered  eighteen,  and 
eleven  voted  against." 

One  presumes  that  it  will  be  a  great  joy  to  those  who  gained 
honour  and  wealth  by  evading  service  to  show  these  tablets  to 
their  offspring  who  ask  :  "  What  did  you  do  in  the  great  war, 
daddy?  "  They  will  then  be  able  to  boast  ihat  though  the 
bombs  rained  down  on  London  they  refused  to  leave  their  in- 
dispensable labour  of  inserting  currants  into  buns  for  the  troops 
in  order  that  they  might  escape  to  the  comparative  safety  of  the 
sheltered  trenches  in  France. 

One  recalls  that  after  the  execution  of  the  Spanish  fleet  by 
the  American  Navy  at  Santiago  the  United  States  men-o'-war 
placed  commemorative  tablets  over  the  sparsely-scattered  shell 
holes  in  their  hulls,  an  idea  almost  as  grotesque  as  it  would  be 
to  suggest  that  soldiers  should  wear  an  engraved  plaque  over 
such  portions  of  their  anatomies  as  had  been  injured  in  the  war. 

The  Secrets  of  Success. 

According  to  the  "Times"  : — 

"One  thing  is  beyond  doubt  and  that  is  that  commercial  flying 
should  flourish  in  America  or  nowhere  at  all  ;  for  the  country  in 
size  and  shape  and  terrain  and  distribution  of  population  favours 
it  to  a  high  degree." 

Whereas  in  this  country  endless  fuss  is  caused  by  the  aerial 
transport  of  dogs. 


A  Useful  Warning. 

The  members  of  a  certain  Club  where  aviators  do  greatly  con- 
gi  egate  are  notorious  for  the  speed  of  their  driving  and  for  their 
careless  habit  of  leaving  cars  about  the  street.  The  Secretary 
has,  therefore,  found  it  necessary  to  issue  a  warning,  the  final 
sentence  of  which  announces  that  a  member  has  recently  been 
summoned  "for  leaving  his  car  on  the  front  of  a  house,'"  which 
is  not  part  of  the  Club's  premises. 

One  has  visions  of  the  speed  which,  despite  the  best  efforts  of 
the  brakes,  resulted  in  a  car  plastering  itself  successfully  on  the 
front  of  a  house  like  a  squashed  fly  on  a  wall,  and  one  rejoices 
that  the  driver  survived  to  be  summoned.  These  aviators  are  re- 
markably hard  to  kill. 

Definitions. 

The  American  "Aerial  Age"  is  funniest  as  a  rule  when  its 
humour  is  unintentional,  but  the  following  definitions  have  some 
merit : — 

A  designer  is  a  bunch  of  erroneous  ideas  surrounded  by  the  boss. 

A  data  book  is  a  collection  of  information  nobody  uses. 

Tracing  cloth  is  made  to  take  the  high  spots  of  ink  erasers. 

A  checker  is  a  pessimist  with  a  blue  pencil,  chronic  indigestion, 
and  no  conscience,  who  spends  his  rime  trying  to  figure  out  the 
other  way  of  doing  everything. 

The  chief  is  a  lucky  dog,  who  holds  his  job  by  taking  credit 
for  the  ideas  of  his  designer. 

Not  a  Good  Comparison. 

An  article  which  n:nst  people  will  skip  eagerly  has  appeared 
in  an  American  paper  dealing  with  the  future  of  commercial 
aviation.  The  writer  thinks  that  the  "air  industry"  should  raise 
the  cry  :  "Don't  ride,  Fly,"  thus  adopting  the  advertising  methods 
of  the  telephone  companies  whose  slogan  has  been  "Don't  write. 
Phone."  # 

But  since  the  telephones  in  this  country  became  a  State  mono- 
poly the  injunction  "Don't  write.  Phone"  is  so  often  disregarded 
fay  people  who  are  in  a  hurry  that  the  comparison  is  not  a 
favourable  one. 

Sea  Bathing  from  Aeroplanes. 

According  to  the  Liverpool  "  Journal  of  Commerce,"  "  it 
appears  that  for  commercial  purposes  large  rigid  airship  stations 
should  be  established  at  distances  of  2,000-3,000  miles  apart, 
mainly  for  trans-oceanic  traffic,  while  the  aeroplane  would  be 
used  for  brining  passengers.  ..." 

But  would  passengers  pay  to  be  brined?  Would  they  not  pre- 
fer the  old-fashioned  bathing  machine? 

An  "  R  AF.  Soldier's"  Revenge. 

When  an  R.A.F.  soldier  was  remanded  at  North  London  on 
Saturday  on  a  charge  of  damaging  a  taxicab,  the  magistrate  gave 
a  little  advice  to  the  driver. 

"  Just  a  word  of  advice.  If  you  drive  a  taxicab  always  be 
civil1  to  those  who  wish  to  hire  you.  Of  course,  I  know  you 
will  never  stop  if  signalled  to  in  the  streets,  but  do  not  pass  by 
rudelyf    Do  it  gently — a  smile  and  a  wave  of  the  hand." 

One's  entire  sympathy  is  with  the  "R.A.F'.  soldier,"  though 
this  is  the  first  time  one  has  heard  of  the  new  rating.  In  future 
when  this  taxi  driver  is  smiling  and  waving  his  hand  at  an 
"  R.A.F.  soldier,"  and  consequently  runs  over  a  staff  colonel, 
one  trusts  that  he  will  raise  his  cap  in  honour  of  the  dead. 

Highly-Organised  Apathy. 

It  is  announced  that  6,527  cars  and  lorries  and  5,282  motor- 
cycles have  been  removed  from  Kempton  Park  since  May  28th, 
and  that  the  scandal  of  all  these  vehicles  being  allowed  to  rust 
in  peace  has  come  to  an  end.  The  work  was  carried  out  by  a 
handful  of  civilians,  after  it  had  proved  too  heavy  a  task  to  be 
dealt  with  by  the  vast  resources  of  highly-organised  apathy  of 
the  military  authorities. 

A  Scandal. 

According  to  the  "  Daily  Express  "  of  July  4th: — "  A  new 
feature  of  Paris  life  is  the  aerial  sandwichman.  A  great  biplane 
came  swooping  out  of  the  skies  yesterday  between  heavy  showers 
of  rain,  and,  flying  very  low,  dropped  circulars  advertising  some- 
body's new  patent  fire-extinguisher.  The  paper  drifted  down 
like  multi-coloured  snowflakes,  and,  although  the  nursemaids 
were  scared,  children  left  their  games  to  pick  them  up."  One 
does  not  know  what  an  aerial  sandwichman  may  be,  but  when 
nursemaids  are  so  frightened  that  they  fall  fainting  to  the 
ground  and  their  infant  charges  have  to  pick  then,  up  really  one 
feels  that  this  sort  of  thing  ought  to  be  stopped. 


104 


The  Aeroplane 


July  9,  19 19 


^  WORLD  of AERONAirncs  o 

Summer  Fashions  in  the  R.A.F. 

The  "Daily  Mail"  understands  "that  a  new  full  dress  uniform 
for  the  R.A.F.  is  under  consideration,  and  Lhat  it  is  10  be  some- 
what lighter  in  shade  than  the  present  uniform."  it  is  further 
understood  that  arrangements  are  being  made  for  an  early  issue 
to  non-commissioned  and  other  ranks  who  have  not  so  far  been 
issued  with  clothing  other  than  the  regulation  khaki  field  service 
pattern. 

One  feels  that  this  is  not  in  accordance  with  the  best  traditions 
of  the  R.A.F.  Surely  the  present  uniform  should  be  issued  to  all 
N.C.Os.  and  airmen  before  another  change  is  made.  Strong 
protests  are  expected  from  the  clothing  contractors  against  the 
proposed  gross  economy. 

To  Indicate  Vertical  Gusts. 

In  America  aircraft  have  been  used  more  extensively  than  in 
this  country  to  advertise  the  Victory  Loan,  and  there  have  been 
some  curious  incidents.  On  one  occasion  an  aviator  before  start- 
ing on  his  trip  informed  the  Chairman  ol  tht  Victory  Loan  Com- 
mittee over  the  telephone  that  he  would  need  a  good  landing  field 
and  would  be  glad  if  a  landing  "T"  could  be  provided.  Upon 
arriving  at  the  town,  he  found  a  well  laid-cut  landing  field,  but, 
upon  getting  closer,  observed  what  appeared  to  be  an  immense 
cross  standing  upright  in  the  centre  of  the  field. 

He  found  this  cross  to  consist  of  a  tree,  the  oranches  of  which 
had  been  sawn  off,  and  a  large  board  which  had  been  nailed  to  the 
top.    This  enormous  upright  "T"  had  been  pan.ted  white. 

He  had  to  explain  that  as  a  wind  vane  it  was  a  failure,  unless 
it  were  intended  to  indicate  vertical  gusts. 

The  Royal  Naval,  Military  and  Air  Force 
Tournament. 

The  following  letter  has  been  received  : — 

Sir, — Being  deeply  implicated  in  the  inauguration  of  the 
work  done  by  the  R.A.F.  in  the  Tournament,  I  venture  to  pro- 
test against  the  sarcastic  article  written  by  your  "  Mr.  G.  L. 
D."  on  the  subject.  The  machines  are  not  "pups,"  but  one 
of  the  latest  types  of  scouts  produced  in  the  war.  Your  writer 
might  have  noticed  that  they  are  each  fitted  with  two  machine- 
guns  ;  the  type  is  the  Pumel. 

It  was  also  not  recorded  that  the  interplane  wires  were  hooked 
onto  the  planes  ;  this  is  also  one  of  the  latest  ideas,  and  was 
the  reason  why  the  planes  could  be  fitted  at  so  great  a  speed. 
The  engine  was  constructed  to  fire  on  three  cylinders  in  order 
that  its  noise  might  not  frighten  the  audience,  and  consequently 
it  could  do  no  more  than  500  r.p.m.  In  conclusion,  I  might  add 
that  the  pilot  got  into  his  machine  whilst  the  planes  were  being 
fitted  to  show,  the  complete  confidence  he  had  in  his  mechanics.- 

(Signed)  

[The  signature  ;S  illegible. — Ed.| 

[This  is  the  first  time  one  has  heard  of  this  entertaining  type 
of  machine,  the  "  Pumel."] 


The  Engine  that  Died.  ' 

The  "Aircraft  Journal"  of  America  states  that :  — 

"During  the  year  of  Post  Office  operations  a  very  careful  re- 
cord has  been  kept  of  the  mechanical  causes  of  forced  landings. 
These  have  been  entirely  connected  with  the  motor.  There  have 
been  a  rotal  of  37  forced  landings  due  to  motor  trouble,  which  is 
one  forcid  landing  for  every  3,460  miles  flown. 

"Of  the  motor  troubles  sufficient  to  bring  down  a  mail  plane 
six  have  been  due  to  ignition  trouble.  Leaking  radiators  or  warer 
lines  are  responsible  for  seven  forced  landings.  It  is  believed  that 
trouble  from  this  source  will  be  minimised  by  the  installation  of 
a  radiator  in  the  wing  now  fastened  between  the  propeller  and 
the  engine  in  a  position  where  it  catches  the  vibrations  of  both- 
the  propeller  and  the  engine." 

The  information  is  interesting,  but  one  feels  that  the  last  sen- 
tence is  involved.  One  has  hardly  ever  seen  a  wing  fastened 
between  the  engine  and  the  propeller. 

At  the  end  of  the  report  there  is  a  table  showing  the  various 
causes  of  forced  landings.  One  explanation  reads  : — "Thrust- 
rod  broke  ':rankcase ;  killed  motor." 

One  pres.imes  that  had  the  trouble  been  metely  a  broken  piston 
the  report  would  have  stated  that  the  engine  was  ill 

Aeronautical  Fiction. 

_  "Wing  Adjutant,"  the  well-known  writer  of  aeronautical  fic- 
tion, has  contributed  some  to  the  "Daily  News."  With  refer- 
ence to  the  trans-Atlantic  voyage  of  the  R.34  he  has  written  : — 

"  The  cost  of  the  flight,  allowing  for  depreciation,  wages, 
and  running  costs,  has  been  estimated  at  from  30s.  to  £2 
per  mile.  In  order  to  obtain  revenue  to  cover  this  a  charge  of 
6d.  per  ounce  per  journey  would  produce  a  most  handsome  profit 
if  the  full  freight  was  always  carried.  On  this  scale  an  average 
load  of  4^  tons,  or  little  more  than  two-thirds  full  revenue  load, 
would  pay." 

One  would  like  to  know  upon  what  facts  the  estimate  of  30s. 
10  Per  mile  are  based.  One  suggests  that  "Wing  Adjutant"' 
has  under-estimated  the  depreciation  of  an  extremely  costly 
machine.  The  reasoning  in  the  remainder  of  the  article  reminds 
one  of  the  Peace  of  God  (to  quote  from  Mark  Twain)  inasmuch 
as  it  passeth  understanding. 

A  Royal  Air  Force  Volunteer  Reserve. 

The  formation  of  a  Royal  Air  Force  Volunteer  Reserve  sug- 
gested by  The  Aeroplcne  early  in  1914,  and  since  then  recom- 
mended on  many  occasions,  has  been  proposed  (as  an  entirely 
novel  idea)  by  a  correspondent  who  wrote  to  ''  The  Times  "  on 
July  3rd.    The  following  is  his  letter  : — 

Sir, — Have  the  Government  fully  grasped  the  outstanding 
lesson  of  the  struggle  now  happily  concluded — namely,  the 
superlative  value  of  aircraft  in  war?  The  country  which  can 
command  an  overwhelming  air  force,  trained  and  ready,  will,  at 
the  outbreak  of  hostilities,  be  able  to  deal  such  blows  to  its 
enemy  as  will  positively  determine  the  issue  of  the  campaign. 
And  this  within  a  week    of    the    declaration    of    war.    Do  the- 


July  9,  191 9 


The  Aeroplane 


105 


CIVIL  FLYING 

WITH 


THE  SOPWITH  "GNU"  3 SEATER 

COMFORT  AND  ECONOMY 

The  Sopwith  "  GNU  "  is  a  Touring 
and  Business  Aeroplane  of  high  per- 
formance. Passengers  and  luggage  are 
accommodated  in  a  covered-in  cabin. 

Pilot  is  in  the  open  and  well  protected. 
Full  details  of  performance,  and  appoint- 
ments for  demonstration 

on  application  to 

The  Premier  Designer-Constructors, 


The  Sopwith  Aviation  &  Engineering  Co., 


11 

Paris  Office:   21,  RUE    DU   MONT   THABOR.  Telephone.    Central  80.44. 

Australia:    THE  LARKIN=SOPWITH  AVIATION  CO.  OF  AUSTRALASIA.  LTD., 
18,  OURNER  STREET,  ST.  KILDA,  MELBOURNE. 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING   WITH  ADVERTISERS. 


io6 


July  9,  igig 


^  WORLD  tfAERONAums^ 

Government  propose  to  throw  tne  onus  of  maintaining  such  a 
force  on  the  League  of  Nations,  or  will  they  undertake  it  them- 
selves ? 

May  I,  as  an  ex-flying  officer  and  R.A.F.  instructor,  offer  a 
suggestion?  The  average  life  of  the  flying  man  is  at  present 
about  four  years ;  therefore,  to  enlist  an  enormous  number  of 
young  men  as  pilots  in  the  Regular  Air  Force  would,  at  the  end 
of  a  few  years,  land  the  force  with  a  big  proportion  of  these 
young  men,  useless  for  war  flying  and  with  few  vacancies  for 
employment  on  the  ground.  In  other  words,  these  young  men, 
mostly  under  thirty,  would  be  "  scrap."  The  present  intention 
is,  I  believe,  to  offer  temporary  commissions,  say,  for  five  years. 
This,  whilst  ridding  the  country  of  any  trouble  in  caring  for  its 
scrapped  flying  officers,  offers  but  a  poor  outlook  for  the  flying 
officer.  Having  given  five  of  the  most  momentous  years  of  his 
life  to  the  service  of  his  country,  he  is  cast  forth  to  earn  a 
livelihood  against  competitors  who  have  had  that  much  start  of 
him. 

My  suggestion  is  that  a  reserve  of  the  R.A.F.  be  formed  with 
aerodromes  adjacent  to  convenient  large  towns.  Individuals 
accepted  for  service  in  the  reserve  to  attend  the  aerodrome  every 
week  and  put  in  a  minimum  of  three  hours'  flying  and 
three  hours'  ground  instruction.  Two  weeks  a  year  to 
b?  devoted  to  annual  training.  Such  a  scheme  would 
appeal  ;o-  every  athlete  and  adventure-lover  in  the  coun- 
try. To  be  taught  to  fly,  provided  with  a  machine,  and 
allowed  to  "  aviate  "  for  three  hours  a  week  free — why,  the 
authorities  would  have  more  young  men  than  they  would  know 
what  to  do  with.  They  could  have  20,000  flying  officers,  the 
cieam  of  the  youth  of  the  country,  always  in  training,  at  the 
bare  cost  of  the  maintenance  of  the  instructional  staff  and  its 
equipment.  So  soon  as  a  pilot  or  observer  showed  signs  of 
becoming  "  dud  "  and  thus  failing  to  pass  regularly-held  tests 
his  engagement  would  terminate. 

Such  a  scheme  would  give  to  the  Government  a  huge  flying 
personnel,  ready  for  instant  use  in  emergencies,  at  a  minimum 
cost  and  without  interfering  with  the  civilian  careers  of  those  it 
employed. 

(Signed')  A.  YV.  PnhXTPSj  Cp-pt. 

A  Gift  to  the  Nation. 

According  to  the  "Times"  "It  is  understood,  that  Messrs. 
Vickers,  Ltd.,  who  built  the  aeroplane  in  which  Sit  John  Alco.ck 
successfully  flew  the  Atlantic,  are  willing  to  consider  the  pro- 
posal that  the  machine  should  be  given  to  the  nation.  The  aero- 
plane is  at  present  at  the  Weybridge  works  undergoing  repairs. 
She  has  lost  her  propellers,  her  nose  is  bent,  and  part  of  her  fuse- 
lage broken.  The  engines  are  intact,  but  some  of  the  instru- 
ments, including  the  main  compass,  were  taken  away  at  Clifden 
by  souvenir  hunters." 

The  R.38. 

The  "Evening  Standard"  announced  last  week  that  the  Ad- 
miralty has  embarked  on  an  ambitious  programme  of  airshio 
construction. 

"Of  the  six  approved  types  which  have  been  ordered,  the  R.38 
is  already  assuming  skeleton  form,  but  of  the  remaining  five  tho 
plans  have  just  been  finally  passed.  It  is  expected  that  R.38 
will  be  launched  this  year,  and  that  her  sister  ship  will  be  com- 
pleted next  year. 

"The  airships,  we  understand,  are  to  be  built  by  Messrs. 
Vickers  r.t  Barrow  ;  Messrs.  Armstrong,  Whitworfh  and  Co.,.  at 
Barlow,  Yorkshire ;  and  by  Messrs.  Beardmore,  on  the  Clyde. 

"While  the  constructional  details  of  the  hew  aerial  giants  are, 
for  the  mo  nent,  being  officially  kept  secret,  it  is  known,  for  ex- 
ample, that  the  R.38  will  be  a  third  as  large  again  as  R.33.  Her 
capacity  will  be  three  million  cubic  feet,  as  compared  with  the 
two  millions  of  R.33  and  R.34. 

"Then,  .igain.  R.33  has  a  total  length  of  670  f'.,  and  a  dia- 
meter of  80  ft.  R.38,  it  is  expected,  will  be  at  least  1,000  ft.  long, 
with  a  diameter  of  90  ft.  to  100  ft.,  with  a  lifting  capacity  of  60 
tons,  as  compared  with  the  30  ions  of  her  earlier  prototypes. 

"While  the  R.33  and  R.34  have  five  engines  of  250  h.p.,  R.38 
will  have  seven  or  eight  of  400  h.p.,  known,  as  the  Sunbeam 
'  Cossack  '  type.  Her  speed  is  expected  to  be  at  least  10  knots 
greater  iban  the  60-70  knots  of  R.33. 

"The  R.34  has  started  on  the  Atlantic  voyage  with  18  tons  of 
fuel — sufficient  for  the  double  journey.  R.38  will  bt  able  to  carry 
30  tons,  sufficient  for  a  range  of  over  8,000  miles  Her  lifting 
capacity  will  be  60  tons,  as  compared  with  30  tons  of  the  existing 
types. 

"The  later  ships  may  be  even  larger  than  R.38,  and  will  also 
•differ  probably  in  important  constructional  details  dictated  by  the 
•experience  gained  from  the  performances  of  R.33  and  R.34 

"The  total  cost  of  each  vessel  is  expected  to  exceed  half  a  mil- 
tion,  with  a  correspondingly  heavy  maintenance  charge. " 


Provision  of  Landing  Grounds. 

The  Air  Ministry  issued  the  following  on  June  25th  : — 
"Statistics  collected  by  the  Air  Ministry  show  that  a  consider- 
able proportion  of  the  accidents  caused  by  forced  landings  due 
to  engine  trouble  or  other  circumstances  might  have  been  avoided 
if  suitable  landing  grounds  had  been  within  ^ight  and  gliding  dis- 
tance of  the  aircraft  at  the  moment  ol  the  occurrence  of  the  acci- 
dent. . 

"In  his  speech  at  the  iuncheon  at  the  House  of  Commons,  on 
the  5th  instant,  the  Under  Secretary  of  State  for  Air  referred  to 
this  and  to  the  desirability  of  the  provision  of  numerous  emer- 
gency landing  grounds  ;,  General  Seely  has  since  addressed  a  per- 
sonal letter  on  behalf  of  the  Air  Council  to  all  Lords  Lieutenant, 
Lord  Mayors  and  Governors,  on  the  subject  of  the  selection  and 
allocation  by  private  individuals  and  public  bodies  of  suitable  sites 
as  such  landing  grounds,  with  a  view  to  their  being  inspected, 
marked  out  and  appointed  for  this  purpose.  In  this  matter,  as  an 
interim  measure,  and  until  further  and  permanent  arrangements 
of  the  nature  indicated  can  -be  made,  Chief  Constables  of  counties 
can,  it  is  thought,  in  conjunction  with  land-owners  and  farmers, 
render  ereat  assistance. 

"A  personal  letter  has  also  been  addressed  to  the  Chairman  of 
the  Board  of  Directors  of  the  various  Railway  Companies  in  re- 
card  to  the  painting  of  the  names  of  places  on  the  roofs  of  rail- 
way stations  or  other  suitable  spaces." 

s 

A  Junior  Biplane. 

The  "Aerial  Age,"  of  America,  publishes  .in  account  of  an  aero- 
plane fitted  with  an  ordinary  "Indian"  motor-cycle  engine  which' 
was  built  by  il.  P.  Christofferson,  of  San  Francisco,  California. 

The  standard  "Indian"  engine  is  fitted  with  deflecting  plates  to 
i  liminate  overheating,  and  its  speed  is  reduced  by  gearing  from 
^,000  to  1,200  r.p.m. 

The  w  ing  spread  is  25  feet,  the  length  ibj  feet,  the  chord  4  feet, 
and  the  gap  4  feet  3  inches.    The  fuselage  is  built  of  plywood. 

It  weighs  only  275  lbs.,  has  a  speed  of  40  m.p.h.,  a  landing 
speed  of  20  m.p.h.,  and  was  built  to  sell  at  about  £80 

The  Fiying  Gimlet. 

According  to  an  American  paptr  : — 

"Lieut.  Alan  Clark,  late  of  the  Royal  Air  Force  thrilled  throngs 
with  the  stunts  he  performed  with  a  Sopwith  '  Camel  '  scout 
machine,  tearing  through  space  at  130  miles  an  hour  as  one  of 
the  final  tests  of  different  type  machines  for  commercial  adapt- 
ability of  the  Second  Pan-American  Aeronautical  Convention.  .  .  . 
The  machine  spun  around  like  a  giant  top  for  a  full  minute,  then 
dipped  suddenly  into  a  nose-spin  for  a  2,000-foot  gimlet  towards 
earth,  from  which  level  it  was  permitted  to  go  through  all  the 
stunts  that  made  such  wonderful  records  for  the  scouter  on  *he 
Italian  and  French  fronts." 

What  a  lot  of  interesting  facts  have  been  suppressed  by  the 
Censorship  !  Until  now,  one  has  heard  nothing  of  these,  gimlet 
stunts  at  the  level  of  the  earth. 

43  Squadron,  R.A.F. 

A  Dinner  will  be  held  for  all  members  of  43  Squadron,  R.A.F., 
at  the  Criterion  Restaurant,  Piccadilly,  7.30  p.m.,  Friday, 
July  18th.  Those  who  wish  to  attend  should  communicate  with 
Captain  John  Trollope,  Banstead,  Surrey,  before  15th  instant,  en- 
closing cheque  for  50s.  Beds  will  be  arranged  for  country 
members. 

Coming  Events. 

July. 

The  Royal  Naval,  Military  and  Air  Force  Tournament  at 
Olympia  open  until  July  12th. 

Saturday,  July' 12th. — R.N.  Air  Station  Eastbourne  Dinner. 
Saturday,  July  12th. — Summer  meeting  at  Hendon. 
Sunday,  July  13th. — Special  Fljing  Displays  at  Hendon. 
Friday,  July  18th. — 43  Squadron  dinner. 

Saturday,  July  19th. — Martinsyde  Recreation  Club  Sports  at 
Woodbridge  Road,  Guildford. 

Saturday,  July  19th. — Victory  Meeting  at  Hendon.  Speed  "Con- 
test for  Victory  Trophy. 

Sunday,  July  20th. — Special  Flying  Displays  at  Hendon. 

Friday,  July  25th. — The  Amsterdam  Aircraft  Exhibition  opens. 

Saturday,  July  26th. — July  Meeting   at  Hendon. 

Sunday,  July  27th. — Special  Exhibition  Flights  at  Hendon. 
Auoust. 

Tuesday,  August  5th. — Handtey  Page  Social  and  Athletic  Club's 
Sports.    Starting  at  12  midday  at  Cricklewood  Lane. 

Thursday,  August  21st. — R.A.F.  Annual  Athletic  Meeting  at 
Stamford  Bridge. 

Sunday,  August  24th  to  Sunday,  August  31st. — The  "Avenir's" 
Tour  de  France  Aerien. 

Dates  to  be  Announced  Later. 

Hendon — Birmingham — Manchester  Air  Race. 

Hendon — Paris — Hendon  Air  Race. 

Hendon — Brighton — Hendon  Air  Race. 


July  9,  1919 


The  Aeroplane 


107 


MARTINSYDE 

DE8IGNERS   OF  THE  FAMOUS 

F4  FIGHTER 

WHICH    ESTABLISHED  THE 

WAR  RECORD 

FOR   CLIMB   AND   SPEED   AT  HEIGHT. 


A  ROLLS  -  MARTINSYDE 


OF  THIS   TYPE  HOLDS 


THE  LONDON-PARIS  SPEED  RECORD, 

1    HOUR  15  MIN. 


COMMERCIAL  TYPE  A. 

INQUIRIES  INVITED  FOR  PASSENGER— OR  MAIL— CARRYING  MACHINES  OF  THIS  TYPE. 

SPECIFICATIONS  WILL  INCLUDE 

ROLLS-ROYCE  ENGINES, 

"FALCON"   285  H.P.,  or  "EAGLE"  350  H.P. 

APPROXIMATE   PRICE  £3,OOU> 


London  Office  : 
IT.  WATERLOO  PLACE, 

REGENT  STREET,  S.W.I. 

Telephones— 809  Regent;  4600  Get  card, 


MARTINSYDE,  LTD., 

WOKING,  ENGLAND. 

Telephones— 551,  552  and  553  Woking, 


KINDLY    MENTION'    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS 


The  Aeroplane 


July  9,  1919 


PARIS  NOTES 

No  Feminine  Recohds. 

The  sensation  of  the  week,  mild  though  it  mav  seem  to  the 
m  initiated,  has  been  the  announcement  that  the  Aero  Club  here, 
acting-  on  instructions  from  the  F.A.I. ,  does  not  recognise 
women's  aviation  records — only  world  records.  As  France 
possesses  quite  a  few  active  women  aviators,  the  announcement 
has  been  received  not  only  with  consternation  but  with  very  bad 
grace.  Thus  spoke  Mile.  Jane  Hervieu  whe.i  interviewed  on 
the  subject :  "  Do  you  think  under  such  conditions  I  should 
waste  time  to  attempt  a  record?  It  would  be  perfectly  useless, 
and  I  have  not  hidden  my  opinion  or  my  thoughts  from  the 
Aero  Club,  immediately  I  heard  that  the  commission  refused  to 
homologate  the  latest  record  of  Mme.  de  la  Roche.  I  am  very 
indignant,  and  you  may  say  so." 

As  was  to  be  expected,  Mme.  de  la  Roche  is  even  less  content 
to  see  her  latest  exploit  so  ill  recompensed.  "  Nothing  would 
ever  have  made  me  believe  that  such  a  decision  was  possible," 
she  said.  "  The  Aero  Club  knew  of  my  attempt,  sent  me  a 
'commissaire-controleur,'  and  even  gave  me  an  official  bara- 
graph.  After  the  flight  these  instruments  were  sent  for  verifica- 
tion, and — three  weeks  later,  I  received  a  letter  informing  me 
that  they  cannot  homologate  my  record  because  I  '  have  not 
beaten  the  record  of  Casale  1  '  Did  they  seriously  think,  when 
they  sent  me  the  barograph,  that  I  should  attempt,  or  that  it 
would  be  possible  to  beat  the  record  of  Casale  with  my  little 
G3  Caudron?" 

Certainly  there  would  seem  to  be  need  for  a  little  more  sym- 
pathy and  encouragement  for  aviatrices  on  behalf  of  the  autho- 
rities who  control  the  sport. 

The  I'.igue  Aeronautique  Prize. 
#From  July    15th  this  prize  will  be  competed   for  every  six 
months,  and  will  be  given  to  the  French  aviator  making  the 
longest  flight  from  Paris  to  a  French  colony. 

A  Novel  Arrangement. 
The  Breguet  firm  compete  steadily  with  the  Faiman  firm  in 
new  types  of  machines  or  novel  modifications  or  adaptations  to 
existing  ones.  Thus  the  latest  development  is  the  Breguet,  type  ! 
14,  300  h.p.  Renault,  called  the  "  Sanitaire,"  and  which  is  so 
arranged  that  it  can  carry  two  passengers  in  a  lying  position  in 
the  fuselag-e  on  a  stretcher.  Entrance  is  obtained  by  means  of 
a  lateral  door.  The  arrangement  is  rather  crude,  and  one 
notices  the  absence  of  any  compensating  bracing  where  the 
ei.  trance  has  been  made. 

The  Goliath  No.  2. 
The  Farman  Freres  productions  are  simply  amazing.  Surely 
the  Goliath  is  the  machine  de  luxe  in  the  aviation  world  at  the 
mcment.  A  look  at  its  lines  invites  confidence,  whilst  a  look  at 
ih-  interior  arrangement  sets  all  the  ladies'  hearts  fluttering, 
which  accounts  for  the  popularity  of  it  for  "  joy  ride  parties." 
Goliath  No.  1  is  now  being  overhauled.  Meanwhile  Goliath 
No.  2  passed  its  trials  satisfactorily  taking  up  several  lots  of 
fifteen  passengers  ;  it  is  a  trifle  bigger  than  its  predecessor.  In 
"honour  of  the  victory  fgte  and  the  decoration  that  will  be  given 
to  Marshal  Foch  at  Versailles,  Farman  is  organising  aviation 
fetes  in  the  neighbourhood  of  Versailles  on  July  6th,  13th,  14th, 
and  16th. 

The  Rouminian  adjudant  Patetif  has  obtained  his  civilian 
bievet  at  the  Farman  school  at  Toussus-le-Noble.  This  is  the 
third  obtained  since  the  Armistice.  In  spite  of  war — and  peace 
— prices  the  condition  attaching  to  Farman 's  school  remain  the 
same  as  before  the  war.  Pupils  learn  on  a  dual  control  machine 
of  the  latest  type,  and  lessons  are  given  over  the  country. 

British  Audacity. 

"  In  honour  of  the  Peace,"  as  the  French  say,  a  large  num- 
ber of  aeroplanes  of  all  makes,  sizes,  and  h.p.  evoluted  over 
Versailles  at  the  moment  that  peace  was  being  signed.  Accord- 
ing to  the  French  papers  the  British  aviators  were  well  to  the 
fore  on  account  of  the  audacity  of  their  evolutions  :  flags, 
streamers,  oriflammes,  and  toy  parachutes  were  dropped  from 
the  machines.  It  is  expected  that  there  will  be  a  repetition  of 
it  on  the  Fourteenth,  but  on  a  more  grandiose  scale  ! 

Latecoere  Enterprise. 
The  big  Toulousian  firm  of  Latecoere  have  at  last  all  their 
plans  and  organisation  ready  for  the  opening  of  the  postal  and 
air  service  between  Toulouse,  Barcelona,  Alicante,  Malaga,  and 
Rabat  (Morocco),  foreshadowed  in  these  notes  some  weeks  back. 
The  opening  date  is  given  as  August  1st. 

From  Paris  to  Lake  Chad. 
It  is  a  far  cry,  or,  rather,  a  far  fly,  from  Paris  to  the  centre  of 
•'he  Dark  Continent  ;  nevertheless,   the  Adjudant  Delaine,   a  re- 


markable war  pilot,  is  going  to  attempt  the  trip,  including  the 
crossing  of  the  Sahara  desert.  He  proposes  to  do  it  in  stages 
of  800  kilometres,  each  varying  only  according  to  the  situation  of 
the  oases.  The  preliminary  organisation,  which  is  considerable 
for  such  raids,  is  proceeding. 

Paris  to  Casablanca. 
It  is  more  than  probable  that  ere  these  lines  appear  seven 
aviators,  with  Adjudant  Papcil  at  their  head,  will  have  flown 
seven  Breguet  machines  from  Paris  to  Casablanca.  It  is  in  the 
nature  of  a  trial  trip,  because  if  succcesful  and  the  landing  risks 
are  not  too  great  to  jeopardise  the  project,  the  balance  of  154 
will  be  sent  by  air,  and  possibly  another  50  after  that.  The 
northern  Spanish  route  will  be  used.  Although  at  first  intended 
to  be  done  in  one  day,  it  is  probable  that  three  days  will  be 
occupied,  so  as  not  to  fatigue  the  pilots  too  much.  Each  pilot 
successful  in  flying  to  Casablanca  is  to  receive  2,000  francs  for 
each  machine  flown  and  400  francs  towards  his  return  ex- 
penses— quite  a  good  proposition  for  everyone  concerned,  espe- 
cially as,  at  the  moment,  there  are  only  seven  pilots. 

Paris-Melbourne. 

Poulet,  some  weeks  hence,  will  attempt  to  fly  from  Paris  to 
Melbourne  on  a  Caudron  machine  in  order  to  avenge  the  death 
of  V^drines,  his  particular  friend.      This  was  to  be  V^drin'es" 
next  flight,  had  he  succeeded  in  his  Paris-Rome-Paris  trip. 
A  Fonck  Rumour. 

A  rumour,  spread  abroad  by  the  Paris  "Daily  Mail,"  to  the 
effect  that  Fonck  had  issued  a  challenge  to  all  British  aviators 
to  a  race,  the  choice  to  be  the  privilege  of  the  accepter,  is  with- 
out foundation.  Fonck  is  at  the  moment  in  Spain,  taking  de- 
livery of  an  automobile. 

Paris-Madrid. 

Romanet's  Paris-Madrid  excursion  ended  prematurely  at  Mont- 
morillon  (Vienne)  owing  to  fog.  He  was  carrying  also  his 
mechanic  and  a  Spanish  journalist. 

BELGIUM. 

The  consulting  committee  of  Belgian  aeronautics  met  on 
June  24,  under  the  presidency  of  Colonel  A.  E.  M.  Van  Crom- 
brugge,  commanding  the  military  side.  The  president  read  the 
reply  made  by  the  Minister  of  the  Colonies  concerning  the  crea- 
tion of  an  aerodrome  at  Elizabethville,  and  of  a  note,  saying 
that  aeronautical  material  seized  in  Germany  by  the  Inter-Allied 
Cr  mmission  of  Control  will  be  considered  as  spoils  of  war  and 
will  not  be  discounted  from  any  indemnities  due. 

The  committee  agreed  on  the  principle  of  the  creation  of  a 
single  organisation  for  civilian  aviation. 

The  subscription  opened  by  M.  A.  Michant  to  buy  Willy 
Coppens  a  car  has  already  reached  10,000  francs. — F.  T.  N. 

FRENCH  PROGRESS.  , 

The  Director  of  Aeronautics  of  France  has  issued  a  report  on 
certain  aerial  expeditions  now  under  contemplation  by  the  Mili- 
tnrv  Authoiities.  These  expeditions  are  destined  to  link  Paris 
with  the  capitals  of  Europe  and  with  the  French  Colonies  in 
Northern  Africa.    The  routes  are  as  follows  :  — 

Paris-Madrid,  Paris-Prague-Warsaw-Vienna,  Paris-Brussek- 
Amsterdam,  Paris-Cairo,  via  Constantinople,  Paris-Tunis  and 
back,  and  Paris-Dakar. 

The  following  machines  have  been  adopted  : — 

A  Nieuport  one-seater  of  300  h.p.  ;  an  S.E.A.  two-seater  battle- 
plane of  400  h.p.  ;  a  Spad  one-seater  battleplane  of  300  h.p.  ;  a 
two-motor  Caudron  ;  a  two-motor  Farman  ;  a  Breguet  400  h.p., 
a  veteran  of  the  1918  campaign,  on  which  type  Roget  made  the 
Paris-Rabat  flight. 

The  following  six  pilots  are  indicated  as  possessing  exceptional 
qualities  : — Major  Vuillemin,  and  Lieuts.  Fonck,  Marinovitch, 
Flachaire,  de  Romanet,  and  LemaJtre. 

ITALIAN  NOTES. 

The  greatest  regret  is  everywhere  expressed  at  the  news  of  the 
death  of  Major  Magaldi's  brother,  a  naval  pilot,  while  testing  the 
Magaldi-Rabbeno  amphibious  chassis  on  an  F.B.A.  at  Leghorn. 
Naval  Lieut.  Magaldi,  with  a  seaman  motorist  from  the  Venice 
station  on  board,  apparently  side-slipped  at  a  very  low  altitude,  not 
being  accustomed  to  the  type  of  machine  he  was  flying.  One  hopes 
this  sad  accident  will  not  tempt  the  inventors  to  stop  further  ex- 
periments. 

As  well  as  the  Rome-Naples  route,  which  has  had  a  regular  mail 
service  with  four  trips  a  day  ever  since  early  in  Mav,  the  daily 
service  between  the  capital  and  Pisa  is  being  run  with  great  pre- 
cision, as  is  also  the  Padua  to  Vienna  mail.  The  Goia  del  Colle- 
Bari  to  Constantinople'  via  Avlona  and  Salonica  is  being  prospected 
too.  The  other  day  four  Svas  and  a  Ca  made  an  experimental  trip, 
the  former  in  six,  the  latter  fn  eight  fnd  a  half  hours,  the  distance 
being  1,200  kilometres.  Major  Mercanti,  O.C.,  considers  the 
Avlona-Salonica  a  most  difficult  section  for  want  of  landing-places. 
Owing  to  the  great  heat  at  midday  at  Salonica,  where  they  stopped 
for  an  unexplained  reason,  the  motors  could  not  cool  down,  and  a 
much  longer  halt  had  to  be  made  than  was  intended.— t.  s.  h. 


July  9,  1919 


The  Aeroplane 


109 


Telephone : — 
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Telegrams : — 

"SOCIABLE,  PHONE, 

LONDON." 


RKO. 


AERONAUTICAL  ENGINEERS 
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TO 


LTD. 


BY  ROYAL  WARRANT. 


HIS    MAJESTY    THE  KING. 
HER    MAJESTY   THE  QUEEN. 
HER    MAJESTY   QAJ  EEN  ALEXANDRA. 
H.R.H.  THE    DUKE   OF  CONNAUGHT. 

HOOPER   &  CO.  are  also  Coachbuilders  to 

H.M.   The  King  of  Spain.  H.R.H.   The  Princess  Royal. 

H.M.   The  King  of  Norway.  H.R.H.    Princess  Louise ; Duchess  of  Argyll. 

H.M.  The  Queen  Mother  of  the  Netherlands     H  R.H.    Princess  Victoria. 


54,    ST.   JAMES'S  STREET, 
PICCADILLY,    LONDON,  S.W.I 


KINDLY    MENTION    "THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS 


no 


The  Aeroplane 


July  9,  igij| 


THE   CROSS=ATLANTIC   FLIGHT   OF   R.  34. 


On  July  ist  the  Air  Ministry  made  the  following  announce- 
ment : — 

"  Permission  has  been  given  by  the  Air  Ministry  for  His 
Majesty's  airship  R.34  to  start  during  the  night  on  her  flight 
across  the  Atlantic,  subject  to  the  present  weather  conditions 
remaining  unchanged." 

The  following  day  the  Air  Ministry  announced  that  R.34  had 
left  East  Fortune  that  morning  at  2.48  (British  summer  time) 
to  cross  the  Atlantic. 

Everything  was  ready  at  Roosevelt  Field,  near  Mineola,  L.I., 
on  July  2nd,  for  the  reception  of  R.34,  and  three  new  wireless 
stations  had  been  erected  in  order  to  get  into  touch  with  the 
airship.  She  will  be  moored  -  at  Hazlehurst  Field  (where  she 
landed)  until  ready  to  return  to  England. 

Two  British  cruisers,  "  Renown  "  and  "  Tiger,"  patrolled 
part  of  the  course,  thus  proving  that  the  flight  was  not 
merely  arranged  to  give  satisfaction  and  copy  to  the  sensational 
Press,  but  was  in  accordance  with  Admiralty  routine. 

On  July  5th,  H.M.A.  R.34  passed  over  Newfoundland  and 
dropped  the  mails  she  was  carrying  over  St.  John's.  Mr.  Rayn- 
ham,  on  his  Martinsyde,  went  up  from  St.  John's,  to  meet  the 
airship. 

Unfortunately  later  in  the  day  she  was  compelled  to  call  for 
assistance,  and  the  following  message  was  sent  to  the  U.S.  Navy 
Department  at  Washington  : — 

"  Could  a  destroyer  proceed,  if  required,  to  the  southern  end 
of  the  Bay  of  Fundy  to  take  H.M.A.  R.34  in  tow? — (Signed) 
Commander  Lansdowne,  U.S.N.,  for  the  commander  of  the 
diiigible." 

Two  American  destroyers  were  sent.  But  R.34  was  able  to 
proceed  to  New  York  under  her  own  power,  and  finally  landed 
at  Mineola  at  2  p.m.  on  July  6th. 

R.34  was  in  wireless  touch  with  land  during  the  whole  of  the 
flight.  Ponta  Delgada  (Azores),  St.  John's  (N.F.),  and  Clifden 
(Irelandj,  besides  East  Fortune,  were  the  stations  in  touch  on 
July  2nd,  and  on  July  3rd  H.M.Ss.  "  Tiger  "  and  "  Renown  " 
picked  up  her  signals. 

The  weather  during  the  flight  was  not  good.  The  airship, 
encountering  bad  fogs  and  head-winds,  was  forced  to  make  a 
detour  to  avoid  bad  weather. 

R.34's  Signals. 

The  following  signals  were  received  from  or  issued  concernnig 
H.M.A.  R.34  during  the  voyage.    The  times  given  are  G.M.T.  : — 

July  2nd,  5.30  a.m. — The  British  airship  R.34  passed  over 
Rathlin,  County  Antrim,  at  4.30  G.M.T.  (5.30  British  summer 
time)  this  morning. 

9  a.m. — R.34,  at  8  a.m.  G.M.T.  (9  a.m.  British  summer  time), 
was  10  deg.  40  min.  W.,  55  deg.  20  min.  N.  The  airship  was 
then  taking  a  course  due  west  at  a  speed  of  40  knots. 

11. 5  a.m. — Going  through  thick  fog.  Everything  doing  well 
Time  of  dispatch  10.5  G.M.T.  (11.5  a.m.  British  summer  time). 

1  p.m. — R.34  is  reported  by  wireless  to  nave  reached  at  1  p.m. 
to-day  (British  summer  time)  the  position  55  deg.  07  N.,  14 
deg.  50  W.  She  was  then  proceeding  at  a  speed  of  32  knots  in 
a  thick  fog.    The  officer  in  charge  reports  all  well. 


3.15  p.m. — A  wireless  message  from  R.34,  at  3.15  p.m.  (British- 
summer  time),  gave  the  airship's  position  as  53  deg.  50  N.,  '17 
deg.  50  W.  The  course  then  being  taken  was  west  true  and  the- 
speed  31  knots. 

5.30  p.m. — The  following  signal  has  been  received  from  R.34  : 
"  Position  at  4.30  p.m.  G.M.T.,  53.50  N.,  18  W.  ;  all  well." 
The  Air  Ministry  adds  :  "  The  position  given  in  the  previous- 
signal  is  probably  incorrect,  and  may  possibly  have  been  wrongly 
transmitted.  The  position  indicated  in  the  above  message  is  very 
probably  correct." 

7.23  p.m. — The  Air  Ministry  announced  at  6.23  p.m.  G.M.T.  : 
"  In  answer  to  a  wireless  message  sent  from  East  Fortune  this- 
afternoon  to  R.34,  asking  whether  she  was  getting  sufficient 
weather  reports,  the  following  reply  has  been  received  :  '  Yes, 
thanks.  We  are  in  touch  with  Ponta  Delgada  (Azores),  with 
St.  John's  (N.F.),  and  with  Clifden  (Ireland).'" 

8  p.m. — The  s.s.  "Suffern"  reports  having  sighted  the  R.34  at. 
7  p.m.  G.M.T.  in  the  position  54.30  N.,  18.20  W.,  steering  S., 
80.00  W.  true. 

9.15  p.m. — The  Air  Ministry  announces  that  Major  Scott  re- 
ported that  at  8.15  p.m.  G.M.T.  R.34  was  flying  westward  at' 
30  knots  and  at  a  height  of  2,000  ft. 

July  3rd,  4  a.m. — The  Air  Ministry  states  this  morning  that 
the  British  airship  R.34  wirelessed  at  3  a.m.  G.M.T.  position 
52.50  N.,  28.10  W. 

7. 11  a.m. — R.34  reported  her  position  at  6. 11  a.m.  G.M.T.,. 
52.30  N.,  30  W.  (Just  more  than  t  alf-way._) 

10  a.m. — A  wireless  message  radiated  by  the  R.34  at  10  o'clock: 
(British  summer  time)  indicates  that  her  position  at  that  hour 
was  approximately  .52  deg.  50  min.  N.  and  34  deg.  30  min.  W~ 
.  The  airship  was  then  cruising  above  the  fog.  ... 

1. 14  p.m. — The  Air  Ministry  announces;  "The  Commander-im 
Chief  of  the  Atlantic  and  Home  Fleet  has  communicated  thej 
following  message  by  wireless  to  the  Air  Ministry  :  '  H.M.S.. 
"  Renown  "  heard  R.34  wireless  signals  strength  7  (that  isr 
fairly  loud  and  readable  signals)  at  12.14  G.M.T.'  "  . 

7.30  p.m. — A  wireless  station  on  this  side  of  the  Atlantic  re- 
ports having  heard  H.M.S.  ''Tiger''  speaking  with  R.34  in  the 
position  54.20  N.,  40  W.  All  apparently  O.K.  at  6.30  p-.m- 
G.M.T. 

July  4th,  3  a.m. — 48.40  W.,  51.20  N. 
7  a.m. — 49.30  W.,  48.40  N. 

Noon. — 50.25  W.,  49-05  N.  Clear  sky,  low  fog.  (Doubtful' 
message  ;  verification  asked  for.) 

1.2  p.m. — Message  from  R.34,  via  St.  John's  :  "  Flying 
3,000  ft.  above  mist.    Sun  shining.    All  O.K." 

1. 17  p.m. — 2,900  gallons  of  petrol.  All  engines  running  weLL 
50.20  W.,  49.04  N."    (Received  via  Western  Union  Cable  Co.) 

Untimed. — From  R.34  via  St.  John's  :  "  Probably  be  over  St. 
John's  at  4  p.m." 

Untimed. — From  St.  John's,  R.34,  after  making  land  at  Notre 
Dame  Bay,  changed  her  course  to  the  south,  fnd  was  expected 
to  pass  at  low  altitude  over  St.  John's  at  5.30  p.m.  • 


This  Map  of  the  Course  taken  by  the  R.34  on  its  successful  flight  from  East  Fortune,  Scotland,  to  New  York,  is  reproduced  from 

the  "  Times"  by  the  courtesy  of  the  proprietor*. 


July  9,  191 9 


The  Aeroplane 


in 


THE  FIRST  DIRECT 
ATLANTIC  FLIGHT 


Telegram : 

To  ROLLS-ROYCE,  DERBY. 

Congratulations  on  performance  of  the  two  "Eagle" 
Rolls-Royce    engines,    which    propelled    the  Vickers 
.  "  Vimy "  safely  across  the  Atlantic. 

ALCOCK    <S2  BROWN. 


:  A  TRIUMPH  FOR  : 
BRITISH  ENGINEERING 

ROLLS-ROYCE  Ltd.,  14®  15.  Conduit  St..  LONDON,  W.l. 

Telegrams:  "Rolhead,  Reg.,  London.  Telephone:  Gerrard  1654,  1655,  1656 


KINDLY    MENTION    "  THE    AEROFLANE  '*    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


I  12 


The  Aeroplane 


July  9,  1919 


,  8  P-m-— From  R-34-  55- H  W.,  46.55  N.  Course  west.  45 
knots.    All  well.  ^° 

Midnight. — 59.40  W.,  45.45  N. 

July  Sth,  5.20  a.m.— Going  well  near  Halifax. 

Morning.— R. 34  encountered  heavy  electrical  storms  over  New- 
foundland and  Nova  Scotia. 

9  a.m.— R.34  sighted  over  Parrsborough,  Nova  Scotia. 

2.59  p.m.— Signal  from  R.34  asking  for  assistance  received. 
Destroyers  detailed  and  R.34  informed  accordingly. 
tt  6-5°_  _p.ni. — R.34  sends  the  following  wireless  message:— 
"  Position  45.21  N.,  64.00  W.  Course  true  south-west.  Run- 
ning out  of  fuel  after  flight  (from)  Britain.  Please  tell  me  if 
your  destroyers  coming." 

1 1. 9.— R.34  170  miles  north-east  of  Boston. 

11.40.— United  States  destroyer  "Bancroft"  established  con- 
tact with  R.34  and  accompanied  her  across  the  Gulf  of  Maine. 

July  6th,  4  a.m. — R.34  sends  following  wireless  message  : 
"Position  of  R.34  67.30  W.,  43.20  N.  Course  S.W.S.  Flying 
at  1.500  ft.  Come  and  meet  us.  Making  for  Boston.  Very 
short  petrol." 

5.10  a.m. — Message  from  R.34:  "Position  now  approaching 
Martha's  Vineyard." 

5.30  a.m.— Message  from  R.34  :  "  We  are  sticking  it.  Think 
we.  will  be  O.K." 

5.38  a.m. — "  Will  land  Montauk  and  take  on  petrol." 

12.35  P-m-— "  Passed  Montauk  Point;  making  for  Hazlehurst 
Field,  Mineola,    Expect  land  2,  Greenwich  time." 

2  p.m.— R.34  landed  at  Mineola,  Hazlehurst  Field,  Long 
Island,  with  only  40  minutes'  petrol  left. 

The  Arrival.  ' 

The  Air  Ministry  issued  the  following  report  on  July  6lh  : — 
R.34  landed  safely  at  Hazelhurst  Field  (Mineola,  Long  Island*, 

at  3  p.m.,  British  summer  time,  to-day  (10  a  m.  New  York  time). 
She  has  thus  accomplished  her  voyage  01"  over  3,100  nautic-d 

miles,  the  longest  flight  ever  made  by  any  aircraft,  in  108  henfs 

12  minutes. 

R.34  completed  the  distance  under  her  own  power. 

The  destroyers  which  the  U.S.  Navy  authorises  dispatched  to 
her  assistance  as  a  precautionary  measure,  in  view  of  her  petrol 
supply  being  nearly  exhausted,  were  not  utilised  to  take  R.3  + 
in  tow. 


His  Majesty  the  King  has  sent  the  following  message  to  the 
crew  of  R.34  through  Major-Gener.il  Sir  Frederick  Sykes,  K  C.B., 
Controller-General  of  Civil  Aviation  : — ■ 

"Heartiest  congratulations  to  yourself  and  crew  of  R.34  on  yeur 
splendid  achievement,  and  best  wishes  for  a  safe  return.  Your 
flight  marks  the  beginning  of  an  era  in  which  the  English-speak- 
ing peoples,  already  drawn  together  in  war,  will  be  even  more 
closely  united  in  peace." 

The  crew  of  R.34  were  given  a  very  good  reception  by  the 
American  people,  and  were  entertained  to  lunch  at  the  Garden 
City  Hotel,  Mineola,  Admiral  Cleaves,  U.S.N.,  being  present. 

Six  hours  after  the  ship  left  East  Fortune  a  stowaway  was 
discovered.  The  man,  whose  name  is  Ballantine,  was  until  two 
hours  before  the  airship's  departure  a  member  of  the  crew,  but 
he  was  then  informed  that  it  was  necessary  to  reduce  the  load 
and  that  he  would  be  left  behind.  He  succeeded  in  hiding  be- 
tween two  balloonets  until  forced  to  give  himself  up.  It  is 
stated  that  he  will  be  court-martialled. 

R.34,  which  was  moored  in  the  open  at  Mineola,  very  nearly 
met  with  an  accident,  but  the  damage  was  not  serious. 

At  about  eight  o'clock  on  the  morning  of  July  7th  the  heat 
of  the  sun.  had  caused  such  an  expansion  of  gas  that  the  airship 
became  almost  unmanageable  in  the  moderate  wind  blowing.  At 
times  the  men  of  the  landing  party  were  lifted  off  their  feet,  and 
at  last  an  urgent  call  was  sent  to  the  neighbouring  camps  to 
turn  out  all  available  men  to  man  the  mooring  ropes. 

Shortly  after,  the  strain  grew  so  great  that  the  mooring  ring 
in  the  nose  of  the  vessel  tore  out.  The  nose  shot  straight  up  in 
the  air,  the  airship  being  only  held  by  the  after-gondola.  Some 
members  of  the  crew  climbed  up  through  the  after-gondola  and 
succeeded  in  making  their  way  forward  with  a  rope,  which  was 
lowered  to  the  men  on  the  ground,  who  were  able  to  pull  the 
vessel's  nose  down  again  and  make  her  fast. 

Concerning  the  return  of  the  airship  there  are  conflicting  re- 
ports, for  Reuter's  Agency  states  that  the  ship  is  leaving  between 
midnight,  July  8th,  and  8  a.m.,  July  9th,  and  will  flv  direct  to 
Great  Britain.  But  the  U.S.  Navy  Department  state  that  the 
ship  will  go  via  Washington.  The  times  for  leaving  Mineola 
are  the  same  in  both  accounts. 

General  Maitland's  Log, 

General  Maitland,  the  official  British  observer  on  the  R.34, 
issued  the  following  log  history  of  the  airship's  voyage  from 
Scotland  on  July  6th  : — 

The  distances  covered  were  as  follows  : — East  Fortune  to 
Trinity  Bay,  2,050  sea  miles;  Trinity  Bay  to  New  York,  1,080 
sea  miles. 

It  was  originally  intended  that  the  flight  should  take  place 
at  the  beginning  of  June,  but  owing  to  the  uncertainty  as  to  the 
Germans  signing  the  Peace  Treaty  the  British  Admiralty  decided 


to  detain  the  airship  for  an  extended  cruise  over  the  Baltic  and 
along  the  German  coast.  This  flight  occupied  56  hours  under 
adverse  Weather  conditions,  during  which  time  an  air  distance 
of  roughly  2,400  miles  was  covered. 

At  the  conclusion  of  this  flight  the  ship  was  taken  over  from 
the  Admiralty  by  the  Air  Ministry  and  quickly  overhauled  for 
the  journey  to  the  United  States.  The  date  and  time  of  sailing 
decided  upon  were  2  in  the  morning  of  Wednesday,  July  2nd, 
and  Press  representatives  were  notified  by  the  Air  Ministry  to 
be  at  East  Fortune  the  day  previously.  At  1.30  in  the  early 
morning  of  July  2nd  the  airship  was  taken  from  her  shed,  and 
actually  took  the  air  19  minutes  later,  starting  on  her  long  voyage 
exactly  18  minutes  in  advance  of  the  scheduled  time. 

The  Flight. 

The  story  of  the  flight  itself  is  entered  in  the  log  as  follows  : — 
1.42  a.m.,  Wednesday,  July  2nd. — R-34  slowly  arose  from  the 
hands  of  the  landing  party  and  was  completely  swallowed  up 
in  low-lying  clouds  at  a  height  of  100  ft.  When  flying  at  night, 
possibly  on  account  of  the  darkness,  there  is  always  a  feeling 
of  loneliness  immediately  after  leaving  the  ground.  This  sense 
of  loneliness  was  on  this  occasion  accentuated  by  the  faint  cheers 
of  the  landing  party  coming  upwards  through  die  mist  long 
after  all  signs  of  the  earth  had  disappeared. 

The  airship  rose  rapidly  to  1,500  ft.,  at  which  height  she 
emerged  from  the  low-lying  clouds  and  headed  straight  up  the 
Filth  of  Forth  toward  Edinburgh.  A  few  minutes  after  2  o'clock 
the  lights  of  Rosyth  showed  through  a  breqk  in  the  clouds,  thus 
picving  brilliantly  that  correct  allowance  had  been  made  for  the 
force  and  direction  of  the  wind,  which  was  blowing  20  miles  an 
hour  from  the  east.  It  should  be  borne  in  mind  that,  when  an 
airship  sets  out  for  a  long-distance  voyage  carrying  the  maximum 
allowance  of  petrol,  she  can  only  rise  to  a  limited  height  at  the 
outset  without  throwing  some  of  it  overboard  as  ballast,  and 
that,  as  the  airship  proceeds  on  her  voyage,  she  can,  if  so  de- 
sired, gradually  increase  her  height  as  the  petrol  is  consumed 
by  the  engine. 

An  airship  of  this  type,  when  most  of  its  petrol  has  been 
consumed,  can  rise  to  a  height  of  about  14,000  ft.  For  this 
rcpson  the  next  few  hours  were  one  of  the  most  anxious  periods 
of  the  flight,  for  Major  Scott,  who,  owing  to  the  large  amount 
of  petrol  carried — 4,900  gallons,  weighing  15.8  tons — had  to  keep 
thi  ship  as  low  as  possible  and  at  the  same  time  pass  over 
Northern  Scotland,  where  the  hills  rise  to  a  height  of  over 
3,000  ft. 

Owing  to  the  stormy  nature  of  the  morning,  the  air  at  1,500 
ft.,  the  height  at  which  the  airship  was  travelling,  was  most 
disturbed  and  bumpy,  due  to  the  wind  being  broken  up  by  the 
mountains  to  the  north  and  causing  violent  wind  currents  and 
air  pockets.  The  most  disturbed  conditions  were  met  at  the 
mouth  of  the  Clyde  and  south  of  Loch  Lomond,  which  is  sur- 
rounded by  high  mountains,  and  looked  particularly  beautiful 
in  the  grey  dawn  light.  The  islands  at  the  mouth  of  the  Firth 
of  Clyde  were  quickly  passed.  The  North  Coast  of  Ireland  ap- 
peared for  a  time,  and  shortly  afterwards  faded  away  as  we 
headed  out  into  the  Atlantic. 

The  various  incidents  of  the  voyage  are  set  down  quite  simply 
as  they  occurred,  more  or  less  in  the  form  of  a  diary.  No 


The  Starboard  Power=Egg  of  K.3L 


July  g,  1919 


The  Aeroplane 


Hi 


R34 

THE  FIRST 

AIRSHIP   TO  CROSS 

THE  ATLANTIC 

is    fitted    with  five 

"MAORI"    TYPE     12    CYL.     275  H.P. 


WBESM-COimi 


—  abundant  testimony  to  Sunbeam 
RELIABILITY  &  EFFICIENCY 

SUNBEAM  1919  CAR  MODELS: 
16  h  p.  4=cyl.  with  touring  body  -  £790 
24  h. p.  6-cyl.  ,,  -£1,100 

Equipped  with  electric  starting  Si  lighting  set,  spare   wheel  81  tyre. 

A  WORD  OF  WARNING.— The  above  are  the  retail  list  prices  for  the  new  Sunbeam 
models,  and  intending  purchasers  are  warned  against  anyone  offering  to  sell  at  higher  prices. 
It  is  tantamount  to  profiteering,  which  the  manufacturers  neither  authorise  nor  desire  to  encourage. 
You  will  be  rendering  a  service  if  you  will  notify  the  Sunbeam  Motor  Car  Co.  of  any  case 
which  may  come  to  your  notice. 

THE  SUNBEAM  MOTOR  CAR  CO.,  LTD.,  WOLVERHAMPTON. 

CONTRACTORS    TO    THE    WAR    OFFICE,    ADMIRALTY    AND    AIR  MINISTRY. 

Manchester  Showrooms:    106,  Deansgate. 
London  and  District  Agents  for  Cars:        •  -  -  -  J-   Keele,    Ltd.,   72    New  Bond  Street,  W.I. 


mmmwMBmwmm'him* 


KINDLY    MENTION     '  THE  AEROPLANE 


WHEN    CORRESPONDING    WITH  ADVERTISERS 


ii4 


The  Aeroplane 


July  9,  1919 


attempt  has  been  made  to  write  a  connected  story.  It  is  felt 
that  by  recording  each  incident  in  this  way,  most  of  them 
trivial,  a  few  of  vital  importance,  a  truer  picture  of  the  voyage 
will  be  obtained. 

Time,  6  a.m.,  July  2nd. — The  airship  is  running  with  four 
engines  at  1,600  revolutions,  the  forward  engine  being  given  a 
rest.  Air  speed  38  knots.  Land  miles  per  hour  made  good  56.7. 
Course  steered,  298  degrees  N.,  62  W.  Course  made  good  39  N., 
71  W.  Wind  N.E.,  15 J  miles  per  hour.  Height,  1,500  ft. 
Large  banks  of  fleecy  cloud  from  the  Atlantic  gradually  blotting 
out  view  of  the  sea.  At  first  we  were  above  these  clouds,  but 
gradually  they  rose  higher  and  we  ploughed  our  way  into  the 
middle  of  them. 

7  a.m. — Nothing  but  dense  fog.  I  intimated  to  Harris  (Cap- 
tain Guy  Harris)  that  he  should  go  down  to  within  50  ft.  of 
water  and  up  to  a  height  of  about  5,000  ft.  Suddenly  we  catch 
a  glimpse  of  the  sea  through  a  hole  in  the  clouds,  and  it  is  now 
easy  to  see  that  we  have  a  slight  drift  to  the  south,  which  was 
what  was  estimated  by  both  Scott  and  Cooke.  A  few  minutes 
later  we  find  ourselves  above  the  clouds.  Our  height  is  still 
1,500  ft  ,  beneath  a  sky  with  clouds  of  about  800  ft. 

We  are  therefore  between  two  layers  of  clouds,  a  condition  in 
which  Alcock  and  Brown  found  themselves  on  more  than  one 
occasion  in  their  recent  flight.  An  excellent  ^loud  horizon  now 
presents  itself  on  all  sides,  of  which  Cooke  at  once  takes  advan- 
tage. These  observations — if  the  cloud  horizon  is  quite  flat — 
ought  to  prove  valuable  enough  to  guide,  but  they  cannot  be 
regarded  as  accurate  unless  one  can  also  obtain  a  check  on  the 
sun  by  day  or  the  moon  and  stars  by  night.  Cooke  reckons  it 
easy  to'  make  as  much  as  a  50  min.  error  in  locating  one's  posi- 
tion when  using  a  cloud  horizon .  as  a  substitute  for  the  sea 
horizon. 

7.30  a.m. — Breakfast,  which  consisted  of  cold  ham  and  a 
hard-boiled  egg  each,  bread  and  butter,  and  hot  tea.  We  break- 
fast in  two  watches,  generally  about  fifteen  in  each.  Conver- 
sation during  breakfast  reverted  to  the  recent  flight  up'  the 
Baltic,  and  in  the  adjoining  compartment  was  a  gramophone 
entertaining  the  crew  to  the  latest  Jazz  tunes,  such  as  the 
"  Wild,  Wild  Women." 

Bad  Weather  Encountered. 

General  Maitland  here  gives  a  list  of  the  personnel  of  R34, 
and  continues  : — ■  , 

11  a.m. — Still  ploughing  our  way  through  fog  at  1,300  ft.  The 
Sea  is  completely  hidden  by  clouds,  and  there  is  no  visibility 
whatsoever.  I  stopped  the  forward  and  two  aft  engines,  and 
am  now  running  only  the  two  wing  engines  at  1,600  revolutions, 
thus  giving  us  an  ah  speed  of  30  knots,  or  33.6  miles,  per  hour. 
This  is  the  airship's  most  efficient  speed,  as  she  only  consumes 
on  two  engines  25  gallons  of  petrol  per  hour.  The  wind  is  blow- 
ing east  at  seven  miles  per  hour,  and  so  we  make  a  good  40 
miles  per  hour  and  are  resting  three  engines. 

Major  G.  G.  H.  Cooke  is  now  on  top  of  the  airship  taking 
observations  from  the  sun  and  using  the  cloud  horizon  with  the 
sextant.  The  sun  is  visible  to  him,  but  not  to  us,  the  top  of 
the  ship  being  85  ft.  above  us  down  in  the  fore  control  cabin. 

Our  position  is  reckoned  to  be  long.  55.10  N.,  iat.  14.40  W., 
which  is  equivalent  to  400  miles  from  the  starting-point  at  East 
Fortune  and  200  miles  out  in  the  Atlantic  from  the  north-west 


coast  of  Ireland.  We  are  in  wireless  touch  with  East  Fortune, 
Clifden,  and  Ponta  Delgada,  and  messages  wishing  us  good  luck 
are.  received  from  the  Air  Ministry,  H.M.S.  "  Queen  Elizabeth," 
and  others. 

11.45  a.m. — Excellent  lunch— -beef  stew  and  potatoes,  chocolate, 

and  cold   ?    The  talk  as  usual  was  mainlv  "  Shop,"  dealing 

with  such  problems  as  the  distribution  of  air  pressure  on  the 
western  side  of  the  Atlantic,  and  what  winds  were  likely  to  be 
met  with,  what  fog  we  should  run  into,  the  advantage  of  direc- 
tional wireless  for  navigational  purposes,  cloud  horizons,  and  the 
like.  Scott,  Cooke,  and  Harris  in  comparing  their  experiences 
and  expounding  their  theories  were  most  interesting  and  illumi- 
nating. 

12.0  noon. — The  watch  off  duty  turned  in  for  their  routine  four 
hours'  sleep  before  coming  on  lor  their  next  period  of  duty,  which 
is  two  hours  in  this  case  as  it  is  the  first  of  the  two  dog  watches. 
The  sleeping  arrangements  consist  of  a  hammock  for  each  man 
oil  watch  suspended  from  the  main  ridge  girder  of  the  triangular 
internal  keel  which  runs  from  end  to  end  of  the  ship.  In  this  keel 
are  situated  the  81  petrol  tanks,  each  of  71  gallons  capacity,  living 
quarters  for  officers  and  men,  storage  arrangements  for  lubri- 
cating oils  for  the  engines,  water-ballast,  food  and  drinking 
water  for  the  crew.  The  latter  is  quite  a  considerable  item,  as 
will  be  seen  from  the  following  table  of  weights  : — Petrol,  4,900 
gallons,  equal  to  35,300  lbs.  or  15.8  tons  ;  oil,  2,070  lbs.,  equal  to 
nine-tenth  of  a  ton  ;  water,  equal  3  tons  ;  crew  baggage,  equal  4  . 
tons  ;  spares,  equal  to  two-tenths  of  a  ton  ;  drinking  water,  equal 
to  800  lbs.  or  .42  tens,  making  a  total  of  24.32  tons. 

Life  in  the  keel  of  the  large  rigid  airship  is  by  no  means  un- 
pleasant. There  is  very  little  noise  and  vibration  except  directly 
over  the  engines,  and  also  a  total  absence  of  wind,  and,  except 
at  the  early  hours  of  dawn,  greater  warmth  than  in  the  sur- 
rounding atmosphere. 

Getting  into  one's  hammock  is  rather  an  acrobatic  feat,  espe- 
cially if  the  hammock  is  slung  high,  but  this  becomes  easy  with 
practice.  Preventing  oneself  from  falling  out  is  the  thing  one 
must  be  careful  about.  In  a  Service  airship  like  the  R34  there 
ii  only  the  thin  outer  cover  of  fabric  on  the  underside  of  the 
keel  on  each  side  of  the  walking-way,  and  the  luckless  individual 
who  tips  out  of  his  hammock  would,  in  all  probability,  break 
right  through  this  and  find  himself  in  the  Atlantic. 

It  is  surprising  the  amount  of  exercise  one  can  get  on  board 
an  airship  of  this  size.  The  keel  is  about  600  ft.  long,  and  one 
is  constantly  running  about  from  one  end  to  the  other.  There 
are  also  the  steps  in  the  vertical  ladder  to  the  top  of  the  ship 
for  those  who  feel  energetic  or  have  any  duty  up  there.  By  the 
time  it  comes  to  one's  turn  to  go  to  bed  one  generally  finds  that 
one  is  very  sleepy,  and  the  warmth  of  the  sleeping  bag  and  the 
hum  of  the  engines  soon  bring  sleep. 

3.15  p.m. — The  sea  is  now  visible  at  intervals  through  the 
clouds.  It  is  of  a  deep  blue  colour,  with  a  big  swell.  Our 
shadow  on  the  water  helps  us  to  measure  our  drift  angle,  which 
both  Scott  and  Cooke  worked  out  to  be  21  degrees. 

Running  the  forward  and  two  aft  engines  and  resting  the  two 
wing  engines,  we  are  making  good  a  speed  of  49  miles  per 
hour.  Dun-ant,  the  wireless  officer,  reports  just  speaking  to  Si. 
John's,  rather  faint  but  quite  dear  signals,  and  we  are  still  in 
touch  with  East  Fortune  and  Clifden,  and  have  been  e.\changing 


The  Forward  Car  of  R.'<4. 


July  g,  1919 


lhe  Aeroplane 


115 


AERIAL  DERBY 
HANDICAP 

the  winner 
on  an 

AVRO  "BABY" 

lubricated    his    35  H.P.    GREEN  ENGINE 

with 

■ 

■M  W  V  "EC  TRADE  MARK. 

Mobiloils 

A  grade  for  each  type  of  motor 

VACUUM     OIL     CO.,  LTD. 

CAXTON  HOUSE,  WESTMINSTER,  S.W.i. 

Telegrams:  "  tfacuum,  Phone,  London."  Telephone:  6620  (6  lines). 


Distance    190   miles;    average  speed 
over   70   miles   per  hour. 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


no 


The  Aeroplane 


July  9,  1919 


signals  with  the  Azores  since  reaching  the  Irish  coast.  Our  com- 
munications seem  quite  satisfactory.  We  are  seeing  some  remark- 
able rainbow  effects  on  the  cloud.  One  complete  rainbow  encircled 
the  airship  itself  and  another  encircled  the  shadow.  Both  are  very 
vivid  in  their  colouring. 

3.45  p.m. — Tea  :  consisting  of  bread  and  'butter  and  greengage 
jam  and  two  cups  of  scalding  hot  tea,  which  had  been  boiled  over  < 
the  exhaust  pipe.  Fruitarian  cake  was  also  tried  for  the  first 
time.  Rather  sickly  taste,  but  is  very  nourishing.  The  whole  is 
being  assisted  by  Miss  Lee  White  on  the  gramophone.  We  would 
one,  and  all  give  anything  for  a  smoke.  Greenland,  the  first  offi- 
cer of  the  ship,  is  vainly  trying  to  discover  *he  culprit  who  used 
his  toothbrush  for  stirring  the  mustard  at  lunch 

4.30  p.m. — Still  in  fog  and  low  clouds,  and  the  -  sea  is  nor 
visible.  We  have  hardly  seen  any  sign  of  the  Atlantic  since 
leaving  the  Irish  coast,  and  we  are  beginning  to  wonder  if  we 
shall  see  it  at  all  the  whole  way  across. 

5.0  p.m. — Tramp  steamer  "  Ballygally  Head  ''  outward  bound 
from  Belfast,  destination  Montreal,  picked  up  our  wireless  on 
their  Marconi  spark  set,  which  has  a  range  of  30  miles  only.  She 
heard  us  but  did  not  see  us,  as  we  were  well  above  and  complexly 
hidden  by  the  clouds.  She  gave  her  position  as  Lon.  54.30  N.  Lat. 
18.20  W.,  and  reported  as  iollows.  Steering  South-south-west 
true.  Wind  north,  barometer  30.10  overcast  clous  low.  Suffren, 
master.  They  were  very  surprised  and  most  interested  to  hear 
we  were  R-34  bound  for  New  York  and  wished  ns  every  possible 
luck. 

5.30  p.m. — 'Messages  have  been  received  from  both  H.M.  Ba.tlie 
Cruisers  "Tiger"  and  "Renown,"  whicH  were  previously  sent  bv 
the  Admiralty  to  assist  us  with  weather  reports  and  general  obser- 
vation. Theyieported  respectively  as  follows: — "Tiger": 
Position  36  degrees  50  min.  North,  36  degrees  50  min.  West  : 
barometer  1,027  millibars,  falling  slowly;  thick  fog."  "  Re- 
nown "  :  "  Position  60  degrees  North,  25  West ;  barometer 
1,027  millibars,  falling  slowly,  cloudy,  visibility  lour  miles." 
Harris's  deductions  from  these  reports  are  to  the  effect  that  there 
was  no  gradient,  and  therefore  no  likelihood  of  any  strong  wind 
in  that  part  of  the  Atlantic. 

6.0  p.m. — Scott  increased  height  to  2,000  ft.,  and  at  this  height 
we  find  ourselves  well  over  the  clouds  and  with  a  bright  blue  sky 
above  the  view  is  an  enchanting  one.  As  far  as  one  can  see  a 
vast  ocean  of  white  fleecy  clouds  ending  in  the  most  perfect  -if 
cloud  horizons.  Two  particularly  fine  speci/runs  of  windy  cirrus 
clouds,  of  which  Pritchard  promptly  obtained  pho:ographs,  appeared 
on  our  port  beam,  also  some  cirrus  ventos  clouds,  little  curly 
clouds,  like  black  cocks'  tail  feathers,  ail  of  which  Harris  inter- 
preted as  a  first  indication  and  an  infallible  sign  of  a  depression 
coming  up  from  the  south.  We  hope  that  this  depression  wihen 
it  comes  may  help  us,  provided  we  have  crossed  its  path  before 
it  reaches  us.  If  we  can  do  this  we  may  toe  helped  along  by  the 
er.sterly  wind  on  the  north-westerly  side,  of  the  depression.  It 
is  interesting  to  note  that ,  as  vet  we  haw  received  no  notice  of 
this  depression  coming  up  from  the  south  in  any  weather  reports. 

6.40  p.m.— Put  back  the  clock  half  an  hour  to  corrected  Green- 
wich mean  time.  Now  6.10  p.m.  Position,  longitude  53  de- 
grees 50  min.  North,  latitude  20  degrees  West.  We  have 
covered  610  sea  miles,  measured  in  a  direct  line,  in  17  hours,  at 
an  average  speed  of  36  knots.  The  depth  of  the  Atlantic  at  this 
point  is  1,500  fathoms.  At  this  rate,  if  all  goes  well,  and  if  that 
depression  from  the  south  does  not  interfere,  we  should  see  St. 
John's — if  visible  and  not  covered  with  fog  as  it  generally  is—  by 
about  midnight  on  July  3rd. 

6.55  p.m. — A  wireless  message  from  the  Air  Ministry  via 
Clifelen  states  that  the  conditions  are  unchanged  in  the  British 
Isles.  The  anticyclone  is  persistent  in  the  Eastern  Atlantic^  and 
a  new  depression  is  entering  the  Atlantic  from  the  south.  This 
confirms  Harris's  forecast,  and  is  admirable  proof  of  the  value 
of  cloud  forecasting. 

7  p.m. — The  clouds  have  risen  to  our  height,  and  we  are  now 
driving  through  them  with  no  sign  of  the  sky  above  or  the  sea 
beneath,  Scott  reckons  that  the  wind  is  north-east  by  east, 
helping  us  slightly.  The  airship  is  now  very  heavy,  owing 
to  the  change  of  temperature,  and  is  12  degrees  down  by  the 
stern.  We  are  running  all  five  engines  at  t,6oo  revolutions,  and 
our   height   is   3,000  ft. 

8  p.m. — We  are  just  on  the  top  of  the  clouds,  alternately  see- 
ing the  sun  and  then  plunging  through  thick  banks  of  cloud. 
The  sun  is  very  low  down  on  the  western  horizon,  and  we  are 
steering  straight  for  it,  making  Pritchard  at  the  elevators  curse 
himself  for  not  having  brought  tinted  glasses.  Ship  now  on  a 
more  even  keel. 

8.30  p  m. — Scott  decided  to  go  down  underneath  the  clouds, 
and  increased  the  speed  on  all  engines  to  1,800  revolutions  to  do 
so.  It  is  dark,  cold,  and  wet  in  the  clouds,  and  we  have  shut 
all  the  windows.  We  see  the  sea  at  1,500  ft.  between  patches 
of  cloud  It  is  rather  bumpy.  We  now  find  oui  selves  between 
two  layers  of  clouds,  the  top  one  1,000  ft.  above  us,  and  the  lower 
layer  500  ft.  below  us,  with  occasional  glimpses  of  the  sea. 

9  p.m. — Sun  now  setting  and  gradually  disappears  below  the 
lower  cloud  horizon,  throwing  a  wonderful  pink  glow  on  the  white 
clouds  in   every  direction.     Course  steered  320  degrees,  course 


made  good  299.    Air  speed  45  knots,  speed  made  good  55  miles 
per  hour.    All  through  this  first  night  in  the  Atlantic  the  ordi- 
nal y  airship   routine— navigating,   steering,  elevating,   and  also  . 
maintaining  the  engines  in  smooth  running  order — goes  on  watch 
and  watcb  as  in  the  day  time.    The  night  i--.  very  dark. 

The  airship,  however,  is  lighted  throughout,  a  much-  enlarged 
car  lighting  system  having  been  fitted.  All  instruments  can  be 
individually  illuminated  as  required,  and  in  case  of  failure  of  the 
lighting  system,  all  figures  and  indicators  are  radiumised.  The 
radium  paint  used  is  so  luminous  that  in  most  cases  the  lighting 
installation  is  unnecessary. 

The  Second  Day. 

8  20  a.m.,  3/7. — Clock  put  back  another  hour  to  correct  time 
to  Greenwich.  Position,  longitude  35  degrees  60  min.  West, 
latitude  53  degrees  North.  Cooke  got  the  position  by  observa- 
tion from  the  sun  and  on  cloud  horizon.  He  considers  it  accu- 
rate to  within  30  or  40  minutes.  Ou^  position  is  over  the 
westbound  steamship  route  from  Cape  Race  to  the  Clyde,  and 
we  are  momentarily  crossing  the  eastbound  route  from  Belleisle 
to  Plymouth.  We  are  well  over  half-way  from  Ireland  to  New- 
foundland, "and  are  back  again  on  the  great  circle  route,  having 
been  slightly  south  of  it  owing  to  the  drift  effect  of  the  northerly 
wind.    Good  weather  report  from  St.  John's. 

12.45  P-nl- — Durrant  is  speaking  to  steamship  "Canada"  on  our 
spark  wireless.  There  may  be  a  chance  of  our  seeing  her 
shoitly,  as  the  sea  is  temporarily  visible.  The  second  wireless 
operator  obtains  directions  on  our  directional  wireless,  so  we  may 
know  in  what  direction  to  look  for  her.  All  we  know  at  the 
moment  is  that  she  is  somewhere  within  120  miles.  Captain 
Davis,  the  commander,  wishes  us  a  safe  voyage.  We  gaze 
through  our  glasses  in  her  direction,  but  she  is  just  over  the 
horizon. 

2  p.m. — Slight  trouble  in  the  starboard  midships  engine. 
Cracked  cylinder  waterjacket.  Shotter  made  a  quick  and  safe 
repair  with  a  piece  of  copper  sheeting  and  the  entire  supply  of 
the  ship's  chewing  gum,  which  had  to  be  chewed  by  himself  and 
two  engineers  before  being  applied. 

4.30  p.m. — Now  on  the  Canadian  summer  route  for  steamers 
bound  for  the  St.  Lawrence  via  Beileisle  Strait  and  the  well- 
known  Labrador  current.  There  are  already  indications  of  these 
cold  currents  in  the  fog  which  hangs  immediately  above  the  sur- 
face of  the  water.  Scott  and  Cooke  spend  much  time  at  the 
chart  table,  with  protractors,  dividers,  stop  watches,  and  many 
navigational  text-books,  measuring  angles  of  drift  and  calculat- 
ing the  course  made  good.  Aerial  navigation  is  more  compli- 
cated than  navigation  on  the  surface  of  the  sea,  but  there  is  no 
reason  why,  when  we  know  more  about  the  air  and  its  peculiari- 
ties, it  should  not  be  made  just  as  accurate. 

5  p.m. — Harris  unwisely  shuts  his  hand  in  the  door  of  the 
wiieless  cabin.  Injury  painful,  but  not  serious.  Flow  of  lan- 
guage not  audible  to  me  as  forward  engine  happened  to  be 
running. 

6  to  7  p.m. — We  are  gradually  getting  farther  and  farther 
tnto  the  shallow  depression  reported  yesterday  coming  from  the 
South  Atlantic.  For  the  last  four  hours  the  sea  has  been  rising. 
Now  the  wind  is  S.S.E.,  velocity  45  miles  an  hour.  Visibility 
only  half  a  mile.  Very  rough  sea  and  torrents  of  rain.  Despite 
this  the  ship  is  remarkably  steady.  At  8  p.m.  Scott  decided  to 
climb  right  through  it  and  we  evidently  came  out  over  the 
top  of  it  at  3,400  ft. 

8.30  p.m. — We  have  now  passed  the  centre  of  the  depression 
exactly  as  Harris  foretold.  Rain  has  ceased  and  we  are  travel- 
ling quite  smoothly  'again. 

To  the  west  the  clouds  have  lifted,  and  we  see  an  extraordi- 
narily interesting  sky,  black,  angry  clouds  giving  place  to  clouds 
of  grey  mouse  colour,  then  bright  salmon  pink,  and  a  clear  sky 
changing  lower  down  on  the  horizon  to  .darker  clouds  with  a 
rich  golden  lining  as  the  sun  sinks  below  the  surface.  Sea  is 
invisible,  and  is  covered  with  a  fluffy  grey  feather  bed  of 
clouds  slightly  undulating  and  extending  as  far  as  the  eye  can 
reach. 

The  moon  is  just  breaking  through  the  black  clouds  immedi- 
ately above  us.  On  the  east  we  see  the  black,  ominous 
depression  from  which  we  have  just  emerged,  while  away 
to  the  south  the  cloud  bed  over  which  we  are  passing 
seems  to  end  suddenly  and  merge  into  the  horizon.  We  are  - 
getting  some  valuable  meteorological  data  on  this  flight  without 
doubt,  and  each  fresh  phenomenon  as  it  appears  is  instantly 
explained  by  the  ever-alert  Harris,  who  has  a  profound  know- 
ledge of  his  subject. 

g  p.m. — One  of  the  engineers  has  reported  sick.  He  complains 
of  feverishness.  A  stowaway  has  just  been  discovered,  a  cat 
smuggled  aboard  by  one  of  the  crew  for  luck.  It  is  very  re-, 
markable  that  nearly  every  member  of  the  crew  has  a  mascot  of 
some  description,  from  the  engineer  officer  who  wears  one  of  his 
wife's  silk  stockings  as  a  muffler,  to  Major  Scott,  the  captain, 
with  a  small  gold  charm,  called  "  thumbs  up." 

We  have  two  carrier  pigeons  on  board,  which  it  has  been  de- 
cided not  to  use.  Anyhow,  whether  we  release  them  or  not  they 
can  claim  to  be  the  first  two  pigeons  to  fly  the  Atlantic. 


July  9,  1919 


The  Aeroplane 


117 


The  Safety  Factor — of  which  the  highest  ratio  is  always 
aimed  at  by  aircraft  constructors — is  1,000  to  1  in  the  case  of 
Triplex  Safety  Glass — 1,000  to  1  against  pilot  or  passengers 
being  hurt  by  broken  glass  in  even  the  worst  of  crashes.  It 
is  only  Triplex  Safety  Glass  that  has  made  possible  the 
present  types  of  glazed  cabins  and  enclosed  passenger  nacelles 
which  are  playing  so  important  a  part  in  commercial  aviation. 

All  experienced  aviators  insist  on  "  Triplex  "  for  their 
goggles,  for  windscreens,  observation  panels,  and  instrument 
covers — because  no  shock  or  impact  can  break  it  up  or  cause 
splinters  to  fly.  "Triplex,"  of  course,  is  neither  wired  nor 
leaded,  but  it  is  as  clear  as  ordinary  glass  despite  its  un- 
splinterable  tenacity. 


TRIPLEX 

Safety 

GLAS 


Write  for  Catalogue  No.  3  to 

THE  TRIPLEX  SAFETY   GLASS  CO.,  LTD. 

(Reginald  Delpech,  Managing  Director), 

1,  Albemarle    Street,  W.l. 

Telephone  t  Regent  1321/2.         Telegrams  s  Shatterlys,  Piccy,  London. 


KINDLY    MENTION    "  THE    AEROFLANE  "      WHEN    CORRESPONDING    WITH  ADVERTISERS- 


u8 


The  Aeroplane 


July  9,  1919 


The  Third  Day. 

Friday,  July  4th,  4.30  a.m. — A  wonderful  sunrise,  the  different 
colours  being  the  softest  imaginable,  just  like  a  wash  drawing. 

7  a.m. — Height  1,000  ft.,  bright  blue  sky  above  them,  fog 
partly  obscuring  the  sea  beneath.  .  .  .  Sea  moderate,  with  a  big 
swell. 

The  fog  bank  appears  to  end  abruptly  ten  miles  towards  the 
south,  where  the  sea  appears  clear  of  fog.  It  is  a  very  deep  blue, 
and  standing  out  conspicuously  we  see  enormous  white  icebergs. 
The  sun  is  shining  brightly  on  its  steep  sides,  and  we  estimate 
roughly  that  it  is  300  yards  square  and  150  ft.  high.  As  these 
icebergs  usually  draw  about  six  times  as  much  water  as  their 
height,  we  wondered  whether  he  was  aground,  as  the  depth  of 
water  at  that  point  is  only  about  150  fathoms.  Another 
big  iceberg  is  seen  in  the  dim  distance.  These  are  the  only 
two  objects  of  any  kind  we  have  yet  seen  on  this  journey. 

8.15  a.m. — The  fog  is  still  clinging  to  the  surface  of  the 
water.  Evidently  very  cold.  There  is  an  extraordinary  crimpy, 
wavelike  appearance  in  the  clouds  which  are  rolling  up  from  the 
noith.  Harris  has  never  seen  this  before.  Pritchard  took  photo- 
giaphs.  Underneath  on  the  port  beam  there  is  a  long 
stretch  of  clear  blue  sea  sandwiched  between  wide  expanses  of 
fog  on  either  side,  looking  just  like  a  blue  river  flowing  between 
two  wide  snow-covered  banks.  This  is  caused  by  a  warm 
current  of  water,  which  prevents  the  cloud  from  hanging  over 
it.  This  illustrates  the  rule  that  over  cold  currents  of  water  the 
clouds  cling  to  the  surface. 

9  a.m. — We  are  now  over  a  large  icefield,  and  the  sea  is  full 
of  enormous  pieces  of  ice,  small  bergs  in  themselves.  The  ice  is 
blue-green  under  the  water,  with  frozen  snow  on  top. 

Land  Sighted. 

12.50. — Land  in  sight,  first  spotted  by  Scott  on  the  star- 
board beam.  A  few  small  rocky  islands  were  visible  for  a  minute 
or  two  through  the  clouds,  but  were  instantly  swallowed  up 
again.  Altered  course  to  south-west  to  have  a  closer  look. 
Eventually  made  them  out  to  be  the  north-west  coast  line  of 
Trinity  Bay.  Our  time  from  Rathlin  Island,  the  last  piece  of 
land  we  crossed  off  the  shore  of  the  north  coast  of  Ireland,  to 
the  north  coast  of  Trinity  Bay,  Newfoundland,  is  exactly  59 
hours. 

2.30  p.m. — We  are  crossing  Newfoundland  at  1,500  ft.  in 
thick  fog,  which  gradually  clears  as  we  get  further  inland.  Very 
rocky  country,  with  large  forests,  lakes,  and  for  the  most  part 
no  traces  of  habitation  anywhere.  Message  from  St.  John's  to 
say  that  Raynham  was  coming  in  his  machine  to  greet  us.  We 
replied  giving  our  position. 

3  p.m. — Again  enveloped  in  dense  fog.  Message  from  H.M.S. 
"  Sentinel  "  giving  us  our  position.  We  are  making  good  38 
to  40  knots,  and  heading  for  Fortune  Harbour. 

4.30  p.m. — We  have  passed  out  of  Fortune  Harbour  with  its 
magnificent  scenery  and  azure  blue  sea  dotted  with  little  white 
sailing  ships,  and  are  now  over  the  two  French  islands  Miquelon 
and  St.  Pierre,  and  steering  course  for  Halifax,  Nova  Scotia. 
The  French  flag  was  flying  at  St.  Pierre  and  was  duly  dipped 
as  we  passed  over. 

7.45  p.m. — Passed  over  tramp  steamer  ss.  "  Seal  "  bound  for 
Sidney,  Nova  Scotia,  from  St.  John's,  the  first  we  have  seen. 

8.15  p.m. — Clear  weather,  sea  moderate;  making  good  30 
miles  per  hour  on  three  engines.  Northern  point  of  Cape 
Breton  Island,  Nova  Scotia,  just  coming  into  sight.  We  should 
make  Sambre  Head  2.38  a.m. 

Saturday,  July  5th,  2.30  a.m. — Very  dark,  clear  night;  the 
lights  of  Whitehaven  show  up  brightly  on  our  starboard  beam 


and  we  make  out  the  lights  of  a  steamer  passing  us  to  the  east. 
Strong  head  wind  against  us  ;  making  no  appreciable  headway. 

7  a.m. — Scott  decided  to  turn  inland  to  avoid  S.W.  wind  bar- 
rage blowing  oft  the  coast.  Crossed  coast  at  Goose  Island 
Country  Harbour.  Miles  and  miles  of  forest.  Here  and  there 
a  clearing  with  a  hut  or  two;  a  few  cows  and  an  acre  or  so  of 
cultivated  land ;  any  number  of  small  rivers  and  lakes. 

10.20  a.m. — We  are  down  as  low  as  800  ft.  over  huge  forests. 
A  lovely  resinous  smell  of  pines,  which  we  inhale  with  de- 
light. Stacked  tree  trunks  look  like  bunches  of  asparagus 
from  above.  Put  the  wind  up-  a  big  brown  eagle.  We  all 
agree  we  must  come  to  Nova  Scotia  for  shooting  and  fishing. 

12.30  p.m. — Lunch.  The  petrol  question  has  become  a  dis- 
tinctly serious  matter.  We  have  been  totalling  up  our  available 
petrol  resources  with  anxious  care.  We  have  500  miles  to  go  to 
New  York,  and  if  we  do  not  get  any  wind  or  bad  weather 
against  us  will  do  it  all  right  with  two  engines,  assisted  occa- 
sionally by  a  third  engine.  We  cannot  afford  to  run  all  five  at 
once  owing  to  the  petrol  consumption.  Lieut. -Commander 
Lansdowne,  U.S.  Naval  Airship  Service,  sends  signal  on  behalf 
of  R.34  to  U.S.  Naval  Authorities  at  Washington  and  Boston  to 
send  destroyer  to  take  us  in  tow  in  case  we  should  run  out  of 
petrol  a'uring  the  night.  The  idea  is,  we  would  then  be  towed 
by  the  destroyer  during  the  hours  of  darkness  and  at  dawn  cast 
off  and  fly  to  Long  Island  under  our  own  power.  Let  us  hope 
this  will  not  be  necessary.  It  is  now  raining  and  foggy,  which 
is  the  kind  of  weather  that  suits  us  now,  as  rain  generally  means 
no  wind. 

3  p.m. — Passed  Haute  Island  in  Fundy  Bay. 

•3.30  p.m. — For  some  little  while  past  there  had  been  distinct 
evidences  of  electric  disturbance.  Atmospherics  became  very 
bad,  and  severe  storm  was  seen  over  Canadian  coast  moving 
south  down  the  coast.  Scott  turned  east  off  his  course  to  dodge 
the  storm,  putting  on  all  engines.  In  this,  fortunately  for  us, 
he  was  successful,  and  we  passed  through  the  outer  edge  of  it. 
We  had  a  very  bad  time  indeed  ;  it  is  quite  The  worst  experi- 
ence from  a  weather  point  of  view  that  any  of  us  have  yet  ex- 
perienced in  the  air.  During  the  storm  some  wonderful  speci- 
mens of  cumulus  mamatus  were  seen  and  photographed.  These 
clouds  always  indicate  a  very  highly  perturbed  state  of  the  atmo- 
sphere, and  look  rather  like  a  bunch  of  grapes.  The  clouds 
droop   into   small  festoons. 

7.30  p.m. — Now  in  clear  weather  again,  and  have  left  Nova 
Scotia  well  behind  us  and  are  heading  straight  for  New  York. 
Paiticularly  fine  electrical  disturbance  type  of  sunset. 

9.0  p.m. — Another  thunderstorm.  Again  we  have  to  change 
our  course  to  avoid  it,  and  as  every  gallon  of  petrol  is  worth  its 
weight  in  gold  it  almost  breaks  our  hearts  to  have  to  lengthen 
the  distance  to  get  clear  of  these  storms. 

July  6th,  Sunday,  at  4  a.m. — Sighted  American  soil  at  Chat- 
ham. 

4.5  a.m. — South  end  of  Mahoney  Island,  Scott  is  wondering 
whether  petrol  will  allow  him  to  go  to  New  York  or  whether  it 
would  not  be  more  prudent  to  land  at  Montauk. 

5.30  a.m. — Passing  over  Martha's  Vineyard,  a  lovely  island 
and  beautifully  wooded.  Scott  decided  he  could  just  get  through 
to  our  landing  ground  at  Hazelhurst  Field,  but  that  there  would 
r.pt  be  enough  petrol  to  fly  over  New  York.  Very  sad,  but  no 
alternative.  We  will  fly  over  New  York  on  start  of  our  return 
journey  on  Tuesday  next,  weather  and  circumstances  permitting. 

Landed  1.54  p.m.,  G.M.T.,  Haselhurst  Field,  Long  Island, 
or  7.54  U.S.A.  summer  time.  Total  time  on  entire  voyage,  108 
hours  12  minutes. 


THE  TRANS  ATLANTIC  HANDLE Y  PAGE. 

It  was  stated  on  July  3rd  that  Vice-Admiral  Mark  Kerr, 
M.V.O.,  had  decided  to  abandon  the  idea  of  flying  the  Atlantic 
on  the  Handley  Page,  and  on  July  4th  the  machine  left  St. 
John's  for  Atlantic  City. 

The  firm  had  received  several  invitations  to  exhibit  the 
machine  in  the  States,  and  it  was  decided  to  take  advantage  of 
these  offers.  The  machine  carried  1,300  gallons  of  petrol,  Ad- 
mirai  Mark  Kerr,  Major  Trygve  Gran,  and  Mr.  Frederick 
Wyatt.     Food  for  twenty-four  hours  was  taken. 

A  message  from  Halifax,  N.S.,  on  July  5th  stated  that  the 
machine  had  been  forced  to  descend  at  Parrsborough  that  morn- 
ing through  engine  trouble.  The  crew  were  uninjured,  but  the 
under-carriage  was  badly  damaged  in  the  landing. 

The  following  cablegram  has  been  received  by  Rolls-Royce, 
Ltd.  :— 

"Engines  were  splendid  when  oil  feed  pipe  broke  enginp 
worked  for  at  least  two  hours. — Admiral  Kerr." 

AMERICAN  METHODS. 

It  is  stated  that  the  War  Department  will  transport  cotton 
by  aeroplane  from  Americus,  Georgia,  to  Lowell,  Massachusetts, 
a  distance  of  1,100  miles. 


THE  LONDON  FLYING  CLUB. 

The  Earl  of  Lonsdale  is  President,  and  many  distinguished 
people  are  Vice-Presidents,  of  the  London  Flying  Club  which  it 
is  intended  to  open  at  Hendon  in  July. 

A  Club  House  has  been  erected  containing  a  ball-room  and 
concert-hall  to  hold  about  2,000  people,  a  dining-room,  a  lounge, 
a  library,  and  many  other  small  rooms,  with  50  bedrooms  for 
the  use  of  male  members. 

The  kitchens  and  offices  are  large,  and  M.  R.  Nobile,  of 
Claridge's  and  the  Hotel  de  la  Plage,  Ostend,  will  be  respon- 
sible for  the  catering,  which  should  be  very  good.  A  Hawaiin 
band  has  been  engaged,  and  is  coming  ever  frorr  America. 

Instruction  will  be  given  by  professionals  in  many  sports,  for 
which  facilities  will  be  afforded. 

A  flying  school  has  been  established  on  the  club  aerodrome, 
which  is  of  about  80  acres.  Members  can  garage  their  aeroplanes 
on  the  grounds,  and  have  them  kept  in  running  order.  The  cluo 
will  have  passenger,  two-seater  and  single-seater  machines,  and 
cars  will  be  provided  there  and  at  the  Ritz  Hotel,  the  Wesl  End 
headquarters. 

The  ordi.iarv  members'  annual  subscription  is  £10  10s., .mem- 
bers of  the  Royal  Aero  and  Sussex  County  Aero  Clubs  £8  8s., 
and  R.A.F.  members  £5  5s.    At  present  there  is  no  entrance  fee. 


July  g,  1919 


Aeronautical  Engineering  (supplement  t0  the  aeropu**.)  n9 


ft 


U  t  ! 

!i     fl  i 


III!! 
II  i 


The 
Proved 
Best. 


APIE 


AERO  ENGINES. 


FIRST  AGAIN! 


British 
Built. 


[!  i«  H  j:  M  !l 


<£:: 


fj  The  Victory  Aerial  Derby 

OPEN  TO  ALL  COMERS 

was  won  by  a  NAPIER  Engined  Airco  Aeroplane, 
piloted  by  Capt.  Gathergood,  A.F.C. 

(jj  Distance  covered,  iSg  miles  in  "bumpy  "weather, 
,  at  an  average  speed  of 

129.3  MILES  PER  HOUR. 

Twelve  machines  started.      Only  one  with  Napier 
Engine. 

SEVEN  FINISHED; 
Result — NAPIER  FIRST. 

fj  The  reliability,  speed,  and  endurance  of  the  450  h.p. 
Napier  Aero  Engine  is  thus  further  proved. 

jjj  The  Napier  was  also 

THE  FIRST  ENGINE  TO  REACH 
SIX   MILES    UP   IN    THE  AIR. 

Full  particulars  on  application. 

D.  NAPIER  &  SON,  LTD. 

14  New  Burlington  Street,  London,  W.l 

Works  :    Acton,  London,  W.3. 


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120      (Supplement  to  The  aeroplane.)  Aeronautical  Engineering 


July  9,  19 19, 


10,000  FEET  IN  5  MINUTES  25  SECONDS 

AT  FARNBOROUGH  IN  APRIL,  -1919,  A  BRISTOL  SCOUT  FITTED 
WITH  A  "  MERCURY  "  ENGINE  CLIMBED  10,000  FEET  IN  5  MINS. 
25  SECS.,  &  20,000  FEET  IN  16  MINS.  15  SECS.,  SPEED  AT  10,000 
FEET  143  M.P.H.  OFFICIAL    CORRECTED    BAROGRAPH    FIGURES.  ■ 

CONSTITUTING      TWO      BRITISH  RECORDS 


300   H.P.    MERCURY    IN    BRiS TOL  SCOUT. 

The  Cosmos  Engineering  Co.,  Ltd 

ENGINES  for  AIRCRAFT, 

JUPITER  (UNGEARED)  450  H.P.  WEIGHT  636  LBS. 
MERCURY  300  H.P.     WEIGHT  587  LBS. 

LUCIFER  100  H.P.     WEIGHT  220  LBS. 

CONTRACTORS   TO   THE   AIR  MINISTRY. 


SUPREME  IN 


"Trade 


POWER  for« WEIGHT. 


Mark 


SALES  DEPT.  &  SHOWROOMS 


WORKS  : 
Fishponds,  Bristol. 


1  6  &  1  7,  PALL  MALL.  S.W. 


HEADJ  OFFICE: 

Orient  House, 
New  Broad  St.,E,C 


Telegrams  : 
RADIARY,  CHARLES.  LONDON, 


Telephone  : 
1476  REGENT 


20,000  FEET  IN  16  MINUTES  15  SECONDS 


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July  9,  191 9 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplanb.) 


121 


■  ■ 


H  I  STORY 


IS  THE 


HISTORY 


OF 


AIR  SUPREMACY. 


Before  the  War  RECORD  upon 
RECORD  was  created  by  this 
Master     of     Aero  Engineering. 


For  Simplicity,  Reliability,  Long 
Life  and  Economy  BEARDMORE 
AERO  ENGINE  is  still  UN- 
::  EQUALLED.  :: 


WATCH  BEARDMORE 
DEVELOPMENTS.  Many 
Leading  Aircraft  Manufacturers  are 
adopting  this  Engine  as  a  STAN- 
DARD    Post-war    Power  Unit. 


THE  BEARDMORE  AERO    ENGINE,  LIMITED, 

Chairman:  Sir  William  Beardraore,  Bart. 

London  Showrooms  and  Depots  : 

H2,  QT.  PORTLAND  STREET,  LONDON,  W.i. 

Telephone  :    Gerrard  238. 


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122 


(Supplement  to  The  Aeroplane. 


NE.) 

Aeronautical  Engineering 


July  9,  1919 


PRICE   7s.  6d.  net. 


8s.  POST  FRFE. 


Five  Years  in  the  R.F.C. 

BY 

Major  J.  T.  B.  McCUDDEN,  V.C,  D.S.O.,  M.C.,  M.M. 

&  Croix  de  Guerre. 

With  an  Introduction  by  C.  G.  Grey, 

Notes  by  Major-General  Sir  Hugh  Trenchard  and  Major-General  J.  M.  Salmond, 
and  37  FULL  PAGE  ILLUSTRATIONS. 


"  McCudden  seems 
to  have  had  all  the 
experiences." — 

Times. 


"  Pithy  and  pic- 
turesque. .  .  The 
Cavalry  of  the  air 
has  had  no  more 
complete  expon- 
ent."— 

— Morning  Post. 


"  Among  British 
airmen  there  are 
but  one  or  two 
who  can  dispute 
the  laurels  with 
McCudden.  .  .  . 
His  modesty  and 
frankness  are 
charming."  — 
ManchesterGuardian. 


FRONTISPIECE, 


»'  There  was  no 
finer  example  of  the 
British  Pilot."— 

Sir  Hugh  Trenchard. 


"  McCudden  was  a 
sportsman  to  the 
finger  tips.  He 
was  brave  as  a  lion 
and  won  his  long 
series  of  decora- 
tions by  deeds 
hardly  rivalled  in 
the  romance  of 
chivalry." — 

Outlook. 


"When  McCudden 
,  died  the  Country 
lost  an  unsophisti- 
cated story-teller 
as  well  as  a  great 
aviator." —  • 

Glasgow  Herald. 


ORDER  FORM. 

To  THE  AEROPLANE  &  GENERAL  PUBLISHING  CO.,  61,  Carey  Street,  W.C.2. 

Please  send  me  one  copy   (post  free)  of  FIVE  YEARS   IN  THE  R.F.C., 
by  Major  J.  T.  B  McCudden,  for  which  I  enclose  8Si 

Name  

Address   

Date   


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


July  9,  1919 


Nothing  can  be  better  than  the  best 
Nothing  can  be  better  than  "  Cellon 
Therefore  "  Cellon  7  is  the  best. 


»» 


The  above  is  a  self-evident  truth  which  requires  no  proof ; 
Nevertheless  : 


E 

Mmi 


18  SLY 


WITH 


D 
O 
P 


BTA1NED 


CFOLARITY 


FFIGIENCY 


N 


AEROPLANES  I  HO  SEAPLANES  PROVED  ITS 
SUPERIORITY 


Before  and  during  the  War  and  continues  to  do 
so  to-day. 


CELLON  LTD., 


22,  Cork  Street,  London,  W.l, 

Telegrams- AJ AW B,  REG,  LONDON.  Telephones    GERRARD  440  (alines.) 


KIN 


DLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


.  •  (Supplement  to  The  Aeroplane.) 

Aeronautical  Engineering 


July  g,  igig 


W  MANCHESTER  GUARDIAN 
Aviation  Supplement 

ISSUED  WITH  THE  MANCHESTER  GUARDIAN  OF 

JULY  9th, 

A  survey  of  the  present. 
A  forecast  of  the  future. 

Articles   and   interviews  with 
the  highest  authorities  on  avia- 
tion and  the  navigation  of  the 
 air.  


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS 


July  g,  1919 


Aeronautical  Engineering  -rmk^M  I25 


lis  k.p.  Le  Rh«xa.  t*e  h.p.  MeBesmapgpa. 


Gnome 
and  Le  Rhone 
Engine 
Company 

MANUFACTURERS    AND    SOLE  LICENSEES 
for  the  British  Isles,  and  Licensees  for  Overseas  Dominions 
of  the  Gnome  and  Le  Rhone  Aero  Engines. 


The  Gnome  and  Le  Rhone  Engine  Co.  beg  to  give  notic* 
I  that  they  cannot  accept  any  responsibility  for  Engines  and 

1  Spares  which  have  not  been  supplied  direct  from  them,  or 

which  have  not  been  overhauled  and  tested  by  their  staff 

LONDON  OFFICE 

27,  BUCKINGHAM  GATE,  S.W.I. 

WORKS  aho  OFFICES 

BLAGRHORSE  LANE,  WALTHAMSTOW.  E.17. 

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(Supplement  to  the  aeroplane.)  Aeronautical  Engineering 


July  g,  1913 


The  above  is  an  illustration  of  our  320  H.P.  Twin  Engines  9  Seater  Passe  ger  or  Commercial  Machine 


THE 

Central  Aircraft 

COMPANY 


MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERT 


July  9,1919  Aeronautical  Engineering  (Supplemeat  t0  THE  AER0PWNE.,  l27 


Enrol  Now 

1K'-:V  ";  ;     ■-    ■".     '      THE  \  W 

Central  Aircraft 
Company's 

SCHOOL  of  AVIATION 


The  most  modern  and  best  method  of  Instruction  in  Flying  is  now  being 
given  at  the  Company's  Aerodrome  at  Northolt. 

This  Flying  Ground  covers  an  area  of  about  350  acres,  and  forms  probably  the 
Finest  Training  Aerodrome  in  the  country.    Sleeping  accommodation  available. 

Commence  your  Training  NOW. 


The  School  is  under  the  personal  supervision  of  Mr.  HERBERT  SYKES, 
O.B.E.,  the  well-known  Test  and  Exhibition  Pilot,  assisted  by  a  large  staff  of 
qualified  and  experienced  instructors. 

Tuition  on  80  H.P. 

DUAL  CONTROL  "C.A.C."  Tractor  Biplanes, 

the   Finest  Training   Machines  yet  produced. 


Write  for  Illustrated  Handbook  and  all  particulars  to: — 

The  CENTRAL  AIRCRAFT  Company 

179,  High    Road,   Kilburn,  N.W.6. 


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(Supplement  to  the  aeroplane.)  Aeronautical  Engineering 


July  9,  1919 


Every  type  of  Engine 

Overhauled 
&  Re  paired 


During  a  period  of  twelve  months  we 
overhauled  and  repaired  2,000  Engines, 
amongst   which    were   the  Hisp&flO- 

Suiza,  B.H.P.,  Beardmore,  R.A.F., 
Rhone,  Clcrgct,  Gnome,  etc.,  etc.,  and 

gave  satisfaction  in  every  case. 

The  High  Quality  and  Reliability  01 
our  work  are  guarantees  that  you  will 
get  the  highest  service  and  satisfaction. 

Our  works  rank  as  one  of  the  largest 
and  best  equipped  in  the  Kingdom  and 
we  can  meet  every  demand 

promptly  and 
thoroughly 


CARS  RENOVATED  &  REPAIRED 

Paintwork,  Upholstery  and  Coach  Building  in  all 
branches.  Cars  collected  at  our  London  Depot 

31  Brook  Street,  Bond  Street,  W. 

Cyril  T.  Chamberlain,  London  Manager, 
or  at  any  address  by  appointment.  In  cases  of  urgency  'phone  up 


2966  Mayfair 


— or— 


550  Weybridge. 


MERCEDES  SPECIALITY. 

Works  WEYBRIDGE 

Telephone—  550  Weybridge.  Telegrams — "Mercedes  Wexbridge.1' 


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Supplement  to  The  Aeroplane,  July  gth,  1919. 


INCOBPOEATJNG  AIRCRAFT  ENGINEERING,  AERODYNAMICS,  AIRCRAFT  FINANCE  AND  COMMERCIAL  AERONAUTICS 
AND  MATTERS  PERTAINING  TO  THE  AERONAUTICAL  ENGINEER  AND  THE  AIRCRAFT  TRADER. 


THE  WEEKLY 

The  inquest  upon  the  deaths  of  Capt.  Rawlings  and 
Capt.  Dunn  in  the  accident  to  the  Tarrant  triplane  at 
Farnborough  on  May  26th  is  the  subject  of  a  leading 
article  in  this  issue. 

The  evidence  given  and  certain  facts  which  incidentally 
appeared  at  that  inquest  seem  to  have  suggested  to  some 
people  that  the  Technical  Department  of  the  Air  Ministry 
is  attempting  to  keep  to  themselves  technical  information 
which  it  is  essential — in  the  interests  of  the  British  Air- 
craft Industry — should  be  freely  published.  It  is  not 
clear  whether  the  Technical  Department  itself  gained  any 
information. 


COMMENTARY. 

this  week's  instalment  of  the  series  on 
Aeroplanes. " 


Modern  British 


The  products  of  the  Blackburn  Aeroplane  and  Motor 
Company,   Ltd.,   of   Olympia,  Leeds,   are  described  in 


An  article  on  the  methods  adopted  by  the  French  Avia- 
tion Service  for  the  prevention  of  fires  caused  by  bursting 
or  perforated  petrol  tanks  will  be  found  on  page  153. 

The  devices  are  separated  into  two  main  divisions,  ea 
sunt  methods  for  getting  rid  of  all  the  petrol  carried  by 
emptying  or  dropping  the  fuel  tanks,  and  methods  for 
preventing  leakage  caused  either  by  bullet-holes  or  by 
damage  in  a  crash. 

It  appears  that  such  precautions  have  been  carried  to 
much  greater  lengths  in  France  than  in  this  country, 
and  it  is  to  be  hoped  that  British  manufacturers  will  now 
make  an  attempt  to  bring  their  practice  at  least  into  line 
with  that  of  France. 


THE   TARRANT  ACCIDENT. 


The  evidence  given  at  the  coroner's  inquest  upon  the 
deaths  of  Capt.  P.  T.  Rawlings  and  Capt.  F.  G.  Dunn, 
who  were  both  killed  at  Farnborough  in  the  accident  to 
the  Tarrant  "Tabor"  triplane  on  May  26th,  brings  to 
light  a  number  of  curious  points.  On  the  point  of  the 
actual  incidents  of  the  accident  itself  two  witnesses  only 
— 'Mr.  Tarrant  himself  and  Brigadier-General  Brooke- 
Popham,  the  Director  of  Research,  Air  Ministry — gave 
evidence.. 

Their  evidence  was  in  general  agreement  on  the  point, 
of  fact  that  all  six  engines  were  started  up,  that  the 
machine  taxied  some  few  hundred  yards  with  the  four 
lower  engines  running  fairly  fast  and  the  upper  pair 
ticking  over.  It  turned  and  taxied  at  an  increased  speed, 
and  the  top  engines  were  opened  up,  the  tail  rose  to  an 
unusual  extent,  and  the  machine  turned  on  its  nose. 

The  only  novel  fact  which  appears  is  that,  according  to 
Mr.  Tarrant,  the  machine  was  loaded  with  about  1,000  to 
1,200  lbs.  of  lead  shot  in  the  nose  of  the  fuselage. 

No  one  of  the  four  surviving  members  of  the  crew  gave 
evidence  as  to  the  occurrence. 

General  Brooke-Popham  stated  that  there  had  been  an 
official  inquiry  into  the  accident,  and  that  he  was  iu- 
stiucted  to  claim  privilege  for  that  report. 

From  the  questions  asked  of  various  witnesses  by  Mr. 
Walter  Frampton — acting  on  behalf  of  Messrs.  Ogilvie 
and  Partners,  who  acted  as  consulting  engineers  to  Mr. 
Tarrant — and  from  the  answers  given  to  those  questions, 
there  arise  a  number  of  rather  important  deductions. 

It  appears  that  tests  had  been  made  on  a  model  of  the 
machine  in  the  wind  tunnel  at  'the  R.A.E.,  and  the 
results  of  the  test  were  forwarded  to  Ogilvie  and  Partners. 

On  the  strength  of  these  tests  the  consultants  wrote  to 
Mr.  Tarrant  stating  that  the  machine  was  not  safe  to  fly 
if  the  figures  of  the  test  were  to  be  accepted  as  they  stood. 
These  tests  indicated  that  the  machine  was  tail  heavy, 
to  the  extent  of  requiring  200  adjustment  (query  inci- 


dence) on  the  top  elevator  to  trim  at  a  reasonably  high 
speed — which  would  leave  insufficient  adjustment  for 
errors  and  would  entail  a  severe  strain  on  the  pilot. 

Upon  the  strength  of  this  report  from  his  consultants 
Mr.  Tarrant  apparently  drafted  a  letter  to  the  Technical 
Department,  on  May  23rd,  asking  to  be  allowed  to  post- 
pone the  trials  until  confirmation  by  the  National  Physi- 
cal Laboratory  of  the  correctness,  or  otherwise,  of  the 
R.A.E.  tunnel  tests. 

If  the  N.P.L.  tests  confirmed  the  calculations  and  ex- 
perience of  his  experts — presumably  Ogilvie  and  Partners 
— he  would  like  to  make  the  tests  as  the  machine  stood ; 
but  if  not — that  is,  apparently,  if  they  agreed  with  the 
R.A.E.  tests — he  was  afraid  that  further  model  tests  would 
be  absolutely  necessary,  and  whilst  these  were  being- 
made  he  would  like  to  change  the  engines  and  also  the 
undercarriage. 

This  letter  was  never  sent,  and  the  Director  of  Research 
was  not  informed  of  its  contents — apparently  because  Mr. 
Tarrant  on  the  day  after  drafting  this  letter  called  at  the 
Technical  Department  and  discussed  the  matter  with  cer- 
tain officials,  who  had  apparently  received  the  results  of 
the  N.P.L.  tests  to  which  Mr.  Tarrant  referred  in  the 
draft  letter,  and  who  satisfied  Mr.  Tarrant  that  the  con- 
clusions derived  from  the  R.A.E.  tests  were  false,  and 
who  arranged  to  test  the  machine  on  the  following 
Monday  morning. 

Messrs.  Ogilvie  and  Partners  were  not  informed  of  the 
results  of  the  N.P.L.  tests  or  of  the  decision  to  fly  the 
machine  on  that  day. 

It  further  appears  from  the  evidence  that  a  civilian 
employee  of  the  Royal  Aircraft  Establishment  of  the 
name  of  Grosset  formed  part  of  the  crew  for  the  special 
purpose  of- watching  the  behaviour  of  the  undercarriage 
whilst  the  machine  was  taxying.  Examined  on  this 
point  Mr.  Tarrant  explained  that  there  was  some  ques- 
tion of  there  being  too  much  elastic  on  the  axles,  and 
thus  making  the  chassis  too  rierid.    There  had  been  no 


J30  (Supplement  to  The  Aeroplane.)    AerOnaUtlCal     Engineering  JULY  Q,  IQIQ 


question  as  to  the  strength  of  the  undercarriage  to  his 
knowledge. 

Lieut. -Col.  the  Master  of  Sempill  gave  evidence  that  on 
examining  the  undercarriages  after  the  accident  he  had 
concluded  that  they  had  not  failed  until  the  machine 
turned  over. 

From  this  evidence  the  following  points  seem  fairly 
clear  :  — 

1.  That  the  machine  as  built  was  in  proper  aero- 
dynamic balance  according  to  the  calculations  both  of 
Mr.  Tarrant's  design  staff  and  of  his  consultants,  Messrs. 
Ogilvie  and  Partners. 

2.  That  tests  made  on  a  model  at  the  Royal  Aircraft 
Establishment  indicated,  on  the  contrary,  that  it  would 
be  dangerously  tail  heavy,  and  that  both  Mr.  Tarrant  and 
his  consultants  desired  to  postpone  the  trials  till  these 
tests  could  be  checked  by  the  National  Physical  Labora- 
tory. 

3.  That  the  National  Physical  Laboratory  tests  did  not 
confirm  those  made  by  the  R.A.E.,  although  the  fact  of 
1,000  lbs.  of  lead  ballast  bekig  placed  in  the  nose  of  the 
fuselage  would  seem  to  indicate  that  there  was  some 
suspicion  of  tail  heaviness  still  undispelled.  One  thou- 
sand pounds  in  the  nose  of  the  machine  would  be  far 
from  sufficient  to  counterbalance  the  degree  of  tail  heavi- 
ness indicated  by  Messrs.  Ogilvie's  report  on  the  results 
of  the  R.A.E.  tests,  so  that  it  may  be  assumed  that  only 
a  minor  degree  of  tail  heaviness  was  expected. 

4.  That  on  the  receipt  of  this  report  the  responsible 
officials  of  the  Technical  Department  decided  to  test  the 
machine  in  its  then  condition,  and  persuaded  Mr.  Tarrant 
to  take  their  view. 

5.  That  whatever  the  cause  of  the  accident  may  have 
been,  it  was  not  due  to  tail  heaviness  on  the  part  of  the 
machine. 

It  will  thus  be  seen  that  in  spite  of  the  large  volume 
of  evidence  produced,  and  the  number  of  curious  facts 
disclosed,  no  explanation  of  the  accident  has  been  allowed 
to  emerge. 

It  has  been  publicly  stated  by  General  Seely  that  the 
machine  was  built  for  Military  vService  and  that  it  would 
not  be  in  the  interest  of  the  public  services  to  disclose 


the  results  of  the  official  technical  investigation  into  the 
cause  of  the  accident. 

If  this  is  the  case,  it  is  distinctly  unfortunate  that  the 
veil  of  secrecy  was  not  drawn  a  little  closer. 

As  the  matter  stands  at  present,  it  is  fairly  obvious 
that  the  Royal  Aircraft  Establishment's  model  tests  were 
eironeous  and  worthless. 

Apparently  the  N.P.L.  tests  gave  widety  different 
results,  but  the  conclusions  drawn  from  them  were  not 
allowed  to  appear.  Whether  they  were  equally  wrong,  or 
whether  they  were  proved  to  be  correct  by  the  accident 
but  were  erroneously  interpreted — or  merely  ignored — by 
the  responsible  officials  of  the  Technical  Department 
cannot  be  known. 

But  it  is  difficult  to  avoid  a  suspicion  that  the  public 
interest  which  is  to  be  served  by  refusing  to  disclose 
the  results  of  the  official  inquiry  is  that  of  maintaining 
some  fragments  of  a  reputation  for  the  departments  and 
officials  implicated  in  the  affair. 

The  failure  to  inform  Messrs.  Ogilvie  and  Partners 
either  of  the  receipt  of  the  N.P.L.  report  or  of  the  decision 
to  cany  out  the  test  does  not  in  any  way  dispel'  these 
suspicions. 

It  may  safely  be  surmised  that  Mr.  Tarrant  did  not 
emplo}'  that  firm  as  his  consultants  out  of  pure  philan- 
thropy. On  the  other  hand,  no  sane  man  would  employ 
a  consultant  in  whom  he  had  no  confidence,  nor  act  in  a 
sense  directly  opposed  to  the  last  advice  of  his  consul- 
tants without  further  consultation,  unless  there  were  very 
urgent  reason  for  that  course. 

Was  that  reason — by  any  chance — the  refusal  of  the 
Technical  Department  experts  to  allow  important  tech- 
nical data-  to  pass  into  the  possession  of  civilian 
engineers  ? 

In  this  connection  it  may  be  noticed  that  to  their  verdict 
of  "  Accidental  death  "  the  jury  added  the  following 
rider  : —  , 

"  But  we  all  of  us  feel  unanimously  of  opinion  that 
something  has  not  come  out  which  should  come  out. 
We  have  not  had  the  evidence  of  anyone  in  the  machine, 
and  we  feel  that  something  has  been  kept  in  the  back- 
ground which  we  should  know." 


A  German  Giant  Seaplane  fitted  for  commercial  passenger  carrying.      One  of  the  recent  products  of  the  7eppelin  Company's 
Works  at  Staaken.    This  machine  is  generally  on  the  lines  ol  the  four  engined  Zeppelin  Staaken  Giant,  described  some  turn 
ago  by  M.  Jean  l.agorgette  in  this  paper,  but  is  fitted  with  seaplane  floats,  and  has  had  the  nose  of  the  fuselage  extended  to 
form  a  passenger  cabin.    The  power  plant  consists  of  four  250  h  p.  Maybach  engines. 


July  9,  1919 


Aeronautical  Engineering  (Snmlemeat  to  ?m  a^om  f*1 


THE    TRANSATLANTIC  FLIGHT. 

vickers-"vimy  Drolls 

The  first  direct  flight  from  Newfoundland  to  Ireland 
was  accomplished  by  this  Aeroplane  in  15hrs  57mins. 


Trials  1 1  Weybridge  before  proceeding  to  Newfoundland. 


AEROPLANES 
for  COMMERCIAL  &  MILITARY  use. 


FLYING  BOATS 
for  COMMERCIAL  &  NAVAL  use. 


AIRCRAFT  CONTRACTORS   TO  H.M.  GOVERNMENT. 


Tyres  and  Wheels — Palmer  Tyre  Co. 
Oil— Castrol  "R"  C.  C.  Wakefield  &  Co 
Petrol — "  Shell  "  Eastern  Spirit. 


The  following  Accessories  and  Material  were  used — 

Instruments— S.  Smith  &  Co. 
Propellers — Lang  Propellers,  Ltd. 
Glue—"  Croid  "  Improved  Liquid  Glues,  Ltd. 


Telegraphic  Address  ; 
Vickerfyta,  Knights  London. 


Aviation  Department, 
Imperial  Court,  Basil  Street, 
KNIGHTSBRIDGE,  S.W.3 


Telephone  : 
Kensington  6520  (4  lines). 


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132 


(Supplement  to  The  Aeropi 


lane.)  Aeronautical  Engineering 


July  q,  iqiq 


MODERN  BRITISH  AEROPLANES. 

VII.  —  The    Blackburn    Aeroplane    and    Motor   Co.,  Ltd. 


Threequarter  Front    View  of   the    Blackburn  "  Kangaroo  "  (two  250  h.p.  Rolls-Royce  Falcon  Engines). 


Mr.  Robert  Blackburn — the  head  of  die  Blackburn  Aeroplane 
and  Motor  Co.,  Ltd. — is  amongst  the  earliest  of  the  successful 
British  constructors  of  aeroplanes. 

His  first  aeroplane  was  produced  in  1910,  and  a  very  successful 
monoplane,  fitted  with  a  50  h.p.  Gnome  engine  appeared  in  time 
to  compete  in  the  "Daily  Mail"  Circuit  ol  Britain  race  in  191-1. 

In  1913  the  Blackburn  firm  produced  .n  .So  h.p  two-seater 
monoplane  of  very  graceful  appearance  which  was  extensively 
flown  during  1913,  '14,  and  '15. 

During  the  earlier  part  of  the  late  war  fhe  firm  was  engaged 
in  building  aeroplanes  and  parts  to  official  design,  but  during 
1916  they  recommenced  original  design  work  /by  producing  the 
twin-engine  seaplane  which  eventually  developed  into  the  Black- 
burn "  Kangaroo." 

THE  BLACKBURN  TWIN-ENGINED  SEAPLANE. 

This  machine,  as  built  in  1916,  was  a  central  fuselage  (win? 
engine  folding  wing  seaplane,  with  two  floats,  each  beneath  one 
ei  gine  nacelle  and  each  carried  on  an  entirely  independent 
chassis. 

The  first  example  was  engined  by  two  160  h.p.  Sunbeam  en- 
gines, and,  with  this  power  plant,  it  was  successfully  flown  at 
the  R.N.A.S.  Experimental  Station  at  Grain. 

A  second  and  improved  edition,  fitted  with  two  190  h.p.  Rolls- 
Royce  engines,  was  delivered  to  the  same  .establishment,  and 
give — for  those  days — an  extraordinary  performance. 

Apart  from  the  presence  of  floats  instead  of  wheels  the  machine 
was  practically  identical  with  the  "Kangaroo"  hereafter  described. 
SPECIFICATION. 

Type  of  machine      Blackburn  Twin  Seaplane. 

Name  or  type  No.  of  machine  ...     S.  P. 

Purpose  for  which  intended    Long  Range  Bomber. 

Span    74  ft.  id\  in.  top  ;  27  ft.  yj  in 

bottom  plane. 

Gap    7  ft.  3  in. 

Overall  length    44  ft.  2  in. — 46  ft. 

Maximum  height    16  ft.  10  in. 

Chord   7  ft.  3  in. 

Total  surface  of  wings    880  sq.  ft. 

Span  of  tail   17  ft.  6  in. 


Total  area  of  tail    143  sq.  ft. 

Area  of  elevators    63.5  sq.  ft. 

Area  of  rudder   :   22.5  sq.  ft. 

-Area  of  fin    25  sq.  ft. 

.4rea  of  ailerons    166.5  sq.  ft- 

Maximum  cross  section  of  body...  12  sq.  ft. 

Horizontal  area  of  body    105  sq.  ft. 

Vertical  area  of  body    115  sq.  ft. 

Engine  type  and  h.p   Falcon-Rolls,  two  250  h.p. 

Weight  of  machine  empty    5,840  lbs. 

Load  per  sq.  ft.   9.78  lbs. 

Weight  per  h.p   17.2  lbs. 

Tank  capacity  in  hours    8  hours. 

Tank  capacity  in  gallons    230  petrol;  18  oil. 

Performance — 

Speed  low  down    87  knots. 

Disposable  load  apart  from  fuel  1.710  lbs. 

Total  weight  of  machine  loaded  8,600  lbs. 

THE  BL4CKBIRN  "KANGAROO." 

As  may  be  seen  from  the  illustrations  this  machine  is  upon  the 
now  accepted  lines  ot  twin-tract  >r  biplanes. 

The  most  noticeable  features  are  the  extreme  overhang  of  the 
unper  plane,  and  the  extreme  projection  of  the  front  end  of  ths 
f  usielage. 

Generally,  the  construction  is  on  conventional  lines. 

One  point  of  interest  is  the  design  of  the  metal  fittings.  In- 
stead of  the  u.sual  form  of  fitting  built  out  of  ste-e!  sheet  welded, 
brazed  or  riveted  together,  all  the  main  fittings  on  this  machine 
an  machined  from  forgings.  A  typical  example,  the  hinge  fitting 
for  one  of  the  lower  rear  spars,  is  shown  in  one  ci  the  illustrations. 


Three-quarter  Rear  View  of  the  Blackburn  "  Kangaroo. 


July  g,  1919 


Aeronautical  Engineering  (SupPiement  to  the  Anon***.)  x33 


We  are  informed  by 
Messrs.  Vickers,  Ltd., 
the  Makers,  that 


THE  WINNER  OF 
THE  ATLANTIC  RACE 

was  constructed  throughout 
with  "CROID"  Liquid  Glue. 

We  have  supplied  Messrs. 
Vickers,  Ltd.,  with  many 
tons  of  "  CROID  "  as  we  have 
practically  all  the 
British  Constructors? 

If  good  enough  for  such  a  test 
it  should  be 

GOOD  ENOUGH  FOR  YOU 

(See  advf  rtisement  on  page  185.) 


THE  IMPROVED  LIQUID  GLUES  CO.,  Ltd.,  Gt.  Hermitage  Street,  London,  E.l. 

KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


July  g,  1919 


Aeronautical  Engineering  (S 


Supplement  to  The  Aeroplane.) 


135 


For  Civil  Aeroplanes 

AND 

Machines  for  Foreign 
Governments. 


Doping  Scheme  "X 


5? 


First  Coat 
Dope. 


Full  Strength 
Dope. 


Pigmented 
Protective  Covering. 


Transparent 
Protective  Covering. 


+  ▲ 


Superiority  Retained 

After  War  Service  on  all  Fronts! 


AS  TIGHT 


4 


AS  A  DRUM 


TRADE  MARK. 


THE    BRITISH    EMAILLITE    CO.,  LTD., 
Contractors  to  the  Air  "Board. 


Registered  Offices  : 
30,  Regent  Street,  Piccadilly,  S.W.I. 

Wire  :    "  Ridleypren,  Piccy,  London." 
'Phone  :    280  Gerrard. 


QeneiMi  Offices  &  Works  : 
5,  Hythe  Road,  Cumberland  Park, 
Willesden  Junction,  N.W.10. 

Telephone  :   Willesden  2346  &  2347. 


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136 


(Supplement  to  The  Aeroplane.) 


Aeronautical  Engineering 


July  9,  1919, 


KINDLY    MENTION    "  THE    AEROPLANE  "     WHEN    CORRESPONDING    WITH  ADVERTISERS. 


JULY9.  \9*9  Aeronautical  Engineering  (SupplementtoTHEAEROPIANE)  137 


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'38     (Supplement  to  the  aeroplane.)  Aeronautical  Engineering  July  9,  1919 


"  /  am  pleased  to  note  that  you  have 
increased  the  price  of  your  machine, 
as  I  considered  it  was  far  too  cheap. 
I  have  found  it  to  be  the  most  per- 
fect and  even-balanced  engine  that 
I  have  yet  passed  through  my  hands. 
Being  an  old  Douglas  agent  I  am 
quite  conversant  with  your  Flat 
Twin  Model:" 

This  letter  of  appreciation  con- 
firms  the   general   opinion   of  the  - 
h.p.  Twin  Humber  Motor  Cycle.  : 


HUMBER  LIMITED 

Head  Office  and  Works  :  Coventry. 

LONDON )  Show  Rooms  :  32,  Holborn  Via  uct, 

and  E.C1, 
District    )  Repair  Works  :  Canterbury  Rd.,  Kilburrt 

SOUTHAMPTON  (  25  27,  London  Road, 

a.  d  District       I  Southampton 


A  Dazzling  Discovery  Emerges  From  a  Dazzling  Advertisement. 


m  H.P.    FLAT   TWIN    HUMBER    £95   Ne  t  Cash). 


KINDLY    MENTION    "  THE    AEROPLANE  "      WHEN    CORRESPONDING    WITH  ADVERTISERS. 


July  9,  1919 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplane.) 


139 


Our  "Britannia 


Established  1846 


Doping  Schemes 

are  well  worth  your 
attention.  We  will  send 
you  particulars  free. 
We  manufacture  every 
Dope,  Paint,  Enamel, 
Varnish,  etc.,  required 

for  Aeroplane  Construction. 

Rob*-  Ingham  Clark 

&  CO.  LTD. 
West   Ham  Abbey,  Stratford,  E.15. 


Write 
for 
our 
Dope 
Catalogue, 

just 
Published. 


T33 


^lllllllllllllllllllllllllllllllllilllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllll  IK.IIIIIIIIlllllllllllllllllllllllllllllllllllllllllUlllllllllllli^ 


Are  blended  by  a  special  process  which  is  the  result  of  the 
combined  experience  of  many  experts.  I.L.O.  Aero  Oil 
ensures  maximum  lubrication  with  minimum  carbonisation. 
It  is  remarkable  for  its  low  setting  point  and  wonderful 
efficiency  at  all  temperatures. 

I  L.O.  Aero  Oil  is  in  use  wherever  flying  is  permissible 
— refe-ences  to  manv  well-known  users  are  permitted  and 
names  will  be  supplied  on  request. 


WB.DICKgf  C?U?      9Q,  FENCHURCH  ST,    LONDON.  E.C.5 


KINDLY    MENTION    "  THE  AEROPLANE 


WHEN    CORRESPONDING    WITH  ADVERTISERS 


140 


(Supplement  to  The  Aeroplane.) 


Aeronautical  Engineering 


July  9,  1919 


eSBBI9iSiSBgBBIilBllBBBIIPBIii@BBBHIEBISIBaiS! 


ISSSSBBBI 


■ 
B 
■ 
B 
B 
B 

a 
1 

a 

i 

Si 
■ 

B 

a 


HEAD  1  Ej»e.  Whorl. 
OFFICE  I  Cunning  Town.  London.  E.I6. 


No.  9. 

Petrol  Proof 
Cement. 

We  stock  Super  Cement  at  our  numerous 
Wharves  and  Depots  in  and  around  London. 

This  Cement  is  proof  against  the  penetra- 
tion of  Petrol,  and  is  used  for  the  construction 
of  Petrol  Storage  Tanks.  A  Cement  that 
will  withstand  the  penetration  of  Petrol  will 
as  assuredly  withstand  the  percolation  of 
Water  through  damp  walls. 

€[]  We  have  the  largest  stock  of  firebricks,  pipes  and 
sanitary  goods,  Portland  Cement,  building  brick*, 
tiles,  etc.,  and  can  give  the  promptest  delivery  by  oar 
own  motor  lorries. 

Established  1857. 


■ 


a  H  SANKEYI  SON  L 


TD 


Eg 


Telephone  : 
East  1061. 


HEAD  OFFICE:-  Essex  Wharf.  Canning  Town,  London.  E.16. 


Telegrafhs  : 
Sanl^ey,  Canning  Town. 


FLYING 
TUITION 


by  expert  pilots  on  modern  machines  at  the  pioneer 
British  school,  founded  1909.  The  new  courses  avail- 
able at  THE  GRAHAME-WHITE  SCHOOL  are 

Course  1 : — R.Ae.C.  Certificate. 

Course  2: — All  Stunting. 
Pupils  completing  the  latter  course  will  be  competent 
to  fly  any  kind  of  machine  and  to  perform  the  latest 
stunts  on  scout  craft.    Add  your  name  tc  the  waiting 
list  and  apply  for  full  particulars  to  Dept.  B, 

THE 

GRAHAME-WHITE  COMPANY, 

LIMITED. 

LONDON  AERODROME,  HENDON,  N.W.9. 

Telegrams  :  Volplane,  Hyde,  London.  Telephone  :  Kingsbury  120  (7  lines). 

London  Office:  12,  REGENT  STREET,  S.W. 


"Pho 


Regent  2084. 


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I 


July  g,  1919 


r 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplane.) 


141 


Handley  Page 
Aeroplanes 

■  have  flown  from  ■ 

ENGLAND  to  INDIA 

LONDON  to  CONSTANTINOPLE 
ENGLAND  to  CENTRAL  AFRICA 

■  and  have  carried  ■ 

PILOT    and    40  PASSENGERS 

■  over  6,500  feet  high.  ■ 

The  whole  of  the  experience  of  the  Handley  Page  Company  is  a!i  the  disposal 
of  any  Government  or  Business  House  desirous  of  starting  a  service  for 

conveying  passengers  or  goods  by  Air. 


(l?ai\dley  Parted 

V —  >"Ltd  c^-  ^ 


Telegram* : 
"HTDROPHID,  CRICKLE, 

London."         Aeroplane  Manufacturers  to  British  &  Other  Governments. 


.^taphone ; 
HAMPSTEAD 
?500  10  lines). 


CRICKLEWOOD,  LONDON.  N.W.2. 


■  • 


::i::ti 
>:::! 

m 


;;;:::ix::: 

iyiiiiiiiillituH9li 

ilSiiiii 


ESTABLISHED  1799. 

N.  GREENING  &  SONS, 

LIMITED, 

MANUFACTURERS, 

WARRINGTON  AND  LONDON. 


WOVEN  WIRE 
WIRE  GAUZE 
SIEVES  AND  RIDDLES 
PERFORATED  METALS 
WIRE   GUARDS  AND 
WIRE   WORK  OF 
EVERY  DESCRIPTION. 


SPECIAL  WIRE  GAUZE 

FOR 

OIL  AND  PETROL 
STRAINING. 


LONDON  WAREHOUSE:- 

16,  FINSBURY  STREET.  E.C.2. 


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I  4-2  (Supplement  to  The  Aeropla 


NE)  Aeronautical  Engineering 


July  9,  1919 


^Ulllllllllllllllllllllllll 


=  Accumulators- 


The  Chloride  Electrical  Storage  Co.,  Ltd., 
Clifton  Junction,  near  Manchester. 
"Chloridic,  Pendlebury."  Central  Man- 
chester,   163S.  Pendleton,  n. 


EE  Acetylene  Welding  Plant— 

—  Acetylene  Corporation  of  Great  Britain, 
=  Ltd.,  The,  49,  Victoria  Street,  West- 
EE  minster,      S.W.i.       "  Flamma,  Vic, 

—  London."  Vic  4830. 

—  Imperial  Lirght,  Ltd  ,  123,  Victoria  Street, 

—  London,  S.W.i.  "  Edibrac,  'Phone. 
=:  London."             3540  Victoria  (3  lines). 

=  Aeroplane  ManufaCtUrerS- 
EE  Aircraft  Manufacturing  Co.,  Ltd.,  Hendon. 
=  "Airmanship,  Hyde,  London." 

—  Kingsbury  220. 
EE  Armstrong,  Sir  W.,  Whitworth  &  Co.,  Ltd., 
EE       '  Newcastle  -  on  -  Tyne.  "Armstrong 

—  Aviation,  Newcastle-on-Tyne." 

—  Gosforth  500. 

=  Blackburn   Aeroplane   &   Motor  Co.,  Ltd., 

=;  01ym<5ia,  Leeds.     "  Propellors,  Leeds." 

=  Rouudhay  345  (3  lines). 

=  Boulton  &  Paul,  Ltd.,  Rose  Lane,  Norwich, 

—  Aviation,  Norwich."  Norwich  851. 
EE  British  Aerial  Transport  Co  ,  Ltd.  Head 
=  Office  :  18,  Conduit  Street,  London, 
=  W.i~              "Batigram    Reg.  London." 

—  Mayfair  637,  638. 

—  Works  :  Hythe  Road,  Willesden,  Lon- 
=  don,  N  W.io.  "Aerbrirans,  Phone, 
35  London."             Willesden,    2272,  2273 

—  Biitifh    &    Colonial    Aeroplane    Co.,  Ltd. 

—  (The  Bristol  Co.),  Filton,  Bristol. 
=  "  Aviation,  Bristol.'.'  Bristol  3006. 
=  Central  Aircraft  Co  ,  High  Road,  Kilburn, 

—  N.W.6.  "  Aviduction,  Phone,  London." 

—  Hampstead  4403  and  4424. 
EE  Dawson,  John,  &  Co.,  Ltd.,  Newcastle-on- 

—  Tyne.  "  Dependable,  Neweastle-011- 
=  Tyne."  Central  2604  (2  lines). 
EE  Eastbourne  Aviation  Co.,  Ltd.,  Eastbourne. 

—  "  Aircraft,  Eastbourne." 

—  Eastbourne  1176. 
Eg  Gosport  Aircraft  Co.,  Gosport. 

=  "Plight  Gosport."              Gosport  217. 

EE  Grahame-White    Company,    Ltd.,  London 

=  Aerodrome,  Hendon.    "Volplane,  Hyde, 

EE  London."                         Kingsbury  120. 

=  London     Office,     12,     Regent  Street, 

=  S.W.i.                                 Regent  2084. 

EE  Handlev  Page,  Ltd.,  no,  Cricklewood  Lane, 

=  N.W  2.    "  Hydrophid,  Crickle,  London." 

—  Hampstead  .7420. 

—  Hooper    &    Co.,    Ltd.,    54,    St.    James  St., 

—  Piccadilly,  London,  S.W.  "  Sociable, 
==  St  James,  London."  Regent  912. 
EE  Mann,    Egerton    &    Co ,    Ltd.,  Norwich. 

—  "  Motors,  Norwich." 

—  Norwich  482  (4  lines). 
=  Martinsyde,     Ltd.,     Brooklands,  Byfleet, 

—  "  Martinsyde,   Wey bridge." 

EE  Woking  331;  Byfleet  171. 

EE  "  Nieuport  "     &     General     Aircraft  Co., 

—  Cricklewood,  London,  N.W. 2.     "  Nieu- 

—  scout,  Crickle,  London." 

—  Willesden  2435 

—  Phoenix  Dynamo  Manufacturing  Co.,  Ltd., 
=  Thornbury,  Bradford.  "Dynamo, 
~  Bradford."  Bradford  3700  (4  lines). 
~  The  Regent  Carriage  Co.,    Ltd.,  126/132, 

—  New    King's    Road,    Fulham,    S.W. 6. 

—  "  Carbodis,  London."    Putney  2240-2241. 

—  Roe,  A.  V.,  &  Co.,  Ltd.,  Manchester. 
~  "  Triplane,  Manchester  " 

—  City  8530-8531,  Manchester. 
=E  Saunders,  S.  E.,  Ltd.,  East  Cowes,  I.O.W. 
^  "  Consuta,  East  Cowes."      Cowes  193. 

—  Short  Bros.,  Rochester,  Eastchurch  and 
=  Whitehall  House,  S.W.  "Tested,  Phone, 

—  London."  Regent  378. 
EE  The  Siddeley  Deasy  Motor  *ar  Co.,  Ltd., 

—  Coventry.       Coventry  954  "  Deasy, 

—  Coventry." 

—  Sopwith  Aviation  Co.,  Ltd.,  Kingston-on- 

—  Thames.     "  Sopwith,  Kingston." 

—  Kingston  1988  (8  lines). 

—  The   Stipermarine   Aviation   Works,  Ltd., 

—  Southampton.     "  Supermarin." 

—  Woolston  37  (2  lines). 
EE  Vickers,  Ltd.,  Imperial  Court,  Basil  Street, 
=  Knightsbridge,     S.W. 3.       "  Vickerfyta, 

—  Knights,  London."  Kensington  6810. 
EE  Waring    &    Gillow,    Ltd.,  Hammersmith. 

—  "  Warisen,  Ox,  London."  Museum  5000. 

—  Westland  Aircraft,  Yeovil     "Aircraft,  Yeo- 

—  vil."  Yeovil  129. 
EE  White,  J.  Samuel,  &  Co.,  Ltd  ,  East  Cowes. 

—  "White,  East  Cowes."  Cowes  3. 

%"' 


0&  •  <jAeroplatiQ  - 


AirShipS- 
Airships,  Ltd.,  High  Street,  Merton. 

Wimbledon  1114. 
The    North    British    Rubber    Co.,  Ltd., 
Castle     Mills,     Edinburgh.  "Weba', 
Edinburgh.  '    Edinburgh  3880  Central. 

(5  lines.) 

Short  Bros.,  Rochester,  Eastchurch,  and 
Whitehall   House,   S.W.  "  Tested, 

'Phone,  London."  Regent  378 

C.  G.  Spencer  and  Sons,  Ltd. 
(See  under  "  Balloons  "). 

Aluminium  Castings  (Sand  and  Die) 

Coan,  R.  W.,  219,  Goswell  Road,  London, 
E.C.i.    "  Krankases,    Isling,  London." 

City  3846. 

Balloons— 

The  North  British  Rubber  Co.,  Ltd., 
Castle  Mills,  Edinburgh.  "Weba, 
Edinburgh."    Edinburgh  38S0  Central. 

(5  lines.) 

C.  G.  Spencer  and  Sons,  Ltd.,  50A,  High- 
bury Grove,  N.5.    "Aeronaut,' London." 

Dalston  1893. 

Bent  Timber  Parts— 

Hopton  &  Sons,  George  Street,  Euston 
Square,  London,  N.W.i.  "  Hoptons, 
Eusquare,  Loudon  "  Museum  496. 

Also  at  Market  Harborough,  Leices- 
tershire. "  Hoptons,  Market  Har- 
borough.''      Market    Harborough    1  j. 

Bearings  (Etonia  Cast  Phosphor  Bronze) 
Brown  Bros.,  Ltd  ,  Gt.  Eastern  St.,  E.C.i. 
Yorkshire     Engineering     .Supplies,  Ltd., 
Wortley,  Leeds.     "  Yes,  Leeds." 

Central  3927. 

Blowpipes  (Oxy-Acetylene)— 

Acetylene  Corporation  of  Great  Britain, 
Ltd  ,  The,  4Q,  Victoria  Street,  Westmins- 
ter, S.W.i    "  Flamma,  Vic,  London." 

Vic.  4830 

Imperial  Light,  Ltd  ,  123,  Victoria  Street, 
London,  S.W.i.  "  Edibrac,  'Phone, 
London."  Vic.  3540*  (3  lines). 

BoltS- 
Mitchell    Wedgewood    &•    Co.,  Campbell 
Works,     Stoke     Newington,  London, 
N.16.  Dalston  2500  (2  lines). 

Books  (Aero  Engines) — 

Dykes'  Auto  Encyclopedia,  Gillam,  149, 
Strand,  W.C.2 

Buildings— 

Boulton  Paul.  Ltd  ,  Rose  Lane,  Norwich 
"  Aviation,  Norwich."        Norwich  851 

Rubery  Owen  &  Co.,  Darlaston,  South 
Staffs 

Cable    Coverings    and  Cable 
Controls— 

The  Bowden  Brake  Co.,  Ltd.,  Tyseky,  Bir- 
mingham.    "  Bowden,  Acock's  Green." 

Acock's  Green  103  &  104 
Bowden     Wire,    Ltd  ,   Willesden  Junction, 
"  Bowirelim,  Harles,  Loudon." 

Willesden  2400  (3  lines). 
Herbert    Terry    &    Sons,    Ltd.,  Redditch. 


Redditch/ 


Redditch  01. 


Carburettors— 

Hobson,  IJ.  M  ,  Ltd.,  29,  Vauxhall  Bridge 
Road,  S.W. 2.  Victoria  4070. 

Casein— 

Nieuwhof,  Surie  &  Co.,  Ltd.,  5,  Lloyds 
Avenue,  London,  E-C  3  "  Suricodon, 
Fen,  Londan."  Avenue  34  and  35. 

ClOthing- 
Burberry's,  Ltd ,  Haymarket,  S.W.i. 

Regent  2165. 

Dunhill's  Ltd.,  Euston  Road,  N.W.i. 
"  Dunsend,  London."  North  3405-6. 

The  North  British  Rubber  Co.,  Ltd., 
Castle  Mills,  Edinburgh.  "Weba, 
Edinburgh."    Edinburgh  3880  Central. 

(5  lines.) 

Component  Parts— 

Accles  &  Pollock,  Ltd.,  Oldbury,  Birming- 
ham    "Accles,  Oldbury." 

Oldbury  in  (4  lines). 

Brown  Bros.,  Ltd  ,  Gt.  Eastern  St.,  E.C.i. 

Central  Aircraft  Co.,  High  Road,  Kilburn, 
N.W. 6.    "Aviduction,  'Phone,  London." 

Hampstead  4403  &  4404. 

Thompson  Bros.  (Bilston),  Ltd.,  Bradley, 
Biiston,  England.  "  Thompson  Bros., 
Bilston."  Bilston  10. 


Cords,  Tapes,  and  Threads— 

MacLennan,  J.,  &  Co.,  30,  Newgate  Street, 
EC  1.  »And  at  Glasgow.       City  3115. 

Dopes— 

Titanine,     Ltd.,,     175,     Piccadilly,  W.i. 

"Tetrafree,  Piccy,  London."  Gerrard  2312 
British   Cellulose   Co.,   8,   Waterloo  Place, 

S.W.i.    "  Cellutate,  London." 

Regent  4046. 

The  British  Emaillite  Co.,  Ltd.,  30,  Regent 
Street,  S.W.i.  "  Ridleypren,  Piccy, 
London  "  Gerrard  280. 

Cellon,  Ltd.,  22,  Cork  Street,  London,  W.i. 
"  Ajawb,  Reg,  London."     Gerrard  440. 

Robt.  Ingham  Clark  &  Co.,  Ltd.,  West 
Ham  Abbey,  E.15.  "  Oleotine,  Strat," 
London."  East  955. 

Engines  and  Parts— 

Allen,  W.  H.,  &  Co.,  Ltd.,  Bedford.  "Pump, 
Bedford."  Bedford  No.  1. 

Arrol-Johnston,  Ltd.,  Dumfries.  "  Mocar, 
Dumfries  "  Dumfries  281-282. 

Beardmore  \r-rr.  Eng.,  Ltd  ,  112,  Great  Port- 
land Street,  W.i.  "  Beardmore,  Lon- 
don." Gerrard  238:. 

The  Cosmos  Engineering  Co.,  Ltd.,  Fish- 
ponds, Bristol. 

Dudbridge  Iron  Works,  Ltd  iSalmson),  87, 
Victoria  Street,  London,  S.W.i.  "Aero- 
flight,  Vic,  London."  Vic  7026.. 

Gordon  Watncy  .S:  Co.,  Ltd.,  Weybridge. 
"  Mercedes,  Weybridge." 

Weybridge  550  (7  lines). 

Green  Engine  Co ,  Ltd.,  Twickenham. 

Richmond  1203. 

Gwynnes,  Ltd.,  Hammersmith,  W. 
"  Gwynne,  Hauinicrsniith." 

Hammersmith  1910. 

Napier  &  Son,  D„  Ltd  ,  14,  New  Burlington 
Street,  London,  W.,  and  at  Acton,  W. 
"  Nitrifier,   Lou. Ion  "         Gerrard  8926. 

Rolls-Royce,  Ltd  ,  14  and  15,  Conduit  Street, 
W.i.     "  Rplheaa,  London." 

Gerrard  1654-5-6. 

The  Siddeley-Deasy  Motor  Car  Co.,  Ltd., 
Coventry.  Coventry  954.  "Deasy, 
Coventry." 

Sunbeam  Motor  Car  Co.,  Ltd.,  Wolverhamp- 
ton.     "  Moortield,  Wolverhampton." 

Wolverhampton  985; 

The  Gnome  &  Le  Rhone  Engine  Co.,  Ltd, 
27,  Buckingham  Gate,  S.W.i.  "Eleven- 
fold, London.''  Walthamstow  i>n  (2 
lines). 

Walton  Motors,  Ltd.,  Walton-on-Thames. 
"  -Motors,    Waltou-ou-'i  haines." 

Waiton-on-'l  haines  220. 

Electrical  Accessories— 

Belling  &  Co.,  Montague  Road,  Upper 
Euuioulon,  N.18.  "  Belling,  Edmon- 
ton." Uottenham  1984. 

Brown  Bros.,  Ltd.,  Gt.  Eastern  hi.,  E.C.i. 

Johnson  &  Phillips,  Ltd.,  Charlton,  Lon- 
don, S.E-7-       "  Juno,  London." 

Central  2207;  I, onion.  Wall  1564. 

The  Rotax  Motor  Accessories  Co.,  Ltd.,  Vic- 
toria Road,  Willesden  Junction,  N.W. 10. 
"  Kodynalite,    'Phone,  London." 

Willesden  2480. 

Electric  Cables— 

-   E-   Kalker  and  Co.,  Coventry.     "  Kalker, 
Coveuiry."  Coventry  24X.  ■ 

Johnson  &  Phillips,  Ltd.,  Charlton,  Loudon. 
S.E.7.     "  Juno,  London." 

Central  2207;  London  Wall  1564. 

Electric  Lighting  and  Power— 

Johnson  &  Phillips,  Ltd.,  Charlton,  Lon- 
don, S.E-7.    "Juno,  London." 

Central  2207;  London  Wall  :;64. 

Mann,  Egerton  &  Co.,  Ltd.,  117,  Cleveland 
Street,  Loudon,  W.  "  Installing,  Kus- 
roatl."  Muscuin  70  (4  lines). 

Electro    Platers    and  Metal 
Polishers'  Engineers— 

W.  Canning  X  Co.,  133-137,  Great  Hampton 
Street,  Birmingham.  "  Materials,  Hir- 
miugnam." 

Birmingham  3622  Central  (3  lines) 

Fireproof  Petrol  Tanks— 

The  Aircraft  Improvements  Co.,  Morning- 
ton  Works,  Arlington  Road,  Camden 
Town,  N.W.i. 

Flare  Lights— 

Imperial  Light,  Ltd.,  123,  Victoria  Street, 
London,  S.W.i.  "  Edibrac,  'Phone, 
London."  Victoria  3540  (3  lines). 

Flexible  Shafts- 
Herbert  Terry    &    Sons,   Ltd.,  Redditch. 
"  Springs,   Redditch."         Redditch  M 


July  g,  1919 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplane.) 


H3 


buyers  •  Guide. 


FlUXeS- 
Imperial  Light,  Ltd.,  123,  Victoria  Street, 
London,     S.W.I.      "  Edibrac,  'Phone, 
London."  Victoria  3540  (;  lines). 

The  Auto  Controller  Co.  (Fluxite),  Vienna 
Road,   Bermondsey,  Eng. 

Flying  Boat  Builders — 

Gosport  Aircraft  Co.,  Gosport.  "  Flight, 
Gosport."  Gosport  217. 

Galvanising— 

Boulton  &  Paul,  Ltd.,  Rose  Lane,  Norwich. 
"  Aviation,  Norwich."       Norwich  851. 

Gauges— 

J.   A.   Prestwich    &   Co.,  Northumberland 

Park,  Tottenham,  N.17. 
Voucher,  Co.,  Auto  Tool  Works,  Walsall. 

"  Voucher  Walsall."  Walsall  0196. 

Gears- 
Moss  Gear  Co.,  Ltd.,  Thomas  Street,  Aston, 
Birmingham.  "  Mosgear,  Birmingham." 

Glue-  East  407' 

Cannon,  B.,  &  Co.,  Ltd  ,  Lincoln.  London 
Office,  no,  Cannon  Street,  EC. 4. 
"  Bececol'in,   Cannon,  London." 

City  1206. 

Improved  Liquid  Glues  Co.,  Ltd  ,' Gt.  Her- 
mitage Street,  E.  (Croid.)  "Exeroiden, 
'Phone,   London."  Avenue  4611-2. 

Meudine  Co.,  8,  Arthur  Street,  E.C. 

Bank  5873. 

GoggleS- 
Triplex  Safety  Glass  Co.,  Ltd.,  1,  Albemarle 
Street,  Piccadilly,  W.i.       "  Shatterlys, 
Piccy,  London  ''  Regent  1340 

Heating  and  Ventilating— 

Chas.  P.  Kinnell  and  Cow  Ltd.,  65  &  65A, 
Southwark  Street,  London,  S.E-i- 
"  Kinnell,  London."    Hop  372  (2  lines). 

The  Thames  Bank  (Blackfriars)  Iron  Co., 
Ltd,  Upper  Ground  Street,  London, 
S.E-i.      "  Hot  Water,  Friars,  London." 

Hop'  7O3. 

Instruments- 
British    Wright    Co.,  Ltd.,    13,  Chancery 
Lane,  W.C.2.  Holborn  1308. 

Instruments    (Scientific,  Altimeters, 
etc.) — 
Short  &   Mason,  Ltd., 
Walthamstow,  E.17. 
London." 

Insurance- 
Aviation  Insurance  Association,  1,  Royal 
Exchange  Avenue,  E.C. 3 

London  Wall  5944. 
Bray,   Gibb  &    Co ,   Ltd.,    166,  Piccadilly, 
W.i. 

S    Sackville  &  Sons,  Duchy  Chambers,  4, 

Clarence  Street,  Manchester. 
Harold   Townend,    Ltd.,    13-14,  Abchurch 

Lane,    King     William  *  Street,     E.C. 4. 

"Carinsur,  London." 

Central   t<;6  (2  lines). 
Percy     Wingfie'd,     22,     Newgate  Street, 

E.C.i.  City,  4672. 

Leather  Cloth- 
New  Pegamoid,  Ltd.,  134,  Queen  Victoria 
Street,     London  "  Pegamoid,  Cent., 
London."  £ity  9704  (2  lines). 

Lubricating  Oil  Refiners  and 
Merchants— 

W.  B.  Dick  &  Co  ,  Ltd  ,  90,  Fenchurch 
Street,  EC  .J  Telegrams,  Dicotto  Fen, 
London.  Avenue  7854  (2  lines.) 

Magneto  Driving  Pieces- 
Herbert   Terry  S-  Sons,    Ltd.,  Redditeh. 
"  Springs,  Redditeh."  Redditeh  fai. 

Magnetos— 

The  British  Lighting  &  Ignition  Co.,  Ltd., 
204,  Tottenham  Court  Road,  W.i. 
"  Vicksinag,  Phone,  London." 

Museum  4^0. 

The  British  Thomson -Houston  Co.,  Ltd., 
Lower  Ford  Street,  Coventry.  "  As- 
teroidal,  Coventry."  Coventry  278. 

Metal     Casement  Manufac- 
turers— 

Henry  Hope  &  Sons,  Ltd.,  55,  Lionel  Street, 
Conservatory,  Birming- 
Central  999  (2  lines). 

Metal  Manufacturers- 
Clifford,  Chas  ,      Sons,  Ltd.,  Birmingham. 
"Clifford,  Birmingham."    Central  42-43. 

Avenue  1432. 


Macdonald  Road, 
"  Aneroid,  Phone, 
Walthamstow  180. 


Birmingham, 
ham.' 


Metals  in  General— 

Samuel  Mercer  &  Co.,  198,  Upper  Thames 
Street,  E.C. 4.  "  Reconciled,  Cannon, 
London."  City  6342. 

Metal  Parts  and  Fittings— 

Aecles  S  Pollock,  Ltd.,  Oldbury,  Birming- 
ham.   "  Aecles,  Oldbury." 

Oldbury  in  (4  lines) 

Arnctt  &  Harrison,  Ltd ,  Hythe  Road, 
Willesden  Junction.         Willesden  2207. 

Bayliss,  Jones,  &  Bayliss,  Ltd.,  Wolver- 
hampton. (Bolts  and  Nuts.)  "  Bayliss, 
Wolverhampton."    Wolverhampton  1041. 

Blackburn  Aeroplane  &  Motor  Co.,.  Ltd., 
Olympia,  Leeds.      "  Propellors,  Leeds." 

Roundhay  345  (3  lines). 

British  Metal  (Kingston),  Ltd.,  Kingston- 
on-Thames. 

Brown  Bros.,  Ltd.,  Gt.  Eastern  St.,  E  C.i. 

Mann,  Egerton  &  Co.,  Ltd.,  177,  Cleveland 
Street,  London,  W.i  "  Installing, 
Eusroad,  London."  Museum  70. 

Rubery  Owen  &  Co.,  Darlaston,  South 
Staffs. 

Sankey,  Joseph,  &  Sons,  £td.,  Wellington, 
Shropshire.  "  Sankey,  Wellington, 
Salop."  Wellington  66. 

The  Pulvo  Engineering  Co.,  Ltd.,  10  to  16, 
Dane  Street,  High  Holborn,  London, 
W  C.i.      "  Pulvipult,  Phone,  London." 

Holborn  410. 

The  Selsdon  Aero  &  Engineering  Co.,  Ltd., 
1,  Albemarle  Street,  Piccadilly,  W.i. 
"  Selaero,  Phone,  London."  Regent  1181. 

The  Potax  Motor  Accessories  Co.,  Ltd., 
Victoria  Road,  Willesden  Junction, 
N  W.io.    "  Rodynalite,  Phone,  London." 

Willesden  2480. 

Thompson  Bros.,  j^td.,  Bradley,  Bilston. 
"Thompson  Bros.,  Bilston."    Bilston  10. 

Metric  Bolts— 

Cashmore  Bros  ,  Hildreth  Street,  Balham, 
S.W.  Battersea  415. 

Rubery  Owen  &  Co.,  Darlaston,  South 
Staffs. 


Miscellaneous 

Anderson,  D., 
Belfast 


Son,     Ltd.  (Roofs), 
Anderson,  Belfast." 

Belfast  4033-4034-&0H& 
British  Metal   (Kingston),  Ltd.,  Kingston- 
on-Thames. 
Brown   Bros.,   Ltd.,   Great  Eastern  Street, 
E.C  1  "  Imbrowncd,  Bethroad,  London." 

London  Wall  6300. 
Herbert  Frood  Co.,  Ltd.,  Chapel-en-le-Frith. 
"  Frodobrake,  Birmingham." 

Central  793 

MacLennan,  J.,  &  Co.,  30,  Newgate  Street, 
E  C. 1.,  and  at  Glasgow.  Tapes,  Cords, 
and  Threads.  City  31 15. 

Motor  Cars— 

Arrol  Johnston,  Ltd.,  Dumfries.  "  Mocar, 
Dumfries."  Dumfries  281-282. 

Mann,  Egerton  &  Co.,  Ltd.,  379/381,  Euston 
Road,  London,  N.W.i.  "  Manegecar, 
Eusroad,  London."  Museum  70. 

Standard  Motor  Car  Co.,  Coventry.  "  Fly- 
wheel, Coventry." 

Coventry  530   (4  lines). 

Nameplates  and  Labels- 
British  Metal  (Kingston),  Ltd.,  Kingston- 
on-Thames. 
The    Clegg    Metal    Engraving    Co.,  Ltd., 
Worthing.    "Clegg,  Worthing." 

Observation  Panels  — 

Triplex  Safety  Glass  Co.,  Ltd.,  1,  Albemarle 
Street,  Piccadilly,  W.i.  "  Shatterlys, 
Piccy,  London."  Regent  1340. 

Oils— 

C.  C.  Wakefield  &  Co.,  Ltd  ,  Wakefield 
House,  Cheapside,  E  C. 2.  "  Cheery, 
Cent,  London  "    Central  11303  &  13466. 

Parachutes— 

E.  R-  Calthrop's  Aerial  Patents,  Ltd., 
Eldon  Street  House,  Eldon  Street, 
London,  E  C.  "  Savetnalivo,  Ave,  Lon- 
don." London  Wall  3266-3267. 

The  North  British  Rubber  Co.,  Ltd., 
Castle  Mills,  Edinburgh.  "Weba, 
Edinburgh."    Edinburgh  3880  Central. 

(5  lines.) 

C.  G.  Spencer  &  Sons,  Ltd. 
(See  under   "  Balloons  "). 

Piston  Rings— 

The  Standard  Piston  Ring  and  Engineering 
Co.,  Ltd.,  Don  Road,  Sheffield.  "  Ocean, 
Sheffield."  Sheffield  2149 


Presswork- 


Co.,    Darlaston,  South 


Rubery  Owen 
Staffs. 

Terry,   Herbert,    &    Sons,   Ltd.,  Redditeh. 
*'  Springs,  Redditeh."  Redditeh  61. 


:  lllllllllllllllllll!lllli£ 


Propellers— 

The  Aireralt  Improvements  Co.,  Morning- 
ton  Works,  Arlington  Road,  Camden 
Town,  N.W.i 

Blackburn  Aeroplane  &  Motor  Co.,  Ltd., 
Olympia,  Leeds.     "  Propellors,  Leeds." 

Roundhay  345  (3  lines). 

Boulton  &  Paul,  Ltd.,  Rose  Lane,  Norwich, 
"Aviation,  Norwich."        Norwich  851. 

Ebora  Propeller  Co.,  11  &  12,  Surbiton 
Park  Terrace,  Kingston-on-Thames 
"  Ebora,  Kingston."  Kingston  672. 

Integral  Propeller  Co.,  Ltd.,  "  Aviprop, 
Hyde,  London." 

Hendon  9.     Kingsbury  104. 

Lang  Propeller,  Ltd,  Wey bridge.  "Aero- 
sticks,  Weybridge.''    Weybridge  520-521. 

Oddy,  W.  D.,  &  Co.,  Leeds.  "Airscrews, 
Leeds."  Leeds  20547-8. 

Westland  Aircraft,  Yeovil.  "  Aircraft,  Yeo- 
vil."  Yeovil  129. 

Pyrometers— 

The  ^  Foster  Instrument  Co.,  Letch  worth, 
Herts.  "  Foster  instruments,  Letch- 
worth."  Letch  worth  26. 

Rawhide  Hanamers— 

Ira  Stephens,  Whitelands  Leather  Works, 
Ashton  under-Lyue.  "  Stephens,  709, 
Ashton."  Ashton  709. 

Rigging  for  Aircraft— 

Cradock,  Geo.,  &  Co.,  Ltd.,  Wakefield, 
England.    "  Cradock,  Wakefield." 

Wakefield  466. 

Rubber  Tubing  &  Accessories- 
Hancock,  James  Lyne,  Ltd.,  266,  Goswell 
Road,    Loudon,    E.C  1       "  Masticator, 
Isling,  London.  '  City  3811  &  3812. 

The     North     British    Rubber    Co.,  Ltd., 
Castle     Mills,     Edinburgh.  "Weba, 
Edinburgh."    Edinburgh  3880  Central. 
~    „    .       _  '5  lines.) 

Safety  Belts- 

C.  H.  Holmes  &  Sou.  38,  Albert  Street, 
Manchester.    "  Semloh.  Manchester." 

City  4433. 

Screwing  Die  Heads — 

Voucher,  Co.,  Auto  Tool  Works,  Walsall 
"  Voucher    Walsall."  W  alsall  0196. 

Screw-driving  Machines— 

Russell  Bros.  (Redditeh),  Ltd.,  Littleworth, 
Redditeh.  "  "  inventors,  Redditeh." 

Redditeh  74. 

Seaplane  Manufacturers— 

Blackburn  Aeroplane  &  Motor  Co.,  Ltd., 
Olympia,  L°eds.     "  Propellors,  Leeds." 

Roundhay  345  (3  lines). 

Phcenix  Dynamo  Manufacturing  Co.,  Ltd., 
Thornbury,  Bradford.  "  Dynamo,  Brad- 
ford." Bradford  3700   (7  lines). 

Short  Bros.,  Rochester.  "  Seaplanes, 
Rochester."  Chatham  627. 

Supermarine  Aviation  Works,  Ltd.,  South- 
ampton. "  Superniarm,  Southamp- 
ton." Woolstou  37. 

Searchlights  &  Landing  Lights 

Brown  Bros.,  Ltd.,  Great  Eastern  St.,  EC.i. 

Imperial  Light,  Ltd.,  123,  Victoria  Street, 
Loudon,  S.W.i.  "  Edibrac,  Phone,  Lon- 
don "  3540  Victoria  (3  lines). 

The  Rotas  Motor  Accessories  Co.,  Ltd., 
Victoria  Road,  Willesden  Junction, 
N.W.10    "  Rodynalite,  Phone,  London.' 

Willesden  2480 

Shock  Absorbers- 
Luke  Turner  6;  Co.,  Deacon  Street,  Leices- 
ter. Leicester  967. 
Tubbs,  Lewis  &  Co.,  Ltd.,  29  &  30,  Noble 
Street,  EC. 2.    "Elastics,  London."  * 

City  22. 

Sheet  Metal  Pressings— 

Aecles  &  Pollock,  Ltd  ,  Oldbury,  Birming- 
ham.   "  Aecles,  Oldbury." 

Oldbury  in  (4  lines) 

Blackburn  Aeroplane  &  Motor  Co.,  Ltd., 
Olympia,  Leeds.     "  Propellors,  Leeds." 

Roundhay  345  (3  lines) 

British  Metal  (Kingston),  Ltd.,  Kingston- 
on-Thames. 

Ruberv  Owen  &  Co.,  Darlaston,  South 
Staffs. 

Sheet  Metal  Work— 

The  Acetylene  Corporation  of  Great  Britain, 
Ltd.,  49,  Victoria  Street,  S.W.i. 
"  Flamma,  Vic,  London."         Vic  4830. 

British  Metal  (Kingston),  Ltd.,  Kingston- 
on-Thames.  [Staffs. 

Rubery    Owen    &   Co.,    Darlaston,  South 

The  Sels  Ion  Aero  &  Engineering  Co.,  Ltd., 
1,  Albemarle  Street,  Piccadilly,  W.i. 
"  Selaero,  Phone,  London." 

Regent  nSx. 

Imperial  Light,  Ltd.,  123,  Victoria  Street, 
London,  S.W.i.  "  Edibrac,  Phone,  Lon- 
don." Victoria  3540  (3  lines). 


Aeronautical  Engineering 


JUL?  9.  I9J9 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplane.)  143 


Buiiiiiiiiiiiiiiiiiniiiin 


Accumulators— 
Acetylene  Welding  Plant- 

Ace.vk-ne  Corporation  of  Crmt  Iln.am 
ltd.  The,  w,  ^'t'o™,61™0''  VJ; 
^:nJtor      s  w  l  Flamma,  vie, 

minster,        w  vic  ,8l0 

uSdoS"  .'34»  vic,°"a  '»  1",tS'' 

Aeroplane  Manufacturers— 

Aircraft  5Iam,f-wli,r:,.S  C.  .  I.tJ  Hcndon. 
"Airmanship,  Hyde,  1-™'?™sbliry  „„. 

ArmstronE  Sir  W,  whilworth  &  Co,  Ltd., 
Newcastle  -  oil  -  Tytie-  "Armstrong 

\V\VL  iv'l  -.",11-TvtlC." 

Aviation,  MM  rs-i-~        Gos[orlll  s00, 

Ttlnrkbiirn  Aeroplane  &  Motor  Co,  Ltd, 
Olvnioia  Leeds  "  rropellors,  Leeds  " 
'  Rou'idhny  ;tii  13  lines). 

Boulton  &  raid,  Ltd  ,  Rose  Lane,  X.»wicb. 
"  Vvi  Hum    N 1 1 1' i" i  h  "       Norwich  051- 

British  Aerial'  Transport  Co  Ltd  Head 
Office:  '8,  Conduit  street.  L"i '  i  n, 
w.i.  "Batitrrani  Kez. 

jjj^  ^he  Ro?d.;picn^; 

London."  Willesden,   2272,  aa,j 

filltfh    &    Co1o.ii.il    Acroj.1(.ne    Co     U<  . 

jThe     Bristol     Co.),     Filton.      J  > 

"  Aviation.  .Iristol  "  Bristol  300b. 

Ccntr'il  Aircraft  Co  .  High  Rood ,  Kilhuni, 

N  W  6    "  Avidneuon.    Pl.onc,  Loudon 
Ham  intend  4403  and  44:4. 
Dawson,  John,  &  Co.  Ltd  ,  Newcastle -011- 


lstle- 
2604  (2  line; 
1.,  East bourn 


osport.*'  G os port  :i? 

Company,    Ltd.,  London 
ll'  iiduii.  ""Volplane,  Hyde, 
Kingsbury  120. 


'  Hydro 


Hi. 


■  Mnial-lt, 


Hooper   St  O  . 

Piccadilly,  London, 
St   Janies,  London."  Regent  912. 

Mann.    Egcrton    &    Co,    Ltd.,  Norwich. 
■'.Motors,  Norwich." 

Norwich  482  (4  lines). 
Martinsyde,     Ltd  ,     Bronkiands,     By  fleet, 
"  Marlinsv.K  .  W.-vbridKe." 

Woking  3U ;  Byfleet  171. 
» Nicuport "     it     General     Aircraft  Co., 
Cricklewood,  London.  N  W.2.  Nicu- 
scout,  Crickle,  London." 

Willesden  2435 
Phoenix  Dynamo  Manufacturing  Co.,  Ltd., 

Thornbury,        Bradford.  "Dynamo, 

Bradford."  Bradford  3700  (4  lines). 

The   Regent  Carriage  Co.,    Ltd.,  126/132, 

New     King's    Road,    Fnlham,    S.W  6. 

"  Carbodis,  London."  Putney  2240-2241. 
Roe,    A.    V.,    &    Co.,    Ltd.,  Manchester. 

"  Triplans,  Manchester  " 

City  8530-8531,  Manchester. 
Saunders,  S.        Ltd  ,  East  Cowes,  LO  W. 

"  Consu tn.  East  Cowes  "  Cowcs  193 
Short    Bros,    Rochester,    Easlchureh  and 

Whitehall  House,  S.W.  "Tested,  Phone, 

London."  Regent  378. 

The  Siddelcy  Dcasy  Motor  tor  Co.,  Ltd, 

Coventry       Coventry  954  "Dcasy, 

Coventry." 

Sopwith  Aviation  Co.,  Ltd.,  Kingston-on- 
Thames.     "  Sopwith,  Kingston  " 

Kingston  19S8  (8  lines). 
The  Supermariae  Aviation  Works,   Ltd , 
Southampton.     "  Supcrmarin." 

Woolstoa  37  (2  lines). 
Vickers,  Ltd  ,  Imperial  Court,  Basil  Street, 
Knightsbridge.     S  W.3       "  Vickerfyta, 
Knights,  London  "       Kensington  6810. 
Waring    &    Gillow,   Ltd,  Hammersmith. 

warisen,  Ox,  London."  Museum  5000. 
Westland  Aircraft,  Yeovil     "Aircraft.  Veo- 
Vl1- '  Yeovil  129. 

White,  3.  Samuel,  &  Co.,  Ltd  ,  East  Cowes 
"White.   East  Cowes  "  r>,\„,_-  . 


Airships- 
Airships,  Ltd.,  High  Street.^Merton.  ^ 

The  North  British  Kubbe-r  Co., _tfd., 
Castl-  Mills,  ndmhureh  _  _  \leoa, 
Edinburgh.  '    Edinburgh  3880 . 

Short   Bros,   Rochester,   Eostcburch,  and 
Whitehall   House,  S.W.  R 
'Phone,  London  "  Regent  j,» 

C.  G.  Spincr  and  Sons,  Ltd. 
(See  under  "Balloons'). 

Aluminium  Castings  (Sand  and  Die) 

roan  R  \V  210  Goswell  Road,  London, 
E.C    "kranknses,    Isling,    London '■ 

Balloons— 

The  North  British  Rubber  Co  ,  I.tfl  , 
Castle  Mills,  Edinburgh.  »,h'i 
Edinburgh."    Edinburgh  388o^CenJ»l^ 

C.  G.  Spencer  and  Sons,  Ltd,  «».  I  huh; 
bury  Grove,  N  y    "Aeronaut,  London. 

Dalstou  1893. 

Bent  Timber  Parts— 

Hopton  &  Sons,  George  Street,  Euston 
Square,  London,  N.W.I  "  Hoptons 
Euscmare.   London  "  Must-urn  4* 

Also  at  Market  Harborough,  Leices- 
tershire. "  Hoptons,  Market  Har- 
borough '       Market    Harborougli    1  j. 

st  Phosphor  Bronze) 
I    Pnslcru  St.,  E.C.i. 

.plies,  Ltd., 


Bearings  (Eior.ia 

Brown  Bros.,  Ltd  ,  r.t.  tas 
Yorkshire     Eng'ncenug  > 

Wortley,  Leeds.    "  Yes,  ju^™ 

BlOWpipeS  (Oxy- Acetylene)— 


Imperial  Light,  Ltd  , 
London!" 
Bolts- 

MUchell     Wedge  wood 


&    Co.,  Campbell 


!>edia,    Gillam,  149, 


BoOkS  (Aero 

Dykes'  Auto 
Strand,  W 

Buildings— 

Boulton  A  Pan 


Cable    Coverings    and  Cable 

Controls- 


Herbert    Terry  & 


Carburettors— 


Nieuwhof,  Surie  &  Co.,  Ltd.,  5,  Lloyds 
Avenue,  London,  E.C3  "  Suricodon, 
Fen,  London."  Aveuuc  34  and  35 

Clothing- 
Burberry's,  Ltd ,  Haymarket,  S.W.i 

Regent  210; 

Dunhill's  Ltd.,  Huston  Road,  N  W.i. 
"  Dunsend,  London."         North  340S-6. 

The  North  British  Rubber  Co.,  Ltd., 
Castle  Mills,  I-dinburgh.  "Weba, 
Edinburgh."    Edinburgh  3&80  Central. 

(5  lines.) 

Component  Parts— 

Accles  &  Pollock,  Ltd,  Oldhury,  Birming- 
ham   "Acclee,  Oldbury." 

■^ldbury  hi  l4  lines) 
Brown  Bros.,  Ltd  ,  Gt.  Eastern  St.,  EC.i. 
Central  Aircraft  Co  ,  High  Road,  Kilburn, 
N.W.6.    "Avidueliori,  'Phone,  London." 

Hampsttad  .140;  &  44134. 
Thompson    Bros     (liilston),   Ltd  ,  "Bradley, 
Bilston,  England      "  Thompson  Bn 
Bilston 


Cords,  Tapes,  and  Threads- 

MacLenuan,  J  ,  &  Co,,  30,  Newgate  street 
E.C  1.   »And  at  Glasgow.       City  3I15.' 

Dopes— 

Titanine,  Ltd...  175,  Piccadilly,  w  1 
"Tctrafn  .  1'iccy,  T.0,1  l<>n  "  rr;trd 

British  Cellulose  Co,  8.  Waterloo  Pla,-, 
S.W.I.    "Cellulate,  London  "  1 

Regent  40.16 

The  British  Emndlite  Co.,  Ltd.,  w.  Resent 
Street,     S.W.i.      "  Ridlcypren,  pj^v 


Lo 

Ccllon,  Ltd  ,  22,  C( 
"  Ajawii,  Key, 

Robt  Ingham  Cl; 
Ham  Abbey,  ) 


rd  2S0. 
■eet,  London,  w.i. 

CO.,  Ltd''  West 
OleoUiie,  Strat. 

East  956 


Engines  and  Parts— 

Allen,  W.  H.j  &  Co.,  Lid  ,  Bedford  "Pumn 
Bedford."  Bedford  No  i" 

Arrol-Johnston,  Ltd.,  Dumfries      "  Mocar, 
Dumfries  "  Dumfries  281-2S2. 

Beardmore  A'-tz  F.iitf  ,  Ltd,  112,  Grt;it  Port- 
land   Street,    W  1.      "  It 


rd  23S 


The  Cosmos  Eiiciu-.nng  Co.,   Ltd,  I-'ish- 

potids,  Bristol. 
Dudbrid^t:  Iron  Works.  Ltd  iSalnisoii),  S7, 
Victoriu  Street,  London,  S.W  1  "Aero- 
flight,  Vie,  London."  Vie  7026. 
Gordon  Watncy  -S;  Co.,  Ltd.,  Weybridge. 
"  Mercedes,  weybridge." 

Weybridge  550  17  lines). 
Green  Engine  Co,  Lid,  Twkknili.mi. 


Gwyti 


Lt 


1 -03. 


Walton    Motors.    Ltd.,    Wnllon-011  Thames. 
"  .\Ioturs,    \\altou-on-l  hauies/' 

Electrical  Accessories— 

Belling    &    Co,    SloiilOBUL-    Road,  Upper 


Brown  Bros.,  1,1 
Johnson    &  lli.l 


Electric  Cables— 


Charlton,  I.ui 


E  K.llk.! 

Johasoufi 


Mann,  Hge: 


The  AircrafL  lmproveineiils  >_o-,  "*^'"'T' 
ton    Works,    Arlington    Road.  Camut 

Flare  Lights— 

Imperial  Light,  Ltd.,  123,  Victoria  ^  - 
London,  S.W  1.  "  Edibra, ,  '  1  ' 
I^r.don  "  Victoria  3540  »3  ,inK"- 

Flexible  Shafts— 

Herbert   Terry    &    Sous,    Ltd.  K^^'m. 


.  ^uyers'  •  Guide. 


Fluxes 


"  Kalker, 

,  .1  '  Coventry  24^ 

ffiUUlBj  I-hl  ,  Charllou,  London. 
ciS^rfTondonWall 

Electric  Lighting  and  Power- 

Johtison   &   L'hUlips,  Ltd  ,  Charlton,  U>»- 
1I011,  S .]'•;. 7.    "Juno,  Loudon."^  ^  (j 
11-  Cleveland 

.jstfuiimr.  Kta- 

ru"!^"    x*uul"J"'    "^luscum  -0  i.i  hue?' 

Electro     Platers    and  Metal 
Polishers'  Engineers-^ 

Slr'.-_'i,  IJiroiiuc'haiu.  "  "  -Maunais.  hu- 
^^BifmiHaliaiu  3622  central  (3  Ku^ 

Fireproof  Petrol  Tanks- 


.MMr.iiii^- 


al  Light,  Ltd.,  123,  Victoria  Street, 

 London,    S.W.i.      "  Edibrac,  'Phone, 

Loudon."  Victoria  3540  (i  lints). 

The  'Vnt"  Controller  Co.  (Fluxite),  Vienna 
Road,  Bermondsey,  Eng. 

Flying  Boat  Builders— 

rnsimrt  Airrraft  Co.,  Gosport,  "Flight, 
Gosport."  Gosport  217. 

Galvanising— 

Boulton  &  Paul,  Ltd,  Rose  Lane,  Nor  wit  li 
Norwich."       Norwich  851. 


Gauges— 

1    \    Preslwich    S;   Co.,  Northumberland 

Park,  Tottenham,  N  17. 
Voucher.  Co.,  Auto  Tool   Works,  Walsall 

"  Voucher  Walsall."  Walsall  0196, 

Gears- 
Moss  Gear  Co.,  Ltd  .  Thomas  Street,  Aston, 
Birmingham.  "  Mosgear,  Birmingham." 

■  ,  East  407. 

Glue— 

Cannon,  B.,  &  Co,  Ltd,  Lincoln.  London 
Office,  110,  Cannon  Street,  EC.4. 
"  liececoliu,   Cannon,  London." 

Improved  Liquid  Glues  Co.,  Ltd  ,  Gt.  Her- 
mitage Street,  E.  (Croid.)  "Excroideii, 

4611-2. 


Meudine 
Coggles- 


Arthur  Street,  E  C. 

Bank 


e  Safety  Glass  Co.,  Ltd.. 


i,  Albemarle 
"  Shatterlys, 
Regent  1340 


Heating  and  Ventilating 


The  Th.i.ais  Ban':   llilaekfriars)   Iron  Co, 

Slvl,      "Hut  Water,  Friars'  Lf.u<l.ni." 

Hop'  7O3. 

Instruments- 
British    Wright    Co.,  Ltd,    11,  Chancery 
Lane,  W.C.a.  Holborn  130S. 

Instruments    (Scientific,  Altimeters, 


Short  81  Mason 
Walthnmsto' 
London." 

Insurance- 


Haroid  Townenl 

Lane,    King  V 

Percy  Wingfie'd, 

Ed, 

Leather  Cloth- 

^tr.tt,  London 


Maldonal.l  Road, 
"  Aneroid,  Phone, 
Walthanislow  160 


Abchurch 
:t,     E.C  4. 

(2  lines). 


City>  4672. 
11  Victoria 


Lubricating  Oil  Refiners  and 
Merchants- 

w.   B    Dicfc    S;    Co ,    Ltd  ,  go.  Fenchurcli 


Fei 


Magneto  Driving  Pieces— 

Herbert    Terry    *    Sn„s,    Ltd..  Redditch. 
spjines,  Redditcll."  Redditch  toi 

Magnetos- 

The  British  Lighting  &  Ignition  Co.,  Ltd., 
"°v  ,rollt'n',nui     Court     Road,  W.i 
vieksuia;;,  phone.  London." 


I.OV 


Coventry. 


Manufac- 


Metal  Casement 
turers- 

ham."  * 

M®^Jr  Manufacturers- 


Metals  in  General— 

Samuel  Mercer  &  Co  ,  ig3,  Upper  Thames 
Street,  E.C. 4.  "  Recouciled.  Cannon, 
London  "  city  6343. 

Metal  Parts  and  Fittings- 

Accles  Sr  Pollock,  Ltd..  Oldbury,  Birming- 
ham.   "Accles,  Oldbury." 

Oldbury  111  (4  lines) 

Arnott  &  Harrison,  Ltd,  Hythe  Road, 
Willesdrn  Junction  Willesden  220- 

Bayliss,  Jones,  &  Baylj^  i_t,i  _  Wolver- 
hampton. (Bolts  and  Nuts.)  "  BavlLss, 
Wolverhampton."    Wolverhampton  1041. 

Blackburn    Aeroplane   &    Motor  Co     I  to  . 
Olympin,  Leeds.     "  Propcllors,  Leeds  " 
Roundhav         u  lines) 

British  Meial  (Kingston),  Ltd,  Kine-.-ton- 
on-Tliann-i 

Brown  Bros.,  Ltd.,  Gt.  Eastern  St    E  C  1 

Maun,  Hgerton  S  Co.,  Ltd  ,  177,  Cleveland 
Street,  London,  W.i  "  Installimr, 
Eusroad,  London  "  Museum  70 

Rubery  Owen  &  Co.,  Darlaston,  South 
Staffs. 

Sankey,  Joseph,  ft  Sous,  f.td.,  Wellington, 
Shropshire.  "  Sankey,  Wellinett m, 
Salop."  Wellington  6fi 

The  Pulvo  Fncineering  Co.,  Ltd  ,  10  to  16, 
Dane  Sired,  High  Holborn,  London, 
W  C.i.  "PulvipuK,  Phone,  London  " 
Holborn  410, 

The  SeLsdon  Aero  &  Engineering  Co  ,  Ltd  , 


lillj  . 


The  Pot: 
N  W.i 


t  1181. 


Metric  Bolts— 

Cashmore  Bros,  Hildreth  Street,  Balhani, 
S.W.  Battcrsea  415. 

Rubery  Oweu   &   Co ,    Darlaston,  South 

Staffs. 

Miscellaneous- 
Anderson,    D  ,    A    Son.    Ltd.  (Roofs), 
Belfast.    "  Anderson.  Belfast  " 

Belfast  40j-,-in-4-in^ 
British  Metal    (Kingston),  Ltd.,  lCingstou- 


MacLf-unan,  J.,  &  Co.,  50,  Newgale  Street, 
EC.i.,  ami  at  Glasgow.  Tapes,  Cords, 
and  Threads.  City  3115- 

Motor  Cars— 

Arrol  Johnston,  Ltd  ,  Dumfries  "Mocar, 


'  Coventry  530  (4  Hues). 

Nameplates  and  Labels- 
British   Metal   1  Kingston  I,  Lt<l ,  Kingston- 


Observation  Panels— 

Triplex  Safety  Glass  Cj  ,  Ltd..  1,  All"  marl'. 
Street.   Piccadilly,   W.i.  "Shatterlys, 


Gils- 


Parachutes- 


Wnkefield    &    Co.,  Ltd ,  Wakefield 

 -      .'i.— ~L1(.(     E.C.2.  "Cheery. 

Central  11305  Si  13466. 


E  R  Calllirop's  Aerial  Patents,  Ltd., 
Eldon  Street  House.  Eldou  Street, 
London,  E  C.  "  havemalivo,  Ave,  Lon- 
(lon  "  London  Wall  ;200-  ,207. 

The  North  British  Rubber  Co.,  Ltd., 
Castle  Mills,  Edinburgh.  "Weba, 
Edinburgh."     Ediuburyh  38S0  Central. 

(5  lines  ) 

C.  G.  Spencer  &  Sons,  Ltd. 
(See   under   "  Balloons  "). 

Piston  Rings— 

The  St'iudnrd  Piston  Ring  and  Engineering 
Co  ltd,  Don  Road,  SheD'nld  "Ocean, 
Shctfield  "  Sheffield  2149 

Presswork— 

Kubery    Owen   &   Co.,    Darlaston,  South 

t™J°  Herbert,   81   Sons,  Ltd.,  Redditch. 
Springs,  Redditch  "  Keddib  " 


llillllllllllllllllllllll^ 


Propellers— 

The  Aircraft  Improvements  Co.,  Morning-  = 

ton    Works.    Arlington    Road,    Camden  — 

Town,  N.W.i  — 

Blackburn  Aeroplane  &   Motor  Co.,  Ltd.,  = 

Olympia,  Leeds.     '» Propellers,  Leeds  "  — 

„    ,  Roundhay  143  d  lines).  = 

Boulton  &  Paul,  Ltd.,  Rose  Lane.  Norwich, 

"  Aviation,  Non\  icli  "        Norwivl:     ■  1.  — 

Ebora   Propeller   Co.,    ir    &    12,    Surbiton  = 

Park      Ten-are,      Kingston-on-Thames  = 

"Ebora,  Kingston."  Kingston  672.  — 

Integral  Propeller  Co.,  Ltd  ,       "  Aviprop,  = 

Hyde,  London."  ~ 

Heii'lo.-i  o.     Kiugsbury  104.  — 

Lang  Propeller,  Ltd  ,  Weybridge.      "  Aero-  = 

sticks,  Weybridge.''    Weybridge  520-521.  — 

Oddy    \\ .  D  ,  &  Co.,  Leeds.    "Airscrews,  = 

Weds."  Leeds  20547-^.  = 

Westland  Aircraft,  Veovil.    "  Aircraft,  Yeo-  = 

*«•"  \eovil  129.  = 

Pyrometers— 

The   Foster    lnstnment   Co.,  Leteh worth,  zz 

Herts.      "  Fost.T    Instruments,    Letch-  — 

worth."  Letchworth  26.  = 

Raw-hide  Hanamers— 

Ira  Stephens,  Whit  elands  Leather  Works,  = 

AslHon  under-Lyne.       "  Stephens,    709,  — 

Asliton."  Ashton  709.  = 

Rigging  for  Aircraft— 

Cradock,    Geo.,    Si    Co.,    Ltd.,   Wakefield,  = 

Enyland.    "  Cradock,  Wakefield."  = 

Wakefield  466.  = 

Rubber  Tubing  &  Accessories—  = 

Hp"<"^t      in    „      ,  ,.l     ,.  =Z 


Edinburgh  "  Edinburgh 

Safety  Belts- 


is  line. 


ion,  38,  Albert  Street, 
Manchester.    "  Semloh,  Manchester." 

City  443a. 

Screwing  Die  Heads — 

Voucher,  Co.,  Auto  Tool   Works,  Walsall. 
•'  Voucher   Walsall."  W  alsall  0196. 

Screw-driving  Machines- 


Seaplane  Manufacturers- 


Phcenix  Dynamo  Manufacturing  Co. 
Thornbury,  Bradford  "  Dynamo, 
ford."  Bradford  3700  (7  1 

Short  Bros.,  Rochester  "  Seap 
Rochester."  Chathar 

Siipermariue  Aviation  Works,  Ltd  ,  ; 


Searchlights  &  Landing  Lights  ^ 


l.nll.iull 

don  " 
The  Kolas 
Victoria 

N.W.10 


Mo 


Ltd., 


Roa.l,  Willes 
'  Kodyu.ilUe,  Phone,  London.' 

Willesden  2480 

Shock  Absorbers- 
Luke  Tinner  &  Co,  Deacon  street,  Leices- 
ter. Leicester  967. 
Tubbs,  Lewis       Co.,  Ltd.,  29  &  30.  Noble- 
Street,  EC. 2     "Flasiies,  London."  ' 
City  22. 

Sheet  Metal  Pressings— 

Accles  K:  Pollock,  I,1  i  ,  Oldbury,  Birming- 
ham.   "  Accles,  Oldbury." 

Oldbury  111  (4  lines) 

Blackburn   Acroplaae   &    Motor  Co.,  Ltd., 
Olympia.  Leeds-     "  Propellers,  Leeds  " 
Roundhay  ,45  '3  Untt) 

British   Metal   (Kingston!,  Ltd,  Kiugston- 
on -Thames). 

Ruberv    Owen    &    Co.,    Darlaston,  South 
Staffs. 


"  flamma,  Vic,  London."        Vic  4830 
British    Metal   (Kingston),   Ltd.,  Kingston- 
on-Thames.  IStaffs. 
Rubery    Owen    &   Co  ,    Darlaston,  South 
The  Selslon  Aero  it  Engineering  Co.,  Ltd., 
r,    Albemarle    street,    Piccadilly,  W.i. 
1  Sehu-ro,  Phone,  London." 

Regent  ii3i 

Imperial  Light,  Ltd.,  12;,  Victoria  Street, 
London,  S.W.i.  "  Edibrac,  Phone,  Lon- 
don." Victoria  3540  (3  tines). 


iiiiinwiiiiHiiiiHHw™™^   1 1 1 1 1 1  r  1 1 1  j  1 1  j  1 1 1 11 1 1 1 M  m  1 1  n  miTm  1  frfiVf  i  lt  1 11 1 1 1  f  1  u  r  11  m  MTiTnTi  iMfnt^iuii  nrnfiVTliiiiri  11 11 1  f  mill  mfi  1 111 111  1 1 1 1 1 1  mi  mYi  11  h  iTf in  t  m  1 1 1  nil  lit  nitf  1  ^ 


144 


(Supplement  to  The  Aeroplane.) 


Aeronautical  Engineering 


July  g,  1919 


The  Aeroplane  ?- 


Solder  Manufacturers— 

Samuel  Mercer  &  Co.,  19S,  Upper  Thames 
Street,  E.C-4-  "  Reconciled,  Cannon, 
London."  City  6342. 

Sparking  Plugs- 
Brown  Bros.,  Ltd.,  Great  Eastern  St.,  E.C.I 
Lodge   Sparking   Plug   Co.,   Ltd.,  Rugby. 

"  Igniter,  Rugby. ,;  Rugby  235. 

Ripault,  Leo.,  &  Co.,  Ltd.  (Oleo  Plugs),  64a, 

Poland  Street,  W'.i.       "  Ripault,  Reg, 

London."  Gerra.-d  7758. 

The  Robinhood  Engineering  Works,  Ltd., 

Newlauds,      Putney      Vale,      S.W. 15. 

Makers    of    KLG   Plugs.      "  Kaelgee, 

Phone,  London." 

Putney  2132-3. 

Springs- 
Dart  Spring  Co.,  West  Bromwieh.    "  Dart, 
West  Bromwieh."    West  Bromwieh  322. 
Terry,  Herbert,   K   Sons,   Ltd.,  Redditch. 
•'  Springs,  Redditch." 

Redditch  Gi  (3  lines). 

Steel- 
Allen,    Edgar,     S.     Co.,    Ltd.,  Sheffield. 

"Allen,  Sheffield."  Sheffield  4607. 

Brown  Bros.,  Ltd.,  Great  Eastern  St.,  E.C.I. 
Firth,  Thos.,  &   Sous,  Sheffield  "Firth, 
Sheffield."  Sheffield  -,230  to  }2;7- 

Nicklin,  Bernaid,  &  Co.,  Birmingham. 
"  Bernico,  Birmingham,  v 

Smith  wick,  224. 
Spear  &  jackson.  Ltd.,  .Etna  Works,  Shef- 
field.    "  Spear,  Sheffield." 

Central  4522-3-4. 

Steel  Tubes  for  Aeroplanes— 

Acclcs  h  Pollock,  Ltd  ,  Oldbury,  Birming- 
ham.   '■  Aecles,  Oldbarv." 

Oldbury  111  (4  lines) 

Tapes  and  Smallwares— 

MacLeunan,  John,  &•  Co.,  30,  Newgate 
Street,  E.C.i.    And  at  Glasgow. 

City  3115. 

C  E.  Matthews  &  Co,  Ltd.,  Castle  Works, 
Bermondsey  Square,  S.E  i.  "Webbance, 
Berm,   London."  Hop  4058. 


Buyers'  Guide.— continued. 
Timber— 


Hoptou  &  Sons,  George  Street,  Euston 
Square,  London,  N.W.I.  "  Hoptons, 
Eusquare,  London.  Museum  49b. 

Also  at  Market  Harborough,  Leicester- 
shire.   "Hoptons,  Market  Harborough." 

Market  Harborough  13. 

Time  Recorders— 

Gledhill  Brook   Time  Recorders,  Ltd.,  26, 
Victoria  Street,  S.W.i.         Victoria  1310. 


TOOlS- 
Richard  Mather  S:  Son, 
Works,  Sheffield 


Shoreham  Street 
Sheffield  4349 


Turnbuckles— 

Brown  Bros.,  Ltd., 
Ruberv   Owen  & 
Staffs. 


Great  Eastern  St.,  E.C.i. 
Co,    Darlaston,  South 


Tyres  and  Wheels— 

The  North  British  Rubber  Co.,  Ltd.,  Castle 
Mills,  Edinburgh.  "Weba,  Edinburgh." 

Central  38S0   (5  lines). 
The    Palmer    Tyre,     Ltd.,  Shaftesbury 
Avenue.    "  Tyricord,  Westcent." 

.Gerrar'd  1214  (5  lines). 

Undercarriages- 
Thompson  Bros.  iBilston),   Ltd.,  Bradley, 
Bilston,   England.     "  Thompson-  Bros., 
Bikton."  Bilston  10. 

Varnishes— 

The  British  Emaillite  Co.,  Ltd.,  30,  Regent 
Street,  S.W.i.  "  Ridleypren,  Piccy, 
London."  .Gerrard  280. 

Thomas  Parsons  &  Sons,  315  &  317,  Oxford 
Street,  London,  W.i.  "  Varjap,  Phone, 
London."  Mayfair  6347  (3  lines). 

Robt.  Ingham,  Clark  &  Co.,  Ltd.,  West 
Ham  Abbey,  E.,15.  "  Oleotine,  Strat, 
London."  East  955. 

Harland,  W.,  X  Son,  Merton,  London, 
S.W. 19.    "  Harlan 3,  Wimbledon  45  " 

Wimbledon  45  and  1395. 

Navlor  Bros.,  Ltd.,  Southall,  Middlesex. 
"  Naylor,  Southall."  Southall  30. 


Washers— 

'lerry,   Herbert,    &  Sons, 
"  Springs,  Redditch." 


,td  ,  Redditch. 
Redditch  61. 


Welding  and  Cutting  Plant  — 

Acetylene  Corporation  ot  Great  Britain, 
Ltd.,  The,  49,  Victoria  Street,  Wesfc- 
.    minster,     S.W  1.  "  1'lamma,  Vic, 

London  "  Vic  4? 30. 

Imperial  Light,  Ltd  ,  123,  Victoria  Street, 
London,  S.W  1  "  Edibrac,  Phone, 
London."  Victoria  3540  (3  lines). 

Welding  Repairs- 
imperial  Light,  Ltd  ,  123,  Victoria  Street, 
London,     S.W.i.     "  Edibrac,"  Phone, 
London."  Victoria  3540  (3  lines). 

Wind  Shields— 

Auster,  Ltd.,  133,  Loug  Acre,  W.C.  "  Win- 
flector,  London  "  Regent  5910. 

The  Rotax  Motor  Accessories  Co.,  Ltd., 
Victoria  Road,  Willesden  Junction, 
N.W.io.  "  Rodynalite,  Phone,  London  " 
Willesden  24S0. 

Triplex  Safety  Glass  Co.,  Ltd.,  1,  Albemarle 
Street,  Piccadilly,  W.i.  "  Shatterlys, 
Piccy,  London."  Regent  1340. 

Wire  Gauze- 
Greening,  N.,  &  Sons,  Ltd,.  16,  Finsbury 
Street,     Londoi,     E  C.2.       "  Setscrew, 
Finsquare,  London."   London  Wall  1082. 

Wire  and  Cables— 

Bruntons,  Musselburgh,  Scotland.  "  Wire- 
mill,  Musselburgh."      Musselburgh  28. 

Cradock,  Geo.,  &  Co.,  Ltd.,  Wakefield, 
England.    "  Cradock,  Wakefield." 

Wakefield  466  (3  lines). 

Wirework— 

Terry,  Herbert,    ft   Sons,   Ltd.,  Redditch. 
"  "  Springs,  Redditch."  Redditch  61. 

Woodworking  Machinery— 

Robinson,  Thomas,  &  Son,  Ltd.,  Rochdale, 
"Robinson,  Rochdale."     Rochdale  467. 

Sagar,  J.,  &  Co.,  Ltd.,  Halifax  ''  Saw- 
tooth," Halifax."  Halifax  136. 

Wadkin  &  Co  ,  Leicester.  "  Woodworker, 
Leicester."  Leicester  3614. 


High  Speed  Routing,  Carving 
and  Recessing  Machine. 

This  Machine  is  used  for  grounding  or 
routing  out  the  surplus  material  in  sunken 
moulded  panels  and  carvings  all  kinds  of 
light  trenching,  recessing,  boring,  etc.,  and 
is  particularly  useful  for  Aircraft  Factories. 
It  is  made  in  different  sizes  fitted  with 
different  kinds  of  sliding  tables,  and  we 
shall  be  pleased  to  send  full  particulars  ot 
the  various  Machines  on  request. 


Full  particulars  of  othe,   Wood-wotking  Machines 
special!}    suitable   for  Aircraft  Factories   will  be 
gladly  sent  on  request. 

SAGAR  &  CO.,  Ltd.,  SaTa^^    HALIFAX,  Eng. 

LONDON  OFFICE:   60,  Watling  Street,  F.C. 

BIRMINGHAM    OFFICE :   Chamber  of  Commerce  Buildings,   New  Street. 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS, 


July  9,  1919 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplane.) 


WHERE    FLYING    MEN    ARE  ( 
FITTED  OUT. 


The  Dunhill  "Plane" 
Coat. 


The  R.A.F.  "  Plane "  Coat  is  made  on  the  best 
form  Trench  Coat  design,  in  heavily  proofed  Twill  of 
che  favourite  Khaki  Mixture,  or  in  Blue-Grey  Twill. 
Unlined,  for  Summer  wear,  the  price  is   ...        i  Gns. 

Lined  Check,  with  oil-cambric  inter-lining      5j  Gns. 

With  superfine  pure  heavy  fleece  detach- 
able lining     ...       ...       ...    7  Gns. 

Call  in  at  our  well-known  "  BASE  "  in  CON- 
DUIT STREET,  or  a  post  card  will  bring 
vou  patterns  and  self -measurement  form. 

Dunhill 


IGNITION  CABLES 
FOR  AERO  ENGINES 

are  an  insurance  of  that  absolute 
reliability  which  is  vital  to  the 
safety  of  passenger  and  pilot. 

By  some  the  Cable  may  be  mis- 
takenly regarded  as  a  detail  of 
small  importance — to  the  uniniti- 
ated any  wire  covered  with  rubber 
looks  the  same — but  with  the 
risks  attached  to  Aerial  work  it's 
quality  that  tells  in  the  creation 
of  that  certain  service  which  alone 
can  minimise  those  risks. 

The  J-P-  Cables  are  always 
reliable  and  have  built  into  them 
a  40  years'  experience. 

Let  us  consult  with  you — that 
experience  should  help. 


JOHNSON  &  PHILLIPS,  LTD  , 

Cable  Makers  and  E  ectrical  Engineers, 
since  '75, 

CHARLTON,    LONDON,    S.E.  7. 

LONDON:    iz  Union  Court, 

Old  Broad  Street,  E.C.2. 


LIMITED. 


2,  Conduit  St.,  Regent  St.,  London,  W.  1 
Glasgow :  72,  Vincent  Street. 

KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS 


146 


(Supplement  to  The  Aeroplane.) 


Aeronautical  Engineering 


•  July  9,  1919 


TUBES,  LEWIS  &  C?, 


LTD. 


(Governing  Director:  STANLEY  WM.  TUBBS), 

29  &  30,  NOBLE  STREET,  E.C.  2. 


WOTTON-UNDER-EDGE, 
GLOUCESTERSHIRE. 
1 elephone  : 
5,  WOTTON-UNDER-EDGE. 


PROMPT  DELIVERY. 


(CONTRACTORS  TO  H  M.  AIR  FORCE.) 


Telegrams: 
"ELASTICS,  LONDON." 
Telephone : 
CITY  22. 


SAFETY  FIRST. 


AN 


|  UNSPILLABLE  ACCUMULATOR 

EE  is    a    prime    necessity   for    safe    flying    and    ensures  safety 

EE  all  the  time. 

§  NO   LEAKAGE  OF  ACID. 

j§  NO  SHORT  CIRCUITS. 

EE  NO  CREEPING. 

EE  NO  CORROSION. 

=E  NO  FROTHING  ON  CHARGE. 


44 


ft 


UNSPILLABLE. 


Head  Office  and  Work. 


\A  ELECTRICAL  STORAGE    CLIFTON  JUNCT'°" 


3 COMPANY  LIMITED.    ^ °"ioe 


MANCHESTER. 


39  VICTORIA  STREET  S.W.I.  = 


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July  q,  1919 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplane.) 


147 


OLDBURY. 

Telegrams  :— "ACCLES,"  OLDBURY. 

BIRMINGHAM. 
Telephone  i — OLDBURY  m  (4  linet). 


REPUTATION. 


As  manufacturers  of  weldless  steel  tubing-,  as  tube 
manipulators,  and  as  steel  pressworkers,  we  have 
a  world-wide  reputation  for  all-round  excellence. 
Multitudinous  are  our  products,  md  our  reputation 
is  behind  every  item. 

We  are  right  in  the  fore-front  with  our  "  Apollo  " 
tubular  box  spanners.  These  are  becoming  increas- 
ingly popular  in  progressive  engineering  workshops. 
We  make  several  patterns — including  a  special  set 
for  Ford  Cars — all  of  which  leave  absolutely  nothing 
to  be  desired  in  tubular  spanner  construction.  Ask 
for  our  spanner  catalogue  and  price  list. 

We  can  supply  aircraft  parts  in  big  quantities,  as 
in  this  connection  we  are  specialists  in  tapering, 
bending,  trapping,  welding,  and  all  other  classes  of 
tube  manipulation  and  presswo/k,  'Ic-day  we  recog- 
nise that  aircraft  builders  have  more  time  to  mani- 
pulate their  own  components,  but  they  need  steel 
tubing  and  we  supply  the  very  best.  Further,  let 
our  war  experience  assist  you  in  this  matter  of  steel 
tubing  and  steel  presswork.  We  may  be  able  to 
save  you  money,  because  we  have  the  tools  for  many 
components. 


SAMUEL  MERCER  &  CO., 


Telegrams  :  Reconciled  Camion,  London. 

Metals 

MILD  STEEL  SHEETS 

SPECN.  S3  &  9A. 
Passed  &  Stamped  A.I.D. 

BEST  CHARCOAL 
TINNED  &  LEAD 
COATED. 

BLACK  C  R  and  C/A 
SHEETS. 

GALVD.  SHEETS. 

Immediate 

^Manufacturers  of  Solder 


Troprietor  -S.  J.  MERCER. 
Telephone  :  City  6342. 

for  Aircraft. 

BRASS  AND  COPPER 
SHEETS. 

SOLDER. « INGOT  TIN. 

WELDING  WIRE. 
COPPER  BITS,  ETC. 

LARGE  STOCKS  IN  OUR 
OWN  WAREHOUSE. 

Deliveries. 

for  all  purposes. 


198,  UPPER  THAMES  ST.,  LONDON,  E.C.4. 


KINDLY    MENTION    "  THE    AEROPLANE  "      WHEN    CORRESPONDING    WITH  ADVERTISERS. 


H8 


(Supplement  to  The  Aeroplane.) 


Aeronautical  Engineering 


July  9,  1919 


Roun 


€  world 


is  mainly  a  question  of  organisation  and  choice  of 
flying  stock.  As  to  the  second  factor,  the  B.A.T. 
Company  can  be  of  unusual  assistance. 

For  instance,  we  are  the  first  people  out  with  a 
purely  commercial  model  (not  a  modified  war  type) — 
the  B.A.T.,  F.K.26— the  machine  with  the  largest 
cargo  space  and  load  capacity  for  its  overall  size 
and  power  yet  produced. 

Here  are  some  interesting 
F.K.26  :— 


points   concerning  — 


ENGINE  :— Rolls-Royce  Eagle  till. 

SPEED  .--45-120  m.p.h. 

CABIN  : — Is  clear  of  any  transverse  cross 
bracings  or  other  obstruction,  and  measures 
8/f.  by  {ft.  1  in  .  by  6ft. — this  in  a 
mach  ne  of  only  33  ft.  overall  length.  Direct 
entry  of  ground  through  ordinary  door. 

LOAD: — IV ith  600  mile  range  of  fuel 
— 2,000  lbs. 


FUEL  COST  AT  FULL  LOAD:-  7'2 

pence  per  mile. 

CHASSIS  :—A  sturdy  j,b,  sprung  by  an 
unique  combii.a.ion  of  oho  and  rubber  shock 
absorbers. 

HAIL  : — Can  be  trimmed  in  fight  from 
pilot's  seat —  st  ering  and  prac  ically  un- 
breakable tail  skid. 

GENERAL  CONSTRUCTION :— 
Straightforward  —  simple  to  repair  and 
recondition. 


A  series  of  these  machines  is  in  production. 
Governments  and  prospective  owners  desiring  a 
fleet  of  these  machines — or  a  single  one — are  invited 
to  forward  their  enquiries. 


Complete  particulars  on  application  to : — 


British  Aerial  Transport  G>.  |td 

38.  CONDUIT  STREET,    LONDON  W.i.  § 


IIIIIIIIIMIIIIIIIIIIIIIIIIIIIIIIIIIIII!lililllllll!llllll!ll!ll!lllllllllllll!lllt!IIIIISIIIIIiir; 


1 .  High    Tensile    Strength.      Thoroughly  sound. 

2.  Uniform     in    analysis,    strength,    and  weight. 

3.  Highly      finished      and      accurate  —  machine 

moulded  up   to  largest  sizes. 

4.  Exceptional  daily  output  per  pattern. 

AIRC  AFT  AND  MOTOR  ENGINE 
CYLINDERS,   CRANK    CASES,    PISTONS,  Etc. 

We  also  make  Cylinders  a  id  Pistons  in  STERLING  IRON; 
Castings  in  High  Tension  Bronzes  5  Phosphor  Bronze 
(various  alloys  for  different  purposes);    Brass,  Aluminium. 

 FOUNDERS  IN  ALUMINIUM  GUNMETAL  '&.  IRON  


KINDLY    MENTION    "  THE    AEROFLANE  "       WHEN    CORRESPONDING    WITH  ADVERTISERS. 

1 


July  g,  1919 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplane.) 


149 


THE  ENGLISH  ELECTRIC  CO.,  LTD. 

DESIGNERS  AND  CONSTRUCTORS  OF  ALL  CLASSES  OF 

AIRCRAFT 

SPECIALITY  LARGE  FLYING  BOATS  TO  OWN 

AND   OFFICIAL  DESIGNS, 


THE  ENGLISH  ELECTRIC  CO.,  which  incorporates  the  works 
of  Messrs.  COVENTRY  ORDNANCE,  DICK  KERR  and  PHCENIX 
DYNAMO  CO.,  has  consolidated  the  joint  aircraft  experience  and  plant 
of  the  three  concerns  in  one  large  central  factory  having  exceptional 
manufacturing  and  testing  facilities. 


Correspondence  relative  to  Aircraft  to  be  addressed  to:  — Aircraft  Offices,  Thornbury  Works,  Bradford. 


Works  :    THORNBURY  and  SCOTSTOUN, 
Central  Offices:    QUEENS  HOUSE,  KINGSWAY,  LONDON. 


TELEPHONE 

BRADFORD  3700  (7  lines). 

PRIVATE   BRANCH  EXCHANGE. 

HOLBORN  830 


COVENTRY 

DICK 

ORDNANCE 

PHOENIX 

KERR 

TELEGRAMS 
Dynamo,  Bradford, 
Enelectico.Westcent,  London. 

CABLES 

Endectico,  London. 


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!5°      (s„ppu.,n?I1»  tbTHEAKRop,WE.,  Aeronautical  Engineering  July  9,  i9i9  s 


The  Original  NON-POISONOUS. 

Titanine  Dope 

is  strongly  recommended  for 

PRIVATE  and  COMMERCIAL 

AEROPLANES. 


Absolutely  unequalled  for  Durability. 


There  is  no  CONTROL  on  Dope  for  the 
above  types  of  machines. 

Titanine  is  the  most  economical  and  offers  the 
greatest  resistance  to  flame. 


Complete  Doping 

PROMPT  Ipffir  c  u 

fi?.RM.rl  Schemes 

DELIVERIES.  WWW       u   ^  a  re- 

submitted on  application. 


TITANINE  LIMITED, 

175'  PICCADILLY,  Telejrams: 

Gerrard  2312.  LONDON,  W.l.  ^'^1^' 


KINDLY    MENTION    "  THE    AEROPLANE  "     WHEN    CORRESPONDING   WITH  ADVERTISERS. 

M 


July  g,  igig 


Aeronautical  Engineering  (supplement  to  the  aeroplane.)  *5< 


The  rear  spar  hinge  joint  of  a  lower  wing  of  the  Blackburn 
"  Kaagaroo." 


SPECIFICATION. 

Type  of  machine   -   Blackburn   Twin  Tractor. 

Name  or  type  No.  of  machine  ...  "'Kangaroo." 

Purpose  for  which  intended    Long  Range  Bomber. 

Span   74  ft.  104  in.  top  ;  ^7  ft.  95  in. 

bottom  plane. 

Gap    7  ft.  3  in. 

Overall  length    4-|  ft.  2  in.  —  46  ft. 

Maximum  height    16  ft.  10  in. 

Chord    7  ft.  3  in. 

Total  surface  of  wings    880  sq.  ft. 

Span  of  tail    17  ft.  6  in. 

Total  area  of  tail    143  sq.  ft. 

Area  of  elevators    03.5  sq.  ft. 

Area  of  rudder    22.5  sq.  ft. 

Area  of  fin    25  sq.  ft. 

Area  of  ailerons    '(16.5  sq.  ft. 

Maximum  cross  section  of  body  12  sq.  ft. 

Horizontal  area  of  body    it,  sq.  ft. 

Vertical  area  of  body    115  sq.  It. 

Engine  type  and  h.p   Falccn-Rolls,  two  250  h.p. 

Weight  of  machine  empty    5;  156  lbs. 

Load  per  sq.  ft   9.21  lbs. 

Weight  per  h.p   16.2  lbs. 

Tank  capacity  in  hours    8  hours. 

Tank  capacity  in  gallons    230  petrol  ;  iS  oil. 

Performanxe— 

Speed  .low  down    S7  knots. 

Disposable  load  apart  from  fuel  1,710  lbs. 
Total  weight  of  machine  loaded     8,100  lbs. 

THE  BLACKBURN  "  BLACKBURD  "  TORPEDO  CARRIER. 

A  large  single-engine  torpedo  carrier  designed  to  operate  from 
either  land  or  the  deck  of  an  aeroplane  carrier  ship. 

This  machine  is  of  normal  tractor  1  iplane  type,  fitted  with  folding 
wings  and  a  chassis  consisting  of  two  independent  units,  w  ith  no 
cross-axle,  permitting  the  slinging  and  dropping  cf  an  iS  ins.  tor- 
pedo from  beneath  the  centre  of  gravity. 


Tail  Skid 

"  <anc-acoo 


The  intervention  of  the  Armistice  prevented  this — with  other 
equally  interesting  machines — from  passing  beyond  the  experi- 
mental stage. 

SPECIFICATION. 

Type  of  machine    Tractor  Biplane. 

Name  or  type  No.  of  machine  ...  "Blackburd." 

Purpose  for  which  intended    Torpedo  carrier,  for  use  from 

ihip  or  land. 

Span   52  ft.  6  in.  top  plane;  17  ft. 

bottom. 

Gap   7  ft. 

Overall  length  :   36  ft.  3  in. 

Maximum  height    12  ft.  45  in. 

Chord    7  ft. 

Total  surface  of  wings    709  sq.  ft. 

Span  of  tail    1 7  ft. 

Total  area  of  tail    82  sq.  ft. 

Area  of  elevators    34  sq.  ft. 

Area  of  rudder    9  r-q.  ft. 

Area  of  fin    18  sq.  ft. 

Area  of  ailerons    S5  sq.  ft. 

Maximum  cross  section  of  body...  n  sq.  ft. 

Horizontal  area  of  body    8c  sq.  ft. 

Vertical  area  of  body    126  sq.  ft. 

Engine  type  and  h.p   "Eagle"  Rolls-Royce;  350b. p. 

Weight  of  machine  empty    3, 080  lbs. 

Lead  per  sq.  ft   7.53  lbs. 

Weight  per  h.p   15.3  ibs. 

Tanf  capacity  in  hours    3  hours. 

Tank  capacity  in  gallons    69  petrol  ;  9  oil- 

Performance — 

Speed  low  down    92  m.p.h. 

Speed  at  10,000  feet    84J  m.p.h. 

Climb- 
To  5,000  feet  in  minutes    n?  minutes. 

To  10,000  feet  in  minutes    33-3-  minutes. 

Disposable  load  apart  from  fuel  1,680  lbs. 

Total  weight  of  machine  loaded  5,340  lbs. 


i52      (Supplement  to  the  aeroplane.)  Aeronautical  Engineering  JULY  9)I9I9 


Acid  txzjuanXr  <ju&^ — 


The  demand  of  the  aeroplane  for  the  utmost 
power  from  the  lightest  and  most  trustworthy 
engine,  and  our  concentration  on  that  problem, 
has  taught  us  much — and  each  owner  of  the  new 
Austin  "  Twenty  "  will  benefit  thereby. 
More  power  with  less  weight  and  greater  reliability 
combined  with  silent  running,  flexibility  and  marked 
economy  are  characteristics  of  the  new  Austin  "Twenty" 
and  assure  its  selection  by  discriminating  motorists. 


JfuL  rutur 


THE  AUSTIN  MOTOR  CO.,  LTD., 
Head  Office:  Northfield,  Bikmincham 
Telephone — Kings  Norton  230. 
Telegrams — "Speedily,  Northfield." 
And  at  Loadon,  Manchester  and  Pari*. 


Armstrong,  Whitworth 

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TELEPHONE  >    SOO  GOSFORTH. 
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Aeronautical  Engineering  (supplement to  the  aeroplane.  )  '53 


HOW   FIRE   IS   AVOIDED   ON    FRENCH  AIRCRAFT. 

By  John  Strong. 


French  design  was  always  iar  in  advance  of  that  ot  other  Allied 
countries  in  regard  to  fire-avoiding  devices  on  aeroplanes,  and  all 
machines  had  eifiner  detachable  or  protected  petrol  tanks,  or  tanks 
fitted  with  rip  patches. 

In  addition,  great  care  was  taken  with  the  petrol,  oil  and  water 
installations  to  ensure  that  installation  failures  should  not  provoke 
disasters.  All  air  intakes  have  to  be  carried  outside  the  engine 
fairing  and  so  arranged  that  communication  with  the  interior  of 
the  cowling  is  impossible,  so  that  the  risk  from  back  fires  is  re- 
duced to  a  minimum. 

Pressure  fed  petrol  delivery  is  forbidden.  Ignition  wires  are 
not  allowed  within  one  inch  of  any  hot  parts  of  the  engines,  and 
must  pass  under  and  not  over  the  petrol  pipes. 

Rip  Patches. 

Rip  panels  or  patches  are  used  as  an  emergency  measure,  and 
consist  of  a  panel  sweated  over  a  cut-otit  portion  of  the  petrol 
tank.  One  end  of  the  patch  is  attached  by  a  cable  to  a  lever 
which,  when  operated  through  its  full  stroke,  entirely  rips  off 
the  sweated  patch.  In  actual  practice,  however,  considerable 
difficulty  has  been  experienced,  because  the  r.tiength  of  the  sweated 
patch  is  variable  and  often  more  than  that  of  the  pull  exerted  by 
the  lever. 

This  had  led  to  a  modification  recently  approved  by  the  French 
Authorities'for  use  on  the  "Spad  VII"  Fighter.  A  large  opening 
is  provided  in  the  bottom  of  the  tank  and  covered  with  a  plug  or 
cap  which  is  held  in  place  by  an  encircling  brass  band  with  fiajiged 
edges,  and  made  petrol-tight  by  the  use  of  the  conventional 
washer-packing  in  a  manner  similar  to  the  method  used  on  glass 
fruit  jars,  where  the  cap  is  released  by  rippi  ig  off  the  band. 

Detachable  Tanks. 
The  problem  of  designing  and  constructing  a  petrol  tank  that 
could  be  detached  and  released  irom  the  macnine  at  the  will  of  the 
pilot  has  received  considerable  attention,  and  actual  performance 
tests  have  been  successfully  carried  out,  fir^t  in  England  and  later 
in  France. 

Lieut.  Lloyd  Lott,  of  the  Canadian  Expeditionary  Force,  has 
obtained  basic  British  patents  on  such  a  device,  which,  in  theory, 
at  least,  is  applicable  to  most  machines,  and  he  worked  out  de- 
signs for  several  French  machines. 

Briefly,  he  depends  on  a  one  point  suspension  of  the  tank  and 
holds  it  rigid  by  employing  a  fuselage  construction  into  which 
the  tank  is  wedged  so  as  to  have  a  surface-bearing  on  several 
sides.  The  bottom  of  the  tank  has  a  panel  affixed  which  conforms 
to  and  fits  into  the  bottom  bay  of  the  fuselage  and  takes  the 
place  of  the  cross-bracing  wires  which  have  necessarily  been 
removed.    Initial  impetus  at  time  of  release   is  increased  by  the 


use  of  tensioned  elastic  bands  extending  over  the  top  of  the  tank 
and  fastened  on  either  side. 

Lieut.  Bernard,  of  the  French  Aviation  Service,  has  improved 
the  manually  operated  releasing  mechanism  and  worked  out  a 
design  particularly  suited  to  the  Spad.  His  method  of  construc- 
tion has  been  officially  approved  by  the  French  Government,  and 
the  device  is  now  being  installed  on  the  Spad  XIII. 

In  this  design  the  rear  cross-bracing  wires  or.  the  landing  gear 
are  detached  simultaneously  with  the  tank.  The  tank  drops  down 
and  is  carried  by  gravity  through  the  space  previously  covered 
by  the  bracing  wires  and  then  clears  the  machine.  The  whole 
operation  functions  from  one  lever  in  the  cockpit.  The  same 
operation  shears  all  the  pipe  connections.  Petrol  pipes  coming 
from  the  gravity  tank  are  previously  closed  off  by  a  pet  cock,  or 
else  automatically  prevented  from  wasting  fuel  by  a  ball  check 
valve. 

The  above  description  applies  in  a  general  way  to  the  detach- 
able tank  devices  in  use  on  other  machines,  6'jch  as  the  C.tudron 
and  the  Morane,  of  which  sketches  are  given  here. 

Objections. 

There  are  several  objections  to  this  practice  : — 

1.  — Alterations  or  interference  with  the  design  of  the  machine. 

2.  — Possible  weakness  due  to  the  substitution  of  the  mechanical 
device  for  previously  designed  parts  of  the  machine. 

3.  — Necessity  for  cutting  all  petiol  pipes  with  consequent  diffi- 
culties. 


Gear  for  Detachable 
Tank. 

CAUDRON  RJI. 


!54      (Supplement  to  the  aeroplane.)  Aeronautical  Engineering  July  9,  1919 


4.  Necessity  for  an  instantaneous  and  complete  detachment  of 
tank  froan  the  machine. 

5.  — Necessity  of  bringing  the  machine  under  control  and  level- 
ling out  before  releasing  tank. 

6.  — Danger  of  fire  to  the  machine  as  the  burning  tank  drops. 

7.  — Failure  of  mechanical  parts  to  function  at  critical  moment 
due  to  previous  disuse,  etc. 

8.  — Danger  of  pilot  releasing  tank  without  cause,  due  to  nerve's 
resulting  probably  in  a  forced  landing  in  enemy  tenitory. 

9.  — Danger  of  tank  becoming  loose  due  to  vibration.  (This 
has  happened  frequently  on  the  Bieguet  with  the  result  that  tem- 
porary -ep-iirs  are  made  at  squadrons  \vhi;h  ret.der  releasing 
device  inoperative.) 

10.  — In  a  crash  the  tank  is  just  as  likely  to  take  fire  as  an  ordi- 
nary tank,  and  this  has  already  happened  to  three  postal  machines 
during  the  last  few  months. 

Protected  Tanks. 

The  idea  of  covering  a  petrol  tank  with  India  rubber  originated 
with  a  Mr.  Russell,  who  took  out  a  Btitish  parent  in  1909,  but 
allowed  it  to  lapse. 

Various  improvements  have  been  suggested  by  Thompson, 
Daigre,  Perignon,  Lanser,  Neal,  Imber  and  other  inventors,  and 
the  result  has  been  a  reservoir' which  will  take  20  or  more  in- 
cendiary bullets  without  leaking,  and  the  Neal,  Sacana  and  Imber 
tanks  do  not  take  fire  even  in  a  bad  crash. 

Mr.  Daigre  became  interested  in  protected  tanks  as  a  result  of 
some  protective  armour  that  he  made  for  the  French  Government. 
This  material  was  a  light  hardened  steei  upon  which  a  mechanical 
hard  rubber  composition  was  moulded. 

For  his  sample  tank  Mr.  Daigre  employed  an  inner  and  an 
outer  steel  shell  and  filled  the  intervening  space  with  a  glycerine 
and  gelatine  composition  apparently  similar  to  that  which  was  nt 
one  time  used  as  a  filler  for  so-calied  puncture-proof  automobile 
tyres.  This  material  was  forced  in  under  piessure,  and  in  theorv. 
at  least,  would  close  and  fill  (he  hole  made  by  the  bullet  in  passing 
through  either  tank  wall. 

In  actual  practice  it  gave  a  tank  excessive  in  weight  and  in- 
ferior to  the  Imber  and  Sacana  types.  This  major  fault  and 
other  minor  ones  led  to  a  complete  abandonment  of  this  method 
of  protection. 

Mr.  Daigre  has,  however,  built  a  petrol  tank  foi  armoured 
fighting  "tanks"  that  has  proved  very  successful,  withstanding 
the  burst  of  a  French  75  mm.  shell  explosion  two  feet  away. 

In  the  summer  of  1917  Messrs  Lanser  and  Mf  rbais  started  to 
build  experimental  protected  petrol  tanks  for  fircraft.  These 
eventually  took  the  form  of  a  steel  tank  of  ordinary  construction 
covered  by  a  layer  of  felt  \  in.  thick,  and  six  or  more  layers  of 
sheet  rubber,  all  of  the  same  kind. 

Usually,  the  inner  layer  of  rubber  was  about  2  mm.  thick  and 
the  others  1  mm.  thick.  One  or  more  of  the  rubber  sheets  were 
separated  by  coarsely  interlaced  hemp  cord,  find  the  whole  struc- 
ture bound  in  place  by  a  galvanised  wire  netting — ^  in.  mesh  and 
finished  by  twisting  the  loose  strands  togethei  and  tightemrg. 
This  development  occupied  the  interval  up  to  the  spring  of  1918. 
A  funnel  was  provided  at  the  bottom  and  escaping  petrol  per- 
colated down  between  the  sheets  and  escaped  through  the  funnel 
clear  of  the  aeroplane.  Tests  showed,  the  tank  to  be,  on  the  whoiiJ, 
fairly  satisfactory,  btit  heavy. 

About  this  time  the  French  became  interested  in  the  possibilities 
of  detachable  tanks,  and  the  Daigre  and  Lanser  experiments  were 
stopped.    The  result  up  to  that  dale  was  a  very  heavy  protected 


Duralumin  tube  for  baffie  plates 


Russell . 
Perignon  . 
Thompson  . 
Hutchinson. 
Lanser. 
Lanser. 

(  modified  ) 


1909. 
1915. 
J9I5. 
I9<5. 
1916. 
I9IS. 


Weic^vV : 


l(\r\et  sKe.ll  o£  ordif\Aty 


Felt. 
Rubber 

Rubbfci 

a  ii»s  f>e*  g*i.  ug- 


M.I.D. 

(Imber) 

1918. 

Weight:  1'4  lbs 


over  \ 


30  gu&ge  irvrvCT  sKell  witk 


Diagram  of  a  tank  of  the  Lanser  Type. 


tank,  but  not  a  leak-proof  one,  and  the  weight  of  three  or  more 
pcunds  to  the  gallon  capacity  on  tanks  of  about  50  gallons  proved 
an  effective  limiting  factor  to  their  adoption. 

In  March,  1918,  the  Societe  de  Constructions  Aeronautiques  et 
de  Navigation  Aerienne,  known  as  the  "Sacana,''  attacked  the 
problem  afresh,  and  in  an  intelligent  and  scientific  manner,  rather 
than  by  the  trial  and  error  method  heretofore  employed.  The  sys- 
tem of  protection,  as  described  in  detail  later  cu,  overcame  the 
difficulties  experienced  by  Messrs.  Thompson,  Lanser  and  Daigre 
respectively,  and  a  satisfactory  fireproof  tank  weighing  about  1  lb. 
per  gallon  was  produced. 

In  May,  1918,  the  Dunlop  Rubber  Company  produced  a  tank 
covered  with  a  thick  layer  of  very  slightly  vulcanised  rubber  which 
gave  very  successful  results  under  machine-gun  tests,  but  the 
fact  that  the  rubber  was  so  slightly  vulcanised  rendered  it  liable 
to  freeze  and  become  brittle  at  temperatures  -lightly  below  J  deg. 
C,  and  the  French  Section  Technique  soon  realised  that  it  was 
in, suited  to  aeroplane  conditions. 

The  next  step  taken  was  a  so-called  "Modified"  Lanser  tank, 
which  embodied  the  general  principles  worked  out  bv  the  Sacana 
Company,  but  with  the  use  of  wool  shoddy  blanket  material  in- 
stead of  the  canvas  used  by  the.  Sacana  Company,  or  the  woo!  teit 
previously  used  by  Lanser.  The  drain  was  omitted  from  this  tank, 
but  the  wire  mesh  covering  was  still  retained.  It  was  this  com- 
posite tank  which  was  thoroughly  tested  and  approved  by  the 
Section  Technique  and  adopted  bv  the  French  Government.  In 
weight  was  just  ovr  2  lbs.  per  gallon.  The  "Sacana''  tank  is 
also  being  adopted. 

The  United  States  Technical  Section  kept  in  touch  wi'h  the 
French  and  British  developments,  and,  as  a  consequence, 
recommended  the  "Sacana"  tank  for  installation  in.  the  Scpwith 
Dolphins  with  300  h.p.  engines  built  in  Paris  for  them.  The 
Dolphin  was  arranged  for  a  non-pressure  system. 

Thev  also  ordered  "Sacana"  tanks  for  DeH^s  and  Nieuports 
and  "Modified  Lanser'    tanks  for  their  Bregnets. 

It  is  to  be  noted  that  owing  to  the  outer  shell  certain  designs 
of  tanks  that  cannot  be  built  by  the  "Lanser"  System,  can  be  by 
the  "Sacana."    (See  detailed  descriptions  of  the  respective  tanks.) 

It  is  also  to  be  noted  that  the  French  Authorities  are  planning 
to  continue  the  protection  of  tanks  on  their  aeroplanes  for  peace 
conditions,  both  military  and  commercial,  both  as  a  means  ol 
reducing  the  fire  risk  in  case  of  .a  crash  and  to  obtain  lower  in- 
surance rates,  and  from  the  latter  point  alone  the  protected  tank 
should  more  than  pay  for  the  increased  cost. 

The  "  Sacana "*  Fireproof  Tank. 

The  "Sactna"  tank  may  be  best  described  as  a  semi-rigid  type 
Essentially,  it  consists  of  an  inner  metal  shell  of  medium  gauge 
covered  bv  fabric  and  layers  of  vulcanised  rubber  of  varying  de- 
grees of  elasticity  and  of  outer  layers  of  fabric'  and  a  metal 
covering.  The  general  purpose  is  to  make  the  tank  sufficiently 
rigid  to  : — 

(a)  Be  borne  on  ordinary  bearers,  and  so  to  be  interchangeable 
with  tanks  of  ordinary  design.  This  permits  dispensing  with  the- 
use  of  special  cradles,  etc. 

(b)  To  offer  so  much  resistance  to  the  bullet  that,  though  it 
enters  the  tank,  it  will  not  merge  on  the  far  side.  This  actually 
occurs  in  most  cases,  and  thus  avoids  the  serious  injury  more  ant 
to  occur  with  the  exit  bullet  hole. 

(c)  To  keep  the  tank  intact  and  leakproof  in  case  of  a  crash. 

All  rubber  is  vulcanised  before  being  applied,  to  the  tank,  and  the 


July  9,  1919  Aeronautical  Engineering  (Slirpleraent  to  THE  AEROPI,ANE,  155 


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is6       «  y  \         Aeronautical  Engineering 

->  (buppitment  to  The  Aeroplane.)    *        *  O  o 


(  T>»i»  wa©  o^cywakIj  cofxtd  Uy  LA^s«-f  } 


vulcanisation  is  sufficient  to  keep  it  from  freezing  at  high  al'i- 
tudes.  British  tests  have  shown  such  rubber  to  be  satisfactory 
at  a  temperature  of  30  deg.  below  zero  Fahr. 

The  inner  shell  is  made  of  aluminium  or  rim  sheet  steel.  All 
corners  are  given  as  large  a  radius  as  possible — at  least  2  ins. — 
and  the  sides  are  corrugated  sufficiently  10  allow  for  the  liqu)d 
pressure  set  up  when  the  first  shot  enters,  and  the  shock  in  a  crash. 

Joints  are  preferably  welded,  but  can  be  lapped  and  riveted  and 
soldered.  Baffle  plates  are  made  in  the  ordinary  way,  and  spot 
welded  to  the  shell,  but  are  given  a  small  radius  at  the  sides, 
so  that  they  "give"' in  a  crash. 

Large  tanks  for  bombers  and  passenger  machines  can  have 
several  small  inner  shells  instead  of  using  one  large  tank  and 
baffle  plates.  Tanks  have  been  built  for  the  Caproni  after  this 
method.  The  several  inner  shells  are  bound  together  by  the 
covering  and  the  outer  metal  envelope.  This  gives  a  quick  pro- 
duction job. 

The  covering  consists  of  the  lollowing  layers  :— - 

1.  Strong  canvas  as  used  for  motor  tyres. 

2.  Fine  ramie  cloth  or  /discarded  aeroplane  fabric. 

3.  15  mm.  of  well  vulcanised  rubber. 

4.  15  mm.  of  rubber  lightly  vulcanised  or  Dunlop  rubber. 

5.  1  mm.  of  rubber  well  vulcanised. 

6.  15  mm.  of  rubber  well  vulcanised  (tor  bottom  of  large  tanks 
only). 

7.  Thick  ramie  cloth  or  discarded  (rejected)  aeroplane  fabric. 

8.  Outer  metal  envelope  of  thin  aluminium. 

Note. — One  layer  of  thick  ramie  cloth  can  be  used  instead  of 
No.  1  and  2  together.  The  strong  canvas  takes  up  the  burrs 
made  when  the  shell  is  pierced  and  the  tine  ciot':  prevents  the 
crnvas  from  forming  a  wick  of  broken  fibres  through  the  rubber, 
Chemical  action  between  the  metal  shell  and  the  rubber  is  also 
prevented. 

The  rubber  sheets  are  cut  to  shape  from  patterns  and  applied  to 
the  shell  by  women.  The  edges  are  lightly  drawn  together  by 
sewing.  The  main  joint  is  along  the  top  of  the  tank  and  the 
others  along  the  round  corners.  Joints  on  successive  sheets  must 
not  coincide.  When  the  sheet  is  in  place  the  sewn  edge  and  two 
inches  each  side  of  the  edge  arf.  given  a  good  coat  of  rubber 
solution,  and  the  reinforcing  strips  are  then  applied  to  the  corners. 
This  amounts  to  thickening  up  the  corners  by  a  cold  vulcanisation 
process,  and  the  operation  is  repeated  for  each  successive  sheet. 

There  is  a  distinct  advantage  in  using  thin  sheets  of  rubber 
previously  vulcanised  both  for  inspection  and  application.  Th:s 
advantage  is  still  further  increased  by  using  sheets  of  different 
elasticity  (by  the  use  of  different  rubber  gums  or  hy  varying  the 
vulcanisation),  for  when  the  builet  has  passed  through,  the  frac- 
ture takes  a  somewhat  different  course  for  each  sheet  with  a  re- 
sultant overlapping  of  tfhe  different  rubber  sheets,  and  the  tank  is 
immediately  sealed. 

A  light  coat  of  soft  soap,  with  a  certain  amount  of  salammoniac, 
is  applied  to  each  layer  before  putting  on  the  next  to  prevent  self- 
vulcanisation,  and  permit  a  slipping  of  one  sheet  upon  the  other. 
Paraffin  wax  has  the  same  effect  and  can  be  useJ  if  desired. 

The  fabrics  are  soaked  in  any  approved  fireproofing  solution  and 
dried  before  using. 

The  heavy  cloth  is  applied  outside  the  rubber  before  putting 
on  the  outer  shell  in  order  to  evenly  distribute  the  stress  set  up  by 
the  static  liquid  pressure  when  the  tank  is  pierced.  This  pre- 
vents the  often-experienced  tendency  of  a  tank  to  ieak  on  the  first 
or  second  shot,  and  then  catch  fire  from  the  exuded  petrol. 

The  outer  shell  is  made  of  aluminium  because  it  is  lighter  than 
wire  mesh,  takes  the  shock  better,  makes  a  more  rigid  tank  and 
holds  the  rubber  firmly  in  place  around  difficult  contours  impossible 


with  wire  netting,  affords  a  secure  method  of  attachment  and 
makes  a  cleaner-looking  job. 

The  outer  shell  should  always  be  of  a  softer  metal  than  the 
inner  shell.  If  desired  the  exterior  shell  may  be  dispensed  with 
and  the  outer  fabric  given  a  coat  ot  metallic  dope  or  paint  in- 
stead. 

The  finished  tank  can  be  provided  with  standard  fittings,  and 
the  tanks  do  not  require  special  packing  for  shipment.  The 
finished  weight  of  the  tank  is  approximately  1  lb.  pet  gallon  capa- 
city, the  total  thickness  of  the  covering  being  f  in.  only. 

The  Lanser  Protected  Tank. 

This  is  a  development  of  the  Russell  and  1  hompson  patents  and 
of  Lieut.  Perignon's  tank,  which  was  made  and  tested  in  Febru- 
ary, 1914.    The  method  of  manufacture  is  the  same. 

The  inner  shells  of  the  Lanser  tanks  are  made  exactly  like 
ordinary  unprotected  tanks  without  any  speoiaL  study  in  design  or 
manufacture.  This  probably  accounts  for  their  early  production 
tanks  being  unsatisfactory,  and  led  to  the  introduction  of  a  modi- 
fied type. 

The  covering  originally  consisted  of  one  layer  of  |-in.  thick 
felt,  4  to  7  layers  of  rubber  of  the  quality  iscd  for  inner  tubes  of 
cycle  tyres,  and  iron  wire  netting  outside  to  hold  ali  in  place.  A 
soft  soap  composition  was  applied  between  each  layer  of  rubber 
to  prevent  self-vulcanisation. 

In  building  up,  no  care  was  taken  to  thicken  the  protection  of 
the  corners.  The  edges  were  lightly  drawn  together  by  sewing 
onlv.  On  only  the  last  layer  was  any  proper  joint  made,  and 
this  with  a  strip  of  rubber  only  1  trim,  thick,  so  that  instead  of 
being  reinforced  at  the  corners  there  was  only  .*  mm.  of  rubber 
in  all. 

The  Modified  Lanskk  Tank. 
This  is  the  tank  made  to  the  Section  Technique  specifications, 
and  was  very  satisfactory  for  war  machines,  though  heavy. 
The  layers  used  are  : — 

A.  — 5  mm.  sheet  of  baize  or  similar  fabric 

B.  — 1  mm.  of  well  vulcanised  rubber. 

C.  — 4  mm.  of  non-vulcanised  Dunlop  rubber 

D.  — 1  mm.  of  well  vulcanised  rubber. 

E.  — 1  mm.  galvanised  iron  wire  netting. 
12  mm.  total  thickness  of  covering. 
Weight,  2  lbs.  per  gallon. 

The  corners  were  not  thickened  up,  and  although  these  tanks 
gavo  good  results  under  French  tests,  they  have  not  withstood 
the  more  severe  British  tests.  This  is  only  natural,  as  the  known 
principles  of  inner  shell  construction  were  not  applied. 

Existing  Patfnts. 

1.  Russdl  (British),  1909.—  Rubber-coversd  ordinary  sheli  patent 
lapsed  in  1913. 

2.  Perig.ion  (French  Lieut.),  February,  7915.-— Original  patent, 
merely  suggests  covering  an  ordinary  tank  with  rubber,  which 
is  the  Russell  invention.  Two  additions  were  taken  out,  making 
it  quite  similar  to  the  Lanser  and  Hutchinson  patents. 

3.  Thompson  (British),  1915  and  1917. — Double  shell  with  rub 
ber  between.    Walls  made  to  move  to  close  leaks. 

4.  Daigre  (French). — Several  patents,  all  in  1915.  The  prin- 
ciple covered  is  that  of  a  double  metal  wall  with  synthetic  rubber 
forced  under  pressure  between  the  walls.  Effective  but  far  too 
heavy.  Mr.  Daigre  also  exprrimented  with  an  inner  wall  of 
celluloid. 

5.  Hut:hinson  (French),  November,  1915. — By  the  Hutchinson 
Rubber  Co.,  provides  a  rubber-covered  tank  with  a  space  betw  en 
the  cover  and  the  tank  which  might  be  an  air  space  or  a  sheet 
of  felt,  cork,  cotton  wool,  or  any  light  mater'al. 

6.  Lanser  (French  and  Belgian),  November,  1916. — Lanser 
specifies  laminated  rubber  will;  felt  directly  on  the  inside  shell. 
In  addition,  he  specifies  a  double  wall  of  rubber  with  a  space 
between  treated  by  a  thick  cord  net  and  a  drain  cock  at  the  bot- 
tom of  the  tank  from  which  the  petrol  can-  be  led  outside  the 
fuselage.  The  outside  layer  is  one  of  wire  mesh  for  binding  0111- 
poses.    The  inner  shell  is  of  ordinary  construction. 

7.  Loretan  (Swiss),  1916. — Taken  out  by  Joseph  Carrier  and 
I..  M.  Loretan  for  a  tank  covered  with  rubber  or  similar  material 
inside  or  outside  the  metal  shell — or  both. 

S.  Neal  (British),  February,  1918. — A  flexible  but  not  flabby 
inner  shell  of  special  construction  with  laminated  fabric  and  non- 
freezing  rubber  covering  ;  each  sheet  of  rubber  to  be  of  a  d  fferent 
elasticity  with  an  outer  covering  of  metal. 

9.  M.  I.  D.  Imber  (British),  February,  19155. — A  specially  con- 
structed inner  shell  covered  with  a  thick  layer  of  special  rubber 
vulcanised  in  place. 

10.  Dunlop  Company  (Frendh),  Ma\,  191S. — A  special  rubber 
for  covering  self-sealing  tank  combined  with  fabric  and  non- 
vulcanised,  so  that  ;t  is  likely  to  freeze  at  comparatively  low  alti- 
tudes but  otherwise  is  very  effective.. 

11.  Sacana  (French  and  British),  1918. — Various  additions  by 
.the  Sacana  Co.  ;  to  the  Neal  and  Daigre  patents,  affecting  im- 
provements in  tank  construction  and  the  manner  of  applying  the 
rubber  covering. 


July  9,  1919 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplane.) 


157 


LUKE  TURNER  &  CO.'S 

SHOCK  ABSORBER  CORDS 

are  designed  to  carry  far  greater  loads  than  are  possible  with  any  other  make. 
THE  

Turner  Patent  Endless  Shock  Absorber  Ring 

(adopted  by  the  Air  Ministry,  Avro,  D.H.,  Short  and  other  leading  builders)  enables  designers  to 
make  an  "  engineering  job  "  of  landing  gear  and  skid  springs. 

REDUCES  INITIAL  COST. 
EASILY  FITTED  OR  REPLACED. 
SAVES  WEIGHT. 
MINIMISES   DAMAGE  THROUGH   BAD  LANDINGS. 

3,0001bs.  LOAD  AT  75%  EXTENSION  WITH  A  SINGLE  RING. 


LUKE  TURNERS  Co., 
4,  Gt.  James  Street, 
London,  W.C.I. 

Telephone  :  HOLBORN  298. 


DESIGNS, 
SAMPLES 
& 

ESTIMATES 
ON  REQUEST. 


Head  Office  &  Works, 
Deacon  Street, 
Leicester. 


Telephone  967. 


COG 


P  i 


-  -  - 


~£caj-0  £a~.j>&.  ~rfo-£@^o  —7&-yCg,  S»^^-"-e-« 
/2 *  ^Ur2&t-  -c*r/Ci-<i-^  ^cx^-e.    -true,  -n^o 


wires  us 


Need  we  say 
more  than  that? 


C.  C.  WAKEFIELD  &  Co.,  Ltd. 

Offices:  WAKEFIELD  HOUSE, 
CHEAPSIDE,  LONDON,  E.C.2. 


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i58 


(Supplement  to  The  Aeroi-lane  ) 


Aeronautical  Engineering 


July  9,  1919 


(French.) 


corvfttruetiorx  o§ 
ir.rseT  sKeJl. 


So$*  special  -rubber. 
Weigkt :    2  lbs  jper  gaj 


12. — Several  other  variations  hav£  be-;n  made  by  various  inven- 
tors, including  a  double  metal  shell  with  a  fire-extii  guishing  iiquid 
between  the  walls  and  a  number  of  these  patent  specify  that  the 
materials  capable  of  fire-proofing  shall  be  saturated  with  any  one 
of  several  fire-proofing  compounds. 

It  will  at  once  be  apparent  that  continental  differs  from  British 
piactice  in  one  very  essential  point  affecting  production. 

The  British  Imber  tanks  have  a  llabby-innei  shell,  on  to  which 
raw  rubber  is  moulded,  and  the  whole  is  then  put  into  a  large 
oven  for  vulcanising.  The  difficulty  of  this  process  for  large 
tanks  for  commercial  machines  is  immediately  apparent. 

In  the  Sacana  construction,  which  is  now  coming  into  general 
use,  for  instance,  the  rubber  is  already  vulcanised,  and  can  be" 
inspected  and  tested  before  application,  and  the  covering  process 
does  not  require  the  large  space  demanded  for  the  British  type. 

The  finished  tank,  though  sufficiently  flexible,  is  rigid  enough 
to  be  carried  on  ordinary  bearers  without  special  cradles,  and  the 
cuter  aluminium  sheathing  protects  the  ruuber  from  humidity, 
petrol  and  oil,  so  the  tank  is  equally  protected  after  some  months 
of  service^  whereas  with  the  rubber  exposed  it  is  necess-ry  to 
change  the  tank  about  ever)'  four  or  five  months. 

It  is  already  known  that  a  tank  with  a  large  bore  air  pipe  is 
less  likely  to  take  fire  than  one  with  a  small  bore  pipe.  This  is 
because  a  slight  depression  is  caused  in  the  tank  by  the  suction 
of  the  slip  stream  passing  across  the  top  of  the  ventilation  pipe. 
If  a  small  Badin  trumpet  is  fitted  the  effect  is  increased,  and  it 
has  been  suggested  by  the  Sacana  Company  that  this  would  be  a 
temporary  precaution  to  take  with  all  existing  unprotected  tanks 
until  proper  fire-proof  tanks  can  be  fitted. 

By  the  adoption  of  these  fire-preventing  devices,  the  Continental 
Aerial  Transport  Companies"  are  not  only  gaining  the  confidence 
of  the  public,- but  reaping  the  benefit  of  lower  insurance  premiums 


POWER  ALCOHOL. 

The  report  of  the  I nter-Departinental  Committee  on  Alcohol 
for  Power  and  Traction  Purposes,  issued  on  Juno  30th,  is  of  very 
great  interest  and  importance  in  view  ol  the  present  price  of 
petrol  and  the  unlikelihood  of  that  price  dropping  appreciably. 

It  may  be  doubted  whether  alcohol,  or  any  mixture  containing 
a  large  proportion  of  alcohol,  will  ever  become  a  satisfactory  fuel 
foi  aero  engines,  because,  owing  to  the  large  oxygen  content  of 
alcohol,  a  considerable  amount  of  useless  weight  has  to  be  car- 
ried with  such  a  fuel. 

A  fuel  largely  composed  of  alcohol  can  be  used  w  ith  qu  te 
satisfactory  results  for  road  transport  however,  and  the  produc- 
tion of  such  a  fuel  in  quantity  at  a  lower  price  than  that  of  petrel 
will  at  least  check  the  rise  in  the  price  and  release  larger  supplies 
of  suitable  fuel  for  aeroplane  engines. 

The  report  points  out  that  the  petrol  and  benzol  now  in  u^e 
are  derived  from  deposits  of  definite  extent  which  cannot  be 
renewed,  and  there  is,  therefore,  a  definite  limit  to  the  amount 
of  such  fuels  which  can  be  produced. 

The  raw  material  from  which  alcohol  is  produced  on  the  other 
hand  can  be  grown  as  a  crop  and  renewed  indefinitely,  and  there 
is  practically  no  limit  to  the  amount  which  can  be  manufactured. 

The  only  weak  point  in  the  argument  in  favour  of  extensive 
fuel  alcohol  production  is — as  was  pointed  out  in  this  paper  some 
weeks  ago — that  the  question  as  to  whether  a  better  fuel  cannot 
be  produced  by  distillation  from  equally  easily  produced  crops 
has  not  yet  been  properly  investigated. 

At  the  moment  the  argument  tor  alcohol  stands  thus  :  — 


The  demand  for,  petrol  has  increased  at  a  rate  far  in  excess  of 
that  which  the  petroleum  deposits  can  maintain  lor  very  long 
The  extent  of  this  increased  demand  in  the  I  "hired  States  if 
America  is  shown  in  the  following  table  :-- 

Total       Increase  over  pre\ious 
Consumption.  year. 
Year.  Imp.  Gals.  Imp.  Gals. 

IQI4   I,20O,OOO,OOO'    

1915    1,400,000,000    ......  200,000,000 

1916    1,680,000,000    280,000,000 

1917    2,320,000,000    640,000,000 

1918    2,680,000,000    360,060,000 

The   Committee's    report  discloses    the   fact    that  the  London 

General  Omnibus  Co.  are  at  the  moment  running  a  fleet  of  their 
'buses  on  such  a  fuel.  This  trial  is  to  exter.d  for  about  26  weeks, 
and  the  difference  between  the  cost  of  the_  fuel  and  that  of  petrol 
is  being  borne  by  the  funds  of  H.M.  Petroleum  Executive. 

The  present  price  of  alcohol  prohibits  commercial  use — but  the 
price  is  due  in  the  main  to  the  properties  of  alcohol  as  a  beverage, 
and  to  the  excise  restrictions  upon  its  manufacture  and.  sale. 

The  process  of  denaturing  at  present  insisted  on  in  this  country 
to  render  methylated  spirits  unpotable  is  costly,  and  not  entirely 
effective,  and  the  excise  restrictions  on  fermentation  and  distilla- 
tion, together  with  other  restrictions  regarding  transport  and  dis- 
tribution, add  greatly  to  its  cost,  and  the  Committee's  recom- 
mendations are  mainly  confined  to  the  desirability  of  the  removal 
—as  far  as  is  consistent  with  safeguards  to  the  Revenue,  and 
against  the  improper  use  of  power  alcohol — of  all  restrictions 
tending  to  increase  this  cost. 


THE       NAPIER  =  ENGINED 
DeH.9  IN  SPAIN. 

The  accompanying  photo- 
graph taken  at  Quatros  Vientos 
Aerodrome  at  Madrid  shows  the 
DeH.  machine  with  the  430  h.p. 
Napier  "Lion"  engine  which 
has  been  flown  in  Spain  by 
'Major  de  Havilland. 

The  machine  is,  apart  from 
the  engine,  a  standard  Airco 
DeH.9,  and  according  to  Major 
de  Havilland  the  engine  has 
done  everything  asked  of  it. 

In  addition  to  flights  from 
Madrid  to  Seville  and  Madrid  to 
Barcelona  and  return,  Major  de 
Havilland  has  given  numerous 
demonstration  flights  before 
H.M.  the  King  of  Spain  and  the 
Spanish  Military  authorities. 


July  9,  191 9 


Aeronautical  Engineering  (Supplement  t0  THE  AEROPMSE ,  159 


Aviation  Insurance 

Go  to  the  most  experienced  Aviation  brokers : 

Bray,  Gibb  &  Co.,  Ltd.,  166,  Piccadilly,  W.l. 

ADVICE   GLADLY  GIVEN. 


Claudel-Hotson 

CARBURETTERS  I 

H.  M.  HOBSON,  Limited 

29,  Vauxhaii  Bridge  Road.  London.  S  W 1  .-. 


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FOR  COMMERCIAL  PURPOSES. 


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Telegrams:  Editoao,  'Phone,  London. 


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66 


NOVELLON"  DOPE 

AND   AEROPLANE  VARNISH. 

CELLULOSE  ACETATE  &  CHEMICALS 


BRITISH  CELLULOSE  &  CHEMICAL  MANF'G. 


Telegrams ; 
"Cellulate.  London." 


COMPANY,  LIMITED. 
8,   WATERLOO   PLACE,  S.W.I 


'Phone  :  Regent  4045. 


Also  at  Spondon,  Derby;  and  Maybury  Gardens,  High  Road,  Willesden  Green,  N.W.10. 

(Telephone:    Willesden  2380.) 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


6o 


(Supplement  to  The  Aeroplane.) 


Aeronautical  Engineering 


July  g,  191 9 


3891a 


IN  THE  GREEN  CAN. 

The  spirit  that  produces 
the  highest  degree 
of  power  output. 

Its  purity  and  high 
standard  of  quality 
is  always  consistent 
and  dependable. 


AVAILABLE  EVERYWHERE. 


Anglo-American  Oil  Co.,  Ltd., 
36,     Queen      Anne's  Gate, 
London,  S.W.I. 


m 

"STEELS   that  B 
Stand  the  Strain"-(6)  S 


For  parts  which  have  to  be 
machined  or  forged  and  subse- 
quently hardened  and toughen- 
ed but  not  case-hardened,  use 

Edgar  Allen's 
40-ton  Steel  (f.t.s.) 

Treatment  simple.  Full  direc- 
tions given  in  Catalogue  "D," 
with  tests  and  treatment  of 
all  the  Edgar  Allen  Aircraft 
Steels.  Write  for  it,  stating 
name  of  firm. 


Edgar  Allen  &  Co.  Limited 


Imper.al   STEEL   Works,  Sheffield. 


to 


L.4 


BY  APPOINTMENT. 


Hie  . 

ruardian  «Ara*eI  3 


ALLTHElftE 


E.  R.  Calthrop's  Aerial  Patents,  Ltd. 

Eldon  St.  House,  Eldon  Street,  London,  E.C.2 


Ttltphon*  (S  lints)— 
LiKDOH  Wajx  8286  &  8267 


Ttltgraphic  Addreu— 
'  Savemalivo,  Avb,  London 


KINDLY    MENTION    "  THE    AEROPLANE"     WHEN    CORRESPONDING    WITH  ADYERTIS 


July  9,  1919 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplane 


l6l 


MARKET  TOPICS. 

Pricks  are  for  Quantities  on  Usual  Terms. 

July  3rd,  1919. 

COPPER. — This  market  continues  active,  but  it  is  not  in  a 
very  healthy  condition,  as  there  is  a  great  deal  of  uncertainty  ; 
consequently,  the  market  tends  to  be  sens.tive.  The  recent  ad- 
vance in  prices  was  undoubtedly  operated  from  America,  and 
although  prices  have  been  easier  this  week,  the  pnsent  level  does 
no-  reflect  the  real  state  of  the  market.  Actually,  consumers  are 
showing  very  little  interest  in  the  metal. 

The  American  market  is  still  being  influenced  by  expectation  of 
U'.rge  purchases  from  the  Central  Powers  ;  it  remains  to  be.  seen 
whether  the  demand  will  come  up  to  expectations.  The  general 
opinion  here  is  that  it  will  be  some  time  before  appreciable  orders 
are  received  from  that  quarter. 

Comparative  Prices. 

Per  Ton. 

£   s.  d. 

.    To-day,  July  2nd    &y    o  o 

Last  week   88    2  6 

Last  month    7''  !7  6 

Average  price,  1918    115  11  o 

TIN. — There  is  not  much  activity  at  present,  although  prices 
keep  steady.  The  demand  is  dull,  and  consumers  are  not  showing 
any  interest  whatever.  Although  the  embargo  on  the  importation 
of  Tin  to  U.S.A.  has  been  lifted,  it  is  not  yet  certain  that  the:  e 
will  be  a  'big  demand  from  American  buyers,  there  are  various 
reports  being  made  as  to  the  possibility  of  a  big  business  being 
done.  The  situation  is  obscure,  and  the  reports  referred  to  should 
bs  received  with  a  great  deal  of  reserve. 

Comparative  Prices. 

Per  Ton. 

£  s.  d. 

To-day,  July  2nd    -40    o  o 

Last  week   240  15  o 

Last  month    232    7  o 

Average  price,  1918    329  11  o 

LEAD. — There  has  been  a  fairly  brisk  denrind  recently,  but 
dealers  are  well  to  the  fore ;  consumers  are  not  showing  much 
interest.  It  does  not  look  as  though  the  Government  are  dis- 
posing of  their  stocks  as  was  expected,  and  the  demand  for 
Government  stock  is  likely  to  be  less,  as  Spanish  holders  appear 
to  be  pressing  for  orders,  and  it  is  quite  probable  that  they  will 
sell  at  a  lower  figure  than  the  Government. 

Further,  it  is  reported  that  Germany  is  selling  Lead  in  Holiand 
at  a  lower  level  than  the  price  ruling  here.  The  present  price  is 
certainly  not  unreasonable,  considering  the  present  level  of  costs, 
but  the  features  referred  to  above,  also  the  huge  stocks  held  by 
the  Government  here,  do  not  create  confidence  among  consumers. 

STEEL. — The  Steel  market  at  present  is  in  a  very  unsettled 
condition,  ;.nd  firms  who  are  compelled  to  buy  are  merely  cove-- 
ing  themselves  for  their  immediate  requirements.  There  is  very 
little  confidence  in  the  market,  and  consumers  show  no  disposition 
to  buy  ahead.  Steel  makers  have  recently  informed  their  cus- 
tomers that  commencing  July  1st,  Billets  will  be  advanced  20s. 

The  continual  advance  in  price  is  primarily  responsible  tor  the 
unsettled  state  of  the  market,  and  it  is  no  use  disguising  the  '"act 
that  American  competition  is  becoming  still  more  severe.  Further- 
more, there  does  not  appear  to  be  much  }.ope  of  any  fall  in  she 
prices  which  are  being  charged  Sy  British  makers  •  in  fact,  some 
of  the  makers  still  insist  upon  quoting  an  indefinite  price,  i.e., 
their  quotations  include  a  "rise  in  price"  clause. 

Glasgow  Corporation  recently  placed  an  order  with  America 
fcr  5,000  tons  Steel  Rails  at  a  price  32s.  3d.  per  ton  cheaper  than 
the  best  British  quotation.  It  is  also  quite  possible  that  American 
firms  will  shortly  be  able  to  quote  even  cheaper  prices,  as  there 
has  been  a  recent  reduction  in  freight  charges. 

There  is  still  a  slump  in  the  High  Speed  Steel  market ;  in  fact,  - 
if  will  be  some  time  before  the  huge  stocks,  which  are  held  in 
various  parts  of  the  country,  have  been  used. 

TIMBER. — The  demand  for  all  kinds  of  Timber  is  fairly  active, 
and  undoubtedly  has  shown  much  improvement  during  the  past 
month.  Unfortunately,  there  does  not  appear  to , be  much  im- 
provement in  the  shipping  problem,  and  it  is  quite  probable  that 
it  will  became  much  more  serious  now  that  Peace  has  been  signed, 
as  the  demand  for  shipping  will  undoubtedly  increase. 

W  hen  the  control  of  Timber  ceased  about  three  months  ago, 
there  was  hardly  any  Yellow  Pine  in  the  country,  and  the  ship- 


ments which  have  arrived  since  that  date  have  been  divided  up 
among  several  merchants.  The  quantities  were  not  large,  and 
there  is  a  big  demand  for  the  Wood;  consequently,  some  firms 
have  taken  advantage  of  the  position,  and  have  been  charging 
outrageous  prices.  The  Controller  is  determined  to  stop  this,  and 
the  attention  of  buyers  is  called  to  a  notice  which  has  been  issued 
by  the  Board  of  Trade,  and  is  inserted  in  this  paper. 

The  Hardwood  market  is  in  a  fairly  healthy  condition.  The 
dtmand  is  quite  active,  and  prices  are  showing  an  upward  ten- 
dency. There  is  at  present  a  shortage  oi  Silver  Spruce  suitable 
for  Aeroplane  work,  and  there  is  still  no  sign  of  shipments  coming 
forward. 

FABRIC. — There  are  no  further  developments  ill  this  market 
at  present. 

BOARD  OF  TRADE  ANNOUNCEMENTS. 
The  following  announcements  have  been  made  by  the  Board  of 
Trade  : — 

Excessive  Prices  ok  Yellow  Fine. 

The  Board  of  Trade  announce  that  the  Controller  of  Timber  Sup- 
plies has  had  brought  to  his  notice  the  fact  that  excessive  prices  have 
been  asked  for  yellow  pine  in  spite  of  the  announcement  made  on 
May  20th  last  hat  there  is  no  reason  why  the  maximum  prices 
which  were  in  force  up  to  March  31st  last  should  be  exceeded. 

The  Controller  of  Timber  Supplies  gives  notice  to  all  concerned 
that  in  the  event  of  these  excessive  prices  being  continued  he  will 
have  no  option  but  to  dispose  of  Government  stocks  direct  to  con- 
sumers at  prices  no  higher  than  the  late  maximum  prices. 

No  further  notice  will  be  given  should  this  action  be  found  neces- 
sary. 

The  Controller  requests  any  firms  who  are  asked  for  vellow  pine 
prices  higher  than  the  late  maximum  prices  to  send  full  particulars 
to  the  Assistant  Controller  Timber  Supplies,  Branch  5,  80  Newman 
Street,  Oxford  Street,  London,  W. I.  The  late  maximum  prices 
for  yellow  pine  were  as  follows  : — 

Yellow  Pine. 

(Per  standard  of  165  cubic  feet.) 

1st.           2nd.  3rd.  4th. 

£'  s.      £   s.  £  s.  £  s. 

3  in.  by  12  in.  and  up                 by    o       55    o  50  10  44  o 

3  in.  by  11  in.  and  up                 64    o       53    o  48  10  44  o 

3  in.  by  10  in.  and  up                  58    o       48    o  44  o  42  o 

3  in.  by    9  in.  and  up                 57    o       47    o  43  0  41  o 

3  in.  by    S  in.  and  up                 55    o       45    o  42  0  39  o 

3  in.  by    7  in.  and  up                  33    <>       43    o  42  o  39  o 

1  in.  bv    6  in.  and  up                 32    o       42    o  40  o  37  o 

Pin  Sidings  at  Same  Prices  as  Deals  and  Planks. 
In  case  of  timber  stored  by  retail  yard  keepers  there  is  no  ob- 
jection to  the  above  prices  being  raised  by  not  more  than  £4  per 
standard. 

The  following  specific  instances  of  offers  made  at  excessive  prices 
to  timber  merchants  have  already  been  brought  to  the  Controller's 
notice  : — 

1.  3rd  quality  pine  at  £$j  15s.  for  3  by  7  b)'  8  to  £66  for  3  by  11. 
4th  quality  pine  at  .£55  12s.  6d.  for  3  by  7  by  9  to  ^'59  for  3  by  10. 

These  prices  included  short  railway  carriage. 

2.  3  by  11  3rd  quality,  £$5,  ex  quay  Liverpool. 

3-  3  by  7"10  >n-  3rds  £53  12s  6d.  free  on  truck  at  port. 
3  by  11  3rds  £61  17s.  6d. 
3  by  7-10  in.  1st  quality  ^£"70  2s.  6d. 

Board  of  Trade,  June  19th,  1919. 


AN    AERONAUTICAL    INTELLIGENCE  BUREAU. 

The  Aeronautical  Intelligence  Bureau,  Ltd.,  was  incorporated 
on  June  j3th.  The  chief  objects  are:  (A)  To  unite  and  com- 
bine aeronautical  firms  for  the  purposes  of  mutual  advancement 
and  protection.  (B)  To  protect  the  members  of  the  Society  from 
financial  risks  by  obtaining  and  distributiig  information  con- 
corning  firms  undeserving  of  mercantile  credit.  (C)  To  keep  a 
register  of  bankrupt  persons  and  those  in  winding  up  or  liquida- 
tion. (D)  To  procure  the  amendment  or  repeal  of  legislation  in- 
jurious to  the  members.  (E)  To  procure  information  as  to  the 
standing  of  firms.  • 

Other  noints  are  : — (1)  That  members  are  entitled  to  unlimited 
investigations.  (2)  That  no  member's  interests  are  divulged  to 
.-mother  without  his  written  assent.  (3)  That  ordinary  letters  will 
take  the  place  of  the  usual  stereotyped  inquiry  forms.  The  offices 
are  at  30,  Bedford  Row,  W.C. 


i6: 


(Supplement  to  The  .Aeroplane. ! 


Aeronautical  Engineering 


July  g,  19 19 


Let  us  know  ytur  requirements 
and  we  'wilt  advice  vow  as  to  the 
belt  type  of  "  GRIPOLY  "  /or 
your  needs. 


RIPOLY 

Solid  Woven  Beltinfl 


"p  RIPOLY"  Solid 
Woven  Belting  is 
made,  from  Camel  Hair 
Yarns,  with  a  small  percen- 
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a  patent  process  which  in- 
sures the  greatest  possible 
strength  and  evenly  con- 
sistent wear. 

"  Gripoly  "  has  a  triple 
twisted  edge  interwoven 
with  the  belting  which 
elfectively  resists  fraying 
caused  by  guide  forks. 

.  "Gripoly"  Solid  Woven 
Belting  is  flexible,  non- 
slipping,  stretchless,  imper- 
vious to  heat  and  moisture 
and  variations  of  tempera- 
ture. It  is  the  best  all 
round  belting. 


LEWIS  &TYLOR  ltd 


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KINDLY    MENTION    "  THE  AEROTLANE 


THE  BAKER  AIR  SEXTANT 
The  perfection  of  this  instrument  is 
a  triumph  of  British  science  and 
mechanical  skill  and  accuracy. 


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aeronautical  instruments  quickly  gained 
surprised  nobody  who  knew  the  fame  that 
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FLUXITE,  LTD.,  316  Bevington  Street,  Bermondsey,  Eng. 
WHEN    CORRESPONDING    WITH  ADVERTISERS. 


July  g,  1919 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplane.) 


163 


THE 


Eastbourne  Aviation  Co. 


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ESTABLISHED  191!. 


AEROPLANE  CONSTRUCTORS 

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Aeroplane  Construction 


In  aeroplane  construction  the  vital  factor  is  "how 
many  machines  can  be  turned  out  in  a  given  time." 
This  depends  entirely  upon  the  efficiency  of  the 
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KINDLY    MENTION    "'THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS 


164 


Supplement  to  The  Aeroplane.) 


Aeronautical  Engineering 


July  9,  1919 


1         SPECIAL  FINISHING  STEEL. 


FINIFAST  :    is  a  Special  Alloy  Steel  for  finishing  at  high 
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nWIIIIIHIIIIIUIjl!  I  pIMMlM 


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VENUS  PENCILS 

set  the  world's  standard  tor  fine  pencils. 
Every  one  of  the  17  degrees  are  perfect. 
The  degrees  which  will  give  you  the  best 
results  far  your  work  are  : — 

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For  Draughtsmen  4B,  2B,  HB,  2H,  4H,  5H. 

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KINDLY    MENTION    "  THE    AEROPLANE"    WHEN    CORRESPONDING   WITH  ADVERTISERS. 


July  q,  1919 


The  Aeroplane 


165 


CIVIL   AERIAL  transport 


ON   ADVISORY  COMMITTEES. 

By  "MEDWAY." 


When  the  time  comes  for  an  official  return  to  be  made 
of  the  products  of  Great  Britain  during  the  year  1919, 
the  list  assuredly  will,  or  ought  to  be,  headed  by  Ad- 
visory Committees,  of  which  about  two  millions  have 
been  constituted  or  are  in  process  of  constitution.  The 
Advisory  Committee,  if  not.  an  actual  invention  of  the 
War,  is  a  device  the  popularity  of  which  has  been  estab- 
lished in  the  past  four  years.  It  serves  as  a  means  of 
shuffling  official  responsibility  onto  the  shoulders  of 
independent  experts,  whose  advice  may  or  may  not  be 
taken. 

The  new  Standing  Advisory  Committee  on  Civil  Avia- 
tion appears  to  be  composed  of  the  right  type  of  man. 
Also,  it  has  an  advantage  over  many  such  organisations, 
inasmuch  as  it  is  definitely  required  to  advise  and  report 
on  at  least  one  subject — viz.,  the  best  method  of  organis- 
ing Imperial  Air  Routes.  For  the  rest,  it  shares  with 
similar  Committees  the  privilege  of  being  allowed  to 
advise  on  those  matters  submitted  to  it  by  the  Secretary 
of  State. 

The  Right  Air  of  Dignity. 

There  is  seldom  any  difficulty  about  giving  the  right 
air  of  dignity  to  an  Advisory  Committee.  It  is  a  com- 
pliment to  be  asked  to  serve  on  one,  and  consequently 
good  names  are  fairly  easily  secured.  The  only  trouble 
is  that,  of  the  many  Advisory  Committees  formed  during 
the  last  year  or  so,  only  about  one  in  a  hundred  manages 
to  get  any  appreciable  quantity  of  its  advice  accepted. 

The  majority  of  Advisory  Committees  labour  in  the 
dark,  and  the  representatives  of  various  interests  upon 
them  report  hopefully  to  those  interests  that  things  are 
going  well,  and  that  the  Committee  bids  fair  to  produce 
a  really  intelligent  and  useful  report.  Probably  in  due 
course  it  does  so.  The  report  is,  however,  addressed 
to  the  Minister  as  a  private  document,  and  as  such  is 
not  published.  The  chances  are  that,  in  the  meanwhile, 
various  political  considerations  are  maturing,  as  a 
result  of  which  either  the  Minister  to  whom  the 
report  has  gone  ceases  to  hold  office,  and  is  superseded 
by  someone  with  quite  different  views,  or  else  the 
Minister  who  has  received  the  report  finds  there  are  good 
party  reasons  for  pigeon-holing  it  and  taking  no  action 
whatever  upon  it. 

The  Disposal  Board. 
Let  us  take  one  or  two  recent  instances,  sufficiently 
near  to  the  aeroplane  business  to  be  more  or  less  in- 
structive. We  had,  for  instance,  a  number  of  admirable 
Advisory  Committees  formed  to  recommend  the  course 
of  procedure  to  be  adopted  by  the  Surplus  Government 
Property  Disposal  Board  in  respect  of  the  sale  of  various 
sorts  of  Government  stores.  These  Committees  gave  a 
lot  of  time  and  consideration  to  their  jobs.  Each  tackled 
its  own  particular  branch  with  a  reasonable  amount  of 
inside  knowledge,  and  honestly  tried  to  work  out  a 
scheme  which,  while  good  for  the  taxpayer,  was  also 
not  injurious  to  the  manufacturing  industry  concerned. 
I  presume  that  these  reports  were  handed  in,  but  I  am 
also  forced  to  the  conclusion  that  not  one  of  them  was 
ever  taken  out  of  its  envelope. 


In  short,  the  Disposal  Board  gave  the  public  the  im- 
pression that  it  was  going  to  act  upon  expert  advice. 
It  thus  obtained  a  reasonably  good  Press  and  a  fair 
degree  of  public  confidence.  The  Advisory  Committees 
were  mere  window-dressing.  In  the  background  were 
the  people  who  had  probably  decided  what  they  were 
going  to  do  before  the  Advisory  Committees  met,  but 
who  knew  they  would  be  open  to  a  good  deal  of  criticism 
if  they  obviously  acted  on  their  own  initiative  and  did 
not  make  a  show  of  consulting  expert  opinion. 

The  history  of  the  Slough  depot  is  not  dissimilar. 
Roughly  speaking,  it  is  a  long  record  of  people  being 
asked  for  advice  which  was  never  taken,  and  which,  in 
fact,  nobody  ever  intended  to  take.  All  that  was  wanted 
was  to  be  able  to  say  that  the  advice  was  being  asked, 
and  therefore  that  everything  must  be  all  right.  It  was 
only  when  pressure  of  public  opinion  made  an  inquiry 
necessary  that  it  really  came  out  that  experts  had  been 
flouted  from  first  to  last.  Also,  it  was  only  at  that  stage 
that  Mr.  Churchill,  speaking  for  the  Government,  said 
quite  candidly  that  the  Committee  could  hold  its  inquiry, 
but  that  the  Government  did  not  care  in  the  least  at 
what  findings  it  might  arrive,  but  was  going  on  with  its 
own  policy,  quite  regardless  of  any  interference  or 
opinion — expert  or  otherwise.  It  became  necessary  to 
admit  this,  because  the  nature  of  the  inquiry  was  bound 
to  be  such  that  a  certain  number  of  the  facts  would  be- 
come public. 

To  Make  the  Official  Dish  Look  Palatable. 

The  job  of  the  average  Advisory  Committee  is,  there- 
fore, to  serve  as  a  dressing  to  make  the  official  dish  look 
palatable.  The  contents  of  the  dish  are  settled  in  ad- 
vance. The  dressing  may  disguise,  but  does  not  alter, 
its  character.  It  is  only  when  the  public  get  exception- 
ally excited  over  some  peculiarly  stupid  exhibition  of 
official  ineptitude  that  it  becomes  necessary  to  admit 
that  the  process  of  taking  advice  was  merely  formal. 
By  that  time  it  is  generally  possible  to  complicate  the 
issue  to  such  •  an  extent  that  the  general  public  never 
really  finds  out  what  has  happened. 

The  main  job  of  an  Advisory  Committee  is  therefore 
to  get  terms  of  reference  and  powers  such  that  it  can, 
when  it  chooses,  make  its  reports  public,  and  such  that 
it  can  advise  and  report  on  a  good  variety  of  cognate 
subjects,  whether  invited  to  do  so  or  not. 

Objections  to  the  Expert. 
In  the  Ways  and  Communications  Bill  we  see  the  same 
tendency  of  the  Government  to  shield  its  officials  behind 
powerless  Advisory  Committees.  Directly  it  is  suggested 
that  the  Minister  must  ask  for  advice  on  certain  subjects 
and  that  the  Committee  may  make  public  the  nature  of 
the  advice  that  it  has  given,  the  Government  promptly 
turns  stubborn  and  is  up  against  the  whole  principle 
of  the  introduction  of  the  expert.  The  expert  is,  in  fact, 
only  wanted  because  his  name  looks  well  in  print,  and 
gives  the  idea  of  good  democratic  control  as  opposed  to 
bureaucracy. 

I  am  not  prepared  to  say  that  this  new  Advisory  Com- 


The  Aeroplane 


July  9,  1919 


roittee  on  Civil  Aviation  will  be  treated  as  badly  as  most 
of  its  kind.  It  may  become  a  real  power  in  the  land. 
It  may  be  allowed  to  do  very  valuable  work,  but  I 
suggest  that  the  members  of  the  Committee  who  are  not 
tied  by  reason  of  holding  official  positions  will  have  to 


watch  things  very  carefully  from  the  start  in  order  to 
make  sure  that  they  are  not  being  merely  used  so  long 
as  they  will  endorse  a  ready-made  policy,  only  to  be 
turned  down  and  carefully  silenced  if  they  show  the 
slightest  signs  to  developing  a  policy  of  their  own. 


FRENCH    PROGRESS    IN   CIVILIAN  AVIATION 
with  Particular  Reference  to  Aerial  Posts. 


Recently,  what  the  French  call  a  "Committee  of  Action"  (which 
approximates  to  a  sub  or  working  committee  in  England)  sub- 
mitted a  long'  report  on  aeronautical  problems  in  genera!  to  the 
President  of  the  Council 

The  report  was  arranged  under  seven  headings  and  is  at  the 
moment  receiving  the  attention  of  the  Aeronautical  Branch  of  the 
War  Ministry,  personified  by  Col.  Dhe.  France  just  now  is  well 
equipped  with  bureaucratic  machinery  for  studying  this  subject  in 
all  its  varied  phases  ;  there  are  in  constant  session,  six  sets  of  au- 
thorities, ?ach  engaged  in  recording  its  own  particular  wishes  and 
resolutions.    Tabulated,  they  are  as  follows  :  — 

t.  Military  Aeronautics  (under  the  War  Ministry),  and  its  off- 
shoot Civilian  Aeronautics,  with  offices  in  the  Boulevard  St.  Ger- 
main. 

2.  The  Inter-Ministerial  Commission  on  Aviation,  of  which  M. 
d'Aubigny,  Deputy,  is  president. 

3.  The  Committee  of  Action  formed  to  develop  aviation,  and 
composed  of  members  of  the  Aviation  Commission  ot  the 'Aero 
Club  de  France,  delegates  from  the  Chambre  Syndicale  de  Indus- 
tries Aeronautiques,  pius  certain  Deputies. 

4.  The  commission  of  delegates  from  the  Inter-Allied  Confer- 
ence, discussing  the  details  of  the  International  Air  Code  :  presi- 
dent, General  Duval,  in  charge  of  aviation  at  Foch's  headquarters. 

5.  Research  Department  of  the  Ministry  of  Commerce  (Posts 
and  Telegraphs  Departments),  charged  with  aerial  post  problems. 

6.  The  Aeronautical  Service  of  the  .Ministry  of  the  Marine. 

In  addition  to  these,  Mr.  Chassaing,  Deputy,  has  laid  before  the 
Chamber,  in  the  form  of  a  motion,  an  invitation  to  the  Govern- 
ment to  commence  organising  principal  and  secondary  areo-gares 
over  the  whole  of  France  and  her  colonies. 

The  seven  heads  under  which  the  Committee  of  Action's  Report 
was  made  are  : — 

1.  The  Establishment  of  Airways. 

2.  Aerial  Postal  Services. 

3.  Aerial  Transport  Services. 

;  4-  The  Centralisation  of  Aeronautical  Services,  i.e.,  co-ordinat- 
ing same. 

5.  Rules  for  Regulating  Inter-Allied  Aerial  Navigation. 

6.  Centralisation  of  Material  (i.e.,  pooling  resources). 

7-  Organisation  .and  Distribution  of  Meteorological  Services  and 
Intelligence. 

Many  Counsels  Lead  to  Confusion. 

One  sees  daily  that  the  presence  of  many  counsels  tends  to  con- 
fuse an  issue  and  causes  delay.  Such  is  the  position  here  at  the 
moment.  Notwithstanding  that  the  Postal  Administration  was 
last  month  in  possession  of  figures  relating  to  buying  and  hiring 
prices  of  material,  salaries  of  personnel,  special  tax  to  be  imposed 
on  mail  and  packages,  the  sinking  fund  required,  and  the  profits 
that  would  eventually  accrue,  they  cannot  make  up  their  nn'nds  as 
to  whether  they  ought  to  run  the  service  themselves  as  a  State 
.affair  or  whether  it  should  be  exploited  by  a  company  or  com- 
panies assisted  with  a  State  subsidy. 

The  Inter-Ministerial  Commission  and  the  Civil  Aeronautic 
people  are  of  opinion  that  it  should  not  be  a  nationalised  trans- 
port but  that  concessions  should  be  given  to  certain  approved  com- 
panies. In  support  of  their  views  thev  note  that  the  Postal  Au- 
thorities do  not  possess  trains  and  boats,  but  hire  accommodation, 
and  that  they  certainly  ought  not  to  involve  themselves  in  un- 
known expenses,  also  that  they  ought  not  to  own  aircraft  of  any- 
kind,  nor  pilots,  but  that  they  oughl  to  enter  into  working  ar- 
rangements with  concessional  groups  to  carry  mails,  etc.,  at  cer- 
tain rates 

State  Service. 

The  people  in  favour  of  State  service  argue  that  there  is  no 
comparison  between  aero-mails  and  those  hitherto  sent  by  train 
and  boat  and  that,  if  taken  up  at  the  beginning,  the  service  will 
be  for  the  benefit  of  the  State.  To  which  the  other  side  reply, 
and  it  must  be  admitted  in  good  reason,  that  without  a  subsidy  for 
mail-carrying  the  prospective  aerial  transport  companies  will  not 
be  able  to  pay  their  way.  The  Committee  of  Action,  without  com- 
mitting themselves,  have  intimated  that  they  think  that  a  reser- 
vation of  ten  per  cent,  of  the  useful  load  carried  for  postal  matter 
would  meet  the  case  to  the  satisfaction  of  all  concerned.  At  this 
point  the  Maritime  League  steps  in  :  they  are  quite  willing  to  be 
relieved  of  their  obligation  in  regard  to  carrying  mails — and  for  a 
very  good  reason.  Although  the  State  subsidises  the  Compagnie 
Transatlantique  and  the  Messagerie  Maritime  it  leserves  to  itself 


the  right  to  compel  other  lines  to  carry  mails  when  required  ;  thus 
a  ship,  having  mails,  may  have  to  go  a  long  way  out  of  her  route 
to  land  them,  when  she  has  no  other  business  in  that  direction. 

Views  on  Aerial  Posts. 
It  is  an  accepted  maxim  here  that  aerial  posts  have  no  raison 
d'etre  unless  they  can  show  a  great  saving  in  time  when  in  com- 
petition with  the  established  means  of  locomotion,  especially  is 
this  so  when  competing  with  the  night  mail  service  during  which, 
it  is  pointed  out,  letters  are  sorted — this,  of  course,  cannot  yet  be 
done  "en  Pair."  Further,  authorities  here  still  regard  with  affec- 
tion the  idea  of  sending  the  mails  from  dusk  to  dawn  by  train  and 
picking  them  up  by  aeroplane  in  the  early  morning. 

Regular  Aeroplane  Services. 

Week  by  week  I  have  to  note  progress  made  by  the  aeroplanes 
eng'aged  in  provisioning  the  Northern  and  liberated  provinces,  but 
their  trips  are  becoming  so  regular  now  that  I  shall  soon  no  more 
think  of  chronicling  the  event  than  you  would  the  departure  of  the 
S.25  from  Finsbury  Park  to  King's  Cross.  Rather  will  it  be  my 
duty  to  note  the  case  when  any  untoward  event  occurs  that  re- 
sults in  an  interrupted  service. 

Here  is  an  interesting  suggestion  as  to  how  an  aerial  post  might 
be  run  :  the  idea,  though  novel,  is  not  mine,  'nit  has  come  to  me 
from  an  official  quarter,  from  which  one  presumes  it  is  receiving 
due  consideration,  and  stranger  things  have  happened  than  that 
this  might  be  the  system  selected.    Qui  sait? 

At  the  moment,  the  only  sort  of  post  that  Lille  receives  is  by 
air,  and  under  existing  arrangements  this  will  cease  when  the 
railways  are  linked  up  in  through  communication  and  it  is  pos- 
sible to  use  the  normal  service.  It  is  now  proposed  to  augment 
the  service  -by  a  kind  of  (for  want  of  a  better  description)  "re- 
turn telegram"  service,  the  telegram  being  a  cross  between  a 
letter  -and  a  wire,  the  main  idea  being  to  get  written  replies  the 
same  day.    Shortly,  the  scheme  is  as  follows  :  — 

An  Auro-Postal  System. 
It  is  proposed  that  all  such  letters  shall  be  enclosed  in  envelopes 
of  a  special  hue — blue, -for  example — they  would  then  be  known  as 
the  "petits  bleu."  Certain  post-boxes  will  be  disposed  in  certain 
quarters  of  Paris-,  info  which  the  population  will  drop  their 
"petits  bleu."  Each  morning  at  a  stated  hour  a  car  will  collect 
fiom  these  boxes  and  take  the  correspondence  to  a  central  depot 
and  from  there  to  Villacoublav  or  any  other  atrodrome  selected. 
An  aeroplane  will  leave  at  12  noon  and,  ordinarily,  arrive  at  Lille 
at  2  p.m.  From  the  aerodrome  at  Lille  motor  cyclists  will  distri- 
bute the  letters.  Lille  will  be  provided  with  post-boxes  in  various 
parts  of  the  town  into  which  the  "petits  bleu"  (which  may  be  the 
replies  to  the  letters  received  at  2  p.m.)  nay  be  dropped.  The 
collection  will  'be  made  and  taken  to  the  aerodrome.  The  'machines 
will  leave  at  4  p.m.,  arrive  at  6  p.m.,  and  distribution  will  be 
made  in  naris  during  the  evening.  Of  course,  by  advancing  the 
whole  project  a  couple  of  hours,  one  would  be  able  to  attend  to 
such  replies  during  the  normal  hours  of  business.  However,  I 
am  but  a  scribe,  and  I  give  you  the  idea  as  it  was  given  me. 

If  the  weather  makes  it  impossible  for  the  machines  to  start,  a 
cyclist  will  chase  around  posting  notices  to  that  effect  oh  each 
box.  The  oniy  point  upon  which  agreement  has  not  yet  been 
reached  is  that  of  the  tax  to  be  imposed.  The  State,  who-  fear 
competition  with  their  telegraphic  service,  are  of  opinion  that 
two  francs  (is.  8d.)  per  letter  is  necessary.  Messrs.  Breguet, 
Bleri6t,  and  Morane  (who  at  present  run  the  pi ovisioning  service), 
on  the  other  hand,  think  the  60  centimes  per  letter  (about  6d.) 
would  meet  the  case'  and  that  the  cost  of  the  voyage  does  not 
warrant  a  greater  charge,  and  they  point  out  further  that  an  aero- 
plane carrying  50  kilos,  of  "petits  bleu"  (how  would  "  letter- 
grams" Jo  in  English?)  could  also  carry  200  to  250  kilos,  of 
small  postal  packets.  A  small  extra  tax  on  each  of  these  and  the 
State  would  again  benefit.. 

It  seems  to  me  that  a  service  on  similar  lines  would  be  welcomed 
between  London — Birmingham,  London — Manchester,  London — 
Glasgow,  etc.,  or  any  big  manufacturing  town,  if  only  because  it 
would  enable  them  to  send  and  receive  samples  of  goods,  or  obtain 
signatures  to  contracts,  the  same  day. 

If  time  flies,  so  does  the  aeroplane,  and,  as  time  is  money,  there 
may  be  some  liaison  between  the  two  saws. 

In  conclusion,  the  general  opinion  here  is  that,  apart  from  the 
Goliath-type  machines,  civilian  aviation  will  be ,  developed  by 
means  of  the  aerial  postal  services. — F.  T.  ft. 


JUL¥  9,  1919 


The  Aeroplane 


167 


Pleasant  Motoring 


is    one  of 
highways, 
give  mem- 


Tile  A. A.  has  won  its  pre-eminent  position  as  a  Road 
Organisation  by  reason  of  its  efficient  services,  the 
energies  of  the  Association  having  always  been  con- 
centrated on  giving  skilled  assistance  to  its  members 
in  any  part  of  Great  Britain. 

The  patrol  system — the  chief  feature  of  the  Associa- 
tion's work — extends  over 

thousands  of  miles  of  main  road 

so   that   the   khaki-clad   A. A.  patrol 

the    best    known    figures    on  British 

The    duties   of    the   patrols    are  to 
bers  information  of  interest  concern- 
ing  the   road,    warn    them    of  any 
dangers  on  the  highways  and  render  all 
possible  assistance  in  case  of  need. 
They  are  specially  selected  for  their 

ability  to  undertake  minor  roadside 
repairs  and  render  first  aid  when  neces- 
sary. 

The  patrols  report  all  cases  of  wilful 
obstruction  and  other  abuses  of  the 
highway  likely  to  lead  to  accidents, 
delay,  and  inconvenience  to  users  of 
the  road. 

Each  patrol  is  required 
to  know 

where  the  nearest  doctor  lives,  and  the 
nearest  A. A.  Agent,  and  in  urgent  cases  at 
once  goes  for  help. 

Patrols  are  acquainted  not  only  with  the 
condition  of  roads  of  which  they  are  in 
charge  but  with  those  in  the  surrounding 
neighbourhood.  They  are  provided  with 
a  map  of  the  district  and  are  familiar  with 
all  local  features. 
They  also  report  any  obstruction,  unrolled  metal,  floods, 
roads  "  up,"  and  indicate  alternate  routes  to  members. 
The  registered  number  of  every  car,  motor  cycle,  and 
cycle  car  is,  as  far  as  possible, 

recorded  by  patrols  on  their  number 
sheets 

011  the  road,  also  the  time  and  place  at  which  they  pass, 
and  the  direction  in  which  travelling.   These  reports  often 
prove  useful  in  tracing  stolen  cars  or  "  joy-riders." 
All  property  found  on  the  road  by  a  patrol  is  sent  to  the 


office  to  which  he  is  attached  and  full  particulars  to  the 
London  Office.  If  the  article  is  of  any  value  a  full  descrip- 
tion is  given  to  the  local  police  and  advertised  in  the 
motoring  press. 

The  patrols  report  upon  all  matters  likely  to  affect  the 
relations  between 

motor  cyclists  and  the  general  public. 

Their  reports  give  the  date,  time,  and  place,  number  of 
cycle,  name  and  address  of  owner,  names  and  addresses  of 
all  persons  present,  with  any  information  they  are  pre- 
pared to  give,  particulars  of  road,  situation,  condition,  etc. 


Patrols  are  forbidden  to  ask  for  gratuities.  Nor  are  they 
permitted  to  ask  for  or  receive,  directly  or  indirectly,  any 
sum  by  way  of  commission  or  allowance  from  the  Associa- 
tion's Official  Repairers  or  others,  for  the  introduction  of 
business. 

Each  patrol  is*  supplied  with  a  packet  of  telegraph  forms 
for  the  convenience  of  members  who  may  wish  to  send 
telegrams. 

In  addition  to  being  entitled  to  the  services  of  the  A. A. 
patrols  in  the  above  connections,  members  of  the  Auto- 
mobile Association 

enjoy  other  privileges, 

including  Free  Legal  Defence  and  Advice,  Special  Insur- 
ance Facilities,  Engineering  Assistance,  the  Preparation 
of  Tours  (home  and  abroad),  Appointed  Repairers  and 
Hotels  throughout  the  United  Kingdom,  etc. 

Every  motor  cyclist  who  desires  information 
as  to  all  the  privileges  enjoyed  by  members 
of  the  Automobile  Association  should  read 
the  booklet,  "The  Key  to  the  Open  Road," 
a  copy  of  which  can  be  obtained  from  the 
Secretary,  A. A.  &  M.U.,41.  Fanum  House, 
Whitcomb  Street,  London,  W  C.2 

Sen^  a  post  card  to-day. 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS 


168 


The  Aeroplane 


July  9,  1919 


CIVIL   AERIAL   TRANSPORT  NOTES. 


United  Kingdom. 

The  Crown  Prince  of  Roumania,  accompan'ed  by  Lady  Main- 
waring,  made  his  first  flight  on  July  ist  in  a  Handley  Page, 
piloted  by  Lieut. -Col.  Douglas.  The  machine  flew  over  London 
at  a  great  height. 

Weston-  super-Mare. 
Two  aerodromes  are  to  be  built  at  Weston-super-Mare,  one  on 
the  sands.    The  promoters  expect  to  run  a  passenger  service  to 
Cardiff,  Barry  and  Br'stol.     1  here  is  difficulty  in  securing  a  suit- 
able landing  ground  at  Cardiff. 

Liverpool. 

The  formation  of  a  flying  club  at  Birkdale  is  under  considera- 
tion. The  beach  is  a  fine  expanse  of  hard  and  level  sand,  suit- 
able for  an  aerodrome.  The  objects  would  be  to  enable  ex-Soi- 
vice  pilots  to  continue  their  flying,  to  organise  competitions  and 
to  encourage  aerial  transport.  Correspondence  should  be  ad- 
dressed 10  Major  W.  G.  McMinnies  (late  R.A.F.),  18,  Gloucester 
Road,  Birkdale,  Lanes. 

Avro    Joy  Rides. 

If  an  fverage  of  100  people,  paying  something  over  £j  each, 
are  flown  every  day  in  three  Avro  machines,  one  would  think  that 
the  owners  of  the  machines  ought  to  pay  a  dividend.  The  pro- 
prietors of  the  madhines,  A.  V.  Roe  and  Co.,  Ltd.,  certainly  did 
during  the  war,  and  are  now  doing  their  best,  to  make  ironey 
out  of  civil  aviation.  They  have  obtained  the  services  of  Lieut. - 
Col.  G.  L.  P.  Henderson,  M.C.,  and  have  put  him  in  charge  of 
the  flying,  and  have  started  their  first  passenger-carrj'ing  at 
Hounslow,  a  good  spot,  but  terribly  inaccessible.  They  have 
hired  a  hangar  from  the  Government,  who,  helping  Civil  Avia- 
tion all  they  can,  charge  5s.  for  each  landing  made,  and  require 
the  engines  to  be  overhauled  as  soon  as  they  have  nicely  re- 
covered from  the  last  overhauling. 

Major  A.  G.  Taylor,  A.F.C.  (late  R.F.C.  and  R.A.F  )  is  In 
charge  at  Hounslow,  and  has  four  or  five  ex-R.A.F.  pilots  as  his 
assistants 

At  present  there  are  seven  machines  in  flying  order,  two  5- 
seaters,  two  3-seaters.  a  two-seater  with  dual  control,  a  Babv 
Avro,  and  the  limousine  3-seater,  in  which  the  hoi'tymoon  couple 
recently  went  down  to  Cornwall. 

Some  250-300  passengers  are  carried  on  Saturdays,  and  on 
Mondays  about  60,  which  is  certainly  not  .bad  for  the  worst  day 
of  the  week.  More  thim  half  the  ladies  want  to  be  stunted,  and 
one  of  78  years  of  age  appears  at  the  aerodrome  regularly,  and 
says  that  her  health  is  much  better  now  she  has  taken  up  flj  ing 
— perhaps  it  is  the  castor  oil. 

Business  men  who  wish  to  go  anywhere  in  a  hurry  can  hire  a 
machine  at  any  time,  and  tickets  for  joy-rides  may  be  obtained 
at  all  the  London  theatre  agencies. — G.  l.  d. 

The  Avro  Flight  Aerodrome  near  Manston,  Kent,  is  under  the 
direction  of  Captain  Duncan  Davis,  A.F.C.  (late  R.A.F.). 
Seventy-four  passengers,  including  the  Baroness  Campbell,  were 
taken  up  during  the  week  ending  July  6th.  The  Managing 
Director  of  John  Barker  and  Co.,  who  is  staying  in  the  district, 
intends  to  fly  to  London  this  week. 

The  Ladies  Mile  Aerodrome  at  Brighton,  under  the  manage- 
ment of  Captain  D.  I.  M.  Kennard,  will  be  opened  on  Saturday, 
July  12th. 

The  following  interesting  flights  were  made  during  the  week 
ending  July  6th  : — 

On  Thursday,  July  3rd,  representatives  from  the  Palladium  flew 
over  London  in  a  five-seater  Avro  machine,  dropping  Joy  Loan 
leaflets. 

On  Saturday,  July  5th,  a  three-seater  machine  made  a  cross- 
country flight  to  Woburn  Sands  and  return. 

Since  Thursday,  July  3rd,  the  "Evening  Standard"  has  been 
delivered  daily  to  Southsea. 

The  Rev.  A.  W.  R.  Little  tnade  use  of  an  aeroplane  on  Sun- 
day, July  6th,  in  order  to  fulfil  his  engagements. 

In  the  morning  he  preached  at  the  Blackpool  Parish  Church  ; 
in  the  afternoon  he  travelled  to  Blackburn  by  train  and  preached 
there,  and  directly  afterwards  he  flew  back  to  Blackpool  in  an 
Avro,  arriving  in  time  to  preach  at  the  Peace  Thanksgiving 
Service  on  the  Princess  Parade. 

India. 

The  Government  is  considering  a  definite  project  for  an  aerial 
mail  service  between  Cairo  and  Karachi,  via  Baghdad. 

France. 

M.  Henri  Deutsch  de  la  Meurthe,  President  of  Ihe  Aero  Club 
of  France,  has  given  ^'80,000  to  the  club  for  the  purpose  of 
organising  flying  meetings. 

Germany. 

An  advertisement  in  the  "  Deutsche  Zeituag  "  states  that  an 
air  service  has  been  started  by  the  Luft  Fahr/eug  Ges.  m.b.  H. 
from  Stralsund  to  Sassnitz,  Binz,  Sellin,  Gohren  and  connec- 
tions with  the  air  line,  Berlin-Stralsund  of  the  aviation  traffic 
company,  Sablatnig. 


The  rates  for  passengers  from  Stralsund  to  any  of  the  above 
seaside  resorts  is  150  marks  ;  from  Berlin  to  any  of  the  above, 
750  marks,  and  from  Berlin  to  Stralsund  600  marks. 

The  Hamburg-Amerika  Line  advertises  regular  air  services, 
daily,  for  passengers  and  freight,  between  Berlin-Leipzig- Weimar, 
Berlin-Hanover-Gelsenkirchen,  Berlin-Hamburg. 

Rumpler  Werke  A.G.  Berlin.  In  the  general  meeting  held 
recently  a  dividend  of  15  per  cent,  was  voted,  and  it  was  de- 
cided to  wind  up  the  company.  The  liquidation  will  not  be_ 
done  at  once,  but  will  take  several  years.  The  Board  is  of 
opinion  that  it  is  impossible  to  make  machines  for  peace  or 
civilian  uses  without  heavy  loss.  Directors  Rumpler  and  General 
Oschmann  have  been  re-elected.  Director  Aumer  of  the  Bavarian 
Rumpler  Works  has  been  elected  liquidator  of  the  company. 

According  to  the  "Nieuwe  Rotterdamsche  Courant"  of  June 
29th,  the  Hanseatische  Flugzeugwerke  Karl  Caspar  A.G.  of 
Hamburg  have  decided  to  wind  up. 

According  to  the  "Hamburg  Correspondent"  of  June  18th,  the 
"Deutsche  Luft  Rhederei"  has  introduced  a  tariff  in  order  to 
increase  the  use  of  the  aerial  packet.  The  freight  is  5  marks 
per  kilogram  (minimum  10  marks  with  a  maximum  weight  of 
10  kg.  per  parcel).  Parcels  are  accepted  every  day  up  to  2 
p.m.  for  that  day's  journey,  starting  at  3  p.m.,  in  the  office  of 
the  Hamburg-Amerika  Line,  25,  Alsterdam,  Hamburg. 

According  to  the  "Hamburg  Nachrirhten"  of  June  17th,  owing 
to  shortage  of  raw  materials  the  aerial  postal  services  will  be 
discontinued. 

'  Although  the  first  account  is  the  more  detailed,  it  is  difficult 
to  say  which  paper  is  less  given  to  untruthfulness. 

During  the  Kiel  week  (regatta)  the  train  service  will  be  relieved 
by  special  air  lines. 

Aeroplanes  will  be  ready  in  Hamburg  to  collect  travellers 
coming  by  air  from  Berlin,  and  take  them  to  Kiel.  At  the  sani« 
lime,  from  Kiel,  aeroplanes  will  connect  with  the  regular  Ham- 
burg-Berlin service.  Further,  aeroplanes  will  be  available  at 
Kiel  for  short  flights.  If  successful,  the  new  Kiel-Hamburg  ser- 
vice will  be  maintained. 

Holland. 

Mr.  A.  H.  Fokker  is  conducting  a  series  of  lectures  on  the 
use  of  the  aeroplane  for  surveying  and  topographical  purposes. 

Fokker,  who  is  making  great  efforts  to  popularise  aviation  in 
Holland,  has  now  decided  to  run  an  aeroplane  with  no  motor. 
This  will  be  trailed  in  the  air  by  a  Fokker  machine  and  will  then 
be  released.  The  builder  has  secured  the  services  oi  Serjt.  Van 
der  Drift  10  do  this  highly  risky  and  needless  flight. 

From  July  ist  a  passenger  and  goods  service  will  be  undertaken 
by  Fokker,  starting  from  ihe  beach  at  Scheveningen.  Various 
Dutch  authorities  have  promised  their  assistance.  In  the  former 
Scheveningen  power  house,  the  aeroplane  will  find  both  a  re- 
pairing shop  and  shelter.  This  makes  an  aerial  port  of  The 
Hague.  On  June  27th  the  chief  pilot,  van  der  Drift,  brought  the 
■first  aeroplane  from  Amsterdam  to  Scheveningen.  This  is  the 
first  machine  for  the  new  service. 

In  order  to  examine  the  possibility  of  creating  a  postal  Air 
Service,  Amsterdam-Groningen,  a  hydroplane  left  Amsterdam  on 
June  17th  to  fly  to  Paterwoldscke  Meev.  The  crew  was  com- 
posed of  a  naval  officer  and  a  corporal 

The  city  of  Amsterdam  has  granted  a  subsidy  of  130,000 
guilders  to  the  E.L.T.A.  (aeroplane  exhibition). 

Italy. 

The  Fiat  Company  of  Turin,  Italy,  are  arranging  a  non-stop 
flight  from  Rome  to  Kenley,  near  Croydon,  a  distance  of  1,100 
miles,  early  in  July. 

The  machine,  a  two-seater  biplane,  type  B.R.,  fitted  with  a 
650-700-h.p.  12-cylinder  engine,  is  entirely  Fiat  built.  The  maxi- 
mum speed  is  160  m.p.h.,  and  it  is  expected  that  an  average 
speed  of  145  m.p.h.  will  be  attained. 

After  the  arrival  in  London  the  machine  will  continue  its 
flight  to  Copenhagen,  and  from  thence  to  Amsterdam  for  the 
Aeronautical  Exhibition. 

Denmark. 

The  a'viation  experience  of  Copenhagen  has  shown  that  Den- 
mark is  taking  a  lively  interest  in  the  new  industry,  and  that 
the  country  will  probably  be  a  fine  market  for  all  aviation  indus- 
tries. There  is  no  reason  to  wonder  at  it  since  several  interested 
nations  have  been  working  Denmark  as  a  prospective  client.  The 
Hamburg  pilot,  Thiele,  is  trying  with  Swedish  and  Danish 
capital  to  realise  a  plan  whereby  a  regular  aerial  service  could 
be  maintained  from  Copenhagen  to  Germany.  Fifteen  Fokker 
machines  are  to  be  sent  from  Germany  for  that  purpose.  With 
these  aeroplanes,  each  of  which  can  carry  four  paying  passengers, 


July  g,  191 9 


The  Aeroplane 


169 


was  used  exclusively  to  lubricate 
the  Sunbeam-Coatalen  Engines  on 


R  34 


in  its  Flight  across  the  Atlantic. 


CASTROL  "R"— "the  one  oil  for 
all  aero  engines" — has  helped  to 
make  history,  being  used  on  the 
Sopwith  Rolls-Royce  and  Vickers- 
Vimy  Rolls-Royce  Atlantic  flights 
and  also  on  the  D.H.g.  Napier 
Lion  engine  on  making  the  world's 
altitude     record     of     30,500  feet. 


An  unbroken  record  of  successes  on  all 
types    of    Aeroplanes    and  Airships. 


C.  C.  WAKEFIELD  &  CO.,  LTD., 

WAKEFIELD  HOUSE, 
CHEAPSIDE,  LONDON,  E.C.2. 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


I/O 


The  Aeroplane 


July  9,  1919 


it  is  expected  to  establish  regular  aerial  connections  all  over 
Denmark. 

Further,  it  is  proposed  to  establish  an  aviation  works  near 
Copenhagen  together  with  a  flying  school.  To  realise  these  plans, 
all  that  is  needed  now,  is  the  official  authority.  Meanwhile  both 
from  the  Austrian  and  the  English  side  there  is  very  lively  ccm- 
petition.  The  Phoenix  works  in  Vienna  has  sent  two  of  its  star 
flyers,  Spermann  and  Perrini,  to  Copenhagen,  and  expects  to  find 
a  ready  market  there  for  these  machines. 

From  the  English  side  Vickers  have  sent  a  machine  to  Copen- 
hagen of  the  same  type  as  the  one  which  accomplished  the 
trans-Atlantic  flight. 

The  machine  is  able  to  carry,  besides  its  crew,  11  to  17  passen- 
gers as  well  as  fuel  for  a  5  hours'  journey. 

As  regards  postal  or  other  parcels  2,900  kilos,  can  be  carried. 
Major  Jullerot,  of  Vickers,  Ltd.,  is  expected  to  examine  the  pos- 
sib'lity  of  establishing  a  London-Copenhagen  service. 

SCANDINAVIA. 

A  Scandinavian  Committee  is  negotiating  with  the  newly 
founded  Luftfartsrederei  in  order  that  Bergen  be  made  a  start- 
ing point  of  new  aviation  routes  and,  further,  in  order  that  an 
aviation  ground  and  school  be  established  there. 

The  conference  held  a  few  days  ago  in  Christiania,  between 
the  Scandinavian  accident  insurance  companies,  has  decided 
to  syndicate  all  Scandinavian  companies  in  respect  of  risks  re- 
sulting from  aviation.  Fourteen  Danish,  four  Finnish  and  four 
Norwegian  companies  are  joining  the  syndicate. 

SWITZERLAND. 

From  Interlaken  comes  the  news  that  an  English  concern  of 
aerial  transporters  are  engaged  in  pourparlers  with  the  authori- 
ties and  the  Verkehrsvereine  for  the  hire  of  an  aerodrome  on 
l'Allmenda  Unterseen.  It  is  stated  that  their  idea  is  to  start  a 
passenger  service  between  London  and  Paris,  and  Interlaken, 
Lucerne,  and  Lausanne  with  super  machines  carrying  thirty  to 
forty  persons  ! 

It  took  Bider  exactly  7  hours  28  min.  to  accomplish  the  Tour 
do  Suisse.    His   stages  were  as  follows  : — Bale-Geneva,    1  hr. 


PROGRAMMES,  PEACE,  AND  TYLONS. 

No  one  could  call  the  Hendon  Peace  Meeting,  which  occurred 
on  Saturday,  July  5th,  a  big  event  or  a  success.  It  was  lucky 
for  the  public  that  it  was  not  advertised  more,  for  had  it  been 
perhaps  more  than  the  few  hundreds  of  people  whe  did  go  to 
see  it  would  have  been  disappointed. 

Outside  the  entrance  gates  one  was  set  upon  by  small  boys 
demanding  threepence  for  a  souvenir  programme,  the  souvenir 
part  of  it  consisting  of  a  sparkling  account  of  the  Aerial  Derby, 
surely  a  little  stale  now.  With  the  programme  a  sixpenny  copy 
of  the  Hawker-Grieve  souvenir  is  thrown  in,  slightly  older  still, 
but  apparently  given  to  afford  some  reading  matter  during  the 
long  waits  during  the  heats  of  the  race. 

The  following  is  the  list  of  pilots  and  machines  flying  in  the 
speed  handicap  according  to  the  souvenir  programme  : — 
1.  Lieut.  C.    Turner,    A.F.C.     B.A.T.    "  Bantam  "  (170-h.p. 

A.B.C.  "  Wasp  "). 
2    Capt.    P.   R.   T.    Chamberlayne.      Grahame- White    "  Ban- 
tam."   (80-h.p.  Le  Rh6ne). 

4.  Lieut.  R.  S.   Park,  A.F.C.    Avro  (110-h.p.   Le  Rh6ne). 

5.  Major    R.    H.    Carr,    A.F.C,    D.C.M.  Grahame-White 

"  Bantam  "(80-h.p.  Le  Rh6ne). 
12.  Major  C.  H.  C.  Smith,  D.S.C.    Bristol  monoplane  (80-h.p. 
Le  Rhdne'l. 

14.  Lieut.-Col.    G.    L.    P.    Henderson,    A.F.C,    M.C  Avro 

"  Baby  "  (35/40-h.p.  Green). 
10.  Capt.  D.  H.  Robertson,  A.F.C.    Avro  (110-h.p.  Le  Rhone). 
20.  Capt.  G.  R.  Hicks,  D.F.C.    Avro  (110-h.p.  Le  Rhdne). 
21  Capt.   G.   Gathergood,  A.F.C.    Airco  "  D.H.   VI."  (90-h.p. 

R.A.F.) 

On  glancing  down  it  one  is  struck  by  the  fact  that  there  is 
only  one  racing  machine  mentioned,  the  B.A.T.  "  Bantam," 
and  that  machine  did  not  perform,  ■  neither  did  the  Bristol  mono- 
plane, so  it  was  impossible  for  the  race  to  bo  extraordinarily 
thrilling. 

According  to  the  souvenir  programme  again,  the  Hendon 
Peace  Meeting  was  at  3.30  p.m.,  and  the  speed  handicap  over 
the  aerodrome  pylon  course  at  4  p.m.  What  was  one  expected 
to  do  between  3.30  and  4 — rejoice  a  little?  Except  listening  to 
the  band  or  watching  the  carroty  Avros  taking  up  passengers 
there  was  nothing  else  to  do,  with  the  exception  of  getting  wet, 
which  was  very  easy,  and  getting  wet  externally  does  not  go 
well  with  rejoicing. 

Eventually  four  machines  lined  up  with  their  tails  towards  the 
audience  :  Gathergood  on  the  D.H. 6,  Park  on  his  Avro,  Robert- 
son on  a  carrot  Avro,  and  Chamberlayne  on  the  G.W.  monoplane. 
The  D.H. 6  was  given  19  seconds'  handicap  allowance,  and  the 
Avros  13  seconds.  Before  starting  the  pilots  were  muddled  as 
much  as  poss'ble  bv  contradictory  rules  of  the  race  given  by  the 
various  officials — strange  people. 

The  D.H. 6  went  off  first,  and  the  Avros  having  the  same 
handicap  were  started  after  10  sec.  interval.  Park,  in  the  first 
Avro,  caused  a  little  excitement  by  sweeping  the  ground  with 


54  min.  ;  Geneva-Lausanne,  21  min.  ;  Lausanne-Beilinzone,  1  hr. 

55  min.  ;  Bellinzone-Ems,  53  min.  ;  Ems-Bale,  2  hrs.  25  min. 
It  is  reported  that  Lieutenant  Bider,  who  was  the  first  aviator  to 

cioss  the  Alps  and  the  Pyrenees,  crashed  while  flying  near 
Diibendorf,  and  was  killed. 

U.S.A. 

Preparing  the  Way. 

The  following  is  token  from  an  American  official  publication  : 

In  the  interest  of  recruiting  and  for  the  purpose  of  charting, 
laying  out  an  aerial  mail  route,  and  collecting  data  as  to  muni- 
cipal and  emergency  landing  fields  a  special  trans-continental 
flight  will  be  organised  by  the  Air  Service  of  the  Army  to  leave 
Hazelhurst  Field,  L.I.,  N.Y.,  on  or  about  july  6th,  having  as  its 
destination  Seattle,  Washington. 

The  tentative  route  will  be  across  tine  States  of  New  Jersey, 
Pennsylvania,  Ohio,  Indiana,  Illinois,  Wisconsin.  Minnesota, 
North  Dakota,  Montana,  and  Idaho.  Stops  will  be  made  at 
Philadelphia,  Pittsburg,  Columbus,  Indianapolis,  Chicago,  Mil- 
waukee, St.  Paul,  Minneapolis,  Fargo,  Bismarck,  and  other  points 
en  route.    A  distance  of  some  3,200  miles  will  be  covered. 

The  aircraft  used  will  consist  of  four  Curtiss  J.N.4H.  planes, 
and  Type  R.  Obs.  balloon. 

The  feature  of  the  trip  will  be  the  observation  balloon  demons- 
tration. This  will  be  transported  on  trucks  and  inflated  at  several 
of  the  places  where  stops  are  made.  The  observation  balloon 
will  be  the  type  R.  used  on  the  front. 

The  motor  transport  equipment  will  consist  of  a  complete 
machine  shop  with  all  the  repairing  machinery  necessary  car- 
ried on  trucks  and  lorries. 

Special  attention  will  be  given  to  photography  so  that  when  the 
trip  is  finished  no  data  will  be  lacking  for  the  laying-out  of  a 
perfect  aerial  lane  from  New  York  to  Seattle. 

The  personnel  of  the  party  has  not  yet  been  decided,  but  it  will 
consist  of  16  officers  and  36  enlisted  men. 

Eighteen  to  20  weeks'  time  will  be  devoted  to  the  work,  and 
the  results  will  determine  the  route  of  the  return  trip. 


his  right  wing  tip  when  taking  off.  They  went  round  the 
pylons  four  times,  all  flying  as  close  to  the  ground  as  possible, 
the  G.W.  passing  the  two  Avros  and  coming  in  second. 

The  second  heat  occurred  some  time  afterwards.  Lieut.-Col. 
Henderson,  on  the  "  Baby  "  Avro,  having  19  seconds'  start  of 
Hicks  and  Carr,  both  on  Avros,  was  passed  by  ihem  easily. 

Then  the  rain  came  down  in  earnest,  and  there  was  a  lush  for 
the  pavilion,  and  many  wished  to  obtain  tea,  but  the  waitresses 
were  insufficient.  The  rain  delayed  the  final  til)  six  o'clock,  and 
no  entertainment  was  provided.  Lieut.-Col.  Henderson  and  Lieut. 
Park  wisely  departed  before  the  final  event. 

In  the  final,  Capt.  Gathergood,  D.H. 6,  was  given  28  sees, 
handicap  allowance,  Carr  and  Hicks,  on  Avros,  19  sees.,  and 
Chamberlayne  on  the  "G.W.  monoplane  was  scratch.  In  the  second 
of  the  six  laps  Capt.  Gathergood  had  to  land  owing  to  engine' 
trouble,  and  Capt.  Chamberlayne,  passing  the  Avros,  came  in 
first,  winning  the  race. 

Capt.  Chamberlayne  went  up  again  after  the  race,  and  after 
doing  some  stunting  struck  a  hangar  support  and  crashed,  but 
was  not  seriously  hurt. 

In  the  long  intervals  between  the  heats  no  entertainment  was 
provided,  no  professors  did  parachute  descents,  nor  did  anyone 
stunt.  Perhaps  it  was  intentional,  so  as  to  draw  attention  to  Mr. 
Giahame- White's  land-yacht,  which  ambled  slowly  up  and  down 
the  asphalt  path.    It  was  very  slow. — G.  L.  D. 

THE  HENDON  SUMMER  MEETING. 

A  20-mile  cress-country  handicap  for  the  Hendon  Trophy  and 
,£30,  will  be  held  at  the  London  Aerodrome,  Hendon,  at  the 
Summer  Meeting,  on  Saturday  afternoon  next,  July  12th,  at  4  p.m. 

The  course,  of  which  five  laps  must  be  flown,  is  round  the  aero- 
drome pylons  and  a  point  about  two  miles  out,  i.e.,  Bittacy  Hilt 
— a  distance  of  approximately  four  miles. 

It  is  expected  that  the  pilots  will  include  Mr.  C.  B.  Prodger, 
Major  C.  Draper,  and  Mr.  C.  Turner  on  B.A.T.  machines  ;  Mr. 
Chamberlayne,  Major  Carr,  Messrs.  Hicks  and  Robertson  on 
Grahame-White  biplanes ;  Mr.  Park  and  Mr.  Hammer<;1ev  on 
Avro  biplanes,  the  latter  flying  the  Avro  "  Baby  "  ;  Capt.  Gather- 
good and  Mr.  Manton  on  Airco  biplanes  ;  and  Major  Smith  on  a 
Bristol  monoplane. 

Entries  close  at  12  noon  on  Thursday  next,  the  10th  inst. 

At  intervals  during  the  day,  Special  Flying  Displays  and  Pas- 
senger Flights  will  be  carried  out,  and  these  will  be  repeated  on 
the  following  day. 

Additional  enclosure  accommodation  has  now  been  provided, 
and  admission  to  the  aerodrome  is  now  from  9d.,  plus  tax. 
Children  half  price. 

Special  Flying  Displays  will  be  given  on  the  following  after- 
noon, Sunday. 

"  CIVIATORY." 

It  is  notified  by  the  Air  Ministry  for  information  that  "Civi- 
atory"  has  been  registered  as  the  telegraphic  address  of  the  Civil 
Aviation  Department,  Air  Ministry,  India  House,  Kingsway. 


July  g,  1919 


The  Aeroplane 


171 


Historic  Peace 

Message 

Brought  to 
H.M.  The  King 
by  Airco  4a. 

'~pvHE  aeroplane  which  brought  the  historic   Peace  message  on 
Saturday  June  28th  from  Mr.  Lloyd  George  to  the  King  was 
one  of  the  famous  Airco  4A  machines  with  a  Rolls-Royce  Motor. 

This  machine  has  constantly  been  selected  by  the  authorities  for 
conveying  urgent  messages  between  London  and  the  Peace  Conference, 
while  Mr.  Bonar  Law,  General  Seely,  and  other  Ministers  of  State 
have  made  numerous  journeys  in  it. 

The  Airco  4A  makes  the  250  miles  flight  from  Paris  to  London  in 
an  average  time  of  2$  hours,  and  it  is  the  sheer  speed  of  this  machine 
which  renders  it  an  indispensable  means  of  communication  between 
the  two  Capitals. 


AIRCO 


THE  AIRCRAFT 
MANUFACTURING  CO.  LTD. 

Chairman  (and  Founder,  1911)  :  G.  HOLT  THOMAS. 

London  Office  :  27,  BUCKINGHAM  GATE,  LONDON,  S.W.I. 
Works  :  THE  HYDE,  HENDON,  N.W.9. 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


l72  The   Aeroplane  July  9,  1919 


BY  DIRECTION  OF  THE  DISPOSAL  BOARD. 


AIRCRAFT  DISPOSAL  DEPARTMENT. 

FOR  SALE. 

FLYING  BOATS. 

Lot.  38  Flying  Boats,  H.16  secondhand,  the  property  of  the  U.S.A.  and  now 

S.B.5/15.       lying  at  Killingholme  Air  Station,  near  the  mouth  of  the  Humber — 
These  Flying  Boats  are  minus  engines. 


BALLOONS. 

Lot.  Standard  type— 42  American  Type  Kite  Balloons.    New  and  complete 

S.B.5/15.       with  all  Spares,  packed  in  crates  ready  for  transport. 

15  ditto  requiring  re-cording.     Stored  at  No.  5.  R.A.F.  Stores  Depot, 

Earls  Court,  S.W. 

As  Secondhand  Fabric  Only. 

,,  273  Balloons  of  various  types,  condemned  for  defects.    Average  weight, 

6  cwt.  each.  Above  are  stored  at  No.  5.  R.A.F.  Stores  Depot,  Earls 
Court,  S.W. 

CANVAS  (Secondhand). 

,,  Canvas  secondhand — In  fair  condition  about  20  tons  repairable  Covers, 

Walls  and  Curtains,  etc.,  for  Aircraft  Hangars — Packed  in  bales  ready 
for  transport— suitable  for  use  as  Tarpaulins.  Stored  at  Midland 
Railway  Granary  Stores,  St.  Pancras, 

AIRSHIP  GASBAG  MATERIAL  (Secondhand). 

Lot.  Rubber  proofed  Cotton  Fabric  lined  with  Goldbeater's  skin — quantity 

S.B.5/15.       about  7,000  square  yards — weight  about  2%  tons,  now  lying  at  R.N. 
Store  Depot,  White  City,  W.12, 

BALL  BEARINGS. 


Lot.  Hoffman,  Skefko,  Volvo,  R.B.F.,  S.R.O.,  M.A.B.  and  other  makes, 

S  B.6/16.       about  6,900  in  various  sizes. 

Tenders  are  requested  or  any  or  all  of  the  above,  and  permits  to  view  and  all 
particulars  and  forms  may  be  obtained  from  : — 

The  Controller,  Aircraft  Disposal  Department,  Kicgsway,  W.C. 

Tenders  are  returnable  by  July  21st,  1919. 

For  Detailed  List  of  all  Surplus  Government  Property  for  Sale  apply  at  the  nearest  Bookstall  for 
"  Surplus,"  Price  3d.,  the  official  organ  of  the  Surplus  Government  Property  Disposal  Board. 


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July  g,  igig 


The  Aeroplane 


173 


AIRCRAFT  FINANCE  ^ 

THE  POSSIBILITIES  OF  A  REGISTRY. 


There  is  some  inspiration  to  be  derived  from  the 
appointment  of  the  Standing-  Advisory  Committee  on 
Civil  Aviation.  This  inspiration  springs  not  so  much 
fiom  the  specified  objective  of  the  Committee,  but  rather 
from  the  personality  and  qualifications  of  the  Committee 
itself. 

Names  to  Conjure  With. 
First  of  all  there  is  Lord  Inchcape  of  the  P.  and  O., 
who  is  pre-eminent  in  the  shipping  industry  and  has  a 
very  considerable  and  an  active  interest  in  other  things, 
including  banking.  Then  there  is  also  the  Chairman  of 
Lloyd's  (Mr.  Charles  Irving  de  Rougemont).  The  com- 
bination of  these  two  authorities  may  result  in  appreci- 
_  able  benefits  to  the  aviation  industry.  The  remainder 
of  the  Committee  are  excellent  in  their  particular 
spheres,  but  ofie  is  inclined  to  attach  more  significance 
to  the  conjunction  of  the  leader  of  shipping  and  the  head 
of  Lloyd's. 

Patience  Will  Be  Rewarded  Soon. 
In  the  opinion  of  some  people  the  question  of  a 
Registry  of  Aircraft  and  also  of  Pilots  and  Navigators 
generally,  on  the  lines  of  Lloyd's  Shipping  Register,  is 
not  advancing  so  promisingly  as  one  would  wish  in  the 
interests  of  aviation  and  the  immediate  future  of  the 
industry. 

This  is  a  pity.  Perhaps  some  people,  however,  are 
inclined  to-be  just  a  little  impetuous,  forgetting  not  only 
the  natural  obstacles  inseparable  from  the  creation  of  a 
new  scheme,  but  also  the  fact  that  aviation,  as  a  com- 
mercial proposition,  has  not  yet  reached  puberty. 

Essential  Facilities. 
When  everything-  is  taken  into  consideration,  the  im- 
patience is  justifiable.  No  one  can  deny  that  a  Register 
of  Aircraft  and  of  Navigators,  on  similar  lines  to  Lloyd's 
system  in  connection  with  shipping,  is  positively  essential 
for  the  proper  and  efficient  development  of  commercial 
aeronautics.  The  matter  was  fully  discussed  herein  a 
few  months  ago,  and  was  considered  premature  in  several 
quarters. 

A  Start  Is  Needful. 
In  taking  the  parallel  of  shipping  one  must  confess 
that  the  Registry  grew  up  with  the  progress  of  that  par- 
ticular industiy,  and  only  attained  its  present  perfection 
by  years  of  strenuous  work  and  unremitting  care.  Like- 
wise must  the  Aircraft  Registry  grow.  It  is,  as  a  matter 
of  fact,  growing  coincidently  with  the  increase  in  in- 
surance facilities  and  the  expansion  in  that  business. 

Centralisation  Imperative. 

But  it  is  not  growing  on  centralised  lines.  On  the 
contrary,  each  Office  necessarily  considers  that  the 
knowledge  collated  through  its  individual  experience 
of  aviation  insurance  is  its  own  private  property  and  is 
not  for  the  benefit  of  any  competing  Office.  This  atti- 
tude is  quite  justified.  But  it  is  obvious  that 
development  on  such  lines  necessarily  vitiates  the  general 
utility  of  the  scheme. 

There  must  be  centralisation  to  begin  with,  and  the 
principles  laid  down  for  the  standardisation  of  aircraft 
must  be  determined  by  a  representative  and  competent 
body  of  experts  fully  conversant  with  all  that  pertains 
to  practical  aeronautics  and  aircraft  construction.  With- 
out such  a  representative  body  there  will  be  the  idio- 


syncrasies of  faddists  and  the  disabilities  of  incompe- 
tents to  fight  against. 

The  Initial  Expenditure  Is  an  Obstacle. 
The  initial  cost  of  the  elaboration  of  such  a  scheme  is 
an  obstacle  of  seme  difficulty.  Frankly,  in  the  course  of 
time  a  Registry  must  come.  It  will  grow  concurrently 
with  the  development  of  commercial  aviation,  but  in 
a  case  like  this  it  would  be  better  to  anticipate  events 
with  a  view  to  accelerating  progress  rather  than  allow 
matters  to  drift  along  normally. 

The  Parallel  of  Shipping. 

In  these  circumstances  it  would  appear  to  be  the 
soundest  policy  for  the  State  to  take  a  participating" 
interest  in  the  elaboration  of  the  scheme.  The  State  has 
enacted  certain  regulations  with  the  object  of  safeguard- 
ing the  public.  It  is  but  a  small  step  to  collaborate  with 
the  pioneers  of  commercial  aviation,  and  for  the  State 
to  enlarge  its  interest  so  as  to  enable  the  industry  to 
start  its  career  with  some  degree  of  standardisation. 

The  benefits  would  be  reciprocal.  The  cost  of  the 
pioneering,  if  divided  between  the  State  and  the  industry 
(through  the  agency  of  the  insurance  world)  would  be 
whittled  down  appreciably. 

Those  who  are  impatient  at  the  absence  of  any  definite 
development  on  these  lines  may  take  heart  from  the 
appointment  of  the  Committee.  Already  there  exists  a 
scheme  of  registration  for  navigators.  The  State,  through 
the  medium  of  the  Board  of  Trade,  puts  the  hall-mark 
of  efficiency  in  navigation  and  seamanship  on  mariners. 
Similarly  Lloyd's  acts  as  a  sort  of  deputy  for  the  State 
in  branding  ships.  It  is  up  to  the  State  to  do  likewise 
with  the  next  indust^,  commercial  aviation. 

W.  J.  Davies. 


CURRENT  TOPICS. 

Proposed  Whitehead  Aipcraft  Liquidation. 

The  affairs  of  the  Whitehead  Aircraft  (1917)  seem  to  be  de- 
veloping' rapidiv.  A  voluntary  liquidation  is  now  proposed.  With 
this  object  in  view  an  extraordinary  meeting  is  called  for  the 
nth  at  Cannon  Street  Hotel,  E.C.  The  resolution  to  be  sub- 
mitted is  :  "That  the  company  be  wound  up  voluntarily,  and  that 
Oliver  Sunderland,  of  15,  Eastcheap,  accountant,  and  chairman 
of  the  Creditors'  Committee,  and  Charles  Furley  Oldham,  of  Felt- 
ham,  repi  isenting  the  shareholders,  be  and  they  are  hereby  ap- 
pointed liquidators  for  the  purpose  of  winding'  \ up. " 

Should  the  resolution  be  passed  by  the  requisite  majority,  it 
will  be  submitted  as  a  special  resolution  to  a  second  extraordinary 
meeting  'o  he  subsequently  convened.  But  why  voluntary  liqui- 
dation ? 

NEW  COMPANIES. 

Bishop-Barker  Aviation  Co.,  Ltd.  Private  company.  Regis- 
tered May  31st.  Capital,  ,£10,000  in  £1  shares  (5,000  partici- 
pating preference).  To  carry  on  in  the  United  Kingdom,  the 
U.S.A.,  France,  Canada,  and  elsewhere,  the  business  of  carriers 
by  air,  flying  school  owners,  proprietors  and  corupilers  of  regis- 
tered aircraft,  aerial  cinematographers,  manufacturers  of  air- 
craft and  spare  parts,  etc.  The  subscribers  (ef.ch  with  one  pre- 
ference share)  are  : — J.  F.  Seacort.be,  18,  Finch  Lane,  E.C. 3, 
clerk;  H.  J.  Gay,  18,  Finch  Lane,  E.C.3,  clerk.  First  directors: 
Lt.-Col.  W.  A.  Bishop,  V.C.,  etc.,  Lt.-Col.  W.  G.  Barker,  V.C., 
etc.,  and  Capt.  R.  L.  Lott.  Solicitors  :  Simmons  and  Simmons, 
r8,  Finch  Lane,  E.C. 

Aviation  Transport  International!!,  Ltd.  Private  company. 
Registered  June  5th.  Capital,  ,£1,000  in  £1  shares.  Manufac- 
turers of  and  dealers  in  aircraft  (including  flying  boats),  operators 
of  postal,  passenger  and  freight  services  in  the  United  Kingdom 
and  elsewhere,  etc.  The  subscribers  (each  with  one  ordinary  share) 
nre  : — T.  F.  Cowan,  15,  Duke  Street,  Adelphi,  W.C.  aero  en- 
gineer;  J.  G.  Freeman,  18,  Eldon  Street,  E.C,  solicitor.  T.  17 
Cowan  is  permanent  governing  director.  Registered  office  :  15, 
Duke  Street,  Adelphi,  W.C. 


J74 


The  Aeroplane 


July  9,  1919 


Commercial  Flying 


"Ohe  success  of  Commercial  plying 
depends  amongst  other  things  upon 
the  security  it  affords*9 

C,  Security  is  afforded  by  the  equipment  ot  a  machine 
with  reliable  fittings. 

C  The  selection  of  reliable  sparking  plugs  was  a  point 
recognised  as  highly  important  by  those  responsible 
for  the  equipment  ot  war  service  machines — 
reliability  counted  then— and  for  that  reason  the  plugs 
used  more  than  any  other  aircraft  plugs   were  the 


AERO  PLUGS. 


Isdrite  for  particulars  and  prices  of  all 
Aodge  jtfircraft  Plugs. 

THE    LODGE  SPARKING   PLUG  CO.,  LTD.,  RUGBY. 


J 


RENE  TAMPIER 

CONSTRUCTING  ENGINEER, 

INVENTOR  AND  PATENTEE 

CONTRACTOR    TO    H.M.    AND    ALLIED  GOVERNMENTS. 
PARIS.         LYONS.  TURIN. 


BLOCTUBE  CARBURETTORS, 
COMPLETE. 

BLOCTUBE    PETROL  VALVES. 

BLOC1UBE  CONNECTIONS. 


BLOCKTUBE  CONTROLS. 

Large  Variety  of  Models. 

INTERMEDIATE  BRACKETS. 

Straight  or  Bell  Crank. 


BLOCTUBE   CARBURETTOR  WORKS. 

DANE  VI  ERE    STREET,    PUTNEY,   LONDON,  S.W.15. 


Telephone  -  PUTNEY  2+2. 


Telegrams — "TUB'  OCARB,  PUT,  LONDON. 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS 


July  g,  1919 


The  Aeroplane 


NAVMMJLITMYMEONAUTrcs 


GREAT  BRITAIN. 

NA'vAL. 

Admiralty  Apr- ointments. 

The  following  appointments  have  been  made  :  — 
July  1st.— Art.  Engr.— F.  W.  M.  May,  to  "Vindictive,"  Tune  20th. 

*  *  * 

It  was  reported  from  Kern  oh  June  30th  that  Biitish  seaplanes 
operating  with  the  Royal  Navy  had  bombed  the  Bolshevik  posi- 
tions. '  Damage  was  done  to  various  buildings  and  a  traiu  was 
destroyed.  Two  of  the  seaplanes  were  shot  down  by  machine 
gun-fire,  but  the  crew  contrived  to  reach  the  British  lines.  There 
were  no  casualties. 

During  the  end  of  June  or  the  beginning  of  July  the  Naval  sea- 
planes took  part  in  an  action  on  Lake  Onega,  and  succeeded  in 
sinking  a  Bolshevik  paddle  steamer  which  was  conveying  troops. 

*  *  * 

It  was  stated  in  the  Press  on  July  5th  that  a  detachment  of 
the  Royal  Navy  will  take  part  in  the  Peace  Celebrations  at  Soutl:- 
end  on  July  19th.  A  Flying  Squadron  will  be  included  in  the 
detachment. 

MILITARY. 
From  the  "  London  Gazette." 

War  Office,  July  2nd. 
REGULAR     FORCES. — Roy  At  Regiment  of  Ariillery.— R.H.  and 
R.F.A.— Maj.  V.  A.  H.  Taylor  to  be  seed,  for  service  with  the  R.A.F., 
Aug.  22nd,  1918. 

War  Office  Communique. 
The  War  Office  made  the  following  announcement  on.  July  2nd:  — 
Murmansk. — Our  seaplanes  have  bombed  the  station  of  Kyapeselga, 
15  miles  south  of  Medvyega  Gora,  and  secured  a  direct  hit  with  a  heavy 
bomb  on  a  moving  train.  A  portion  of  the  train  was  demolished,  and 
the  engine  is  reported  as  lying  in  a  crater.  Enemy  A.  A.  guns  and 
machine-guns  have  been  very  active  against  our  planes,  several  of  which 
have  been  hit.  One  machine  brought  down  by  machine-gun  fire  crashed 
in  the  forest,  both  pilot  and  observer  found  their  way  back  to  camp. 

The  R.A.F.  have  done  splendid  work,  both  along  the  railway  and 
against  the  enemy's  flotilla.  After  an  attack  by  bombs  and  machine- 
guns  one  of  the  enemy  vessels  ran  ashore.  Successful  bombing  by  sea- 
planes and  also  observation  of  gunfire  has  been  rendered  very  difficult 
by  forest  fires. 

The  following  casualty  was  announced  on  July  2nd  : — 

Canadian  Forces. — Wounded. — Neil.  Lt.  D.,  Can.  For  Corps,  attd.  R.A.F. 

*  *  * 

A  message  dated  June  15th  states  that  during  the  recent  fight- 
ing to  relieve  Jandola,  Afghanistan,  atropi.ines  were  used  to 
assist  in  the  dispersal  of  the  tribesmen. 

*  *  * 

It  is  now  reported  by  Bolshevist  wireless  that  the  two  British 
aviators  taken  prisoners  in  che  Astrakhan  district  are  Col.  Vein 
der  Spuy  and  Mr.  Ingram  (rank  unknown).  They  have  been 
taken  to  Moscow.  A  third  aviator  was  killed  while  attempting  lo 
escape. 

AIR  FORCE. 

From  the""  London  Gazette." 

Air  Minisiry,  July  1st. 
R.A.F. — The  following  temp,  appis.  are  made  at  the  Air  Ministry  :  — 
Staff  Officer,  2nd  Class  (P.).— Paymf.  Lt.-Comdr.  H.  L.  Jackson  (R.N.i, 
Feb.  13th,  and  is  granted  a  temp,  commn.  as  Maj.  (T.J. — Lt.  J.  G.  N. 
Clift,  April  1st,  1918,  to  Sept.  1st,  1918,  and  to  be  actg.  Maj.  whilst  so 
empld. 

Staff  Officer,  3rd  Class  (T.)  — Lt  (actg.  Maj.)  J.  G.  N.  Clift,  Sept.  2nd, 
191b.  from  "S.O.,  2nd  Class,  relinquishing  the  actg.  rank  of  Maj.,  and  to 
be  actg.  Capt.  till  April  30th. 

The  following  temp.  appt.  is  made: — Staff  Officer,  3rd  Class  (P.). — 
Capt.  R.  R.  L-  Thom,  June  1st. 

Flying  Branch — Maj.  R.  B  Ward  to  be  actg.  Lt.-Col.  whilst  empld.  as 
Lt.-Col.  (A.  and  S.),  June  16th. 

Capt.  L.  P  Paine,  D.S.C.,  to  be  graded  for  purposes  of  pay  and 
ailces.  of  Capt.  (S.),  and  to  be  actg.  Maj.,  without  the  pay  and  allces.  of 
that  rank,  March  25th. 

Capts.  to  be  graded  for  purposes  of  pay  and  allces.  of  Capts.  whilst 
empld.  as  Capts.  :— L.  C.  W.  Trend  (A.  and  S.),  Feb.  3rd;  L.  G.  Le  B. 
Croke  (O.),  May  1st;  Lt.  R.  P.  M.  Whitham  to  be  actg.  Capt.  whilst 
empld.  as  Capt.  lA.),  fr6m  April  30th,  1918,  to  April  30U1. 

Lt.  T.  A.  Warne-Brown,  D  S  C.,  to  be  graded  for  purposes  of  pay  and 
allces.  of  Capt.  whilst  empld.  as  Capt.  (A.),  May  1st. 

Lt.  S.  W.  Symons  to  be  Lt.  (A.),  from  (T.),  Dec.  31st,  1910. 

Sec.  Lts.  to  be  Lts.  : — (Hon.  Capt.)  A.  A.  J.  Poole,  May  31st,  iqtS; 
IHon.  Capt.)  F.  R.  Ashmead,  Aug.  2',rd,  1918  (substituted  for  notification 
in  "Gazette,"  March  7th);  F.  Cuxeu,  Nov.  2nd,  1910;  A.  E.  N.  Ashford, 
April  25th. 

R.  E.  Shears  (temp.  Lt.,  Glouc  R.)  is  granted  a  temp,  commn  as  Sec. 
Lt.  (O.),  Oct.  27th,  1918,  and  to  be  Hon.  Lt.  (substituted  for  notification 
in  "  Gazette,"  Dec.  10th,  191S). 

The  following  relinquish  their  comtrnis.  on  ceasing  to  be  empld.  :  — 
Lt.  (Hon.  Capt.)  J.  Hirschberg  (Capt.,  N.Z.  A.S.C.),  Dec  28th,  1018; 
Sec.  Lt.  S.  Hodgson  (Sec.  Lt,  Suft'  R.),  April  2nd;  Capt.  I.  C.  Barclay 
(Capt.,  Seaforth  Highrs.),  April  Kith;  Lt.  E.  F.  I.  Bull  (Lt.,  Wore.  R.l, 
June  12th;  Sec.  Lt.  (Hon.  Capt.)  H  R.  Denuison  (Capt.,  Erit.  Col.  R), 
I,t  C.  R.  Hall  (Lt.,  Quebec  R),  June  iSth;  Sec.  Lt.  (Hon  Lt.)  J  W 
Grant  (Lt.,  E.  Out.  R.),  Lt.  E.  T.  Lough  (Lt.,  actg  Capt.,  Manitoba  R.l, 
June  19th. 


Transferred  to  the  unempld.  list :— Lt.  H.  H.  Howaid,  Jan  28th;  Sec. 
Lt.  J.  D.  Ford,  Feb.  15th;  Lt.  G.  G  Newbury,  Feb.  iylh,  Lt.  .'  Chapman, 
Maich  1st;  Sec.  Lt.  L.  S.  Davis,  March  17th;  Lt.  A.  G.  Fletcher,  March 
iSth;  Lt.  A.  S.  Rawlinson,  March  30th;  Sec.  Lt.  L  A  Holley.  April  1st; 
Lt.  W  Hall,  April  2nd;  Sec.  Lt.  R.  J.  H.  Ganson  (Gordon  Highrs.), 
April  9th;  Capt.  R.  H.  Hood,  April  10th;  Sec.  Lt.  A.  J.  C.  Gormley, 
Sec.  Lt.  A.  J.  McGoldrick,  April  nth;  Sec.  Lt.  C.  S.  Lammiman,  April 
12th;  Sec.  Lt.  L.  J.  Emerton,  Lt.  R.  I.  Fowler.  Lt.  J.  L.  Haight,  Sec.  Lt. 
W.  N.  Harrison,  Sec.  Lt.  J.  John,  April  13th;  Sec.  Lt.  W.  R.  Gatewood, 
Capt.  C.  S.  Hay,  A.F.C.,  Capt.  (actg.  Maj.)  J.  McKelvie,  April  15th; 
Sec.  Lt.  S.  F.  Morice,  April  17th;  Sec.  Lt.  R.  A.  P.  Johnson,  Lt.  G.  F. 
Metson,  April  iSth;  Sec.  Lt.  J   U.  Eddy,  Lt.  F.  W.  McCarthy,  Sec.  Lt. 

G.  L.  Winterbottom,  April  19th;  Sec.  Lt  S.  Home,  Sec.  Lt.  C.  T  R 
John,  April  21st;  Sec.  Lt.  O.  F.  Harrison,  Sec.  Lt  (Hon.  Lt.)  C.  J. 
Taterson,  April  22nd;  Sec.  Lt.  J.  H.  Mitchell,  April  23rd;  Sec  Lt.  C.  E. 
Jackson,  Sec.  Lt.  C.  W.  Jones,  April  2)th;  Sec.  Lt.  E.  Havers,  Sec.  Lt. 
J.  A.  Howard,  April  25th;  Sec.  Lt.  (Hon.  Lt.)  C.  G.  R.  Lewis,  April  26th; 
Sec.  Lt.  L.  Edwards,  April  27th;  Capt.  E  de  C.  Halifax,  D.S.C.,  Sec.  Lt. 
K.  C.  Howken,  April  28th;  Lt.  E.  R.  Haines,  Lt.  C.  H.  Harrison,  ApriL 
29th;  Lt.  J.  C.  H.  Hartley,  May  1st;  Lt.  C.  A.  W.  Gallagher,  Maj.  J.  W. 
Jardine,  May  5th;  Sec.  Lt.  N.  Little,  May  6th;  Sec.  Lt.  (Hon.  Capt.) 
3.  R.  Collison  (Capt.,  King's  Lpool.  R.,  T.F.),  Sec.  Lt.  T.  Jones,  Sec.  Lt. 
M.  R.  Jordon,  May  8th;  Sec.  Lt.  A.  Hawthorn,  Lt.  R.  S.  Warwick  (sub- 
stituted for  notification  in  "Gazette"  of  May  20th),  May  9th;  Sec  Lt. 
A.  C.  Harper,  May  13th;  Sec.  Lt.  R.  Stafford-Langan,  Mav  14th;  Lt. 

H.  A.  Hannay,  Capt.  J.  Hodson,  Lt.  W.  E.  Watts,  May  15th;  Lt.  D.  R. 
MacLaren,  D.S.O.,  M.C.,  D.F.C.,  May  16th ;  Lt.  C.  W.  Browne,  Sec.  Lt. 
J.  D.  Hall,  Lt.  G.  S.  I..  Hayward,  Sec.  Lt.  T  R.  Lole,  Lt.  R.  Wallace, 
Lt.  F.  H.  Webb  (R.  War.  R  ),  May  17th;  Lt.  J  G.  Prestwich  (R.A.S.C.), 
Sec.  Lt.  J.  Wallis,  May  18th;  Lt.  E.  I.  Cummings,  Sec.  Lt.  H.  Eckley, 
Sec.  Lt.  B.  F.  Hale,  Sec.  Lt.  A.  P.  Hancock,  Sec.  Lt.  D.  C.  Hay, 
Sec.  Lt.  H.  Northrop,  Sec.  Lt.  W.  B.  Richardson,  Lt.  F.  W.  Scriver, 
Sec.  Lt.  G.  J.  C.  Tigar,  May  20th;  Lt.  G  R.  Hake,  Sec.  Lt.  F.  Wilde, 
May  21st;  Capt.  W.  C.  Gage  (substituted  for  notification  in  the 
"Gazette"  of  March  21st),  Lt.  E.  S.  C.  Sen,  May  23rd;  Sec.  Lt.  E.  D. 
Cowdery  (R.F.A.),  May  25th,  Lt.  F.  H.  St.  C.  Sargant,  D.F.C.,  May  26th; 
Lt.  R.  A.  Nunn  (Middx.  R.,  T.F.),  Sec.  Lt.  W.  H.  Taylor,  May  27th; 
Lt.  B.  J.  Bevan,  Sec.  Lt.  F.  L.  Collison,  Lt.  T  H.  Formby  'R.G.A.).  Lt. 

C.  C.  Miller,  Lt.  D.  H.  Montgomery,  Lt.  F  P.  Turner.  May  28th;  Lt 
T.  J.  Arthur,  Lt.  T.  G.  Rae,  May  29th ;  Sec.  Lt  A.  H.  Allardyce,  Sec.  Lt. 
J.  D.  Dick,  Sec.  Lt.  C.  C.  Fisher,  Sec  Lt.  (Hon.  Capt.)  H.  H.  McColl, 
M.C.,  May  30th;  Sec.  Lt.  G.  R.  B.  Dixon,  Sec.  Lt.  J.  B:  Erskine,  Sec.  Lt. 
G.  D.  Green,  Sec.  Lt.  W.  O'Brien,  May  31st;  Sec.  Lt.  R  Cookson,  Lt.  C. 
Curtis,  Maj.  S.  T.  Dockray,  Sec.  Lt.  K.  L.  Gomm,  Capt.  D  L.  Ingpen, 
Sec.  Lt.  R.  H.  Taylor,  June  1st;  Sec.  Lt.  F.  A.  L.  Addison,  Sec.  Lt.  R. 
Clarkson,  Sec.  Lt.  F.  T.  Edwards,  Sec  Lt.  A.  G.  Harris,  Sec.  Lt  D. 
Miller,  Lt.  C.  M.  Mortimer  (R.F.A.),  June  2nd;  Lt.  L.  E.  Edmunds, 
Sec.  Lt.  A.  H.  Fraser,  Sec.  Lt.  W.  Geary,  Sec.  Lt.  B.  W.  Hammond, 
Lt.  J.  T.  Rymer,  June  3rd;  Lt.  (Hon.  Capt.)  C.  G.  Bellord,  Lt.  W.  H. 
Jackson,  Lt.  E.  Squire,  Capt  S.  J.  Woollev,  June  4U1;  Sec.  Lt.  G.  G. 
Creuseu,  Sec.  Lt  W.  L.  Field,  Sec.  Lt.  W.  George,  Lt.  R.  V  Jennings. 
Lt.  (Hon.  Capt.)  W.  J.  Mostyn,  Lt.  H.  S.  Newman  (Welsh  R  ),  Capt. 
C  R.  H.  Stewart,  Lt.  C.  E.  Stuart,  June  sth;  Lt.  D.  F.  Evans.  Lt. 
H  J.  C.  Spencer,  Sec.  Lt.  A  Wroot,  T.t.  G.  Ezard.  June  6th;  Lt.  H.  L. 
Jones,  Sec.  Lt.  W.  D.  Moffatt,  June  -th;  Sec.  Lt.  W.  D  Brewnlee, 
Lt.  A.  S.  Selby,  Sec.  Lt.  I.  J.  Whittal,  June  8th;  Lt.  F.  R  Walpole, 
June  9th;  Lt.  E-  R-  Bruce,  Lt.  H.  Burns,  Sec.  Lt.  C.  F  D.  Evans, 
Sec.  Lt-  A.  E.  Griffiths,  Sec.  Lt  V.  H.  Lawrence.  Lt.  R.  R.  Macintosh, 
June  10th;  Lt.  N.  McN.  Beaton.  Sec.  Lt.  H.  Carding,  Sec.  Lt  W.  F.  C. 
Cooper,  Sec.  Lt.  M.  de  Verteuil,  Sec.  Lt.  S.  I.  Foster,  Capt.  J.  Gamon, 

D.  S.C.,  June  nth:  Sec.  Lt.  L.  S.  H.  Bartlett,  Capt.  H.  C.  Morris.  Sec.  Lt. 
W.  H.  Morris,  Lt.  F.  V.  Webb,  June  12th;  Sec  Lt.  R.  P  S.  Davidson, 
Lt.  R.  A.  Fawcett,  Lt.  D.  Gardiner,  Lt.  L  S.  V.  Gedge,  Sec.  Lt  C.  B.  S. 
Gilliat,  Sec.  Lt.  E  .A.  C.  Gillies,  Capt.  H.  Meintjes,  M.C.,  Lt.  H.  C.  M 
Nangle,  Sec.  Lt.  J.  F.  Stiugnell,  June  iyth;  Sec  Lt.  E.  G.  Barnes, 
S'  •  Lt.  L.  C.  Ellis,  Sec.  Lt.  E.  Glaholm.  T.t.  B.  L.  Norton,  Lt  A 
Simmons,  Sec.  Lt.  R.  F.  Theseu,  .Tune  14th,  Lt.  K.  K.  E  Bonnerjee 
(Cant.,  R.  Sussex  R. .  TF.),  June  i-th  ;  Lt.  H  W.  R  Banting,  Capt.  F. 
Billinge  (Manchester  R.),  Sec.  Lt.  D.  A.  McGregor,  Lt.  R.  E.  Mansfield, 
i.t.  D.  V/.  M.  Miller,  D.F.C.,  Lt.  J.  G.  W.  Saulez.  Lt.  R  H.  Stainbank. 
Mine  16th;  Lt.  G.  Bainbridge,  Lt.  H.  B.  Cuniming,  Sec.  I.t  F.  G.  W. 
Gough,  Sec.  Lt.  W.  R.  Foster,  Sec.  7,t.  G.  F.  Morse,  June  17th;  Lt.  J.  C. 
Akester.  Capt.  H.  V.  Knox,  Sec.  Lt.  S  A.  Lane,  Lt.  G.  C  Mumford, 
June  19th;  Lt.  T.  Chilton  (R.F.A.,  T.F.).  June  21st;  Lt.  C.  H.  F.  Nobbs, 
June  22nd:  Lt.  G  H.  M.  Colyer,  Capt.  E  J.  Garland,  Lt.  A.  C.  Macvie, 
Lt.  C.  Miller,  June  25th;  Lt.  J.  K.  Finlay,  Lt.  A.  G.  Mcl.  Jennings 
(substituted  for  the  notification  in  the  "Gazette''  of  March  14th),  Sec. 
Lt.  J.  M.  Loggie,  June  26th;  Lt.  A  MacDonald,  June  28th 

Lt.  W.  H.  Gibson  relinquishes  his  conmn.  on  account  of  ill-health 
contracf.oci  on  active  service,  and  is  perrritlted  to  retain  his  rank, 
June  1 8th 

Lt.  D.  J.  Allen  (Manitoba  R.)  relinquishes  his  conitnn.  on  account  of 
ill-health  contracted  on  active  service,  May  3rd 

The  following  Sec.  Lts.  relinquish  their  commits  011  account  of  ill- 
health,  and  are  permitted  to  retain  their  rank  :  —  \V  S.  Winter,  con- 
tracted on  active  service  'substituted  for  the  notification  in  the 
"Gazette"  of  Feb.  7th),  M.  S.  Dickinson  (substituted  for  the  notifica- 
tion in  the  "Gazette"  of  March  i8lh),  S.  J.  Bolitho,  June  12th  (substi- 
tuted for  the  notification  in  the  "Gazette"  of  March  nth).  May  20th; 
H.  T.  Watts,  June  19th. 

The  rank  of  Lt.  T.  M.  Cornish  is  as  now  described,  and  not  as  stated 
in  the  "  Gazette  "  of  May  9th. 

The  initials  of  Sec.  T.t.  c  D.  Neill  ar?  as  now  described,  and  not 
"  C.  W.  "  as  stated  in  the  "  Gazette  "  of  May  2nd 

The  initials  of  Sec  Lt.  T.  L.  Wood  are  as  now  desciibed,  and  not 
"  T.  L.  "  as  4stated  in  the  *'  Gazette  "  of  May  ith. 

The  initials  of  Sec  Lt.  A.  Svkes  are  as  now  described,  and  not 
"  Arthur  A.  "  as  stated  in  the  "Gazette"  of  May  23rd. 

The  surname  of  Lt.  E.  R.  Trendell  is  as  now  described,  and  not 
"  Tundell  "  as  stated  in  the  "  Gazette  "  of  May  13th. 

The  surname  of  Capt.  C.  Gordon-Davis  is  as  now  described,  and  not 
,:  C  G   Davis  "  as  stated  in  the  "  Gazette  "  of  May  20th 

The  surname  of  Lt  B.  F.  Smith-Clebourne  is  as  now  described,  and 
not' "  B  F.  S.  Clebourne  "  as  stated  in  the  "Gazette"  of  May  20th. 


i;6 


The  Aeroplane 


July  9,  1919 


Ombers,  June  nth;  G. 


^SL^^^^  •  *  «  —  ana 

l^s^^         of  *epi-  6th-  ^  — ™  SeC. 

E^N^^eAed  "&aZette"  °f  March  2rVt  Sec.  Lt. 

^D^^cfnc^ed6  *'Cazette"  of  A^  xst  concerning  Lt.  E.  N. 

iZZ  W^SA'tiSS^  Apnl  29th  conce™ sec- Lt- 

X^fj^ffisiS^<5aZefte"  °f  May  I3th  co«ernutg  Sec.  U 
MSLK^celfed^6  "Gazette"  of  Ma>'  ^tlv  concerning  Lt.  R.  J. 
wLfe^h^SnSll^.  "GaZette"  °f  June  I0th  concerning  Lt.  R.  B. 
;„5^ffi^ificati0a  in  i,hS. "  Gazette  "  °f  J««e  20th  concerning  the  follow- 
W?nck^orth1S  cancelled:-Sec-  U,  J.  Martin,  M.M.,  Sec    Lt.  T.  E. 

The  notification  in  the  "Gazette  -  of  June  24th  concerning  Sec  It 
L.  C.  Phippen  is  cancelled.  s  ' 

run?^nd!S'rRAWVE  BRANCH— MaJ-  K-  L.  Buist  to  be  Maj.,  from  (S.O.), 
S31*-  A-  M.  Wilson  to  be  acts.  Maj.  whilst  empld.  as  Maj  ,  May  ist 
,       ?•  Powell  (Maj.,  London  R.)  is  granted  a  temp  commn.  as  Capt 
and  to  be  Hon.  Maj.,  April  ist,  1918.  ' 

isf°C'  Lt'  F'  T'  L'  AviS  t0  be  actg"  Capt''  whilst  emPld  as  Capt.,  May 

Lt.  H.  W.  Sidley  to  be  Lt.,  from  (S.O.),  May  23rd 

Lts.  (A.)  to  be  Lts.  :— D.  H.  Bell,  M.C.,  C.  4..  On 
D  Daly,  June  12th. 

The  following  are  granted  temp,  commas,  as  Sec  Its  ■— C  \  Mad- 
fiains,  H.  E.  Philip,  June  28th 

fJhe  f°H°witl«  relinquish  their  commns.  on  ceasing  to  be  tmpld  ■— 
a  ■:orSJi-  C£ell>  Jan-  lSth  (substituted  lor  notification  in  'Gazette  » 
April  iSth,  1918)  ;  Lt.  (Hon.  Capt.)  W.  C.  Sharpe  (Capt.,  R.W.  Surrey  r') 
April  15th;  Capt.  (actg.  Maj.)  D.  G.  F.  Parley  (Capt.,  Dragoon  Guards)! 
April  24th;  Cart  J.  T.  Waller,  M.C.  (Capt.,  Leic.  R.) ,  June  4th;  Lt.  N 
A.  Arthur  (N.Z.  Wellington  R.),  June  11th.  *  •'    •  'Si; 

Transferred  to  unempld.  list  :— Sec.  Lt.  P.  Hammond,  Jan.  20th:  Sec. 
ST  A-  H-  Durand,  Jan.  25th;  Lt  F.  Crossley,  Feb.  7th;  Lt.  E.  N.  Mac- 
Donald,  Feb.  27th;  Sec.  Lt.  R.  S.  Maitland-E-lwards  (Coldstream  Grds), 
Apnl  12th;  Sec  Lt.  J.  Mellor,  April  15th;  Sec.  Lt.  (Hon.  I.t.)  A.  E 
Overton,  April  16th;  Sec.  Lt.  T.  W.  Hopley,  April  25th;  Maj  W  B 
Crossley  (Lane.  Fus.,  T.F.),  May  ist;  Sec.  Lt.  E.  A.  North,  May  15th; 
v!G\i?t\?1-^-^emn'lgs'  May  18th;  Sec.  Lt  L.  C.  Phippen,  Mav  19th; 
^  W-  H-  Stc/le-  May  2nd;  W:  A-  s-  H-  O'Brien,  Sec.  Lt.  J.  R.  Wilson- 
Haffenden,  May  23rd;  Lt  H.  E.  Tee  (Glouo.  R.,  T.F.),  May  25th;  Lt 
E.  R.  Rudhng  (R.W.  Surr.  R. ,  TF.I,  Mav  28th;  Sec.  Lt.  W.  E.  Cotton 
*ec.  Lt.  A.  W.  Mann,  June  2nd;  Lt.  E.  St.  T.  W.  Freer  (Suff.  Yeo.),  June 
Sec.  Lt.  J.  W.  A.  Wymark,  June  8th;  Lt.  (Hon.  Capt)  W  H  Charl- 
ton (Capt.,  Northumb.  Yeo.,  T.F.),  June  9th;  Lt.  (Hon.  Capt)  J  S 
Hanagan,  Lt.  A.  Mackenzie,  June  nth;  Capt.  J.  R.  Fox,  Tune  12th: 
Capt.  E.  W.  M.  Wheldon,  Sec.  Lt.  A.  G.  Groom,  June  1.3th;  Lt.  (Hon 
Capt.)  P.  V.  G.  Van  der  Byl,  M.C,  June  15  th;  Sec  Lt  (Hon  Lt  )  G 
Newton,  Sec.  Lt.  F.  C.  Walker,  June  iSth;  Lt.  H.  S  Bracken burv,  Capt. 
M.  L.  Fitzgerald,  June  19th ;  Lt.  W.  A.  Dewhurst,  June  2,th;  Sec  It 
L  I'.  Kirk,  Juue  27th. 

Lt  (Hon.  Capt.)  J.  W.  Holdsworth  relinquishes  his  commn.  on  account 
of  ill-health,  and  is  peimitted  to  retain  the  rank  of  Capt.,  May  rath 

Capt.  H.  T.  Holdstock,  M.C,  relinquishes  his  commn.  on  account  of 
ill-health,  and  is  permitted  to  retain  his  rank,  June  19th. 

The  following  Sec.  Lts.  relinquish  their  commns.  on  account  of  ill- 
health,'  and  are  permitted  to  retain  their  rank  :— J.  D  Dalzell,  June 
19th.;  I.  C  Bannister,  June  27th  'substituted  for  notification  in 
"Gazette,"  March  nth),  C  M.  de  L.  Norman,  July  2nd 

The  rank  of  Lt.  F.  D.  Owen  is  as  now  described,  and  not  Sec.  Lt  as 
stated  in  "Gazette,"  June  20th. 

The  notifications  in  "Gazette,"  May  23rd  and  June  6th,  concerning  Lt. 
J.  W.  Houldsworth  are  cancelled. 

The  notification  in  "Gazette,"  March  14th,  concerning  I.t.  ft.  Town- 
send  is  cancelled. 

The  notification  in  "Gazette,"  May  13th,  concerning  T  W  B  Hill  is 
cancelled. 

The  notification  in  "Gazette,"  May  16th,  concerning  Lt  M.  R  Helli- 
well  is  cancelled. 

Technical  Branch.— Capt.  W.  C  Broadhead  to  be  Capt.,  Grade  (A), 
from  Grade  (B),  from  Aug.  12th,  1918,  to  April  ist. 

Capt.  R.  N.  Spence  to  be  Capt.,  Grade  (B),  from  (Ad.),  April  ist,  1918. 

Lts.  to  be  Lts.,  Grade  (A)  :— L.  .7.  Anstey,  from  (O),  April  ist,  1918  (sub- 
stituted for  notification  in  "Gazette,"  Oct.  4th,  1918);  E.  G.  Tavlor,  from 
(Ad.),  Feb.  26th. 

Sec.  Lt.  (actg.  Lt.)  F.  S.  Srokes  to  be  Lt.,  March  8th  (substituted  for 
notification  in  "Gazette,"  April  nth). 

Sec.  Lts.  to  be  Lts.,  without  pay  and  allowances  of  that  rank  : — T.  H. 
Evans,  April  2nd,  1918:  S.  Empsall,  Dec.  16th,  1918;  L.  G.  Sewell,  May 
7th. 

bee.  Lt.  (Hon.  Lt.)  B.  T.  Hood  to  be  actcr  Lt.,  whilst  empld  as  Lt., 
Grade  (B),  from  Oct.  17th,  1018,  to  April  30th 

The  following  relinquish  their  commns.  on  ceasing  to  be  empld.  :  — 
Capt.  E.  Graham  (Lt.-Col.,  R.E.),  May  9th;  Lt.  H.  Marsden  (Lt.,  Man- 
chester R.),  June  6th;  Mai.  H.  C.  Tweedie  (Maj  ,  N.  Staffs  R),  June  20th. 

Transferred  to  unempld.  list: — Capt.  J.  A.  Holder,  Jan.  14th;  Sec.  Lt. 
R.  S.  MacD.  Salt,  Feb.  8th;  Lt.  J.  A.  H.  O'Hvnes,  Feb.  13th;  Cant.  E.  H. 
Marsh,  April  6th;  Cant.  W.  F.  Higgs,  April  17th;  Sec.  Lt.  (Hon.  Lt.) 
W.  E.  Jones,  April  20th;  Sec.  Lt.  C.  S.  Hadlcy,  April  22nd;  Sec.  Lt.  A. 
A.  Jones,  April  26th ;  Lt.  H.  R  Hasse,  May  ;rd .  Sec.  Lt.  H.  M  Frederick, 
May  6th;  Lt.  J.  Hooper,  May  20th;  Maj.  T.  B.  Lloyd.  Dt.  E.  T.  Scale, 
May  25th;  Capt.  N.  Lea,  Mav  ?Rth :  Sec.  Lt.  J.  Rowley,  May  29th;  Sec.  Lt. 
(Hon.  Lt.1  T.  R.  Gilbv,  Cant.  T.  H.  Harkness,  Capt.  K.  H  McLean,  May 
10th;  Capt.  W.  G.  Gledhill  (Norf.  R.) ,  June  ist;  Capt.  G.  G  R.  Fraser, 
June  3rd;  Lt.  J.  H.  Fletcher,  Lt.  W.  H  Scanlnn.  June  sth  ;  Lt.  J.  H.  B. 
Foss,  Lt.  A.  N.  Meier,  June  6th;  Lt.  A.  W.  Phillips.  M.C.  (R.  Fus.),  June 
7th ;  Cant.  S.  E-  Neal,  June  8th ;  Sec.  Lt.  W.  H.  Miles,  June  9th !  Lt.  W. 
G.  Cooke,  Sec.  Lt.  H.  N.  Farmer,  June  12th;  Sec.  Lt.  A.  E  Mills.  June 
i4th;  Lt.  W.  B.  Brett,  June  T^th;  Lt.  C  M.  Denny,  June  16th:  Sec.  Lt. 
D.  H.  W.  Alexander,  See  Lt  W. 'A.  Baker,  Lt.  J.  Burden,  June  17th; 
Capt.  P.  H.  Holder,  Sec.  Lt.  W  IP.  Hendry,  Lt.  N.  H.  Mackrow,  June 
18th;  Lt.  H.  F.  Groves  (North'd  Fus.),  June  20th. 

The  notification  in  "Gazette,"  March  18th,  .-onceruing  Lt.  T.  W.  Cave, 
M.C.  is  cancelled. 

Motor-t*oat  Branch. —Cant.  H.  Howard  is  transferred  to  unempld.  list, 
March  28th. 

Medical  Branch.— Lt  G.  A.  S.  Madgwick  is  transferred  to  unempld. 
list.  June  17th. 

The  initials  of  Lt.  C,.  O.  Roner  are  as  now  described  and  not  G.  A. 
as  stated  in  "Gazette,"  April  ist. 

Dental  Branch.— Lt.  H.  H.  Chapman  is  transferred  to  unempld.  list, 
Tune  nth. 


■  Chaplains  Branch.— The  Rev.  P.  C  Barber  is  transferred  to  unempld. 
list.  June  13th. 

Memoranda. — The  following  Overseas  Cadets  are  granted  temp, 
commns.  as  Sec.  Lts.  : — 178138  L.  H.  Allen,  178 139  F.  G.  Allpass, 
M2/ 152634  R.  B.  Anderson,  W.  A.  Allsopp,  W.  S.  Armitage,  183979  J-  H. 
Adler,  178141  C.  R.  Bowker,  178147  C.  B  Bousfield,  178150  R.  F.  Bairdow, 
A.  Blaikie,  178154  J.  Balsille,  178142  E.  W.  G.  Barty,  178149  W.  H.  Bous- 
iield,  178151  M.  A.  B.  Banfield,  178148  S.  C.  Botha,  178143  E.  F.  Biddulph, 
184889  J.  R.  Burness,  292362  L.  W.  Burns,  2003532  H  A.  Bullock,  6647  H. 
Bouts,  536031  R.  W.  N.  Burroughs,  460471  G.  Blyth.e,  178145  C.  R.  Brick- 
hill,  16106  G.  Blagrove,  11562  J.  S.  Butler,  2064  J.  Bowie,  183982  F.  E. 
Blackwell,  2862  G.  G.  Biddington,  H.  Brophy,  178156  M.  Carlisle,  178160 
L.  E.  Carter,  18399 1  A.  E.  Coote,  183992  G.  W-  Cruikshank,  183988  H. 

G.  E.  Clark,  452046  A.  F.  Cook,  316149  A.  J.  Cook,  117188  A.  H.  Church, 
183990  M.  E.  Collier,  K.  Campbell,  183987  H.  F.  Chick,  183989  C  A.  Cole- 
pepper,  J.  E.  Colepepper,  138994  E.  M.  Davis,  110695  H.  Dawson,  316122 
P.  W.  Douglas,  109321  W.  M.  Dynes,  966^21  E.  Dawe,  183996  J.  L.  Diclcott, 
6927  R.  C  Doyle,  183905  D  Deeves,  183997  E.  W.  M.  Driver,  W.  E.  R.  "T 
Duff,  A.  E-  Dale,  V.  A.  Evans,  G.  G.  Edwards,  442374  R  J.  Eades,  1 78165 
L.  N.  Estment,  178164  K.  L.  Ellis,  W.  F.  Erickson,  184912  W.  Francis, 
178168  E.  H  Fitt,  178167  J.  G.  Forbes,  178169  C  E.  Freeman,  184002  T.  L- 
Fliudt,  13985  R.  H.  Ferguson-Brown,  94  E.  C  Fey,  3328C8  A.  J.  Fisher, 
316140  J.  H.  Fee,  183004  F.  C  L.  Furse,  184001  L.  H.  Field,  178171  A.  H. 
Gale,  178170  J.  H.  George,  178466  D.  R.  Garrett,  184004  W.  G.  E.  Gale, 
1412  J.  M.  Gie,  S.  H.  Green,  213364  P.  A.  Gammill,  184007  C  L.  Godwin, 
184006  F.  M.  Geerdts,  1S4008  J.  L.  Goldsmith,  184009  B  R.  Gordon,  178176 

C.  F.  Heyns,  170174  S.  R.  Hogan,  178173  M.  C  Henry,  D.C.M.,  178177  K. 
A.  Hodgson,  184016  A.  T  Henderson,  178172  R.  A.  Heydenrych,  18401; 
L.  G.  Harling,  2143  R.  Hughes,  M  G.C,  33  C.  W.  Hooper,  184114  R-  Haw- 
thorne, 184015  A.  C.  Hellawell,  184016  V.  S.  Henderson,  184020  G.  N. 
Hornby,  184019  G.  W.  Holey,  S/S35386  B.  S.  W  Holden,  52640  H.  H. 
Jlutchings,  184012  N.  F.  Hanbury-Iving,  184021  H.  A.  Hoyer,  184018  A.  R. 
Hojem,  184026  C  E.  Jones,  107343  E.  W.  Jones,  184024  G.  St.  C.  James, 
184023  L-  A.  H.  Jackson,  4897  G  E-  Jobson,  184022  H.  C.  Jackson,  184025 
L.  W.  H.  James,  184026  C  E.  S.  Jones,  6173  F.  W.  Kurtz,  R.  R.  Kelly, 
384029  W.  L.  King,  184028  H.  G.  King,  F  Kingsley,  178186  R  F.  Lister, 
178187  R.  V.  Lotz,  178184  G.  Lewis-Williams,  184032  T.  L.  De  R.  Labistour, 
.^9299  J.  Laberge,  178185  G.  T.  Loser,  184036  C  Lowe,  184033  R.  C.  Lamb- 
son,  184034  E.  C  Leach,  184053  P.  J.  Le  Roux,  1840J7  h  E.  Lyons,  178193 
K.  A.  McLeod,  178191  R.  G.  F.  Murgatroyd,  178190  K.  McQuade.  1840^9 

H.  Maguire,  184048  G.  W  C  Moxley,  184038  S.  M.  McDonald,  316128  L. 
McCammon,  316135  F.  Mclnnes,  316106  R.  T.  McFarlane,  31612S  K.  F. 
Munroe,  184042  L.  P.  McGuire,  316129  C.  Marshall,  690370  W.  E.  May, 
184047  J-  Morton,  M2/ 152754  R.  i-I  .Murdoch,  M2/ 157729  C.  H.  TUelville, 
184043  B.  K.  Menne,  184044  D.  M.  Millar,  184046  L.  A.  E.  Moon,  184045 
A.  E.  Mitchell,  1S4041  E.  Martiudale,  W  F.  Nelson,  178198  J.  O'Reillv, 
178197  T  J..  Olver,  ^8199  H  A.  Oxenham,  17S195  W.  W.  Giver.  -,16002 
ft.  B.  O'Heir,  178196  C  P  .Orpen,  184050  H.  C.  Oates,  A.  L:  Povall  178204 

D.  H.  Paxton,  17S200  C  F.  J  Povail,  184059  H.  A.  Penfold,  316132  E.  F. 
Porter,  19S649  G.  R.  Pinkard,  316111  R.  F.  I'rentice,  576  W.  W.  Phillips, 
-,16133  A.  Peirce,  178201  H.  R.  Poulton,  171091  H.  C.  Pitman,  832298  H.  E. 
Petinas,  177072  K.  G.  Pursell,  G.  H.  Prevost,  184053  L.  J.  Poley,  V.  J. 
Phillips-White,  184051  G.  Payn,  171379  P.  W.  E.  Read,  178206  E  B.  Robson, 
178207  N.  McL.  Robertson,  S.  M.  Riddell,  541247  R  P.  Richardson.  513027 

.  N.  I.  Reed,  778161  R.  B.  Rae,  1261047  B:  C  Rochester,  R.  S.  Rachmann, 
148056  K.  A.  Rawlinson,  184058  T.  A.  S.  Ross,  L.  Ramville,  550222  C.  G. 
Roe,  17S210  C.  R  Sparkes,  M2/153041  J.  F.  Stephen,  M2/15341Q  G.  P. 
Spackman,  184063  R.  E.  Sherriffs,  193432  J.  Stewart,  184062  L.  L.  Shearer, 
if7i54  C.  A.  Schjolssth,  S00713  W.  C  Spettigue,  523767  D  M  Straehan, 
.'9139  j.  B  Symington,  184059  S.  G.  Saville,  184061  B.  C.  H  Schleicher, 
184779  J.  J.  Steytler,  184064  H.  L.  Somers,  184060  M.  Sewell.  18406';  J. 
Straw,  178208  B.  R.  Spencer,  178216  A.  W.  H  Tedder,  17*217  F.  W.  Tol- 
butt,  178215  J.  C.  Tindall,  178214  C  S.  Thome,  178218  C  Teubes,  793027 
T.  Troy,  2809  B.  Toy,  184981  C.  J.  R.  Taylor.  178229  G.  M.  Thornhill, 
-,10706  A.  Thomson,  184066  J.  J.  Turnbull,  178221  P.  A.  Van  Der  Byl, 
184067  A.  E.  Vaughan,  1476  A.  S.  Venter,  178222  M.  G.  Van  Renen,  A. 
Watt,  M.  Wolpert,  178224  F.  E.  K.  Wiener,  178223  L.  Wuister.  316115  R- 
Ware,  476822  T.  Williams,  -502  H.  Watkins,  ^16  V.  E.  Williams.  154676 
J.  J.  White,  489753  W.  A  Warner,  ,84071  ft.  V.  Whyi.e.  Zi8^  A.  C 
Walker.  184070  C  I..  Whitfield,  184068  L.  J.  Warren,  184071  A.  F.  Wright, 
184072  S.  C  Wigginton,  71  A.  R.  West,  -,16838  T.  P.  Wooding,  Feb.  15th. 

The  following  Cadets  are  granted  Hon.  commns  as  Sec.  Lts.  : — 17876; 
J.  M.  Rice,  Jan.  17th;  11 7244  F.  V.  Ames,  Feb.  19th;  52390  L.  Morris, 
March  2nd;  19018  W.  A.  Sharp,  March  5th;  157080  C  R.  Stainton,  March 
10th;  249124  E.  A.  Jerome,  March  20th;  33T78  W  .T.  Tredgett,  March  26th; 
89757.  R.  S.  Munday,  March  27th;  66300  E.  A.  Suter,  April  6th,  178012  L. 
R.  Jenkins,  April  nth;  '27167.  A.  E.  Jones,  April  21st;  291067  W.  A. 
Jacobs,  501,79  H.  Stanhope,  April  22nd;  85738  W.  ft.  Coates,  Anril  28th; 
176760  F.  B.  Dickie,  120644  V  L.  Taylor,  May  4th;  177941  K-  J-  Santer, 
May  6th;  30949  T.  Simpson,  May  nth;  181167  W.  C.  Hazclwood,  July  ist 
(substituted  for  notification  in  "Gazette.-  June  10th). 

Lt.-Col.  H.  C.  H  Hudson,  M.V.O.  (Capt.  (Bt.  Maj.),  Hussars),  relin- 
quishes his  commn.  on  ceasing  to  be  empld.,  June  17th. 

Temp.  Hon  Lt.  C  G.  Whinfrty  relinquishes  his  commn.  cn  ceasing 
to  be  empld..  June  30th. 

Transferred  to  unempld.  list  :— Maj.  C  L.  Baillieu,  from  (S.O.i  March 
27th;  Lt.  C  W.  Hogtr,  from  (S.O.),  April  23rd;  Capt.  M.  J.  Gold'ng,  from 
(S.O.),  May  20th,  Capt.  J.  M.  Mitchell,  M.B  E.,  from  (S.O.),  June  nth; 
Capt.  F.  T.  Bridger,  from  (S.O.),  June  15th. 

Air  Ministry.  July  4th. 
R.A.F. — The  following  temporary  appointments  are  made  at  the  Air 
Ministry  :  — 

Staff  Officers,  ist  Class.— (Air).— Lt.-Col.  A.  C  Winter.  O.B.E..  July 
ist,  vice  Maj.  H.  A  Moore,  C.B.E.,  M.C 

Staff  Officers,  2nd  Class— (Air).— Maj.  E.  J.  Hodsoll,  July  ist,  vie* 
Maj.  W.  J.  C  Kennedy-Cochran-Patrick,  D.S.O.,  M.C  (Q.)— Lt.  (Hon. 
Capt.)  H.  W  Clarke,  July  ist,  vicp  Capt.  Lord  St.  Oswald 

Staff  Officers,  3rd  Class— (Q.).-Lt.  F.  J.  Cooke,  July  ist,  vice  Lt  j 
(Hon.  Capt.)  H.  W.  Clarke. 

Staff  Officers,  4th  Class— (T.).— Sec.  Lt.  L.  B.  Hobgen,  Nov.  6th,  191S, 
and  to  be  actg.  Lt.  till  April  30th. 

The  following  temp,  appts  are  made:— Area  Comdr.— Col  (actg 
Brig. -Gen.)  C.  A.  H.  Longscroft,  C  M.G.,  D.S.O.,  A  F.C,  March  8th.  to 
retain  actg.  rank  of  Brig-Gen.,  and  to  be  graded  for  purposes  of  pay 
and  allces.  of  Mai. -Gen.  while  so  empld.,  vice  Col.  (actg.  Brig. -Gen.) 
P.  W.  Game,  C.B,.  D.S.O 

Group  Comdr.  (graded  for  pay  and  allces  as  Col.,  Staff).— Lt.-Col  . 
G.  W.  P.  Dawes,  D.S.O.,  June  25th. 

Flytng  Branch.— Lt.-Col.  (actg  Col.)  R.  H.  Clark-Hall,  D.S.O.,  to 
retain  actg.  rank  of  Col.  while  empld.  as  Col.  (A  and  S.),  June  5th. 

Lt.-Col.  C.  Bovill  to  be  Lt.-Col.  (A.),  from  (S.Q.),  May  23rd. 

Capt.  G.  H.  Bowman.  D.S.O..  M.C,  to  be  actg.  Maj  while  empld  33 
Maj.  (A ),  June  7th.  ,  ,  „ 

Cant.  T.  E.  Salt.  A.F.C,  to  be  graded  for  purposes  of  pay  and  allces. 
of  Maj.  while  empld.  as  Maj.  (A.).  May  ist. 

Cant.  (actg.  Lt.-Col.)  C.  E.  Wardle  to  be  Cant.  (A.),  from  (S.O.),  and 
to  relinquish  actg.  rank  of  Lt.-Col.,  March  24th. 

Lt.  H.  O.  Long  to  be  Lt.  (O  ),  from  (Ad.),  June  10th 

Sec.  Lt.  H.  J.  Ashley  to  be  Lt.,  April  31st  . 

The  following  relinquish  their  commns.  on  ceasing  to  be  empld.  :  — 


July  9,  1919 


The  Aeroplane 


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July  9,  1919 


Lt.  T.  W.  Morse  (Capt.,  Cent.  Out.  R.),  Oct.  24th,  1918;  Lt.  H.  Johnson 
(Capt.,  Can.  Fid  Art.),  Dec.  14th,  1918;  Sec.  Lt.  (Hon.  Lt.)  R  &  Arm- 
strong lit.,  Can  Art.),  Lt  (Hon.  Capt.)  R.  A.  Boger  (Maj.,  R.E.) 
April  14th;  Lt.  H.  C.  Sootheran  (Capt.,  W.  Ont.  R.),  April  23rd;  Lt 
K  L.  Baker  (Lt.,  W,  Ont.  R.),  April  25th;  Maj.  P.  C.  Sheeren  (Maj 
New  Brunswick  R.),  May  2nd;  Capt.  P.  B.  Tabernacle  (Capt.,  E.  Ont. 
K.),  May  7th;  Lt  J.  w  Langmuir  (Capt.,  Can.  Local  Forces),  May  30th; 
Lt  D.  A.  Gordon  (hi-,  Brit.  Col  R.),  June  3rd;  Sec.  Lt.  E.  A.  H  Good- 
win (Sec.  Lt.,  R.  Suss  R  ),  June  4th;  Lt.  C.  A.  S.  Bean  (Lt  ,  Brit  Col 
R.),  Sec.  Lt.  (Hon.  Lt.)  H.  S  Stidston  (Lt.,  Sask.  R.),  June  5th;  Sec 
Lt.  (Hon.  Lt.)  F.  G.  Black  (Lt.,  Cent.  Ont.  R.),  June  23rd;  Lt.  J.  A 
Parker  (Lt.,  R.  Scots  Fus.),  July  5th  (substituted  for  notification  in 
"  Gazette,"  June  13th). 

Transferred  to  the  unempld.  list  :— Lt.  E.  G.  Nuding.  Feb.  4th;  Lt 
I.  L.  Meares,  Feb.  7th;  Sec.  Lt.  G.  Lamont,  March  1st;  Sec  Lt  H  V 
Peeling,  March  14th;  Sec.  Lt  E.  L.  McCowan,  March  15th;  Capt  P 
Johnson,  March  28th;  Capt.  R.  Leckie,  D.S.O.,  D.S.C.,  D.F  C  ,  March 
31st;  Sec.  Lt.  W  A.  Jackson,  April  1st;  Sec.  Lt.  C.  Butcher,  April  3rd; 
Lt.  J.  Burness,  April  nth;  Sec.  Lt.  J.  R.  H.  Hall  (substituted  for  notifi- 
cation m  "Gazette,"  April  15th),  Sec.  Lt.  P.  G.  Horlington,  April  13th; 
sec  Lt.  W.  O'M.  Bedard,  April  15th;  Sec.  Lt.  J.  A.  MaeDonald,  April 
16th;  Lt.  W.  A.  Lane,  Lt.  P  D.  Learoyd,  April  17th;  Lt.  C.  C 
Jvens,  Capt.  G.  P.  Powles,  April  i&th;  Sec.  Lt.  C.  "S  Casev,  Sec  Lt 
R.  E.  Jellison,  Sec.  Lt.  T.  1.  Roberts,  April  19th;  Sec.  Lt  F  C  Powell 
April  strst;  Sec.  Lt.  (Hon.  Lt.)  J.  W  Lunn,  April  22nd:  Lt  B  s' 
Chantnl)  (Glos.  R.),  Apri)  23rd;  Sec.  Lt.  (Hon.  Lt  )  J.  Edwar  les,  MC  , 
Lt.  G.  D.  Jenkins,  April  24th;  Lt.  C.  H.  Dickins,  April  25th;  Sec  Lt 
D  McN.  Livingstone,  April  28th;  Sec.  Lt.  J;  Longley,  April  30th; 
Lt.  A.  C.  Lester,  May  3rd;  Lt.  S.  F.  Lvdon,  May  4th;  U.  R.  I  Dines 
(I  oud.  R.),  Sec.  Lt.  (Hon  Lt.)  C.  W.  Langdon,  Sec.  Lt.  G.  E  Pratt 
May  7th;  Lt.  R.  F.  Jenyns,  Capt.  C.  N.  Jones,  Capt.  H.  J.  Llovd,  Mav 
8th;  Sec.  Lt.  H.  A.  Hamlet,  Mav  10th ;  Sec.  Lt  A.  W  Green  Lt  A  E 
Lancashire,  May  14th;  Sec.  Lt.  R.  W.  L.  Peaison,  May  15th;  Sec  'Lt' 
G.  ET  Lewtas,  May  19th;  Sec.  Lt  J.  B.  Eberts,  Sec.  Lt.  F.  J.  Griffiths', 
Sec.  Lt.  A.  D.  Hollmgsworth,  Lt.  H.  T  Leslie,  Sec  Lt.  J.  B.  Jackson 
Sec  Lt.  L.  W.  Killeen,  Sec.  Lt.  R.  Smith,  May  20th;  Sec.  Lt.  P.  Mars- 
land,  May  21st,  Sec.  Lt.  R.  Shillinglaw,  May  24th;  Sec.  Lt  F  W  V 
Blommestem  (Lond.  R.,  T.F.),  Lt.  M.  Pennycock,  Sec.  Lt  A  W  Piper 
Sec.  Lt.  H.  N.  Thornton,  May  29th;  Lt.  (Hon.  Capt.)  T  E  Laing 
May  30th;  Lt.  A.  J.  R.  Adam,  Capt.  R.  V.  James,  D.F.C.,  Sec.  Lt  G  B 
Nicholas,  D.F.C.,  Lt.  S.  H.  Owens,  May  list;  Lt  H.  A  Love  Sec  'Lt' 
O.  Plant,  Sec.  Lt.  W.  F.  Woodland,  June  1st;  Lt.  E.  Foster,  Sec  Lt 
C  S.  Gordon,  Sec.  Lt.  N.  M  Harrison,  Lt.  J.  W  G  Price,  June  2nd" 
Sec.  Lt.  B.  Chadwick,  Lt.  J.  B.  Elliott,  Lt.  H.  S.  Goodliffe.  June  3rd; 
Sec.  Lt.  C.  L.  Henn,  Lt.-Col.  C.  F.  Pollock,  O.BE.,  Capt.  B.  A.  Smart, 
D-S.O,  June  4th;  Lt.  ICG  Simpson,  June  5th;  Sec.  Lt  R  Goldman, 
Lt.  W.  P.  Lester- Jones,  June  6th;  Sec  Lt.  J.  Forsyth,  June  7th;  Lt.  A.  E. 
Watkmson,  June  8th;  Sec.  Lt.  G.  M.  Jeffrey,  June  9th;  Sec  Lt  H 
Dabney,  Lt.  R.  L.  Dingley,  Sec.  Lt.  W.  Emerv,  Sec.  Lt.  R  H  Price 
Sec.  Lt.  W.  G.  Robinson,  June  10th;  Lt.  K.  L-  Grant,  Sec  Lt  H.  T  J 
.Tagger,  Capt.  C.  H.  Pixton,  Sec.  Lt.  R  T.  Tarrant,  Lt.  W.  T  Willcox, 
June  nth;  Sec.  Lt  W.  L.  Goddard  (Bord.  R.),  Lt  A  L  Pinkerton 
S?<\1£  2'  I^00'  a-  Sloan'  Junp  zzth-  Sc*  lit.  B.  C.  Oibaud,  Lt. 
W.  A.  E.  Taylor,  A.F.C.,  June  13th;  Lt.  S.  E.  Lawieuce,  LL  J.  S.  McNeil 
(R.E),  Sec.  Lt.  D  M.  Preforms,  Sec.  Lt  J.  W.  W.  Probert  Lt  C  R 
Thompson,  D.F.C.,  Sec.  Lt.  S  T  Woodyatt,  June  14th;  Sec'  Lt  V  B 
Pare,  June  16th;  Sec.  Lt.  T  H.  Pearson,  Lt.  P  H  West  (E  Surr  R 
T.F.),  June  17th;  Lt.  E.  H.  Lawfjrd,  Tune  18th  :  Sec.  Lt.  T.  A  Bowditch' 
Lt.  L.  E.  Gawthorne,  Sec.  Lt.  H.  J  Marshall,  June  19th;  Lt  F  H 
?fVeA  £  B-'  Gates'  D  F  C  '  A-  &-  Love,  Lt.  N  B.  Lovemore; 
Lt.  G.  P.  Morris,  Sec.  Lt.  K.  G  Vandervord.  June  20th;  Sec  Lt  S  B 
Atkinson,  Sec  Lt.  (Hon.  Capt.)  A.  M.  F.  Hill,  Cant.  W  G  Pigott  Sec 
Lt  M  A.  Price,  June  21st;  Lt.  W.  E.  Grav,  D  F.C.,  Tune  :2nd;  Capt 
E.  R.  M.  Griffin,  Lt.  C.  W  Peckham,  Lt  H.  W  Phear  (R.F.A.)  June 
2?rd;  Lt  H.  S.  Preston,  June  24th;  Sec  Lt  J.  T).  O'Brien-Saint  Sec  Tt 
A.  B.  Williams,  June  28th;  Sec.  Lt.  E.  J.  Add:son,  July  2nd. 

Capt.  A.  E.  Godfrey,  M.C.,  A.F.C.,  relinquishes  his  commn.  on  ac- 
count of  ill-health,  and  is  gi anted  the  rank  of  Maj...  June  25th. 

Capt.  T.  G.  M.  Stephens  relinquishes  his  commn.  on  account  of  ill- 
health  contracted  on  active  service,  and  is  permitted  to  retain  his  rank 
June  26th.  ' 

Sec.  Lt.  E.  H.  Fry  lelinquishes  his  commn  on  account  of  ill-health, 
and  is  permitted  to  retain  his  rank.  June  24th 

Sec.  Lt.  W.  C.  Treen,  M.C.,  D.F.C.,  D.C.M.  (R.F.A.),  relinquishes  his 
commn.  on  account  of  ill-health  caused  by  wounds,  June  20th 

The  initials  of  Lt.  (actg.  Capt.)  E.  C.  Morris  are  as  now  described 
and  not  "  E.  E,"  as  stated  in  "Gazette"  of  May  oth. 

The  initials  of  Sec.  Lt.  F.  N.  Hargreavcs  are  as  now  described,  and 
not  "  F.  V.,"  as  stated  in  "  Gazette  "  of  Mav  13th 

The  initials  of  Sec.  Lt.  I.  D.  Macintyre  are  as  now  described,  and 
not  "J.  D,"  as  stated  in  "  Gazette  "  of  May  16th. 

The  initials  of  Sec.  Lt.  S.  G.  Cockburn  are  as  now  described  and 
not  "F.  O,"  as  stated  in  "Gazette"  of  Mav  20th. 

The  initials  of  Sec.  Lt  R.  E.  Barrett  are  as  now  described,  and  not 
as  stated  in  "  Gazette  "  of  May  23rd. 

The  initials  of  Sec.  Lt.  J.  H.  Perring  are  a=  now  described,  and  not 
"G    H.,"  as  stated  in  "Gazette"  of  Mav  20th. 

The  initials  of  Sec  Lt  F.  N.  York  are  as  now  described  and  not 
"  F.  W._,"  as  stated  in  "  Gazette,"  May  23rd. 

The  initials  of  Lt.  J.  A.  N.  Fleming  are  as  now  described,  and  not 
"J.  A.,"  as  stated  in -"  Gazette,"  May  27th. 

The  surname  of  Lt.  F.  W.  Trend  is  as  now  described,  and  not 
"  Trench,"  as  stated  in  "  Gazette,"  Mav  9th. 

The  surname  of  Lt.  W.  H.  Kilett  is  as  now  described,  and  not 
*•'  Relett."  as  stated  in  "  Gazette,"  May  13th. 

The  surname  of  E.  W.  Everiss  is  as  now  described,  and  not 
"Encriss,"  as  stated  in  "Gazette."  Mav  20th 

The  surname  of  Lt.  A  W.  Malsnn  is  as  now  described,  and  not 
"  wato-vn  »  ,-,<;  stated  in  "  Gazette,"  May  23rd. 

The  surname  of  Lt.  A.  V.  Wells  is  as  now  described,  and  not  "Wills" 
as  stated  in  "  Gazette,"  May  27th. 

The  name  of  Sec.  Lt.  J.  MeRobb  is  as  now  described,  and  not  "  J  M 
Robb,"  as  stated  in  "  Gazette,"  May  20th. 

The  notification  in  "Gazette,"  March  nth,  concerning  Sec.  Lt.  A.  R. 
Giroux  is  cancelled  (substituted  for  notification  m  "  Gazette,"  April 
nth). 

The  notification  in  "Gazette,"  March  iSth,  concerning  Sec  Lt.  F.  W. 
V.  Blommestein  is  cancelled 

The  notifications  in  "Gazette,"  April  rst.  concerning  the  indermen- 
tioned  officers  are  cancelled  :— T.t.  R.  A.  Maddock,  Lt.  W  C.  McMurray. 
_  The  notification  in  ■"  Gazette,"  May  27th,  concerning  Lt.  O  A  Moore 
is  cancelled. 

The  notification  in  "Gazette,"  June  27th,  eon?einintr  Lt.  R  C  F. 
Nailer  is  cancelled 

Administrative  Bkanch. —Cants,  to  be  Capts.,  from  (S  O  )  :— E  R 
Whitehouse.  April  nth;  A.  P.  M.  Sanders  (on  reduction  of  estab  )  Mav 
1st;  F  J.  Gray,  O.B.E.,  June  1st. 

R-Tuttle,  T>.C.M.  (Capt.  and  Qrmr.,  R  Berks  R.l,  is  gianted  a  temp 
commn.  as  Capt.,  April  1st,  1918. 

£ts   'A  )  to  be  Lts  : -A   L.  C   Hartland-Rowe,  Sept.  -,rd,  I91R  (sub 


stituted  for  notification  in  "  Gazette,"  Oct.  22nd,  1918) ;  J.  D.  G.  MacRae, 
June  1 8th 

Lts.  to  be  Lts.  :— A.  A.  Kennedy,  from  (S.O.),  April  28th;  F.  D  Wright, 
fiom  (K.B),  June  19th. 

Sec.  Lt.  (Hon.  Lt.)  G.  Simmers  to  be  actg  Lt  while  empld  as  Lt.„ 
from  Feb   1st  to  April  30th. 

Sec.  Lt.  H.  A.  Pippett  to  be  actg.  Lt.,  without  pay  and  allces  of  that 
rank,  whilst  empld.  as  Lt.,  from  Sept.  16th,  1918,  to  April  30th. 

Sec.  Lt.  (Hon.  Lt.)  G.  Dodds  to  be  Sec.  Lt.  (Hon.  Lt.),  from  unempld. 
list,  March  24th,  prec.  next  below  D.  H.  C.  Newth. 

Sec.  Lt.  F.  H.  M.  Francis-Hawkin«  (late  Gen.  List,  R.F.C.,  on  prob.) 
is  confirmed  in  rank  as  Sec  Lt.,  Sept.  iSth,  1918. 

The  following  relinquish  their  commhs.  on  ceasing  to  be  empld.  :  — 
Lt.  S.  H.  Evans  Sec.  Lt,  N.  Staffs  R.),  Aug.  26th,  1918;  Capt.  H.  S. 
ISlockey  (Capt.,  S.  Staffs.  R.),  June  23rd 

Transferred  to  unempld.  list: — Sec  Lt.  H.  I.  Dowell,  Jan.  17th;  Lt. 
W.  C.  McMurray,  Feb.  23rd;  Sec.  Lt.  J.  Martin,  M.M.,  Marea  3rd;  Lt. 
W.  H.  McGee,  March  5th;  Lt.  R.  A.  Maddock,  March  18th;  Lt.  W.  L. 
Roblon,  March  19th  (substituted  for  notification  m  "  Gazette,"  April 
4th);  Lt.  P.  F.  Lines,  March  26th;  Lt.  J.  B.  Jackson,  April  nth;  Sec. 
Lt.  O.  L.  Jones,  Sec.  Lt.  A.  C.  Lamb,  April  22nd;  Sec.  Lt.  G.  A.  Lamas, 
April  24th;  Lt.  G.  N.  Jackson,  April  25th;  Capt.  J  F.  Hay,  Lt.  K.  S. 
Sexton  (W.  Rid.  R.,  T.F.),  May  1st;  Sec.  Lt.  C.  E.  Haines,  Mav  2nd; 
Lt.  E.  C.  Haggart,  May  6th;  Sec.  Lt  G.  E  Leaman,  May  13th;  Lt. 
A.  E.  Dyer,  May  14th;  Sec.  Lt.  R.  H.  Staines,  May  20th;  Sec  Lt  D.  P 
Scott,  May  29th;  Sec.  Lt.  L.  S.  Webb,  June  3rd;  Lt.  T.  B.  W.  Spencer, 
June  4th ;  Sec.  Lt.  W.  W.  Pritchard,  Sec.  Lt.  H.  S.  M  Papplewell, 
June  8th;  Lt.  (Hon.  Capt.)  J.  I.  C.  O.  Gairdner,  June  nth;  Sec.  Lt. 
(Hon.  Capt.)  T.  Sutherland,  June  12th;  Sec.  Lt.  S.  R.  Mustoe,  June  nth; 
Capt.  E.  A.  Nash,  June  15th;  Lt.  R.  C.  F.  Nailer,  Sec.  Lt  H.  West, 
June  17th;  Capt.  O.  C.  Purnell,  June  20th;  Lt.  H.  W.  Piper,  June  30th. 

The  initials  of  Lt.  R.  S.  C.  D.  Ashby  are  as  now  described  and  not  as 
stated  in  "  Gazette,"  May  27th. 

The  notification  in  "  Gazette  "  of  March  4th  concerning  Sec.  Lt.  L.  H. 
Meyer  is  cancelled 

The  notification  in  "Gazette"  of  March  .25th  concerning  Lt:  S.  F.  _ 
Thompson  is  cancelled. 

The  notification  in  "  Gazette "  of  May  6th  concerning  Lt.  W.  TJ- 
ITughes  is  cancelled. 

The  notification  in  "  Gazette  "  of  May  23rd  concerning  Sec.  Lt.  (actg. 
Capt.)  W.  Lienard,  M.B.E-,  is  cancelled. 

The  notification  in  the  "  Gazette  "  of  June  27th  concerning  Sec.  Lt. 
J.  Dale  is  cancelled. 

Technical  Branch. — Lt.  (Hon.  Capt.)  (actg.  Capt.)  W.  F  Smith  to  be 
actg  Maj.  whilst  empld.  as  Maj.,  Grade  (A.),  from  Sept.  9th,  1918,  to- 
April  30th. 

Lt.  G.  G.  Bailey.v  D.F.C.,  to  be  Lt.,  Grade  (A.),  from  (Ad.).  May  24th. 

Sec  Lt.  H.  Nixon  to  be  Sec.  Lt,  Grade  (B.'l,  from  (Ad.),  June  20th. 

Sec.  Lt.  E.  G.  Hellard  date  Gen  List,  R.F.C.,  on  prob.)  is  confirmed 
in  rank  as  Sec.  Lt.,  Grade  (A.),  Mav  14th,  1018. 

Sec.  Lt.  (Hon  Capt.)  C.  B.  Dick-Cleland  (Capt.,  N.Z.A.S.C.)  relin- 
quishes his  commn.  on  ceasing  to  be  empld.,  Maj'  2nd 

Transferred  to  unempld.  list  : — Capt.  (Hon.  Maj.)  J.  G.  Y.  Delmar- 
Morgan,  Jan.  21st;  Capt.  S.  P.  Martin,  Feb.  2nd;  Sec  Lt  (Hon.  Lt> 
A.  R.  Handcock,  Feb.  15th;  Lt.  H,  V.  Manlv,  March  28th;  Sec.  Lt. 
S.  J.  Laidler,  April  10th;  Capt.  W.  G.  Cleghorn  (R.G.A.,  T.F.),  AnriV 
23rd;  Capt.  A.  II.  Hayes,  May  21st;  Capt.  H.  M.  Lyons,  Mav  30th; 
Capt.  F.  D.  H.  Bremner,  Lt.  S.  P.  Dobbs,  May  21st;  Sec.  Lt  (Hon.  Lt.) 
R.  P.  N.  Dunphv,  June  2nd;  Lt  H.  C.  Roberts,  June  9th;  Lt.  E.  P. 
Jay,  Lt.  L.  J.  Pibworth,  June  nth;  Sec.  Lt.  F.  C.  Layton,  Lt.  S.  S. 
Tyler,  June  12th;  Sec.  Lt.  O.  W.  Penny,  June  16th;  Capt.  F.  J.  H. 
Palmer,  June  17th:  Capt.  A.  J.  Dreydel,  June  21st;  Lt  S.  F.  Feast,  June 
22nd;  I,t.  F.  W.  Helsby,  June  24th;  Lt.  C.  J.  Pender,  June  25th;  Capt. 
J.  K.  Mountain,  June  29th. 

Lt.  (Hon.  Capt.)  C.  A.  E.  Lloyd  relinquishes  his  commn.  on  account 
of  ill-health,  and  is  granted  the  rank  of  Maj..  June  24th. 

Cant.  R.  C.  Gallop  (Scottish  Rif.)  resigns  his  commn.,  and  is  per- 
mitted to  retain  his  rank,  July  5th. 

Cant.  B.  May  (R.  W.  Kent  R.)  relinquishes  his  commn.  on  account  of 
ill-health  contracted  on  active  service,  June  1st  (substituted  for  notifica- 
tion in  the  "Gazette"  of  April  23th). 

Tim  initials  of  Sec.  Lt.  R.  B.  Cherry  are  as  now  described,  and  not 
"  R.  O.  ,"  as  stated  in  the  "  Gazette  "  of  May  9th 

The  initials  of  Sec.  Lt.  L.  T.  W  Sanderson  are  as  now  described,  and 
not  "  L.  T.  K.,"  as  stated  in  the  "  Gazette  "  of  May  20th. 

The  surname  of  Sec.  Lt.  R.  G.  Wells  is  as  now  described,  and  not 
"  Wills,"  as  stated  in  "  Gazette,"  May  20th. 

The  notification  in  "Gazette,"  May  13th,  concerning  Sec.  Lt.  H.  J. 
Wadkin  is  cancelled. 

The  notification  in  "  Gazette,"  June  13th,  concerning  See.  Lt.  J.  Dale 
is  substituted  for  the  notification  in  "  Gazette,"  May  27th. 

Phvstcal  Training  Branch. — Lt.  G.  T,.  Moss,  M.C.,  is  transferred  to- 
unemnld.  list,  June  2nd 

Medical  Branch. — Transferred  to  unemnld.  list  : — Capt.  R.  G.  Lyster„ 
Anvil  Sth;  Cant.  P.  L.  Moore,  Maj.  H.  Pritchard,  June  rst. 

Dental  Branch. — G.  F.  Charles  is  granted  a  temp,  commn.  as  Lt.,. 

Julv    I  St. 

Memoranda. — Sec.  Lt.  (actg.  Capt.)  W  Lienard,  M.B.E.,  to  be  Lt.t. 
Feb.  24th.  and  to  retain  his  actg.  rank  till  Anril  30th. 

The  following  Overseas  Cadets  are  granted  temp,  commns.  as  Sec 
Lts:—  116214  R.  W.  Atkinson,  1082165  T  S.  Bailey.  82493  E  C.  Braund. 
0270  A.  O.  Bower,  ia6i  H.  S.  Cowner,  15464;  R-  S.  Chisholm.  $icn7X 
T  Y.  Crver.  40346  J.  Colling,  767137  B.  J.  Colin,  2826s  E  P  Croll.  316122 
P.  W  Douglas,'  175026  F.  T.  Everett.  43866  V.  B  J.  Fenelon,  110088  P. 
St.  Hill.  T-.764Q  S.  H.  Kirtker,  4617S2  W.  P.  Lund.  134227  K.  P  Mclntee. 
767416  E.  McTurk.  176012  H.  Newell,  :-5?6u  C.  G  Smith,  316407  J.  A. 
Trotter.  TT0671  H.  E.  G.  Upton,  V.  E.  Williams,  Feb.  13th. 

The  following  Cadets  are  granted  hon  commns.  as  Sec.  Lts.  : — 72710 
W.  H.  Whiteside.  Feb  77th;  54^15  J.  S  Bruce,  Feb.  21st:  117522  M. 
Back,  5oX8o  C.  Childs.  117623  J.  Haldane,  Feb.  22nd;  110359  A.  E.  Calow. 
173694  R.  Green-Armitace.  176240  J.  W.  Hobsou,  03481  R.  E.  Mason, 
100913  T  C.  Nicholson.  4548  W.  E.  Orchard,  114320  D.  II.  S.  Sanderson. 
Feb.  2-^th:  128707  H.  H.  McConchie,  Feb.  24th;  717766  A.  E  V.  Barton. 
7285ro  'r.  W.  H  Chichester,  357050  E  T.  Morgan,  87068  W.  Newton, 
Feb.  28th:  1376.58  B.  A  Botwood.  203288  R.  Giltrow.  55/62S  G.  Gasches, 
March  Tst  ■  176206  J.  C.  Bewick,  64477  C.  K.  Heath.  1761:41  G.  M  Johnston, . 
14660  T.  Sissum,  19837  W.  A.  Watson,  March  4th;  12666  S.  L.  Bishop, 
547m  A.  T.  Parsons,  227744  J.  C  Wade.  March  6th;  13057  .T.  S.  Brewer, 
108186  P.  F.  "Cherriman.  9755?  G.  W  Delaney,  215598  R.  Fellows,  Zrw 
E.  E.  Gardner,  51403  R.  M.  TTood,  2o?t6->  \.  Makepeace.  51^815  J.  H. 
Mason,  6/18741  J.  K.  Ro=evear,  128086  T.  Snarks.  March  7th:  15-1-7- 
W.  E.  J.  Barry.  594658  S.  G  T.  Gogswell.  -0/156,65  T.  S.  Hamilton,. 
26-57?  P.  Lancaster.  170211  I.  Pady.  110860  C.  Parker.  aos8«5  F  Wilson, 
March  8th:  2T4808  E.  S.  Bestwick,  100646  J.  T.  Edwards.  137436  *£' 
Prosser.  1 76106  T.  E.  Tibbert,  175710  G.  R  Mountford,  March,  10th ; 
T75?6<  J.  TT.  Barton,  13726?  E.  V.  Grudge.  175382  W.  E.  Pavies  12881.1 
E.  W.  Ditehbourn,  381/10  F.  D.  Tames,  March  nth:  117707  L.  Balfr->v, 
«o-><M-i  T.  Crawford.  A..  Healev,  110176  E.  F.  Knight.  52657  N.  T\ 

Sellars,  kt^  T).  Smith.  82616  W.  Storr,  March  nth:  624.5.?"  T!.  G-.  Coch- 
rane  176082  B    W.  Cross,  TI7^?7  E    Corvsr-n,  «26o?-,  G.  F.  Elliott  15777- 


July  g,  1919 


The  Aeroplane 


% 


V"; 


Throughout  the 
critical  first  three 
years  of  the  war,  when 
Britain  was  achieving 
her  air  supremacy,  she 
was  flying  on  "Shell 
and    "Shell"  alone. 

"SHELL" 

AVIATION  SPIRIT 

"Shell'  Mark  ting  Co.,  Ltd.,  Parker  St., 
Kingsway       -      -       London.  W.C.2. 


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Airplanes  and  Airships. 

gEKTi*  HAROLD  TOWNEND,  LTD.  ^  «-ur, 

(2  lines.)   (Managing Director:  HAROLD  TOWNEND.)  London." 
ABCHURCH    LANE     KING   WILLIAM  STRBET, 
LONDON,  E.C. 
FOUNDED  1904. 


•  3- 


The  National  Provincial  and 

Union  Bank  of  England,  Limited. 


Subscribed  Capital 
Paid-up  Capital 
Reserve  Fund 


£28,284,420. 
£5,476,884. 
£4,000,000. 

HEAD   OFFICE:     15,    BISHOPSGATE,    LONDON,    E.C.  2 

With  numerous  Branches  in  England  and  Wal^s. 
French  Auxiliary  :  LLOYDS  BANK  (France)  and  NATIONAL  PROWNCIAL  BANK  (France)  LIMITED. 


UNLIMITED  LENGTH  with  INCREASED  STRENGTH 


SPARS 
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CRADOCKS  STEEL  STRANDS  8  CORDS 

X?r\T*  *  \ TJ  A  Tt/"\ NT  A  CPCTI  A  I  ITV  composed  of  tinned  steel  wire  of  the  highest 
rUK  AVlAllvHN  A  OrELlALl  1  I.     quality  to  admiralty  and  r.a.f.  specification. 

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t.  eas°tTnd°af avenue.  GEORGE  CRADOCK  &  Co.  LD  Wakefield 


KINDLY    MENTION    "THE    AEROPLANE"    WHEN    CORRESPONDING    WITH  ADVERTISERS 


The  Aeroplane 


July  g,  19 19 


A  J.  R.  Moas ,  March  itth;  117604  H.  Lund,  March  i&th;  11403  E.  E- 
V?  '  u  7IA  C-  R  ,H-  Morley.  69634  V.  W.  Neate,  160286  S.  W.  Smith, 
March  20th,  1100x6  y  E.  Barker,  4241  A.  Hunt,  Match  21st;  176227  A  S 

\ %  I7j!rI0l^--  H-  Lyne-  'S110  A-  O.  A,  Rollard,  71808  C.  A.  York, 
10629  R  M  Williams,  March  22nd;  1762.84  W.  B.  Thompson,  March  25th' 
149450  w.  J.  Angove,  175039' R.  Benson,  175166  X.  E.  Buncle,  117S26  C  E 
h,03[J.nJ5"E-  M.  Cheers,  518  J.  S.  Clarke,  rSn7  R.  G.  Goodaere,  6342 
wn?^  -vhrlaSl,  lrsVL4  °-  T„-  Peard'  53900  H.  E.  Rogers,  17506c  R.  A.  B. 
Williams,  March  27th;  02682  A.  McO.  Galbraith,  M2/ 021380  A.  Peart 
87076  _W.  C.  Spriggs,  March  28th;  683557  W.  T  Ballisat,  244131  E 
Bungay,  117708  A.  J.  Creek,  240013  II.  W.  Revell,  March  29th:  2101s  V 
Davey  175S10  H.  W.  Evans,  F379  R.  F.  Oliver,  April  1st;  118431  s' 
Ploughman,  April  .2nd;  5/10=008  C.  L  Atkinson,  110680  W.  J.  Bevan 
l  4t?r  Brookes.  25302  F.  R.  Buckland,  102511  R.  A    Clarke,  13936 

^-rGl}}'  tV-0705  B-  T-  Hl11'  "7890  G.  H.  Hollis,  123104  R.  B.  Harrisdn, 
25686  L.  Q  Hignell,  40532  A.  E.  Howarth,  117563  S.  E.  Lewis,  14640  G  D 
Levm,  1388  H.  Maynard,  117322  R.  A.  Murray,  110064  J.  Nixon,  12876a 
?'  T?°^er5eld-  91973  E-  F-  p"deaux,  320475  J.  T.  Pike,  433/4^010 
G  K.  R.  Roberts,  200225  F.  V.  Shepherd,  48411  A.  R.  Smith,  98078  H.  D. 
Wilson  April  3rd;  240017  E  A.  Brinkman,  9/921275  E.  C.  Edmonds, 
23471  V.  G.  Hervien,  128649  J.  H.  Johnson,  1/19760  H.  G.  Martin 
110862  J.  Manson,  63394  J-  A.  Ogden,  52667  F.  H.  M.  Wilson,  April  4th' 
110321  W.  I.  Adam,  16602  F.  R.  Banks,  110406  R.  Cook.  11844  S.  B 
Edwards,  225990  H  W.  Fenwick,  13085  T.  A.  S.  Harpham,  10/90376 
&"  V;  J-  JenmnSs.  -10/91332  R  X.  Rodgers,  556755  C.  E  Stevens,  23211 
C.  V.  Starr,  117745  W.  H.  Westgate,  April  sth;  176235  E  P.  Geary, 
200973  E  Home,  138229  J.  W.  V.  P.  Jennings,  137443  T.  E  J.  Pearl 
g52X4  H.  Roy,  73702  R.  P.  B.  RadclifTe,  r 37458  E.  E  Spidy.  11041s 
H.  F.  W.  Thellussun,  April  7th;  12012  H.  Paiker,  51736  S.  Waite  April 
10th;  413744  P-  J  Harrex,  M/204538  W.  R.  Johnston,  137415  N.  Lyall, 
175222  L.  Schofield,  175665  J.  E.  Stone,  April  nth;  9179  R  N.  Catlev, 
100612  J.  B.  MacCallum,  175032  X.  H.  C.  league,  April  14th;  43707  A  S 
Rogers,  April  16th;  73194  E.  S.  Elliman,  April  26th;  171288  P.  Fothergill, 
April  29th;  M/517435  D.  H.  G.  Richardson,  May  3rd;  M/324726  S.  H 
Foster,  50192  P.  Nunns,  May  6th;  110560  T.  C.  Callaghan,  May  nth- 
831637  W.  L.  Harris,  May  14th;  W.  H.  Bradstock,  F/ 25073  F.  G.  Chap- 
man, 176410  A.  J.  Coveney,  200041  L.  E.  Gosby,  C.  S.  North,  176131 
M.  H.  Thomson,  176143  R.  1_.  Wilkinson,  189933  H.  M.  M.  William's 
May  17th;  176875  C.  H.  Hiscock,  May  20th;  110184  C.  E.  A.  Carney, 
230588  A.  D.  Lock,  155129  V.  M.  Richards,  177989  F.  T.  Stone,  10655  W.  S 
Venn,  May  21st:  78252  R.  A   J.  Roff,  May  25th. 

Temp.  Hon.  Lt  M.  P.  Holmes  relinquishes  his  commn.  on  ceasing  to 
be  enipld.,  Feb.  16th. 

Transferred  to  unempld.  list  :  -Lt.-Col.  C.  H.  Meares,  May  1st;  Sec. 
Lt.  H.  M.  Piper,  from  (S.O.),  May  24th,  Lt.  G.  E.  Moore,  from  (S.O.). 
Sec.  Lt.  A.  K.  Spens,  from  (S.O.),  May  31st;  Capt.  H.  R.  Radford 
(Lond.  R.,  T.F.).  from  (S.O.),  June  4th,  Lt.  E.  G.  Roberts,  from  (S.fU. 
June  7th;  Lt.  (Hon.  Capt.)  G.  W.  Rogers  (N  Staffs.  R.),  from  (S.O.), 
June  19th. 

The  notification  in  "Gazette,"  March  7th,  concerning  Sec.  Lt.  faclg. 
Capt.)  W.  Lienard,  M.B.E.,  is  cancelled. 

Sec.  Lt.  C.  W.  Kerr  to  lake  rank  and  prec.  as  if  his  appt  as  Sec.  Lt. 
bore  date  March  22nd,  19 18. 

The  notification  in  "  Gazette,"  June  fith,  concerning  184268  Cadet 
P.  H.  Mellet  is  cancelled. 

*  ,  *  * 

The  Air  Ministry  made  the  following  announcement  on  July  7th  . 

The  Air  Council  invites  applications  from  duly  qualified  men 
for  appointment  as  Commissioned  Dental  Officers  at  a  salarv  of 
one  pound  per  diem,  together  with  a, war  bonus  o::  28s.  per  week, 
and  certain  allowances  where  quarters  are  not  available.  Suc- 
cessful applicants  will  be  required  to  engege  under  contract  for 
12  months  or  until  their  services  can  be  dispens2d  with,  Whichever 
will  happen  first,  ana  will  be  granted  an  outfit  allowance  of 
thirty  pounds. 

Applications  should  be  made  to  the  Secretary,  Medical  Depart- 
ment, Air  Ministry,  London. 

.  *       *  * 

The  Home  Secretary  stated  on  July  4th  that  the  W.R.A.F. 
will  not  be  disbanded,  as  this  corps  is  able  to  perform  duties  for 
which  women  are  better  suited  than  men. 

*  *  *• 

The  London  "Evening  News"  understands  that  S?lisbury  Plain 
has  been  selected  as  the  peace-time  central  training  depot  of  the 
Royal  Air  Force.  The  various  establishments  in  different  parts 
of  the  country  are  being  transferred  there  as  rapidly  as  possible. 

It  is  believed  that  only  400  permanent  commissions  in  the 
R.A.F.  will  be  granted,  but  about  3,000  officers  will  he  offered 
commissions  for  a  period  of  four  vears. 

[This  should  be  taken  for  what  it  is  worth.  It  has  not,  so  far, 
been  officially  confirmed. — Ed  ] 

*  *  * 

On  July  4th,  Lieut.  King,  R.A.F.,  met  with  an  accident  while 
flying  at  B'rooklands.  His  machine,  in  falling,  narrowly  missed 
some  cottages  and  struck  a  tree,  near  Plough  Bridge,  B'yfleet. 
Mr.  King  was  taken  to  the  hospital  suffering  from  bruises. 

*  *  * 

The  following  are  the  competition  results  of  Royal  Naval,  MLT- 
tary,  and  Air" Force  Tournament: — 

July  2nd. — Wheel  Changing  and  Driving  Competition  by 
Women  Motor  Drivers. — 1,  Women's  Legion,  marks  2i|,  time 
of  wheel  changing,  70  sees.  ;  2,  Women's  Royal  Air  Force, 
marks  20I,  time  of  wheel  changing,  85  sees. 

Wheel  Changing  and  Driving  Competition  by  Women  Driver1-. 
— The  Women's  Legion  and  the  Voluntary  Aid  Detachment  tied 
for  first  place  with  22  marks  each.  The  Women's  Royal  Air 
Force  was  second  with  2i£  marks. 

July  3rd.— Wheel  Changing  and  Driving  Competition  by 
Women  Motor  Drivers. — Women's  Legion,  20$  marks  (time  in 
wheel-changing,  75  sees.),  1  :  V.A.D.  (General  Service  Section), 
20  marks    time,  78  sees.),  2  ;  Women's  R.A.F.,  18  marks  (time, 


90  sees.),  3;  Women's  R.N.S.,  16  marks -('time,  94  sees.),  4; 
(J.M.A.A.C.,  14  marks  (time,  118  sees.),  5. 

July  4th. — Wheel  Changing  and  Driving  Competition  by  Women 
Motor  Drivers. — Q.M.A.A.C.,  i8|  marks,  time  of  changing,  S9 
2-3  sees.,  Women's  Legion  and  W.R.A.F.,  tied  for  second 
place  with  17!  marks,  time  S7  sees. 

July  5th. — Wheel  Changing  and  Driving  Competition  by 
Women  Motor  Drivers. — Q.M.A.A.C.,  21  mirks,  time  in  wheel 
changing,  80  1-5  sec,  1st ;  Women's  Legion,  21  marks,  time  in 
wheel  changing,  74  sec,  2nd;  W.R.A.F!,  20  marks,  time  in 
wheel  changing,  75  3-5  sec,  3rd;  V.A.D.  (General  Service  Sec 
tion),  19  marks,  time  in  wheel  changing,  83  sec  ,  4th;  W.R.N.S., 
13!  marks,  time  in  wheel  changing,  ioisec,  5th. 

W.R.N.S.  and  W.R.A.F.,  22  marks  each,  tied  for  first  place; 
O.M.A.A.C.  and  Women's  Legion,  21-f  marks  each,  tied  for  2nd 
place;   V.A.D.  (General   Service   Section),  3rd. 

The  final  of  the  teams  is  ;  Women's  Legion,  total,  165J  marks, 
1st;  W.R.A.F.,  163  marks,  2nd;  Q.M.A.A.C.,  158  marks,  3rd; 
V.A.D.  (G.S.  Section),  152I  marks,  4th:  W.R.N.S.,  142J 
marks,  5th. 

Tug  of  War  (130  stone)  by  Navy,  Army,  and  Air  Force  Teams  : 
No'.  5  Stores  Depot  R.A.F.  (Earl's  Court)  beat  H.M.S.  "Erebus" 
(Sheerness)  by  two  pulls  to  nil. 

July  7th.— Women's  Motor  Driving  and  Wheel  Changing  Com- 
petition.— 1,  Women's  Legion  Motor  Drivers  (Miss  S.  Egan,  Miss 
G.  Garden),  165I  points,  fastest  time  wheel  changing,  74  seconds, 
by  Miss  Egan  ;  2,  Women's  Royal  Air  Force  (Miss  H.  Cross, 
Miss  H.  Wight),  163  points,  fastest  time  wheel  changing,  75  3-3 
seconds,  by  Miss  Cross. 

FRANCE. 

The  "Petit  Journal"  of  July  3rd  confirms  the  report  that  ihe 
Government  has  decided  to  appoint  Aeronautical  Attaches  to  the 
French  Embassies  and  Legations  in  Allied  and  Associated  coun- 
tries. 

The  first  Aeronautical  Attache  to  Washington  is  Captain  Guy 

tie  Lavergne. 

The  follow  ing  has  been  received  from  our  Pans  correspondent  : 
Nungesser,  back  again  in  Paris  from  a  little  trip  to  London, 
is  spreading  his  delight  to  all  his  French  comrades,  anent  the. 
maniability  of  the  Bat  people's  "  Bantam,"  which  he  flew  whilst 
in  England  and  with  which  he  was  extraordinarily  delighted. 
He  said  it  could  be  handled  more  easily  than  any  of  the  120 
different  types  of  machines  he  had  previously  flown,  and  if  war 
bi  oke  out  again  he  could  think  of  nothing  more  amusing  than 
to  fly  a  "  Bantam  "  and  get  a  roving  commission  from  the 
French  Government  to  go  up  and  down  the  lines  on  his  own 
account  killing  Huns.  He  reckons  that  with  the  Bantam  he 
could  collect  Huns  at  twice  his  pre-Armistice  speed. 

Contrary  to  expectation,  it  is  now  established  that  Garros  was 
not  killed  by  a  German  bullet,  but  was  the  victim  of  his  own 
inventive  and  perfective  instinct.  In  order  to  obtain  a  quicker 
rate  of  fire  from  his  guns  firing  through  the  airscrew  he  had 
made  several  modifications  to  his  machine.  At  the  moment 
that  he  attacked  a  Boche,  nosediving  with  the  motor  full  on,  the 
synchronisation  of  the  speed  of  fire  and  of  the  airscrew  became 
defective.  The  propeller  was  splintered  badly,  setting  up  such 
vibration  that  the  machine  broke  in  the  air.--F.  t.  n. 

GERMANY. 

A  wire  from  Bremerhavn,  dated  June  26th,  states  that  on  the 
night  of  Wednesday,  June  25th,  at  about  12  o'clock,  an  airship 
was  visible  which  came  from  the  sea  tak'ng  a  course  for  Breme  - 
havn,  Geestemunde,  and  returned  to  the  sea  again.  For  a  certain 
time  searchlights  were  playing  from  the  airship,  and  the  mark 
H.C.34  could  be  read  on  the  sides  of  the  vessel. 

In  other  seaside  resorts  the  same  kind  of  visitor  has  been 
noticed.  Immediately  afterwards  the  H.Q.  of  the  Marine  station 
of  the  North  Sea  issued  an  order  whereby  every  photograph  of 
any  such  airship  is  to  toe  sent  in  at  once  to  Headquarters.  Tl  is 
thought  that  the  airship  was  English. 

HOLLAND. 

The  Dutch  Colonial  Office  has  bought  24  aeroplanes  from 
Great  Britain  with  accessory  reserve  motors  •••nd  spare  parts. 

The  machines  are  intended  for  use  in  the  East  Indies,  ihey 
are  of  two  types;  D.H.9  fight'ng  aeroplanes  and  Avro  machine 
for  training. 

U.S.A. 

In  a  eulogy  on  the  American  Navy,  which  was  published  in  the 
"Times  American  Supplement"  on  July  5th,  the  following  ap- 
peared : — 

In  the  air  the  American  Navy  grew  from  50  seaplanes  in  July, 
1917,  to  itto  seaplanes  in  the  middle  of  1918,  taking  no  account 
of  324  seaplanes  used  for  training.  Much  coastal  patrolling  in 
England,  Ireland,  and  France  was  done  by  the  United  Slates 
Naval  Air  Forces. 

■       *  • 

On  July  ist  five  persons  were  killed  at  the  Naval  Airship  Camp, 
near  Baltimore,  by  the  explosion  of  an  airship.    The  ship  had 


July  9,  1919 


The  Aeroplane 


181 


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NOTICt, 


The  London  Flying  Club,''  Hendon. 


President  : 
The  Earl  of  Lonsdale. 
Vice-Presidents  : 


The  Lord  Willoughby  de  Broke 

Mrs.   Ian  Bullough. 

The  Marquess  of  Cholinondeley 

Mrs.   Winston  Churchill. 

The  Viscountess  Cowdray. 

Sir  Arthur  Du  Cros,  Bart. 

Lady  Cunard. 

The  Viscount  Curzon. 

The  Lord  D'Abernon 

The  Lady  D'Abernon 

The  Countess  of  Drogheda. 

Sir  Alfred  Eripp,  K.C.V.O. 

Lieut.-Col   Cecil  Grenfell 

C.  Grahame-White,  Esq. 

Mrs.  Claude  Grahame-White. 

The  Hon.  Sir  Sidney  Greville, 
K.C.V.O.,  C.B. 

The  Princess  Hatzfeldt 

Lieut  -Gen  Sir  David  Hender- 
son, K  C J!  ,   K.C.V.O.,  D.S.O. 

The  Hon.  Mrs.  Lionel  Guest. 


Th--  Hon    Mrs.  Heuley. 
Muriel,  Lady  Helmsley. 
The  Countess  of  Limerick. 
The  Lord  Lough. 
The  Lord  Lurgan 
Princesse  de  Monaco. 
Lady  O'Hagan. 
Sir  Milsom  Rees,  C.V.O. 
Lady  Rees. 

The  Lord  Ribblesdale. 

Major-Gen.  Ruck,  C.B. 

The  Duke  of  Rutland,  K.G. 

Major-Gen.  Sir  John  Seely, 
C.B.,  D.S.O. 

Admiral  Sir  Edward  Sey- 
mour, G.C.B. 

Lady  Tree. 

Mrs.  Hall  Walker. 

Lord  Weir. 

The  Duchess  of  Westminster. 
Mrs.  Hwfa  Williams. 


A"  social  and  sporting  club,  formed  to  promote  and  encour- 
age flying  and  aerial  travel  of  all  descriptions,  the  "  London 
Flying  Club  "  will  be  in  every  way  a  Club  de  luxe  and,  located 
as  it  is  at  the  hub  of  British  aeronautics,  the  recognised  social 
centre  of  the  Flying  World. 

It  combines  the  conveniences  of  a  Town  Club  and  a 
luxurious  Country  Club,  possesses  a  private  Aerodrome,  and 
parage  en  tout  cas,  tennis  courts,  ballroom,  theatre,  dining 
room,  card  room,  library,  luxurious  lounge,  and  American 
Bar;  a  large  number  of  bedrooms  (hot  and  cold  water  and 
telephones),  dressing-rooms,  baths,  barber's  shop,  and  all 
modem  appointments.    The  whole  club  is  ceutrally  heated 

In  addition  to  flying,  the  Club  will  offer  many  other  attrac- 
tions in  the  way  of  sports,  games,  Th£  dansants,  etc.  A  parti- 
cular feature  for  the  present  summer  season  is  a  Hawaiian 
Band,  specially  brought  over  from  America  for  the  exclusive 
use  of  the  Club. 

The  Club  will  be  justly  famed  for  its  choice  catering,  which 
will  be  under  the  management  of  the  well-known  Restaura- 
teur, Cavre.  R.  Nobile,  late  of  Claridge's  and  the  Hotel  de  la 
Plage,  Ostend. 

A  number  of  Motor-cars  are  owned  by  the  Club  and  are  kept 
exclusively  at  the  call  of  members  by  telephone  for  use  between 
Town  and  the  Club  at  a  moderate  charge. 

The  London  Headquarters  of  the  Club  are  at  theRitz  Hotel 
where  Club  Cars  will  attend  every  day  at  stated  hours. 

Ladies  and  Gentlemen  are  eligible  for  membership,  which 
carries  outside  advantages  allied  to  the  Club. 

For  full  particulars  and  application  for  membership,  apply 
to  THE  SECRETARY, 

London  Flying  Club,  Hendon,  N.W.o. 


NOW  READY. 


2s.  6d.  NET. 


PLAIN  IMPRESSIONS 

By  A.  8.  G.  BUTLER. 

With  an  Introduction  by  C.  Q.  GREY,  who  says: 

"  The  writer  of  this  book  is  an  architect  by  profession  and 
was  an  artillery  officer  through  the  incidence  of  war.  .  . 
Those  who  have  had  the  privilege  of  serving  the  King  in 
the  field  will  recognise  the  deadly  accuracy  of  the  brief 
sketches  which  form  this  little  book,  and  those  who  have 
not  had  that  honour  may  gather  from  them  an  idea  of 
active  service  somewhat  different  from  that  conveyed  by 
the  more  highly  coloured  pictures  ot  professional  artists 
in  words." 

THE  AEROPLANE  &  GENERAL  PUBLISHING  CO.,  LTD., 

6i,   CAREY  STREET,  W.C.2. 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


The  Aeroplane 


July  9,  1919 


descended  owing  to  trouble  with  its  steering  gear,  and  a  large 
crowd  had  surrounded  it  when  it  i.xploded. 

*         »  » 

The  following  regulations  as  to  flying  in  the  U.S.  Air  Service 
have  been  issued  by  the  office  of  the  Direction  of  Air  Service, 
War  Department,   U.S.A.  : — 

1.  i.  Flights  in  aircraft  under  the  control  of  the  Air  Service 
are  authorised  for  all  training  or  war  purposes  and  such  other 
purposes  as  are  set  forth  below  :  — 

(a)  For  the  proper  execution  of  any  approved  project  of  the 

Air  Service  or  of  the  Air  Service  in  co-operation  with 
any  other  branch  of  the  Service  or  department  of  the 
Government — special  approval  of  this  office  to  be 
secured  in  each  case. 

(b)  For  the  demonstration  of  aircraft  and  aircraft  develop- 

ment to  officers    of    the    Executive,    legislative,  and 
judicial  branches  of  the  Government. 

(c)  For  the  rapid  transportation  of  military  or  civilian  offi- 

cials of  the  Government,  of  messages  or  parcels  in 
cases  of  urgent  necessity  and  for  the  convenience  of 
the  Government. 

(d)  For  the  assistance  of  stranded  civilian  aviators  or  where 

it  is  necessary  for  the  saving  of  human  life. 

2.  The   following   may   be  carried   as  passengers   in  aircraft 
under  the  control  of  the  Air  Service  : — 

(a)  Any  person  necessary  to  be  carried  as  a  passenger  to 

accomplish  the  purpose  of  any  of  the  flights  author- 
ised in  paragraph  No.  i,  above. 

(b)  Officers  and  enlisted    men   of    the    Army,    Navy,  and 

Marine  Corps,  both  active  and  reserve. 

(c)  Officers  and  enlisted  men  of  foreign  armies,  as  a  cour- 

tesy when  they  are  visiting  the  United  States. 

3.  No  person  will  be  permitted  to  pilot  aircraft  under  the  con- 
trol of  the  Air  Service  except  regularly  authorised  Air  Service 
pilots  or  bona  fide  student-pilots  of  the  Air  Service. 

II.  1.  Persons  operating  aircraft  who  are  not  in  the  military 
service  or  who  are  not  under  the  jurisdiction  of  the  Air  Service 
will  be  permitted  to  use  Government  facilities  at  Air  Service 
stations  contingent  upon  their  proper  observance  of  the  air  and 
ground  rules  in  force  at  the  particular  station  in  question,  and 
subject  to  the  discretion  of  the  Commanding  Officer  thereof  as 
not  interfering  with  the  proper  conduct  of  official  business  of 
his  station,  as  follows  : — 

(a)  They  may  be  permitted  to  land  and  take  off  from  flying 

fields. 

(b)  They  may  be  permitted  to  place  airplanes  in  Govern- 

ment hangars  overnight  or  for  a  short  time  pending 
repairs. 

2.  The  sale  of  gasoline,  oil,  spare  parts,  etc.,  or  the  furnish- 
ing of  the  labour  of  Air  Service  mechanics  in  any  form  to  pilots 
not  in  the  military  service  is  forbidden. 

»       *  » 

An  official  U.S.  Army  message  from  Washington,  D.C.,  dated 
June  16th,  1919,  says  that  upon  the  heels  of  the  instructions  of 
the  War  Department  to  treble  the  Air  Force  on  the  Mexican  "border 
the  Director  of  Air  Service  late  tihis  afternoon  issued  orders  to 
send  three  flights  of  six  planes  each  to  Fort  Bliss.  These  flights 
will  probably  not  be  formed  into  a  squadron  on  account  of  the 
large  area  to  be  patrolled,  as  it  will  require  separate  bases  for 
operation.  These  flights  were  ordered  to  move  from  Kelly  Field 
(San  Antonio)  and  Ellington  Field  (Houston),  Texas,  at  the 
earliest  possible  moment.  These  squadrons  will  be  equipped  with 
De  Havilland  Liberty  planes. 

At  first  a  flight  of  only  six  plants  was  ordered,  but  the  General 
Staff  considered  the  situation  of  such  import  to  warrant  the  in- 
crease of  the  Forces,  and  late  this  afternoon  the  necessary  tele- 
graphic instructions  were  issued.  The  general  opinion  around  the 
Air  Service  headquarters  yesterday  was  that  the  work  required 
would  be  that  of  an  observation  squadron,  and  that  the  better 
plan  on  account  of  the  rapid  demobilisation  in  the  United  Slates 
and  the  need  of  thoroughly  trained  personnel  was  to  send  an 
arriving  overseas  squadron  immediately,  and  then  relieve  it  as 
soon  as  competent  personnel  could  be  mustered  from  the  training 
schools  throughout  the  United  States. 

It  developed  that  the  Twelfth  Aero  Squadron,  the  most  famous 
corps  observation  squadron  in  France,  and  one  which  formed  the 
first  observation  group  at  the  Front  would  arrive  at  New  York 
to-morrow  afternoon  from  Brest.  Brigadier-General  William 
Mitchell,  Chief  of  Training  and  Operations  of  the  Air  Service,  re- 
quested orders  last  night  from  Major-General  Charles  T.  Mencher, 
Director  of  Air  Service  to  have  the  Twelfth  Aero  Squadron  ordered 
intact  upon  arrival  to  El  Paso,  Texas,  and  placed  at  the  disposi- 
tion of  the  General  commanding  the  United  States  Forces  in 
Mexico. 

As  expressed  last  night  by  Major  E.  R.  Haslett,  assistant  to 
Brigadier-General  Mitchell,  the  object  of  the  contemplated  rapid 
movement  of  this  famous  oversea  squadron  to  the  border  was  to 
take  over  the  operation  of  the  aeroplanes  which  would  be  flown 
from  Houston  and  San  Antonio,  Texas,  and  when  competent 
personnel  could  be  gathered  in  the  United  States  the  Twelfth 


Aero  Squadron  would  be  relieved  in  case  the  situation  did  not 
become  too  serious. 

The  Twelfth  is  in  such  splendid  state  of  organisation  that  they 
can  operate  immediately,  and  the  personnel  is  thoroughly  experi- 
enced, having  served  throughout  the  Chateau  Thierry,  Saiat 
Mihiel  and  Argonne  offensives. 

There  was  much  speculation  at  Air  Service  headquarters  last 
night  as  to  who  would  command  the  new  Air  Expedition.  The 
Chief  of  Operations,  Lieut.-Col.  L.  H.  Brereton,  who  was  the 
first  Commanding  Officer  of  the  Twelfth  at  the  Front,  and  Major 
Elmer  R.  Haslett,  who  was  the  Chief  Observer  of  the  squadron  at 
the  Front,  both  formally  volunteered  their  services  last  night  for 
the  expedition,  and  it  was  considered  probable  by  many  that 
Colonel  B'rereton  would  be  designated  to  command  the  new  ex- 
pedition, and  Major  Haslett  would  be  designated  as  Chief  Ob- 
server and  second  in  command  on  account  of  the  wide  experience 
of  these  officers  at  the  Front. 

There  was  some  talk  that  if  the  situation  developed  Brigadier- 
General  William  Mitchell,  who  commanded  the  Air  Service  at 
th»  Front  would  personally  assume  command.  Major  Reed  M. 
Chambers,  an  American  ace,  now  commanding  the  Ninety-fourth 
Aero  Squadron,  which  was  the  old  squadron  of  Rickenbacker, 
was  in  Washington  yesterday,  and  made  application  to  be  as- 
signed to  the  expedition  in  any  capacity  should  it  be  necessary  to 
utilise  the  services  of  a  pursuit  aviator.  At  present,  however,  it 
is  believed  that  it  will  only  be  necessary  to  use  observation  planes 
which  can  also  be-  used  for  firing  on  the  infantry  on  the  ground. 

AFGHANISTAN. 

The  follo.ving  story,  dated  June  19th,  appeared  in  the  "Tjmes," 
and,  one  thinks,  the  "'Times"  shou,ld  have  the  credit  therefor  : — 

The  rumours  that  four  aeroplanes  had  arrived  at  Kabul  for 
the  Afghans  originated  in  the  fact  that,  in  order  to  reassure  the 
frightened  population,  the  Ameer  caused  four  dummy  aeroplanes 
to  be  secretly  constructed.  The  people  were  so  much  alarmed  by 
our  planes  that  they  insisted  that  Amanulla  should  procure  some. 
Unaware  of  the  fraud  practised  on  them,  tihey  are  now  being 
regaled  with  wonderful  stories  of  imaginary  exploits  of  Afghan 
airmen. 


PERSONAL  NOTICES. 

NAVAL. 

Engagement. 

TRAVERS—  FRASER. — A  marriage  is  arranged  between  Major 
Herbert  Gardner  Travers,  D.S.C.,  R.A.F.,  second  son  of  Mr.  and 
Mrs.  J.  L.  Travers,  of  Horton,  Warlingham,  Surrey,  and  Hermia 
Edith  Margaretta,  younger  daughter  of  Lieut.-Col.  E.  A.  Fraser 
and  Mrs.  Fraser,  of  Bodicote  Lodge,  Banbury. 

Marriage. 

DONALD— STACY.— On  June  30*,  at  St.  Barthoiomew-the- 
Great,  London,  E.C.,  Capt.  Giaham  Donald,  D.F.C.  (late  Flt.- 
Cmdr.,  R.N.),  elder  son  of  the  late  Capt.  D.  P.  Donald,  of  John- 
stone, Renfrewshire,  Scotland,  was  married  by  special  licence  to 
Claira,, Sylvia,  third  daughter  of  Lt.-Col.  J.  H.  Stacy,  T.D., 
R.A.M?C.  (T.),  of  Great  Yarmouth  (late  of  Norwich). 


MILITARY. 

Death. 

LYSTER-  SMYTHE.— Captain  and  Flt.-Commdr.  Richard 
Litton  Lyster-Smythe,  R.A.F.,  formerly  Lieut.  3rd  Gordon  High- 
landers, was  drowned  while  bathing  at  Jaffa  on  June  19th.  He 
was  the  youngest  son  of  Col.  and  Mrs.  Lyster-Smythe,  of  Barba- 
villa,  Westmeafh,  and  was  22  years  of  age. 

In  Memoriam. 

McCUDDEN. — To  the  memory  of  our  dear  son  and  brother 
Jim  (Major  J.  T.  Byford  McCudden,  V.C.,  etc.,  R.A.F.),  killed 
on  his  way  to  duty  in  France,  July  9th,  1918,  aged  23  years. 
R.I. P.    From  his  sorrowing  Father,  Mother,  sisters  and  brother. 

Marriages. 

CARTLEDGE— PRITCHARD.— On  July  2nd,  at  Barnes 
Parish  Church,  Reginald  Arthur  (late  H.A.C.  and  R.A.F.),  elder 
son  of  Arthur  Cartledge,  9,  Chislehurst  Road,  Richmond,  Surrey, 
was  married  to  Laura  Winifred  May,  eldest  daughter  of  the  late 
Thomas  Pritchard,  C.E.,  and  Mrs.  Pritchaid,  of  56,  Treen 
Avenue,  Barnes,  by  the  Rev.  Bernard  M.-  Kitson,  M.A. 

CHARTERIS — VALENTINE.— The  marriage  of  Capt.  Ronald 
Charteris  (late  R.F.C.  and  R.A.F.)  and  Mrs.  James  Valentine 
took  place  very  quietly  on  July  3rd  at  the  Chapel  Royal,  Savoy. 
The  bride,  who  is  the  daughter  of  the  late  Major-General  G.  W. 
Knox  and  of  Lady  Sybil  Knox,  sister  of  the  Earl  of  Lonsdale, 
was  given  away  by  her  brother,  Mr.  Henry  Knox,  and  Capt. 
Ell  ice  Sassoon,  R.A.F.,  was  best  man.  Only  the  nearest  relatives 
were  present,  these  being  Lady  Louisa  Charteris  (mother  of  the 
bridegroom),  Colonel  Nigel  Charteris,  C.M.G.,  D.S.O.,  and  Mrs. 
Charteris,  Mrs.  Drury  Lowe,  the  Countess  of  Lonsdale,  the  Hon. 


July  9,  19 19 


The  Aeroplane 


183 


Lancelot  Lowther  arid  Mrs.  Lowther,  Mr.  Christopher  Lovvther, 
M.P.,  Mrs.  Henry  Knox,  Capt.  Charles  Chaplin,  and  Major  A 
\  C.  T.  Veascy. 

The  bride,  who  is  the  widow  of  the  late  Major  Jair.es  Valentine, 
D.S.O.,  R.F.C,  one  of  the  earliest  of  British  aviators,  was  for 
three  years  a  French  military  nurse  in  France,  and  was  awarded 
the  M&laille  des  Epidemics  and  the  Palmes  d'Honneur  by  the 
French  Government. 

The  bridegroom,  who  was  the  first  officer  to  join  the  Special 
Reserve  of  the  Royal  Flying  Corps  in  1912,  holds  the  1914  Star, 
having  gone  to  France  with  the  first  detachment  of  the  R.F.C. 
at  the  outbreak  of  war.  He  is  Managing  Director  of  the  famous 
A. B.C.  Motor  firm,  and  except  for  his  service  with  the  R.F.C, 
has  devoted  himself  entirely  during  the  oast  nine  years  to  the 
improvement  of  aero-engines. 

Among  those  most  closely  concerned  with  aviation  Captain 
Charteris  has  always  been  liked  for  himself  and  respected  for  his 
pluck  in  sticking  to  his  self-imposed  task  of  producing  a  really 
good  British  engine,  and  all  who  have  had  to  do  with  him  svill 
wish  him  and  his  bride  every  happiness  in  their  future  life 

PERRIN — GRAZEBROOK. — On  June  30m,  at  LilHngton 
Parish  Church,  Capt.  Eugene  Courtenay  Pen-in,  O.B.E  (4th  Bn. 
Cheshire  Regt.,  and  R.A.F.),  elder  son  of  John  E.  Perrin,  of  Hoy- 
hike,  Cheshire,  and  Mrs.  Perrin,  was  married  to  Katherinc  Arthur 
Mary  Violet,  widow  of  Capt.  C.  A.  Glazebrook,  K.R.R.C.,  and 
daughter  of  the  late  Arthur  Hickman  and  Mrs.  Morgan,  of  Radlett, 
Herts.,  by  the  Rev.  Canon  Barker,  great  uncle  of  the  bride,  as- 
sisted by  the  Rev.  S.  B.  Williams. 

Birth. 

HILTON. — On  June  30th,  at  the  Sarurp  Road  Nursing  Home, 
Winchester,  to  Phyllis,  wife  of  Capt.  R.  Hil'.on,  M.C.,  D.F.C., 
R.A.  (late  R.A.F.),  a  son  (Peter). 


AIR  FORCE. 

Deaths. 

FOWLER. — Lieut.  Donald  Alexander  Fowler,  R.A.F.,  who  was 
accidentally  killed  while  flying  at  Winchester  on  June  26th,  was 
the  son  of  the  late  Lieut.-Col.  B.  W.  Fowler,  R.A.M.C.,  and  of 
Mrs.  Fowler,  15,  St.  Minver  Road,  Bedford.  He  was  24  years  of 
age. 


LATHAN. — At  the  inquest  at  Islington  on  July  7th  on  the 
body  of  Edgar  George  Lathan,  aged  20,  lately  residing  at  Kings- 
ley  Road,  Palmer's  Green,  who  was  killed  by  the  collision  with  a 
motor-omnibus  of  a  motor-cycle  on  which  he  was  riding,  it 
was  stated  that  as  a  lieutenant  in  the  R.A.F.  Lathan  had  been 
seriously  wounded  in  aclion  at  a  height  of  14,000  ft.  or  15,000 
ft.  His  goggles  were  struck  by  shrapnel  and  the  bridge  of  his 
nose  was  smashed.  While  descending  he  was  again  wounded  by 
anti-aircraft  guns,  and  fell  a  distance  of  two  miles.  He  recovered 
from  his  wounds  and  was  bright,  vigorous,  and  active. 

The  inquest  was  adjourned  in  order  that  the  driver  of  the 
cycle,  who  was  seriously  injured,  might  give  evidence. 

Engagement. 

PERMAN — RICE. — The  engagement  is  announced  of  Lieut. 
Ian  M.  Perman,  R.A.F.,  son  of  Mr.  W.  II.  Perman,  Inchiquin, 
County  Clare,  to  Norah,  only  daughter  of  Major-General  Sir 
Gerald  C.  S.  Rice,  of  Cliff  Court,  County  Donegal. 

Ma!*R[ACT5S. 

BOYS  ADAMS— CARNEGY"  ARBUTHNOTT. — On  July  2nd, 
at  St.  Paul's,  Knightsbridge,  Lieut. -Colonel  Wilmot  Boys  Adams, 
late  R.A.F.,  was  married  to  Enid,  second  daughter  of  J.  Cainegy 
Arbuthnott,  of  Balnamoon,  Brechin,  and  34,  Roland  Gardens, 
S.W. 

DICK — WISEMAN. — The  marriage  took  place  on  July  1st  at 
St.  Mary  Abbot's  Church,  Kensington,  of  Capt.  Arnold  John 
Dick,  late  R.A.F.,  eldest  son  of  the  late  Mr.  Walter  David  Dick 
and  Mrs.  Dick,  of  Hillhead,  Glasgow,  and  Miss  Margery  Elizabeth 
VY  iseman,  third  daughter  of  Elizabeth  Lady  Wiseman  and  the  late 
Captain  Sir  William  Wiseman,  R.N.  The  service  was  conducted 
by  the  vicar,  the  Rev.  E.  Marling  Roberts. 

PAINE— NORTON.— On  June  3rd,  at  St.  Alton's  Church, 
Westcliff -on-Sea,  Lieut.  James  T.  Paine,  R.A.F.,  was  married 
to  Mabel,  youngest  daughter  of  Mrs.  Norton  and  the  late  Fredk. 
Norton,  of  20,  Gordon  Road,  Lowestoft. 

TOLFREE— NASH.— On  June  26th,  at  Cairo,  Lieut.  H.  Nor- 
man Tolfree,  R.A.F.,  son  of  Mr.  and  Mrs.  W.  H.  Tolfree,  of  Wins- 
ford,  Cheshire,  was  married  to  Frances  Winifred,  only  child  of  Mr. 
and  Mrs.  Francis  R.  Nash,  of  Camelot,  Guildford. 

Birth. 

TURNER.— On  July  4th,  at  Wanstead,  the  wife  of  Captain 
Bertrand  Turner,  R.A.F. — a  son. 


THE   ROYAL  AERO  CLUB. 

TECHNICAL  AND  COMPETITIONS  COMMITTEE. 

A  meeting  of  the  Technical  and  Competitions  Committee  was  held  on 
Monday,  June  30th,  i9iy,  when  there  were  present  :  Lieut.-Col.  F.  K. 
McClean  (in  the  Chair),  Mr.  Griffith  Brewer,  Lieut.-Col.  T.  O'B.  Hubbard, 
M.C.,  R.A.F. ,  Major  K  H.  Mayo,  Lieut.-Col.  AletrOgilvie,  R.A.F.,  and 
Mr.  H.  E.  Perrin,  Secretary. 

Classification  ok  A ERODRO.MEs. — The  Committee  considered  the  draft 
scheme  for  classification  of  aerodromes  received  from  the  Air  Council. 
A  repot t  was  drawn  up  for  submission  to  the  committee  of  the  club. 

Jacques  Schneider  Maritime  Cup. — The  arrangements  m  connection 
with  this  competition  were  considered. 

Flight  from  England  to  Australia.— The  supplementary  regulations 
suggested  by  the  Australian  Commonwealth  were  considered  and  ap- 
proved. 

COMMITTEE  MEETING. 

A  meeting  of  the  Committee  was  held  on  Tuesday,  July  1st,  1919,  when 
there  were  present :  Brig. -Gen.  Sir  Capel  Holden,  K.C.B.,  F.R.S.  (in  the 
Chair),  Mr.  E  C.  Bucknall,  Mr.  G.  B.  Cockburn,  Lieut.-Col.  T.  O'B. 
Hubbard,  M.C.,  R.A.F.,  Lieut.-Col.  F.  K.  McClean,  Lieut.-Col.  Alec  Ogil- 
vie,  R.A.F.,  Col.  C.  R.  .Samson,  D.S.O.,  R.A.F.,  Mr.  A.  Mortimer  Singer, 
and  Mr.  H.  E.  Perrin,  secretary. 

New  Members. — The  following  new  members  were  elected  : — Capt.  Sir 
John  Alcoek,  K.B.E-,  Lieuts.  Sir  Arthur  Whitten  Brown,  K.B.E-,  and 
Douglas  Henry  Walter  Arnot  (Argyll  and  Sutherland  Highlanders), 
Basil  Johnson,  Major  Charles  Henry  Chichester  Smith,  R.A.F.,  Sir 
Charles  Cheers  Wakefield. 

Classification  of  Aerodromes. — The  report  of  the  Technical  Conipe- 
tions  Committee  was  received  and  appro /ed  and  ordered  to  be  sent  to 
the  Air  Council. 

JACQUES  SCHNEIDER  MARITIME  CUP. 
The  Jacques  Schneider  Maritime  Cup  having  been  won  in  1914  by 
C.  H.  I'ixton  on  a  Sopwith  siplane,  the  nominee  of  the  Royal  Aero  Club 
representing  the  British  Empire,  the  race  for  1919  will  be  held  in  Eng- 
land early  in  September  next,  the  exact  date  and  place  will  be  announced 
later. 

The  race  will  be  over  a  distance  of  200  nautical  miles  exclusively  at 
sea,  in  a  closed  circuit  having  a  minimum  comse  of  five  nautical  miles, 
and  situated  outside  any  port  or  enclosed  harbour.  At  least  two 
alightihgs  must  be  made  on  the  water  at  points  fixed  by  the  officials. 

The  Committee  of  the  Royal  Aero  Club  will  select  the  three  competitors 
to  represent  the  British  Empire,  and  reserves  to  itself  the  right  to  hold 
eliminating  trials. 

Entries  are  to  be  made  at  the  Royal  Aero  Club,  .?,  Clifford  Street, 
London,  W.i,  not  later  than  July  31st,  1919.  Each  entry  must  be  ac- 
companied by  the  Entry  Fee  of  £20. 

AVIATION  INSURANCE. 

The  Royal  Aero  Club  has  given  its  official  approval  to  the  Aviation 
I'olicies  of  the  Aviation  and  General  Insurance  Co.,  Ltd.,  56,  St.  James 
Street,  London,  S.W.i,  and  arrangements  have  been  made  for  Members 
of  the  Club  lo  receive  a  rebate  of  20  per  cent,  upon  all  premiums 

A  feature  of  the  Policy  issued  by  the  Aviation  and  General  Insurance 
Co.,  Ltd.,  is  that  in  the  event  of  any  difference  of  opinion  aiising  the 
same  shall  be  settled  by  an  arbitrator  or  arbitrators  to  be  appointed  by 
the  Committee  of  the  Royal  Aero  Club,  whose  decision  shall  be  binding. 


GOLD  MEDALS  I'OR  CAPT    SIR  JOHN  ALCOCK,  K  B  E  ,  AND 
LIEUT.   SIR   A.    WHITTEN   BROWN,   K  B  E. 

The  Committee  at  its  meeting  on  June  17th,  1919,  unanimously  resolved 
to  award  ihz  Gold  Medaf  of  the  Club  to  both  Capt.  Sir  John  Alcock 
K.B.E  ,  and  t.ieut.  Sir  A-  Whitten  Brown,  K.B.E. 

These  medals  were  presented  by  the  Chairman  of  the  Club,  Brig. -Gen. 
the  Duke  of  Atholl,  K.T.,  M.V.O.,  D.S.O.,  at  the  Club's  banquet  on 
June  23rd,  1919. 

FLYING  SERVICES  FUND  COMMITT'EE. 

A  meeting  of  the  Flying  Services  Fund  Committee  was  held  on  Wed- 
nesday, June  18th,  1919,  when  there  were  present  :  I.ieut.-Col.  T.  O'B. 
Hubbard,  M.C.,  R.A.F.  (in  the  Chair),  Sir.  Chester  Pox,  and  Mr. 
Harolel  E.  Perrin,  secretary. 

Grants  and  Allowances.- The  following  Grants  ana  Allowances  were 
made  :  — 

(27)  A  Grant  of  £5  to  an  Ex-Petty  Officer  in  the  Royal  Naval  Air  Ser- 
vices who  had  been  incapacitate  1  on  active  service 

(51)  An  allowance  of  £2  a  month  for  six  months  to  the  widow  of  a 
Sergeant  in  the  Royal  Flying" Corps  who  had  been  killed  on  active 
service. 

(73)  An  allowance  of  £2  a  month  for  six  mouths  to  the  widow  of  a 
3rd  Class  Air  Mechanic  in  the  Royal  Air  Force  who  had  been  killed 
on  active  service. 

(76)  An  allowance  of  £3  a  month  for  six  months  to  the  father  ot  a 
Corporal  in  the  Royal  Flying  Corps  who  had  been  killed  or.  active 
service. 

(90)  An  allowance  of  £4  a  month  for  six  months  to  a  2nd  Lieutenant 
in  the  Royal  Flying  Corps  who  had  been  incapacitated  on  active 
service. 

(106)  An  allowance  of  £2  a  month  for  six  mouths  to  the  widow  of  a 

3rd  Class  Air  Mechanic  in  the  Royal  Flying  Corps  who  had  been 

killed  cn  active  service, 
(til)  An  allowance  of'^i  10s.  a  month  lor  six  months  to  the  widow  of 

a  private  in  the  Royal  Flying  Corps  who  had  btcn  killed  on  active 

Service. 

(ii2>  A  Grant  of  £2?  to  Hie  widow  of  a  1st  Class  Air  Mechanic  in  the 
Royal  Air  Foive  who  had  been  killed  on  active  service. 

(1x3)  An  allowance  of  £4  a  month  for  six  months  to  the  widow  of  a 
Flight-Serjeant  in  the  Royal  Flying  Corps  who  had  been  killed  on 
active  service. 

(121)  An  allowance  of  £2  a  month  for  six  months  to  the  widow  of  a 
2nd  Class  Air  Mechanic  in  the  Royal  Plying  Corps  who  had  died 
on  active  service. 

(122)  An  allowance  of  £$  a  month  for  six  months  to  the  widow  of  a  2nd 
Class  Air  Mechanic  in  the  Royal  Flying  Corps  who  had  died  on 
active  service. 

(197)  A  Grant  of  £15  to  the  mother  of  a  Flight  Cadet  111  the  Royal  Air 
Force  who  had  been  killed  on  active  service. 

(200)  A  Grant  of  £10  to  an  Ex-Corporal  in  the  Royal  Flyfug  Corps 
who  had  been  incapacitated  on  active  service. 

(201)  An  allowance  of  £2  a  month  for  six  months  to  the  mother  of 
a  Serjeant  Mechanic  in  the  Royal  Air  Force  who  had  died  on  active 
service. 

(204)  An  allowance  of  £2  a  month  for  twelve  months,  lor  the  upbring- 
ing of  her  child,  lo  the  widow  of  a  2nd  Class  Air  Mechanic  in  the 
Royal  Air  Force  who  had  been  killed  on  active  service. 

(211)  A  Grant  of  ^5  to  the  widow  of  a  Private  in  the  Royal  Air  Force 
who  had  died  on  active  service. 

(212)  An  allowance  of  £1  ros.  a  month  for  six  months  to  the  mother 


The  Aeroplane 


July  9,  1919 


of  a  .md  Class  Air  Mechanic  in  the  Koyal  Naval  Air  Service  who 
had  been  killed  on  active  service. 

(213)  An  allowance  of  £2  a  month  for  six  months  to  the  widow  of  a 
Chief  Mechanic  in  the  Royal  Air  Force  who  had  died  on  active 
service. 

(214)  A  Grant  of  £10  and  an  allowance  of  £2  a  mouth  for  six  months 
to  the  widow  of  a  Private  in  the  Royal  Air  Force  who  had  died  on 
active  service. 

(210)  An  allowance  of  £2  a  month  foi  six  months  to  the  widow  of  a 
Private  in  the  Royal  Air  Force  who  had  been  killed  on  active 
'  service. 

(218)  An  allowance  of  £2  a  month  for  six  months  to  the  widow  of  a 
Private  in  the  Royal  Air  Force  who  had  been  killed  on  active 
service. 

(219)  An  allowance  of  £1  10s.  a  month  for  six  months  to  the  widow 
of  a  3rd  Class  Air  Mechanic  in  the  Royal  Air  Force  who  had  died 
on  active  service. 

CERTIFIED  TRIALS. 
Genekal  Regulations. 
{Under  the  Competition  Rules  of  the'Royal  Aero  Club.) 
Object. 

1— The  object  of  the  Trials  is  to  test  the  merits  of  an  aircraft  as  a 
whole  or  in  part  of  an  accessory  under  vaiious  conditions  The  com- 
petitor may  make  a  request  to  have  any  particular  quality  or  merit 
tested  and  certified. 

CERTIFICATES. 

2.  — The  Club  will  give  'a  Certificate  of  the  actual  performance  during 
the  Trial,  and  an  official  observer,  or  observers,  will  be  provided  for 
the  Trial  by  the  Club.  The  Certificate  shall  be  a  record  of  the  Trial, 
containing  such  details  of  the  aircraft  or  part  thereof  under  Trial,  and 
any  observations  the  Club  may  find  desirable.  The  Club  undertakes 
that  a  copy  of  each  Certificate  shall  be  published  in  the  Official  Organ 
of  the  Club. 

Observation. 

3.  — The  Trial  shall  be  under  the  control  and  observation  of  the  Club, 
t'he  Club  reserves  the  right  to  stop  a  Trial  if,  in  its  opinion,  such  Trial 
fiom  any  cause  would  tend  to  endanger  life  or  limb. 

Trial  Void. 

4.  — Should  the  competitor  be  prevented  from  carrying  out  the  Trials 
owing  to  the  absence  of  the  observer,  or  from  any  cause  within  the 
Club's  control,  the  Club  may  issue  such  Certificate  as  the  occasion  war- 
rants, and  at  its  discretion  return  ihe  whole  or  part  of  the  entry  fees. 
Should  the  Trial  be  postponed  or  cancelled  at  the  request  of  the  com- 
petitor, the  entry  fee  will  not  be  returned. 

Withdrawal. 

5-— The  competitor  may,  at  any  time  before  the  completion  of  the  Trial, 
give  nonce  in  writing  lo  the  Club  that  he  wishes  10  withdraw  trom  the 
Trial,  and  shall  state  his  reason.  In  the  event  of  such  notification,  the 
aircraft  shall,  at  the  discretion  of  the  observer,  remain  under  observa- 
tion until  the  cause  thereof  has  been  investigated  and  the  aircraft  re- 
leased by  the  Club. 

Working  Hours  iter  Day. 
0 — An  aircraft  in  flight  shall  not  be  observed  save  between  the  hours 
of  sunrise  and  sunset,  unless  particular  provision  is  made  therefor  in 
the  Regulations  agreed  to  by  the  Club. 

.Start  and  Finish! 
?• — Trials  shall  start  from,  and  finish  at,  or  be  held  at,  such  places  as 
may  be  agreed  to  by  rhe  Club.    The  competitor  .-.nail  give  notice  to  the 
observir  01  his  intention  to  commence  the  trial,  aud  tlie  observer  shall 
record  the  moment  of  starting. 

Entries. 

8.— Every  entry  shall  be  made  upon  the  official  Entry  lorin  of  the 
Club,  and  shall  state  the  nature  of  the  Trial,  and  the  number  of  days  to 
be  occupied. 

ISO  entry  will  be  accepted  unless  accompanied  by  the  entry  fee,  which 
is  not  returnable,  except  as  laid  down  herein 

The  Club  reserves  the  light  to  refuse  any  entry  without  giving  a 
reason,  or  to  limit  the  length  of  any  Trial  at  its  discretion. 

Fees. 

y. — Fees  for  the  Trial  shall  be  determined  by  the  Club  in  accordance 
with  the  nature,  duration,  and  venue  of  the  trial. 

Advertising  the  Trial 

10.  — A  competitor  by  entering  for  a  Trial  agrees  lo  accept  the  official 
records  of  the  Club,  and  authorises  the  Club  to  puulish  them  in  such 
manner  as  the  Club  thinks  fit.  The  competitor  may  publish  only  the 
full  and  complete  Certificate  issued  by  the'  Club  in  the  event  of  his 
desiring  to  publish,  by  way  of  advertisement  or  otherwise,  any  other 
matter  relative  to  the  Trial,  he  shall  submit  a  proof  of  such  matter  to 
the  Club  before  its  publication,  and  he  undertakes  not  to  publish  any 
such  matter  until  he  has  received  the  written  authority  of  the  Club. 

Unrecognised  Trials. 

11.  — No  Trial  shall  be  recognised  except  such  as  is  officially  observed 
or  sanctioned  by  the  Club.  Should  an  unrecognised  Trial  be  held,  and 
should  any  publicity  or  advertisement  be  given  thereto,  any  person 
taking  part  in  such  Trial  and / or  the  manufacturers  and/or  the  machines 
shall  be  liable  to  disqualification  and  suspension. 

RESPONSIBILITY   KOR  DAMAGE. 

12.  —  <\  competitor  by  entering  waives  any  right  of  actum  against  the 
Club  for  any  damages  sustained  by  him  in  consequence  of  any  act  or 
omission  on  the  part  of  the  officials  of  the  Club  or  its  representatives 
01  servants  or,  any  fellow-competitor. 

The  aircraft  shall  at  all  times  be  at  the  risk  in  all  respects  of  the 
competitor,  who  shall  be  deemed  by  entry  to  agree  to  waive  all  claim 
for  injury  either  to  himself,  or  his  aircraft,  or  his  employees  or  work- 
men, and  to  assume  all  liability  for  damage  to  thiid  parties  or  their 
property,  and  indemnify  the  Club  in  respect  thereof. 

13.  — In  these  regulations  the  word  "aircraft"  shall  be  held  to  mean 
the  aircraft  and /or  its  parts  and /or  accessories,  whether  under  tests  or 
not;  the  word  "competitor"  shall  include  any  person  or  body  making  en- 
try for  or  taking  part  in  any  Trial  or  Competition,  except  any  passenger 


other  than  the  driver  or  mechanic;  the  word  "entrant"  shall  wean  the 
person  or  persons  entering  the  aircraft  for  a  Competition. 

INTERPRETATION  OF  REGULATIONS. 
14.— The  interpretation  of  these  Regulations  shall  rest  entirely  with 
the  Club,  which  may  from  time  to  time  alter,  add  to,  or  omit  from  them, 
and  may  in  the  case  ot  any  special  Trial  modify  the  Regulations  to 
suit  any  particular  case. 

CERTIFIED  TRIALS.- SPEED. 
{Under  the  Competition  Rules  of  the  Royal  Aero  Club.) 
Regulations  (Aeroplanes) . 

1  — Certificates  of  speed  will  be  delivered  in  respect  of  nights  over  a 
straight  course  of  not  less  than  one  kilometre.  Each  Trial  shall  consist 
of  four  flights  out  and  back  in  quick  succession,  and  the  times  will  be 
taken  at  the  moment  of  passing  each  mark.  The  speed  of  the  Trial 
shall  be  the  mean  of  the  speeds  of  the  nights  out  and  back. 

2. — The  Competitor  shall  rise  from  the  ground  to  the  height  at  which 
lie  proposes  to  cover  the  measured  distance,  and  shall  maintain  ap- 
proximately the  same  level  throughout  the  trial. 

3  — All  flights  musf_  be  controlled  by  one  official  observer  assisted  by 
at  least  one  official  timekeeper,  both  previously  approved  by  the  Club, 
and  a  mark-keeper  approved  by  the  observer,  at  each  mark. 

4- — The  course  over  which  the  ilight  is  accomplished  must  be  certi- 
fied by  a  surveyor  approved  by  the  Club,  and  checked  by  the  observer, 
the  surveyor's  plan  being  iodued  with  the  Club. 

5.  — Entries  must  be  made  upon  the  Entry  Form  provided  for  the  pur- 
pose, and  must  be  accompanied  by  a  remittance  of  £5  ss.,  the  amount 
of  the  fee.  The  Entry  Form,  which  must  be  duly  filled  up  as  regards 
the  natuie  of  the  test  and  full  particulars  of  the  Aeroplane,  must  reach 
tiie  Secretary  at  least  seven  days  prior  to  the  Trials. 

//  desired  by  the  Competitor  the  carried  weight  shall  be  recorded  on 
the  Certificate.  For  details,  see  Regulations  1,  2  and  3,  Weight  carrying. 
CERTIFIED  TRIALS.— VERTICAL  SPEEDS. 
{Under  the  Competition  Rules  of  the  Royal  Aero  Club.) 
Regulations  (Aeroplanes). 

1.  — Certificates  for  vertical  speed,  i.e.,  climbing  speed,  will  be  de- 
livered m  respect  of  flights  recorded  by  barograph  and  controlled  by  an 
official  observer  appointed  by  the  Club. 

2.  — The  barograph  must  be  provided  by  the  Competitor,  and  be  pro- 
visionally approved,  set,  and  sealed  by  the  observer  prior  to  the  start. 

3- — The  record  sfieet  of  the  barograph  must  travel  at  least  6  inches 
in  one  hour. 

4. — The  test  shall  be  reckoned  to  have  commenced  at  the  time  when 
the  Competitor  snail  have  risen  100  feet  as  registered  on  the  barograph.. 

.S- — The  Certificate  will  state  the  time  taken  to  rise  1,000  feet,  2,000 
feet,  and  so  on  per  1,000  feet  above  the  too  feet  starting  level.  Tailure 
to  attain  a  height  of  1,000  feet  above  the  starting  level  will  be  recorded 
on  the  Certificate. 

6.  — After  the  descent  the  Competitor  shall  deliver  the  barograph  to 
the  observer,  who  shall  take  charge  of  it  and  deliver  it  sealed  to  the 
Royal  Aero  Club  for  examination.  In  the  event  of  the  Competitor 
alighting  at  a  distance  fiom  the  starting  pointi  he  shall  immediately 
take  steps  to  inform  the  observer  of  his  whereabouts. 

7.  — Entries  must  be  made  upon  the  Entry  Form  provided  for  the  pur- 
pose, and  must  be  accompanied  by  a  remittance  of  £5  5S.,  the  amount 
of  the  fee.  The  Entry  Form,  which  must  be  duly  filled  up  as  regards 
the  nature  of  the  test  aud  full  particulars  of  the  Aeroplane,  must  reach 
the  Secretary  at  least  seven  days  prior  to  the  Trials. 

//  desired  by  the  Competitor  the  carried  weiglit  shall  be  recorded  on 
the  Certificate.   For  details,  see  Regulations  1,  2  and  3,  Weight  carrying. 

,  CERTIFIED   TRIALS— HEIGHT. 
{Under  ihe  Competition  Rules  of  the  Royal  Aero  dub.) 
Regulations  (Aeroplasies) . 

1.  — Certificates  of  height  will  be  delivered  in  respect  of  flights  recorded 
by  sealed  barograph.  The  ascent  must  be  performed  in  the  presence 
ot  an  official  observer,  who  will,  independently  of  the  barograph,  record 
the  time  of  leaving  the  ground,  and,  if  possible,  alighting. 

2.  — The  barograph  must  be  provided  by  the  Competitor,  and  be  pro- 
visionally approved,  set,  and  sealed  by  the  observer  prior  to  the  start. 

3.  — After  the  descent  the  Competitor  shall  deliver  the  barograph  to 
the  observer,  who  shall  take  charge  of  it  and  deliver  it  sealed  to  the 
Royal  Aero  Club  for  examination.  In  the  event  of  the  Competitor 
alighting  at  a  distance  from  the  starting  point,  he  shall  immediately 
lake  steps  to  inform  the  observer  of  his  whereabouts. 

4.  — Entries  must  be  made  upon  the  Entry. Form  provided  for  the  Pur- 
pose, and  must  be  accompanied  by  a  remittance  of  £5  5s.,  the  amount 
of  the  fee.  The  Entry  Form,  which  must  be  duly  rilled  up  as  regards 
the  nature  of  the  test  and  full  particulars  of  the  Aeroplane,  must  reach 
the  Secretary  at  least  seven  days  prior  to  the  Trials., 

//  desired  by  the  Competitor  the  carried  weight  shall  be  recorded  on 
the  Certificate.   For  details,  see  Regulaticns  1,  2  and  3,  Weight  carrying. 

CERTIFIED  TRIALS.— WEIGHT  CARRYING. 
{Under  the  Competition  Rules  of  the  Royal  Aero  Club.) 
Regulations  (Aeroplanes) . 

1.  — Certificates  for  weight  or  passenger  cairying  will  be  delivered  ill 
respect  of  flights  where  each  passenger  carried  must  be  at  least  18  years 
of  age  and  not  less  than  10  stone  3  lb.  in  weight. 

2.  — The  carried  weight  shall  comprise  the  weight  of  the  Competitor, 
passenger  (if  any)  and  ballast,  but  shall  not  include  fuel. 

3.  — The  weight  must  be  verified  by  an  obseiver  appointed  by  the  Club, 
immediately  before  and  after  the  flight  and  all  weighing  must  be  done 
on  Government  tested  machines,  provided  by  the  Competitor  and  ap- 
proved by  the  Club.. 

4.  — The  attempt  shall  be  for  a  minimum  flight  of  15  minutes. 

5.  — Entries  must  be  made  upon  the  Entry  Form  provided  for  the  pur- 
pose, and  must  be  accompanied  by  a  remittance  of  ^5  ss.,  the  amount 
of  the  fee.  The  Entry  Form,  which  must  be  duly  filled  up  as  regards 
the  nature  of  the  test  and  full  particulars  of  the  Aeroplane,  must  reach 
the  Secretary  at  least  seven  days  prior  to  the  Trials 

Should  a  further  Certificate  be  desired  for  speed  -with  a  given  weight, 
vertical  speed  with  a  given  weight,  or  height  with  a  given  Height,  tlic 
Regulations  for  the  respective  tests  will  be  followed,  in  addition  to  the 
above,  as  far  as  applicable. 


VUllJULil  con  retted  witfc 
Coamercial  and  Pleasure  Flying, 
Aeronautic  Design  &  Manufacture. 

1  Q  Years' Practical  experience. 
v  in  all  Branches, 


ECCORdo^glaND 


St 
193, 


Phone  Rrg.-ot  434 

George's  House, 
Regent 


Street, 


A  f  R  A*  5 


LONDON.W.l. 


July  9,  191 9 


The  Aeroplane 


185 


IRA  STEPHENS 


FOR 


Rawhide  Hammers  and  Mallets. 


Once  Used  on 
AIRCRAFT  or  any 
High-class  Wood  or 
Metal  Work 

Always  Used. 

It  is  not  an 
experiment. 

ASK! 

Stocked  by  all  good 
Machinery  Merchants. 


Admiralty  and  War 
Office  Contractor. 


ALL  BRITISH 


IRA  STEPHENS 

Ashton-under  Lyne* 
England. 

Currier,  Maker  of 
Round  and  Flat 
Belting      and  other 
Leather  Mechanical 
Specialities. 
Telephone  : 
709  Ashton-under-Lyne. 


The  Air  Navigation  Oom,  ltd* 

BLERIOT  &  SPAD, 

ADDLESTONE  (SURREY). 


Contractors  to  War  Office  and 
Admiralty. 


Flying  Ground—  Brooklands  Aerodrome, 
NORBERT  CHEREAU,    Managing  Director. 

Telegrams— Bleriot,  Weybridge.         Telephone— 358  Weybridge. 


Keen  Buyers  go  to  the  Source. 


E.G. 


TOOLS 


R.  MATHER  &  SON, 


SHEFFIELD. 


HEATING 


AN  DUCT 
WAT  ER 
SUPPLIES. 


FOR  EVERY  DESCRIPTION  OF 
BUILDING,  WORKSHOP  OR  OFFICE. 

CHAS.  P.  KINNELL  &  CO.,  LTD., 

65,  Southwark  Street,  London,  S.E.I. 


TILATION 


ADVICE  &  ESTIMATES  FREE 


Cast-iron  Hammered  Piston  Rings, 


(By  the  Davy-  a 
Robert  son-Procesc) . 

In  our  Special  Pisten 
Ring  Iron.     AH  tixts 

up  to  72  in. 

Quick    Delivery  > 
Absolutely 
Reliable. 
Low  Prices. 

Telephone  No.  3149. 

Telegrams — 
"  Ocean,"  Sheffield.' 


The  Standard  Piston  Ring  &  Engineering  Co.,  Lt4, 

  Don  Road,  Sheffield.  


The  STRONGEST  GLUE  in  the  WORLD 

for  aeroplane  construction  and  all  woodwork- 
ing purposes.     Used  cold,  damp-resisting. 
Adopted    by    principal    British    and  Allied 
aircraft  constructors. 
In  tins  of  alTsizes,  and  in  casks. 
The  IMPROVED  LIQUID  GLUES  Co., Ltd. 

GREAT  HERMITAGE  ST.  *  BUSHELL  ST.  LONDON,  E.I, 
Telephone— Avenue  4611,  4612. 

Telegrams — "Excroiden,  Phone,  London," 


LIQUID  SCOTCH  GLUE 


HOPTON  &  SONS 


( H  OPTO  N S 


GEORGE  STREET, 
EUSTON  SQUARE, 
LONDON  N.W.i 


UNION  WORKS, 
MARKET  HARBORO', 
LEICESTERSHIRE.  


PIONEER  TIMBER  MERCHANTS  AND 
BENT    TIMBER    MANUFACTURERS  OF 

AEROPLANE  PARTS 


Telephones  — 
Museum  496. 
Mkt.  Harboro. 


ESTABLISHED 
1840 


Telegrams — 
Hoptons,  Eusquare, 

London. 
Hoptons, 

Mkt.  Harboro. 


During  the  War  we  made 

MILLIONS  of  AERO  PARTS. 

We  are  still  making  large  quantities. 

CAN  WE  SUPPLY  YOUR  WANTS? 

TURNINGS  or  (Power)  PRESS  WORK. 

Any  metal  or  insulating  material,  screwed 
or  plain.  Any  article  of  small  or  medium 
size  where  very  large  quantities  are  required. 

No  charge  for  tools  jor  large  quantities. 

CASH  MORE  BROS. 

Zota  Works,  Hildreth  St.,  Balham,  S.W.12. 

Phones — Battersea  415,  Streatham  2140. 


KINDLY    MENTION     '  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


1 86 


The  Aeroplane 


July  q,  1919 


TRADE  CARDS. 


Clegg  Metal  Engraving  Co. 

Chatsworth  Works,  Worthing, 
W»t  Dials,  Scales,  Name-plates  and  Address  Plaits 
and  Instruction  Plates,  in  Metal,  Ivorine,  Eu, 

Bithtf  Chcmieally  E»g>?s,¥sd  or  MachineiL 


FOX  ELiQTT  &  CO.,  LT0- 


Timber  Importers, 
::  PLYMOUTH  .: 


Walnut, 
Mahogany  and 
Silver  Spruce- 


Telegrams    "Baltic,  Plymouth."     Telephone  :  1217  (2  lines). 


Springs!   Springs  I   Spring© I 

We  make  a  speciality  of 
Springs  for  Aeroplanes. 
SEND  FOR  PRICES. 
1  DmtPt  Spring  Co.,  Wast  Brom«f!s*, 


SCREW-  DRIVING 

RUSSELL  BROTHERS,  Ltd.,  REDDITCH 

MACHINES. 


The  INTEGRAL  PROPELLER  Co,  Ltd. 

guarantee  nighest  efficiency  in  theii 
design  and  manufacture  of  propellers 
ior  any  type  of  engine  or  machine, 

THE  INTEGRAL  PROPELLER  CO.,  LTD., 
Edgware  Road,       The  Hyde,       Hendon  N.W.9. 

Telephone :   Kingibur;  104, 


SHEET  METAL  WORK  FOR  AUTOMOBILES  &  AIRCRAFT 

Domed  Motor  Wines,  Radiators,  Petrol  and  Oil  Tanks,  Panels, 
Cowlings.  Fairings,  etc.,  supplied  new  or  repaired  Wheel  Discs 
for  Ford  and  other  cars  tuppiled  frcm  stock.  All  kinds  of  Sheet 
Metal  Work  Brazing  or  Acetylene  Welding  undertaken.  Metal 
Sidecar  Bodies  and  Aluminium  Number  Plates  supplied  promptly. 
Improved  Silencers  and  Racing-type  Exhaust  Pipes  fitted 
to  any  car  at  snort  notice. 

OWEN    DAVIES   ENGINEERING   Co.,  Ltd. 

(E.  Owen  DavleB,  Managing  Director.) 
44-46  QUEENSLAND  EOAD,  HOLLOW  AY,  N.7.1  Phone  North  2964 


EBOR.A  PROPELLER,  COMPANY.  Ltd. 


Telephone  : 

ElMasTON  672. 


Telegrams ; 
"Ebora,  Kingitsb, 


PROPELLERS 

Oontraotora  to  the  ADMIRALTY  ft  WAR  OFFICE, 
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sox*M««»-  N£W  pEGAMOID  LIMITED,  &fi 


134,  Queen  Victoria  St., 
::  E.C.I. 


Telegrams — Pegamoid,  Phone,  London 
Saisphone — City  9704  (2  lines). 


Gables  ibc  5th  Edition  and  Private. 


RUBBER 


PETROL  &  OIL  RESIST- 
ING HOSE  &  TUBING, 
WASHERS,  BUFFERS,  MATTING.  SHEET, 
STRIP.      CONNECTIONS.       GASKETS,  ETC. 

 Aircraft  Specialists  

JAMES   LYNE  HANCOCK,  LTD  , 

266.  GOSWELL  ROAD,  LONDON,  E.Cl. 


Aircraft  Company,  Ltd. 

All  Metal  Parts  for  Airoraft  made,  comprising  the 
following  machine  work:  Milling,  Turning, 
i¥^-v-M§*  Press  Work,  Slotting, •  Drilling,  Grinding  and 
itea«i!  Metal  Work.       Well-equipped  Welding  and  Brazing  Plant. 

la       P.D.V.  AIRCRAFT   COMPANY,  Ltdi, 
i  P^lnoea  Street,  Rlohmond,  Surrey, 

ejfrj  mi ;  Aunt,  Bi&m«a4.  Telephone  .  1681  Richmond, 


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ELECTRIC 
IMPULS 
CLOCKS 


GENT  &  00.,  LTD.. 

varadat  Works, 
LEISEtTER. 


INDUSTRIAL 
TIME  GADGETS 

START  4  CEASE  WORK" 

80UND  SIGNALS 

Fob  Factoky,  Worei  &  Aerodrome. 
for  Bulletin  Mo.  Ba  and  see  what 
we  Manufacture. 

lomdoh;  Newcastle-ox -tyke; 

.Viotoria  St.,  S.W.i.     s*.  Blaokett  St. 


Trad*     |  MEN  DINE]  Mark. 

LIQUID  SCOTCH  GLU E 

USED  BV  THE  LEADING  AEROPLANE  CONSTRUCTORS. 

MOISTURE  PROOF. 
Writ*  for  Price  List  and  Particular* 
MEMDINE  CO.,  8,  Arthur  Street,  London  Bridge,  E.C. 


KINDLY    MENTION    '-'  THE    AEROPLANE  * 


WHEN    CORRESPONDING    WITH  ADVERTISERS. 


July  g,  1919  The  Aeroplane  187 


A  PERMANENT  MEMORIAL  OF  CANADIAN  PROWESS-  NOW  READY, 

CANADA  VICTORY  SOUVENIR 

Oblong  Medium  6mo.       Price  3s.  or  75  Cents  net.       Library  Edition,  bound  in  cloth,  5s,  net. 

ALL   CANADIANS   AND   THEIR    FRIENDS   SHOULD   SECURE   THIS   SOUVENIR.       AN  ALBUM 
OF   WAR   PHOTOGRAPHS,    MANY    PREVIOUSLY    UNPUBLISHED,    OF    UNIQUE  INTEREST. 

This  Souvenir  contains  some  135  photographic  reproductions  of  the  most  important  scenes  and 
events  in  Belgium  and  France  in  which  the  CANADIANS  were  more  particularly  engaged. 

Post  Free  on  receipt  of  Remittance  for  3s,  2d. 

London:  THE  CANADA  NEWSPAPER  CO.,  LTD.,  Craven  House,  113,  Kingsway,  W.C.2. 

TORONTO:    41,  Victoria  Street. 


MISCELLANEOUS  ADVERTISEMENTS 

SPECIAL  PREPAID  RATE  :  18  words  1/6  ;  Situations  Wanted  ONLY,  18  words  1/-  ;  Id.  per  word  after.  TRADE  ADVERTISEMENTS 
in  these  columns,  3  lines  3/-  ;  10d.  per  line  after.  Public  Announcements,  Legal  Notices,  Auctions,  Contracts,  etc.,  1/6  per  line. 
For  the  convenience  of  Advertisers,  replies  can  be  received  at  the  offices  of  "  THE  AEROPLANE,"  61,  Carey  St ,  London,  W.C.2. 


PATENTS. 

PAGE  &  ROWLINGSON,  Chartered  Patent 
Agents  (Consulting  Engineer,  Mr.  S.  E. 
Page,  A.M.Inst.C.E.),  27,  Chancery  Lane, 
London,  W.C.    Tel.  332  Central 


Henry  Skerrett  (H.  N.  Skerrett,  A.I.A.E., 
A.I.Mech.E.,  Associate  I.E.E.,  Fellow  of  the 
Chartered  Institute  of  Patent  Agents),  Patents, 
designs  and  trade  marks. — 24,  Temple  Ro>v, 
Birmingham. 

Mr.  Chatwin,  A.I.E.E.,  Patent  Agent.  Air- 
craft Engineer  and  Inspector,  recently  on  war- 
work. — 253,  Gray's  Inn  Road,  London. 

J.  HAROLD  BEAUMONT,  Registered 
Patent  Agent,  29,  Southampton  Buildings, 
London,  W.C. 2. — Patents,  Trade  Marks  and 
Designs. 


SITUATIONS  VACANT. 

TERRITORIAL    FORCE  ASSOCIATION 
OF  THE  COUNTY  OF  LONDON. 

CADET  ORGANISATION. 

Wanted  Ex- Officers,  Warrant  Officers  and 
N.C.Os.  of  the  Royal  Air  Force  to  act  as 

INSTRUCTORS,  ASSISTANT  INSTRUC- 
TORS and  DEMONSTRATORS  in  connec- 
tion with  the  Sections  in  Aircraft  construc- 
tion (Riggingf,  Engines  and  Navigation)  now 
being  formed  in  connection  with  the  various 
Cadet  Battalions  affiliated  to  the  Loudm 
Territorial  Regiments.  The  work  is  entirely 
voluntary  and  Commissions  are  offered  to 
suitable  gentlemen. 

Apply  in  writing  to  :  — 

THE    ORGANISING  OFFICER, 
Territorial  Force  Association  of  the  Counfv 
of    London,   Duke  of  York's  Headquarters, 
EW..  marking  the  envelope  "Cadet  Instruc- 
tors. ' ' 

Wanted,  for  West  of  Scotland,  first-class 
Aero  Engine  Tester,  experience  on  the  best 
types  of  engines  essential. — Write,  giving  par- 
ticulars of  age,  experience  and  salary  re- 
quired, to  "Aero,"  We,  Porteous  and  Co., 
Advertising  Agents,  Glasgow. 


Wanted,  for  West  of  Scotland,  good  draughts- 
men, used  to  first-class  Aero  Engine  design. 
— Reply,  giving  parlicul  irs  of  age,  experience 
and  salary  required,  to  "Aero,"  Win.  Por- 
teous and  Co.,  Advertising  Agents,  Glasgow. 


Seaplane  Pilots  required.  —Applicants  should 
give  full  details  of  experience,  including  hours 
of  flying,  types  flown,  war  and  pre-war 
career,  etc. — Write  "Sea,"  Box  338,  Sells, 
Ltd.,  16S,  Fleet  Street,  E.C.4. 


SITUATIONS  WANTED. 


1   AEROPLANES     TO  FURNITURE. 

Aeroplane  Concerns  thinking  ol  turning 
rheir  plant  on  to  furniture  production 
and  requiring  the  services  of  a  gentle- 
man with  a  long  and  exceptionl  exoe- 
rience  in  mass  production  and  the  re- 
quirements of  the  trade  should  apply 
Box  No.  4714,  The  Aeroplane,  61, 
Carey  Street,  W.C. 2. 


R.A.F.  Officer,  Captain,  Engineer,  2,000 
hours'  flying  ;  100  different  types  ;  on  Experi- 
mental, Test  and  Research  work,  seeks  em- 
ployment. Any  type  of  flying  undertaken  ;  no 
reasonable  effer  refused.  Good  chance  for 
firm  requiring  really  first-class  pilot. — Reply, 
Box  No.  4702,  The  Aeroplane,  61,  Carey 
Street,  W.C.2. 

Certified  Ground  Engineer,  late  Works  Mana- 
ger and  Chief  Inspector,  seeks  similar  posi- 
tion. 10  years'  Aircraft ;  ]  1  years'  general 
experience.  Highest  credentials.  Land 
machines  and  Flying-boats. — Box  No.  4705, 
The  Aeroplane,  61,  Carey  Street,  W.C. 2. 


As  Aerodrome  Manager  or  similar  position, 
Flight  Commander  in  night-flying  scout 
squadron,  being  demobilised,  seeks  appoint- 
ment. Graduated  pilot  23  years.  Fully 
qualified  Accountant.  Age  2')  vears. — Box 
No.  4704,  The  Aeroplane,  61,  Carey  Street, 

W.C.2. 


Capt.  Palettiorpe,  M.C.,  A.F.C.,  late  Martle- 

sham  and  Farnboruugh,  is  cpen  to  do  a 
limited  amount  of  test  flying,  preferably  round 
the  Midlands. — Brokencota  Hall,  Kidder- 
minster. 

Ex  R.N  A.S.  Man  requires  position  with 
Aviation  Firm.  4  years'  experience  with  air- 
ships ;  1,000  hours'  flying  as  mechanic;  four 
types  of  ships  ;  10  types  of  engines.  Partially 
trained  as  pilot.  Service  references  and  four 
years'  pre-war  experience  as  engineer.  25 
years  old. — Box  No.  4709,  Tut  Aeroplane, 
61,  Carey  Street,  W.C. 2. 

Commercial  Aviation. — Situation  required  t>y 
Licensed  Ground  Engineer.  Qualified  under 
Sections  "A"  and  "C"  (Air  N:\igation  Act). 
Daily  examinations,  overh.uls,  rebuilds,  etc. 
Ex-Serjeant,  R.A.F. — Apply  D.,  19,  Glen- 
thorpe  Terrace,  Leeds. 

L.A.C.  Mechanic  (demobilised).  4^  '  years 
R.N.A.S.  and  R.F.C.,  requires  situation  as 
Aero  Engine  Tester  and  Fitter,  or  Flying 
Engineer.  100  hours'  flying.  Airship  Engi- 
neer.— Box  No.  4/11,  The  Aeroplane,  61, 
Carey  Street,  W.C. 2. 

Cpl  Mechanic  (demobilised),  with  thorough 
experience  of  Rigging,  Overhauling  and 
Maintenance  on  any  type  of  machine,  requires 
situation  of  any  description.  Well  educated. 
3  years'  Overseas  Service.-— Box  No.  4712, 
The  Aeroplane,  61,  Carey  Street,  W.C. 2. 


Ex=R.A.F.  Pilot  desires  post  as  Pilot  with 
Commercial  Firm  or  private  owner  of  air- 
crat.  16  types,  400  hours  ;  8  months'  war 
flying  and  8  months  instructing.  No  objec- 
tion to  going  abroad.  Ready  now. — H.  R.  G., 
5,  Ash  Grove,  Constitution  Hill,  Norwich. 

Draughtsman,  junior,  seeks  post ;  2-J  years' 
experience  on  Aircraft  Drawing. — H.  M.,  10, 
Wellington  Square,  Oxford. 


Ex=R.A.F.  Officer,  2,000  hours'  flying,  wishes 
to  get  into  communication  with  other  R.A.F. 
Officers  willing  to  invest  about  £100,  w.th 
a  view  to  starting  Small  Aviation  Company 
for  passenger  flights. — Box  No.  4715,  The 
Aeroplane!  61,  Carey  Street,  W.C. 2. 


KINDLY    MENTION    "  THE 


AEROPLANE"    WHEN    CORRESPONDING    WITH  ADVERTISERS 


The  Aeroplane 


July  g,  igig  | 


MISCELLANEOUS  AND  TRADE. 


Lamplough  Radiators. — New  designs,  in- 
creased efficiency.  Radiators  repaired  or  re- 
made. Private  and  commercial  cars  over- 
hauled, repaired  and  refitted  for  the  road. 
First-class  staff  and  machinery  available  for 
the  best  work. — Lamplough  &  Co.,  Highfield 
Works,  Feltham,  Middlesex.  'Phone  33  Felt- 
ham. 

"  M.S.C."  Model  Aeroplanes  and  Accessories. 

Single  Propeller  Monoplane.    Size  21  ins.  by 

18  ins.    Price  3s.  6d. 
.Single  Propeller  Monoplane.    Size  16  ins.  by 

15  ins.    Price  2s.  6d. 
(Postage  and  Packing  6d.  extra). 
"  M.S.C."  Carved  Propellers. 

3d.  per  in.  up  to  12  ins.    Postage  3d 
"  M.S.C."  B'entwood  Propellers. 

id.  per  in.  up  to  12  :ns.    Postage  3d. 
Strip  Rubber. 

is.  and  is.  4d.  per  doz.  yards.  Postage  2d. 
Rubber  Lubricant. 

6d.  per  tin.    Postage  2d. 
Trade  enquiries    invited.    Catalogue  in  pre- 
paration.— Messrs.     Murray,    Son    and  Co., 
387a,  High  Road,  High  Cross,  Tottenham, 
N.    Telephone:  Tottenham  178. 

Designer  Draughtsman  is  offered  share  in 
Patent  for  Metal  Planes  lor  services. — Box 
No.  4691,  The  Aeroplane,  61,  Carey  Street, 

W.C.2. 


FOR  SALE. 


AIRCRAFT  PARTS. 

Hardwood  for  Aeroplanes. — Specially  Selected 
air-dried  timber  as  supplied  to  leading  con- 
structors in  Britain  and  the  Continent.  Silver 
Spruce,  Ash,  Poplar ;  Hickory  and  Ash 
Skids  ;  Three-ply  ;  Thin  Cedar  and  Mahogany 
for  Floats  ;  Walnut  for  Propellers. — William 
Mallinson  and  Sons,  Ltd.,  Hackney  Road. 
'Phone,  3845  Central,  4770  Wall. 

Tapes,  Webs,  Cords  and  Threads  in  all  quali- 
ties suitable  for  Aircraft  Work.  Delivery  from 
stock. — John  MacLennan  and  Co.,  30,  New- 
gate Street,  London,  E.C.i.  (See  Advertise- 
ment Page  III  of  Cover  and  Buyers'  Guide). 


ACETONE, 

To  Government  Specification. 
QUANTITY   FOR  SALE 

in  original  iron  drums,  about 
7  cwt. 

Apply  Box  280, 
Smith's    Advertising    Agency  Ltd., 
100,  Fleet  Street,  E.C.4. 


Transfers.  Firms  requiring  Transfers  should 
write  to  the  makers. — A.  Bird  &  Co.,  Latimer 
Street,  Birmingham. 


Sunbeam,  150  h.p.  8-cylinder,  and  225  h.p.  12 
cylinder  Aero  Engines.  Guaranteed  as  new, 
for  sale. — Apply,  The  Cambridge  Automobile 
and  Engineering  Co.,  Ltd.,  21,  Hobson  Street, 
Cambridge. 


Tarpaulins  for  Sale,  repair- d  and  redressed 
Rail  truck  sheets  London  works,  also  few 
new  waterproof  sheets. — For  particulars 
write  Johnston,  12,  Broughton  Road,  Croydon. 


Large  Business  Premises  for  Sale  (after  amal- 
gamation), near  Bristol.  Closi  to  Railway 
Station.  Room  for  Siding.  Water  Power. 
Near  Collieries.  Suit  any  business,  especially 
Aeroplane  Manufactory.  —  Apply  John 
Thatcher,  Midsomer  Norton,  near  Bath. 


"Aeroplane,"  Vols.  1  to    7,    191 1    to    1914 ; 

Aero,"  Vols.  1  to  7,  1909  to  1913.  What 
0ffers? — Box  No.  4713,  The  Aeroplane,  61, 
Carev  Street,  W.C.2. 


Two   Underwood  Latest  Model  Typewi iters, 

lso  Remington.  All  <-s  new.  Sacrifice, 
^29  each.  Approval  willingly.  No  dealers. 
—Electro  Plating  Co.,  St.  Giles'  Street, 
Northampton. 


AEROPLANE  LECTURES  NOTE  BOOK 

Students  attending  lectures  on  aeroplanes 
and  aero-engines  find  the  task  of  note-taking 
very  trying  if  they  would  keep  their  attention 
fixed  on  the  lecturer.  Mr.  O.  Ford-Jones,  as 
the  result  of  his  observation  of  the  student's 
need,  has  devised  a  loose-leaf  note-book.  One 
set  of  leaves,  40  in  number,  is  for  "Particulars 
of  Aeroplane,"  a  second  for  "Particulars  of 
Engine."  All  the  student  has  to  do  is  to  inser 
notes  in  the  spaces  left — thus  : 

Speed  :    Flying  m.p.h.   Landing  m.p.h 

Maximum  m.p.h. 

The  book  will  fit  into  an  ordinary  pocket 
and  the  essentials  of  40  lectures  can  be  re 
corded  with  a  minimum  of  trouble.  The  leaves 
can  be  easily  removed  for  ultimate  filing.  The 
Aeroplane  Note  Book  costs  5s.  net;  refills,  2s 
net  per  set.  Order  of  any  newsagent  or  direc 
from  :— 

The   Aeroplane  &   General  Publishing  Co. 
Ltd.,  61,  Carey  Street,  W.C.2 

KINDLY    MENTION    "  THE 


PUBLICATIONS. 

Sixpence  Post  Free.— Technical  Essays  of  an 
Aviator  by  W.  R.  D.  Shaw.  60  pages.  Illus- 
trated. World  on  Wings  Publicity  Bureau 
(Registered),  180,  Sutherland  Avenue,  Mai'la 
Vale,  London,  W.9. 


The  following  books  may  be  obtained  post 
free  by  application  to 

The  Aeroplane  and  General  Publishing  Co., 
Ltd.,  Union  Bank  Chambers,  61,  Carey 
Street,  W.C.2  : — 

McCudden's  "Five  Years  in  the  R.F.C.,"  8s. 
Butler's  "Plain  Impressions,"  2s.  9d. 

Sylvester's  "The  Design  and  Construction  oJ 
Aero  Engines."    6s.  6d. 

Loening's  "Military  Aeroplanes,"  22s. 

Air  Fighter"  (2nd 


ENGINEERING. 

British  Correspondence  School  of  Aeronautics 

(Estab.  1908).— Engineering  course,  17s.  6d 
Advanced  course  in  design,  engines,  draughts 
manship,  42s.  Diplomas  granted.— Penning 
ton's,  254,  Oxford  Road,  Manchester. 


MODELS. 

Model  Petrol  motors,  \  h.p.,  tooled  or  rough 
interesting;  Water-cooled  or  Air-cooled.  Lis! 
3d. — Litdeover  Aeros,  Derby. 


Rich thof en's   "The  Red 
Edition),  3s.  9d. 


Blakeney's  "How    am    Aeroplane  is 

(2nd  Edition),  5s.  4d. 


Built" 


Dixie's  "Air  Navigation  for  Flight  Officers, 
lis. 

Saundby's   "Flying   Colours"    (Popular  Edi- 
tion), 15s.  6d.    Edition  de  Luxe,  £2  2s. 


Barber's    "  The 
■  Edition),  9s. 


Aeroplane    Speaks  "  (7th 


Barber's  "  Aerobatics,"  Us. 
Barber's  "Airy  Nothings,"  3s.  9d. 
Aviation  Pocket  Book,  6s.  4d. 
Songs  of  the  Submarine,  2s.  3d. 
Ballads  of  the  Flying  Corps,  2s.  9d. 
The  Flying  Book  (1918-  Edition),  5s  4d. 
Practical  Flying,  5s.  4d.  j 

"  The    £    S    D    of    Flying "  (Commercial 

Aviation  and  Its  Possibilities).    By  Captain 
^Arthur  Swinton,  6s.  4d. 

Selwyn's  Metric  Conversion  Tables,  2s.  9d. 

"The   Revelations   of   Roy,"   Air  Mechanic 
(With  Apologies  to  Artemas),  Is.  3d. 


HAULAGE. 

Steam  aud  Petrol  Motor  Wagons  for  Hire,  for 

timber  transport.— Apply,  Silwood  Storac 
Co.,  Ltd.,  7,  Victoria  Street,  Westminster. 
S.W.    Telephone,  Victoria  6882. 


"The  Aeroplane,' 

net  each. 

"  The  Aeroplane, 

net  each. 


Vols.  XIII  XIV,  XV,  25s. 


Vols  IX,  X,  XI,  XII,  21s. 


AEROPLANE"    WHEN    CORRESPONDING    WITH  ADVERTISERS 


July  g,  1919 


The  Aeroplane 


M 


Contractors  to  H.M.  Government. 

Hor«  Concours  Membre  du  Jury:    Brussels  International  Exhibition,  1910. 
Grand  Prix  London.  iooS.  and  Buenos  Aire*,  1910, 


On  "Lloyd's  Register." 


Telegrams  : 
JONAS, 

SHEFFIELD. 


TRADE  MARKS 


Tiltphone : 
No.  4f>6\ 
Private  Branch 

Exchange. 


JONAS  &  COLVER,  LTD. 

Manufacturers  of  Steel  of  every  description,  including 

HIGH  GRADE  NICKEL  STEEL  &  FORGINGS 

for  Naval  and  General  Marine  Purposes. 

Special  Heat  Treated  Alloy  and  other  Steels  AUIom?b'"ap»?pod«» 

S.S.G. 
S.G.W. 
G.P.S. 


IMPORTANT  SPECIALITIES  : 

A  SPECIAL  NICKEL  CHROME  GEAR  STEEL. 

FOR  AIR  OR  OIL  HARDENING.  When  treated  th:s  steel  has  exceedingly  tough  properties  and  is 
specially  suitable  for  Gear  Wheels,  Connecting  Rods,  etc. 

A  NICKEL  CHROME  STEEL  IN  FOUR  GRADES. 

Eminently  suitable  and  strongly  recommended  for  Gears,  Crankshafts,  and  other  highly  stressed  parts  and 
having  exceptional  inachin  ng  qualities.  Combines  unusually  heavy  shock-resistiDg  and  wearing  properties 
with  silent  running. 

A  HIGH  GRADE  ALLOY  CASE  HARDENING  STEEL. 

For  severely  strained  parts,  such  as  Gear  Wheels,  Gudgeon  Pins,  etc. 


SHEFFIELD. 


Our  travellers  will  call  upon  yen  *ith 
mm?' us  on  receipt  of  letter  or  'phone  uUl. 


C.  E.  MATTHEWS  &  CO.,  LTD. 

CASTLE  WORKS, 
BERMONDSEY   SQUARE,  S.E.I. 

Maanfactwor  8  of  Aeronautical  Tapei  and  Spindle  Wob«  from  |*  to  6" 

CONTRACTORS    TO    H.M.  GOVERNMENT. 

The  first  factory  in  the  heart  of  London  making  this  ciast  of 
small-wares  in  cotton,  jute,  linen  and  flax  webs,  etc. 


WarebouM  aad  Stack— 

6,  CASTLE  STUET,  of  A  la  tr .gate  Street,  B.C.i. 
Telaphoae— Contra!  13*09. 
Talegrarns— Cekai,  Cent.,  Lendoa. 


Werfca— 

Teltphene— Hop  4M6. 
Telegcaaae—  Wekkana*,  Bean. 

Leactoa. 


Telephone:  ^TY  3 11^  .  \^Jj£/  Telegrams :  VAMDUARA.CEtlT.LOnDOn  " 

Contractors  to  H  .  M.  Government. 

Aerona}It.^tAPES.WEBS,CORDS&THREADS 

DELIVERY  FROM  STOCK. 

JOH N  MACLENNAN  &  C9. 

30.  NEWGATE    ST.,  LONDON  ,  E.C.I. 

 '   .  (  AND  AT  GLASGOW]  ,    * 


KINDLY    MENTION       THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


IV 


The  Aeroplane  July  9,  i9i9 


THE  GREEN  ENGINE  Co.,  Ltd. 

FIRST   IN  1909. 

THE  AVRO  BABY  GREEN 

35  H.P. 
Wi  nner  of  the  1919 

Victory  Aerial  Derby  Handicap. 

FOREMOST   IN  1919. 


166,  PICCADILLY,  W.l. 

Telegrams  :  "Airengine,  London."  Telephone  :  Gerrard  8165  ;  Richmond  1293. 


AND 

FOR  ALL  PURPOSES. 

W.  WESSON  &  CO.,  LTD., 

Iron  &  Steel  Manufacturers, 

MOXLEY,  nr.  WEDNESBURY. 


EDITORIAL  OFFICES,  166,  PICCADILLY,  W.l. 

ADVERTISEMENT  OFFICES,  61,  CAREY  STREET,  W.C.2. 

Printed  for  The  Aeroplane  and  General  Publishing  Co.,  Ltd.,  bv  Bonner  &  Co.,  The  Chancery  Lane  Press,  Rolls  Passagt 
London;  and  Published  by  .The  Aeroplane  and  General  Publishing  Company,  Ltd.,  at  Union  Bank  Chambers, 

bi.  Carev  Street.  London.  VV.C  2. 


July  16,  1919 


The  Aeroplane 


BRITAIN'S  AERIAL  LINERS 

R33  and  R34 

Outer  Covers  Proofed  with 

"EXMUILLITE" 

Airship  Doping  Scheme  "P." 


THE  BRITISH  EMAILL1TE  CO.,  LTD., 

Doping  Scheme  Specialists, 
5,    HYTHE    ROAD,    WILLESDEN    J  U  MOTION,  N.W.IO. 
Wire:  Ridley,  Pren.  London.  'Phone:  Willesden  2346  &  2347. 


i 

I  Handley  Page 

'  Aeroplanes 


■  have  flowa  from  ■ 

ENGLAND  to  INDIA 

LONDON  to  CONSTANTINOPLE 
ENGLAND  to  CENTRAL  AFRICA 

■  and  have  carried  ■ 

PILOT    and    40  PASSENGERS 

■  over  6,500  feet  high.  ■ 

The  whole  of  the  experience  of  the  Handley  Page  Company  is  at  the  disposal 
of  any  Government  or  Business  House  desirous  of  starting  a  service  for 
conveying  passengers  or  goods  by  Air. 


Harvdley  Pa.O<P) 


Telegr»««:  t-^L^  .*l«ph<»e; 

'HTDROPHID,  CRICKLE.  HAMPSTEAD 

London."         Aeroplane  Manufacturers  to  British  &  Other  Governments.        Roo  oo  lines). 


ritish  &  Othei 

CRICKLE  WOOD,  LONDON.  N.W  2. 

KINDLY    MENTION    "  THE    AEROPLANE"      WHEN    CORRESPONDING    WITH  ADVERTISERS. 


J 


i  go 


The  Aeroplane 


July  i6,  1919 


QTRIKING  evidence  of  the    way   in  which  the 
modern  high-speed  aeroplane  is  destined  to  com- 
pete with  the  cable  is  afforded  by  the  recent  experience 
of  Mr.  Ward  Price,  the  famous  special  correspondent. 

Mr.  Ward  Price,  who  witnessed  the  recent  historic  scene  at 
Versailles  on  behalf  of  a  great  British  newspaper,  flew  across 
to  London  in  an  Airco  machine  immediately  after  the 
ceremony,  and  delivered,  personally,  a  long  description,  most 
of  which  was  written  in  the  air.  By  this  means  the 
newspaper  was  able  to  publish  a  much  fuller  account  of  the 
proceedings  than  any  other  paper,  in  addition  to  publishing 
whole  page  photographs  which  were  actually  taken  in  Paris 
on  the  preceding  afternoon. 

Upon  this  particular  occasion  the  congestion  on  the  cables 
was  such  that  messages  were  24  hours  coming  through, 
whereas  Airco  machines  regularly  cover  this  distance  in  an 
average  of  2 \  hours. 


AIRCO 


THE  AIRCRAFT 
MANUFACTURING  CO..  LTD. 

Chairman  (and  Founder,  1911):  G.  HOLT  THOMAS. 


London  Office:  27,  BUCKINGHAM  GATE,  LONDON.  S.W.I 
Works :  THE  HYDE,  HENDON,  N.W.9. 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    W  ITH  ADVERTISERS 


July  16,  1919 


The  Aeroplane 


I 


ARMSTRONG 
i  SIDDELEY 

£    6  =  CYLINDER     CAR  A 

1          ^  =^===^   :::==:===  f 

P                        '  R  determination  to  provide  the  public  with  a  lighter  ^ 

Jj|  I^W^eI  an<^  extremely  refined  motor  carriage  has  decided  us  k 
U|           W^^^M     to  concentrate  all  our  attention  at  present  on  a  single 

1          '            '    design.  p 

k          41    It  contains  many  striking  features.     Among  them  a  highly  A 

efficient  6-cylinder  engine — with  overhead  valves  and  embodying  'Si 

la          the  use  of  aluminium — based  on  the  experience  of  the  successful  m 

y          Siddeley  aircraft  engines.    This  engine — 3^  in.  bore  and  5^  in.  fx 

stroke,  R.A.C.  Rating  29.5  — will  have  a  wide  range  of  speed.  ^ 


CE.    Other  leading  points  to  be  noted  are  : — 

New  design  of  frame.  The  Siddeley  cantilever  type  springing. 

New  design  of  radiator  and  bonnet.  All  brakes  on  rear  wheels. 

Improved  front  axle  and  steering.  New  type  disc  wheels.    Big  tyres. 

Spiral  bevel  rear  axle  drive.  Electric  starting  and  lighting,  and 

GREAT  REDUCTION  IN  WEIGHT. 


I] 

ou  cannot  buy  a  beuer  car 


(!_    Our  aim  throughout  has  been  to  achieve  lightness  and  simplicity  with  a  1  ■* 

view  to  a  substantial  reduction  in  first  cost  and  in  running  expenses.  ^ 

PRICE  OF  CHASSIS,  EQUIPPED  WITH  M 
Electric  Lighting  and  Starting  Set,  Five  Lamps, 

Four  Tyres,  Stepboards,  All  Wings  and  Dashboard  W 

£660 

Write  for  'Brochure  "  Three  Announcements T 
Ihe  SIDDEEEY-DEASY  MOTOR  CAR  CO.,  Ed.,  COVENTRY 

CONTRACTORS         II.M.  Al^  cMIMSTRV. 

(The  Motor  Car  Dept.  or  W.  G.  Armstrong  Whitwor  h  &  Company,  Limited). 
S  RVICF.    DEPARTMENT    AT    LONDON    AN  1)  MANCHESTER 


KINDLY    MENTION    "THE    AEROPLANE"    WHEN    CORRESPONDING    WITH  ADVERTISERS 


IQ2 


The  Aeroplane 


July  16,  1919 


KINDLY    MENTION    "THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS 


VOL.  XVII. 

No.  3, 


The  Kdl  oVial  arid  Advertising  Otflcs  of  "The  Aeroplane  "  are  at  166,  Piccadilly  Lond  n.  W.l. 
Telegraphic  Address:  "Aileron,  London."  Telepnone:  Mayfair,  5407. 

Aocounts,  and  an  correspondence  relating  thereto,  should  be  sent  to  the  Registered 
Offices  ot  The    Aeroplane    and    General    Publishing  Co.,    Ltd,   Union    Bauk  Chambers 

61,  Carey  Str  et,  Lon  on,  W.C  2 
Subscription  Rates,  post  free:    Home.  3  months,  7s.  6d.;    6  months,  15s.  ;    12  months.  30s. 
Foreign,  3  months,  8s.  9d.;    6  months,  17s.  6d  :  V  months,  35s.  Canada,  .  Ytar  54 

U.S.A.,  1  Year,  fc8  50o. 


ON  PREPARING  FOR  WAR. 


Imprimis,  let  it  be  understood  that  this  article  is  not 
intended  to  give  anybody  good  advice.  It  is  not  a  sermon; 
it  is  purely  an  expression  of  personal  opinion  which  in- 
cludes a  few  prophecies.  Therefore,  by  way  of  a  change, 
1  propose  to  drop  for  the  time  being  the  customary  im- 
personal form  of  editorial  address  and  to  assume  the  first 
person  singular.  If  the  readers  of  this  paper  do  not  want 
my  personal  opinions  the}-  need  not  read  any  more  of  this 
article.  They  will  get  excellent  value  for  their  money  in 
the  rest  of  the  paper,  so  they  cannot  complain  that  they 
have  been  done  in  any  way.  Let  us  therefore  to  our 
subject. 

We  are  now  theoretically  at  peace.  The  fact  that  there 
are  twenty-seven  minor  wars  going  on  at  the  moment 
need  not  worry  us.  The  more  important  fact  remains 
that  Germany,  France,  Great  Britain,  and  the  United 
Slates  are  at  peace — subject  only  to  the  ratification  of 
impossible  peace  terms  by  various  non-representative 
Governments.  Even  that  need  not  wony  us,  for  impossi- 
ble peace  terms  are  very  like -a  life  sentence  for  man- 
slaughter. After  a  few  years  people  forget  about  the 
sentence  and  the  condemned  person  is  let  off. 

Being  at  peace,  we  ought  obviously  to  turn  our  attention 
to  preparing  for  war,  in  accordance  with  the  old  injunc- 
tion, "  In  time  of  peace  prepare  for  war,"  and  the  old 
axiom,  "The  surest  guarantee  of  peace  is  preparation  for 
war." 

If  we  were  governed  by  an  autocracy,  or  an  aristocracy, 
or  even  by  an  intelligent  oligarch}',  or  plutocracy,  or 
bureaucracy,  we  might  reasonably  expect  such  prepara- 
tions to  be  made  without  anybody  having  to  jar  tlie 
Government  into  action.  But,  unfortunately,  we  happen 
to  be  a  limited  monarch}-  almost  completely  in  the 
hands  of  sir  democracy  tempered  by  plutocracy. 

Now,  democracy  means  government  by  the  "  demos  " 
or  people.  And  nobody  has  seriously  disputed  Carlyle's 
dictum  that  the  population  of  these  islands  consists  of  so 
many  millions  of  people,  "mostly  fools."  Therefore  we 
are  actually  governed  mostly  by  fools,  or,  alternatively, 
by  knaves  who  have  humbugged  the  fools  into  electing 
them  to  the  places  of  government.  Nobody  who  has  ever 
attended  a  session  of  the  House  of  Commons  or  who  has 
read  Hansard  can  have  any  lingering  doubts  on  that 
point.  Consequently  we  cannot  expect  this  or  any  other 
Government  to  prepare  for  war  until  that  war  actually 
breaks  out,  as  was  the  case  in  the  late  lamented  European 
squabble. 

But  there  does  happen  to  be  an  intelligent  minority, 
fairly  evenly  spread  over  all  grades  of  society,  among  our 
millions  of  fools,  which  realises  that  we  must  prepare  for 
war  if  we  are  to  remain  a  Nation,  let  alone  an  Empire. 
Before  this  war  the  Navy  League,  by  constant  agitation, 
which  was  made  possible  largely  by  the  financial  and 
social  help  of  that  fine  example  of  the  English  gentleman, 
the  late  Mr.  Robert  Yerburgh,  managed  to  squeeze  enough 
money  out  of  successive  and  always  reluctant  Govern- 
ments to  enable  the  Admiralty  to  build  the  biggest  Navy 


in  the  world,  albeit  perhaps  not  the  most  intelligently 
or  efficiently  organised. 

The  mere  size  of  that  Navy  secured  this  country  against 
invasion,  and  played  a  decisive  part  in  ending  the  war  by 
starving  the  German  people  into  a  low  state  of  moral. 
For  this  we  have  to  thank  Mr.  Yerburgh,  and  Mr.  Pat 
Haunon,  the  Secretary  of  the  Navy  League  during  its 
most  active  years,  more  than  the  British  Government  or 
the  majority  of  the  British  People. 

Aircraft  in  the  Next  War. 

It  is  evident  that  in  the  next  war  aircraft  will  play  a 
part  similar  to,  but  far  more  important  than,  that  played 
by  the  ships  of  the  King's  Navy  in  this  war. 

In  the  first  place  our  anti-aircraft  defences — which 
ought  forthwith  to  be  established  as  a  permanent  institu- 
tion on  a  far  larger  scale  than  the  coast  defences  under 
the  Army — will  have  to  assure  the  immunity  of  this 
country  from  invasion  by  air. 

In  the  second  place,  our  seagoing  aircraft  will  have 
to  protect  our  trade  routes  against  attack  by  enemy  sub- 
marines and  surface  ships. 

In  the  third  place,  our  aircraft  with  the  Army  in  the 
field  will  have  to  do  all  the  air  work  required  by  the 
Expeditionary  Force. 

And,  fourthly,  another  force  of  aircraft,  bigger  than  all 
the  other  sections  put  together,  will  have  to  carry  war 
into  the  enemy's  country. 

Thus  it  is  easy  to  see  that  the  task  of  the  Flying 
Sei  vices  in  the  next  war  will  be  far  greater  than  that  of 
any  other  of  the  King's  Armed  Forces.  And  to-day  it 
is  proposed  by  our  democratic  Government,  not  only  to 
cut  down  our  Navy  (which  can  be  spared,  if  our  Air  Force 
is  built  up  to  proper  strength),  and  to  cut  down  our 
Army  (which  cannot  be  spared,  because  an  Army  of  Occu- 
pation in  enemy  territory  is  the  only  guarantee  that  a 
war  is  won),  but  to  cut  down  our  Air  Force  to  a  size  which 
in  the  next  war  will  be  in  pretty  well  the  same  proportion 
to  our  needs  as  the  historic  first  four  squadrons  were  to 
our  needs  in  this  war. 

The  Task  of  a  Territorial  Association. 

That  is  what  Democracy  is  going  to  do  for  us,  if  we 
allow  it.  There  is  thus  evident  need  for  a  strong  organisa- 
tion of  the  intelligent  minority  to  do  for  the  Air  Force 
what  the  Navy  League  did  for  the  Navy.  It  might  be 
done  by  a  purely  propagandist  body,  such  as  a  reorganised 
and  thoroughly  vitalised  Aerial  League  might  become. 
But  my  personal  opinion  is  that  it  can  be  done  still  better 
by  a  practical  organisation  such  as  a  Territorial  Air  Force 
Association  may  become  if  it  is  founded  by  the  right 
people,  if  it  secures  the  right  patrons,  and  if  it  is  con- 
ducted by  an  energetic  secretariat. 

The  task  of  a  Territorial  Air  Force  Association  would 
be  precisely  similar  to  that  of  the  T.F.  Association  in 
connection  with  the  Army,  but  on  a  far  grander  scale,  for 
it  would  include  sea  work  as  well  as  land  work.  And  one 
believes  that  it  would  ultimately  have  to  deal  with  greater 
numbers  of  men. 


194 


The  Aeroplane 


July  16,  1919 


It  must  have  men  of  unimpeachable  honesty  of  purpose 
at  its  head.  And  it  must  be  conducted  in  a  dignified  and 
yet  energetic  manner.  It  must  use  the  public  Press  to 
the  utmost  in  popularising  the  movement.  But  it  must 
not  allow  itself  to  be  run  by  the  Press  for  advertisement 
purposes. 

Thus,  and  thus  only,  shall  we  be  able  to  build  up  an 
adequate  Air  Force  in  preparation  for  the  next  war. 
Volunteer  aviation  must  become  a  national  sport,  as 
archery  was  in  the  days  when  England  Was  becoming  a 
World  Power. 

How  the  details  are  to  be  organised  I  leave  to  cleverer 
brains  than  mine,  but  to  those  who  approve  of  the  general 
idea  I  recommend  that  they  read  "  The  Army  of  a  Dream" 
written  by  Mr.  Kipling  some  fifteen  years  ago.  Therein 
they  may  find  inspiration  for  their  task. 

Whv  a  Next  War  ? 

"  But,"  some  people  may  ask,  "  why  a  next  war  ?  Have 
we  not  formed  a  League  of  Nations  to  ensure  that  there 
shall  be  no  next  war?  Have  we  not  President  Wilson's 
Fourteen  Points  ?  Are  not  small  nations  to  self-determine 
themselves,  and  thus  remove  all  possible  causes  of  war  ? 
Is  not  the  International  Police  Force  to  be  formed  to  stop 
any  threatening  war  before  it  begins  ?  Are  not  national 
atmies  to  be  limited  so  as  to  make  wars  impossible?  " 

As  they  say  in  Parliament,  "  The  answer  is  in  the  nega- 
tive." So  long  as  man  is  a  fighting  animal,  so  long  will 
war  continue.  Leagues  and  alliances  may  avoid  or  check 
war  for  a  while,  but  war  must  come  in  the  end.  History, 
as  I  have  remarked  on  several  occasions,  is  the  greatest 
plagiarist  in  all  literature. 

An  Historic  Plagiarism. 

Read  what  a  great  historian  has  to  say  concerning  a 
League  of  Nations  formed  for  "  the  mutual  preservation 
of  states,  so  that  the  more  powerful  might  not  oppress 
the  less  powerful,  and  that  each  should  keep  what  rightly 
belongs  to  him." 

The  League  in  question  was  formed  in  1495  between 
Spain,  the  Holy  Roman  Empire,  the  Pope,  Milan,  and 
Venice  to  check  the  ambition  of  Charles  VIII.  of  France. 
The  words  quoted  are  those  in  the  assertion  of  the  basis 
on  which  the  League  rested.  Do  they  differ  from  the 
pious  assertions  of  Mr.  Lloyd  George  and  President 
Wilson  ? 

Here  is  what  the  late  Dr.  Mandell  Creighton,  the  Bishop 
of  London,  had  to  say  on  this  precious  League  in  his 
monograph  on  Cardinal  Wolsey,  published  in  1906  :  — 

"This  League  marks  a  new  departure  in  European 
affairs.  There  was  no  mention  of  the  old  ideas  on  which 
Europe  was  supposed  to  rest.  There  was  no  recognition 
of  papal  or  imperial  supremacy ;  no  principle  of  European 
organisation  was  laid  down.  The  existing  state  of  things 
was  to  be  maintained,  and  the  contracting  Powers  were 
to  decide  amongst  themselves  what  rights  and  claims  they 
thought  fit  to  recognise.  Such  a  plan  might  be  useful  to 
check  French  preponderance  at  the  moment,  but  it  was 
fatal  to  the  free  development  of  Europe.  The  States  that 
were  then  powerful  might  grow  in  power ;  those  that  were 
not  yet  strong  were  sure  to  be  prevented  from  growing 
stronger.  .  .  .  European  affairs  were  to  be  settled  by 
combinations  of  powerful  States." 

Reading  Germany  for  France,  is  there  anything  in  that 
statement  which  does  not  apply  precisely  to  our  present 
preposterous  League  of  Nations  ?  See,  then,  what  Dr. 
Creighton  has  to  say  as  to  the  outcome  of  the  League  :  — 

"  The  results  of  this  system  were  rapidly  seen.  France, 
of  course,  was  checked  for  the  time;  but  France,  in  its 
turn,  could  enter  the  League  and  become  a  factor  in  Euro- 
pean combinations.  The  problem  now  for  statesmen  was 
how  to  use  this  concert  of  Europe  for  their  own  interests. 
.  .  .  The  notion  of  a  maintenance  of  European  equilibrium 
faded  away  before  such  a  prospect. 


"  This  prospect,  however,  was  only  in  the  future.  For 
the  present  there  was  an  opportunity  for  endless  schem- 
ing. The  European  League  for  the  preservation  of  the 
existing  state  of  things  resisted  any  expansion  on  the 
part  of  smaller  States,  but  encouraged  compacts  for  aggres- 
sion amongst  the  more  powerful." — Be  it  noted  in  passing 
that  we  have  just  been  informed  of  an  alliance  between 
France,  Great  Britain,  and  the  United  States,  excluding 
Italy  and  our  nineteen  other  Allies. 

I  recommend  the  study  of  the  history  of  this  League 
of  1495  to  those  who  may  be  so  foolish  as  to  believe  in 
the  League  of  1919,  and  I  recommend  the  study  of  Car- 
dinal Wolsey's  diplomacy  to  those  who  imagine  that  we 
of  to-day  are  any  different  from  the  Englishmen  of  four 
hundred  and  twenty  odd  years  ago.  The  chief  difference 
is  that  whereas  Wolsey  kept  England  out  of  that  particu- 
lar League  and  used  her  splendid  isolation,  as  the  great 
Marquess  of  Salisbury  did,  to  swing  the  balance  of  power 
as  he  willed,  our  politicians  of  to-day,  not  being  states- 
men, rush/intb  the  League,  so  that  the}'  must  either  be 
swung  with  the  rest  or,  if  the}'  wish  to  maintain  our 
British  independence,  must  withdraw  from  the  League 
when  occasion  demands  and  so  give  our  enemies  another 
charge  to  throw  at  "  perfidious  Albion."  In  fact,  this 
alliance  with  France  and  the  United  States  is  already 
incompatible  with  the  idea  of  a  general  League  of  Nations, 
though  it  is  an  eminently  sensible  alliance  when  regarded 
from  the  point  of  view  of  the  older  and  more  practical 
diplomacy. 

However,  there  you  have  the  League  of  Nations  of  1495. 
Consider  whether  it  did  anything  to  stop  war.  So  far  as 
history  shows,  it  carried  on  war  with  considerable  success 
from  1495  till  1515  in  its  effort  to  stop  war.  And  it  then 
produced  a  Universal  Peace,  which  lasted  from  1515  till 
1518 — three  whole  years. 

Our  recent  squabble  has  been  shorter  and  perhaps  our 
peace  may  be  longer,  though  my  personal  opinion  is  that 
this  peace  will  merely  merge  in  a  new  series  of  wars,  as 
I  hope  to  show  hereafter.  Meantime  we  are  at  peace  with 
our  late  enemies  and  at  war  with  the  majority  of  the 
greatest  of  our  former  Allies — Russia  to  wit,  which  was 
certainly  the  greatest  of  our  Allies  in  point  of  size  of  area* 
and  population.  For,  be  it  noted,  Bolshevik  means 
nothing  more  nor  less  than  a  member  of  the  majority 
(mostly  fools — as  aforesaid). 

With  Whom  the  Next  War  ? 

At  present  we  are  too  near  the  recent  war  to  see  it  in 
quite  the  right  historic  perspective.  Our  ignorant  jour- 
nalists have  hailed  it  as  Armageddon,  to  be  followed  by 
Universal  Peace,  and  the  Kingdom  of  Christ  upon  Earth. 
In  all  reverence  I  wish  that  such  were  the  truth.  But  if 
we  wish  to  attain  to  something  like  the  right  perspective 
it  is  necessary  to  consider  the  view  of  a  great  Chinese 
mandarin,  who,  when  asked  somewhere  about  the  middle 
of  the  war  what  he  thought  of  the  Great  World  War, 
replied  philosophically  :  "  We  in  China  pay  but  little 
attention  to  the  tribe-fights  of  Western  barbarians." 

I  have  quoted  this  saying  before,  but  it  seems  apposite 
and  necessary  to  repeat  it.  For  in  no  sense  has  this  been 
a  race-war.  It  is  true  that  it  began  as  a  race-war  between 
the  Slavs  and  the  Teutons,  but  the  Teutons  soon  held 
the  Slavs  at  bay.  The  real  fighting  developed  into  a 
struggle  in  which  the  Teutonic  tribes  of  Germany  and 
Austria  contended  with  the  Teutonic  Franks,  Burgun- 
dians,  Belgicae,  and  Anglo-Saxons.  There  were  a  few  odd 
Slavonic  and  Semitic  (1$  est,  Turkish)  tribes  forced  in  as 
auxiliaries  on  one  side,  and  there  was  an  assortment  of 
Latins  and  Kelts,  together  with  a  vast  variety  of  coloured 
races,  persuaded,  bribed,  or  conscripted  as  auxiliaries  on 
the  other  side. 

Be  it  remembered  that  Italy  has  never  had  any  quarrel 
with   Germany,   and   but   little  with    Hungary.  Her 


July  16,  igig 


The  Aeroplane 


sole  desire  was  to  get  back  certain  small  patches  of  terri- 
tory inhabited  by  Italians.  And  Italy  has  as  little  love 
for  her  Jugo-Slav  neighbours  to-day,  now  that  they  are 
an  independent  republic,  as  she  had  for  them  when  they 
were  part  of  the  Austro-Hungarian  Empire.  The  purely 
Latin  tribes  of  Southern  France  took  but  little  personal 
interest  in  the  war,  as  anybody  can  bear  witness  who 
knew  that  area  during  the  past  four  years. 

The  real  race-war,  when  it  comes,  will  be  between  the 
Teutonic  Race  and  the  Slav  Race.  There  may  be  many 
minor  wars  before  that  comes,  but  that  will  be  the  first 
great  race-war  since  the  Teutonic  tribes  began  to  over-run 
Gaul  in  the  later  days  of  the  Roman  Empire. 

A  Minor  Prophecy. 

This  is  by  no  means  a  uew  idea,  for  in  the  issue  of 
this  paper  published  on  August  5th,  1914,  the  day  after 
the  declaration  of  war,  I  wrote: — "Thanks  to  the 
machinations  of  politicians  who  pose  as  statesmen,  the 
Powers  find  themselves  grouped  quite  in  the  wrong  way. 
Our  alliance  with  France  is  as  it  should  be,  but  that 
the  two  leading  civilised  uatious  should  find  themselves 
allied  with  Russia  against  Germany  and  Austria  is  alto- 
gether unnatural.  The  alliance  with  Russia  is  against 
all  reason.  '  Scratch  a  Russian  and  you  find  a  Tartar ' 
is  an  ancient  proverb.  Scratch  a  Tartar  and  you  find 
a  Chinaman  is  a  logical  sequel.  The  Slav  is  the  real 
'  Yellow  Peril,'  for  the  Slav  is  at  bottom  an  Asiatic. 

"  If  Russia  comes  out  on  top  in  this  present  Avar,  does 
anyone  think  that  her  gratitude  to  us  for  our  support 
will  cause  her  to  keen  her  hands  oft  India  when  she  can 
spare  men  from  her  German  frontier  ?  Those  who  know 
the  Russo-Indian  problem  will  remember  the  admonition 
of  the  old  shikarri  in  Mr.  Kipling's  famous  allegory — 
'Make  not  your  peace  with  Adam-zad,  the  bear  that 
walks  like  a  man.'  " 

Already  Russia  is  working  out  that  prophecy.  The 
Bolshevik  outbreaks  in  India,  and  the  Afghan  attacks 
on  the  North-West  Frontier,  stirred  up  by  Russian  emis- 
saries and  encouraged  by  Mr.  Montagu's  political  im- 
becilities, show  how  Russia  is  working,  now  that  she 
has  nothing  to  fear  from  Germany. 

In  that  same  article  I  continued  : — "  However,  nothing 
on  (rod's  Earth  can  excuse  Germany's  unprovoked 
attack  on  France,  and  we  have  got  to  see  France  through 
her  trouble  on  that  account.  A  smashed  Germany  is 
not  as  good  a  bulwark  against  the  advance  of  the  Slav- 
peoples  as  a  solid  Germany  backed  by  France  and  Italy 
vould  be,  but  perhaps  a  smashed  Germany  may  be  less 


dangerous  than  a  top-heavy  Germany  ready  to  fall  at 
any  moment  on  us  and  our  friends  the  Fiench.  There- 
fore, in  the  name  of  common  sense,  let  us  have  at  it, 
and  smash  Germany  thoroughly,  once  and  for  all." 

It  is  true  that  there  was  no  excuse  for  Germany's 
attack  on  France,  but  there  was  a  very  good  reason. 
France  had  been  drawn  into  that  unnatural  alliance  with 
Russia.  When  Russia  and  Germany  declared  war,  Ger- 
many was  open  to  attack  by  Russia's  Ally  France,  and 
it  was  therefore  politic,  if  not  morally  right,  to  hit  France 
hard  and  keep  her  quiet  while  Germany  smashed  Russia. 
If  Great  Britain  had  kept  out  of  the  war,  as  some  of  our 
politicians  desired,  that  is  probably  what  would  have 
happened.  But  it  would  have  been  bad  policy  in  the 
end,  for  it  would  have  left  the  Prussians,  a  Slav  tribe, 
dominant  in  Europe.  So  our  muddled  policy  ultimately 
worked  out  for  the  best. 

The  War  That  Had  to  Come. 

We  were  bound  to  have  a  war  with  Germany,  sooner 
01  later.  From  my  earliest  days  as  a  kid  at  school, 
some  thirty-five  years  ago,  I  remember  that  my  older 
relatives  and  friends  in  the  Navy  regarded  a  fight  with 
Germany  as  their  sole  reason  for  existence,  and  for 
several  years  before  the  war  I  knew  precisely  where  the 
I'.ritish  Expeditionary  Force  was  to  be  placed  in  relation 
tu  the  French  Army  when  the  war  came.  The  war  just 
had  to  come,  as  a  fight  comes  at  school  between  two 
boys  who  have  no  immediate  casus  belli,  but  have  just 
been  irritating  one  another  for  months.  And  generally 
they  are  better  friends  afterwards. 

There  were,  however,  many  minor  causes  for  the  war, 
In  the  issue  of  The  Aeroplane  dated  August  12th, 
1914,  I  wrote  : — "  One  cause  certainly  seems  to  be  that 
the  enormous  spread  of  Socialism  in  Germany,  as  shown 
at  the  last  elections,  has  so  scared  the  Prussian  junkers, 
or  land-owners,  that  the  war  has  been  forced  on  in  the 
vain  hope  that  a  wave  of  patriotism  will  swamp  the 
Socialists. 

"  Another  cause  seems  to  be  that  German  traders 
throughout  the  world  have  so  overrun  their  financial 
capabilities  that  they  have  been  going  bankrupt  by  the 
thousand  and  so  have  broken  the  banks  which  have  been 
backing  them,  with  the  result  that  the  big  financiers 
behind  the  banks  have  fostered  the  war  spirit  so  as  to 
get  their  money  back  out  of  profits  on  armament  and 
military  equipment.  In  doing  so  they'  have  plunged 
their  country  into  a  war  which  is  more  likely^  to  prove 
their  ruin  than  anything  else." 


AN  INTERESTING  GERMAN  MACHINE. — A  4=engined  Zeppelin-Staaken  "  Giant  '  (four  250  h  p.  Maybach  engines)  converted 
into  a  passenger-carrier  by  removing  the  fifth  engine  which  was  carried  in  the  nose  of  the  fuselage  and  substituting  an  enclosed 

cabin. 


iq6 


The  Aeroplane 


July  16,  1919 


One  sees  little  in  those  paragraphs  with  which  to  dis- 
agree five  years  later.  But  the  financiers  have  been 
cleverer  than  was  expected.  Five  years  ago  we  in  this 
country  knew  less  about  International  Finance  than  we 
do  now.  The  wonderful  organisation  of  the  great  Jewish 
financiers  was  less  understood. 

Financial  Pressurk. 

In  the  light  of  present  knowledge  it  would  seem  that 
just  as  the  financiers  rushed  forward  the  start  of  the 
war,  so  they  ended  it  prematurely  for  their  own  benefit. 
Is  it  possible  that  Marshal  Foch  and  the  commanders 
of  the  Allied  Armies  would  have  allowed  the  Germans 
an  armistice  when  they  did  if  they  had  not  been  ordered 
to  do  so  by  the  Allied  politicians  acting  under  orders 
from  the  International  financiers  ? 

"When  the  Armistice  was  declared  the  German  Army 
was  on  the  point  of  breaking,  but  it  had  not  broken. 
The  Independent  Air  Force  was  on  the  point  of  bombing 
Berlin  and  wrecking  the  Rhine  cities.  A  month  more 
of  war  would  have  seen  the  victorious  armies  of  the 
Allies  in  the  wealthiest  part  of  Germany.  And  not  the 
most  rigid  discipline  would  have  prevented  the  looting 
of  the  captured  towns.  The  situation  was  perilous  for 
the  German  Jew  financier  and  his  chief  seat,  the  city 
of  Frankfort. 

And  so  the  politicians  ordered  the  Armistice,  and  the 
German  Arm}*  retired  into  Germany  beaten,  but 
unbroken. 

All  for  the  Best. 

Perhaps  it  was  all  for  the  best.  When  that  great  race- 
war  with  the  Slavs  breaks  out  we  shall  need  the  help 
of  the  German  Army.  And  theu  it  may  be  well  that 
the  Germans  have  not  altogether  lost  their  moral. 

When,  after  the  Battle  of  Mons,  the  British  Army  was 
in  full  retreat,  Mr.  Hamilton  Fyfe,  in  his  famous  dispatch 
to  the  Sunday  edition  of  the  "Times,"  said,  "The 
British  Army  is  a  beaten  army,  but  not  a  broken  army." 
It  was  the  one  consolation  to  the  British  Nation  in  the 
greatest,  and  most  salutary,  shock  which  it  has  had 
during  the  war.  Similarly,  when  the  Teuton  Race  has 
to  array  itself  against  the  Slav,  it  may  be  well  for  us  to 
remind  the  Germans  that,  though  theirs  was  a  beaten 
army,  it  was  not  a  broken  army. 

The  Germans  -will  need  little  reminding,  for  one  re- 
members that  when  the  Guard  returned  to  Berlin  after 
the  Armistice  they  were  received  with  banners  and 
flowers,  as  soldiers  who  had  kept  the  horrors  of  war  from 
the  soil  of  the  Fatherland.  And  very  justly  so,  for  when 
the  Allied  Armies  set  foot  in  Germany  they  came  in 
peace,  and  no  actual  fighting  has  taken  place  in  Ger- 
many itself. 

The  Whirligig  qe  Time. 

The  idea  of  our  needing  Germany  in  the  future  may 
seem  unthinkable  to  the  narrow-minded,  but  as  an  his- 
torical fact  it  is  not  merely  probable,  but  practically 
certain.    History,  as  ever,  must  keep  on  repeating  itself. 

One  of  the  most  exquisitely  humorous  episodes  in  my 
own  experience  occurred  just  a  week  before  the  signing 
of  the  Armistice  when  I  found  myself  sitting  in  a  Hun 
hut  in  the  middle  of  the  devastated  area  in  France,  close 
alongside  Vein  Wood,  betweeu  Bapaume  and  Cambrai, 
leading  the  account  of  the  Battle  of  Waterloo  as  given 
in  the  British  tourist's  Bible,  otherwise  known  as 
Baedeker.  I  read  how  "  our  gallant  allies  the  Germans  " 
held  this  position,  how  the  stout  Hanoverian  troops  held 
the  other,  how  the  brave  Brunswickers  carried  such  and 
such  a  strong  point,  and  how  a  very  considerable  per- 
centage of  Wellington's  Army  were  pure  Germans.  The 
book  was  lent  me  by  a  British  officer,  who  carted  a  whole 


Baedeker  library  about  with  him,  so  that  he  should  kuow 
something  about  the  places  which  our  troops  were  con- 
quering at  that  period.    The  idea  tickled  him  hugely. 

Germany  as  It  Was  and  Is. 

It  is  in  fact  no  more  ridiculous  to  think  of"  German 
troops  as  allies  in  a  war  with  the  Slav  in  the  future 
than  to  think  of  them  as  allies  in  a  war  with  France  in 
the  past.  As  I  wrote  in  The  Aeroplane  of  August  5th, 
1914  : — "  Germany  is  built  up  of  many  incompatible 
elements.  The  Schleswiger  is  a  Dane,  and  quite  a  good 
cfiap.  The  Alsatian  is  a  Frenchman  and  hates  German}'. 
The  Bavarian  is  a  peace-loving,  hard-working,  decent 
poor  soul,  and  cordially  dislikes  his  Prussian  master. 
And  the  Pole  is  nothing  in  particular  and  loathes  Ger- 
man, Russian,  and  Austrian  with  beautiful  impartiality. 
The  German  Empire  dissolved  into  its  component  parts 
may  still  be  a  useful  barrier  (against  the  Slav)  and  not 
a  danger.  It  is  Prussia,  as  usual,  who  is  making  a 
beast  of  herself,  and  it  is  Prussia  rather  than  Germany 
whom  we  have  to  fight." 

Again,  in  the  issue  of  August  12th,  1914,  I  wrote  :  — 
'■'  At  the  moment  the  German  people  are  in  the  delirium 
of  war  fever,  so  they  are  not  pleasant  to  meet,  and  for 
years  they  have  been  taught  to  hate  the  English,  but 
the  individual  German  is  an  easy-going,  kind-hearted 
individual,  singularly  like  an  Englishman  in  most  of 
his  ways— especially  in  his  quiet  contempt  for  foreigners, 
and  his  offensive  manner  to  strangers — and  one  hopes 
that  when  this  affair  is  over,  with  all  its  waste  of  life 
and  national  wealth,  we  shall  be  better  friends  with  our 
Germanic  relatives.  Meantime,  Germany  as  an  Empire 
has  to  be  crushed  out  of  existence,  and  the  sooner  it  is 
done  the  better." 

Was  I  very  far  wrong  in  what  I  wrote  nearly  five  years 
ago,  and  before  any  news  of  any  kind  had  come  in  from 
the  war  areas  ?  If  it  seems  that  I  have  overestimated 
the  decency  of  the  Western  German  ask  any  of  our 
people  who  has  lived  in  Germany  for  the  last  few  months 
with  the  Army  of  the  Rhine. 

If  you  remind  me  that  German  civilians,  men  and 
women,  hooted  and  spat  at  our  men  when  they  were 
marched  as  prisoners  through  German  towns  early  in 
the  war,  I  ask  you  to  explain  why  the  good  gentle  people 
of  Oswestry  a  week  or  two  ago  hustled  and  threw  rotten 
eggs  at  a  German  officer  whom  they  imagined  to  be 
Admiral  von  Renter  ?  The  Germans  acted  in  the  heat 
of  rising  war  fever.  The  people  of  Oswestry  presumably 
acted  the  part  of  the  noble  and  magnanimous  conquerer 
to  a  beaten  but  gallant  foe.  Is  that  the  explanation  ? 
Perhaps  the  kindest  thing  one  can  say  about  the  Oswestry 
incident  is  that  the  place  is  nearly  in  Wales,  and  that 
the  people  are  not  typically  English.  One  might  per- 
haps find  equally  plausible  excuses  for  various  unpleasant 
incidents  in  Germany  if  one  tried. 

East  Is  East  and  West  Is  West. 

Personally  I  do  not  like  the  average  German.  I  can  never 
forgive  him  for  the  fact  that  restaurant  bauds  had  to  be 
invented  to  drown  the  noise  of  the  Germans  eating  soup. 
But  he  is  not  half  so  black  as  he  is  painted,  and  he  is 
not  half  so  ill-mannered,  or  savage,  or  brutal  as  the  Slav. 
The  plain  fact  of  the  matter  is'  that  the  farther  East  you 
go  the  greater  is  the  innate  savagery  of  the  people. 

German  atrocities  in  France  and  Belgium  were  mere 
child's-play  compared  with  Russiau  atrocities  in  East 
Prussia  (although  the  East  Prussians  are  themselves 
Slavs)  during  the  .temporary  advance  of  the  much  adver- 
tised "  Russian  steam-roller  "  in  1914-15,  or  compared 
with  Russian  atrocities  in  Poland  at  any  time  in  the  last 
hundred  years,  or  compared  witli  the  atrocities  committed 
by  thj  Dolsheviks  on  the  minute  percentage  of  decent 


July  16,  1919 


The  Aeroplane 


197 


CIVIL  FLYING 

WITH 


THE  SOPWITH  "GNU"  3 SEATER 

COMFORT  AND  ECONOMY 

The    Sopwith   "GNU"  is  a  Touring, 
and  Business  Aeroplane    of  high  per- 
formance.   Passengers  and  luggage  are 
accommodated  in  a  covered-ih  cabin. 

Pilot  is  in  the  open  and  well  protected. 
Full  details  of  performance,  and  appoint- 
ments for  demonstration 

on  application  to 

The  Premier  Designer-Constructors, 


The  Sopwith  Aviation  &  Engineering  Co., 


Paris  Office:   21,  RUE    DU   MONT   THABOR.  Telephone:    Central  S0.44. 

Australia:    THE  LARKIN  =  SOPWITH  AVIATION  CO.  OF  AUSTRALASIA,  LTD., 
18,  GURNER  STREET,  ST.  KILDA,  MELBOURNE. 


KINDLY    MENTION    "  THE    AEROPLANE  "      WHEN    CORRESPONDING    WITH  ADVERTISERS. 


The  Aeroplane 


JulV  16,  1919. 


people  in  Russia  ever  since  the  rebellion  against  His 
Imperial  Majesty  the  Czar  in  1917. 

Brutai  crimes  are  common  to  all  nations,  but  you  will 
find  a  higher  percentage  in  England  than  in  Ireland,  a 
still  higher  percentage  in  France  and  Belgium  than  in 
England,  a  higher  percentage  still  in  Germany,  and  the 
highest  of  all  in  Russia.  Which  again  is  no  excuse  for 
the  German.  It  is  merely  an  explanation,  and  an  ethno- 
logical fact  which  cannot  be  altered. 


So  far  one  has  merely  endeavoured  to  show  that  there 
must  be  a  next  war,  with  whom  that  next  war  must  be, 
and  why  it  is  necessary  for  us  to  maintain  a  big  Air 
Force  in  readiness  for  that  war.  Next  week  I  hope  to 
hazard  a  few  prophecies  as  to  the  manner  and  time  of 
coming  of  that  war  and  the  part  which  the  Air  Force 
must  play  therein.  The  subject  is  one  which  deserves 
careful  thought,  for  on  it  depends  our  future  existence. 

(To  be  continued.)  C.  G.  G^ 


THE  JACQUES  SCHNEIDER  INTERNATIONAL  RACE. 


The  race  for  the  Jacques  Schneider  International 
Trophy  will  be  held  on  Wednesday,  September  10th, 
1919,  at  Bournemouth.  The  course  will  be  over  a  circuit 
of  about  30  miles,  starting  from  Bournemouth  and  taking 
in  Swanage  and  Christchurch. 

vS.  E.  Saunders,  Ltd.,  the  well-known  yacht  and  air- 
craft builders,  of  Cowes,  Isle  of  Wight,  have  kindty 
placed  their  new  erecting  shops  and  slipways  at  the 
disposal  of  the  Royal  Aero  Club  for  the  accommodation  of 
the  competing  machines. 

Machines  representing  the  British  Empire  must  be 
ready  not  later  than  September  1st,  1919. 

The  Committee  of  the  Royal  Aero  Club  will  select  the 
three  competitors  to  represent  the  British  Empire,  and 
reserves  to  itself  the  right  to  hold  eliminating  trials. 

Entries  are  to  be  made  to  the  Royal  Aero  Club,  3,  Clif- 
ford Street,  London,  W.i,  not  later  than  July  31st,  1919. 
Each  entry  must  be  accompanied  by  the  entry  fee  of  £20. 


This  affair  seems  to  have  been  arranged  with  all  the 
ineptitude  which  one  associates  with  Government  Depart- 
ments and  elected  bodies  generally. 

Bournemouth  is  a  difficult  place  to  reach  by  road, 
aud  is  a  hopeless  place  in  which  to  find  lodgings 
during  the  holiday  season.  Swanage  is  still  less  accessible 
and  less  habitable.  As  against  these  places  there  are 
far  more  attractive  sites  for  the  starting  and  turning 
points.  Dover,  Folkestone,  Hastings,  Eastbourne,  and 
Brighton  are  all  infinitely  preferable.  They  are  easier 
to  reach  from  London,  and  there  are  more  places  in  the 
vicinity  in  which  people  can  live  while  preparing  for 
the  race. 

The  idea  of  housing  the  competing  machines  at  Cowes 
is  purely  imbecile.  One  acknowledges  that  Mr.  Sam 
Saunders  has  excellent  accommodation,  and  his  action 
in  placing  his  shops  at  the  disposal  of  the  Club  is  worth}' 
of  his  reputation  for  sportsmanship.  But,  apart  from 
this,  Cowes  is  about  as  suitable  for  the  job  as  Scapa  or 
Skibbereen . 

The  place  is  utterly  inaccessible.  The  boat  service  is  vile, 
and  consequently  competitors  who  want  to  get  spares 
or  material  from  London  in  a  hurry  will  be  hampered 
in  every  possible  way.  The  housing  problem  in  Cowes 
in  September  is  as  bad  as  it  can  be.  And  furthermore 
Cowes  Harbour,  in  the  yachting  season,  is  the  last  place 
one  would  have  chosen  for  the  testing  of  racing  seaplanes. 

ROYAL    AERO  CLUB 

Technical  and  Competitions  Committee. 

A  meeting  of  the  Technical  and  Competitions  Committee  was  held  on 
Tuesday  last,  July  8th,  1919, 

Jacques  Schneider  Cup. 

The  arrangements  for  the  Jacques  Schneider  Cup  were  discussed,  and 
it  was  decided  to  hold  the  race  on  Sept.  10th.  191Q,  and  that  the  British 
competitors  must  have  their  machines  ready  not  later  than  Sept.  ist, 
iQiQ.  in  case  it  is  necessary  to  hold  eliminating  trials  for  the  selection 
of  the  three  competitors  to  represent  the  British  Empire.  The  course 
for  the  race  will  announced  later. 

Presentations  to  jhe  Ci.ub. 

The  following  framed  prints  have  been  presented  to  the  Club  by 
Capt.  C.  E.  Bagram  :—<-'  Globe  Aerostatique  le  Charles  et  Robert,  1783  "; 
"  A  Consultation  Previous  to  an  Aerial  Voyage  from  London  to  Weil- 
burg  in  Nassau,  Nov.  7th,  1836." 


Also,  the  idea  of  housing  the  competing  machines  at 
Cowes  and  asking  them  to  fly  all  the  way  to  Bourne- 
mouth, with  the  attendant  risks  of  collisions  with  boats 
in  the  Solent,  and  so  forth,  is  as  foolish  as  could  well 
have  been  conceived.  In  fact  the  Royal  Aero  Club  seems 
to  be  doing  its  best  to  make  the  event  a  failure  instead 
of  a  success. 

The  only  argument  which  one  can  discover  in  favour 
of  the  arrangement  is  that  the  house-boat  of  some  motor- 
boat  club  or  other. — one  forgets  its  name — is  moored  in 
Southampton  Water,  and  so  can,  presumably,  be  towed 
round  to  Bournemouth  if  the  weather  is  fine,  so  that  the 
Committee  of  the  Aero  Club  can  "do"  the  race  in 
ostentatious  luxury,  regardless  of  the  convenience  of 
British  or  Foreign  competitors,  heedless  of  the  best 
interests  of  British  aviation,  and  ruthless  as  to  the  ulti- 
mate results  to  the  machines  and  those  concerned  with 
them. 

It  is  quite  bad  enough  to  have  the  Department  of  Civil 
Aviation  .putting  its  hoof  into  it  every  time  it  awakes 
from  its  chronic  lethargy  and  takes  a  step  in  any  direc- 
tion. There  is  some  excuse  for  that  Department,  because 
nearly  all  the  people  who  might  have  made  it  a  success 
have  been  demobilised  from  the  R.A.P\  But  it  is  a  trifle 
too  much  when  the  Committee  of  the  Royal  Aero  Club, 
the  self-appointed  Governing  Bod}r  of  the  Sport  of  Avia- 
tion, joins  the  ranks  of  those  who  seem  to  be  inspired 
to  wreck  Civil  Aviation. 

Quos  Deus  viilt  perdere  prius  dementat.  It  seems 
either  that  it  is  the  will  of  Providence  that  Civil  Aviation 
should  be  destroyed,  or,  which  is  what  one  hopes,  that 
those  who  are  misgoverning  Civil  Aviation  should  de- 
stroy themselves  and  thus  leave  room  for  competent 
people  who  think  more  about  the  progress  of  British, 
Aeronautics  than  about  either  holding  down  their  jobs 
or  doing  a  little  imitation  yachting  with  the  great 
International  Seaplane  Race  as  a'  kind  of  secondary 
consideration. 

The  Committee  of  the  Royal  Aero  Club  has  not  dis- 
tinguished itself  in  the  past  by  its  intelligence  in  hand- 
ling matters  of  real  importance  to  British  Aeronautics. 
One  had  hoped  that  the  election  of  several  practical 
aviators  to  the  Committee  might  have  brightened  its 
collective  intellect  a  trifle.  It  seems,  however,  that  it 
still  maintains  the  mental  level  and  the  angle  of  outlook 
of  a  parish  council. — C.  G.  G. 

The  following  map  lias  been  presented  to  the  Club  by  Miss  I/>ckyer  : 
"  Time  Map  of  the  World." 

The  following  books  have  been  presented  by  the  publishers  to  the 
Club  library  :—"  Airy  Nothings,"  by  H.  Barber  (McBride,  Nast  and 
Co.);  "Aerobatics,"  by  H.  Barber  (McBride,  Nast  and  Co.);  "In  the 
Royal  Naval  Air  Service,"  by  Harold  Rosher  (Chatto  and  Windus) ; 
"  Guynemer  :  Knight  of  the  Air,"  by  Henry  Bordeaux  (Chatto  and 
Windus) ;  "  All  About  Aircraft  "  (Car  Publishing  Co.) ;  "  Aircraft  in 
War  and  Commerce "  (Car  Publishing  Co.) ;  "  The  Kingdom  of  the 
Air"  (Car  Publishing  Co.);  "  V.C.s  of  the  Air"  (Car  Publishing  Co.); 
"The  World's  Air  Routes"  (Car  Publishing  Co.). 

PEACE  CELEBRATIONS. 
In  order  that  the  House  Staff  may  have  a  holiday,  the  House  Com- 
mittee has  decided  that  no  meals  shall  be  served   in  the  Club  qq 

Saturday,  July  ioth,  iqio—  (By  order)  House  Committee. 
July  15th,  iqio. 


July  16,  1919 


The  Aeroplane 


199 


MARTINSYDE 

DESIGNERS   OF  THE  FAMOUS 

F4  FIGHTER 

WHICH    ESTABLISHED  THE 

WAR  RECORD 

FOR   CLIMB   AND   SPEED  AT  HEIGHT. 


A  ROLLS  -  MARTINSYDE 


OF   THIS   TYPE  HOLDS 


THE  LONDON-PARIS  SPEED  RECORD, 

1    HOUR  15  MIN. 


COMMERCIAL  TYPE  A. 

INQUIRIES  INVITED  FOR   PASSENGER— OR  MAIL— CARRYING  MAGHINB8  OP  THIS  TYPB. 

SPECIFICATIONS  WILL  INCLUDE 

ROLLS-ROYCE  ENGINES, 

"FALCON"   285  H.P.,  or  "EAGLE"  350  H.Pi 

APPROXIMATE   PRICE  «S.OOO. 


London  Office  : 
17,  WATERLOO  PLACE, 

REGENT  STREET,  S.W.I. 

Telephones— 899  Regent;  4600  Gecrud. 


MARTINSYDE,  LTD., 
WOKING,  ENGLAND. 

Telephones— 561,  662  and  653  Woking. 


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200 


The  Aeroplane 


July  16,  1919 


PONS  ASINORUM. 

By  CAPTAIN  P.  A.  BARRON  (late  R.A.F.), 


"  i'ray  for  an  eye  that  sees  spots  in  every  sun  and  for 
a  nose  that  smells  carrion  in  every  rose-bush,"  wrote 
Charles  Kingsley  in  "  Westward  Ho!" 

It  is  many  years  since  one  read  it,  but  one  remembers 
the  injunction  to  "worship  at  the  shrine  of  the  great 
Goddess  Detraction  "  and  to  "  prove  thyself  wiser  than 
the  wise  by  pointing  out  the  fool's  motley  that  peeps 
from  the  rents  in  the  philosopher's  cloak."  "Thus," 
v.  rote  Kingsley,  "  shalt  thou  be  clothed  in  purple  and 
fine  Tinen  and  sit  in  kings'  palaces  and  fare  sumptuously 
ever}-  day." 

Few  people  read  "Westward  Ho!"  nowadays,  but  a 
very  large  number  see  so  many  spots  in  every  sun  and 
smell  so  much  carrion  in  every  rose-bush  that  they  miss 
entirely  the  glory  of  the  one  and  the  beauty  of  the  other. 

Incredulity  and  cynicism  are  characteristics  of  mediocre 
minds,  and  it  is  against  the  negative  influence  of  such 
minds  that  the  positive  forces  of  progress  are  forever  at 
war.  Every  man  who  has  ever  followed  a  line  of  original 
thought,  and  every  inventor,  has  felt  the  weight  of  oppo- 
sition and  the  prick  of  that  very  keen  weapon,  ridicule. 

One  feels  that  the  first  man  who  consumed  a  living 
oyster  must  have  been  regarded  by  his  fellows  as  a  person 
of  most  unpleasant  habits.  The  hero  who  braved  the 
derision  of  the  mob  by  producing  the  Adam  of  all 
umbrellas  was,  quite  naturally,  pelted  with  every  kind 
of  missile  from  the  pas$6  egg  to  the  feline  in  the  process 
of  dissolution. 

In  some  dim  period  when  our  gentle  ancestors  did  not 
know  how  to  hurl  each  other  into  Hades  with  T.N.T.,  or 
assist  their  brothers  to  the  happy  hunting-grounds  with 
poison  gas,  in  that  distant  era,  in  short,  that  antedated 
the  age  of  savagery  in  which  we  live,  one  may  feel  sure 
that  the  originator  of  a  new  fashion  of  wearing  fig-leaves 
was  outlawed  by  the  orthodox  followers  of  ihe  prevailing 
mode. 

Tite  Union  of  Log  Rollers. 

In  later  times  one  supposes  that  if  it  were  desired  to 
move  a  heavy  object,  such  as  an  invitation  to  dinner 
carved  on  stone,  the  postman  would  place  rollers  under 
the  invitation  and  trundle  it  laboriously.  Imagine  the 
indignation  of  the  union  of  log-rollers  when  the  inventor 
of  the  wheel  hit  upon  the  idea  of  attaching  the  rollers 
to  the  object  to  be  transported !  Probably  they  allowed 
a  love-letter  to  fall  upon  and  crush  the  inventor  of  this 
labour-saving  device. 

And  in  the  millions  of  years  that  have  passed  we  have 
not  greatly  changed  our  mental  attitude.  All  races  are 
i'like  in  this  respect,  for,  as  a  French  philosopher  has 
pointed  out,  the  only  real  difference  between  the  nations 
is  in  the  uniform  of  their  police.  In  one's  own  lifetime  one 
can  recall  the  days  when  the  harebrained  scorcher  who 
clashed  madly  about  the  country  at  the  fear-inspiring 
velocity  of  twelve  miles  an  hour  was  condemned  to 
■■  twenty  shillings  or  two  days  "  as  a  danger  to  the  public. 
One  can  remember  boroughs  that  paid  off  the  rates  by 
persecuting  cyclists  and  continued  so  to  do  till  it  was 
discovered  that  the  invention  of  the  motor-car  had  intro- 
duced a  new  and  more  lucrative  industry  for  the  police- 
courts. 

One  remembers  a  murky  morning  in  November  1896, 
outside  the  Hotel  Metropole,  and  the  start  of  the  historic 
run  to  Brighton  which  was  arranged  to  celebrate  the 
emancipation  of  motorists  from  the  regulations  that  a 
mechanically  propelled  vehicle  must  be  preceded  by  a 
man  carrying  a  red  flag. 

How  the  mob  jeered  !  How  the  Cockney  satire  flowed ! 
.  .  .  "Gawd,  wot  a  'eavenly  smell!"  ..."  Tie  a  moke 
to  it,  guv'nor ! "  .  .  . 


And  with  what  delight  the  reeking  mob  read  that 
practically  every  one  of  the  derided  buzz-wagons  had 
broken  down !    How  they  laughed  over  the  efforts  of  the 
"  Evening  News  "  poet  :  — 
"Forty  little  motor-cars  drawn  up  in  a  line; 

One  blew  up  in  Whitehall  Place,  leaving  thirty-nine." 

And  so  on.  One  quotes  from  memory-.  (No  offer  for 
a  testimonial  for  Pelmanism  will  be  considered.) 

One  remembers  one's  own  efforts  to  nurse  those  early 
motor-bicycles,  quadricycles,  and  cars  that  were  con- 
tinually "decanting  their  innards,"  to  use  the  phrase  of 
the  immortal  Mr.  Pyecroft,  and  very  vividly  does  one 
recall  the  cheap  jeers  of  "the  low-down  whites"  when- 
ever one  had  trouble1 — which  was  all  the  time. 

Yet  a  few  enthusiasts  carried  on,  and  far-seeing  people 
organised  competitions.  It  was  those  long-distance  races 
— Paris-Vienna,  Paris-Petersburg,  and  so  on— that  first 
made  the  mocking  mob  realise  that  neither  the  undis- 
ciplined forces  of  interested  enemies  nor  the  organised 
opposition  of  the  British  Government  could  prevent  the 
progress  of  an  industry  that  would  be  of  such  vast  value 
to  the  country. 

And  now  we  fly-,  and,  glancing  backwards,  one  sees 
that  we  are  up  against  the  "  pons  asinorum  "  that  con- 
fronted us  in  the  early  days  of  motoring.  Thanks  to 
the  blessing  of  the  recent  scrap,  which  has  sharpened 
what  little  wit  we  have,  the  development  of  aeronautics 
has  been  more  rapid  than  it  would  have  been  in  the  beer- 
bemuddled  slackness  of  soul-destroying  peace.  But  one 
may  well  ask,  "What  now?" 

Eveiywhere  one  sees  the  negative  forces  of  organised 
apathv  opposed  to  progress.  Our  Postmaster-General 
states  in  Parliament  that  "  aeroplanes  are  of  only  60  per 
cent,  efficiency,"  and  thaf  in  consequence  it  is  not  pro- 
posed to  establish  aerial  mail  services. 

A  writer,  and  an  R.A.F.  officer  at  that,  in  the  "  Daily 
Mail  "  describes  civil  and  commercial  aviation  as  "a 
wash-out."  The  Air  Ministry,  blind  to  the  lessons  of 
history,  scratched  all  the  fastest  machines  that  had  beeir 
entered  for  the  Aerial  Derby.    Miracle  of  incompetence ! 

A  Crime  Against  Humanity. 

Can  it  not  be  seen  that  by  competition,  and  by  com- 
petition only,  can  progress  be  made.  If  we  have  not  the 
Germans  to  compete  with  then  for  God's  sake  let  us 
have  a  little  healthy  competition  among  ourselves.  To 
have  limited  the  manufacture  of  aircraft  by  the  Germans 
is  a  crime  against  human  progress,  as  deep  a  blot  in  the 
history  of  the  Allies  as  it  would  have  been  to  say  that 
the  scientific  investigation  of  disease  must  cease  for  fear 
that  our  late  enemies  should  become  a  sounder  race  than 
we.  .  .  -  '  ~."  «fc 

Among  scientists  there  should  be  no  petty  tribal  feel- 
ings. Nothing  would  be  better  for  this  country  than  to 
see  Germany  embark  on  a  policy  of  aircraft  construction 
that  would  show  the  world  that  she  intended  to  make  a 
bid  for  Admiralty  in  the  Air. 

Man  is  a  fighting  animal.  The  competitive  instinct  is 
the  only  good  quality  he  .possesses.  If  that  instinct  be 
repressed,  he  is  'little  better  than  the  beasts.  In  the 
animal  kingdom  man  has  only  one  friend,  the  dog,  and 
he  loves  the  dog  chiefly  because  that  high-spirited 
beastie  fights  for  the  sheer  joy  of  fighting  and  kills  in- 
ferior creatures  at  man's  bidding. 

The  Road  to  Ruin. 
In  the  industrial  era  which  may  be  beginning,  if  the 
strikers  do  not  bring  about  civil  war,  we  need  competi- 
tion.   If  the  Government  and  the  Air  Ministry  pursue 


July  i6,  1919 


The  Aeroplane 


201 


Telegrams : — 
"Aviation,  Bristol." 


Telephone : — 
3906  Bristol 


The  commercial  world  demands 
of  machines  engaged  in  aerial 
transport  that  they  shall  be 

SPEEDY 

AND 

RELIABLE 

No  other  weight-carrying  aeroplane  yet 
constructed  can  travel  at  125  miles  per  hour 
as  does  the  giant  "BRISTOL"  TripLine, 
whilst  its  excellence  of  design  and  the  four 
powerful  engines  with  which  it  is  fitted 
ensure  complete  reliability . 

THE 

BRITISH    AND  COLONIAL 
AEROPLANE    CO..  LTD., 
Filton— Bristol. 


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202 


The  Aeroplane 


July  16,  1919 


their  present  policy,  we  shall  find  that  France  or  the 
United  States  of  America  will  have  beaten  us  in  the  ele- 
ment that  is  destined  to  be  of  more  importance  to  us  than 
the  sea. 

France  is  subsidising  aerial  mail  services  while  our 
Postmaster-General  burbles  about  "  60  per  cent,  effici- 
ency," and  America  is  proving  to  her  people  the  value 
of  aeronautics  by  official  demonstrations  of  the  possi- 
bilities of  the  machines  she  produced  for  war. 

Commercial  aviation  is  not  a  "wash-out"  because  it 
has  not  yet  been  washed  in.  We  are  very  much  in  the 
same  position  as  we  were  a  few  months  after  the  historic 


day  in  November,  1S96.  when  the  motoring  restrictions 
were  withdrawn.  We  want  the  driving  force  of  competi- 
tion, the  official  encouragement  of  international  races, 
Governmental  subsidies  for  mail  and  passenger  carrying 
services,  and  the  creation  of  a  strong  Volunteer  Air  Force 
Reserve. 

Incidentally  we  need  a  body  that  would  prove  itself 
more  enterprising  than  has  either  the  Royal  Aeronautical 
Society  or  the  Royal  Aero  Club.  When  one  remembers 
all  that  was  accomplished  by  the  motoring  societies  in 
early  days,  the  masterly  inactivity  of  the  R.Ae.S.  and 
R.Ae.C.  forms  an  unpleasing  contrast. 


AN    AIR    MINISTRY  RESIGNATION. 

The  Secretary  to  the  Air  Ministry  announces  that  Sir  John 
Hunter,  K.B.E.,  administrator  of  works  and  buildings  in  the  Air 
Ministry,  has  tendered  his  resignation  to  the  Secretary  of  State 
for  Air,  and  that  this  resignation  has  been  accepted  in  view  of  the 
progress  made  in  clearing  up  the  war  work  of  the  Ministry  and 
ihe  desire  of  Sir  John  Hunter  to  return  to  Sir  William  Arrol  and 
Co.,  Ltd.,  of  Glasgow,  as  soon  as  possible. 

An  intimation  of  the  cordial  thanks  of  the  Air  Council  has  been 
conveyed  to  Sir  John  Hunt'-r  for  th"  eminent  services  rendered  by 
him  from  December,  T017,  to  the  present  date,  in  dealing  with  the 
very  heavy  programme  of  works  necessitated  by  the  rapid  expan- 
sion of  the  Royal  Air  Force. 

FLYING  BETWEEN    LONDON   AND  PARIS. 

The  Air  Ministry  announces  that  : — 

For  the  purpose  of  taking  part  in  the  Peace  Celebrations  dur- 
ing the  forthcoming  week,  in  Paris  and  London,  arrangements 
have  been  made  with  the  French  Government  for  the  opening  of 
r\vi\  Communication  by  air  between  London  and  Paris,  from  July 
i3th-2oth  inclusive. 

British  machines  visiting  Paris  will  land  at  Le  Bourget  only, 
and  French  machines  visiting  London  at  Hounslow  only,  except  in 
emergency. 

All  machines  will  cross  the  French  coast  between  Calais  and 
Boulogne,  and  the  English  coast  between  Folkestone  and  Dunge- 
ness. 

All  machines  taking  advantage  of  these  facilities  must  be  pro- 
vided with,  and  carry,  certificates  of  airworthiness,  issued  by 
their  respective  Governments. 

Passports  will  be  carried  by  all  civilian  personnel. 

A  full  list  of  passengers  showing  their  destinations  will  be 
carried  by  the  pilot  in  charge  of  the  machine. 

No  goods  or  merchandise  may  be  carried. 

It  is  to  be  clearly  understood  that  during  the  week  this  tem- 
porary arrangement  is  in  force,  no  machine  will,  in  any  circum- 
stances, fly  over  Paris. 

TELLING    THEM    ALL   ABOUT  IT. 

According  to  the  "  Observer,"  an  American  aviation  mission, 
which  has  spent  the  last  six  weeks  in  studying  aerial  affairs  in 
France,  Italv,  and  England,  sailed  from  Southampton  on  July 
12th  on  the  return  journey  to  America. 

It  is  said  that  the  mission  was  sent  to  Europe  by  the  United 
States  Government  to  gather  information  on  the  whole  subject  of 
aviation  development.  In  conversation  with  members  of  the 
party,  a  representative  of  the  "  Observer  "  was  given  the  impres- 
sion that  in  matters  connected  with  flight  America  is  considerably 
behind  European  developments,  and  the  mission  was  sent  over  to 
collect  particulars  which  may  help  the  progress  of  the  new  in- 
dustry and  guide  the  Government  in  legislating  for  it. 

The  curious  thing  about  the  whole  affair  is  the  fact  that  com- 
paratively few  people  in  the  Aircraft  Industry  knew  anything 
about  the  visit  of  this  "  Mission,"  and  one  is  left  with  the  im- 
pression that  either  the  members  of  the  Mission  went  about  their 
work  iri  a  very  perfunctory  way  and  did  not  trouble  to  go  to  all 
available  sources  for  knowledge  and  information,  or  else  that  they 
were  very  carefully  and  skilfully  "  shepherded  "  during  their  visit. 
Perhaps  it  is  weil  that  our  trans-Atlantic  relations  should  not 
know  all  about  our  latest  aircraft  developments,  but,  on  the  other 
hand;  perhaps  it  would  be  better  that  they  should  know.  In  the 
first  case  tb"v  mig+it  copy  us  too  successfully,  and  in  the  second^ 
case  they  might  be  scared  off  Trying 'to  compele.  It  would  be  in- 
teresting- tn  know  what  actually  hapnened  in  ihis  case. 

It  is  further  statpd  that  the  party  included  Mr.  Crowell,  Assis- 
tant Secretary  for  War  ;  Mr.  Keys,  the  vice-president  of  the  Cur- 
tiss  Aeroplane  and  Motor  Company:  Mr.  Howard  Coffin,  of  the 
Hudson  Motor  Car  Company  ;  and  Lieut.-Colonel  James  Blair, 
of  the  Genet-p)  ^t-»ff  <~>f  the  Ame^cm  Army.  Arriving  in  Europe 
on  Tune  Tst.  thev  paid  visits  to  France  and  Ttalv,  and  then  came 
to  England,  where  they  spent  a  busv  fortnight  in  examining  our 
various  aerial  enterprises  and  in  consultation  with  officials  of  the 
Air  Ministry. 


The  "  Observer  "  says  that  one  of  the  most  important  parts  of 
their  work  was  to  ascertain  details  of  the  laws  of  the  air  which 
are  now  being  framed.  "  We  haven't  any  legislation  about  the 
air  yet,"  said  one  of  the  delegates.  "  Our  regulations  for  the 
licensing  of  pilots  are  more  of  a  joke  than  anything  else.  We 
have  everything  to  learn  in  these  matters,  and  that  is  why  our 
party  was  sent  over." 

One  would  hazard  a  guess  rhat  the  American  regulations  can- 
not be  more  of  a  joke  than  is  the  administration  of  the  British 
regulations,  and  the  Mission  can  scarcely  have  'earned  much  in 
this  country  on  this  point  except  what  to  avoid. 

The  misguided  delegate  is  said  to  have  continued  : — "  But  we 
have  quite  a  few  other  things  to  learn  as  well  as  the  way  to  make 
laws  for  the  air.  Europe  is  ahead  of  America  in  the  commercial 
development  of  aviation,  and  we  have  had  to  find  out  what  you 
are  doing  over  here  and  get  ideas.  We  have  a  few  regular  mail 
services  running,  but  America  has  been  more  inclined  1o  look  at 
the  sporting  side  of  aviation  than  at  its  business  aspects,  and  I  do 
not  think  the  possibilities  cf  air  transport  have  beep  properly 
grasped  yet. 

"  In  time,  of  course,  we  shall  get  a  trans-continental  route  or- 
ganised but  the  project  has  not  rot  far  be\ond  the  stage  of  talk  as 
yet.  Our  visit  to  Europe  is  bound  to  have  a  big  effect,  however, 
for  we  have  been  seeing  what  is  dons  over  here,  and  we  are  going 
back  to  tell  our  people  all  about  it." 

One  would  give  a  great  deal  to  hear  them  tell  their  people  all 
about  it.  One  recalls  the  story  of  the  little  girl  who  came  in  from 
a  walk  and  told  her  mother  that  she  had  seen  a  sack  of  coals  fall 
off  a  cart  onto  the  coalman's  head.  "And  was  he  hurt?"  asked 
her  mother.  "  No  1  "  said  the  little  girl,  "  he  just  sat  on  the 
road  and  told  God  all  about  it." 

Perhaps  the  American  Mission's  report  may  be  somefihing  like 
that  when  thev  come  to  understand  our  particular  method  of  heap- 
ing coals  of  fire. — c.  G.  C. 

THE  PUBLIC  AND  "JOY  FLYING." 

An  article  was  recenlly  published  in  the  "Daily  Mail"  by 
Captain  William  Pollock,  saying  that  civilian  -flying  was  "a 
wash-out." 

The  following  letter  in  reply  appeared  in  the  "Daily  Mail"  of 
July  15th  : — 

To  the  Editor  of  the  "Daily  Mail." 

Sir, — Capt.  William  Pollock's  statements  regarding  the  lack  of 
interest  in  seaside  flying  are  vo  opposed  to  my  experience  here 
that  I  feel  that  I  must  reply  to  them 

On-  May  17th  I  began  civilian  flying  at  Porthcawl,  a  small 
seaside  resort  in  South  Wales.  Up  to  date  I  have  taken  up  more 
than  700  passengers,  and,  with  one  or  two  exceptions,  the  "wind 
up"  has  been  conspicuous  by  its  absence. 

The  same  people  come  over  and  over  again  to  be  taken  up,  each 
time  increasing  their  time  in  the  air,  until  now  I  can  almost  say 
with  certainty  that  twenty  or  thirty  people  will  come  for  a  joy- 
ride  some  time  during  the  week,  and  will  bring  friends  with  them. 

What  has  surprised  me  most  is  the  number  of  women  who  bring 
their  children  to  go  for  a  flight.  Last,  week  an  old  lady  of  6S 
arrived  at  the  aerodrome  with  four  children.  She  went  up  four 
times,  accompanied  by  a  child  on  each  occasion.  s 
-To  establish  a  connection  of  this  sort  two  things  are  very 
necessary.  One  is  to  give  absolute  confidence  to  your  passengers 
and  prospective  passengers,  and  the  other  is  do  not  "stunt." 

In  common  with  other  pilots  flying  at  seaside  resorts,  I  charge  a 
guinea  for  five  minutes.  When  I  am  coming  down  at  the  end 
of  the  time  I  invariably  turn  *o  my  passengers  and  ask,  "Would 
vou  care  for  another  five  minutes?"  The  answer  is  nearly  always 
in  the  affirmative. 

As  for  the  machines  being  rarely  in  the  air,  if  my  engine  would 
--tand  the  work  and  I  could  stand  the  strain  of  the  responsibility, 
I  could  keep  going  twelve  hours  a  day.  As  it  is,  I  am  flying 
about  five  hours  a  day,  and  there  is  nearly  always  a  queue  wait- 
ing when  I  stop. 

E.  D.  C.  Hern)?,  Capt..  R.A.F. 


July  16,  1919 


The  Aeroplane 


203 


B.T.H.  Magnetos 

all-British  in  design  and  workmanship,  were  used 
on  the  first  Airship  to  cross  the  Atlantic,  the  R.  34, 

on  the  aeroplanes  which  secured  the  British  altitude 
record,  and  the  first  and  second  prize-winners  of 
the  Victory  Aerial  Derby  at  Hendon. 

The  above  performances  add  to  the  record  of  B.T.H- 
Magnetos,  and  support  the  high  opinion  in  which  they 
were  held  by  pilots  during  the  war  for  reliability  in  service. 


The    British    Thomson-Houston  Co., 

Lower  Ford  Street,  Coventry,  England- 
Member  of  the  British  Ignition  Arp  ratus  Association. 


Ltd., 


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204 


The  Aeroplane 


July  16,  ioi<> 


^WORLD, 


WNAUTKS 


l\NEWS  OF  THE  ^WEEKrFRQM  /ILL  QU/lRTfRSp 


The  Aerial  Chaperont. 

According  to  the  U.S.A.  War  Department  News  Bureau  :— 
"Major  T.  Ord  Lees,  A.F.C.,  who,  during  the  war,  was  in  charge 
of  the  development  of  parachutes  for  the  British  Air  Force,  has 
arrived  in  Washington  with  several  assistants  for  the  purpose  of 
demonstrating  the  latest  British  parachutes  to  the  American 
Government.  With  Major  Lees  is  Lieut.  R.  A.  Caldwell,  D.F.C., 
who  jumps  from  airplanes  to  demonstrate  the  adaptability  of  the 
parachute.  The  interesting  feature  of  the  party  is  the  presence 
of  Miss  Sylvia  Boyden,  a  young  lady  of  20,  who  also  jumps  from 
an  airplane.  According  to  Major  Lees,  the  jumping  of  this  young 
lady  has  a  wonderful  effect  on  the  public  in  that  when  they  see 
a  lady  land  safely  they  have  more  confidence  in  parachutes  than 
when  a  nan  descends.  Miss  Boyden  is  accompanied  by  Mrs. 
A  M.  Thomas  as  chaperone  " 

One  would  like  to  know  whether  the  chaperone  leaps  from  the 
machine  with  another  parachute  or  descends  vith  her  ward  by 
means  of  a  Guardian  Angel  fitted  with  a  dickey  seat. 

From  Officer  to  Airman. 

"  Wing  Adjutant  "  has  been  writing  in  the  "  Daily  News  " 
about  the  temporary  officers  in  the  post-bellum  R.A.F.  He  says  : — 
"  In  four  years'  time  the  Aircraft  Industry  will  have  settled  down, 
aerial  post,  goods,  and  passenger  services  will  have  started,  and 
posts  will  be  available  tor  men  with  special  knowledge.  The  tem- 
porary R.A.F.  officer,  having  received  a  thorough  technical  train- 
ing at  the  expense  of  the  country,  and  after  four  years'  practical 
flying  and  work  on  aeroplanes,  will  in  all  probability  find  that 
there  is  a  long  waiting  list  of  firms  anxious  to  obtain  skilled  air- 
men, aero  engineers,  and  air  administrative  men,  all  of  whom  will 
be  included  in  the  temporary  R.A.F  " 

One  suggests  that  the  officer  who  has  completed  his  term  of 
four  years  would  not  be  greatly  interested  in  a  firm  that  wanted 
merely  "  a  skilled  airman  "  or  an  '"  air  administrative  man  " — 
a  rating  of  which  one  has  not  heard.    The  article  is  sub-headed 

Government  openings  at  end  of  their  four  years'  service,"  but 
no  mention  is  made  of  Government  appointments.  Had  it  not 
been  signed  one  might  have  thought  these  discrepancies  indicated 
official  origin. 

A  Miss  as  Good  as  Many  Miles. 

The  following  news  has  been  issued  by  the  Director  of  Air 
Service,  U.S.A.  :  — 

"Lieut.  Clyde  V.  Finter,  Pilot,  with  Lieut.  Robert  H.  Stell, 
Radial  Officer,  in  a  Gurtiss  H,  and  Lieut.  Bernard  J.  Tooher, 
Pilot,  with  Lieut.  Robert  H.  Best,  Radial  Officer,  in  a  Curtiss  H, 
directed  12-inch  gun-fire  on  target  26,000  yards  at  sea  from  Fort 
Hancock,  N.J. 

"The  flight  began  at  1.40  p.m.  and  lasted  3  hr.  and  50  mins. 
Aliitude,  4,000  feet.  Observation  very  good.  Thirteen  shots  were 
fired,  the  first  phot  two  miles  from  target ;  later  shots  bracketed 
the  target  at  140  miles.  If  the  target  had  been  the  size  of  a 
battleship  it  would  have  been  completely  destroyed." 

But  to  have  ensured  it  being  hit  it  would  have  been  necessary 
to  make  the  target  of  the  size  of  a  very  large  b;  ttleship  indeed — ■ 
one  of  ahout  125  miles  in  length,  in  fact. 

The  English-Speaking  Races. 

The  following  appeared  in  the  official  A"r  Service  News  Letter 
published  at  Washington  : — 

"  Mr.  J.  C.  Shields,  news  editor  of  the  '  Houston  Chronicle,' 
was  a  passenger  in  a  flight  Saturday,  piloted  by  Lieut.  C.  F.  Bell. 
Mr.  Shields  was  permitted  1o  handle  the  controls  and  given  the 
usual  acrobatic  feats. 

"  Describing  the  acrobatics,  Mr.  Shields  said  the  spiral  was 
utterly  distracting.  Immelan,  bowl  of  goulash.  The  loop  as 
kaleidoscopic  somersault.  The  zrom  as  two  gulps  and  the  cutting 
gun  as  a  reprie\er." 

And  yet  people  still  refer  to  Americans  as  being  among  the 
English-speaking  raoes. 

There  Have  Been  Others. 

According  to  the  "Daily  Express,"  "M  Jean  Galmot  has  just 
made  a  3,700-mile  trip  round  France  in  an  aerial  limousine,  carry- 
ing six  passengers.  The  pilot  was  M.  Constantm.  This  is  the  first 
aerial  circular  tour  ever  made.  The  machine  descended  at  many 
of  the  historic  show  places  of  France." 

The  news  that  the  flight  has  been  completed  is  interesting,  but 
one  cannot  agree  that  it  is  the  first  aerial  circular  tour  ever  made. 
One  heard  rumours  of  a  tour  round  Britain  in  the  distant  days 
before  the  war 


The  R.34  and  Prohibition. 

One  of  the  daily  newspapers  stated  that  the  R.34  hissed  loudly 
while  waiting  to  start,  but  that  as  soon  as  the  rum  ration  was 
taken  on  board  the  hissing  ceased  and  she  started  on  her  long  re- 
turn voyage. 

Mr.  Pussyfoot  should  have  a  talk  with  the  R.34. 

The  Boudoir  Flying  Helmet, 

The  "  Daily  Express  "  is  to  blame  for  the  following  : — 

"  Although  boudoir  toilettes  could  hardly  be  adapted  in  the  cata- 
logue of  flying  fashions,  some  ideas  in  flying  outfits  are  borrowed 
Irorn  the  boudoir.  Among  these  is  the  flying  cap  with  the  side 
lapels  over  the  ears. 

"  Boudoir  caps  of  this  shape  are  being  made,  and  very 
fascinating  little  bonnets  they  appear  to  be.  The  models 
I  notice  in  the  West  End  shops  are  not  trimmed  with  ribbon  as 
other  boudoir  caps  are  generally,  but  retain  the  plain  outline  of  the 
leather  flying  headgear." 

The  first  paragraph  is  incomprehensible.  One  has  hardly  ever 
noticed  any  ideas  in  flying  outfits  borrowed  from  the  boudoir  unless 
the  writer  is  thinking  of  the  ladies'  silk  stockings  that  certain 
aviators  have  worn  as  mufflers.  If  is  certainly  news  that  the 
''  flying  cap,"  usually  called  a  "  helmet,"  but  referred  to  in  the 
next  paragraph  as  a  bonnet,  originated  in  the  boudoir.  The 
designer  is  to  be  congratulated  upon  his/her  clever  idea  of  placing 
the  lapels  over  the  ears  at  the  sides  of  the  cap-bonnet-helmel. 

Barbarous. 

An  American  journal  remarks  : — 

"It  is  strange  to  note  how  the  war  has  affected  persons'  in' 
regard  to  the  wearing  of  special  uniforms  or  insignia.  .  .  . 

"Firms  and  public  service  corporations  .here  and  there  are- 
encouraging  the  use  of  insignia  and  service  stripes.  Motormen 
and  conducto-s  on  cars  and  trains,  who  never  bothered  with  ser- 
vice marks,  are  now  to  be  seen  with  bright  gold  stripes  Em- 
ployees of  large  manufacturing  companies  ."rid  public  service  cor- 
porations are  in  many  instances  being  suppl'aJ  with  distinctive 
buttons,  which  include  some  form  of  marking  to  indicate  the 
length  of  service.  Such  insignia,  so  it  is  reported,  serves  to 
encourage  long  service  in  a  company." 

One  trusts  that  ex-R.A.F.  airmen  employed  by  civil  aviation 
companies  in  Britain  will  not  be  encouraged  to  adopt  this  bar- 
barous practice. 

One  shudders  at  the  prospect  of  seeing  tweed  suits  decked 
with  bright  gold  stripes  and  distinctive  buttons,  or  howler  hats 
with  badges.  An  even  more  ghastly  thought  is  that  if  the  cus- 
tom became  general  it  is  almost  certain  that  the  Unifying  effects 
produced  would  give  the  fashion  department  of  the  Bolo  some 
new  ideas  for  R.A.F.  uniforms. 

Instinct. 

At  the  Victory  conference  of  the  North-East  Coast  Institution  of 
Engineers  and  Shipbuilders  at  Newcastle  on  July  ioth,  Brig.- 
General  R.  M.  Groves,  C.B.,  D.S.O.,  A.F.C.,  said  that  "  the 
unbreakable  machine  was  hardly  necessary,  because  pilots  were 
developing  an  instinct  which  prevented  them  breaking  machines  in 
the  air." 

One  realises  the  truth  of  the  Brig. -General's  statement.  Often 
one's  instinct  has  prevented  one  from  indulging  in  the  sport  of 
breaking  machines  in  the  air. 

Scroungers. 

The  Royal  Air  Force  Detachment  at  Thetford  published  on  July 
1st  the  first  number  of  their  fortnighfly  paper,  the  "  Scrounger." 
A  contributor  to  its  pages  suggests  a  "  scrounging  "  competition. 
He  writes  : — 

"N.C.Os.  would  of  course  be  barred  from  entering  the  competi- 
tion, as  they  would  possess  an  unfair  advantage  on  account  of 
their  greater  experience.  The  cook-house  staff  would  also  be 
barred,  as  they  always  spend  their  day  '  off  '  planning  how  best: 
to  '  scrounge  '  when  they  are  '  0:1  '  the  following  day. 

"  Another  suggestion  whereby  '  scrounging  '  might  be  estab- 
lished on  a  properly  recognised  basis  would  be  the  appointment 
weekly  of  an  Orderly  Scrounger.  Decency  forbids  me  suggesting 
names  of  likely  candidates." 

A  Matter  of  Head  Resistance. 

A  reader  wishes  to  know  whethet  the  "Kangaroos"  which  have 
been  described  as  hurtling  through  the  air  at  Hendon  could  not 
reduce  their  head-resistance  by  hiding  their  heads  in  $ieir  pouches. 
The  answer  is  in  the  negative.  Judging  by  appearances  the  aerial 
"Kangaroo's"  neck  is  too  stiff  to  permit  of  it  putting  its  head  into- 
its  pocket.  The  passengers,  however,  put  their  hands  into  their 
own  pockets.  ^ 


July  16,  1919 


lhe  Aeroplane 


205 


1 


A  UNIQUE  EXPERIENCE 


rp,0  have  manufactured  TEN 

separate  and  distinct  types 
of  Aircraft  for  land  and  sea 
is  our  unique  experience 

Three  of  these  are  illustrated 
on  this  page 

Quotations  for  any  type  of 
machine  supplied  promptly  on 
request 


!  AIRCRAFT  ACCESSORIES  ! 

Special  Department 

!  177,  CLEVELAN  )  STREET,  LONDON,  W.i.  \ 
I  J 


Contractors  to 
H.M.  Admiralty, 
War  Office  and  Jir  Ministry 


&C9  RmA  Ltp 

Head  Office  and  Works  : 

NORWICH 


'Phone  :  482 


(Viret  :  itMotoru, 
"Korivicb. 


LONDON.  NORWICH. 
IPSWICH. 
BURY  ST.  EDMUNDS. 


KINDLY    MENTION    "THE    AEROPLANE  "     WHEN    CORRESPONDING    WITH  ADVERTISERS 


206 


The  Aeroplane 


July  16,  1919 


EWORLD  <f AERONAUT 

A  Sporting  Offer. 

The  father  of  the  late  Major  J.  B.  McCudden,  V.C.,  D.S.O., 
M.C.,  M.M.,  has  in  his  possession  a  bulldog  named  Bruiser, 
which  was  the  property  of  his  son  while  seiving  in  the  R.F.C. 
The  dog  is  rather  too  much  of  a  responsibility  for  Mr.  McCud- 
den's  household,  and  he  would  therefore  be  glad  to  give  him  to  an 
R.A.F.  squadron — preferably  to  one  in  which  the  late  Major 
McCudden  served — if  the  squadron,  would  care  to  have  him  as  a 
mascot  and  in  memory  of  his  former  master. 

Any  correspondence  on  the  subject  may  be  addressed  to  Mr. 
W.  H.  McCudden,  care  of  this  office. 

The  New  Method. 

From  the  "  Morning  Post  "  of  July  14th  : — Dirigible  required 
for  Peace  Day  by  Mr.  Charles  Gulliver.  Price  for  hire  should  be 
sent  to  him  at  the  Palladium,  London,  W.  The  machine  on  Peace 
Day  is  to  fly  over  West  London  (the  Palladium)  distributing  bags 
of  sweets  on  parachutes  to  children  in  the  parks,  also  in  the  dis- 
tricts of  his  suburban  theatres,  viz.,  Kilburn,  Willesden,  Islington, 
Ilford,  Lewisham,  Poplar,  Camberwell,  Putney,  Hammersmith, 
Shoreditch,  Croylon,  Clapham. 

A  Balloon  Cloth  Mystery, 

The  "  Daily  News  "  of  July  10th  stated  that  Mr.  Brock,  of 
Summerseat,  Ashton-on-Meisey,  on  the  previous  evening  had  ad- 
mitted buying  12  million  yards  of  balloon  cloth  on'  behalf  of 
a  client.  He  appeared  to  be  uncertain  of  quite  how  much  he  gave 
for  it,  but  said  that  000,000  was  as  near  as  one  could  say  at 
present.  It  is  also  stated  that  ihe  sale  was  carried  out  by  the  Dis- 
posal Board  of  the  Ministry  of  Munitions,  that  negotiations  were 
opened  in  April  and  completed  in  London  on  July  9th. 

The  "  Daily  Mail  "  of  the  same  date  stated  that  the  report  that 
the  cloth  had  been  purchased  was  premature,  but  that  competition 
was  very  keen. 

Since  July  10th  no  other  announcement  appears  to  have  been 
made. 

A  Pure  Fabric-ation. 

The  following  spasm  has  reached  this  office  from  an  unknown 
source  : — 

Ladies  call  for  bits  of  rag 

A  thousand  rimes  a  day 
To  make  up  frocks,  or  p'raps  a  flag 

To  celebrate  "The  Day." 
For  Women's  wants,  They  care  no  jot, 

They  sell  to  Martin  the  bally  lot. 
Which  seems  a  lot  of  Tommy  Rot, 

Opposed  to  ;ill  fail*  play. 


It  was  announced  that  the  Figure  of  Victory  which  formed  part 
of  the  Decorations  for  the  Paris  Peace  Celebration  were  to  be 
fitted  with  wings  from  actual  aeroplanes.  An  irresponsible  artist 
has  endeavoured  to  illustrate  his  entiiely  incorrect  impression  of 
the  effect  produced. 


A  Prosecution. 

The  "  Daily  Express  "  of  July  14th  stated  that  summonses 
arising  out  of  an  alleged  serious  breach  of  the  Defence  of  the 
Realm  Act  have  been  issued  against  the  secretary  and  five  em- 
ployees of  Messrs.  W.  S.  Laycock,  Limited,  Sheffield. 

The  ground  on  which  the  Director  of  Public  Prosecutions  has 
advised  action  to  be  taken  is  that  certain  spare  parts  for  aero- 
planes were  used  after  they  had  been  examined  and  rejected  by 
Government  inspectors. 

Investigations  into  the  matter  by  officers  of  the  Criminal  Inves- 
tigation Department  have  been  proceeding  for  weeks,  and  on  July 
12th  the  summonses  were  served. 

The  prosecution  will  be  opened  before  the  Sheffield  justices  on 
Thursday,  July  17th,  and  may  be  followed  by  interesting  develop- 
ments. 

Past  Progress  and  Future  Developments. 

Some  important  and  interesting  statements  and  views  were  pro- 
pounded at  the  resumed  Victory  Conference  of  the  North-East 
Coast  Institution  of  Engineers  and  Shipbuilders  at  Newcastle  on 
July  10th. 

Lord  Weir,  in  a  paper  on  the  development  of  aircraft  design  and 
construction  during  the  war,  mentioned  that  in.  August,  1914,  the 
Royal  Naval  Air  Service  possessed  93  machines  and  the  Royal  Fly- 
ing Corps  179.  In  October,  1918,  just  before  the  Armistice,  the 
Royal  Air  Force  possessed  over  22,000  effective  machines. 

During  the  first  twelve  months  of  the  war  the  average  monthly 
delivery  of  aeroplanes  for  British  or  foreign  sources  was  50  ;  dur- 
ing the  last  year  of  war  it  was  2,700,  and  at  the  Armistice  there 
were  facilities  in  this  country  for  3,500  per  month 

Lord  Weir  expressed  the  view  that  it  was  now  possible  to  design 
a  machine  that  would  not  break  in  the  air,  except  under  certain 
conditions,  against  which  the  pilot  could  be  warned. 

Immediate  possibilities  were  in  front  of  flying  boats  for  inter- 
island  and  coastal  traffic,  as  in  the  West  Indies  and  New  Zealand. 
The  Government  and  large  transport  companies,  he  thought,  might 
collaborate  in  their  early  efforts. 

Sir  Dugald  Clerk  said  that  the  Germans  standardised  in  aircraft 
engines  early  in  the  war,  and  it  was  one  of  the  worst  things  they 
did. 

Brigadier-General  Groves,  of  the  Royal  Air  Force,  said  that  he 
agreed  that  there  was  a  great  future  for  the  flying  boat,  the 
chances  of  which  overland  in  a  forced  landing  were  greater  than 
those  of  an  aeroplane  over  the  sea.  In  one  case  in  Yorkshire  a 
Hying  boat  was  towed  by  horses  to  some  water  and  actually  got 
off  again. 

Eight  rivers  of  over  4,000  miles'  length  passed  through  the 
world's  markets  for  flying  boats.  The  Air  Department  'vould 
shortly  send  one  of  the  largest  and  latest  types  for  a  progressive 
trial  by  short  stages  thorugh  Egypt,  the  Nile,  the  Great  Lakes,  the 
Zambesi,  and  the  Congo,  to  the  Cape.  If  it  were  still  going  then 
it  would  return. 

Tne  Trans-Atlantic  Flight. 

Mr.  F.  P.  Raynham,  the  pilot  of  the  Martinsyde  machine,  has 
been  ready  to  make  the  Atlantic  flight  for  some  time  past,  but  so 
far  has  been  prevented  by  bad  weather.  On  July  13th  an  attempt 
was  made  to  start,  the  weather  being  favourable,  but  a  tyre  burst 
as    the    machine  was  being  brought   out  of  its  shed.-' 

Nerve. 

The  following  letter  from  a  British  pilot  explains  itself.  When 
one  considers  the  wholesale  mess  which  is  being  made  by  the  Air 
Ministry  of  civil  aviation  in  this  country  one  begins  to  understand, 
though  one  may  not  commend,  the  attitude  of  the  writer  : — 

"  I  note  from  your  issue  of  this  week  that  Germany  appears  to 
be  taking  up  aeroplane  transit  on  a  much  larger  scale  than  Eng- 
land at  the  present  time,  and  as  it  is  next  to  impossible  to  obtain 
a  position  in  an  English  aviation  firm  unless  one  happens  to  be 
an  ex-field  officer,  I  am  considering  the  advisability  of  offering  my 
services  to  a  suitable  firm  in  Germany. 

"I  am  fairly  well  acquainted  with  the  language,  and,  judging 
from  the  general  attitude  of  the  German  people  during  the  period 
after  the  Armistice  and  up  to  the  day  of  my  repatriation,  I  am 
of  the  opinion  that  they  would  be  only  too  pleased  to  foster  any- 
thing in  the  way  of  friendly  relations  to  this  country. 

"  I  am  quite  aware  that  my  attitude  would  appear  to  the 
majority  of  English  people  as  absolutely  deplorable  and  unpatrio- 
tic, but  one  has  to  look  after  oneself,  and  I  am  becoming  more  and 
more  convinced  that  the  young  men  who  have  given  the  best  part 
of  five  years  in  the  service  of  the  country  cannot  expect  to  receive 
much  consideration  from  the  Government  and  employers  in  Eng- 
land." 

A  Revised  Proverb. 

Apropos  the  many  deferred  attempts  to  leave  Newfoundland,  and 
the  effects  on  the  machines  of  those  who  do  start,  a  correspon- 
dent suggests  that  there  is  at  any  rate  some  satisfaction  in  know- 
ing   that    the   longer   the   starts    are   deferred   the    longer  tha-J 
machines  remain  in  flying  condition. 

In  other  words: — "Start  deferred  maketh  the  dope  stick." 


July  16,  1919 


fhe  Aeroplane 


MID-AIR  MESSAGE  from  WESTERN 

ATLANTIC. 


Aerial  Navigation 
by  Wireless 
in  Fog  and 
Darkness. 


Results 
Equally  Certain 

in  the  Air 
or  on  the  Sea. 


This  UNSOLICITED  message  speaks  for  itself. 


It  was  transmitted  to  MARCONI'S  WIRELESS  TELEGRAPH  Company 
Ltd.  from  the  Handley  Page  machine  during  its  flight  over  the  Western 
Atlantic  from  Newfoundland  to  Nova  Scotia  on  July  4. 

THE  MIDNIGHT  S.  O.  S. 

sent  out  from  the  same  machine  was  received  by  several  wireless  stations 
considerable  distances  apart  on  the  Western  Atlantic  seaboard. 

These  are  Definite  Results  under  Exacting  Conditions. 

For  full  details  of  the  MARCONI  aeroplane  and  airship  sets,  comprising 
wireless  telegraph,  telephone  and  direction  finding  apparatus,  such  as  will 
be  shown  at  the  Amsterdam  Exhibition,  apply  : 

MARCONI'S   WIRELESS   TELEGRAPH    COMPANY,  LTD., 
Aircraft  Department,  Marconi  House, 

Strand.   LONDON,  W.C.2. 


KINDLY    MENTION    "THE    AEROPLANE"    WHEN    CORRESPONDING    WITH  ADVERTISERS 


208 


The  Aeropiane 


July  16,  1919 


E  WORLD  of AERONAums^ 

To  4-9  Squadron. 

Will  any  officers  and  men  who  were  serving  with  49  Squadron, 
R.A.F.,  in  May,  1918,  please  communicate  to  the  Editor  of  this 
paper  any  facts  within  their  knowledge  concerning  the  loss  ot 
Lieut.  George  Cuttle,  M.C.,  of  "C"  Flight?  He  was  brought 
down  on  the  morning  of  May  8th  just  east  of  Bray  while  return- 
ing from  bombing  Peronne,  and  it  is  believed  that  Lieut.  Leckie 
was  his  passenger  at  the  time. 

Ex-R.A.F.  Officers'  Luncheon  Club. 

The  following  letter  has  been  received  : — 

Sir, — As  your  readers  will  doubtless  have  seen  from  paragraphs 
appearing  from  time  to  time  in  the  daily  Press,  the  Ex-R.A.F. 
Officers'  City  Luncheon  Club  has  now  been  operating  for  some 
weeks,  and,  owing  to  rapid  growth  and  need  tor  larger  room 
accommodation,  recently  transferred  from  Messrs.  Pirn's  Restau- 
rant in  Threadneedle  Street,  where  the  Club  members  were  very 
well  looked  after  indeed,  to  larger  premises  at  Messrs.  Spiers 
and  Ponds  Restaurant,  top  floor,  Mansion  House  Underground 
Railway  Station. 

I  am  constantly  meeting  ex-Royal  Air  Force  Officers  in  the 
City,  however,  who  still  seem  unaware  of  th-3  existence  of -the 
above  Club,  and  even  go  so  far  as  to  opine  that  there  are  many 
more  similarly  ignoranc  of  such  an  institution. 

It  is  for  this  cause  I  crave  the  hospitality  of  your  valuable 
paper,  feeling  sure  that  there  must  be  many  old  Royal  Air  Force 
Officers,  readers  of  your  paper,  who  would  like  to  join  our 
Luncheon  Clu'b. 

We  are  at  present  70  strong,  and  have  our  own  Lunching 
Room,  with  separate  tables  and  Smoke  Room  adjoining.  Pro- 
spective members  are  always  welcome,  and  the  Club  extends 
honorary  membership  to  all  serving  officers  of  the  Roya!  Air 
Force,  and  the  latter  appear  to  find  it  very  convenient  when 
attending  the  City  on  business  from  time  to  time. 

Our  Club  is  in  no  way  in  competition  with  the  Royal  Air  Force 
Club,  to  which,  in  fact,  most  of  our  members  also  belong  ;  bit 
has  been  instituted  to  provide  a  Luncheon  meeting  place  in  the 
City  of  London  for  those  old  Air  Force  Officers  who  desire  to 
keep  up  old  associations  and  "Mess  atmosphere,"  but  are  unable 
to  spare  the  time  to  run  up  to  the  West  End  for  lunch. 

O.  Mo  din,  late  Major,  R.AT.,  Chairman. 

Air  Impotency. 

An  editorial  article,  ( ntitled  "Aircraft  Impotency,"  in  the 
American  "Aircraft  Journal,"  is  of  interest.    The  author  writes  : 

"Cutting  down  the  Army  and  Navy  appropriations  for  aviation 
to  $15,000,000  for  each  Service  by  the  House  Military  and  Naval 
Affairs  Committees  means,  unless  the  Senate  replaces  some  of 
the  desired  amounts,  making  the  United  States  impotent  in  the 
air,  crushing  the  airplane  industry,  and  scrapping  all  experimental 
development  begun  during  the  war. 

"The  argument  that  these  sums  are  enough  to  'keep  the  Ser- 
vices going'  until  a  reorganisation  of  the  Army  and  Navy  takes 
place  is  so  fallacious  that  it  should  controvert  itself.  The  Army 
needs  $31,000,000  for  airplanes  and  engines  slont  Without  this 
equipment  there  is  nothiig  to  'keep  going,'  lecause  all  combat 
machines  in  service  now  would  be  obsolete  against  a  first-class 
Air  Power.  Just  to  have  the  officers  and  mori  is  worse  than  a 
waste  of  Government  money. 

"  If  money  were  appropriated  now  for  the  purchase  of  equip- 
ment whioh  will  take  about  a  year  to  build,  then  when  the  Air 
Services  are  consolidated,  reorganised  or  left  as  they  are,  this 
country  would  at  least  have  some  protective  aircraft. 

"The  whole  sicuation  is  clearly  an  effort  to  force  on  the  coun- 
try a  united  Air  Service.  Whatever  arguments  may  be  made  for 
and  against  a  single  independent  Air  Force,  they  should  be  free 
from  appropriation  coercion  and  rest  solely  on  their  own  merits. 

"America's  'splendid  isolation,'  viewed  in  the  light  of  recent 
aeronautic  achievements,  soon  will  be  only  a  memory.  A  country 
that  is  less  than  a  day  distant  from  Europe  and  Asia  cannot  well 
rely  upon  the  Atlantic  and  Pacific  oceans  for  protection  in  time  of 
stress.  No  longer  can  the  Congress  of  the  United  States  ignore 
the  fact  that  if  we  are  to  maintain  our  independence  and.  position 
as  a  first-class  nation  we  must  have  aircraft  inferior  to  no  other 
Government.  If  the  predominating  idea  on  Capitol  Hill  is  to 
reduce  this  country  to  the  level  of  China,  or  Korea,  no  fault  can 
be  found  with  the  |>olicy  now  being  pursued- -but  the  plan  of 
spending  ;,ne  billion  dollars,  too  late  to  be  of  use,  rather  than 
one  hundred  millions,  when  advantage  may  be  taker  of  the  vast 
expenditures  for  aviation  already  made,  will  appeal  to  few  persons 
outside  of  the  House  of  Representatives." 

Demobbed  Officers  and  the  R  A  F.  Reserve. 

Sir, — As  a  Lieut-Observer  with  almost  three  years'  service  wit*h 
the  R.F.C.  in  France,  I  have  been  transferred  to  the  unemployed 


list  of  the  R.A.F.  Can  youplease  enlighten  me  as  to  what  this 
will  really  mean  in  the  future. 

Does  it  mean  "that  when  the  R.A.F.  Territorial  Force  or  the 
R.A.F.  Reserve  is  formed  that  I  shall  be  automatically  transferred 
to  one  or  other  of  those  branches  or  will  it  be  necessary  to  make 
application  for  it? 

Within  the  next  few  days  I  am  sailing  to  take  up  a  civilian  posi- 
tion in  South  America  and  as  you  may  easily  imagine  it  would  be 
a  source  of  the  greatest  satisfaction  to  me  (and  doubtless  to  hun- 
dreds of  other  ex-R.A.F.  men)  to  feel  that  the  old  country  had 
some  direct  claim  on  us  in  the  event  of  any  further  wars  or 
national  emergencies. 

I  have  just  studied  General  Trenchard's  outline  of  the  future 
R.A.F.  in  The  Aeroplane  of  a  week  or  two  ago,  but  his  re- 
marks seem  only  to  apply  to  those  still  with  the  R.A.F.  and  not 
to  those  who  have  been  demobilised  and  placed  on  the  "Unem- 
ployed List." 

Surbiton,  19/6/19.  (Signed)  Lieut.-Observer. 

[Perhaps  the  Information  Department  of  the_  Air  Ministry  can 
oblige  with  an  announcement  on  this  point. — Ed.] 

A  Dangerous  Practice. 

The  following  letter  has  been  received  : — 

Sir, — I  am  writing  to  you,  as  I  consider  that  a  note  in  your 
paper  re  the  following  might,  in  the  future,  save  several  really 
bad  accidents. 

On  Saturday  afternoon  last  a  red-nosed  Handley  Page  continu- 
ally "  got  off  "  from  the  Cricklewood  Aerodrome  and  laboured 
into  the  air  over  Golders  Green. 

This  machine  flew  over  the  closely-packed  streets  and  houses  at 
a  height  of  certainly  not  more  than  200  feet— steering  into  the 
%vind,  which  was  approximately  from  the  nor.th. 

It  was  perfectly  natural  for  the  machine  to  be  low  and  to  climb 
slowly,  as  it  was  obviously  well  loaded;  but  it  was  only  natural 
to  expect  that  in  such  cases  the  pilot  would  have  kept  to  the  edge 
of  the  "  populated  area  "  and  thus  within  landing  distance  of 
the  aerodrome  or  adjacent  fields. 

Having  been  flying  for  five  years,  I  know  to  my  cost  the  un- 
happy knack  that  even  the  best  engines  have  of  stopping  at  the 
most  awkward  times,  and  if  this  had  happened  on  the  occasions 
I  speak  of  above  the  result  would  have  been  appalling. 

No  pilot  could  have  had  the  least  chance  of  landing  successfully, 
or  in  any  direction  except  that  in  which  he  was  heading,  and  in 
all  probability  a  machine  of  such  calibre  would  have  obliterated 
four  or  five  of  the  closely-built  houses  that  this  locality  is  made 
up  of. 

While  in  no  way  blaming  the  H.P.  Co. — who  have  an  aero- 
drome and  surroundings  of  ample  size — I  cannot  help  considering 
that  the  pilot  was  not  paying  sufficient  attention  to  eventualities. 

An  accident  of  this  nature  is  going  to  do  immense  damage  to 
flying,  and  also  to  the  companies  who  propose  to  licence  aero- 
dromes which  are  in  proximity  to  dwelling-houses.  Town  Coun- 
cils will  not  give  their  consent  to  this,  however  much  it  is  urged 
that  "  previous  accidents  of  this  nature  were  only  caused  by  other 
firms'  carelessness  "  ! 

From  my  own  point  of  view  I  have  a  house  which  seems  to 
be  directly  in  the  "  line  of  attack  "  of  these  machines,  and  I  have 
at  present  no  desire  to  see  it,  my  wife  and  family,  and  my  neigh- 
bours, gently  cleared  away  by  an  H.P.  which  has  had  momentary 
troublewith  its  petrol  supply  or  some  other  "  trivial  "  detail. — 
"  Major." 


Coming  Events. 

July. 

Friday,  July  18th. — 43rd  Squadron  dinner. 

Saturday,  July  19th. — Martinsyde  Recreation  Club  Sports  at 
Woodbridge  Road,  Guildford. 

Saturday,  July  19th. — Victory  Meeting  at  Hendon.  Speed  Con- 
test for  Victory  Trophy. 

Saturday,  July  26th. — July  Meeting   at  Hendon. 

Saturday,  July  26th. — The  Airship  Officers'  Club  Dinner  at  the 
Connaught  Rooms. 

August. 

Friday,    August    1st. — The    Amsterdam     Aircraft  Exhibition 
opens. 

Saturday,  August  2nd,  Sunday,  August  3rd  and  Monday,  August 
4th. — Tenth  London  Aviation  Meeting  at  Hendon. 

Tuesday,  August  5th. — Handley  Page  Social  and  Athletic  Club's 
Sports.    Starting  at  12  midday  at  Cricklewood  Lane. 

Thursday,  August  21st. — R.A.F.  Annual  Athletic  Meeting  at  _ 
Stamford  Bridge. 

Sunday,  August  24th   to  Sunday,  August  31st. — The  "Avenir's" 
Tour  de  France  Aerien. 

Dates  to  be  Announced  Later. 

Hendon — Birmingham — Manchester  Air  Race. 
Hendon — Paris — Hendon  Air  Race. 
Hendon — Brighton — Hendon  Air  Race. 


July  16,  1919 


The  Aeroplane 


209 


THE    TRANSATLANTIC  FLIGHT. 


VICKERS-vimy-ROLLS. 

The  first  direct  flight  from  Newfoundland  to  Ireland 
was  accomplished  by  this  Aeroplane  in  15hrs.  57mins. 


5  9 


AEROPLANES 
for  COMMERCIAL  and 
MILITARY  use. 


FLYING  BOATS 
for  COMMERCIAL  and 
NAVAL  use. 


CONTRACTORS   TO  H.M.  GOVERNMENT. 


Telegraphic  Address  : 
Vickerfyta,  Knights,  London 


Aviation  Department, 
Imperial  Court,  Basil  Street, 
KNIGHTSBRIDGE,  S.W.3. 


Telephone  : 
Kensington  6620  (4  lines) 


KINDLY    MENTION    'THE    AEROPLANE."    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


210 


The  Aeroplane 


July  16,  1919 


THE   RETURN   FLIGHT   OF   R.  34. 


H.M.A.  R.34  left  Mineola  at  n-55  p.m.  on  July  9th  (3.55  a.m., 
July  ioth,  Greenwich  mean  time)  for  England.  i  he  start  was 
somewhat  hurried  owing  to  the  approach  of  bad  weather,  and  the 
ship  left  Mineola  some  hours  earlier  than  was  originally  intended. 
The  airship  carried  forty  pounds  of  mails. 

Some  alterations  were  made  in  her  crew.  Lieut.-Commander 
Lansdowne  was  replaced  by  Lieut.-Col.  Hemsley,  U.S.  Army, 
Aviation  Department,  and  Sergts.  Turner  and  Anders  replaced 
Wireless  Operator  Edwards  and  the  stowaway  Ballantyne. 

The  original  intention  was  that  R.34  should  land  at  East  For- 
tune, but  owing  to  bad  weather  the  Air  Ministry  decided  on  July 
12th  that 'she  would  land  at  Pulham,  Norfolk,  where  she  eventually 
did  land  at  7.57  a.m.  (6.57  a.m.  G.M.T.)  on  July  13th.  Her  time 
was  75  hrs.  3  min.,  according  to  the  ship's  chronometer. 

The  ship  was  met  by  a  motley  crowd  dressed  in  all  the  possible 
varieties  of  Air  Service  uniforms — and  they  are  many.  There  were 
men  in  R.N.A.S.  and  R.F.C.  and  R.A.K.  uniform,  others  in  civi- 
lian clothes,  and  some  partly  in  uniform  and  partly  in  mufti. 

Hereafter  follows  the  Air  Ministry  Communique  recording  the 
icturn  voyage  of  H.M.A.  R.34  from  Mineola,  L.I.,  U.S.A.,  to 
Pulham,  Norfolk,  England.  J  he  report  is  given  verbatim,  and- 
any  eccentricities  in  style  or  statement  may  be  set  down  to  the 
fact  that  it  emanates  from  the  Air  Ministry  after  transcription 
from  General  Maitland's  original  : — 

THE  AIR  MINISTRY  COMMUNIQUE. 

The  Air  Ministry  state  that  the  airship  was  first  sighted  on  the  north 
side  of  Pulham  at  5.56  G.M.T. ,  her  position  being  about  15  miles  away 
and  her  course  almost  due  east.  Turning  south  towards  the  Airship 
Station  she  circled  over  Pulham  about  0.22,  flying  at  800  feet,  landing 
safely  at  6.56  G.M.T.,  exactly  an  hour  after  she  was  first  sighted 
OFFICIAL  TOG. 
General  Maitland^s  Story 

The  Air  Ministry  issued  the  following  official  log  of  the  voyage  an 
hour  after  the  ship  lauded  :  — 

It  is  a  dark  night  and  a  gusty  wind  is  blowing  from  the  S.W., 
strength  about  30  m.p.h  We  steer  straight  for  New  York  and  stop  as 
promised  to  fly  over  the  city  before  heading  out  into  the  Atlantic.  It 
was  an  extremely  good  "  get-away  "  considering  the  yusty  wind  and 
difficult  conditions  generally.  We  find  we  have  4,600  gallons  of  petrol 
'or  th-  return  iourney. 


New  York  at  midnight  looks  wonderful  from  above  Miles  and 
Kiiti_s  of  tiny  bright  twinkly  lights— a  veritable  fairyland  '1'hc  search- 
lights at  nr^t  make  a  very  unsuccessful  search  lor  us.,  but  finally  get  us 
lair  and  square.  We  are  over  Fifth  Avenue.  The  "  limes  "  Square  and 
liroadway  presents  a  remarkable  sight.  We  distinctly  see  thousands  of 
upturned  faces  in  spite  of  the  early  hour,  1  a.m.  of  the  morning,  and  the 
whole  scene  is  lit  by  the  gigantic  electrical  signs  which  seem  to  concen- 
trate about  this  point — one  in  particular,  the  Overland  Tower,  illustrates 
the  enormous  importance  of  aerial  advertisement.  From  2,000  feet  above 
we  see  its  wheel  !  evolving  and  the  mist  rising  in  a  cloud  behind  it, 
Presumably  an  illustration  of  its  speed 

The  air  over  New  York  feels  very  disturbed,  partly  owing  to  the  ap- 
proaching cyclone  from  the  Great  I.akes,  of  which  we  have  already  had 
warning,  and  partly  also  to  the  heat  rising  upwards  from  the  city  itself. 
The  airship,  however,  lides  out  very  steadily  under  the  circumstances. 

July  ioth,  Thursday,  1.10  a.m. — We  head  for  home  with  3,000  miles  of 
sea  between  us  and  our  Scottish  base.  The  wind  is  now  well  behind 
and  our  speed  makes  good ;  it  is  estimated  at  65  knots  or  nearly  74  miles 
per  hour.  Our  weather  at  time  of  starting  is  decidedly  favourable  for  a 
flight  from  America  to  England.  There  is  a  depression  west  of  New- 
foundland and  then  a  large  one  centred  to  the  north  of  Iceland;  also  an 
anticyclone  over  the  East  Atlantic  and  Great  Britain.  The  inference 
from  the  above  is  that  a  strong  south-west  or  west  wind  will  prevail 
over  the  greater  part  of  the  Atlantic.  We  have  got  away  on  the 
outskirts  of  the  depression  which  is  centred  west  of  Newfoundland,  and 
are  getting  the  full  benefit  of  the  35-knot  S  W.  wind  on  its  southerly 
side.  At  this  speed  we  are  travelling  considerably  faster  than  the 
depression  which  is  probably  moving  eastward  at  about  35  m.p.h.,  and 
it  may  well  be  that  we  shall  run  right  out  of  it  by  the  time  we  reach 
mid-Atlantic.  We  then  expect  (it  may  be  only  a  pious  hope)  to  get 
into  touch  with  the  still  bigger  depression  centred  to  the  north  of 
Iceland  and  benefit  by  the  south-west  wind  which  we  ought  to  find  on 
its  southerly  side 

2.17  a.m. — We  are  crossing  the  American  coast  with  four  out  of  our 
five  engines  running,  the  fifth  engine  resting.  Some  hot  coffee  from  the 
Thermos  flask  presented  us  by  our  kind  American  friends  is  very  nice 
and  warming. 

9.15  a.m. — We  have  already  covered  430  miles  from  New  York  and  are 
going  strong.  Our  mails  are  now  sorted,  and  this  takes  some  time 
We  find  we  have  quite  a  large  collection  of  parcels  and  letters  of  all 
descriptions,  including  some  for  H.M.  the  King,  the  Foreign  Office, 
Admiralty,  Postmaster-General,  and  a  large  number  of  copies  of  the 
'"Public  Ledger"  for  the  editor  of  the  "Times"  This  journey  we 
hope  will  prove  the  fastest  newspaper  delivery  between  New  York  and 
London  yet  accomplished,  and  will  be  the  forerunner  of  regular  inter 
change  of  mails  between  East  and  West — the  Old  World  and  the  New. 

10.45  a.m.  G.M.T. — We  are  now  making  good  72  knots  or  83  m.p.h.  on 
four  "engines.    The  forward  engine  stopped.    If  all  goes  well  Majoi 


R.34  AT  HOME. — The  transatlantic  Airship  Landing  at  Pulham.    It  may  be  noticed  that  her  iabric  looks  as  bulged  and  battered 
as  that  of  the  six  year-old  "  Hansa  "  Zeppelin,  which  was  illustrated  in  this  paper  a  year  or  more  ago. 


July  16,  1919 


The  Aeroplane 


210A 


.Scott  will  go  straight  for  London,  and  we  will  see  how  long  it  takes  us 
to  cross  the  Atlantic  from  Broadway,  New  York,  to  Piccadilly  Circus, 
London — from  the  heart  of  one  capital  to  the  heart  of  the  other. 

10,45  am- — Cooke  asleep  under  the  dining  room  table.  (Note. — This 
may  take  our  thoughts  back  Lo  the  days  of  our  ancestors,  but  the  cause 
of  this  slip  and  the  position  selected  are  from  quite  a  different  reason.) 

12  noon. — Lunch.  Cold  Bologna  sausage  and  pickles  and  stewed  pine- 
apple, and  a  ration  of  rum.  This  latter  was  much  appreciated,  as  the 
weather  had  turned  much  colder  and  lunch  centred  entirely.  The  con- 
versation turned  on  the  subject  of  obtaining  secondary  meteorological 
information  in  the  Atlantic.  Scott,  Greenland,  Luck,  and  Harris  all 
agree  that  one  good  method  of  getting  information  at  small  cost  would 
be  to  equip  all  cable  repair  ships  with  a  meteorological  observer  and  a 
-suitable  outfit  of  kites  and  instruments.  These  cable  repair  ships  work 
in  all  parts  of  the  world  and  are  often  at  sea  for  days  at  a  time. 

Moreover,  the  cable  routes  are  ready  in  every  case  on  the  shortest 
and  most  direct  route  between  the  countries  they  link  up. 

1.5  p.m. — We  have  averaged  56.3  knots  per  hour  ever  since  leaving 
Broadway.  Weather  fine,  visibility  15-20  miles.  Wind  4c  knots  S.S.W., 
sea  very  rough.  It  is  difficult  from  above  to  measure  the  height  of 
waves,  but  it  is  easy  to  see  that  in  a  very  heavy  sea  like  this  one  surface 
ships  would  be  having  an  extremely  bad  time.  Up  here  we  are  as 
steady  as  a  rock,  and  unless  one  looks  out  of  the  windows  we  would 
hardly  realise  we  were  travelling  at  all. 

Lieut. -Col.  Hemsley,  U.S.  Army,  Aviation  Dept.,  is  steering  and  is 
taking  opposite  watch  with  Pritchard,  while  Lusk  has  relieved  Green- 
land in  the  fore  ear,  Corporal  Burgess  being  on  the  elevators.  We  are 
in  very  good  wireless  communication  with  Sable  Island,  and  many 
messages  wishing  us  success  are  received  fiom  America  and  Canada. 
We  send  our  grateful  thanks  to  the  U.S.  Naval  and  Military  Author^-'  s 
for  their  very  efficient  and  kind  assistance  in  looking  after  the  airship 
at  Mineola  during  four  days  of  difficult  and  unpleasant  weather  con- 
ditions. 

4.50  p.m. — Position  42.15  N.,  5405  W.,  course  140  degrees  steered,  no 
degrees  made  good,  86  degrees  true,  48  knots.  We  have  covered  goo  miles 
from  New  York  in  16  hours,  and  are  1,850  miles  from  South  Coast  of 
Ireland,  exactly  one-third  of  the  distance  between  the  two  countries. 

Our  petrol  consumption  works  out  at  about  1  gallon  an  hour. 
Weather  clear,  sea  deep  blue;  very  good  visibility,  .'15-40  miles  according 
to  the  dip,  and  distance  horizon  tables  at  this  height  (1,500  feet)  should 
be  45  miles.  Cooke  determined  bis  position  by  observation  on  the  sun 
and  sea  horizon.  It  is  interesting  to  note  that  there  were  only  two 
occasions  when  he  was  able  to  do  this  on  the  outward  journey  owing  to 
clouds  and  fog. 

6.15  p.m. — A  five-masted  schooner  under  full  sail  on  starboard  beam 
about  five  miles  away  was  an  interesting  contrast  between  the  old  and 
the  new — the  sailing  ship  and  the  airship.  We  are  now  over  the  main 
east-bound  summer  route  of  steamers  from  New  York  to  Queenstown. 
The  ss.  "  Adriatic,"  due  New  York  on  13th,  should  be  somewhere  near 
us.  and  we  are  on  the  look-out  for  her  on  the  wireless.  Getting  much 
colder. 

8  p.m. — Position  42.40  N.,  50.30  W.,  making  good  55  knots.  Harris 
give  most  interesting  explanation  of  the  clouds  formationed  to  the  N. 
and  S.  of  us,  and  compares  the  clouds  as  we  see  them  with  the  illustra- 
tions in  a  different  cloud  text-book  we  have  with  us.  It  is  now  time 
for  supper.  Soft  boiled  eggs  and  cocoa,  and  we  all  discussed  at  great 
length  our  impressions  of  American  m^n  and  American  women  1  wish 
our  newly-made  American  friends  could  have  heard  the  delightful  things 
that  were  said  about  them.  Pritchaid  goes  to  sleep  under  the  dining- 
room  table  while  the  second  watch  comes  in  for  their  supper  This 
position  under  the  dining-room  table  seems  to  be  the  most-sought-after 
point  of  vantage  in  the  ship. 

July  nth,  Friday,  3.20  a.m. — Position  45=03  N.,  42.57  W.,  estimated  by 
•observations  on  stars  and  sea  horizon.    Visibility  good. 

4.20  a.m. — The  foremost  of  the  two  engines  in  aft  car  breaks  down 
on  connecting-rod  fractures  owing  to  bolts  speaiing,  with_  the  result 
that  the  crank-case  gets  badly  notched  and  the  engine  is  conseauently 
auite  beyond  repair.  Course  making  good  115  degrees  or  87  degrees 
true.  At  26  knots  with  forward  and  two  wing  engines.  Weather  clear, 
sea  moderate. 

6.40  a.m. — Altered  course  to  N  ,  30  degrees  E. ;  come  down  to  600  feet 
to  get  under  clouds  which  are  now  appearing  and  threaten  to  block 
out  all  view  of  the  sea  completely.  We  now  find  by  accurate  measure- 
ments that  below  the  clouds  is  a  northerly  wind,  and  above  them 
at  3,000  feet  the  wind  is  from  S.W  The  reason  for  this  is  an  interesting 
one.  We  are  over  the  Gulf  Stream  on  a  noi  th-castcrly  course.  The  air 
over  this  Gulf  Stream  is  warmer  than  the  air  over  the  sea  immediately 
to  the  north  of  it.  This  warm  air  rises  and  its  place  is  naturally  taken 
by  the  cold  air  from  the  north,  resulting  in  a  12-knot  convertional  wind 
from  north  extending  from  the  surface  of  the  sea  up  to  a  height  of 
about  2,000  feet.  Having  made  this  discovery  we  accordingly  keep  at 
3,000  feet,  when  we  have  a  steady  wind  from  S.W 

8  a.m.— Cloud  formations  in  so  far  as  they  indicate  weather  are  like 
an  open  book  profusely  illustrated  with  a  plot  that  changes  all  the 
time.  On  our  port  beam  away  to  the  NVV.  we  see  the  depression 
centred  over  Newfoundland  written  plainly  in  the  sky  in  fantastic  and 
streaky  cirrus  ventosus,  a  certain  and  sure  indication  of  what  is  going 
on  over  there  some  hundreds  of  miles  away. 

9.15  a.m. — Clocks  have  now  been  put  forward  one  hour. 

10.30  a.m. — Scott  and  Harris  are  agreed  that  the  wind  is  stronger  in 
our  favour  the  higher  we  go  up,  but  m  spite  of  that  Scott  decides  to 
keep  on  a  3,000  it.  level  to  avoid  necessity  of  losing  gas  from  expansion 
which  to-day  is  precious.    To-morrow  he  can  afford  to  go  much  higher, 


and  the  airship  will  be  so  much  lighter  on  account  of  having  burned 
another  24  hours'  petrol. 

12  noon. — Weather  report  from  Air  Ministry  tells  us  of  an  auticylone 
off  S.W.  of  Ireland,  and  so  we  change  course  more  to  the  north  with  a 
view  to  getting  round  into  the  westerly  wind  which  we  know  must  be 
blowing  on  the  northerly  side  of  it. 

12.30  p.m. — Lunch.  Mealtimes  are  always  most  welcome  and  give  the 
more  responsible  members  of  the  crew  a  much-needed  interval.  Our 
new  gramophone  is  a  vitally  better  instrument  than  the  one  we  endured 
on  the  outward  voyage,  and  as  I  was  descending  the  ladder  down  into 
the  fore  car  after  lunch  I  just  caught  a  glimpse  of  Luck  and  Harris 
doing  quite  a  nice  one-step  together. 

1.30  p.m. — Air  Ministry  sent  a  message  to  say  that  they  had  made  pro- 
vision to  land  us  in  Ireland  if  necessary,  and  that  destroyers  with  steam 
up  were  available  at  Berehaven  if  required.  We  replied  :  "  Propose  to 
land  at  East  Fortune.    One  engine  completely  broken  down." 

3.30  p.m. — Still  at  3,000  feet  in  and  out  of  the  clouds  at  intervals.  We 
have  not  seen  the  sea  since  8.30  a.m.  this  morning;  1,600  revs.,  three 
engines,  our  speed  32  knots.  Another  weather  report  from  London  to 
say  that  the  depression  north  of  Iceland  has  moved  easterly,  and  that 
as  a  result  the  wind  is  from  south-west  over  North  of  Ireland  and  whole 
of  Scotland.  This  strengthens  Scott  in  his  decision  to  give  up  going 
to  London  and  going  East  Fort.ine  instead.  It  is  sad  not  to  take  in 
London  on  our  leturn  route,  but  with  one  engine  lost  and  weather  in 
South  of  England  not  very  favourable  the  decision  is  a  wise  one. 

^.30  p.m. — Scott  brings  ship  down  to  try  and  see  water  and  get  an 
indication  of  our  speed,  but  at  900  feet  it  is  still  very  thick,  so  he 
abandons  the  attempt.  In  coming  down  from  3,Soo  ft.  to  900  ft.  we 
pass  through  no  less  than  five  distinct  and  separate  cloud  stratus.  In 
these  thick  clouds  (we  have  been  in  them  now  since  3  3c  a  m.  this 
morning)  we  have  no  means  of  telling  our  speed,  as  they  extend  right 
down  to  the  water.  We  assume  fiom  general  weather  observations  that 
the  wind  is  with  us,  the  worst  condition  we  think  fair  to  assume  being 
no  wind  at  all.  There  certainly  ought  not  to  be  a  head  wind  against 
us.  There  is  no  alternative  but  to  keep  pegging  away  through  the 
clouds  until  other  weather  conditions  appear. 

4.45  p.m. — We  appear  above  the  clouds  for  a  few  blissful  moments  and 
see  a  beautiful  cloud  panorama.  Range  upon  range  of  alternate  white 
and  slate  coloured  mountains  with  wide,  deep  valleys,  and  an  occasional 
glimpse  of  bright  blue  sky  immediately  above.  The  glare  is  almost 
blinding,  and  we  can  only  look  at  the  sun  for  a  moment  or  two  at  a 
time. 

5  p.m. — We  are  back  again  in  the  clouds  with  no  visibility.  Picked 
up  H.M.S.  "Cumberland"  on  our  Marconi  Spark  set.  She  gave  her 
position,  and  when  plotted  on  the  chart  Cocke  thinks  her  to  he  almost 
due  north  of  us,  and  from  the  strength  of  her  signal  she  should  be 
within  30  miles.  Durrant  tried  to  get  her  with  our  directional  wireless, 
but  without  success. 

7.5  p.m. — Passing  through  wet  rain  clouds.  It  has  been  raining  very 
heavily  since  5  o'clock  Scott  goes  up  to  5,000  feet  to  get  out  of  it.  but 
with  no  success,  and  reduces  height  to  3,000  feet  again.  Very  cold  and 
dark.    All  windows  and"  doors  are  shut. 

7.35  p.m. — We  ask  H.M.S.  "  Cumberland  "  for  a  weather  report.  She 
replies  giving  her  position  and  reporting  wmd  at  N.N.W.,  18  m.p.h., 
overtcast,  passing  showers,  and  clouds  above  1,000  feet. 

8.0  p.m. — Supper,  and  a  very  good  one  too.  We  are  well  equipped 
with  little  luxuries  on  this  return  voyage,  having  learnt  a  thing  or  two 
on  the  outward  journey  about  what  is  necessary  and  what  isn't. 

8.30  p.m. — Still  pouring_  with  rain.  Height  4,000  feet.  The  wind 
whistles  round  the  forwaid  ear.  Very  dark  and  no  visibility.  Scott 
reduces  height  to  3,000  feet  and  an  extraordinary  sight  suddenly  pre- 
sents itself  beneath  us.  Thousands  and  thousands  of  little  round  clouds 
like  tiny  white  puff  balls  packed  closely  together,  with  a  blue  sea  just 
visible  in  between  them,  forming  a  layer  of  cloud  between  us  and  the 
sea.    This  cloud  formation  is  called  "  ball  cumulus." 

8.45  p.m. — Dropped  a  calcium  flare  wiiich  floated  away,  burning 
brightly,  straight  astern,  enabling  Cooke  to  get  our  direction  and  a 
good  idea  of  the  speed  at  which  we  were  travelling. 

_  8.50  p.m. — Again  thick  clouds  and  heavy  rain.  Clifden  Wireless  Sta- 
tion sounds  very  loud  and  on  the  wireless,  which  showed  we  are  getting 
nearer  home,  and  Durrant  has  just  succeeded  in  getting  East  Fortune 
1,100  miles  away.  He  could  just  faintly  hear  them  say  the  words 
"  Saturday  evening." 

9.15  p.m. — S.s.  "  Dominion  "  speaks  us  and  gives  her  position  and 
barometric  readings.  She  reports  us  as  being  quite  near  her,  though  of 
course  she  cannot  see  us  or  even  hear  our  engines  owing  to  rain 
clouds. 

12  midnight.— Still  pouring  with  rain.  Dropped  flare;  drift  estimated 
as  10  degrees  to  southward.  As  we  lay  in  our  hammocks  we  listened 
to  the  rain  beating  pitilessly  down  on  the  outer  cover  of  our  trustv  ship 
of  the  air,  and  our  feelings,  despite  the  weather,  are  those  of  complete 
confidence  and  security. 

July  12th,  Saturday,  12.45  a.m.— Weather  clearing.  Sea  visible  at 
2,500  feet. 

3.0  a.m. — Magnificent  sunrise.  The  sun  appeared  above  the  clouds  in 
a  blaze  of  clouds,  much  impressing  those  of  the  crew  who  happened  to 
be  on  duty  at  the  time. 

6.0  a.m.— Position  52.20  N.,  22.35  W.,  760  miles  from  East  Fortune. 
Running  on  three  engines,  aft  engine  having  broken  valves.  Storings 
changed.  Air  speed  32  knots.  It  is  interesting  to  note  that  Cooke  has 
not  been  able  to  get  a  single  observation  for  plotting  his  position  for 
the  last  24  hours,  and  it  is  quite  fair  to  assume  that  yesterday's  weather 

with  S.W.  wind  is  quite  an  average  day  in  mid-Atlantic.    Clouds  beneath 


THE  CREW  OF  R. 34. —Major  Scott,  the  Commnnding  Officer,  is  the  central  figure. 

Uniforms  is  noteworthv. 


The  variety  of  R.A.F.  and  R.N.A.S. 


2IOB 


The  Aeroplane 


July  16,  1919 


us  look  just  like  a  gigantic,  soft,  springy,  fleecy  white  feather  bed,. and 
they  fill  one  with  a  strange,  irresistible  feeling  of  wishing  to  jump 
down  into  them,  probably  a  similar  sort  of  feeling  which  some  people 
feel  when  they  are  climbing  a  steep  mountain  face. 

8.0  a.m.— H. M.S.  "  Tiger"  gives  her  positon  and  reports  wind  N.W.-N.. 
15-20  m.p.h. ;  sky  overcast  with  low  stratus,  visibility  five  miles.  Break- 
fast this  morning  is  quite  a  festive  meal,  as  we  reckoned  it  should  be  our 
last  breakfast  on  board,  and  we  are  not  quite  so  economical  with  our 
issues  as  usual.  Message  received  from  Mr.  G,  Constantinesco,  the 
brilliant  Rumanian  inventor  of  Sonic  transmission,  welcoming  us  back 
to  England. 

10.55  a-m- — Height  5,000  feet.  We  are  now  over  big  gap  in  the  clouds 
about  26  miles  across,  and  will  soon  be  in  the  clouds  again.  Clear  blue 
sky  and  sea.  No  signs  of  a  ship  Making  good  35  knots,  which  should 
enable  us  to  make  East  Fortune  at  daybreak  to-morrow. 

11.25  a.m.— Durrant  succeeds  in  getting  a  wireless  out  on  Clifden 
with  directional  finding  appaiatus.    Weather  has  turned  very  cold. 

12  noon. — Lunch.  We  are  all  rather  anxious  to  get  to  our  journey's 
end.  Perhaps  it  is  the  strain  that  is  beginning  to  tell,  and  it  is  now 
rather  disappointing  to  find  that  a  N.E.  wind  is  preventiug  us  from 
making  more  than  28  knots.  We  shall  be  breakfasting  in  the  air 
again  to-morrow  after  all. 

12.30  p.m. — The  clouds  have  all  cleared  away,  but  only  temporarily  I 
feel  certain.  Height  5,000  feet,  perfectly  clear  blue  sky  and  deep  blue 
sea.  Visibility  is  at  its  maximum,  and  at  this  height,  according  to  our 
text-books,  we  can  see  81  miles.  This  means  that  we  can  see  162 
miles  from  right  forward  to  right  aft,  and  the  area  we  can  see  over 
works  out  at  19,200  square  miles,  and  not  a  ship  to  be  seen.  My 
ambition  to  see  a  steamer  at  close  quarters  iii  this  gigantic  Atlantic 
will,  I  am  afraid,  never  be  realised. 

3.50  p.m. — Clouds  rolling  up  again.  Some  very  fine  examples  of 
cumulus  major  are  to  be  seen.  One  particularly  interesting  cloud 
formation  on  our  port  beam  takes  the  eye.  It  is  a  huge  vertical  column 
of  cloud  joining  a  lower  stratus  of  cloud  to  a  higher  stratus,  and  is 
about  500  feet  high.   It  is  carried  by  an  upturned  vertical  current. 

5.30  p.m. — Great  excitement  Two  trawlers  are  sighted  on  our  star- 
board beam.  They  look  very  tiny.  We  try  and  speak  the  near  one  with 
an  Aldis  lamp,  but  as  she  has  no  wireless  we  cannot  get  reply.  We 
are  now  down  to  3,000  feet,  and  the  difference  in  temperature  between 
this  height  and  5,000  feet  is  most  marked,  8  degs.  F.  Making  slightly 
better  headway  at  this  height,  32  knots.  Wind  N.N.W  .  25  degs.  drift, 
Cooke  considers  that  an  accuracy  of  more  than  20  miles  in  estimating  a 
position  in  mid-Atlantic  cannot  be  guaranteed  in  an  airship  even  in 
clear  weather.  Directional  wireless,  however,  should,  when  rerfected, 
make  this  much  more  accurate. 

6.50  p.m. — We  ran  into  a  sudden  squall  from  N.W.  Tow  black  clouds 
and  a  rough,  confused  sea  all  in  the  space  of  a  few  minutes.  Ship  very 
steady ;  1,600  revs  on  four  engines. 

6.57  p.m. — Passed  out  of  squall.  Got  Clifden  on  directional  wireless. 
96  degs.  M.G.,  76  true.    We  are  not  very  far  from  the  coast  of  Ireland. 

7.15  p.m. — Another  squall,  but  not  a  big  one. 

7.25  p.m. — Land  in  sight  on  our  starboard  bow.  Great  enthusiasm  on 
board.  First  spotted  by  Lieut. -Col.  Hemsley,  U.S.  Army  Aviation  Dept., 
seven  to  ten  miles  away.  Scott  alters  course  to  make  the  land.  Cooke 
gets  the_  large  chart  of  the  west  coast  of  Ireland,  and  there  is  keen 
competition  to  see  who  will  fix  on  the  exact  spot  when  we  cross  the 
coast.  Two  little  islands  lay  right  ahead  of  us.  With  our  glasses  we 
see  the  wireless  mast  of  Clifden.  These  two  islands  are  almost  certainly 
the  same  two  little  islands  that  appeared  out  of  the  fog  to  the  delighted 
gaze  of  Alcock  and  Brown  at  the  conclusion  of  their  historical  flight. 
A  strange  and  happy  coincidence 

8.0  p.m. — At  8  o'clock  precisely  we  crossed  the  coast-line  a  little  to 
the  north  of  Clifden,  County  Mayo,  and  oui  time  from  crossing  the 
American  coast  at  Long  Island  to  crossing  the  Irish  coast  is  exactly 
61  hours  33  minutes. 

8.15  p.m. — We  head  right  in  over  fhe  mountains,  which  at  this  spot 
are  2,900  feet  high.  What  a  wild  and  rugged  coast-line  !  A  magnificent 
cloud  panorama  now  appears.  Huge  white  cumulus  clouds  of  weird  and 
fantastic  shapes  surround  us  on  all  sides,  and  over  the  top  peep  out 
the  tops  of  the  mountains,  while  through  the  gaps  we  see  lakes,  har- 
bours, islands,  and  green  fields — quite  the  prettiest  picture  we  have 
seen  on  the  entire  voyage.  It  seems  as  if  the  elements  have  reserved 
their  best  cloud  shapes  to  welcome  us  as  we  cross  over  British  soil. 

9.10  p.m. — Two-seater  aeroplane  from  neighbourhood  of  Castlebar  fly- 
ing past  us  and  under  us  waving  a  welcome.  We  are  now  well  away 
from  the  mountains  over  the  flat  country  inland,  heading  right  across 
to  Belfast  and  finally  East  Fortune.  Height  2,000  feet,  making  good 
38  knots.    Bright  full  moon. 

Crew  of  R.34  on  return  journey  : — Officers  :  Major  G.  H.  Scott,  A.F.C.. 
captam;  G.  S.  Greenland,  first  officer;  Sec.  Lt.  H.  F.  Tuck,  second 
officer;  and  Tieut.  J.  D.  Shotter,  engineer  officer  (ship's  officer);  also 
Brig. -Gen.  E.  P.  Maitland,  C.M.G.,  D.S.O.,  representing  the  Air  Minis- 
try; Major  J.  E.  M.  Pritchard,  O.B.E.,  Admiralty;  Tieut. -Col.  W.  H. 
Hemsley,  U.S.  Army  Aviation  Dept.;  Major  G.  G.  H.  Cooke,  D.S.C., 
navigating  officer;  Tieut  Guy  Harris,  meteorological  'officer;  2/Tt. 
R.  D.  Durrant,  wireless  officer;  W.  B.  Mayes,  coxswain;  H.  J.  Robinson, 
fit.  Serjeant.,  coxswain;  H.  M.  Watson,  Serjeant;  R.  T.  Burgess,  corporal; 
F  Smith,  corporal;  I.  Forteath,  leading  aircraftsman;  F  Borowdie, 
A.M.,  1st  Grade  (last  five  riggers) 

Engineers  M.  E.  Gent,  Flt.Sgt. ;  E.  Riplev,  Flt.Sgt. ;  F.  A.  Scull,  Flt- 
Sgt. ;  J.  Shirlwell,  Sgt.;  B.  Evenden,  Sgt. ;  P.  Cross,  Cpl. ;  G.  Grav,  Cpl. ; 
G.  Graham,  1st  A.M.,  F.  Mort,  ist  AM.;  J  Hortheast,  1st  A.M.;  R 
Parker,  1st  A.M.;  E.  E.  Tnruor,  Fit. -Sgt. ;  W.  Angers,  Flt.Sgt.;  H 
Powell,  Wireless  Cpl. 

As  things  have  turned  out  (though  one  could  have  foreseen  this)  it 
would  have  been  wiser  if  we  had  kept  a  more  northerly  course  after 
getting  away  from  helpful  influence  of  the  Newfoundland  depression. 
We  would  then  have  been  helped  by  this  N.N.W.  wind  instead  of  being 
hindered  by  it,  and  might  have  saved  some  time.  Undoubtedly  the 
captains  of  the  big  aerial  liners  of  the  future  will  become  wiry  and 
cunning  masters  of  the  art  of  selecting  the  right  way  and  the  right 
height,  and  often  By  making  wide  detours  will  by  means  of  their  air 
knowledge  alone  save  many  hours  on  long  sea  and  land  passages. 

11.20  p.ni. — Message  from  Air  Ministry  to  say  we  are  to  land  at 
Pulham.  We  ask  if  we  may  land  at  East  Fortune,  as  that  is  our 
original  objective  and  the  weather  is  repoited  good  for  landing.  The 
reply  is  to  land  at  Pulham.  so  we  assume  there  is  some  special  reason 
and  we  alter  our  course  accordingly. 

Sunday,  July  13th,  7  a.m. — Scott  increases  height  to  5,000  feet,  and 
course  is  steered  over  Isle  of  Man  and  Liverpool  2.45  a.m.,  Derby  5. 55 
a.m.,  and  Nottingham  4.15  a.m.,  direct  to  Pulham. 

5.0  a.m. — A  wireless  message  is  received  from  His  Majesty  the  King  : 
"  I  congratulate  you  all  on  your  safe  return  home  after  completion  of 
your  memorable  and  indeed  unique  trans-Atlantic  voyage." — (signed) 

G.  R.  Wireless  messages  of  congratulations  were  also  received  from 
Major-Gen.  Seelv,  Under   Secretary  of  State  for  Air;  Major-Gen.  Sir 

H.  M.  Trenchard.  Chief  of  Air  Staff;  Major-Gen.  Sir  F.  H.  Sykes,  Con- 
troller-General of  Civil  Aviation,  and  Sir  A.  Robinson,  Secretary  of  the 
Air  Council. 

6.20  a.m. — Over  Pulham  Airship  Station,  and  6.57  landed.  Total  time 
of  return  journey  from  Tong  Island  to  Pulham,  Norfolk,  75  hours 
3  minutes,  or  3  days  3  hours  3  minutes 


The  mail  safely  brought  by  the  R.34  from  America  was  in  a 
crash  on  Sunday,  July  13th,  whilst  being  conveyed  to  London  In 
a  motor-car.  The  car  contained  among  others,  Lieut.-Com- 
mander  Ramsey,  of  ihe  U.S.N.A.S  .  It  collided  with  a  horse  and 
trap  at  the  village  of  Capel  St,  Mary,  near  Ipswich,  killing  tr.e 
horse,  and  injuring  all  the  travellers  except  Lt.-Com.  Ramsey. 

General  Maitland,  Major  Scott,  and  Lieut.  Shotter  arrived  in 
London  during  the  morning  of  July  14th,  and  were  met  at  Liver- 
pool Street  Station  by  representatives  of  the  Air  Ministry. 

Mrs.  Winston  Churchill  was  present  with  Lady  Drogheda.  The 
War  Minister  was  represented  by  Colonel  ScofT,  General  Sykes 
by  General  Swinton,  and  General  Trenohard  by  Colonel  Chamier. 
Among  others  on  the  platform  were  General  Masterman  (chief 
representative  of  the  Airship  Service),  Commander  Perrin  (secretary 
of  the  Royal  Aero  Club),  Commander  Ramsey  (ot  the-  U.S.A. 
Navy),  and  a  number  of  R.A.F.  officers  who  were  connected  with 
the  arrangements  for  the  flight. 

Afterwards  General  Maitland  and  Majoi  Scott  were  entertained 
"at  luncheon  at  the  House  of  Commons  by  General  Seely. 

SLEEPY  AMERICA. 

According  to  the  New  York  correspondent  of  the  "  Daily 
Telegraph,"  "  there  is  a  summer  rush  of  patriots  in  the  corre- 
spondence columns  of  the  American  newspapers,  protesting 
against  what  is  called  by  most  of  them  the  '  supineness  of  the 
naval  authorities  in  allowing  other  countries  to  eclipse  the  United 
States  in  regard  to  aviation.' 

"  After  allowing  for  the  flying-boat's  success  in  reaching 
Euiope  via  the  Azores  and  Portugal,  it  is  declared  that  we  here 
are  lagging  behind  England  very  seriously,  and,  though  the 
aeioplane  is  an  American  invention,  we  permit  you  to  ride  over 
us  roughshod. 

"  The  British  proposals  to  establish  lines  of  commerce 
and  passenger-carrying  dirigibles  are  studied  here,  and  the  '  New 
York  Times,'  which  is  not  a  sensational  paper,  comments  to- 
day :  '  John  Bull  is  hard-headed  and  business-like.  He  is  se' 
on  being  master  of  the  air.  What  is  Uncle  Sam  going  to  d< 
about  it?  '  " 


VICTUALLING  R.34.— The  scene  and  the  variety  of  comestibles 
somehow  remind  one  of  Chu=  Chin-Chow,  and  the  Steward's  song 
of  "Sardines  stewed  in  honey,  Also  fricasseed  sturgeon  roe," — or 
words  to  that  effect 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplane.) 


211 


viation  &  General 

^^mt  Insurance  Co.,  Ltd. 


Chief  Office-56,  ST.  JAMES'S  STREET, 


LONDON,  S.W.1. 


Special  ANNUAL  ACCIDENT  POLICIES  for  AIR  PILOTS. 


Rebates  of  Premium  allowed  if  prevented  through  sickness  from  flying  or  if  unable  to 
pass  any  Medical  Re-Examination  required  by  the  Air  Ministry  or  other  Authority. 


Passengers'  ACCIDENT  COUPONS  for  SINGLE  or  RETURN  Journeys 


Special  COMPREHENSIVE  SCHEME  for  Employers  of  Pilots 

Including  Workmen's  Compensation  Liability  with  additional  benefits  and  special  advantages. 

Indemnities  in  respect  of  CLAIMS  by  the  PUBLIC  for  Injuries 

Or  Damage  to  Property,  including  Passengers. 

Insurance  of  Postal  Packets,  Parcels  or  Goods  by  Air. 
Loss  or  Damage  to  Aircraft. 


IMPORTANT   ADVANTAGES   are    offered    to  TRANSPORT 
COMPANIES  and  AIRCRAFT  MANUFACTURERS. 


Including  Loss  or  Damage  to  Personal  Effects  or  Baggage. 


FIRE  INSURANCE. 


BURGLARY. 


WORKMEN'S  COMPENSATION. 


Authorised  Capital  £1,000,000. 


Subscribed  £500,000. 


Paid  up  £100,000. 


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KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING   WITH  ADVERTISERS. 


July  ie,  1919 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplane.) 


213 


10,000  FEET  IN  5  MINUTES  25  SEGONDS 

AT  FARNBOROUGH  IN  APRIL,  1919,  A  BRISTOL  SCOUT  FITTED 
WITH  A  "  MERCURY  "  ENGINE  CLIMBED  10,000  FEET  IN  5  MINS. 
25  SECS.,  &  20,000  FEET  IN  16  MINS.  15  SECS.,  SPEED  AT  10,000 
FEET  143  M.P.H.  OFFICIAL    CORRECTED    BAROGRAPH  FIGURES. 

CONSTITUTING      TWO      BRITISH  RECORDS 


300   H.P.    MERCURY  ENGINE 

The  Cosmos  Engineering  Co.,  Ltd. 

ENGINES  for  AIRCRAFT, 

JUPITER    (UNGEARED)  450  H.P.  WEIGHT    636  LBS. 

MERrURY  30D  H  P.  WEIGHT    -87  LBS. 

LUCIFER  1 00  H.P.  WEIGHT    220  IBS. 

CONTRACTORS   TO    THE   AIR  MINISTRY. 


SUPREME  IN 


Trade 


POWER  for  WEIGH  f . 


Map 


WORKS  : 
Fishponds,  Bristol. 


SALES  DEPT.  &  SHOWROOMS 


16  &  17.  PALL  MALL,  S.W. 


Telegrams  : 
RADIARY.  CHARLES.  LONDON. 


Telephone  : 
1476  REGENT 


HEAD  OFFICE: 

Orient  House, 
New  Broad  St.  E  C 


20,000  FEET  IN  16  MINUTES  15  SECONDS 


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214 


(Supplement  to  The  .Aeroplane 


ane.)  Aeronautical  Engineering 


July  i6,  1919 


Contractors 

to  the 
War  Office, 
Admiralty  m 
and 

/    Air  Ministry.  \ 


lt«  h.p.  Le-  Rb««A. 


»••  h.p.  n  9  sop*. 


Gnome 
and  Le  Rhone 
Engine 
Company 


MANUFACTURERS    AND    SOLE  LICENSEES 
for  the  British  Isles,  and  Licensees  for  Overseas  Dominion* 
of  the  Gnome  and  Le  Rhone  Aero  Engines. 


The  Gnome  and  Le  Rhone  Engine  Co.  beg  to  give  notice 
that  they  cannot  accept  any  responsibility  for  Engines  and 
Spares  which  have  not  been  supplied  direct  from  them,  or 
which  have  not  been  overhauled  and  tested  by  their  staff 


LONDON  OFFICI 

27,  BUCKINGHAM  GATE,  S.W.I. 

WORKS  AMD  OFFICES 

BLACKHORSE  LANE,  WALTHAMSTOW.  E.17, 


IWDLY  MENTION  "THE   AEROPLANE  "    WHEN    COWPFSrONDING    WITH  ADVSfcT?**^. 


July  16,  igig 


Aeronautical  Engineering  to  ^t AEROfUS!;1  ^5 


Nothing  can  be  better  than  the  best 
Nothing  can  be  better  than  "  Cellon 
Therefore  "  Cellon  *  is  the  best. 


»» 


The  above  is  a  self -evident  truth  which  requires  no  proof ; 
Nevertheless  : 


c 

E 


ELLON 


SILY 


OPE 


ASTIMG 


L 
O 

N 


WITH 


OW-PRICED 


o 
p 


BTAiNED 


FFICIENCY 


AND 


}    AEROPLANES  IND  SEAPLANES  PROVED  ITS 

SUPERIORITY 


Before  and  during  the  War  and  continues  to  do 
so  to-day. 


CELLON  LTD., 

22,  Conk  Street,  London,  W.l. 

Telegrams-  AJAWB,  REG,  LONDON.  Telephones    GERRARD  440  (2  line*.) 


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2x6 


(Supplement  to  The  Aeroplane.) 


Aeronautical  Engineering 


July  16,  1919 


By  LIEUL-COLONEL  N.  J.  GILL,  C.B.E,  M.C. 
THE   AERIAL   ARM:    Its  Func- 
tions and  Development. 

With  an  Introduction  by 
Major-General  Sir  W  SEFTON  BRANCKER,  K.C.B.,  A.F.O 
6s.   6d.  not,  7s,  p^st  free. 


Contents  : — Chap.     i, — The     Atmosphere.      n, — Airships. 

in. — The  Aeropl  me.  iv. — Progress  in  Aeroplane  Design, 
v. — The  Evolution  of  Types.  VI. — Navigation  of  the  Air. 
vii. — The  Military  Use  of  Aeroplanes,    villi  -Co-Operation 

Afloat. — ix. — Air  Power. 


By   A.    S.    G.  BUTLER 
PLAIN  IMPRESSIONS. 

WITH   AN    INTRODUCTION   BY   C.   G.  GREY. 
Crown  8vo.  2s.    6d.  2s.    9d  post  free. 


Mr.  Butler,  a  grandson  of  Josephine  Butler,  an  architect 
by  profession,  became  an  artillery  officer,  and  in  this  de- 
lightful little  volume  gives  his  plain  but  very  graphic  im- 
pressions of  warfare  on  the  Western  Front. 


By  C.   SYLVESTER,  A.M.I.E.E. 


THE  DESIGN  AND  CONSTRUC- 
TION  OF  AERO  ENGINES. 

WITH  96  DIAGRAMS.   6s.  net.    6s.  6d.  post  free 

By  MAJOR  J.  T.  B.  McCUDDEN,  V.C. 
FIVE    YEARS    IN    THE  R.F.C. 

FULLY  ILLUSTRATED. 
7s.   6d.    net.  8s.    post    fre- , 


A  popular  yet  expert  and  exhaustive  book  on  Aero  Engines 
lias  long  been  wanted.  Mr.  Sylvester  supplies  the  want. 
The  book  is  now  ready. 


D.S.O.,    M.C.  M.M.    and   Croix   de  Guerre. 

Of  Major  McCudden's  book  The  Morning  Post  says  it 
is  "pithy  and  picturesque."  "The  cavalry  of  the  air  has 
had  no  more  complete  exponent."  In  the  opinion  of  The 
Times  McCudden  "  seems  to  have  had  all  the  experiences." 


HE    RED  AIR 


By  CAPTAIN 
FIGHTER. 


BARON  VON  RICHTHOFEN. 


FULLY  ILLUSTRATED. 
3s.    6d.  net.  3s. 


2nd  EDITION 
9d.    post  free. 


McCudden  only  met  Richthofen  once  in  the  air.  He 
had  a  very  high  opinion  of  the  German  air  fighters,  and 
his  tribute  to  their  qualities  lends  a  new  and  peculiar  in- 
terest to  Richthofen's  narrative. 


By  CAPTAIN    R.  H. 
FLYING  COLOURS. 


M.   S.    SAUNDBY,  M.C. 


20  Pictures  in  Colours  of  a  Year  in  the  R.F.C.    EDITION  DE 
LUXE.  £2  2s.      POPULAR  EDITION,  15s.  net. 


With  an  Introduction  by  Major-Gen.  E.  B.  Ashmore,  C.B., 
C.M.G.,  who  says*:  "The  series  may  be  relied  on  as  giving 
a  very  true  and  vivid  idea  of  things  as  seen  by  a  pilo^t  in 
action. " 


THE 

6s. 


L.S.D.  OF 


net. 


By  CAPTAIN 
FLYING. 

6s.    4d.    post  free. 


ARTHUR  SWINTON. 

Captain  Swinton  reduces  much  of  the  eloquence  of  the  past 
few  months  on  the  future  of  civil  aviation  to  the  practical 

test  of  £,  s.  d.  -      .  ■  " 


By  STEPNEY 

HOW  AN  AEROPLANE  IS  BUILT 

2nd  EDITION.      5s.  net.      5s.  3d.  post  free. 


BLAKENEY. 

Mr.  Blakeney  is  not  a  iheorisr,  but  a  worker.  His  book 
will  be  useful  in  every  factory  where  aeroplanes  are  being 
built. 


WITH    APOLOGIES   TO  ARTEMAS. 


THE     REVELATIONS    OF  ROY 


2nd  EDITION. 


Is.  net. 


Is.   3d.   post  free. 


One  Roy  is  an  Air  Mechanic  :  he  writes  "  concerning  the 
things  he  did  and  the  things  he  left  undone  in  the  days 
when  there  was  war.'-'  His  satire  4s  worriiy  of  the  Scribe 
to  whom  he  makes  dtie  apologies. 


Order  through  a.  bookseller  or  on  the  f^rm  belovv.    Strike  out  books  not  required.    Amount  covers  postage. 


ORDER  FORM. 


FLYING  COLOURS 


J  Edition  de  Luxe 
I  Popular. 
'  FIVE  YKARS  IN  THE  iv.F.C" 
'THE  AERIAL  ARM" 
THE  DESIGN  or  AERO  ENGINES" 
'£  S.  D.  Or  FLYING  " 
■  HOW  AN  AEROPLANi*  IS  BUILT " 
'  THf  RED  AIR  FIGHTER.".. 
'  PLAIN  IMPRESSIONS" 
' TftE  KLVELATIONS  OF  ROY" 

Amount  enclosed  £ 


2  2 

0  la 

o  8 

0  7 

u  ft 

0  b 

0  5 

0  i 

0  2 

0  I 


To  "  THE   AEROPLANE  "  &  GENERAL  PUBLISHING 
CO.,  LTD., 
61,  Carey  Street,  W.C.2.  " 

Name  

Address   — 


Dare 


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July  16,  1919 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplane.) 


217 


THE  machine  illus- 
trated above  is  the 
B.A.T.,  F.K.  26- 
a  dual  -purpose  aeroplane 
equally  suitable  as  a 
heavy  load  mail  carrier 
or  a  four-seater  touring 
machine.  Equipped  with 
a  Rolls-Royce  Eagle  VIII. 
motor,  an  average  speed 
of  over  1 20  miles  per  hour 
is  obtained  at  a  fuel  cost  of 
under  eightpence  per  mile. 


THE  aim   beh.nd  all  li  AT  airerait  designs  is  the 
attainment  of  maximum   utility  —  it  is  to  obtain 
superior    speed,    load    carrying    capacity,  safety, 
reliability,  and  general  airworthiness  with  a  minimum  of. 
prime  cost  and  subsequent  maintenance. 

Our  range  of  models  covers  all  types  from  the 
mosquito  craft  of  extreme  performance  and  attacking 
power  for  national  defence,  to  the  high  speed  load  carrier 
designed  for  postal  and  general  utility  purposes. 

Any  Government  or  commercial  undertaking 
intending  to  employ  aircraft  should  place  their  require- 
ments before  the  B.A.T.  Company  before  finally  deciding 
on  the  type  to  adopt. 

Fullest  particulars  can  be  obtained,  and  demonstra- 
tions arranged,  by  application  to  :— 


7^HEB.A  T  Company 
whose  designing 
capacity  under  the 
direction  of  Mr  F. 
Kcpihoven  is  of  the  highest 
standard  —  a  standard 
which  it  is  determined  to 
maintain — is  open  to  nego- 
tiations for  the  letting  of 
its  sole  manufacturing 
licenses  in  Colonial  and 
certain  foreigi 


BRITISH  AERIAL  TRANSPORT  COMPANY  LTD. 

36 ,  CON  DU  IT  STREET, 
LONDON.W.  ENGLAND. 


KINDLY  MENTION 


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218 


(Supplement  to  The  Aeroplane.) 


Aeronautical  Engineering 


July  16,  1919 


The  Name  thate  known  and 

'dHfe  Jilone  - 

jigvt'he'Hsc  jjtha 
most  reliable^  economic 
Aircraft  FinishStropup 


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i 


July  16,  1919 


Aeronautical  Engineering  (Supplemeflt  t0  th*  a**™** .»  2I9 


Enrol  Now 


THE 

Central  Aircraft 
Company's 

SCHOOL  of  AVIATIO 


The  most  modern  and  best  method  of  Instruction  in  Flying  is  now  being 
given  at  the  Company's  Aerodrome  at  Northolt. 

This  Flying  Ground  covers  an  area  of  about  350  acres,  and  forms  probably  the 
Finest  Training  Aerodrome  in  the  country.    Sleeping  accommodation  available. 

Commence  your  Training  NOW. 


The  School  is  under  the  personal  supervision  of  Mr.  HERBERT  SYKES, 
O.B.E.,  the  well-known  Test  and  Exhibition  Pilot,  assisted  by  a  large  staff  of 
qualified  and  experienced  instructors. 

Tuition  on  80  H.P. 

DUAL  CONTROL  "C.A.C."  Tractor  Biplanes, 

the   Finest  Training   Machines  yet  produced. 


Write  for  Illustrated  Handbook  and  all  particulars  to : — 

The  CENTRAL  AIRCRAFT  Company 

179,  High    Road,    Kilburn,    N.W.  6. 

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(Supplement  to  the  aeroplane.)  Aeronautical  Engineering 


July  16,  1919 


r 


Every  type  of  Engine 

Overhauled 
&  Repaired 


During  a  period  of  twelve  months  we 
overhauled  and  repaired  2,000  Engines, 
amongst   which    were   the  Hisp&tiO» 

Suiza,  B.H.P.,  Beardmore,  R.A.F., 
Rhone,  Clcrget,  Gnome,  etc.,  etc.,  and 

gave  satisfaction  in  every  case. 

The  High  Quality  and  Reliability  of 
our  work  are  guarantees  that  you  will 
get  the  highest  service  and  satisfaction. 

Our  works  rank  as  one  of  the  largest 
and  best  equipped  in  the  Kingdom  and 
we  can  meet  every  demand 

promptly  and 
thoroughly 


CARS  RENOVATED  &  REPAIRED 

Paintwork,  Upholstery  and  Coach  Building  in  all 
branches.  Cars  collected  at  our  London  Depot 

31  Brook  Street,  Bond  Street,  W. 

Cyril  T.  Chamberlain,  London  Manager, 
or  at  any  address  by  appointment. 


2966  Mayfair 


 or — 


In  cases  of  urgency  'phone  up 

550  Weybridge. 


MERCEDES  SPECIALITY. 

Works  WEYBRIDGE 

Telephone—  550  Weybridge.  Telegrams — "Mercedes  Wexbridge.'" 


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J 


Supplement  to  The  Aeroplane,  July  \6th,  1919. 


INCORPORATING  AIRCRAFT  ENGINEERING,  AERODYNAMICS,  AIRCRAFT  FINANCE  AND  COMMERCIAL  AERONAUTICS 
AND  MATTERS  PERTAINING  TO  THE  AERONAUTICAL  ENGINEER  AND  THE  AIRCRAFT  TRADER. 


THE   WEEKLY  COMMENTARY. 


A  contributor,  "Strasbourg,"  whose  articles  on  the 
"  Influence  of  Official  Control  on  Aeroplane  Design  "  at- 
tracted considerable  attention  early  in  this  year,  contri- 
butes to  this  number  a  rather  depressing  article  concerning 
the  probable  effect  of  continued  official  control  upon  the 
future  prospects  of  aeronautical  engineers  in  this  country. 

It  seerns  fairly  clear  either  that  "Strasbourg"  has 
suffered  somewhat  at  the  hands  of  more  than  one  Govern- 
ment, or  that  he  possesses  the  Irish  characteristic  of 
being  always  "  agin  the  Government." 

At  the  same  time  his  advice  to  the  younger  generation 
of  aeronautical  engineers  to  fill  in  the  interval  between 


the  present  time  and  that  time  to  come  when  they  can 
be  reabsorbed  into  the  aeronautical  industry  by  widen- 
ing their  experience  of  general  engineering  is  very  sound. 


The  more  recent  machines  designed  and  built  by  the 
British  and  Aeroplane  Company,  Ltd.,  of  Bristol,  are  the 
subject  of  this  week's  instalment  of  "  Modern  British 
Aeroplanes." 


Mr.  C.  W.  Tinson  replies  briefly  to  Mr.  J. 
criticism  of  the  articles  on  "  Longitudinal 
(p.  248). 


D.  North's 
Stability  " 


THE   AERONAUTICAL   ENGINEER  AND 

THE  FUTURE. 


By  "STRASBOURG." 


Aeronautical  engineering  is  the  most  recent  of  the 
branches  of  the  engineering  profession. 

Six  years  ago  the  aeronautical  engineers  of  Britain 
might  almost  have  been  counted  on  the  fingers — if  one 
confined  oneself  to  those  whose  training  gave  them  a 
right  to  be  called  engineers,  and  whose  achievements 
gave  them  a  place  in  the  world  of  aeronautics. 

Wild  and  woolly  inventors  there  were,  of  course — 
numberless  as  the  sands  of  the  seashore — and  many  of 
them  would  have  described  themselves  as  being  both 
aeronautical  and  engineers  (of  sorts),  presumably  basing 
their  claims  to  the  substantive  part  of  the  title  on  the 
ground  that  an  engineer  was  merely  an  ingenious 
person. 

But  the  real  aeronautical  engineers  of  those  early  days 
were  all  enthusiasts,  working  for  the  love  of  the  craft 
and  for  no  visible  material  reward.  Many  of  them  are 
still  with  us,  and  many  of  them  by  the  unlikeliest  of 
chances  have  reaped  a  reasonable  and  richly  deserved 
reward  for  the  labours  and  struggles  of  those  early  and 
very  lean  years.  Some  of  them  have  not  yet  received 
any  other  reward  than  that^'of  seeing  some  of  their 
dreams  realised,  and  some  have  passed  beyond  the  hope 
of  earthly  reward. 

But  there  are  now  in  this  country  some  thousands  of 
people,  all  more  or  less  rightly  to  be  considered  as 
engineers,  who  either  through  service  with  one  or  other 
of  varied  forms  which  His  Majesty's  Aerial  Forces  have 
assumed,  or  by  virtue  of  a  connection  with  the  war- 
expanded  Aircraft  Industry,  can  claim  also  the  prefix 
"  aeronautical." 

The  war-time  activities  of  the  Air  Force,  and  with 
them  those  of  the  Aeroplane  Industry,  have  ceased— 
for  a  time  at  least. 

The  Commercial  Aviation  Industry  of  the  future  is 
not,  as  yet.  Its  destinies  lie  largely  in  the  hands  of  a 
Government  Department — a  department  closely  allied 
with  that  Bolo  House  which  is,  and  largely  deserves  to 


be,  a  by-word  for  all  that  is  inconsequent  and  impedant 
— though  in  places  pedantic — in  a  system  of  government 
notorious  for  its  incapacity  efficiently  to  perform  any 
function. 

This  department  is  without  funds — ^500,000  per  annum 
is  practically  nothing  wherewith  to  lay  the  foundations  of 
Civil  Aerial  Transport  in  the  British  Empire — and  appa- 
rently without  power,  since  apparently  the  least  word 
of  the  most  incompetent  jackass  in  office  of  the  Military 
Branch  of  the  Air  Services  suffices  to  immobilise  it. 

In  Britain  it  has  ever  been  thus.  The  public  supply 
of  gas,  of  electricity  for  power  and  lighting,  the  instal- 
lation of  electrical  tramways,  and  the  development  of 
road  motor  transport  have  all  in  their  turn  been  subject 
at  their  birth  to  hampering  restrictions  imposed  by  a 
Government  Department  improvised  to  that  end,  osten- 
sibly for  the  protection  of  a  public  too  stupid  to  take 
care  of  itself,  and  in  practice  to  retard  in  every  possible 
way  those  developments  of  applied  science  which  pass 
beyond  the  comprehension  of  the  average  member  of 
Parliament. 

Thus  it  occurs  that  the  British  public  services — gas, 
water,  electricity,  telephones,  telegrams,  and  the  like — 
are  to  some  very  considerable  extent  the  laughing-stock 
of  the  engineering  world,  and  are  only  saved  from  utter 
futility  by  that  genius  for  attaining,  by  hook  or  by 
crook,  some  sort  of  useful  result  under  the  most  un- 
promising conditions  which  is  now  and  ever  has  been 
the  distinguishing  feature  of  the  British  professional 
classes,  and  upon  which  alone,  despite  all  the  efforts  of 
politicians,  lawyers,  and  the  trading  class  generally 
(politicians  and  lawyers  being  merely  traders  in 
credulity),  the  prosperity  and  power  of  the  British 
Empire  depends. 

As  it  has  been  in  the  past  so  is  it  likely  to  be  in  the 
future.  It  is  unthinkable — we  being  by  our  works  pro- 
claimed a  nation  of  fools — that  we  should  depart  from 
our  foolishness  in  this  one  matter  alone,  and  it  must  be 


=jiiiiiiiiiiiiiiinii  hi  iiiiniiiiiiiiiii  111111111111111  nun  1  iiiiiiiiiiiiiinii  nun  iiiiiiini  illinium  miiiiiiiiiiiifi 


222 


(Supplement  to  The  Aeroplane.) 


Aeronautical  Engineering 


July  16,  1919 


accepted  that  the  progress  of  commercial  aviation  in 
this  country  will  be  retarded  by  official  action  and  regu- 
lation based  upon  every  possible  plea  as  to  the  safety  of 
the  public,  the  rights  of  property,  the  interests  of  local 
authorities,  et  hoc  genus  omne,  and  that  its  future  will 
depend  entirely  upon  the  efforts  that  are  made  by  those 
who  may  properly  be  classed  as  aeronautical  engineers 
to  overcome  the  ill  effect  of  these  artificial  handicaps 
to  the  growth  of  what  is  destined  to  become  one  of  the 
main  channels  of  the  civilisation  of  the  future. 

The  conditions  under  which  British  engineers  have 
had  to  do  their  work,  particularly  in  those  branches 
which  have  been  more  directly  subjected  to  Government 
interference,  have  had  their  indirect  advantages.  The 
engineer  who  can  successfully  contend  with  the  British 
Board  of  Trade,  Local  Government  Board,  or  the  like, 
and,  in  spite  of  their  efforts,  successfully  operate  a  gas, 
electricity,  tramway,  or  railway  undertaking  in  this 
country,  can  generally  rise  to  eminence  and  affluence 
if  he  betake  himself  to  some  region  where  enterprise  is 
less  subject  to  official  obstruction. 

This  condition  will  almost  certainly  recur  in  the  case 
of  Aeronautical  Engineering,  but  it  is  by  no  means  de- 
sirable for  the  future  of  the  British  Industry  that  any 
very  large  proportion  of  the  younger  and  more  enter- 
prising of  our  aeronautical  engineers  should  be  forced 
out  of  the  country  in  a  search  for  a  bare  subsistence. 

At  the  moment  the  professional  prospects  of  the  large 
number  of  young  men  who,  during  the  past  four  or  five 
years,  have  been  trained  either  in  the  Services  or  out 
of  it  to  the  practice  of  engineering  as  it  applies  to 
aeronautics  are  by  no  means  bright. 

The  commercial  side  of  the  Aircraft  Industry  has  no 
room  for  them.  If  they  really  have  the  makings  of  true 
engineers  in  them,  the  Royal  Air  Force  is  totally  in- 
capable of  using  them,  and,  anyhow,  does  not  like  that 
particular  brand  of  human  being. 

The  man  who  really  succeeds  as  an  engineer  is  usually 
deeply  interested  in   his  profession,   and   such  an  in- 


terest is  often  just  as  incompatible  with  the  cultivation 
of  those  social  graces  and  that  careful  regard  for  cere- 
monial which  it  is  understood  is  now  to  be  cultivated 
by  the  Royal  Air  Force,  as  it  was  with  that  general 
lack  of  any  order  which  has  characterised  that  Force  in 
the  past. 

Therefore  one  is  forced  to  conclude  that  there  is  not 
at  this  time  and  in  this  country  any  opening  within  the 
Aircraft  Industry  for  a  large  number  of  men  who  have 
a  fairly  extensive  training  which  would  fit  them  for 
such  work. 

The  Commercial  Aircraft  Industry  of  the  future  will 
need  these  men,  or  others  to  take  their  place,  but  it 
cannot  at  present  support  them. 

There  appears  to  be  but  one  hope. 

Aeronautical  Engineering  is  but  one  specialised  branch 
of  engineering  generally,  and  no  man  is  fitted  for  a 
responsible  position  in  any  branch  of  engineering  whose 
practical  knowledge  is  entirely  confined  to  that  special 
branch. 

Most  of  the  younger  aeronautical  engineers  are  purely 
war-time  forced  products  of  an  intensive  training  system 
which  has  confined  itself  to  within  very  narrow  limits. 

The  general  engineering  industry  of  the  world  is  just 
at  the  moment  slack,  but  there  are  unlimited  arrears 
of  work  to  be  made  up  within  the  next  few  years,  and 
there  will  be  room  therein  for  every  man  with  any 
engineering  ability  who  is  not  afraid  of  work. 

Therefore  one  would  unhesitatingly  advise  all  those  of 
the  class  referred  to  above,  who  wish  to  play  a  part  in 
the  future  of  British  Aeronautical  Engineering,  but  who 
cannot  find  places  for  themselves  in  that  profession  at 
the  moment,  to  seek  for  themselves  work  in  any  branch 
of  mechanical  engineering,  particularly  in  the  realm 
of  structural  and  general  transport  work,  and  to  look 
upon  such  work,  not  as  a  temporary  break  in  their  aero- 
nautical careers,  but  as  a  part  of  that  wider  training 
which  is  really  the  true  distinction  between  an  engineer 
and  an  educated  tradesman 


9 


I  WO  MODERN  GERMAN  MACHINES.— T(  p  :  An  L.V.G.  twin-engined  Triplane.  Below:  An  Aviatik  with  two  230  h.p. 
Berz  engines.    The  gene.ai  "cleaning  up"  of  the  lines  of  these  machines   as  compared  with  the  early  Gothns  and  Friedrichs* 

hafens  is  notable. 


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224     (Supplement  to  the  aeroplane.)  Aeronautical  Engineering 


July  16,  1919 


H  I  STORY 

IS  THE 

HISTORY 

OF 

AIR  SUPREMACY. 


Before  the  War  RECORD  upon 
RECORD  was  created  by  this 
Master     of     Aero  Engineering. 

• 

For  Simplicity,  Reliability,  Lonq 
Life  and  Economy  BEARDMORE 
AERO  ENGINE  is  still  UN- 
::  EQUALLED.  :: 

• 

WATCH  BEARDMORE 
DEVELOPMENTS.  Many 
Leading  Aircraft  Manufacturers  are 
adopting  this  Engine  as  a  STAN- 
DARD     Post-war    Power  Unit. 


THE  BEARDMORE  AERO    ENGINE,  LIMITED, 

Chairman  :  Sir  William  Beardmore,  Bart. 

London  Showrooms  and  Depots  ; 

112,  QT.  PORTLAND  STREET,  LONDON,  W.i. 

Telephone  :    Genard  238. 


CD  c. 


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Aeronautical  Engineering 


(Supplement  to  The  Aeropwne.) 


225 


MODERN  BRITISH  AEROPLANES. 

VIII. — The  British  and  Colonial  Aeroplane  Co.,  Ltd. 


Bristol 

F2B. 

Rolls-Royce"  falcon': 


Founded  in  1910  by  the  enterprise  of  the  late  Sir  George  White, 
the  names  of  the  British  and  Colonial  Aeroplane  Co.,  Ltd.,  and 
of  their  products,  the  "  Bristol  "  aeroplanes,  are  indissolubly  con- 
nected with  the  development  of  the  British  Aeroplane  Industry. 

Many  of  the  finest  of  the  early  British  pilots  learnt  to  fly  upon 
Bristol  aeroplanes,  and  the  firm  has  always  been  noted  for  the 
excellence  of  their  workmanship. 

At  the  beginning  of  the  war  the  Bristol  "Bullet"  was  one  of  the 
most  serviceable  of  the  small  high-speed  single-seaters  in  the 
Allied  Air  Services,  and  the  succeeding  machines  of  that  murk 
have  signally  upheld  the  firm's  reputation 

During  the  whole  period  of  hostilities  the  design  work  of  ther 
firm  has  been  in  the  charge  of  Capt.  F.  S.  Barnwell,  R.A.F.  -2~ 

The  following  illustrations  and  descriptions  relate  to  those  of  •-, 
the  firm's  products  which  have  made  their  appearance  since  the  S 
commencement  of  hostilities.  L 

Illustrations  of  nearly  all  these  machines  have  appeared  in 
The  Aeroplane  quite  recently,  and  in  some  cases — as  in  that  of 
the  type  F.i  Scout — no  new  pictures  are  available. 


THE  BRISTOL  1  \2B.  BIPLANE. 

The  Bristol  F.2B.  biplane,  more  commonly  known  as  the  Bristol 
"Fighter,"  was  designed  as  a  fighter  and  reconnaissance  two- 
seater  biplane.  The  fuselage  is  square  section  and  tapers  to  a 
horizontal  knife  edge  aft.  A  Rolls-Royce  "Falcon"  engine  is  car- 
ried in  the  nose  of  the  machine  on  steel  tube  engine  bearers,  with 
the  radiator  in  front.  Metal  cowling  covers  the  front  of  the  fuse- 
lage as  far  back  as  the  front  top  and  bottom  centre  section  struts, 
and  the  top  of  the  fuselage  back  to  the  pilot's  seat.  The  fuselage 
is  slung  midway  between  the  planes,  there  being  both  cop  and  bot- 
tom centre-sections. 


A  Modified  Bristol  Fighter  fitted  with  enclosed  Passenger  Cabin. 


226     (Supplement  to  the  Aeroplane  )  Aeronautical  Engineering 


July  16,  191 9 


The  angle  of  incidence  of  the  tail  plane  can  be  altered  from  the 
pilot's  seat  to  offset  varying  weights  carried.    Partial  dual  control 
is  fitted,  the  control  column  being  duplicated  in  the  observer's 
cockpit,  but  for  the  rudder  control  instead 
of  the  rudder  bar  two  hand-grips  are  fitted 
to  the  rudder  control    wires    which  pass 
through  the  observer's  cockpit. 

The  armament  consists  of  one  fixed 
Vickers  gun  inside  the  cowling,  firing 
through  the  airscrew,  and  a  Scarff  mount- 
ing round  the  observer's  cockpit  which  is 
capable  of  carrying  either  the  single  or 
twin  Lewis  guns.  The  200-h.p.  Sunbeam 
"  Arab  "  and  the  200-h.p.  Hispano-Suiza 
engines  have  been  fitted  and  used  on  active 
service  in  substitution  for  the  250-h.p. 
Rolls-Royce  ':  Falcon." 

SPECIFICATION. 

Type  of  machine — Two-seater  Biplane. 

Name  or  type  No.  of  machine — F;2*D. 

Purpose  for  which  intended — Fighting  and 
Reconnaissance. 

Span — 39  ft.  3  in. 

Gap— s  ft.  5  in. 

Overall  length— 25  ft.   9  in. 

Maximum  height — 10  ft.  1  in. 

Chord — 5  ft.  6  in. 

Total  surface  of  wings — 405  sq.  ft. 

Total  area  of  tail — 22.2  sq.  ft. 

Area  of  elevators — 23.2  sq.  ft. 

Area  of  rudder — 7.2  sq.  ft. 

Area  of  fin — 10.7  sq.  ft. 

Engine  type  and  h. p. -—Rolls-Royce  fal- 
con III,  260  h.p. 


Airscrew    9  ft.  8  in.  diam.  ;  9  ft.  4  in. 

pitch  ;  1,220  r.p.m. 

Weight  of  machine  empty    1.750  lbs. 

Load  per  sq.  ft   6.92  lbs. 

Weight  per  h.p   10.6  lbs. 

Petrol  tank  capacity    45  gallons. 

Oil  tank  capacity    4  gallons. 

Performance — 

Speed  low  down    125  m.p.h. 

Speed  at  5,000  feet   -  122  m.p.h. 

Speed  at  10,000  feet    113  m.p.h. 

Landing  speed     ....   48  m.p.h. 

Climb — 

To  5,000  feet    5  minutes. 

To  10,000  feet     11. 5  minutes. 

To  15,000  feet   21.5  minutes. 

Disposable  load  apart  from  fuel  630  lbs. 

Total  weight  of  machine  loaded  2,800  lbs. 

THE  BRISTOL  MONOPLANE. 

Contrary  to  the  usual  run  of  single-seater  fighting  machines, 
the  majority  of  which  pertain  to  the  biplane  breed,  the  British  and 
Colonial  Aeroplane  Co.,  designed  a  monoplane  which  possessed  a 
very  good  all-round  performance,  and  which  was  used  on  active 
service  in  the  Eastern  theatre  of  war  with  great  success. 

The  fus3lage  is  of  circular  section,  the  shape  of  the  cowling  be- 
ing preserved  down  to  the  tail  plane  by  fairing  composed  of 
formers  and  laths  covered  with  fabric.  A  110-h.p.  Le  Rh6ne  forms 
the  power  unit  and  a  large  circular  spinner  is  fixed  to  the  pro- 
peller. 

The  armament  consists  of  one  fixed  Vickers  gun  firing  through 

the  airscrew. 

SPECIFICATION. 

Type  of  machine    Single-seater  Monoplane. 

Name  or  type  No.  of  machine  ...  Bristol  Monoplane. 

Purpose  for  which  intended    Fighting. 

Span    30  ft.  9  in. 

Overall  length    20  ft.  4  hi. 

Maximum  height    8  ft. 

Chord    5  ft.  11  in. 

Total  surface  of  wings    145  sq.  ft. 

Total  area  of  tail    20  sq.  ft. 

Area  of  elevators  ,   15  sq.  ft. 

Area  of  rudder    4.5  sq.  ft. 

Area  of  fin    5  sq.  ft. 

Engine  type  and  h.p   110-h.p.  Le  Rhdne. 

Airscrew     ...    8  ft.  6  in.  diam.  ;  8  ft.  11  in. 

pitch  ;  1,350  r.p.m. 

Weight  of  machine  empty    ......  850  lbs. 

Load  per  sq.  ft   8.9  lbs. 

Weight  per  h.p   10.8  lbs. 

Petrol  tank  capacity    20  gallons. 

Oil  tank  capacity    5  gallons. 

Performance — 

Speed  low  down    130  m.p.h. 


The  Cabin  of  the  "  Limousine  "  Bristol  Fighter. 


July  16,  1919  Aeronautical  Engineering  (Supplement  to  the  ae^ne.,  22? 


jii3»gsiiiiiis^^iiiMniiii»iMUti{nmui?amiiFjjii3 


You  Wouldn't  use  a 
Sword  as  a  Scy  the. 


The  sword  was  designed  for  war — 
the  scythe  as  an  implement  of 
pjace.  That  expresses,  metaphorh 
ca/ly,  the  unsuitahility  of  a  battle- 
plane as  a  commercial  un  t.  A 
commercial  aeroplane  must  be 
designed  as  such — right  through — 
to  be  successful.  The  Nieuport 
civilian  machines  differ  from  war 
machines  as  liners  differ  from 
battleships. 


i 

m 

a 


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•28 


(Supplement  to  The  Aeroplane.; 


Aeronautical  Engineering 


July  16,  1919 


The  Alliance 

Aeroplane  Company  Ltd. 


CONTRACTORS 

TO 


Ministry  of  Munitions  of  War 
Air  Board 


CAMBRIDGE  ROAD 

HAMMERSMITH. 


Registered  Offices  s 

45,  EAST  CASTLE  ST. 

LONDON 
W.l. 


NOEL  ROAD 

ACTON. 


TELEPHONES 
ROLFE  ST.  :   289  SMETHWICK. 
DARTMOUTH  RD  :  212 


TELEGRAMS 
RAFWORK"  SMETHWICK. 


THE 


MIDLAND  MOTOR  CYLINDER  C9U? 

ETNA  WORKS  DARTMOUTH  R?. 

AN  I) 

ROLFE  STREET  FOUNDRY 

SME1HW1CK  BIRMINGHAM 


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July  i6,  1919  Aeronautical  Engineering  (Supplementto  Wa^™.)  229 


WAR-PROVED  FOR  PEACE 

The  A. B.C.  WASP  I  with  modified  design 
and  strengthened  components  is  now  known 
as  the  WASP  II,  and  will  lead  on  the  Air- 
routes  of  peace. 

It  presents  the  lightest  aero  engine  for  its 
power;  350  lbs.  in  a  200  II. P.  engine— 1.75 
lbs.  per  b.h.p. 

Full  particulars  of  endurance  tests  of  this 
and  other  types  now  in  course  of  production 
can  be  obtained  on  application  to  the  sole 
manufacturers, 

SELSDON  AERO  &  ENGINEERING  CO., 

LTD., 

1,  Albemarle  St.,  Piccadilly,  London,  W.l. 


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230 


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Aeronautical  Engineering 


July  16,  1919 


AND 

FOR   ALL  PURPOSES. 

W.  WESSON  &  CO.,  LTD., 

Iron  &  Steel  Manufacturers, 

MOXLEY,  nr.  WEDNESBURY. 


MOSS" 

AERO-ENGINE  GEARING 


Our  Aero  parts  are  made  in  specially 

High  Tensile  Steel, 

heat  treated  and  all  parts  corrected  for 
distortion. 


GEARING,  CAMSHAFTS,  R.A.F. 
PROPELLER  BOSSES. 

Manufactured  on  principles  ensuring  greatest 

STRENGTH  and  ACCURACY. 


■GEARINC 

THE  MOSS  GEAR  CO.,  LTD.,  BIRMINGHAM 


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Aeronautical  Engineering  (SUppiement  to  THE  m™™*.)  23* 


Telephone 

WILLESDcN  2214. 


THE 


CONTRACTORS  TO 
H.M.  GOVERNMENT. 


BRITISH  ANZANI  ENGINE  & 


SOLE    BUILDING   AND    SELLING  RIGHTS 

  FOB   


THE   BRITISH   EMPIRE   AND  DEPENDENCIES. 

MANUFACTURERS  OF  ANZANI  AIR  ENGINES  OF  ALL  TYPES 

MAGNETOS. 

MOTOR  CYCLE,  CYCLE  CAR,  LIGHT  CAR,  AND  MOTOR  BOAT  ENGINES. 

THE    ANZANI     ENGINE    HAS    THE    BIGGEST  RECORD  FOR 
SCHOOL  AND  CROSS-COUNTRY  FLYING. 

It  Is  the  most  reliable,  cheapest,  economical  and  simplest  in  the  World 
And  was  THE   FIRST  TO   FLY  THE  CHANNEL. 


Worts  &  Registered  Offices:  SCRUBBS  LANE,  WILLESDEN  N.W.10. 


U1111U 


The  All 

Slani®rdcagrhs 

Specially  designed,  for  the  Ownei — Driven 

His  Standard  of  Comfort,  Easy  Control, 
Stability,  Economy  and  Ample  Power. 

Price  £350  complete. 


THE  STANDARD  MOTOR  CO., 
LTD.,  COVENTRY. 

London  Showrooms : 

49,  Pall  Mall,  S.W.X. 


1  in  ri>:r 


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Aeronautical  Engineering 


July  16,  1919 


Contractors  to  H.M,  Government. 

Mo  s  C  .ncours  Membre  du  Jury:    Brussels  International  Exh  bitlon,  1910. 
Grand  Prix  London,  1008.  and  Buenos  Aires,  1910. 


On  "Lloyd's  Register." 


Te  egrams  : 
JONAS, 

SHEFFIELD. 


TRADE  MARKS 


Tel  f  lon  : 
No.  4G6\ 
Private  Branch 
t  xchangk, 


JONAS  &  COLVER,  LTD. 

Manufacturers  of  Steel  of  every  description,  including 

HIGH  GRADE  NICKEL  STEEL  &  FORG1NGS 


Special  Heat 

S  a  S  ■  G  ■ 

3.G.W. 
G.P.S. 


for  Naval  and  General  Marine  Purposes. 

Trea?ed  Alloy  and  other  Steels  AuI0moDi"apu?Pnodses 

IMPORTANT  SPFCIAT  ITIES  : 

A  SPECIAL  NICKEL  CHFOME  GEAR  STEEL. 

FOR  AIR  OR  OH.  HAROKNING.  When  treated  th  s  steel  has  exceedingly  tough  properties  and  is 
specitlly  suitable  for  Gear  Wheels,  Connecting  Bods,  etc. 

A  NICKEL  CHROME  STEEL  IN  FOUR  GRADES. 

Eminently  suitable  and  strongly  recommended  for  Gears,  Crankshafts,  and  other  high'y  stressed  parts  and 
having  exceptional  machin  ng  qualities.  Combines  unusually  heavy  shock-resisting  and  wearing  properties 
with  silent  running. 

A  HIGH  GRADE  ALLOY  CASE  HARDENING  STEEL. 

For  severely  strained  parts,  such  as  Gear  Wheels,  Gudgeon  Pins,  etc. 


SHEFFIELD 


iiiuiuiniiiiiii 


llll! 


AA/e  afe  the  Latest  Buyefs 


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(Supplement  to  The  Aeropune.) 


233 


THE  ENGLISH  ELECTRIC  CO.,  LTD. 

DESIGNERS  AND  CONSTRUCTORS  OF  ALL  CLASSES  OF 

AIRCRAFT 

SPECIALITY  LARGE  FLYING  BOATS  TO  OWN 

AND   OFFICIAL  DESIGNS, 


THE  ENGLISH  ELECTRIC  CO.,  which  incorporates  the  works 
of  Messrs.  COVENTRY  ORDNANCE,  DICK  KERR  and  PHCENIX 
DYNAMO  CO.,  has  consolidated  the  joint  aircraft  experience  and  plant 
of  the  three  concerns  in  one  large  central  factory  having  exceptional 
manufacturing  and  testing  facilities. 


Correspondence  relative  to  Aircraft  to  be  addressed  to  :  — Aircraft  Offices,  Thornbury  Works,  Bradford. 


Works:    THORNBURY  and  SCOTSTOUN, 
Central  Offices:    QUEENS  HOUSE,  KINGSWAY,  LONDON. 


TELEPHONE 
BRADFORD  3700  (7  lines). 

PRIVATE    BRANCH  EXCHANGE. 

HOLBORN  830 


COVENTRY 

DICK 

ORDNANCE 

PHOENIX 

KERR 

TELEGRAMS 
Dynamo,  Bradford, 
Enelectico,Westcent,  London. 
CABLES 
Endectico,  London. 


First  across  the  Ai 


The 

was  fitted  with 


Send  for  Booklet 


Carburetter 

convincing  proof  of 

reliability 

&  efficiency 


ZENITH  CARBURETTER  COMPANY,  LIMITED 
40-42,  Newman  Street,  Oxford  Street,  London,  W.  1. 

Te'ephiti:   R  •  g  e  nt48 12  ■  48 13 

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234     (supplement  to  thb  a*™..)  Aeronautical  Engineering 


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^Ulilllllllllllllllllllim 


=  Accumulators— 


The  Chloride  Electrical  Storage  Co.,  Ltd., 
■.     Clifton     Junction,     near  Manchester. 
"Chloridio,  Pendlebury."  Central  Man- 
chester,   163S-  Pendleton,  II. 


jE        Acetylene  Welding  Plant— 

—  Acetvlene    Corporation    of    Great  Britain, 

—  Ltd.,   The,   49,    Victoria   Street,  West- 

—  minster,      S.W.i.        "  Flamma,  Vic, 

—  London  "  Vic  4830. 
=  Imperial  Light,  Ltd.,  123,  Victoria  Street, 
=  London,     S.W.i.     "  Edibrac,  'Phone. 

—  London."  ?54o  Victoria  (3  lines). 

H        Aeroplane  Manufacturers— 

—  Aircraft  Manufacturing-  Co.,  Ltd.,  Hendon. 

—  "Airmanship,  Hyde,  London." 

—  Kingsbury  220. 
EE  Armstrong,  Sir  W.,  Whitworth  &  Co.,  Ltd., 
=  Newcastle  -  on   -  Tyne.  "Armstrong 

—  Aviation,  Newcastle-on-Tyne." 

—  Gosforth  500. 

=  Blackburn   Aeroplane   &   Motor   Co.,  Ltd., 

—  Olvmoia,  Leeds.  "  Propellors,  Leeds." 
=  Roundhay  345  (3  lines). 
=  Boulton  &  Paul,  Ltd.,  Rose  Lane,  Norwich, 

—  Aviation,  Norwich."        Norwich  851. 
British  Aerial  Transport  Co.,  Ltd.  Head 

—  Office  :  18,  Conduit  Street,  London, 
=  W  1.  "Batigram  Reg.  London." 
==  Mayfair  637,  63R. 

—  Works  :   Hythe  Road,  Willesden,  Lorn 

—  don.    m  w.io.  "Acrbrirans,  Phone, 

—  London."  Willesden,    2272,  2:73 

—  British    &    Colonial    Aeroplane    Co.,  Ltd. 

—  (The  Bristol  Co.),  Filton,  Bristol 
=  "  Aviation,  Bristol."  Bristol  3006. 
=  Central  Aircraft  Co  ,  High  Road,  Kilburn, 

—  N.W.6.  "  Aviduction,   Phone,  London." 

—  Hampstead  4403  and  4424. 

—  Dawson,  John,  &  Co.,  Ltd.,  Newcastle-011- 

—  Tvne.  "  Dependable,  Newcastle-on- 
=  Tyne."  Central  2604  (2  lines). 
EE  Eastbourne  Aviation  C,o.,  Ltd.,  Eastbourne. 

—  "  Aircraft,  Eastbourne." 

—  Eastbourne  11 76. 

—  Gosport  Aircraft  Co.,  Gosport. 

—  "  blight  Gosport. ■'  Gosport  217. 
=E  Grahame-White  Company,  Ltd.,  London 
=  Aerodrome,  Hendon.  "Volplane,  Hyde, 
=  London."  Kingsbury  120. 
=  London  Office,  12,  Regent  Street, 
==  S.W.i.                                 Regent  2084. 

—  Handley  Page,  Ltd.,  110,  Cricklewood  Lane, 
=  N.W  2     "  Hydrophid,  Crickle,  London." 

—  Hampstead  7520. 
=  Hooper  &  Co.,  Ltd.,  54,  St.  James  St:, 
EE  Piccadilly,    London,   S.W.  "Sociable, 

—  St  James,  London."  Regent  912. 
==  Mann,    Egerton    &    Co,    Ltd.,  Norwich. 

—  "  Motors,  Norwich." 

—  Norwich  482  (4  lines). 

—  Martinsyde,  Ltd.,  Brooklands,  Byfleet, 
=  "  Martinsyde,  Weybridge." 

=  Woking  331;  Byfleet  171. 

—  «  Nieuport  "     Si     General     Aircraft  Co., 

—  Cricklewood,  Loudon,  N.W. 2.  "  Nieu- 
=  scout,  Crickle,  London." 

—  Willesden  2455 

—  Phcenix  Dynamo  Manufacturing  Co.,  Ltd., 

—  Thornbury,        Bradford.  "Dynamo, 

—  Bradford."  Bradford  3700  (4  lines). 

—  The  Regent  Carriage  Co.,    Ltd  ,  1:6/132, 

—  New    King's    Road,    Eulham,    S.W. 6. 

—  "  Carbodis,  London."    Putney  2240-2241. 

—  Roe,    A.    V.,    &    Co.,    Ltd.,  Manchester. 

—  "  Triplane,  Manchester  " 

=  City  8530-8531,  Manchester. 

=  Saunders,  S.  E.,  Ltd.,  East  Cowes,  I.O.W. 

—  "  Consuta,  East  Cowes."      Cowes  193. 

—  Short  Bros.,  Rochester,  Eastchurch  and 
=:  Whitehall  House,  S.W.  "Tasted,  Phone, 

—  London."  Regent  378. 

—  The  hiddeley  Deasy  Motor  «ar  Co.,  Ltd., 

—  Coventry.       Coventry  954  "  Deasy, 

—  Coventry." 

ZZ  Sopwith  Aviation  Co.,  Ltd.,  Kingston-on- 

—  Thames.     "  Sopwith,  Kingston." 

=;  Kingston  1988  (8  lines). 

—  The   Supermarine    Aviation   Works,  Ltd., 

—  Southampton.      "  Supermarin." 

—  Woolston  37  (2  lines). 

—  Vickers,  Ltd  ,  Imperial  Court,  Basil  Street, 
=T  Knightsbridge,     S.W. 3.       "  Vickerfyta, 

—  Knights,  London."       Kensington  6810. 

—  Waring    &    Gillow,    Ltd.,  Hammersmith. 

—  "  Warisen,  Ox,  London."  Museum  5000. 
,  Westland  Aircraft,  Yeovil     "Aircraft,  Yeo- 

—  vil."  Yeovil  129. 
=  White,  J.  Samuel,  &  Co.,  Ltd.,  East  Cowes. 

—  "  White,  East  Cowes."  Cowes  3. 


Odq  -  dieroplane  • 


AirShipS- 
Airships,  Ltd.,  High  Street,  Merton. 

Wimbledon  1314. 
The    North     British    Rubber    Co.,  Ltd., 
Castle     .Mills,     Edinburgh.  "Weba, 
Edinburgh.  '    Edinburgh  3880  Central. 

(5  lines.) 

Short  Bros.,  Rochester,  Eastchurch,  and 
Whitehall   House,  S.W.  "  Tested, 

'Phone,  London  "  Regent  378. 

C.  G.  Spencer  and  Sons,  Ltd. 
(See  under  "Balloons"). 

Aluminium  Castings  (Sand  and  Die) 

Coan,  R.  W.,  219,  Goswell  Road,  London, 
E.C.i     "  Kraukases,    Isling,  London." 

City  3846. 

Balloons— 

The  North  British  Rubber  Co.,  Ltd., 
Castle  Mills,  Edinburgh  "Weba, 
Edinburgh."    Edinburgh  3880  Central. 

(5  lines.) 

C.  G.  Spencer  and  Sons,  Ltd.,  50A,  Hiyh- 
bury  Grove,  N.5.    "Aeronaut,  London." 

Dalstou  1093. 

Bent  Timber  Parts— 

Hopton  &  Sons,  George  Street,  Euston 
Square,  London,  N.W.i.  "  Hoptons, 
Eusuuare,  London  "  Museum  496. 

Also  at  Market  Harborough,  Leices- 
tershire. "  Hoptons,  Market  Har- 
borough.''      Market    Harborough  13. 

Bearings  (Etonia  Cast  Phosphor  Bronze) 
Brown  Bros.,  Ltd  ,  Gt.  Eastern  St.,  E.C.i. 
Yorkshire     Engineering     Supplies,  Ltd., 
Wortley,  Leeds.     "  Yes,  Leeds." 

Central  3927. 

Blowpipes  (Oxy-Acetylene)— 

Acetylene    Corporation    of    Great  Britain, 
Ltd  ,  The,  49,  Victoria  Street,  Westmins- 
ter, S.W.i    "  Elamuia,  Vic,  London  " 
Vic.  4830 

Imperial  Light,  Ltd  ,  123,  Victoria  Street, 
London,  S.W.i.  "  Edibrac,  'Phone, 
London."  Vic.  3540*  (3  lints). 

BoltS- 
Mitchell    Wedgewood    &     Co.,  Campbell 
Works,     Stoke     Newington,  London, 
N.16.  Dalston  2500  (2  lines). 

Books  (Aero  Engines) — 

Dykes'  Auto  Encyclopedia,  Gillam,  149, 
Strand,  W.C  2 

Buildings— 

Boulton  Hi  Paul.  Ltd  ,  Rottf*  Lane,  Norwich 
"Aviation,  Norwich."        Norwich  851 

Kubery  Owen  &  Co.,  Dar'.astou,  South 
Staffs  — 

Cable    Coverings    and  Cable 
Controls— 

The  Bcwden  Blake  Co.,  Ltd.,  Tyseky,  Bir- 
mingham.    "  Bowden,  Aeock's  Green." 

Aeock's  Green  103  &  104 
Bowden     Wire,    Ltd  ,   Willesden  Junction, 
"  Bowirelim,  Harles,  London." 

Willesden  2400  (3  lines). 
Herbert    Terry    &    Sons,    Ltd.,  Redditch. 
"  Springs,  Redditch."  Itedditch  01. 

Carburettors— 

Hobson,  IJ.  M  ,  Ltd.,  29,  Vauxhall  Bridge 
Road,  S.W. 2.  Victoria  4670. 

Casein— 

Nieuwhof,  Surie  &  Co.,  Ltd.,  5,  Lloyds 
Avenue,  London,  EC  3.  "  Suricodon, 
Fen,  London."  Avenue  34  and  35. 

ClOthing- 
Burberry's,  Ltd  ,  Haymarket,  S.W.i 

Regent  216s. 

Dunhill's  Ltd.,  Euston  Road,  N.W.i. 
"  Dunsend,  London."  North  3405-6. 

The  North  British  Rubber  Co.,  Ltd., 
Castle  Mills,  Edinburgh.  "Weba, 
Edinburgh."    Edinburgh  3880  Central. 

(5  lines.) 

Component  Parts— 

Accles  &  Pollock,  Ltd, ,  Oldbury,  Birming- 
ham    "Acclcs,  Oldbury." 

Oldbury  m   (4  lines). 
Brown  Bros.,  Ltd  ,  Gt.  Eastern  St.,  E.C.i. 
Central  Aircraft  Co.,  High  Road,  Kilburn, 
N.W. 6.    "Aviduction,  'Phone,  London." 

Hampstead  4403  &  4404. 
Thompson   Bros.    (Bilston),   Ltd.,  Bradley, 
Bilston,  England      "  Thompson  Bros., 
■  Bilston."  Bilston  10. 


Cords,  Tapes,  and  Threads— 

MacLennan,  J.,  &  Co.,  30,  Newgate  Street, 
E.C  1.   .And  at  Glasgow.       City  3115. 

Dopes— 

Titanine,     Ltd.,      J75,     Piccadilly,  W.r. 

"Tetrafree,  Piccy,  Lon  lon.  "  Gerrard  2312 
British    Cellulose   Co.,   8,   Waterloo  Place, 

S.W.i.     "  Cellutate,  London." 

Regent  4046.  I 

The  British  Emaillite  Co.,  Ltd.,  30,  Regent  j 
Street,     S.W.i.      "  Ridleypren-,  Piccy, 
Loudon  "  Gerrard  280. 

Cellon,  Ltd.,  22,  Cork  Street,  London,  W.i. 

West 

Strat 
East  9SS- 


Cellon,  Ltd.,  22,  Cork  Street,  London, 
"  Ajawb,  Reg,  London."  Gerrard 

Robt.  Ingham  Clark  &'  Co.,  Ltd.,  '' 
Ham  Abbey,  E.15.  "  Oleotine,  S 
London."  East 


Engines  and  Parts— 

Allen,  W.  H.,  &  Co.,  Ltd.,  Bedford.  "Pump,  | 

Bedford."  Bedford  No.  1.  | 

Arrol-Johnston,  Ltd.,  Dumfries.     "  Mocar, 

Dumfries  "  Dumfries  281-282.  f 

Beardmore  Aerc  Eng.,  Ltd  ,  112,  Great  Port-  I 

land  Street,   W.i.      "  Beardmore,  Lon-  ?• 

don."  Gerrard   238.  s 

The  Cosmos  Engineering  Co.,  Ltd.,  Fish- 1 

ponds,  Bristol. 
Dudbridge  Iron  Works,  Ltd    iSalmson),  87, If 

Victoria  Street,  London,  S.W.i.    "Aero-  f 

flight,  Vic,  London."  Vic  7026.;!' 

Gordon  Watney   .S:   Co.,  Ltd.,  Weybridge.'? 

"  Mercedes,  Weybridge." 

Weybridge  550  (7  lines),  f 
Green  Engine  Co  ,  Ltd.,  Twickenham, 

Richmond  1203.  ft 
Gwynnes,       Ltd.,       Hammersmith,       VV.  * 

"  Gwynne,  Hammersmith." 

Hammersmith  1910. 
Napier  &  Son,  D.,  Ltd.,  14,  New  Burlington  I 

Street,  London,  W.,  and  at  Acton,  W.  1 

"  Nitrifier,   Lon. lon  ",        Gerrard  S926.  j 
Rolls-Royce,  Ltd  ,  14  and  15,  Conduit  Street,  | 

W  1.      "  RolheaJ,  London." 

Gerrard  16S4-5-6.  \ 
The  Siddeley-Deasy  Motor  Car  Co.,  'Ltd., 

Coventry.       CoveuLry  954.  "Deasy,  jj 

Coventry." 

Sunbeam  Motor  Car  Co.,  Ltd.,  Wolverhamp- 
ton.     "  Moorfield,  Wolverhampton." 

Wolverhampton  985." 

The  Gnome  &  Le  Rhone  Engine  Co.,  Ltd.,"jji 
27,  Buckinghain  Gaie,  S.W.i.  "Eleven- 
fold,   London.''      Walthamstow    bii    (2  , 
lines). 

Walton  Motors,  Ltd.,  Walton-on-Thames. 
"  Motors,  Vvalton-on-'lhames." 

Wa.tou-on-Thames  220.  1 

Electrical  Accessories— 

Belling    &    Co.,    Montague    Road,  Upper 
Edmonton,    N.iS.      "Belling,    Edrnon- g, 
ton."  lottentiam  1984.  I 

Brown  Bros.,  Ltd.,  Gt.  Eastern  si.,  E.C.i.  B 

Johnson  &  Phillips,  Ltd.,  Charlton,  Lou-  R 
don,  S.E-7-       "Juno,  London." 

Central  2207;  Lon. ton  Wail  1564.  t. 

The  Kotax  Motor  Accessories  Co.,  Ltd.,  Vic-  ' 
toria  Road,  Willesden  Junction,  N.W. 10.  C 
"  Rodynalile,   'Phone,  London." 

Willesden  2480:  h 

Electric  Cables— 

E-  Kalker  and  Co.,  Coventry.  "  Kalker,  - 
Coventry."  Coventry  24X.  B 

Johnson  &  Phillifis,  Ltd.,  Charlton,  London. 
S.E-7-    "Juno,  London." 

Central  2207;  London  Wall  1564. 

Electric  Lighting  and  Power— 

Johnson  &  Phillips,  Ltd.,  Charlton,  Lou-  £ 
don,  S.E;.7.    "  Juno,  London." 

Central  2207;  London  Wall  1.64. 

Mann,  Egerton  &  Co.,  Ltd.,  117,  Cleveland 
Street,  London,  W.  "  Installing,  Fus- 
road."  Museum  70  (4  lines). 

Electro    Platers    and  Metal 
Polishers'  Engineers— 

W,  Canning  &  Co.,  133-137,  e,rcat  Hampton 
Street,  Birmingham.  "  Materials,  Bir- 
miiiBiiiiiu. 

Birmingham  3622  Central  (3  lines) 

Fireproof  Petrol  Tanks— 

The  Aircraft  Improvements  Co.,  Morning- 
ton  Works,  Arlington  Road,  Camden 
Town,  N.W.i. 

Flare  Lights— 

Imperial  Light,  Ltd.,  123,  Victoria  Street, 
London,  S.W.i.  "  Edibrac,  'Phone, 
London. "  Victoria  3540  (3  lines). 

Flexible  Shafts- 
Herbert    Terry    &    Sons,    Ltd.,  Redditch. 
"Springs,   Redditch."         Redditch  61. 


I 


July  16,  1919 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplane.) 


235 


buyers'  •  Guide. 


FlUXeS- 
Impcrial  Light,  Ltd.,  123,  Victoria  Street, 
London,     S.W.I.      "  Edibrac,  'Phone, 
Loudon."  Victoria  3540  (;  lines). 

The  Auto  Controller  Co.  (Fluxite),  Vienna 
Road,   Berrnondsey,  Eng. 

Flying  Boat  Builders — 

Gosport  Aircraft  Co.,  Gosport.  "  Flight, 
Gosport."  Gosport  217. 

Galvanising— 

Boulton  &  Paul,  Ltd.,  Rose  Lane,  Norwich. 
"  Aviation,  Norwich."       Norwich  851. 

Gauges— 

J.    A.    Prestwich    &    Co.,  Northumberland 

Park,  Tottenham,  N.17. 
Voucher,  Co.,  Auto  Tool  Works,  Walsall 

"  Voucher  Walsall."  Walsall  0196. 

Gears- 
Moss  Gear  Co.,  Ltd.,  Thomas  Street,  Aston, 
Birmingham.  "  Mosgear,  Birmingham." 

Glue-  East  4°7' 

Cannon,  B.,  &  Co.,  Ltd  ,  Lincoln.  London 
Office,  no,  Cannon  Street,  E.C.4. 
"  Bececolin,   Cannon,  London." 

City  1206. 

Improved  Liquid  Glues  Co.,  Ltd  ,  Gt.  Her- 
mitage Street,  E.  (Croid.)  "Excroiden, 
'Phone,    London."  Avenue  4611-2. 

Meudine  Co  ,  S,  Arthur  Street,  E.C. 

Bank  5873. 

GOggleS- 
Triplex  Safety  Glass  Co.,  Ltd.,  1,  Albemarle 
Street,  Piccadilly,  W.i.       "  Shatterlys, 
Piccy,  London  "  Regent  1340 

Heating  and  Ventilating— 

Chas.  P.  Kinnell  ami  Co.,  Lid.,  6s  &  63A, 
Southwark  Strict,  London,  S.E.i. 
"Kinnell,  London."    Hop  372  (2  lines). 

The  Thames  Bank  (Blackfriars)  Iron  Co., 
Ltd  ,  Upper  Ground  Stre  et,  London, 
S.E-i.      "  Hot  Water,  Friars,  London." 

Hop  763. 

Instruments- 
British    Wright    Co  ,  Ltd.,    53,  Chancery 
Lane,  W.C.2.  Holborn  1308. 

Instruments    (Scientific,  Altimeters, 
etc.) — 

Short  &  Mason,  Ltd.,  Macdonald  Road, 
Walthamstow,  E-I7-  "  Aneroiel,  Phone, 
London."  Walthamstow  180. 

Insurance— 

Aviat'on    Insurance   Association,   1,  Royal 

Exchange  Avenue,  EC. 3 

London  Wall  9944. 
Bray,    Gibb   &    Co  ,    Ltd.,    166,  Piccadilly, 

W  1 

S    Saikville  &  Sons,  Duchy  Chambers,  4, 

Clarence  Street,  Manchester. 
Harold   Towncnd,    Ltd.,    13-14,  Abchurch 

Lane,    King     William    Street,     E.C. 4. 

"Carinsur,  London." 

Central  1.56  (2  lines). 
Percy     Wingfie'd,     22,     Newgate  Street, 

E.C  1.  City,  4672. 

Leather  Cloth- 
New  Pegamoid,  Ltd.,  134,  Queen  Victoria 
Street,     London  "  Pegamoid,  Cent., 
London."  City  9704  (2  lines!. 

Lubricating  Oil  Refiners  and 
Merchants— 

W.  B.  Dick  &  Co ,  Ltd  ,  90,  Fenchurch 
Street,  EC.)  Telegrams,  Dicotto  Fen, 
Loudon.  Avenue  7^54  (2  lines.) 

Magneto  Driving  Pieces- 
Herbert    Terry  Sr  Sous,    Ltd.,  Kedditeh. 
"  Springs,  Redditch."  Redditch  61. 

Magnetos— 

The  British  Lighting  &  Ignition  Co.,  Ltd., 
204,  Tottenham  Court  Road,  W.i. 
"  Vicksmag,  Phone,  London." 

Museum  430. 

The  British  Thomson -Houston  Co.,  Ltd., 
Lower  Ford  Street,  Coventry;.  "  As- 
tcroidal,  Coventry."  Coventry  278. 

Metal     Casement  Manufac- 
turers— 

Henry  Hope  S:  Sons,  Ltd.,  55,  Lionel  Street, 
i-rniingha.n.  "  Conservatory,  Birming- 
ham." Central  999  (2  lines). 

Metal  Manufacturers- 
Clifford,  Chas  ,  ,\  Sons,  Ltd.,  Birmingham. 
"  Clifford,  Birmingham."    Central  42-43. 

Avenue  1432. 


Metals  in  General— 

Samuel  Mercer  &  Co.,  198,  Upper  Thames 
Street,  E.C. 4.  "  Reconciled,  Cannon, 
London."  City  6342. 

Metal  Parts  and  Fittings— 

Accles  &  Pollock,  Ltd.,  Oldbury,  Birming- 
ham.   "Accles,  Oldbury." 

Oldbury  in  (4  lines) 

Arnott  &  Harrison,  Ltd  ,  Hythe  Road, 
Willcsden  Junction.         Willesden  2207. 

Bayliss,  Jones,  &  Bayliss,  Ltd.,  Wolver- 
hampton. (Bolts  and  Nuts.)  "  Bayliss, 
Wolverhampton."    Wolverhampton  1041. 

Blackburn  Aeroplane  &  Motor  Co.,  Ltd., 
Olympia,  Leeds.     "  Propellors,  Leeds." 

Roundhay  345  (3  lines). 

British  Metal  (Kingston),  Ltd.,  Kingston- 
on  Thames. 

Brown  Bros.,  Ltd.,  Gt.  Eastern  St.,  E  C.i. 

Mann,  Egerton  &  Co.,  Ltd.,  177,  Cleveland 
Street,  London,  W.i  "  Installing, 
Eusroad,  London."  Museum  70. 

Ruberv  Owen  &  Co.,  Darlaston,  South 
Staffs. 

Sankey,  Joseph,  &  Sous,  Ltd.,  Wellington, 
Shropshire.  "  Sankcv,  Wellington, 
Salop."  Wellington  66. 

The  Pulvo  Engineering  Co.,  Ltd.,  10  to  16, 
Dane  Street,  High  Holborn,  London, 
W  C  1.      "  Pulvipult,  Phone,  London." 

Holborn  410. 

The  Selsdon  Aero  &  Engineering  Co.,  Ltd., 
1.  Albemarle  Street,  Piccadilly,  W.i. 
"  Sel-iero;  Phone,  London."  Regent  1181. 

The  Potax  Motor  Accessories  Co  .  '  'd., 
\'i<-  ria  Road,  Willesden  Junction, 
N  W.io.    "  Rodynalite,  Phone,  London." 

Willesden  2480. 

Thompson  Bros.,  Ltd.,  Bradley,  Bilston. 
"Thompson  Bros.,  Bilston."    Bilston  10. 

Metric  Bolts— 

Cashmore  Bros  ,  Hildreth  Street.  Balham, 
S.W.  Battersea  415. 

Rubery   Owen    &    Co.,    Darlaston,  South 

Staffs. 

Miscellaneous- 
Anderson,    D  ,     &    Son,    Ltd.  (Roofs), 
Belfast.    "  Anderson.  Belfast." 

Belfast  qb33MO'W-<ols. 
British   Metal    (Kingston),  Ltd.,  Kingston- 
on-Thames. 
Brown   Bros.,    Ltd  ,   Great   Eastern  Street, 
E.C  1  "  Inibiovvned,  Bethroad,  London  " 
London  Wall  6300. 
Herbert  Frood  Co.,  Ltd.,  Chapel-en-le-Frith. 
"  Frodobrake,    Birmingham  " 

Central  793 

Macl.eunan,  J.,  SI  Co.,  30,  Newgate  Street, 
E  C. 1.,  and  at  Glasgow.  Tapes,  Cords, 
and  Threads.  City  3115. 

Motor  Cars— 

■  Arrol  Johnston,  Ltd  ,  Dumfries.  "  Mocar, 
Dumfries."  Dumfries  281-282. 

Mann,  Egerton  &  Co.,  Ltd.,  379./ 381,  Euston 
Road,  London,  N.W.i.  "  Manegecar, 
Eusroad,  London."  Museum  70. 

Standard  Motor  Car  Co.,  Coventry.  "  Fly- 
wheel, Coventry." 

Coventry  530   (4  lines). 

Nameplates  and  Labels- 
British  Metal  (Kingston),  Ltd  ,  Kingston- 
on-Thames, 
The    Clegg    Metal    Engraving    Co.,  Ltd., 
Worthing.    "Clegg,  Worthing." 

Observation  Panels— 

Triplex  Safety  Glass  Co.,  Ltd.,  1,  Albemarle 
Street,  Piccadilly,  W.i.  "  Shatterlys, 
Piccy,  London."  Regent  1340. 


Oils- 


C.  Wakefield 
House,  Chta 
Cent,  London 


&  Co.,  Ltd,  Wakefield 
>si.le,  E  C.2.  "  Cheery, 
"    Central  11305  &  13466. 


Aerial    Patents,  Ltd., 
House,     Eldon  Street, 
"  havcmalivo,  Ave,  Lon- 
London  Wall  3266-3267. 
ish    Rubber    Co.,  Ltd., 


"Weba, 
)  Central. 
(5  lines.) 


Parachutes— 

E.   K  Calthrop's 

Eldon  Street 

Lou  Ion,  E  C. 

don." 
The     North  Bril 

Castle  Mills, 

Edinburgh." 

C.  G.  Spencer  & 
(See-  under  ' 

Piston  Rings- 

The  Standard  Piston  Ring  and  Engineering 
Co.,  Ltd.,  Don  Road,  Sheffield.  "  Ocean, 
Sheffield."  Sheffield  2149 

Presswork— 

Ruberv  Owen  &  Co.,  Darlaston,  South 
Staffs. 

Terry,  Herbert,  &  Sons,  Ltd.,  Redditch. 
"Springs,  Redditch."  Redditch  61. 


Edinburgh. 
Edinburgh  38 

Sons,  Ltd. 
Balloons  "). 


iiiiiiiiiiiiiiiiiiiiiMn^ 


Propellers—  == 

The  Aircralt  Improvements  Co.,  Morning-  — 

ton   Works,   Arlington   Road,   Camden  — 

Town,  N.W.i  ZZ 

Blackburn   Aeroplane   S:   Motor  Co.,  Ltd.,  — 

Olympia,  Leeds      "  Propellors,  Leeds."  — 

Roundhay  345  (3  lines).  — 

Boulton  &  Paul,  Ltd.,  Rose  Lane,  Norwich,  — 

"  Aviation,  Norwich."        Norwich  851.  ZZ 

Ebora   Propeller   Co.,    ir    &    12,   Surbiton  ^ 

Park      Terrace,      Kingston-on-Thames  — 

"  Ebora,  Kingston."          Kingston  672.  zz 

Integral  Propeller  Co.,  Ltd.,       "  Aviprop,  = 

Hyde,  London."  — 

Hendon  9.     Kingsbury  104  zz 

Lang  Propeller,  Ltd.,  Weybridge.      "  Aero-  = 

sticks,  Weybridge.''    Weybridge  520-521.  — 

Oddy,  W.  D.,  &  Co.,  Leeds.    "Airscrews,  = 

Leeds."                               Leeds  20547-s.  — 

WcsUaud  Aircraft,  Yeovil.    "  Aircraft,  Yeo-  zz 

vil."                                       \eovil  129.  " 

Pyrometers—  = 

The    Foster    instrument    Co.,  Letchworth,  ZZ 

Herts.      "  Foster    instruments,    Letch-  — 

worth."                           Letchworth  26.  — 

Rawhide  Hanamers—  = 

Ira  Stephens,  Whitelands  Leather  Works, 

Ashton  under-Lyne.       "  Stephens,    709,  — 

Ashton."                               Ashton  709.  ZZ 

Rigging  for  Aircraft—  = 

Cradock,    Geo.,    &    Co.,    Ltd.,   Wakefield,  = 

England.    "Cradock,  Wakefield."  — 

Wakefield  466.  = 

Rubber  Tubing  &  Accessories—  =. 

Hancock,  James   Lyne,   Ltd.,   200,   Goswell  ZZ 

Road,    London,    E  C  1       "  Masticator,  — 

Isling,  London.  '          City  3811  &  3812  — 

The    North     British     Rubber    Co.,     Ltd.,  ZZ 

Castle     Mills,     Edinburgh.        "Weba,  — 

Edinburgh."    Edinburgh  3880  Central.  zz 

(5  lines.)  — 

Safety  Belts—  = 

C.   H.   Holmes    &   Son,  38,  Albert  Street,  zz 

Manchester.    "  Semloh.  Manchester."  — 

City  4432.  — 

Screwing  Die  Heads — -  EE 

Voucher,  Co.,   Auto  Tool  Works,  Walsall.  — 

"  Voucher   Walsall."           Walsall  0196.  — 

Screw-drivmg  Machines—  = 

Russell  Bros.  (Redditch),  Ltd.-,  I.ittleworth,  = 

Redditch.     "  inventors,  Redditch."  ZZ 

Redditch  74.  ^ 

Seaplane  Manufacturers—  = 

Blackburn    Aeroplane    ft    Motor   Co.,   Ltd.,  ZZ 

Olympia,   L-eds.     "  Prooellors,  Leeds."  — 

Roundhay  345  (3  lines).  ~ 

Phcenix  Dynamo  Manufacturing  Co.,  Ltd.,  ZZ 

Thornbury,  Bradford.    "  Dynamo,  Brad-  ~ 

ford."                 Bradford  3700    (7  lines).  — 

Short      Bros.,      Rochester.      "  Seaplanes,  — 

Rochester."                        Chatham  627.  = 

Supermariue  Aviation  Works,  Ltd.,  South- 

amptsn.         "  Supermarin,   Soutliaiup-  — 

ton."                                  Wooistou  37.  — 

Searchlights  &  Landing  Lights  = 

Brown  Bros.,  Ltd.,  Great  Eastern  St.,  E.C.i.  zz 

Imperial  Light,  Ltd.,  123,  Victoria  Street,  ZZ 

London,  S.W.i.    "  Edibrac,  Phone,  Lon-  — 

don  "                   3540  Victoria  (3  lines).  zz 

The    Rotax    Motor    Accessories  Co.,  Ltd.,  — 

Victoria     Road,     Willesden    Junction,  — 

N  W.io    "  Rodynalite,  Phone,  London.'  zz 

Willesden  2480  — 

Shock  Absorbers—  = 

Luke  Turner  S:  Co.,  Deacon  Street,  Leices-  ZZ 

ter                                     Leicester  967.  — 

Tubbs,  Lewis  &  Co.,  Ltd.,  29  &  30,  Noble  — 

Street,  E  C. 2.    "Elastics,  London."  — . 

City  22.  — 

Sheet  Metal  Pressings—  =j 

Accles  X  Pollock,  Ltd  ,  Oldbury,  Binning-  zz 

ham.    "  Accles,  Oldbury."  — 

Oldbury  in  (4  lines)  •—_ 

Blackburn   Aeroplane   &   Motor  Co.,  Ltd.,  zz 

Olympia,  Leeds.     "  Propellors,  Leeds."  — 

Roundhay  -45  (3  lines)  zz 

British  Metal   (Kingston),  Ltd.,  Kingston-  zz 

on-Thames.  — 

Ruberv    uwen    &    Co.,    Darlaston,    South  — 

Staffs.  = 

Sheet  Metal  Work—  == 

The  Acetylene  Corpeiration  of  Great  Britain,  — 

Ltd.,      49,      Victoria      Street,      S.W.i.  — 

"  Flamma,  Vic,  London."          Vic  4830  zz 

British   Metal   (Kingston),  Ltd.,  Kingston-  ^£ 

on-Thames.                                  [Staffs.  — 

Rubery    Owen    &   Co.,    Darlaston,    South  ZZ 

The  Sels  lon  Aero  &  Engineering  Co.,  Ltd.,  ZZ 

1,    Albemarle    Street,    Piccadilly,    W.i.  — 

"  Selaero,  Phone,  London."  ZZ 

Regent  11S1  = 

Imperial  Light,  Ltd.,  123,  Victoria  Street,  — 

London,  S.W.i.    "  Edibrac,  Phone,  Lon-  ZZ 

don."                  Victoria  3540  (3  lines).  — 


(Supplement  to  The  Aeroplane. 


Aeronautical  Engineering 


July  i6,  i9,9 


sMjiiiiiiiiiiiiimiiiiiiin 


=  Accumulators— 

=  The  Chloride  Electrical  Storage  Cn  UA-, 

—  ,     Clifton     Junction,     mnr  Mnn.h.u.-r 

=  "Cl,l..rfli..  V  ■mil.  fury  •■  Central  Man- 

=  Chester    if>3S               rendleton,  rr. 

1  Acetylene  Welding  Plant— 

~  .  ,,..,.„,.    mriwir  itim    of    ('.rent  Ilriinin, 


Imperial  Tight,  Ltd,  123,  Victoria  Stmi t. 
London,  S.W.i.  "  Fdihrac,  ,  , 
London  "  ?54°  Victoria  (3  lines). 

Aeroplane  Manufacturers— 

Aircraft  Mnnufictnrinff  Co..  Ltd.  Hendon. 
-  Yinnan-lup.    H>.k,  London 

Kingsbury  2:0 
Armstrong.  Sir  \V„  Whitworth  &  Co.,  Ltd  . 


Aviation,  ^  c        -  -        -  Gosforth  5O0 

Blackburn  Aeroplane  *JP^rnJ°vj£;i 
Ulymoia,  Lei"dsRo' ,  JM„o 

Jlritish  Aerial  Transport  Co.^Ltd.^  JigA 

w  l*"    '       '  "Batigraru '  L60°d™'R 

Works  :  Hj-ttie  Road,  Willesdcn,  Lon, 
don,  N\V  10.  "Acrbmans,  Phone, 
London."  Willesdcn.    1272,  aaH 

Diltisl,  &  Colonial  Aeroplane  Co  Ltd. 
(T!n  Bristol  Col,  Filton..  Bristol 
"Aviation,  Bristol"  Bristol  3<w>- 

Centril  Aircraft  To.  High  Road,  Kilburn, 
N  W.6.  "  Aviduction.  Pho~~ 


.;„.*ad  i403  and  44;.;. 
Dawson,  John,  fit  Co.  Ltd.,  Newcastle-on- 
Tync        "  Dependable,  Newcaslle-ou- 
Tyne."  Central  2604  (2  lines). 

Eastbourne  Aviation  T.o.,  Ltd  ,  Eastbourne 
"  Aircraft,  Eastbourne." 

Eastbourne  117(1. 
i'..-in  1: :  Aircraft  Co.,  Gosport. 

"  Flight  Gosport  "'  Gosport  217 

Graham.  jWl.ile  , f ~ J,'^ J^ny.'. Volplan t- ' "  1  i ylV" 


Phccnix  1 

Thornbury,  Bradford.  "Dynamo, 
Bradford."  Bradford  3700  (4  lines) 

The  Resent  Carriage  Co.,  Ltd.,  126/132, 
New  Kind's  Road,  l''ulham,  S.W  0 
"  Carbodis,  London."    1'utney  2240-2241. 

Roe,  A.  V.,  &  Co.,  Ltd.,  Manchester. 
"  Triplan;,  Manchester  " 

City  8530*531,  Manchester. 

Saunders,  S.  E.,  Ltd.,  East  Cowcs,  I.O  W. 

Short  Bros.,  Rochester,  Eastchurcb  and 
Whitehall  House,  S.W.  "Tided,  Phone, 
London."  Regent  37H. 

Tbe  hiddclcy  Dcasy  Motor  *ai  Co.,  Ltd  , 
Coventry.  Coventry  954  "  Deasy, 
Coventry." 

Sopwilh  Aviation  Co.,  Ltd.,  Kingston-on- 
Thames.    "  Sopwith,  Kingston  " 

Kingston  1988  {8  lines). 
The  Snperniarine   Aviation    Works,  Ltd., 
Southampton.     "  Supermarin  " 

Wootston  37  [2  lines). 
Vickers,  Ltd  ,  Imperial  Court,  Basil  Street 
Knighubndgc,     S  W.3,      "  Vickerfyta! 
Knights,  londou."      Kensington  6810 
Waring    &.  CiBow,   Ltd.,  Hammersmith. 

Wanseu,  Ox,  London."  Museum  5000. 
Wcstland  Aircraft,  Yeovil 


Aircraft,  Yeo- 
Veovil  120 
ud,  *  Co,  Ltd.,  East  Cowea. 


'  While,  East  Cowes." 


OBq  -  MeroplariQ  . 


Airships- 
Airships.  1*L.  M  Street,  MertaJ. 
The    North    British  .Rubber 
Castle     Mills,  Edinburgh 
Edinburgh  '    Edinburgh  3 


"Weba. 
Central. 
(3  lines) 


Aluminium  Castings  (Sand  and  Die) 

Coan    R    W      '19    Goswcli    Road,  L<ni'l"", 
E.C.-    "KrauW.    Isling,  L.-nd.^' 


Balloons— 

The    North  British 
Castle  Mills, 
Edinburgh." 


Rubber  Co.,  Ltd., 
Edinburgh  "Weba, 
Imburah   »88o  Ceniral. 

{5  lines.) 


Bent  Timber  Parts— 

I  lop  ton  &   Sons,  ^eoj^"^p  Street,  j^j^jj] 

tershire.  ^Ifoftton^^l^ket  Har- 
borough.  '       Market    1  tarl  10 rough    1  j. 

Bearings  lEtonia  Cast  Phosphor  Bronze) 
Brown  Bros.  Ltd.  Gt.  Eastern  St.,  E.C.i. 
Yorkshire     Engineering     Supplies.  Ltd., 
Wortley,  Leeds-    "Yes,  Leeds'^ 

Blowpipes  (Oxy-Acetylene)- 


Aci 


Lt 


,  Vi. 


of 


FI  annua,  V 
Imperial  Light,  Ltd 
London!"- 

Bolts- 


F.hbr 


Mi 


.clu-U  Wedge  wood  &  Co.,  Campbell 
Works,  Stoke  Ne  wing  ton  ■  London, 
N.iG  Dalston  1500  (2  lines). 


BOOkS  (Aero  Engines)— 
Dykes'  Auto  Encyclopedia, 
Strand,  W.C  2 

Buildings— 

Boulton  S:  Paul   Ltd  ,  Roflt  La 


Cable  Coverings 
Controls— 

The  Bowikn  Jhak"  Co  , 
miugham-     "  lewder 

Bowden    Wire,    Ltd  ,  \\ 


and  Cable 


Herbert    Terry    &    Sons,    Ltd.,  Reddiuh 
"springs.  Reddish  "         I.i-dditch  61. 

Carburettors— 

IJ.  M  ,  Ltd.,  29,  Vauxhall  Bridge 


Road, 

Casein— 

Nieuwhof,  Surit?  & 
Avenue,  London, 
Fen,  London." 

ClOthing- 
Burberry's,  Ltd  ,  Haymarket, 
Husto) 


1  467c 


Re 


i.W.i 


Dun  hill's 

"  Dunsend,  London."  North  34c 

The  North  British  Rubber  Co.,  Ltd., 
Castle  Mill-,  Edinburgh  "Weba, 
Edinburgh."    Edinburgh  38S0  Central. 

(5  lines.) 


Component  Parts— 

Accles  &  Pollock,  Ltd .  Oldbi 
ham    "Accles,  'jldbury." 


,  Birming- 

(4  lines). 


Brown  Bros.,  Ltd  ,  Ct.  Eastei.. 
Central  Aircraft  Co.,  High  Road,  Kilburn, 
N.W.6.    "Aviduction,  Thone,  London." 
„,  HamifU  id  440-,  fw  .i.iu.i. 

Thompson  Bros     lliilston),    Ltd.,  Bradley 
Bilston,  England      "Thompson  Bros.[ 
Ilils  ton 


Cords,  Tapes,  and  Threarjc 
Dopes— 


>75>  Piccadilly  W  r 
XV.L.oamn  nerrartyf; 


1  Cellulate,  London 


m,  Ltd  ,  22,  Cork  Street,  l.t 
1  Ajavvb,  Reg,  London  "  1 
fngliam    Clark    i  Co., 


Sirs-  "Si 


|'l  ,  West 
Last  l'£ 


Engines  and  Parts- 


syec,  Ltd  ,  i  |  and  15,  Conduit  street] 
"  RolheuJ,  Loudon." 

Gcrrard  1654-3-6. 
JdeJey-Dsasy  Motor  Car  Co.,  Ltd., 
:ntry.  _    Coventry  954.  "lHosy, 

u  Motor  Car  Co.,  Ltd.,  Wol verba  111  p- 


Wulton  Moto. 


Electrical  Accessories— 

Belling    S.    Co.,    Moiiiague  R«ad, 


Broun  Bros., 
The  Rotax  Mo 


Electric  Cables- 

E.   Kalker  and  Co., 

Johnson  &  Phillips,  Ltd    Charlton.  LouJo"- 
S.E-7-    "Juno,  London."  „.„,,*, 
Ce11tr.1l  220-,  .  London  Mall 

Electric  Lighting  and  Power- 

Johnsoo  &   Phillips,  Ltd.,  Cbarltoli,  *W 
Londou." 


Geutral  .2207;  Londi 


Electro     Platers    and  Metal 
Polishers'  Engineers- 


"*"' Biriuiiigbani  362;  Central  13  Lfjj 

Fireproof  Petrol  Tanks- 


Flare  Lights— 

imperial  i.igbt,  Ltd.,  1 
London,     S.W.I.  ^ 

Flexible  Shafts— 

Herbe 

gs,  Rw 


JULY  16,  1919 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplane.) 


235 


(iiiiiiiiiiiiniiiiiiiiii^ 


F'V>,e-Sd  light,  Ltd.,  123.  Victoria  Street, 
T  ondon  S  W.i.  "  Edibrac,  'Phone, 
I '  ntli'ii'"  "  Victoria  3^40  (!  lines). 

The  \\tto  Controller  Co.  (Fluxite),  Vienna 
Road,  Bermondscy,  Eng. 

Fiving  Boat  Builders— 

r  rospoVt  \inraft  Co.,  gosport.  "Flight, 
Gosport."  Gosport  217. 

Galvanising— 

Boulton  " 

Gauges 


ivich    &    Co.,  Northumberland 
irji"  Tottenham,  N  17. 
icr    Co.,  Auto  Tool    Works.  Walsall 
Voucher  Walsall  "  Walsall  0196. 


Gears— 

jl.t--  1  ".ear  Co,  Ltd.,  riintna-  siritt,  Aston, 
nirminghnm,  "  Mosgear,  Birmingham." 


ion,  B.,  &  Co.,  Ltd,  Lincoln.  London 
'fTice,  wo,  Cannon  Street,  EC. 4. 
1  rteeeeorin,   Cannon,  Londou." 


Arthur  Stree 


Goggles- 


Heating  and  Ventilating- 

Souih^i.k  '    Str.et,  ''lo'iuIoh/ 


The 


Lti 


Up 


■et, 


London 
Hop  7113. 

Instruments- 
British    Wright    Co.,  Ltd.,  Chancery 
Lane,  W.C.a.  iiolboni  1308. 

Instruments    (Scientific,  Altimeters, 

erc.)- 

Short  &  Mason,  Ltd.,  Macdonnld  Road, 
Walt  hams  tow,  E-i;.  "  Aneroid,  Phone, 
London."  Wqjlhaiiistow  ibo. 


Insurance- 


Perrfc  wingfie,,J' 
Leather  Cloth— 


entral   156  12  lines). 
1     Newgate  Street, 
City.  4672. 


New  p,-g 


London 


Id  ,  114,  Queen  Victoria 


'  I't  I'amnid,  Cent, 
city  9704  (2  lines). 

Lubricating  Oil  Refiners  and 
Ivlerchants- 

MS?°TDrlv|nB  Pieces- 
Maenetos- 


Redditcli  ■ 


Th 


J»tish  Lighting  &  iKnition  Co..  Ltd., 
"  Vick     ■  r    ?m     Coilrt     Road.    W.  1. 


Metal 


turerf-6"16"*  Manufac- 


:ui»  ^  *«•»?.  Ltd  ,  ni 


Lionel  Street, 
pry.  Binning- 


Metals  in  General— 

^l^Sn  &  Co  ■  19S-  uPPer  Thames 
Street,  E-C.4  -Reconciled,  Cannon, 
London."  city  ^ 

Metal  Parts  and  Fittings- 


[«S  &  Pollock,  I.t 


Birmim;- 


Bayliss, 

Wolv 
Hla,  kb.n 


N  W.i 
ThomiKoi 


Owen   &    Co.,   Darlaston,  ; 

oseph,  &  Sous,  Ltd.,  Wcllin 

'  Welling  toi 
.  )-:neiiHering  Co.,  Ltd.,  ro  1 
Strict,    Hijrh    Holhorn,  L01 
"  Pulvipult,  Phone,  Lour 


td  ,    Bradley,  Bilston. 


Metric  Bolts— 

Cashniorc  Bros,  Hildreth  Street.  Balhani, 
Battersca  415. 


Miscellaneous- 
Anderson,    D  ,  * 

Belfxst.    "  Ande 

British  Metal  IKin 

Brown    Bros  ,    Ltd  , 
E.C  1  "  Imbrowi 


Motor  Cars— 

Arrol  Johnston,  Ltd  ,  Dumfries. 

Dumfries,"  Dumfri 
Mnnn.  Egerton  ft  Co.,  Ltd.,  179/3-' 


City  3"5 


Ens  1 


ad, 


Standard  Motor  Car  Co.,  Coventry.  "Fly- 
wheel, Coventry." 

Coventry  530  (4  lines). 

Nameplates  and  Labels- 
British   Metal  IUin--:si.)ii),  Ltd,  Kintislon- 


Mtl 


Et 


"Clegg,  Worthin; 

Observation  Panels 

TriDlex  Safety  Class  Co..  L 
idilly,  W.i 


Co.,  Ltd., 


Pi. 


.  to 


r,  Albcninrlc 
"  Shalterlys, 


Oils- 

C.  C.  Wakefield  &  Co.,  Ltd,  Wakefield 
llnu-e,  eh.  arisi.li',  V,  C.2.  "  Cheery, 
Cent,  London  "    Central  11305  &  13466. 

Parachutes— 

E.  U  Cotlhrop's  Aerial  Tatcnts,  Ltd., 
Eldoa  Street  House,  F.ldon  Street, 
London,  E  C.  "  Saveiualivo,  Ave,  Lon- 
don." London  Wall  -,260- -.207. 
The  North  British  Rubber  Co.,  Ltd, 
Castle  MilLs,  Edinburgh.  "Weba, 
Edinburgh."  Edinburgh  ,sSo  Central 
(5  lines.) 


"J. 


Piston  Rings- 


-trin  Ring  and  EugineerinM 
.  Road,  Shellield    "  <  icean, 

Shenield  2149 


Darlaston,  South 


Propellers— 

The  Aircralt  Improvements  Co.,  Morning- 
ton  Works.  Arlington  Road,  Camden 
Town,  N.W.i 

Blackburn  Aeroplane 
Olympia,  Leeds 


Boulton  &  Paul,  Lt 


,  Lt 


He 


Lang  Propeller,  Ltd., 
sticks,  Wtybruljc 
Oddjy^V.  D.,  St  Co., 

Westland  Aircraft,  Ye 


&  Motor  Co.,  Ltd., 
"  Propcllors,  Leeds.'* 
aindhay  345  (3  lines). 
Ruse  Lam-,  Norwich, 
h."       Norwich  S51. 

11  &  12,  SurbiloQ 
Kingston-on-Thames 
"  Kingston  672. 

.,  Ltd.,      "  Aviprop, 

'  We"  bridge  52*-5^ 
Leeds.     "  Air^  reus 

Leeds 
ivil.    "  Aircraft.  Yeo- 


Pyrometers— 

The  Foster  ins 
Herts.  "  Ec 
worth." 

Rawhide  Hammers 

Ira  ^epbo 


Willi. 


nt  Co.,  Letchworlh, 
Instruments,  Letch- 


Leather  Works, 
"  Stephens,  709, 
Ashton  709. 


Rigging  for  Aircraft- 

Cradock,    Geo.,    &    Co.,    Ltd.,  Wakefield, 
England.    "  Cradock,  U'akelicld." 

Rubber  Tubing  &  Accessories- 
Hancock,  Junu-;  Lju^,  Ltd.,  260,  Cos  well 

Road,    Londou,    E  C  1       "  Masticator 

Isling,  London.  '  City  -,dn  &  igu' 

The    North     British     Rubber    Co ,     I  td" 

Castle     Mills,     Edinburgh.  "Weba! 

Edinburgh  "    Edinburgh  3SS0  Central. 

Safety  Belts-  '5  UntsJ 

C.   H.  Holmes   &  Ron,  38,  Albert  Street, 
Manchester,    "  Stmloh.  Manchester." 

„  _  city  443a. 

Screwing  Die  Heads — 

Voucher,  Co.,   Auto  Tool  Works,  Walsall 
"Voucher  Walsall."  Walsall  0196. 

Screw-driving  Machines— 

Russell  Bros.  (Redditcli),  Ltd.,  LiUleuorth, 
Redditcli.    "  inv-ntors,  Red  Htch." 

Reddilch  74. 

Seaplane  Manufacturers— 

111. '.,-t- 1,,.,-,,      A  »rnnla.|«     «,     \lnl,„  rid 


Phccnix  Dynamo  ^ 

rordr"bUry'  Bra' 
Short      Bros.,  Ri 

Rochester." 
Superniarine  Aviati 


Searchlights  &  Landing  Lights  = 


The  Kotnx  Motor  'Accessories  Co.,  Ltd!, 
Victoria  Road,  Willesdcn  Junction, 
N  W.io    "  Rodyu  ibtc,  Phone,  London." 

Willesdcn  24B0 

Shock  Absorbers- 
Luke  Turner  &  Co.,  Deacon  Street,  Leices- 
ter Leicester  0;. 
Tubbs,  Lewis  &  Co.,  Ltd.,  29  ii:  30,  Noble 
Street,  EC;      "Elastics,  London." 

City  22. 

Sheet  Metal  Pressings— 

Accles  \  Pollock.  I.'-l  ,  Oldlmry,  Birmiug- 
ham.    "  Accles,  Oldb.iry." 

Oldbury  hi  (4  lines) 

Blackburn  Aeroplane  &■  Motor  Co.,  Ltd.. 
Ulympia,  Leeds.     "  Propcllors,  Leeds." 

Round  hay  ^45  (3  lines) 

British  Metal  (Kingston),  Ltd,  Kingston- 
on-Thames. 

Ruberv  uwen  f;  Co.,  Darlaston,  South 
Stiffs. 

Sheet  Metal  Work- 
Tin  Aectyieii-j  C'TT  *  >-  1 1 \< '  11  of  Great  Britain, 
Lid.,     49,     Victoria     Street,  S.W.i. 
"  Flamnia,  Vic,  Lon  lon."  Vic  4830 

British  Metal  (Iviitgston),  Ltd.,  Kingston- 
on-Thames.  tSlatfe. 
Rubery    Owen    &  Co.,    Darlaston,  South 
The  Selslmi  Aery  S  Engineering  Co.,  Ltd., 
I,    Albemarle    Mivrt,     I'i-.eaililly,  W.i. 
"  Selacro,  Phone,  London." 

■  Regent  n3i 

Imperial  Light,  Ltd.,  123,  Victoria  Street, 
■        London,  5. W.i,   "  Edibrac,  Phone,  Lon- 
don." Victoria  J540  (3  lines). 


236      Supplement  to  the  aeropune  >  Aeronautical  Engineering 


July  16,  1919 


66 


Tlx©   Aeroplane 99   Buyers'  Guide.— 


continued. 


Solder  Manufacturers— 

Samuel  ?.Iercer  &  Co.,  198,  Upper  Thames 
Street,  E.C.4.  "  Reconciled,  Cannon, 
London."  City  6342. 

Sparking  Plugs- 
Brown  I3ros.,  Ltd.,  r.reat  Eastern  St.,  E.C.I 
Lodge   Sparking   Ping   Co.,  Ltd.,  Rugby. 

"  Igniter,  Rugby."  Kngby  235. 

Ripault,  Leo  ,  &  Co.,  Ltd.  (Oleo  Plugs),  64a, 

Poland  Street,  W.i.       "  Ripault,  Reg, 

London."  Gerra.-d  7738. 

The  Robinhood  Engineering  Works,  Ltd., 

Newlauds,      Putney      Vale,      S.W. 15. 

Makers     of    KLG   Plugs.      "  Kaelgee, 

Phone,  London." 

Putney  2132-3. 

Springs- 
Dart  Spring  Co.,  West  Bronuvieh.    "  Dart, 
West  Bromwieh. "    West  Brornwieh  322. 
Terry,  Herbert,    k   Sons,   Ltd.,  Redditch. 
•'  Springs,  Redditch." 

Redditch  61  (3  lines). 

Steel- 
Allen,    Edgar,    &     Co..    Ltd.,  Sheffield. 

"Allen,  Sheffield."  Sheffield  4607. 

Brown  Bros  ,  Ltd.,  Great  Eastern  St.,  E.C.i. 
Tilth,  Thos.,  &   Sous,  Sheffield.  "Firth, 
Sheffield."  Sheffield  wo  to  32-7. 

Nicklin,  Bernaid,  &  Co.,  Birmingham. 
"  Bernico,  Birmingham." 

Smith  wick,  224. 
Spear  &  jacksou.  Ltd.,  .Etna  Works,  Shef- 
field.    "  Spear,  Sheffield." 

Central  4522-3-4. 

Steel  Tubes  for  Aeroplanes— 

Accles  k-  Pollock,  Ltd  ,  Oldbury,  Birming- 
ham.   '•  Accles,  Oldb.irv." 

Oldbury  111  (4  lines) 

Tapes  and  Smallwares— 

MacLennan,  John,  .1-  Co.,  30,  Newgate 
Street,  E.C.l    And  at  Glasgow. 

City  3115. 

C.  E.  Matthews  &  Co  ,  Ltd.,  Castle  Works, 
Berniondsey  Square,  S.E-i.  "Webbance, 
Btrm,   London."  Hop  4058. 


Timber— 

Hopton  &  Sons,  George  Street,,  Euston 
Square,  London,  N.W.i.  "  Hoptons, 
Eusquare,  Loudon.  Museum  496. 

Also  at  Market  Harborough,  Leicester- 
shire.   "Hoptons,  Market  Harborough." 

Market  Harborough  13. 

Time  Recorders— 

Gledhill   Brook   Time  Recorders,  Ltd.,  26, 
Victoria  Street,  S.W.i.         v'ictoria  1310! 


Shoreham  Street 
Sheffield  4349 


TOOlS- 
Ricliard  Mather  &  Son, 
Works,  Sheffield 

Turnbuckles— 

Brown  Bros.,  Ltd.,  Great  Eastern  St.,  E.C.i. 
Rubery   Owen    X    Co ,    Darlaston,  South 

Staffs. 

Tyres  and  Wheels— 

The  North  British  Rubber  Co.,  Ltd.,  Castle 
Mills,  Edinburgh.  "Weba,  Edinburgh." 

Central  3880   (5  lines). 
The     Palmer     Tyre,     Ltd.,  Shaftesbury 
Avenue.    "  Tyricord,  Westcent." 

Gerrard  1214  (5  lines). 

Undercarriages- 
Thompson  Bros.  .Bilston),   Ltd.,  Bradley, 
Bilston,   England.     "  Thompson  Bros., 
Bilston. "  Bilston  10. 

Varnishes— 

The  British  Emaillite  Co.,  Ltd.,  30,  Regent 
Street,  S.W.i.  •'•  Ridleypren,  Piccy, 
London."  Gerrard  280. 

Thomas  Parsons  &  Sons,  -,15  &  317,  Oxford 
Street,  London,  W.i.  '"Varjap,  Phone, 
London."  Mavfair  6347  (3  lines). 

Robt.  Ingham,  Clark  &  Co.,  Ltd.,  West 
Ham  Abbey,  E.15.  "  Oleotine,  Strat, 
London."  East  955. 

Harland,  W.,  ft  Son,  Merton,  London, 
S.W. 19.    "  Harland,  Wimbledon  45  " 

Wimbledon  45  and  1395. 

Naylor  Bros.,  Ltd.,  Southall,  Middlesex. 
"  Naylor,  Southall  "  Southall  30. 


Washers— 

Terry,  Herbert,  ft  Sons,  Ltd  ,  Redditch. 
"Springs,  Kedditch."  Redditch  61. 

Welding  and  Cutting  Plant— 

Acetylene  Corporation  ot  Great  Britain, 
Ltd.,  The,  49,  Victoria  Street,  West- 
minster, S.W  1.  "  Flamma,  Vic, 
London  "  vie  4S30. 

Imperial  Light,  Ltd  ,  123,  Victoria  Street, 
London,  S.W  1  "  Edibrae,  Phone, 
London."  Victoria  3540  (3  lines). 

Welding  Repairs— 

Imperial  Light,  Ltd ,  123,  Victoria  Street, 
London,  S.W.i.  "  Edibrae,"  Phone, 
London  "  Victoria  3540  (3  lines). 

Wind  Shields— 

Auster,  Ltd.,  133,  Loug  Acre,  W.C.  "  Win- 
flector,  London  '•  Regent  5910. 

The  Rotax  J.lotor  Accessories  Co.,  Ltd., 
Victoria  Road,  Willesden  Junction, 
N.W.10.  •'  Rodynalite,  Phone,  London  " 
Willesden  24S0. 

Triplex  Safety  Glass  Co.,  Ltd.,  1,  Albemarle 
Street,  Piccadilly,  W.i.  "  Shatterlys, 
Piccy,  London."  Regent  1340. 

Wire  GaUZe- 
Greening,  N.,   ft  Sons,  Ltd  ,  16,  Finsbury 
Street,     London,     EC. 2.       "  Setscrew, 
Finsquare,  London."   London  Wall  1082. 

Wire  and  Cables— 

Bruntons,  Musselburgh,  Scotland.  "  Wire- 
mill,  Musselburgh."      Musselburgh  28. 

Cradock,  Geo.,  &  Co.,  Ltd.,  Wakefield 
England.    "  Cradock,  Wakefield." 

Wakefield  466  (3  lines). 

Wi  rework- 
Terry,  Herbert,   ft  Sons,  Ltd.,  Redditch. 
"  Springs,  Redditch."  Redditch  61. 

Woodworking  Machinery- 
Robinson,  Thomas,  ft  Sou,  Ltd.,  Rochdale, 
"  Robinson,  Rochdale  "      Rochdale  467. 
Sagar,  J.,   &   Co.,  Ltd.,  Halifax        "  Saw- 
tooth," Halifax."  Halifax  136. 
Wadkin  ft  Co  ,  Leicester.     "  Woodworker, 
Leicester."                        Leicester  3614. 


^iiiiiiiiiiiiiiiiiiiiiiiiiiiimiimiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiNm   iiiiu 


ALUMINIUM 


We  undertake  full  responsibility  for  the  accu- 
racy and  quality  of  our  castings  from  the  time 
our  Pattern  Shops  receive  the  drawings  until  you 
receive  the  castings.  We  have  our  own  Labora- 
tory and  Physical  Testing  Plant.  All  alloys  are 
made  under  the  control  of  a  Head  Chemist. 
Analyses  and  tests  are  taken  daily,  thus  ensuring 
regularity  and  uniformity  in  our  tastings. 

We  have  the  latest  equipment  in  Moulding 
Machines  for  any  size  casting,  and  can  quote 
very  favourably  for  repetition  work.  We  invite 
your  enquiries. 

AST  IRON 

Motor  Cylinders,  Water  and  Air  Cooled. 


WM.  MILLS  LTD 

Aluminium  and  Iron  Founders, 
Atlas  Works,  Grove  Street, 

BIRMINGHAM. 


=71 1 1 11 11  ru  1 11 1 1  in  1 1 1  j  imiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiH 

KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING   WITH  ADVERTISERS. 


July  16,  1919 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplane.) 


GOVERNMENT 
PROPERTY  FOR  SALE 

-By  Direction  of  the 
Disposal  Boo.ro'.     Ministry  of  Munitions 


ARMV  HMTQ 

nHnUVY  Ant 

BUILDING  MATERIAL 

TEXTILES 

TIMBER 

DOCK  EQUIPMENT 

MACHINE  TOOLS 

CHEMICALS 

ENGINEERS'  STORES 

IRON  AND  STEEL 

MOTOR  LORRIES 

FOOD  STUFFS 

MOTOR  CARS 

MEDICAL  APPLIANCES 

BICYCLES 

FACTORY  CLOTHING 

ELECTRICAL  MACHINERY 

ARMY  HORSES 

AND  FITTINGS 

AEROPLANES 

FURNITURE 

ENGINES 

ARiY  BOOTS 

RAILWAY  MATERIAL 

FACTORIES 

AGRICULTURAL 

MACHINERY 

OIL  AND  COLOUR  TRADEfSUNDRIES,  &c 


For  detailed  list  of  the  above  and  all   other  surplus 
Government  property  for  Sale,  apply  for 


PRICE 


PRICE 


3  SURPLUS  3 

(The  Official  Organ  of  the  Disposal  Board). 


No.  4  NOW  ON  SALE. 


Obtainable  of  all  Newsagents,  Booksellers,  j&c,  or 
from  the  Director  of  Publicity,  Surplus  Government 
Property    Disposal    Board,    Armament  Buildings, 
Whitehall  Place,  London,  S.W. 


The  Familiar  Green  Can 

Pratt  s" Perfection  Spirit 
in  the  familiar  green 
can  puts  more  power 
in  your  engine — ensures 
quick  and  easy  starting, 
and  makes  long  climbs 
and  rough  going  easier. 


PRATT'S 
PERFECTION  SPIRIT 

AVAILABLE 
EVERYWHERE 


BY  APPOINTMENT 

Anglo-American  Oil  Co.,  Ltd. 
36.    Queen  Jinn*  $  Gate, 
London,  S.W.I. 


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238     (Supplement  to  the  aeroplane.)  Aeronautical  Engineering 


July  16,  19 19 


OLDBURY. 

Telegrams  :— "ACCLES,"  OLDBURY. 

BIRMINGHAM. 
Telephone  t— OLDBURY  m  (4  line*). 


REPUTATION. 

As  manufacturers  of  weldless  steel  tubing,  as  tube 
manipulators,  and  as  steel  pressvvorkers,  we  have 
a  wor.ld-wide  reputation  for  all-round  excellence. 
Multitudinous  are  our  products,   ind  our  reputation 

is  behind  every  item. 

We  are  tight  in  the  fore-front  with  our  "  Apollo  " 
tubular  box  spanners.  These  are  becoming  increas- 
ingly popular  in  progressive  engineering  workshops. 
We  make  several  patterns — including  a  special  set 
for  Ford  Cars — all  of  which  leave  absolutely  nothing 
to  be  desired  in  tubular  spanner  construction.  Ask 
for  our  spanner  catalogue  and  price  list. 

We  can  supply  aircraft  parts  in  big  quantities,  as 
in  this  connection  we  are  specialists  in  tapering, 
bending,  trapping,  welding,  and  all  other  classes  of 
tube  manipulation  and  presswo.-k.  Tc-day  we  recog- 
nise that  aircraft  builders  have  more  time  to  mani- 
pulate their  own  components,  but  they  need  steel 
tubing  and  we  supplj  the  very  best.  Further,  let 
our  war  experience  assist  you  in  this  matter  of  steel 
tubing  and  steel  presswork.  We  may  be  able  to 
save  you  money,  because  we  have  the  tools  for  many 
components. 


Telephones  : 
Gosport  217. 
Southampton  1861 
London  :    Gerrard  5716. 


Telegrams  : 

"  Flight,  Gosport." 

♦'Flying,  Southampton." 


GOSPORT  AIRCRAFT  CB- 


DESIGNERS     AND     BUILDERS  OF 

FLYING  BOATS 


FOR 

THE  AIR  MINISTRY  AND  FOR  COMMERCIAL  AND  PLEASURE  USE. 


HEAD  OFFICE:  GOSPORT. 
WORKS:   GOSPORT  &  SOUTHAMPTON. 


Sir  Charles  Allom. 
Charles  E.  Nicholson. 

M.  H.  Volk,  A.F.Ae'.S.  (General  Manager). 


London  Office  :   15,  George  Street, 
Hanover  Square,  W.i. 

Te'egrams — "  Embellishment,  London." 

New  York  Office  : 

19,  hast  52nd  Street. 

Telegrpms — "Embellishment,  New  York." 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS 


July  16,  1919 


Aeronautical  Engineering 

(Supplement  to  The  Aeropmne.) 

239 


TUBBS,  LEWIS  &  C° 


LTD. 


(Governing  Director:  STANLEY  WM.  TUBBS), 

29  &  30,  NOBLE  STREET,  E.C.  2. 


PROMPT  DELIVERY. 


WOTTON-UNDER-EDGE, 
GLOUCESTERSHIRE. 
Telephone : 
5,  WOTTON-UND  £R-EDGE. 


(CONTRACTORS  TO  H  M.  AIR  FORCE.) 


Telegrams: 
"ELASTICS,  LONDON. 

Telephone : 
CITY  22. 


ESTABLISHED  1912 

CONTRACTORS   TO    H.M.   AIR  MINISTRY 


THE 


MARIN 


AVIATION  WORKS,  LTD 


DESIGNERS  & 
CONSTRUCTORS  OF 


FLYING  BOATS. 


London    Office  : 
DONINGTON   HOUSE,   NORFOLK  STREET, 
STRAND,  W.C.2. 

Telephone— CENTRAL  7770. 


Telephone— WOOLSTON  37  (2lin.es). 

Telegrams  &  Cable  Addrkss — 
'•  SUPERMARIN,  SOUTHAMPTON." 

Cable  Codes-WESTERN  UNION,  UNIVERSAL,  & 
FIVE  LETTER  EDITION. 
A.B.C    5th  EDITION. 

Offices,  Works  and  Flying  Waters  : 

SOUTHAMPTON,  Eng. 


H.  SCOTT-PAINE,  Director  &  General  Manager. 


KINDLY    MENTION    ;'  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


24o     (supplement to  them.. Aeronautical  Engineering 


JULY  1 6,  I919 


The  Great  Endurance  Test 


In  preparing  for  a  great  liability  trial  like  the  Atlantic  Flight,  nothing 
must  be  left  to  chance. 

The  heart  of  the  aeroplane  is  the  engine,  and  on  the  staying  power 
of  the  engine  the  whole  success  of  the  trial,  together  with  the  lives  of 
the  aviators,  depends. 

The  Rolls-Royce  Eagle  Engine  has  rightly  won  for  itself  a  .'pedal 
reputation  for  reliability,  which  has  been  once  more  confirmed  by  its 
latest  success. 

A  very  great  factor  in  the  success  of  Rolls-Royce  engines  is  the 
attention  paid  by  their  makers  to  the  materials  from  which  they  are 
manufactured. 

Past  experience  with  Firth's  Steels  has  convinced  them  that  these 
materials  may  be  relied  upon  to  comply  consistently  with  specification, 
and  to  be  uniformly  free  from  hidden  defects  and  other  troubles. 

This  is  why  Firth's  Alloy  Steels  were  largely  used  in  the  con- 
struction of  the  Rolls-Royce  Engines  which  accomplished  the  Atlantic 
Flight. 

THOS.    FIRTH    &    SONS,  lTD., 
SHEFFIELD. 


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July  16,  1919 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplane.) 


24I 


THE 


SSOeiATION 


Policies  issued  by  Underwriting  Members  of  Lloyd's  the  Eagle,  5tar 
and  British  Dominions  Insurance  Co  ,  Ltd.,  and  the  Excess 
Insurance  Co.,  Ltd,,   for   whom   the  Association  acts  as  Agents. 


POLICIES 


Cover  all  classes  of 
Aviation  Risks. 


Accidental  Damage  under  all  circumstances  to 
Aircraft  ot  all  descriptions,  including  Fire,  Burglary, 
and  Theft     (Profit  Sharing  Policies). 

Covering  Policies  of  various  kinds  to  meet  the 
requirements  of  Carriers  by  Air. 

MINIMUM 
RATES. 


Accidental  Damage  to  Cargo. 

Personal  Accident  to  male  Pilots  of  Aircraft, 

to  Crew  and  Passengers. 

Third  Party  Risks  of  all  descriptions. 
Accidental  Damage  from  Aircraft. 

MAXIMUM 
SECURITY. 


h     ROYAL      EXCHANGE      AVENUE,      LONDON,  E.C.3. 


Telephone  i    LONDON  WALL  9944. 


Oven  Furnaces  constructed  and  fired 
on  the  DAVIS  Patent 


(REGD.  TRADE  MARK) 


PRINCIPLE 


show  a  Saving  in  TTfl  o 
Gas   Consumed  of 


33i°/o 


as  compared  with  any  other 
known  system  of  Oven  Fur- 
nace Firing  with  Town's  Gas 


PROOF  BY  DEMONSTRATION  ARRANGED 


PAMPHLET  GRATIS 


The  Davis  Furnace  Company  (Proprietors:  The  Da™ Gas  stove c0.  Etd.) 

THE  DIAMOND   FOUNDRY,  LUTON 


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242      (Supplement  to  thb  aeroplane.)  Aeronautical  Engineering  JULY  16,  IQIQ 


The  Original  NON-POISONOUS. 

Titanine  Dope 

is  strongly  recommended  for 

PRIVATE  and  COMMERCIAL 

AEROPLANES. 


Absolutely  unequalled  for  Durability. 


There  is  no  CONTROL  on  Dope  for  the 
above  types  of  machines. 


Titanine  is  the  most  economical  and  offers  the 
greatest  resistance  to  flame. 


Complete  Doping 

PROMPT  WWW  c  u 

Mimkfm  schemes 

DELIVERIES.         WWW       u       A  v 

submitted  on  application. 


TITANINE  LIMITED, 

175,  PICCADILLY,  T1„ 

Telephone  Telegrams: 

Gerrard  2312.  LONDON    W.  1  *  Tetrafree,  Piccy, 

'         *    *  London. 


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July  16,  1919  Aeronautical  Engineering  (SupplemeDt  to  ?Bt  243 


The  Bristol  M.R.I   AUuietal  Biplane  (170  h  p.   Hispano  Sui/a  engine). 


Speed  at  5,000  feet   127  m.p.h. 

Speed  at  10,000  feet  ...   117  m.p.h. 

Landing  speed    49  m.p.h. 

Climb—  • 

To  5,000  feet    3.5  minutes. 

To  10,000  feet    9.0  minutes. 

To  15,000  feet   19.0  minutes. 

Disposable  load  apart  from  fuel  260  lbs. 

Total  weight  of  machine  loaded  1,300  lbs. 

THE  BRISTOL  ALL-METAL  M.R.I.  BIPLANE. 

The  Bristol  all-metal  biplane  is  more  or  less  an  all-metal  Bristol 
"Fighter"  with  sundry  modifications  and  was  designed  primarily 
for  use  in  countries  where  extremes  of  heat  and  coid  might  have 
a  detrimental  effect  on  woodwork. 

■Metal  has  entirely  replaoed  wood  in  the  construction,  and  the 
fuselage  being  constructed  of  aluminium  and  steel  can  be  easily 
dismantled  for  transport  and  storage  purposes.  The  wings,  which 
are  unstaggered  are  of  all-steel  construction.  The  fuselage  is 
slung  between  the  planes,  as  in  the  Bristol  "Fighter,"  but  the 
lower  centre  section  is  completely  cut  away,  leaving  the  two  main 
spar  tubes,  to  which  are  attached  the  two  lower  centre  section 
struts. 

SPECIFICATION. 

Type  of  machine    Two-seater  Biplane. 

Name  or  type  No.  of  machine   All-Metal  M.R.I 

Purpose  for  which  intended    Fighting  and  Reconnaissance. 

Span   42  ft.  2  in. 

Gap   1-   5  ft.  11  in. 

Overall  length    27  ft. 

Maximum  height    10  ft.  3  in. 

Chord    6  ft. 

Total  surface  of  wings    45S  sq.  ft. 


Total  area  of  tail    27. S  s-q.  ft. 

Area  of  elevators  .„   30  sq.  ft. 

Area  of  rudder    8.25  sq.  ft. 

Area  of  fin   7.8  sq.  ft. 

Engine  type  and  h.p   170-h.p.  Wolselcy  "Viper," 

Airscrew    8  ft.  10  in.  diam.  ;  5  ft.  7  in. 

pitch;  1,700  r.p.m. 

Weight  of  machine  empty    1,700  lbs. 

Load  per  sq.  ft   6.13  lbs. 

Weight  per  h  p   16.5  lbs. 

Petrol  tank  capacity    50  gallons. 

Oil  tank  capacity    5  gallons. 

Performance — 

Speed  low  down    no  m.p.h. 

Speed  at  5,000  feet   106  m.p.h. 

Speed  at  10,000  feet    98  m.p.h. 

Landing  speed    47  m.p.h. 

Climb — 

To  5,000  feet    8  minutes. 

To  10,000  feet   20  minutes. 

Disposable  load  apart  from  fuel  630  lbs. 

Total  weight  of  machine  loaded  2,810  lbs. 


THE  BRISTOL  TRIPLANE  "BRAEMAR"  MARK  II. 

'Ihe  Bristol  "Braemar"  was  originally  designed  as  a  long-dis- 
tynce  bomber,  but  owing  to  the  Armistice  coming  when  it  did  the 
machine  was  never  used  on  active  service.  It  is  now  being  slightly 
modified  to  do  duty  as  a  passenger-carrier  and  commercial 
machine. 

It  is  a  four-engined  triplane  with  a  single  fuselage  and  with 
the  four  engines  fixed  in  pairs  tandein-wise  driving  two  tractors 
and  two  pushers  on  either  side  of  the  fuselage. 

In  its  original  form  the  fuselage  had  accommodation  for  one 
gunner  in  the  nose,  two  pilots  just  in  advance  of  the  main  planes 
and  another  gunner's  cockpit  midway  between  the  planes  and  the 
tail  unit.    The  tail  is  a  biplane  with  triple  rudders. 

The  main  planes  are  slightly  swept  back  and  ailerons  are  fitted 
to  the  two  upper  planes  only. 
The  main  planes  are  made  to  fold. 


Threequnrter  Rear  View  of  the  Bristol  '*  Bratrnar  "  Triplane  ■  lour  400  h.p.  Liberty  engines). 


244      (supplement  to  the  Aeroplane.)  Aeronautical  Engineering 


July  i(6,  1919 


SPECIFICATION. 

iype  of  machine — Four-engined  Tripians. 
Name  or  type  No.   of  machine — ".  Brac- 

mar  "  Mark  II. 
Purpose   for  which  intended — Bomber  or 

Passenger-carrier. 
Spin — Top.  Si  ft.  8  in.  ;  centre,  81  ft.  8 

in. ;  bottom,  78  ft.  3  in. 
Gap — 7  ft.  i\  in. 
Overall  length — 51  ft.  6  in 
Maximum  height — 20  ft.  o  In. 
Chord— 8  ft.  6  in. 

loial  surface  of  wings — 1,905  sq.  ft. 

Total  area  of  tail — Top,  51.5  sq.  ft.  ;  bot- 
tom, 45  sq.  ft. 

Area  of  elevators — Top,  42.5  sq.  ft.  ;  bot- 
tom, 42.5  sq.  ft. 

\rea  of  rudder — 25  sq.  ft. 

Area  of  fin — 28.2  sq.  it. 

Engine  type  and  h.p.  —Four  Liberty  en- 
gines. 1,640  h.p.  (total). 

Airscrew — Front  (two),  70  ft.  2  in.  diam.  ; 
6  ft  11  in.  pitch;  rear  (two),  9  ft. 
2  in.  diam.  ;  7  ft.  5  in.  pitch ;  1,750 
r.p.m. 

Weight  of  machine  err.pty — 10,650  lbs. 
Load  per  sq.  ft. — 8.6  lbs. 
Weight  per  h.p. — 10  lbs. 
Petrol  tank  capacity— 450  gallons. 
Oil  tank  capacity — 40  gallons. 
Performance — 

Speed  low  down — 125  m.p.h. 

Speed  at  5,000  feet — 122  m.p.h. 

Speed  at  10,000  ft. — 113  m.p.h. 

Landing  speed — 55  m  p.h. 
Climb — 

To  5,000  ft  — 6  minutes. 

To  10,000  feet — 13  minutes. 
Disposable  load  apart  from  fuel — 1,940  lbs. 
Total   weight   of  machine  loaded— 16,500 
lbs. 

THE  BRISTOL  SCOUT,  TYPE  F.l. 

The  Bristol  scout,  type  Fi,  is  a  recent  production  of  the  Bristol 
firm  and  was  about  to  be  put  in  production  when  the  Armistice 
was  signed.  The  fuselage  is  very  deep  and  carries  in  its  nose  a 
200  Sunbeam  "Arab."  The  main  pk.nes  show  the  principal  de- 
parture from  standard  Bristol  practice  in  that  the  lower  plane  is 
of  smaller  chord  than  the  upper  one  so  as  to  improve  the  pilot's 
range  of  vision  downwards.  One  set  of  three  struts,  in  the  form 
of  an  N,  are  fitted  on  either  side  of  the  fuselage  and  are  inclined 
outwards  from  the  base.  Ailerons  are  fitted  to  the  upper  plane  Only 
The  tail  plane  and  undercarriage  are  of  normal  type.  Armament 
consists  of  two  fixed  Vicker's  guns  fitted  on  top  of  the  fuselage 
and  firing  through  the  propeller  with  the  usual  form  of  fire-control 
gear.  The  machine  shows  a  speed  of  128  m.p.h.  at  10,000  feet, 
to  which  height  it  climbs  in  8^  minutes. 


The  "Braemar  "  T'.iplane  in  the  Air. 


SPECIFICATION. 

Type  of  machine    Single-seater  Biplane. 

Name  or  type  No.  of  machine  ...     Scout  F.i. 

Purpose  for  which  intended    Fighting  and  Reconnaissance. 

Span    Top,  29  ft.  6  in.  ;  bottom,  26 

ft.  2  in. 

Gap    5  ft.  1  in. 

Overall  length     20  ft.  10  in. 

Maximum  height    8  ft.  4  in. 

Chord    Top,  5  ft.  7  in.  ;  bottom,  4  ft. 

1 1  in. 

Total  surface  of  wings    260  sq.  ft. 

Total  area  of  tail    15  sq.  ft. 

Area  of  elevators    14.5  sq.  ft. 

Area  of  rudder    5  sq.  ft. 


One-engine  Installation  of  the  "  Braemar  "  Triplane,  showing  the  two  Liberty  Engines  Ik  ck  to  back. 


July  16,  1919 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplane.) 


245 


Westland  Seaplane 


Short  Seaplane 
2oo  hp.  Canton 


Sopwith  Strutter 


Westland  Wag2aU 


Westland 


Weasel 


These  Illustrations  give  an  idea 
of  the  range  of  our  War 
production,  which  included 
machines  of  Westland  design. 

Westland 

Aircraft 

Works 


(Branch  of  Petters  Limited) 


Yeovil 


The  same  design  staff  and  or- 
ganization will  deal  with  Peace 
enquiries,  and  our  private  aero- 
drome is  available  for  testing. 


Vickers 


Vimy 


Short  Seaplane 
225  hp.  Sunbeam 


D.H.  9a 


Telephone  :  Yeovil  141 
Telegrams  :  Aircraft,  Yeovil 


KINDLY    MENTION    "  THE    AEROPLANE  ''    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


246  (Supplement  to  The  Aeroplane.)    Aeronautical  Engineering 


July  16,  1919 


i  /\ 

1 

1  ^ 

J|I~.,"  1 

'                          .<  ■  ■■ 

Rear   View  of  (he  "  Braeinar  "  Ttiplane. 


diam.  :  9  ft.  pitch  ; 
-1,300  lbs. 


Area  of  fin — 4.1  sq.  ft. 

Engine  type  and  h.p. — 200  h.p.  Sunbeam 

"  Arab." 
Airscrew — 9  ft.  2  ins. 

1,155  r.p.m. 
Weight  of  machine  envpty- 
Load  per  sq.  ft. — 8.08  sq.  ft. 
Weight  per  h.p. — 10  lbs. 
Petrol  tank  capacity— 32  gallons. 
Oil  tank  capacity — 5  gallons. 

Performance — 
Speed  low  down — 138  m.p.h. 
Speed  at  5,000  feet — 135  m.p.h. 
Speed  at  10,000  feet — 128  m.p.h. 
Landing  speed — 49  m.p  n 

Climb- 
To  5,000  feet — 3.7  mip'  lei. 
To  10,000  feet — 3.5  minutes. 
To  15,000  feet — 16  Hiinutes. 
Disposable  load  apart  from  fuel — 450  lbs. 
Total    weight    of    machine    loaded  2,100 
lbs. 

A  later  edition  of  the  machine  has  been  fitted  with  a  Cosmos 
"  Mercury  "  engine  of  315  h.p.,  and  has  given  very  fine  perform- 
ances therewith 

THE  BRISTOL  "  BADGER.  ' 

In  addition  to  the  machines  described  above,  ihe  Bristol  firm 


The  Twin  Pilot  Seats  of  the  Bristol  "  Braemar  "  Triplane,  showing  the  various 
controls   for  the  throttles,    switches,   altitude  regulator,  magneto  advance  and 
retard,  for  the  foui  engines. 


One  Side  of  the  Chassis  of  the  "  Braemar  "  in  skeleton  form. 

have  recently  produced  a  small  two-seater  of  high  performance, 
known  as  the  "  Badger,"  of  which  no  particulars  are  available 
beyond  the  fact  that  one  has  been  fitted  with  the  Cosmos  "Jupiter" 
engine  of  450  h.p. 


A  photograph  of  this  rr  uchine  in  the 
air  is  given  on  page  248,  from  which  it 
may  be  seen  that  the  machine  is  a  small 
single  bay  machine  generally  similar  to 
the  type  F.i  single-seat  Scout. 

It  is  understood  that  this  machine  is 
of  roughly  35  ft.  span,  and  that  the  total 
weight  loaded  is  a  little  urider  3,000  lbs  , 
and  that  it  has  reached  a  speed  of  about 
140  m.p.h. 

It  is  hoped  to  describe  this  machine  in 
detail  at  an  earl}'  date 

THE  STANDARDISATION  OF 
CHAINS. 

The  demands  made  by  the  Allied 
Governments  for  driving  chains  for  all 
purposes  during  the  war  made  it  necessary 
for  the  British  Driving  Chain  Manufac- 
turers to  collaborate.  The  benefits  accru- 
ing from  the  co-operation  were  so  marked 
that  a  permanent  Association  has  now 
been  formed  to  standardise  chains,  and  to 
keep  down  line  cost  of  chain  driving  to 
face  competition  with  other  forms  of 
transmission. — The  members  are  : — The 
Alfred  Appleby  Chain  Co.,  Ltd.  ;  Bramp- 
ton Bros.,  Ltd.  ;  the  Coventry  Chain  Co., 
Ltd.  ;  and  Hans  Renold,  Ltd. 


JULY  l6>  im  Aeronautical  Engineering  (Supplement to  THE AEROPMN,,  247 


GWYNNES 

LIMITED. 


CONTRACTORS  TO   H.M.  GOVERNMENT 
MANUFACTURERS  AND  SOLE   LICENSEES  IN  THE   BRITISH  EMPIRE 

"CLERGET"  PATENT  AERO  ENGINES 


ENGINEERS,  LONDON. 

■'©WYNNE  LONDON." 


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(Supplement  to  The  Aeroplane.) 

Aeronautical  Engineering 


July  16,  1919 


LONGITUDINAL  STABILITY. 

The  following  letter  has  been  received  :— 

Sir— In  reply  to  Mr.  J.  D.  North's  criti- 
cism of  my  notes  on  Longitudinal  Stability,  I 
quite  agree  that  in  a  dive  at  limiting  speed  a 
main-plane  moment  of  importance  is  present, 
but  do  not  follow  his  remark  concerning 
equilibrium  in  this  condition. 

I  think)  it  is  perfectly  clear  that  in  my 
treatment  equilibrium  is  maintained  at  one 
speed  only,  a  speed  initially  fixed  by  the  de- 
signer, and  the  object  of  my  investigation 
was  specially  to  find  a  way  of  determining 
the  combination  of  area  and  angle  of  the  tail, 
such  that  at  any  other  speed,  and  with  the 
C.G.  in  any  position  within  reason,  there 
would  be  a  couple  present  which  would  tend 
to  restore  the  machine  to  the  attitude  corre- 
sponding to  this  speed  of  equilibrium. 

I  rather  took  it  for  granted  that  in  a  nose 
dive  the  case  would  be  O.K.  as  far  as  couple 
was  concerned,  but  I  wished  to  emphasise  the 
fact  that  a  small  tail  set  to  a  large  angle 
would  be  subjected  to  a  great  increase  of 
pressure,  and  the  loading  in  a  dive  might 
easily  be  excessive,  whilst  in  each  case  other 
than  diving  the  tail  might  be  quite  satis- 
factory. 

The  opening  paragraph  in  this  section  of 
the  notes  reads  :  "...  for  if  the  loading  is 
too  high  under  these  conditions  a  lower  value 
(of  loading)  will  have  to  be  substituted  and 
new  value  obtained  for  area  and  angle." 

I  should  greatly  appreciate  criticisms  from 
other  designers,  and  if  there  are  points  which 
they  regard  as  misleading,   would  they  please 
verse,  as  up  to  the  present  I  have  found  the  method  gives  very 
good  results. 

(Signed)       Clifford  W.  Tinson. 


The  New  Bristol  Two=seater  "  Badger  "  (450  h.p.  Cosmos  Jupiter    Engine)  about  to  land. 


give  chapter  and 


INDUSTRIAL    RECONSTRUCTION    AND  THE 
POPULACE. 

The  Industrial  Reconstruction  Council,  the  chairman  of  which 
is  Mr.  Ernest  Benn,  is  doing  its  best  to  inculcate  a  proper  spirit 
into  both  employers  and  workpeople  in  these  days,  in  accord- 
ance with  the  policy  of  the  Rt.  Hon.  J.  H.  Whitley,  M.P.,  the 
originator  of  the  famous  Whitley  Trade  Councils. 

In  support  of  this  policy  the  Industrial  Reconstruction  Council 
is  organising  a   series   of  meetings   at  Tower   Hill,    a  locality 


which  has  hitherto  been  devoted  either  to  executions  or  to  agi- 
tations. These  meetings  take  place  every  Monday  at  i  o'clock, 
so  as  to  catch  the  City  workers  during  their  lunch  hour.  Last 
Monday,  for  example,  the  speaker  was  Col.  Alan  Burgoyne, 
M.P.,  who  has  been  considerably  concerned  with  aviation. 

It  is  also  of  interest  to  note  that  on  the  Executive  Council  of 
the  I.R.C.,  the  chairman  is  Lieut. -Col.  C.  L'Estrange  Malone, 
M.P.,  late  Wing  Commander  R.N.A.S.,  and  among  the  mem- 
bers are  Sir  Charles  Allom,  of  the  Gosport  Aircraft  Company ; 
Mr.  Wilfred  Hill,  of  the  County  Chemical  Company,  Birming- 
ham, who  has  long  been  interested  in  Aircraft ;  Sir  Alexander 
Roger,  formerly  of  the  Ministry  of  Munitions,  who  has  also 
done  good  work  for  the  Flying  Services  ;  and  Mr.  H.  V.  Roe, 
late  Lieut.  R.A.F.  and  formerly  of  A.  V.  Roe  &  Co.,  Ltd.  So 
that  there  is  considerable  aircraft  interest  in  the  Council. 

Thfse  meetings  should  be  worth  attending. 


The  Bristol  "  Braeinar  "  and  the  "  Limousine,''  taken  from  a  Bristol  Fighter. 


AN   AERONAUTICAL  CORRESPOND- 
ENCE  SCHOOL. 

A  correspondence  school  dealing  entirely 
with  Aeronautical  subjects  has  been  opened 
at  Harrow  by  Capt.  Herman  Shaw,  B.Sc, 
A.R.C.S.,  A.F.R.Ae.S.,  late  R.A.F.,  since 
his  demobilisation  ftom  the  R.A.F. 

In  addition  to  active  service  work  with 
seaplanes  and  other  machines  on  patrols 
over  the  North  Sea,  Capt.  Shaw  was  foi^ 
some  considerable  time  employed  as  an 
instructor  and  lecturer  on  the  theory  of 
Flight  and  similar  subjects  by  the  R.N.A.S. 

Capt.  Shaw  has  secured  the  services  of 
two  other  ex-R.A.F.  officers,  Capt.  A.  H. 
Munday  and  Lieut.  J.  FitzGerald  to  assist 
in  the  operations  of  the  school. 

Inquiries  relating  to  the  various  courses 
of  instruction  offered  should  be  addressed  to 
the  Harrow  College  of  Aeronautics,  Pinner 
Road,  Harrow. 

AMERICAN  AIRCRAFT  IN  EUROPE. 

Mr.  F.  G.  Diffin,  president  of  the  United 
Aircraft  Engineering  Corporation,  52, 
Vanderbilt  Avenue,  Now  York,  left  New 
York  on  the  "  Bahic  "  on  July  1st  and 
should  by  now  be  in  London.  He  is  mak- 
ing this  trip  for  the  purpose  of  establishing 
a  London  branch  and  of  taking  up  various 
u. alters  pertaining  :o  commercial  aviation 
•vith  London  manufacturers.  He  will  stop 
ft  (he  Savoy  Hotel.  This  information  may 
be  of  interest  to  the  British  Aircraft  In 
dustry. 


July  16,  1919 


Aeronautical  Engineering  (SuppleB1ent to  5** ^  249 


Armstrong,  Whitworth 

Newcastle  -  upon -tyne. 


TELEPHONE  >    500  GOSFORTH. 
TELEGRAMS:-    ARMSTRONG  AVIATION, 

NEWCASTLE  -  ON  —TYNE. 


RENE  TAMPIER 


CONSTRUCTING  ENGINEER, 

INVENTOR  AND  PATENTEE 

CONTRACTOR    TO    H.M.    AND    ALLIED  GOVERNMENTS. 
PARIS.         LYONS.  TURIN. 


BLOGTUBE  CARBURETTORS, 
COMPLETE. 

BLOCTUBE   PETROL  VALVES. 

BLOC1UBE  CONNECTIONS. 


BLOCKTUBE  CONTROLS. 

Large  Variety  of  Models. 

INTERMEDIATE  BRACKETS. 

Straight  or  Bell  Crank. 


BLOC  TUBE  CARBURETTOR  WORKS, 

DANE  VIERE    STREET,   PUTNEY,   LONDON,  S.W.15. 


Telephone  -  PUTNEY  24.2. 


Telegrams— "TUB  LOCARB,  PUT,  LONDON.1 


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250 


(Supplement  to  The  Aeroplane.) 


Aeronautical  Engineering 


July  16,  1919 


AEROPLANES  AIRSHIPS 

AERO-ENGINES  // 


PASSENGER 
POSTAL 


IAIM  BEARDMORE&  C°.LTD. 

I  NAZAL  CONSTRUCTION  WORKS, 


y  DALMUIR,  DUMBARTONSHIRE. 

AERODROMES  {,  HANGARS  AT  DALMUIR  4,  IMCHINNAN. 


"STEEL"  -  The 
Edgar  Allen  Service.— (7) 

If  you  have  a  difficult  problem, 
let  our  Research  Laboratories 
and  Technical  Staff  assist  jou. 
Advice  free  and  confidential. 
The  following  literature  you  may 
also  find  helpful. 

Edgar  Allen's 

Catalogue  "D."  Aircraft  and 
Motor  Car  Steels. 

Facts  About  Files.  Hints  and 
a  Price  List. 

Catalogue  "G."  Tool  Steels,  etc., 
"K.c,"  Oil  Hardening  Steel,  an 

Illustrated  Folder. 
Other  literature  in  next  advertise- 
ment. 

Write  for  whichever  interests  you, 
stating  name  oj  firm. 

Edgar  Allen  &  Co.  Limited 


1*1 


Illustrated 
Catalogue 
&  patterns 
Post  Free. 


Capt.  Sir  John  Alcock  K.B.E.;  D.S.C. 

unreservedly  endorses  the  ( 
manifold  advantages  of 

BURBERRYS 
CARAPACE 
AIR-SUIT 

"  I  am  writing  to  tell  you  how  very 
satisfactory  the  outfit  has  proved  which 
I  ordered  from  you  for  the  Atlantic 
flight. 

"  Although  in  continual  mist,  rain,  or 
sleet,  and  the  altitude  varying  from 
200  to  11,000  feet,  causing  great  varia- 
tion of  temperature,  I  kept  as  dry, 
warm  and  comfortable  as  possible 
under  such  conditions. 

"  This  is  a  wonderful  achievement  even 
for  '  Burberry,'  especially  considering 
that  I  never  adopted  any  electrical  or 
other  artificial  means  of  heating,  and 
that  no  rubber  is  used  in  your  water- 
proofing. 

"I  feel  you  are  entitled  to  know  how  Burberry  CarapacV  Air-suit 

Pleased    I    was    with   your    airman's  A  thoroughiy  practical  one- 
dress.  — /.  ALCOCK,  Capt.,  D.S.C.    piece  overall  suit  that  com- 
pletely   covers    the  airmau 
Flying  &  R.A.F.  Kit  In  2  to  from  head  to  heel  ensuring 

.  warmth  and  comfort  under 

4  Days  or  Ready -to -Wear.  the  severest  conditions. 

BURBERRYS  Haymarket  S  W.l.  LONDON 
8  &  10  Boul.  Malesherbes  PARIS  ;  and  Provincial  Agents 


During  the  War 
we  have  specialised  in 

ROOFS 

and 

ROOF-COVERINGS 

for 

HANGARS 


If  you  will  write  us  for  particulars  and  Booklet 
"  R,"  our  experience  is  at  your  disposal. 


D,  ANDERSON  &  SON,  Ltd. 
Lagan  Felt  Works, 
BELFAST. 

Roach  Road  Works,  Old  Ford,  London,  E. 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISER3 


Aeronautical  Engineering  ^upplefileilt t0*«A^N*,  25i 


July  16,  1919 


THE  PATENTS  INDEX. 

The  subjoined  list  of  recent  inventions  has  teen  specially  com- 
piled by  The  Aeroplane  from  the  Current  Official  Patents 
Records  : —  •  . 

Patents  Applications. 
Ambrose,  J.  G.    Airships.     No.  10703.     April  30th. 
Benard,  H.  L.   M.  J.     Flash-lights  for  aerial  navigation.  No. 

10S71.    May  2nd. 
Benard,  H.  L.  M.  J.     Signal  lights  for  ae. ial  navigation.  No. 

10981.    May  1st. 
Bevan,  S.  P.     Parachute  for  attachment  to  aircraft.     No.  10461. 

April  28th. 

Bickford,  F.  W.  Spirit  levels  for  aerial  machines,  etc.  No.. 
"       10623.     April  29th. 

Blackburn  Aeroplane  and  Motor  Co.  Silencing-devices  for  in- 
ternal combustion  engines  for  aircraft,  etc.  No.  10704. 
April  30th. 

Desbleds,  L.  B.  Aerially-propelled  watercraft.  No.  10633. 
April  29th. 

Donovan,  J.  Floats  lor  flving-mach.'nes',  etc.  No.  11046. 
May  3rd. 

Fawcett,  A.  Apparatus  for  maintaining  a  camera  vertical  in 
aircraft,  and  apparatus  lor  registering  angle  at  which  a  photo- 
graph :s  taken.    No.  100)36.    May  2nd. 

Gralham,  A.  J.     Aerial  Machines.     No.   10631.     April  29th. 

Jarman,  C.  R.  , Means  for  braking  aircraft.  No.  1064 1.  April 
30th.  - 

Mclntyre,  D.  Level-indicators  for  aircraft.  No.  10611.  April 
29th. 

McKenzie,  Holland,  and  Wesunghouse  Power  Signal  Co.  Con- 
trol of- aerial  traffic.     No.  10627.    April  29th. 

McKenzie,  Holland,  and  Westinghouse  Power  Signal  Co.  Sig- 
nalling apparatus  for  aerial  traffic.     No.  10628.     April  29th. 

Payne,  A.  J.    Parachutes.     No.  10933.    May  2nd. 

Payne,  A.  J.    Toy  parachutes.    No.  10934.    May  2nd. 

Pinton,  C.  A.    Toy  aeroplanes,  et'.-.    No.  10752.    April  30th. 

Sheppard,  W.  S.    Airships.    No.  11044.    May  3rd. 

Wells,  T.  R.  Aerial  navigation  instruments.  No.  11037.-'  May 
yd.  < 

Benard,  H.  -L.  M.  J.    Signal  lights  for  aerial  navigation.  No. 

11798.    May  10th. 
Bosiock,  S.  H.  Hulls  of  flying-boats,  etc.  No.  11 134.  May  5th. 
Burdick,  H.  A.    Air  brake  for  aeroplanes.    No.  11626.    May  9th. 
Cuningham,  C.  L.    Making  aviators'  maps.    No.  tiSio.  May  rc. 
Fielding,  H.    Auto-mechanical  parachute  for  aircraft.  No.  1173c. 

May  10th. 

Hopkinson,  J.  Brewer-.    Aircraft..'  No.  11 129.    May  5th. 
McKillop,  J.    Clinometer  for  aircraft.    No.   11331.    May  6th. 
Meredith,    J.    W.    Undercarriages    of    aeroplanes.    No.  11699 
May  10th. 

Paine,  H.  Scott-.    Flying-boats,  etc.    No    >  1333.    May  6th. 
Pftch,  M.  T.    Aircraft.    No.  11354     May  7th 

Roid,  J.  Producing  signals,  announcement:-,  etc.,  from  aircraft. 
No.  11367.    May  7th. 

Rossignol,  L.    Helium-filled  airships.    No.   11344.    May  7th. 

Soc.  Anon,  des  Filatures  et  Tissages  d'Angers.  Shelter  for  aero- 
planes.   No.  1 1 190.    May  5th. 

Soc.  Marion  et  Cie.  Device  for  indicating  angle  for  correcting 
drift  of  aeroplane.    No.   11609.    May  9th. 

Sopwith  Aviation  and  Engineering  Co.  Internal  Combustion  en- 
gines.   No.  1 141 1.    May  7th. 

Spafford,  E.  F.  J.    Aircraft,  etc.,  propellers.    No.  11479.  May  Sth. 

Taylor,  G.  I.    Parachutes.    No.  11816.    Mav  10th. 

Triscott,  C.    Aircraft.    No.  11574     May  8.1  h. 

Willans,  P.   W.    Optical  systems  for  aircraft   observation.  No. 

1 1 700.    May  10th. 
Ximenes,  E.    Apparatus  for  maintaining  buoyancy  of  aeroplar.es 

alighting  on  water.    No.  11645.    May  9th. 

Complete  Specification's  Accepted,  prints  of  which  can  be 
obtained  on  and  after  may  22.nd,  ii)i_0. 

12.1,466.  Dec.  r2th,  1917.  Soc.  des  Mateurs  Salmson.  Junc- 
tion-piece for  connecting  together  certain  structural  member? 
of  an  aeroplane. 

121,467.  Dec.  13th,  1917.  Soc.  des  Moteurs  Salmson.  Metal 
fitting  for  aeroplane?  for  fixing  the  ribs  of  the  horizontal 
rudder  on  the  shaft  of  said  rudder. 

125,570.  Dec.  31st,  1918.  Wesibury.  C.  F.  Tail  skids  for 
aeroplanes. 

125,591.  Aug.  28th,  ^916.  Martin,  J.  V.  Aircraft  running  and 
alighting  device. 

125,606.  Sept.  jth,  1916.  Bentley,  H.  B.,  and  Blackburn  Aero- 
plane and  Motor  Co.  Engine  cut-out  switches  for  aerial 
machines 

3.25,613.    Sept.  8th,  1916.    Anderson,  W.  J.,  and  Chapman,  J.  B. 

Airship  shed  doors  which  require  ballast  or  balancing  weight 

to  prevent  overturning. 
125,614.    Sept.  9th,  1916.     Power,  R.F.     Device  for  restraining 
"  and  releasing  aeroplanes  in  starting. 


125,617.  Sept.  iz-th,  1916.  Yickers  Ltd.,  and  McKechnie,  J. 
Manufacture  of  fabrics  for  airships,  b.'iUooris,  and  similar 
craft. 

125,620.  Sept.  15th,  1916.  Royce,  F.  H.,  Day,  B.  I.,  and  Rolls- 
Royce,  Ltd.  Structures  for  supporting  outboard  aircraft 
propellers. 

125,636.     Sept.  26th,   1916.     Vickers   Ltd.,   and   McKechnie,  J. 

Fabrics  for  the  gas  bags  of  aircraft. 
125,640.     Sept.   28th,    1916.     Ricardo,    H.   R.     Driving  of  air 

propellers  and  methods  of  mounting  the  same. 
125,043.    Sept.  30th,  1916.    Gaunt,  J.     Controls  for  aircraft. 

125.647.  Oct.  5th,  1916.  Coates,  J.  U.  Fire-balloon  for  search- 
light practice  and  for  other  purposes. 

125.648.  Oct.  6th,  1916.  Nestler,  F.  O,  and  Nestler,  Ltd.,  F.  C. 
Aeroplane  hangars  and  like  sheds. 

125.654.  Oct.  12th,  1916.  Smith,  W.  T.  Apparatus  for  measur- 
ing the  speed  of  aircraft  and  for  sighting  gravity  shots 
therefrom. 

125.655.  Oct.  12-th,  1916.  Smith,  W.  S.  Aeroplanes  and  other 
aircraft. 

125,658  Oct.  14th.  1916.  Blackburn- Aeroplane  and  Motor  Co., 
Denison,  G.  H,  and  Wilson,  S.  Propellers  for  aerial 
machines. 

125.669.  Oct.  19th,  1916.  Smith,  W.  S.  Aeroplanes  and  other 
aircraft, 

125.670.  Nov.  29th,  1916.  Eugen,  C,  M.  von,  and  Letchford,- H. 
Construction  of  wings  and  the  like  for  aerial  machines. 

125,695.    March  20th,  191S.    Lewis,  F.  J.  Aeroplanes. 

125,735.    April  20th,  1918.    Cordner,  J.  Propulsion  of  aircraft. 

125,748.     April  24th,    1918.     Moonev,    D.    J.     Construction  of 

metal  spars  and  longerons  for  aircraft. 
125.774.    April  27th,  1918.     Ward,  T.  W.   H.     Construction  of 

wings  and  like  parts  of  aeroplanes. 
125,784.     Mav  1st,  1918.     Jones,  L.  Aeroplanes. 
125,827.    June.  22nd,  191S.    Perks,  E.  W.    Streamline  fairing  for 

aircraf  t.- 

125,864.  Aug.  31st,  1918.  Boulton  and  Paul,  and  North,  J.  D. 
Aeroplane  flying  machines. 

125,875.  Sept.  1 8th,  1918.  Miller,  H.  W.,  and  Bingley.  F. 
Cowlings  and  similar  casing  or  fairings  used  on  aircraft. 

125,893.  Nov.  13th,  191S.  Ritchie,  T.  M.  Airships  of  the  non- 
rigid  and  semi-rigid  type. 

123,085.  Feb.  Sth,  1918.  Soc.  des  Ateliers  d'Aviation,  L.  Breguet. 
Means  for  supporting  and  releasing  tanks  or  reservoirs  em- 
u'oved  in  connection  with  aircraft. 

CoMPtKTE  Spf.cifications.  Accepted,  prints'  of   which  can  he 

Ol.TAlNEL'  ON  AND  AI'iER  MAY  29TH,  KJfCf. 

126,029.  Oct.  31st,  1916.  Bruce,  R.  A.  Devices  for  attaching 
seaplanes  or  lighter-than-air  craft  capaDle  of  alighting  on  the 
water  to  .the  float  or  boats  whose  buoyancy  supports  them  hi 
that  medium. 

126,031.  Nov.  ist,  1916.  Sopwith  Aviation  Co.,  and  Sopwith, 
T.  Means  for  operating  the  tail  planes  of  aeroplanes  and 
the  like. 

126,040.  Nov.  9th,  1916.  Roe,  A.  V.  Strut  socket  for  use  on 
aircraft. 

126,045.  Nov.  14th,  1916.  Ryan,  A.,  and  British  Cellulose  and 
Chemical  Manufacturing  Co.  Spars,  rods,  tubes,  poles, 
masts  and  the  like. 

126,063.  March  20th,  1916.  Soc.  Lorraine  des  Anciens  Etab- 
lis^ements  de  Dietrich  et  Cie  de  Luneville  Carburetters  for 
aviation  motors. 

126,065.  Nov.  25th,  1916.  Peters,  J.  A.  Tail  planes  for  aaio- 
planes. 

'26,06b.  Nov.  25th,  1916.  Peters,  J.  A.  Anchoring  the  struts 
in  aeroplane  framework 

126,068.  Nov.  27th,  1916.  Brown,  W.  J.,  and  Shaw,  H.  Hol- 
low section  aerial  propeller. 

126,072.  Nov.  29th,  1916.  Sloper,  T.  Aeroplane  wheel  bear 
ings. 

126,085.    L^ec  1916.    Mayiow,   J  J.    Construction  of  air- 

craft  wings  and  aerofoil?,. 

126,087.  Feb.  28th,  1916.  Soc.  Anon  des  Estabiissements  Hut- 
chinson. Means  for  maintaining  the  staunchness  of  petrol 
lank-  when  pierced  bv  bullets 

126,105.    April  4th,  1918.    Morch,  J.  J.    Propellers  for  aircraft. 

126,15 v  ^'P:v  9th,  191?..  Jezzi,  P.  G.  L.  Screw  propellers  for 
aircraft. 


TRANS  ATLANTIC  MAGNfcTOS. 

To  those  who  arc  still  of  the  opinion  that  the  only  good  mag- 
netos are  German  magnetos,  it  will  be  of  interest  to  nole  that  the 
Sunbeam-Coat-alen  engines  which  drove  the  R. 34  froin  Edinburgh 
io  New  York  were  equipped  with  B.T.H.  magnetos  built  by  the 
iBfitisfa  Fhomson  Houston  Co.,  Ltd.,  of  Rugby.  The?e  magnetos, 
which  were  described  fully  in  The  Aeroplane  some  time  ago,  are 
all-British  in  design  and  construction  and  have  Secured  an  enviable 
record  during  the  war  for  reliability  and  efficiency. 


25^  (Supplement  to  The  Aeroplane.)    AerOnaUtlCal     Engineering  JULY    16,  IQIQ 

COPPERWORK  for  AEROPLANES 

Copper  Pipes  for  Oil,  Petrol  and  Water  Systems. 
Copper  Induction  Pipes— Cooling  and  Heating  Coils. 

SAMUEL  GRATRIX  JUN*  &  BRO*  Ltd., 

Alport  Works,  Quay  Street,  Deansgate,  MANCHESTER. 

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KINDLY    MENTION    "  THE    AEROPLANE  " 


WHEN    CORRESPONDING    WITH  ADVERTISERS. 


July  16,  1919 


Aeronautical  Engineering 


'(Supplement  to  The  Aeroplane.) 


253 


The  Essential  Reserve 

IN  THE  STRUGGLE  BETWEEN   HEALTH  and  disease 
the  lack  of  sustaining  food  is  often  the  cause  of  the  body's 
■urrender.    What  is  essential  is  a  reserve  of  strength  over  and 
above  the  needs  of  the  hardest  and  most  trying  day's  work. 

This  reserve  is  supplied  by  '  BYNOGEN,'  which  brings 
Strength  to  every  part  of  the  body.  It  maintains  full  nutrition 
by  nourishing  and  revivilying  brain,  nerves  and 
muscles.  'BYNOGEN'  is  specially  recommended 
for  nervous  Exhaustion,  Dyspepsia,  Insomnia,  ana 
all  enfeebled  conditions. 

•BYNOGEN'  is  a  concentrated  nutritive  food  with  a 
most  agreeable  flavour.  It  should  supplement  the  daily 
dietary  of  voung  and  old.  Those  who  take  it  regularly 
withstand  the  effects  of  overstrain,  and  enjoy  the  delicti tf u! 
feeling  of  vigour  and  well-being. 


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£. R.  Calthrop's  Aerial  Patents,  Ltd, 

Eldon  St.  House,  Eldon  Street,  London,  E.G. 2 


•  titpkoni  (*  Unis)— 
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HARLANDS 

VARNISHES. 

Copal  Varnishes  for  Airscrews. 

Copal  Strut  Varnish. 

Quick  Drying  Copal  Varnish. 

PAINTS. 

Grey  Aeroplane  Paint. 
White  Dope  Resisting  Paint. 
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(Battleship  Grey). 

WOOD  FILLER  (Transparent.) 
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FLUXITE,  LTD.,  316  Bevington  Street,  Bermondsey,  Eng. 
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2M 


(Supplement  to  The  Aeroplane.) 


Aeronautical  Engineering 


July  16,  1919 


For  the  past  few  years  we  have 
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air. 


THE 


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July  16,  1919 


The  Aeroplane 


255 


EMPIRE 

By 


PREFERENCE. 

"  MED  WAY." 


It  may  seem  rather  early  to  -raise  the  subject  of 
.  Imperial  Preference  as  applied  to  aircraft,  seeing  that  at 
present  the  Empire  Overseas  does  not  boast  of  an  estab- 
lished Aircraft  Industry,  and  at  first  sight  the  principle 
of  preferential  tariff  within  the  Empire  appears  perfectly 
simple  and  .eminentl}'  desirable. 

We  must,  however,  look  forward  to  the  time  when 
there  will  be  a  large  and  world-wide  demand  for  aero- 
planes, both  for  commercial  and  private  use,  and  con- 
sider how  the  adoption  of  Imperial  Preference  might 
affect  the  distribution  of  business  among  the  manufac- 
turing countries. 

Much  depends  on  the  basis  upon  which  Imperial  Pre- 
ference is  established.  Plitherto  there  has  been  a  one- 
sided system,  the  Overseas  Dominions  giving  preference 
on  a  somewdiat  modest  scale  to  the  Mother  Country  and 
to  the  other  Dominions,  while  Great  Britain  has  not 
reciprocated.  In  general  the  British  preference  was 
given  by  the  Dominions  in  respect  of  any  article  25  per 
cent,  of  the  value  of  which  was  represented  by  British 
labour  and  material.  Obviously  this  definition  had  the 
effect  of  classifying  as  British  a  lot  of  stuff  merely 
assembled  on  British  soil  from  components  manufactured 
abroad.  I  believe,  for  instance,  that  Ford  cars  assembled 
at  Manchester  have  been  freely  imported  into  vSouth 
Africa  on  preferential  terms  as  British  products. 

The  pre-war  scheme  was  really  in  the  main  a  mutual 
.arrangement  between  the  Overseas  Dominions,  each  of 
which  realised  that  assembl}'  was  a  step  towards  manu- 
facture, and  therefore  wished  to  encourage  it.  Thus,  for 
•example,  Canada,  without  necessarily  possessing  any 
genuine  manufacturing  concerns  in  the  motor  industry, 
could  encourage  American  manufacturers  to  put  up  big 
assembling  shops  on  Canadian  soil,  on  the  grounds  that 
-  the  products  of  these  shops  would  be  given  preferential 
terms  on  export  to  Australia  and  elsewhere. 

Needed  by  Aircraft  Manufacturers. 
This  brings  us  very  near  to  the  point  which  needs 
special  consideration.  British  aircraft  manufacturers 
■ought  certainly  to  have  some  advantage  in  their  home 
markets.  Import  duties  are  required  on  a  scale  calcu- 
lated to  restrict  very  much  the  activities  of  the  foreign 
aircraft  manufacturer  in  his  capacity  as  an  importer  to 
Great  Britain.  We  might  find  that  a  low  reciprocal 
tariff  would  serve  our  purpose  quite  well  in  most  cases, 
but  that  a  very  substantial  tariff  would  be  necessary  to 
keep  out  the  products  of  certain  foreign  countries. 

Let  us  suppose  that  we  put  on  a  general  duty  of  30 
per  cent,  with  a  preferential  tariff  amounting  to  the 
remittance  of  half  this  duty  in  respect  of  stuff  imported 
from  one  part  of  the  Empire  to  another.  The  business 
of  the  foreign  manufacturer  is  to  find  a  hole  in  our 
|p  system  so  that  he  can  evade  the  spirit  but  not  the  letter 
of  it.  Taking  the  figures  suggested  above,  the  Ameri- 
can manufacturer  importing  into  the  British  Empire 
would  pay  30  per  cent.  The  Canadian  manufacturer 
importing  into  other  parts  of  the  Empire  would  pay  only 
15  per  cent.  The  American  would  ask  himself  whether 
it  would  be  worth  his  while  to  qualify  as  a  Canadian. 
Obviously  much  depends  on  the  definition  of  "British 


goods  "  adopted  in  connection  with  our  system.  If  we 
are  to  accept  the  old  definition  which  classifies  as  British  • 
a  lot  of  stuff  which  is  three  parts  foreign,  all  the  Ameri- 
can has  to  do  is  to  stick  up  an  erecting  factory  half  a  mi le 
over  the  border  of  Canada  and  deliver  thence  to  all  othei 
parts  of  the  Empire.  The  Canadian  Government  might 
well  welcome  it  because  it  is  better  for  a  country  to  be 
an  assembler  than  to  have  110  industries  at  all.  We  in 
Great  Britain  have,  however,  got  be\-ond  that  stage. 
Our  object  is  to  be  a  .manufacturing  and  not  merely  an 
assembling  country. 

Little  or  No  Advantage. 
Our  scheme  should  therefore  be  such  that  the  assembler 
within  the  Empire  gets  little  or  no  advantage  over  the 
foreigner  when  he  wants  to  import  into  the  British  Isles. 
For  certain  temporary  purposes  the  Board  of  Trade  re- 
fuses to  regard  as  British  any  manufactured  goods  of 
which  less  than  75  per  cent,  of  the  value  is  represented 
by  British  labour  and  material.  We  should  not  go  far 
wrong  if  we  adopted  this  limit  in  respect  of  the  Aircraft 
Industry.  We  cannot  make  it  100  per  cent,  because  any- 
body might  find  it  necessary  to  import  a  certain  amount 
of  material  unobtainable  in  his  own  country.  At  the 
same  time  75  per  cent,  certainly  involves  manufacture 
as  distinct  from  assembly.  There  is  one  more  awkward 
point  which  ought  really  to  be  covered.  To  my  mind  no 
concern  ought  to  have  the  full  benefit  of  the  system  of 
Imperial  Preference  unless  the  greater  part  of  its  profits 
fall  into  the  hands  of  British  citizens.  When  a  purely 
foreign  concern  sticks  up  a  factory  011  British  soil,  the 
profits,  if  there  are  any,  must  necessarily  go  abroad. 
Therefore  the  industry  is  not  as  beneficial  as  it  should 
be  to  the  British  community.  The  point  is  a  very  diffi- 
cult one,  because  the  point  of  view  of  Labour  would  be 
that  it  does  not  matter  twopence  where  the  profits  go 
so  long  as  British  labour  is  emploj-ed  on  terms  satis- 
factory to  itself.  Consequently  one  could  not  expect 
any  support  from  labour  interests  for  a  proposal  to  with- 
hold preferential  terms  from  firms  financed  from  abroad. 

Unthinkable. 

The  President  of  the  Board  of  Trade  had  to  reply  re- 
cently to  a  suggestion  that,  for  preference  purposes,  it 
should  be  necessary  that  at  least  50  per  cent,  of  the  value 
of  goods  should  be  represented  by  labour  within  the 
Empire.  His  answer  was  that  a  single  percentage  which 
would  cover  all  classes  of  goods  was  unthinkable.  It 
was  necessary,  in  his  opinion,  to  have  a  percentage 
applying  to  each  particular  class  of  goods  affected,  and 
such  percentages  would  only  be  arrived  at  fairly  after 
elaborate  study. 

This  is  really  my  excuse  for  raising  the  subject.  We 
want  the  percentage  applicable  to  aircraft  to  be  some- 
thing like  75  or  So  per  cent.,  and  it  is  clear  that,  if  we 
are  to  get  this,  we  shall  have  to  prepare  a  statement  to 
show  that  any  lower  percentage  would  not  be  fair  or 
adequate  in  our  case.  The  subject  is  an  important  one 
to  the  British  manufacturing  industry,  and  this  must 
seive  as  my  apology  for  boring  my  reader  with  a  some- 
wdiat dry  dissertation. 


256 


The  Aeroplane 


July  16,  1919 


AVIATION  IN  SCOTLAND  :  FUTURE  PROSPECTS. 

By  A  Scottish  Correspondent. 

Though  playing  an  important  part  as  regards  aviation  during 
the  past  five  years,  Scotland  has  been  somewhat  slow  to  make  any 
progress  in  the  way  of  commercial  or  passenger  flying.  Firm's 
from  me  South  are,  however,  beginning  to  find  their  way  to  dis- 
tricts in  Scotland,  and  with  the  addition  of  the  older  established 
companies  which  have  been  carrying  out  war  contracts,  business 
promises  to  be  brisk  in  aviation  circles  in  this  country. 

The  firms  which  are  seriously  contemplating  future  travel  are 
mainly  concerning  themselves  with  attempting  to  obtain  the  su- 
preme control  of  any  service  which  may  be  run  from  the  South 
to  places  like  Edinburgh,  Glasgow,  Dundee,  Perth  and  Aberdeen, 
and  several  have  even  now  prepared  their  plans  for  the  efficient 
carrying  of  passengers  and  mails.  As  a  matter  of  fact,  a  service 
would  already  have  been  in  fairly  good  order  but  for  the  uncer- 
tainty which  exists  regarding  the  restrictions  which  the  Air  Minis- 
try may  impose. 

Still,  firms  like  Beardmore  and  Company,  of  Glasgow,  and  the 
British  Caudron  Company,  at  Alloa  (on  the  upper  teaches  of  the 
Forth  Estuary),  are  making  extensive  preparations  for  the  future, 
and  one  can  rest  assured  that  Scotland  will  not  be  very  far  behind 
England  when  commercial  aviation  is  assured  of  success,  and  has 
come  to  stay.  The  Glasgow  firm  are,  however,  building  airships, 
and  seem  more  intent  to  carry  out  post-war  duties  with  the  lighter- 
than-air  types  of  aircraft  than  other  firms,  and  it  is  probable  that- 
only  passenger  carrying  will  be  done  by  that  firm's  representatives. 

At  Alloa  the  British  Caudron  Company,  an  .  ffspring  of  the 
famous  French  company  are  merely  awaiting  word  as  to  the  re- 
laxing of  the  present  restrictions  before  commencing  work  as  the 
first  commercial  firm  in  Scotland.  At  the  Alloa  ground  there  are 
at  present  three  two-seater  Caudron  biplanes  with  ioo-h.p.  Anzani 
engines.  These  are  doing  the  necessary  pleasure  flying,  but  there 
-"->e  six  machines  of  the  same  type  on  the  Stocks  and  rapidly  nca>- 
ing  complpt'i" 

In  the  event  of  any  sudden  demand  for  commercial  work  the 
firm  propose  constructing  a  large  twin-engined  Caudron  biplane, 
which  will  either  carry  heavy  goods  or  fifteen  or  more  passengers. 
The  aerodrome  is  only  slightly  over  an  hour's  run  from  Edinburgh, 
Glasgow,  or  Perth,  so  1hat  it  is  conveniently  placed  for  the  con- 
veyance of  goods  to  any  of  these  large  cities.  In  conversation, 
the  manager  inf6rmed  the  writer  that  the  company  would  proba- 
bly, if  business  promised  to  be  heavy,  enter  into  negotiations  for 
the  taking  over  of  one  of  the  military  aerodromes  near  the  city 
of  Edinburgh,  such  as  Pension  (in  East  Lothian)  or  Turnhous'e 
(three  or  four  miles  from  the  Scottish  capital). 

Persons  who  are  interested  in  commercial  aviation  in  Edinburgh 
predict  an  extremely  busy  time  for  the  city,  and  in  all  likelihood 
the  capital  would  become  Ihe  centre  for  the  country.  An  indication 
of  how  important  Edinburgh  promises  to  become  was  given  at  a 
recent  meeting  of  one  of  the  sub-committee  meetings  of  the  Town 
Council  in  Edinburgh.  Numerous  applications  were  received  by 
the  Corporation,  applying  for  rights  for  flying,  both  commercial 
and  pleasure,  in  the  city  and  district.  As  the  Council  was  not 
sure  of  its  position,  the  whole  matter  was  held  over  until  answer 


was  received  from  the  Air  Ministry  regarding  several  important 
questions. 

The  principal  application  came  from  Aircraft  and  Travel 
(Ltd.),  intimating  that  the  company  had  been  registered  with  the 
object  of  promoting  commercial  aerial  transport.  Another  com- 
munication discussed  was  from  Lieuts.  Henshall  and  Caney  as  to 
leasing  ground  at  Portobello  (Edinburgh's  seaside  suburb)  for  the 
purpose  of  giving  residents  and  visitors  pleasure  flights.  It  is 
more  than  probable  that  both  these  requests  will  be  granted,  and 
there  is  every  hope  once  large  firms  note  how  important  a  part 
Scotland  will  have  in  aviation  fresh  companies  will  be  formed  ;  i 
ground  taken  over. 

There  are  a  number  of  suitable  grounds  in  Scotland.  Glasgow 
possesses  four  or  five,  Edinburgh  six,  and  the  country  round  Perth 
and  Aberdeen,  if  machines  went  as  far,  is  well  adapted  for  suc- 
cessful flying. 

There  is  still  some  hesitancy  on  the  part  of  the  Scottish  people 
to  come  forward  for  pleasure  flying,  but,  as  a  manager  of  an 
aviation  firm  (who  understood  the  cautious  Scot)  suggested  to  the 
writer,  this  will  probably  vanish  when  a  good  system  of  insurance 
is  in  working  order.  The  flying  which  is  taking  place  just  now 
is  fairly  brisk,  and  one  waits  for  the  time  when  aeroplanes  will  be 
patronised  by  almost  everybody.  This  day  is  sure  to  come,  and  in 
the  meantime  the  Scottish  firms  are  working  quietly  and  making 
steady  preparations  for  post-war  aviation. 

THE  NEW  HOME  OF  MR.  GLENN  CURTISS. 

The  many  friends  of  Mr.  Glenn  H.  Curtiss  throughout  the 
British  Empire  will  be  glad  to  know  that  he  is  now  established 
as  the  Curtiss  Engineering  Corporation  at  Garden  City,  Long 
Island,  New  York  State,  where  he  has  set  up  well-equipped 
shops  for  the  building  of  experimental  aircraft,  and  laboratories 
for  aeronautical  research. 

His  works  are  actually  about  20  miles  from  New  York,  in  con- 
venient proximity  to  the  U.S.  Naval  Flying  Station,  on  the  South 
Shore  of  Long  Island,  and  the  Sportsman's  Flying  Waters  in 
Long  Island  Sound,  on  the  North  Shore  of  the  Island ;  also,  he 
is  not  for  from  Hempstead  Plains  in  the  centra  of  Long  Island, 
so  that  he  is  exceptionally  well  placed  for  all-round  flying,  both 
of  land  and  water  machines. 

The  new  Curtiss  buildings"  are  of  the  most  permanent  type,  and 
are  designed  specially  for  aeroplane  development  work  rather 
than  for  pure  production,  Mr.  Curtiss's  idea  'being  to  produce 
better  and  better  aeroplanes  rather  than  to  settle  down  to  ruo  a 
kind  of  aeronautical  factory.  Two  wind-tunnels  embodying  the 
latest  ideas  have  been  installed  at  the  new  Curtis*  works,  and 
the  whole  place  is  equipped  to  make  it  a  first-class  research  and 
experimental  establishment. 

It  is  eminently  satisfactory  to  see  one  of  the  great  pioneers  ;f 
aviation  thus  continuing  to  do  really  valuable  pioneer  work  in- 
stead of  degenerating  into  a  mere  manager  of  a  quantity  produc- 
tion plant.  The  success  of  Mr.  Curtiss's  r-xperimental  plant  is 
demonstrated  by  the  performance  of  the  Curtiss-built  N.C.  boats 
which  crossed  the  Atlantic,  and  the  further  products  of  his  works 
will  be  w  atched  .  with  very  great  interest. 


July  i6,  igig 


The  Aeroplane 


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KINDLY    MENTION    "  THE    AEROPLANE  ' 


WHEN    CORRESPONDING    WITH  ADVERTISERS 


25  8 


The  Aeroplane 


July  16,  1919 


AT  THE  TVLIEDO  AEROSHOW. 

The  third  Milan  Auroshow  at  the  Taliedo  Flying  Ground  is 
deeply  interesting,  though  chiefly  so  as  a  review  of  Italian  war 
efforts. 

The  mounting  of  cabins  on  CrA.  bombing  aeroplanes  and  the 
evident  utility  of  the  Svas  for  carrying  a  passenger  owing  to 
their  slow  landing  speed  and  rapid  pull-up  are  perhaps  the  most 
promising  signs  of  post-war  enterprise,  if  one  excepts  the  regu- 
lar Milan-Venice  dirigible  trips,  which  are  most  attractive,  being 
about  three  times  as  quick  and  only  about  four  times  as  expen- 
sive as  the  same  journey  by  railway.  Lunch  is  included  in  the 
300  lire  Tare. 

The  Show  is  housed  in  several  lofty  haiigais  of  quite,  recent 
construction,  and  some  smaller  edifices  of  a  less  lasting  nature. 

A  dirigible,  a  Prassone  observation  balloon,  and  some  ordinary 
gasbags  are  there  for  the  transport  and  amusement  of  visitors. 

Interesting  Even  Without  the  Show. 
The  Caproni,  Sand,  O..M.  .and  o titer  companies'  works,  which 
occupy  two  sides  of  the  flying  ground,  and  the  military  aviation 
sheds  and  barracks  which  line  the  remainder  of  the  boundaries 
of  the  field,  make  the  place  highly  interesting,  even  without  tin- 
Show.  So  that  the  L.A.N,  was  wise  in  choosing  the  site  in 
pieference  to  a  more  accessible  one.  The  exhibition  with  bi- 
weekly attractions  in  the  way  of  competitions  and  stunting 
shows,  is  likely,  I  learn,  to  remain  open  for  the  greater  part' 
of  the  summer. 

No  fewer  than  eighty,  flying  machines  are  staged,  exclusive  of 
lighter  than  air  vessels.  These  eighty  may  be  divided  into 
sections  of  historic  and  modern  war  and  peace  craft,  and  a 
section  that  contains  enemy  machines.  The  curious  element  is 
furnished  by  the  Bergonzi  "  canneton,"  or  young  "  canard," 
called  the  Ardea,  a  biplane  with  Anzani  45  h.p.  engine  elevators 
in  front,  and  daring  vertical  and  horizontal  dihedrals  to  the 
planes.  Worthy  of  mention,  too,  are  the  Gabardini  tethered 
monoplane  and  his  chief  pilot's  foot-controlled  runabout  (steered 
by  the  feet  only),  which  are  used  to  get  pupils  accustomed  to  the 
feel  of  things  before  going'  up  and  wasting  an  instructor's  time. 

All  Metal  or  Half  Metal  Construction. 
The  era  of  all-metal  or  even  of  half-metal  construction  seems 
as  far  off  as  ever,  to  judge  by  the  naked  skeletons  of  wings  and 
tails  so  generously  exposed  on  most  of  the  stands.  Barring  an 
all-metal  tail  plane  for  a  C.A.,  which  I  did  not  see  in  the  Show 
but  at  the  works.,  nothing  of  the  sort  seems  to  have  come  into 
common  use.  • 

Of  the  very  large  number  of  Italian  motors  exhibited  probably 
the  Itala  is  least  known  to  English  readers,  and  certainly  the 
Perfetti-Dolara  is  the  least  known  to  Italians  !  It  is  a  very 
perplexing  looking  and  seeming'Iy  well-made  300  9-cyl.  air-cooled 
rotary  with  cylinders  parallel  to  and  revolving  round  the  crank- 
shaft, which  is  to  say  parallel  to  and  revolving  round  the  longi- 
tudinal axis  of  the  aeroplane,  and  in  a  line  with  the  direction  of 
flight  of  the  machine.  The  cylinder  heads  face  the  blast  of  the 
displaced  air  much  as  a  revolving  cowl  of  a  tractor  screw  seems 
to  do,  and  the  big  ends  of  the  piston  rods  appear  to  transmit 
rotary  motion  -  to  a  flywheel  at  right  angles  to  the  motor  axis, 
that  is  in  the  normal  position  of  a  flywheel  in  respect  of  the 
airscrew.  1  hope  to  send  the  inventors'  detailed  description 
shcitly. 

The  Ansaldo  and  Macchi  exhibits  are  admirably  staged.  The 


The 


Cabin  of  a  small  Coinmercia!  Passenger  Italian  Airship 
which  is  at  present  educating  the  public  at  Taliedo. 


former  machines  arc  a  kind  of  leit-motif  constantly  appearing 
all  through  the  Show  in  varying  form-  and  guises.  One  who 
went  out  to  see,  however,  missed  the  Marchetti-Vickers  bi- 
plane and  also  the  Tebaldi-Zari,  both  out  to  speed  up  aerial  pro- 
gress, and  the  latter  of  which  is  much  spoken  of.  After  peace- 
has  settled  whether  it  is  armed  or  disarmed  perhaps  Ing.  Macchi 
will  not  find  it  expedient  to  keep  M.12  up  his  sleeve.  It  has  a 
450  Ansaldo  engine  12  cyl.  V,  at  60  degrees,  which  gives  570 
h.p  Numerically  the  Caproni  and  Ansaldo  exhibits  preponde- 
rate, which  signifies  these  firms'  importance  in  Italian  aviation- 

The  sister  to  the  Fiat  Company's  B  R.  with  a  huge  700  h.p. 
12-cylinder  Fiat,  destined  to  cross  to  America  was  on  view  and 
in  the  air.  With  24  exhaust  pipes,  the  engine  when  in  tune  is 
quite  as  horrifying  as  a  roundabout  organ.  The  tendency  to 
ever  increasing  horse-power  does  not  promise  well  for  com- 
mercial aviation  in  this  period  of  depleted  treasuries  and  exorbi- 
tant demands.  One  doubts  that  even  the  most  important  pro- 
blems of  the  useful  conquest  of  the  air  have  been  fully  realised, 
much  less  faced. — t.  s.  b 

A  RETURN  TO  INDUSTRY. 

The  name  of  Major  H.  Waymouth  Prance,  M.I.A.E., 
A.F.R.Ae.S.,  A.I.E.E.,  will  be  familiar  to  the  majority  of  pre- 
war readers  as  a  partner'  in  the  well-known  firm  of  Markham 
and  Prance,  Consulting  Engineers  (motor,  marine,  and  aeronau- 
tical), of  Dudley  House,  Southampton  Street,  Strand,  and  High 
Street,  Southampton.  Like  many  other  businesses  of  this  nature, 
this  firm  shut  down  upon  the  outbreak  of  war,  the  partners  and 
staff  betaking  themselves  to  the  business  of  assisting  in  defeat- 
ing the  Hun  and  his  allies. 

Major  Prance's  duties  carried  him  to  the  Near  East,  where  he 
took  part  in  the  Gallipoli  campaign  as  second  in  command  of 
the  2  3rd  Battalion  London  Regiment  (Royal  Fusiliers).  Subse- 
quently, after  a  somewhat  protracted  retirement  to  hospital, 
Major  Prance,  being  no  longer  fit  for  active  service,  returned  to 
his  old  sphere — that  of  petrol  engines  and  aeroplanes — and  for 
the  past  three  years  he  has  been  serving  in  the  technical  depart- 
ment of  the  R.F.C.  and  R.A.F. 

Elere  his  duties  were  of  a  varied  nature.  In  the  early  days  he 
supervised  tests  and  prepared  reports  upon  _  the  experimental 
engines  which  were  submitted  to  the  department.  He  next  took 
charge  of  the  Technical  Information  Section,  which  was  subse- 
quently developed  into  the  Technical  Publication  Section.  This 
section  was  responsible  for  the  compilation  of  engine,  aeroplane, 
and  seaplane  handbooks,  data  charts  and  diagrams,  for  the 
supplv  of  technical  information  to  the  Allies  and  Colonial  Gov- 
ernments, the  supply  of  technical  information  to  engine  and 
aeroplane  contractors',  and  the  preparation  of  reports  on  Ger- 
man engines  and  aeroplanes.  _ 

His  activities  in  this  direction  having  ceased,  it  is  pleasing 
to  welcome  Major  Prance  back  to  civil  life.  His  future  plans 
are  as  yet  unsettled,  but  with  his  very  thorough  knowledge  of 
internal  combustion  engines  and  up-to-date  aeronautical  practice 
his  services  should  be  of  great  use  in  civil  aviation. 

Major  Prance  is  one  of  the  "  old  hands  "  in  aeronautical 
circles,  for  his  experience  dates  back  many  years  before  the 
war,  and  this  early  knowledge,- combined  with  his  war-time  _ex- 
peiience  of  aeronautics,  should-prove  a  very  useful  combination. 

The  Aeroplane  will  be  very  pleased  to  put  any  firm  in  touch 
with  Major  Prance  should  they  wish  to  correspond  with  him. 

FOR  USERS  OF  STEFL. 

Mr.  E.  St.  Clair  Duncan,  of 
217,  Piccadilly,  London,  W.i, 
has  sent  a  copy  of  the  new  cata- 
logue just  issued  by  Messrs. 
Dun  ford  and  Elliott  (Sheffield), 
Ltd.  This  catalogue  is  well 
produced,  in  an  interesting  and 
attractive  form.  It  contains 
complete  and  instructive  details 
concerning  their  steels,  and  also 
a  mass  of  genera!  information 
which  cannot  fall  to  be  of  inte- 
rest to  all  users  of  steel. 


OI.EO  PLUGS. 

Messrs.  Leo  Repault  and  Co  , 
of  64A,  Poland  Street.  W.i, 
have  issued  a  te.mporarv  retail 
list  of  their  famous  "  OTeo  " 
plugs,  whion,  in  addition  io 
illustrations  and  prices  of  various 
types  of  plug,  contains  a  number 
of  useful  hints  as  to  the  selec- 
tion and  use  thereof. 


July  16,  1919 


The  Aeroplane 


THE  ENCOURAGEMENT  OF  ENTERPRISE. 


The  London  and  Provincial  Aviation  Co.,  ot  Stat>  Lane  Aero- 
diome,  Edgware,  announce  that  theey  are  retiring  from  business 
This  firm  is  fairly  well  known  io  most  of  thoie  who  take  any 
real  interest  in  aviation. 

Mr.  Warren,  its  founder,  has  been  intimately  connected  with 
the  development  of  British  aviation  for  between  nine  and  ten 
years,  the  firm  has  been  building  aeroplanes  for  the  last  5J  years, 
and  have  trained  550  pilots  for  the  Air  Services  since  the  outbreak 
of  war,  with  only  one  fatal  accident. 

The  firm  has  recently  produced  a  two-seater  machine,  fitted 
with  a  50-G:;3me  engine.  This  machine  is  of  a  type  eminently  suit- 
able for  teaching  and  intended  for  that  purpose,  and  for  sober 
pleasure  flying.  By  way  of  securing  to  themselves  an  income 
which  would  justify  their  keeping  together  the  staff  of  trained 
mechanics  which  they  now  employ,  the  L.  rnd  P.  Co.  fiad  pro- 
posed to  take  three  of  these  machines,  a  sfaff  of  mechanics  and 
a  supply  of  spare  engines  to  the  North  ol  lrfiand  during  that 
holiday  season  which  embraces  July  12th,  and  to  visit  in  turn  a 
number  of  towns,  which,  up  to  the  present,  have  had  few  oppor- 
tunities of  seeing  aeroplanes  in  flight.  Thus  they  hoped  to  turn 
ah  honest  penny  or  two  by  giving  passenger  flights  and  charging 
for  admission  to  the  ground. 

The  Department  of  Civil  Aviation  have,  however,  effectively 
prevented  any  such  enterprise.  Their  method  of  so  doing  has 
been  simple. 

Firstly,  they  refuse  to_  grant  a  certificate  of  airworthiness  to 
the  machines — because,  forsooth,  they  are  fitted  w-ith  50  Gndme 
engines ;  and,  secondly,  tfiey  cannot  pass  as  aerodromes  any  of 
the  fields  proposed  by  the  firm  for  this  purpose  until  complete 
maps  (have  been  submitted  and  a  representative  of  the  Depart- 
ment has  inspected  and  approved  the  particular  fields  in  detail — a 
process  not  likely  to  take  less  than  tnree  weeks — by  which  time 
the  opportunity  afforded  by  the  present  season  will  be  well  past. 


This  example  of  official  methods  being  mere'y  normal,  the 
company  has  been  forced  to  the  conclusion  that  in  the  present 
state  of  the  law  and  ot  the  Department  of  Civil  Aeronautics  they 
have  no  chance  of  obtaining  any  return  for  a  continuance  of  their 
present  expenditure,  and  they  have  decided  to  retire  from  business 
till  such  time  as  these  two  hindrances  have  been  reformed. 

With  particular  regard  to  the  immediate  cau9e  cf  this  decision, 
most  people  who  are  acquainted  with  the  history  of  the  L.  and  P. 
Co.  would  feel  much  safer  on  a  50  h.p.  Gnome-engined  machine, 
designed  under  Mr.  Warren's  supervision,  flown  by  one  of  the 
L.  and  P.  pilots  and  cared  for  by  the  L.  and  P.  staff  of  mechanics, 
than  on  any  of  heretofore  products  of  the  Technical  Department, 
particularly  if  this  latter  were  attended  by  a  ct  rtified  offici.al- 
hand-book-crammed  Ground  Engineer — even  if  jt  were  engined 
by  a  salvaged  Rolls-Royce. 

In  the  matter  of  passing  flying  grounds,  the  Department  of 
Civil  Aeronautics  has  now  had  some  months  in  which  to  get  into 
working  order,  and  it  has  been  officially  laid  down  that  one  of 
its  most  important  functions  is  that  of  arranging  for  adequate 
landing  grounds  for  civil  aviation. 

That  it  has  not  yet  an  organisation  such  that  there  is  no  spot 
in  the  British  Isles  more  than  ten  miles  from  the  headquarters 
of  an  accredited  inspector  who  could  report  definitely  within 
24  hours  as  to  whether  a  given  field  in  his  district  was  or  was  not 
suitable  for  any  given  aeronautical  purpose,  simply  shows  that 
this  particular  department  has  the  characteristics  of  all  known 
British  Government  departments — and  that  organisation  means 
to  it  nothing  beyond  the  provision  of  adequate  methods  of  shirk- 
ing its  proper  duties. 

In  such  matters  as  this  one  would  feel  inclined  to  back  the 
commercial  sense  of  an  experienced  firm  to  select  landing  grounds 
which  were  suitable  for  their  purpose,  and  would  neither  wreck 
their  machines  nor  their  reputation. 


CIVIL   AERIAL   TRANSPORT  NOTES. 


UNITED  KINGDOM. 

It  is  notified  by  the  Air  Ministry  for  information  that  the  fol- 
lowing addition  has  been  made  to  the  telegraphic  address  of  the 
Civil  Aviation  Department,  Air  Ministry,  India  House,  Kings- 
way,  "Civiatorv,  Estrand  " 

Brighton. 

Four  Avro  machines,  two  5-seater  and  two  3-seater,  flew  from 
Hounslow  10  the  Ladies'  Mile  Aerodrom near  Patcham, 
Brighton,  on  July  nth,  where  passenger-flying  was  started  or. 
Saturday,  July  12th,  with  Captain  Kennard  in  charge.  Flying 
will  commence  every  day  at  11  a.m  Intending  passengers  m  iv 
book  their  seats  at  the  Avro  Joy-Ride  Offioe,  at  the  Aquarium, 
or  at  the  aerodrome. 

On  Sunday  over  100  passengers  were  taken  up  there,  and 
at  least  1,500  spectators  came  to  the  Aerodrome  during  the  course 
of  the  day. 

On  Sunday  morning  Colonel  Henderson  flew  the  Avro  Limou- 
sine from  Hounslow  to  Brighton  in  30  minutes  with  two  passen- 
gers and  returned  to  Hounslow  in  the  evening  with  two  other 
passengers.  Later  in  the  evening  two  machines  that  had  been 
flying  all  day  at  Brighton  returned  to  town  with  passengers 
Commencing  r.ext  week-end  a  permanent  week-end  service  will 
be  run  from  London  to  Brighton,  leaving  Friday  and  Saturday 
and  returning  on  Monday,  the  charge  being  per  head  single 
and  £7  10s.  per  head  return. 

Cardiff. 

Mr,  Daniel  Radcliffe,  the  Cardiff  millionaire  shipowner,  flew 
from  Cardiff  to  London  in  i|  hour  for  the  shi]>owners'  meeting 
on  July  nth. 

Eastbourne. 

Six  members  of  the  travelling  company  of  the  "Huuse  of 
Peril"  were  transported  on  July  12th  by  a  seaplane,  making  two 
trips  from  Eastbourne  pier  to  Brighton  pier,  where  they  are  per- 
forming this  week. 

Gosport 

An  F.5  Flying-boat  was  successfully  put  through  its  trials  on 
June  30th  by  Lieut.  D.  V.  Carnegie,  A.F.C.,  R.A.F  There  were 
seven  passengers.  This  is  the  fourth  machine  delivered  by  the 
Gosport  Air-raft  Company  during  the  last  seven  weeks. 

Coventry. 

On  Thursday,  July  10th,  Sir  Harry  Brittain  and  Mr.  H.  Gor- 
don Selfridge  flew  from  Hendon  to  Coventry  to  address  a  Victory 
Loan  meeting.  They  arrived  at  Coventry  at  2.30  p.m.,  and  be- 
fore landing  circled  the  tc  wn  several  times,  dropping  Victory  Loan 
pamphlets,  and  a  letter  worth  bond  to  anyone  presenting 

it  at  the  Victory  Loan  office. 


London. 

Hendon. —  The  afternoon  of  Saturday,  July  12th,  was  quite  as 
exciting  as  usual,  perhaps  more  so,  as  the  Summer  Meeting  was 
postponed,  and  only  two  passenger-carrying  carroty  "  Avros  "  dis- 
turbed the  peaceful  sight  of  the  trains  going  by.  It  had  rained 
quite  unpleasantly  in  the  morning,  but  cleared  up  quite  nicely  in 
the  afternoon.  It  would  have  been  possible  to  hold  the  meeting, 
as  rain  does  not  interfere  with  determined  aviators,  but  the  public 
would  not  have  been  very  pleased  to  sit  on  the  wet  forms.  It 
strikes  one  that  perhaps  after  all  these  meetings  are  not  held  en- 
tirely for  the  amusement  of  the  Grahame-White  Aviation  Co.  De- 
spite the  fact  that  there  were  only  about  a  dozen  visitors,  it  was 
necessary  to  wait  nearly  half-an-hour  to  obtain  tea. 

A  twenty-mile  speed  contest  for  the  Victory  Trophy  (presented 
by  Messrs.  Percy  Edwards  and  Co.),  will  be  held  at  the  London 
Aerodrome,  Hendon,  on  Saturday  afternoon  next,  at  4  p.m. 

The  course,  of  wlnich  five  laps  must  be  flown,  is  round  the 
Aerodrome  Pylons  and  a  point  about  two  miles  out,  i.e.,  Bittacy 
Hill — a  distance  of  approximately  four  miles. 

Some  of  the  pilots  who  may  take  part  in  the  contest  are  Mr. 
Duke,  a  new  pilot  at  Hendon,  on  a  170-h.p.  B.A.T.  Bantam,  Mr. 
Sykes  on  a  70-h.p.  C.A.  machine,  Mr.  Chamberlayne  on  an  So- 
li.p.  Grahame-White  "Bantam"  Biplane,  and  Messrs.  Carr, 
Robertson  and  Hicks  on  no-h  p.  Avro  Biplanes. 

Entries  close  at  12  noon  on  Thursday  next,  the  17th  inst. 

Special  flying  displays  and  Passenger  Flights  will  be  carried 
out  at  intervals  during  the  afternoon,  and  also  on  Sunday  after- 
noon. 

It  has  now  been  decided  ro  hold  air  race  meetings  at  the 
London  Aerodrome  regularlv  (very  week-end;  an  air  race  being 
held  every  Saturday  afternoon,  and  special  displays  every  Sunday 
afternoon.  Passenger  Flights  will  take  place  daily  throughout 
the  week. 

Additional  enclosure  accommodation  has  been  provided,  and  ad- 
mission to  the  Aerodrome  is  now  from  gd.,  plus  tax.  Children 
half  price. 

Hounslow. 

On  Tuesday  the  8th  inst.  Colonel  Hende-son  flew  the  Avro 
Limousine  from  Hounslow  to  AinTee  and  returned  the  same  day. 
Oil  Wednesday  a  machine  went  to  Weston-super-Mare  with  pas- 
ser gers,  and  another  left  later  in  the  day  with  p;  ssengers  and 
returned  the  following  day  to  South  Moulton,  where  over  120 
people  were  taken  up  for  "joy-rides"  at  the  South  Moulton 
Agricultural  Association  Fair. 

The  "  Evening  Standard  "  has  been  delivered  every  day  to 
Southsea  by  Avro  biplane  from  Hounslow. 

During  Peace  week  Avro  three-seaters  are  av&ilable  for  flying 
to  Paris,  the  charges  being  ^75  return  foi  one  or  two  passen- 
gers, and  £60  single. 


The  Aeroplane 


July  16,  igif 


In  connection  with  the  flight  to  Aintree,  Liverpool,  it  is  inte- 
resting to  note  that  if  civilian  concerns  were  canied  on  in  the 
•same  way  as  Government  concerns  there  would  be  little  accom- 
plished. 

Colonel  Henderson  landed  at  a  Midland  Aerodrome  for  petrol 
and  was  asked  by  a  ferry  pilot  what  the  weather  was  like  in 
London,  as  the  weather  report  from  the  Air  Ministry  was  "Unfit 
for  cross-country  flying."  Colonel  Henderson  reported  that  as 
he  had  just  flown  from  London  this  could  hardly  be  so.  He 
returned  from  Liverpool  the  same  evening  and  was  again  in- 
formed by  the  same  ferry  pilot  that  the  weather  report  was  still 
"unfit  for  cross-country  flying."  Colonel  Henderson  then  com- 
pleted the  flight  to  Hounslow  in  one  hour  and  a  quarter,  a  dis- 
tance of  over  ioo  miles,  and  the  weather  could  certainly  not  have 
been  described  as  "Unfit  for  cross-country  filing  " 

The  necessity  for  the  one  journey  was  a  pressing  commercial 
engagement,  and  the  necessity  for  the  other  was  merely  delivery 
of  Government  machines  to  Civilian  Parks. 

If  ferry  pilots  were  paid  for  each  journey  instead  of  by  day, 
whether  they  fly  or  not,  there  might  be  a"  little  better  effort  in 
ihese  Government  Departments. 

Cricki.ewood. 

A  successful  flight  was  made  cn  July  nth  by  a  standard  two- 
engined  Handley  Page,  built  for  the  Chinese  Government,  with 
whom  the  company  has  a  large  contract.  Besides  the  pilot, 
Captain  G.  J.  R.  Hill,  M.C.,  and  the  engineer,  there  were  sixteen 
passengers.  The  total  weight  of  the  machine  in  the  air  was 
12,800  lbs.  A  height  of  15,000  ft.  was  reached,  and  during  the 
tests  the  pilot  flew  for  a  time  with  one  engine. 

SOUTHSF.A. 

Amongst  the  passengers  taken  up  in  an  Avro  at  Southsea  Com- 
mon last  week  was  Commander  Grieve  accompanied  by  his  mother 
and  sister. 

Two  passengers  were  taken  to  Northampton,  and  two  to  Bristol 
and  back,  the  latter  journeys  taking  i\  and  %  hours. 

Cardboard  discs  were  dropped  over  Portsmouth  during  the  week, 
entitling  the  finders  of  the  lucky  numbers  to  free  Joy  Loan 
Certificates. 

AUSTRALIA. 

Boulton  and  Paul,  Limited,  of  Norwich,  have  constructed 
an  aeropl.me  for  Lieut.  A.  L.  Long,  Aus.  F.C.,  which  is  to  be 
used  on  a  sheep  ranch  in  Australia.  The  machine  was  built  in 
six:  weeks,  is  fitted  with  a  90  h.p.  R.A.F.  engine,  and  has 
good  speed,  climb  and  lifting  capacity.  The  seating  accommoda- 
tion is  adjustable. 

As  some  of  the  sheep  ranches  cover  500  square  miles,  super- 
vision from  the  air  seems  co  be  the  ideal  way  of  looking  after 
the  various  flocks.  With  a  little  experience  a  good  estimate  of 
the  number  of  head  in  the  various  flocks  iould  be  made  from  the 
air,  and  then  flocks  of  the  size  required  for  the  market  could  be 
selected  very  easily  and  quickly. 

BELGIUM. 

It  is  announced  that  the  Congress  of  the  Federation  Aeronau- 
tique  Internationale  will  be  held  at  Brussels  on  October  22nd,  23rd, 
and  24th. 

For  the  occasion  the  Belgian  Aero  Club  are  preparing  big  fetes, 


A  Sketch  at  Hcnoon: 


ROUNDING  A  PYLON. — Mr.  Turner  on  the  Bat-Bantam 
(170  h.p.  A.B.C.  Engine). 


at  which  it  is  hoped  King  Albert  will  assist,  and  during  which 
they  hope  to  play  "  Icarus,"  the  opera  of  M.  Deutsch  de  la 
Meurthe  ! 

From  July  19th  to  the  24th  the  Belgian  Aero  Club  will  hold  an 
exhibition  of  Belgian  aeronautical  material,  including  Boche  spoils 
of  war.  It  is  to  be  held  in  the  big  hangar  at  Evere,  which  is  to 
Brussels  as  Hendon  is  to  London. 

It  is  now  confirmed  that  fifteen  hydravions  will  be  used  in 
transporting  merchandise  in  the  Belgian  Congo. — F.  T.  N. 

DENMARK. 

The  Danish  Government  has  purchased  a  number  of  Avro  and 
Bristol  biplanes,  which  are  now  on  their  way  to  Copenhagen. 
Some  British  pilots  are  accompanying  them  to  instruct  the  Danish 
pilots,  who  will  be  employed  on  the  projected  services  between 
Denma»k  and  the  neighbouring  countries.  Owing  to  its  penin- 
sular formation,  Denmark  has  been  handicapped  in  fast  trade 
with  the  rest  of  Scandinavia,  with  Britain,  and  with  the  rest  of 
Lurope,  which  is  reached  by  the  inconvenitnt  route  through  Ham- 
burg. 

FRANCE. 

Of  course  the  most  exciting  thing  that  has  happened  in  French 
civilian  aviation  during  the  last  six  years  is,  the  gift  of  ^80,000 
by  M.  Henri  Deutsch  de.  la  Meurthe  to  the  French  Aero 
Club.  Probably  owing  to  the  various  fete  days  and  peace  cele- 
brations is  due  the  fact  that  the  gift  has  passed  almost  unnoticed 
by  the  lay  Press.  This  is  not  by  any  means  the  first  amount 
of  its  kind  given  by  M.  Deutsch  de  la  Meurthe,  who  permanently 
fulfils  the  position  of  president  of  tihe  French  Avro  Club." 
The  "  Goliath  "  over  hie  "Marche  de  i.a  Victoire." 

At  intervals  of  every  few  months  it  is  my  pleasure  to  record 
new  departures  in  the  way  of  aerial  advertising,  especially  with 
regard  to  "  first  issues  "  as  the  philatelist  would  have  it,  or  "  first 
usage  "  of  a  philologist.  The  following  cutting  from  the  Paris 
"  Daily  Mail  "  of  Sunday,  July  6th,  speaks  for  itself.    Mr.  Dick 


July  16,  1919 


The  Aeroplane 


259 


To  "Aeroplane 99  Subscribers, 

:Since  the  Armistice,  the  subscription  list  of  the  Aeroplane  has  steadily  increased  :  an 
eminently  satisfactory  development  which  we  are  anxious  10  encourage. 

Of  the  many  books  published  on  the  war  on  the  Western  front,  none  conveys  a  more 
realistic  impression  of  the  work  of  a  particular  arm  than  FLYING  COLOURS 
by  Captain  H.  M.  S.  Saundby,  A.F.C.,  R.A.F..  M.C.,  published  at  £2  2s.  net 
(Edition  de  luxe)  and  15/-  net  (Popular  Edition). 

Among  the  art  books  published  in  the  last  year  or  two,  none  can  claim  to  be  a  more 
faithful  reproduction  of  the  artist's  colour  scheme  and  that  indefinable  thing, 
atmosphere. 

FLYING  COLOURS  is  a  permanent  memorial  of  the  life  of  "  the  pilot  in  action," 
as  Major-General  C.  B.  Ashmore  calls  him.  It  was  very  costly  to  produce,  and 
necessarily  the  price  to  the  public  had  to  be  high. 

Many  would  like  to  possess  it  who  do  not  feel  disposed  to  put  down  Two  Guineas  for 
the  larger  edition  or  Fifteen  Shillings  for  the  smaller. 

How  to  meet  their  views  ?  We  make  a  special  offer  to  any  subscriber  for  one  year 
to  the  Aeroplane  :  namely  to  give  him  the  right  to  purchase  either  edition 
at  half  price. 

All  he  need  do  is  to  send  us  the  accompanying  order  form  with  cheque  for  one  year's 
subscription,  plus  £1   Is.  or  7s.  6d.  according  to  the  Edition  he  wishes  to  have. 

In  order  to  be  fair  to  current  yearly  subscribers  we  extend  the  half-price  concession  to 
them  also.  If  a  subscriber  has  paid  a  quarterly  or  half-yearly  subscription,  then  to 
secure  the  right  to  participate  he  should  send  the  balance  for  the  year. 

Subscribers  who  have  given  their  orders  through  the  trade,  and  not  direct  to  the  Aeroplane 
Office,  must  sign  the  form  below  or  a  copy  thereof,  and  hand  it  with  the  balance  on 
account  of  the  book  to  their  retailer  for  transmission  to  the  Aeroplane. 

If  the  subscriber  already  has  a  copy  of  FLYING  COLOURS,  and  would  wish  to  take 
advantage  of  this  offer,  then  he  may  secure  McCudden's  "  Five  Years  in  the  R.KC." 
(7s.  6d.) ;  Richthofen's  "  Red  Air  Fighter  "  (3s.  6d.),  and  Gill's  "  The  Aerial  Arm  " 
(6s.  6d.)  at  half  price,  i.e.  8s.  9d.  the  three,  plus  the  year's  subscription  to  the 
Aeroplane. 


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2(X) 


The  Aeroplane 


July  16,  1919 


Farman's  service  of  publicity  has  since  intensified  its  efforts  and 
sent  a  machine  over  Paris  dropping  gold  and  azure  blue  leaflets  ad- 
vertising such  flights. 


It  is  possible  to  get  eighteen  passengers  comfortably  installed 
in  a  "  Goliath  "  apart  from  pilot  and  mechanic,  and  as  thjre 
are  three  "  Goliaths  "  now  off  the  stocks  a  very  simple  calcula- 
tion will  show  that  this  enterprising  firm  stand  to  make  nearly 
^2,000  if  the  smaller  flights  are  included.  Although  all  the  "  Vic- 
tory," seats  are  not  taken,  quite  a  number  are  booked. 

Another  Aerial  Exploitation  Company. 
Although  work  in  the  majority  of  aviation  factories  is  at  a 
standstill,  there  is  still  plenty    of    war  material  to  use,  which 
accounts  for  the  continued  development  in  the  way  of  new  exploit- 
ing companies. 

The  latest  which  is  about  to  be  registered  with  a  capital  of 
,£15,000,  is  entitled  Soci6t4  des  Transports  Aeronautiques  du  Sud- 
Ouest.  They  have  at  present  one  "  Goliath,"  two  F.40  aeroplanes 
and  one  F.40  seaplane.  Having  acquired  an  aerodrome  and  han- 
gars at  La  N^gresse,  near  Biarritz,  they  propose  to  work  from 
here,  running  excursions  to  Bilbao,  St.  Sebastian,  Santander,  etc., 
'in  Spain,  during  the  summer  months — July  to  November — but  to 
tiansfer  their  activities  to  Nioe  for  the  winter  season,  say,  from 
December  to  April.  They  have  some  very  good  old-time  (191 1) 
pilots,  and  the  moving  spirit  of  the  concern,  Lieut.  Gendner,  was 
taken  prisoner  by  the  Boche  the  same  time  as  Lieut.  Villiers,  the 
push-and-go  member  of  La  Socidte'  des  Grands  Express  AeViens. 
French  Exhibitors  at  Amsterdam  Exhibition. 

So  far  as  is  known,  only  Messrs.  Breguet  and  Farman 
intend  to  exhibit  at  this  exhibition,  but  all  is  not  yet  certain  owing 
to  the  opposition  or  dilatoriness  of  the  French  Government  autho- 
rities, and  another  point  that  may  operate  against  these  firms  ex- 
hibiting is  the  fact  that  there  are  no  hangars  .11  the  vicinity  of 
the  Show,  and  owing  to  transport  difficulties  it  is  essential  that 
machines  be  sent  by  air.  Meantime  Lieut.  Roget  hopes  to  fly  to 
Amsterdam  next  week,  stopping  at  Brussels  and  Utrecht  on  the 
way. 

After  many  trials  and  tribulations  Lieut.  Remanet  and  his 
journalist  passenger  reached  Madrid,  whilst  a  good  flight  was  put 
up  in  the  reverse  direction  by  Lieut.  Coupet,  who  made  the  flight 
on  a  small  dual  control  Farman,  80  h.p.  Rh6ne. 

Some  people  say  that  to  change  is  to  progress  :  to  all  such  one 
commends  the  following  announcement  which  gives  the  titular 
heads  of  various  departments  in  the  direction  or  civil  aviation 
under  the  new  co-ordination  scheme  recently  adopted. 

M.  Fontan,  engineer-director  of  Technical  Services  of  the  Naval 
Aeronautics,  is  named  Director  of  Aeronautical  Technical  Ser- 
vices ;  Lieut. -Col.  Seguin  is  appointed  Director  of  Service  of  Aero- 
nautical Construction  ;  Lieut-Col.  Sacconnav,  hitherto  chief  of 
Aeronautical  Civil  Service,  is  appointed  Chief  of  the  Service  of 
Heronautical  Navigation. 

Lieut. -Col.  P.  Leclerc,  one-time  Director  .of  Civil  Aeronautics, 
and  now  commanding  the  1st  Aviation  Group  at  Dijon,  has  lost 
his  wife. 

Sergt.-Pilot  Camille  Frelat,  Brig. -Aviator  R.  Warichet,  and 
Lieut.  Frederic  Cochet  Forthuny  all  met  their  death  in  aviation 
accidents  this  past  week — the  latter  at  Constantinople. — F.  T.  N. 


GERMANY. 

According  to  the  "Weser  Zeitung"  of  July  2nd,  Dr.  Armo 
Relizi,  of  Danzig,  and  Dr.  Walter  Geister,  intend  to  start  on 
an  Arctic  expedition  by  aeroplanes.  The  purpose  of  the  expedi- 
tion is  to  make  topographical,  oceanographical  and  meteoro- 
logical surveys,  and  to  test  the  value  of  aircraft  in  the  Far  North. 
The  expedition  will  start  from  a  vessel  going  as  far  north  as 
possible,  which  will  serve  as  the  base  for  the  operations  which 
will  be  conducted  north  of  the  58th  degree  of  latitude. 

The  machines  will  be  biplanes  of  two  types,  light  scouts  of 
great  speed  and  heavy  machines  for  the  expedition  proper.  They 
will  be  fitted  with  floats  with  flat  bottoms  to  enable  tibem  to  land 
on  water  and /or  ice. 

Another  Aerial  Service. 

The  Prussian  Minister  of  Commerce  has  sanctioned  the  foun- 
dation of  an  aerial  transport  company  which  will  be  established 
in  Frankfort  and  have  a  capital  of  15  million  marks.  Six  routes 
are  being  planned  for  freight  and  letter  traffic,  all  starting  from 
Cologne  to  Frankfurt,  Munich,  Stuttgart,  Basle,  Hamburg  and 
Breslau.  It  is  proposed  to  open  the  service  with  about  200- 
machines.  Eventually,  a  service  for  passengers  will  also  be 
established. 

A  Height  Record. 
According  to  the  "Vossische  Zeitung"  of  June  29th,  Oberleut. 
Diemer  has  beaten  his  own  records  by  making  a  height  of 
9,620  m.  in  89  minutes,  on  June  17th.  Three  sealed  barographs 
showed  9,620,  9,760,  and  9,480  m.  height.  The  machine  was  one 
of  the  military  standardised  biplanes  ,  of  the  German  Aviation 
Works,  better  known  as  the  D.F.W.,  of  Leipzig,  with  a  200-h.p. 
engine  of  the  Bayerische  Motoren-Werke  of  Munich. 

ITALY. 

As  the  result  of  the  investigations  of  a  Governmental  Commis- 
sion as  to  what  is  wrong  with  Civilian  Aerial  Transport,  it  is 
now  decided  to  put  the  responsibility  on  that  inlant's  up-bringing; 
on  one  person's  head.  Briefly,  an  Under  Secretary  of  the  Minis- 
try of  Roads  Transports,  etc.,  is  to  be  nominated  to  care  for  flying 
in  this  land.  Mention  of  a  grant  of  80,000,000  lire  has  been 
made,  with  what  truth  one  has  no  means  of  deciding.  Certainly, 
the  want  of  money  has  been  the  fit st  cause  of  much  of  the  infant's 
feebleness  .  nd  failure  to  develop. 

A  really  Italian  magneto  is  about  to  shower  sparks  into  our 
Teutonised  magnetic  field.  Reference  to  the  Monopoli  patent 
shows  how  the  inventor  has  advanced  from  standard  practice  by 
increasing  the  number  of  the  polar  extremities  and  gets  fat  sparks 
at  the  slowest  speed. — t.  s.  h. 

According  to  a  l/jrin  message  of  June  27th,  Lieut.  Brack-Papa, 
the  Italian  aviator,  with  two  passengers,  flew  159  miles  in  one 
hour.  Thus,  it  is  claimed,  breaking  the  speed  record  set  up  by  M. 
Sadie-Lecointe. 

HOLLAND. 

It  seems  likely  that  the  first  Aircraft  Exhibition  at  Amsterdam, 
which  is  due  to  open  on  August  1st,  1919,  will  be  of  very  con- 
siderable interest.  Quite  a  number  of  British  aircraft  firm"  of 
the  best  class  have  taken  space  at  the  Exhibition,  and  though 
the  Society  of  British  Aircraft  Constructors,  as  a  Society,  is  not 
giving  official  support  to  the  Exhibition,  one  gathers  that,  on  the- 
ether  hand,  the  Society  is  not  in  any  way  hostile  to  it  . 

The  following  firms  have  definitely  booked  sp<*ce  :  The  Aircraft 
Manufacturing  Co.,  Ltd.  ;  the  British  Aerial  Transport  Co.,  Ltd.  ; 
Vickers,  Ltd.  ;  Handley  Page,  Ltd.  ;  the  Gosport  Aircraft  Co.  ; 
the  Blackburn  Aeroplane  and  Motor  Co.  ;  Marconi's  Wireless  Tele- 
graph Co.,  Ltd.  ;  the  Wireless  Press,  Ltd.  ;  Boulton  and  Paul, 
Ltd.  ;  the  Westland  Aircraft  Co.,  Ltd.  ;  R.  S.  Watling  and  Son 
the  Improved  Liquid  Glues,  Ltd.  ;  the  Farringdon  Propeller  and 
Engineering  Co.,  Ltd.  ;  Geo.  Williams  and  Co.,  Ltd. 

Besides  exhibiting  machines  at  the  Exhibition  it  is  understood 
that  all  the  aeroplane  firms  will  also  send  .machines  and  expert 
pilots  to  give  exhibition  flights.  Though  the  Dutch  Government 
is  not  offi  daily  concerned  with  the  exhibition  it  is  giving  every 
possible  support  to  it,  and  with  the  concurrence  of  the  Government 
a  very  fine  aerodrome  has  been  laid  out  within  easy  reach  of  the- 
most  central  portion  of  Amsterdam.  Arrangements  are  also- 
being  made  for  the  demonstration  of  flying-boa.s  and  aeroplanes 
in  the  immediate  vicinity  of  the  Exhibition. 

It  should  be  remembered  that  although  Holland  itself  is  a 
small  country,  and,  therefore,  the  British  Industry  cannot  expect 
to  receive  large  orders  for  aeroplai.es  to  be  used  in  Holland, 
Dutch  traders  have  enormous  influence  practically  all  over  the 
world,  and  the  Dutch  East  Indies  alone  offer  a  fine  field  for  the 
use  of  aircraft  both  of  the  sea-going  and  Ihe  land-going  species. 
Also,  Holland  being  so  easy  of  access  to  Scandimvian  countries, 
thr-  Exhibition  offers  opportunities  of  getting  in  touch  with  pos- 
sible Scandinavian  buvers. 

Several  French  firms  are  also  exhibiting,  and,  therefore,  it  is; 
to  be  hoped  that  British  manufacturers  will  be  able  to  put  up  a 
good  show  both  on  the  ground  and  in  the  air  in  competition  with 
our  esteemed  Allies. 

Inquiries  concerning  the  Exhibition  should  be  addressed  to 
Mr.  J.  van  der  Steen,  Trafalgar  Buildings,  Trafalgar  Square, 
W.C.2.    (Telephone  :   Regent  2648). 


THE  "  GOLIATH  "  AT  THE  VICTORY  FETES. 

THE  FARMAN  firm  takes  a  sensational  initiative. 
They  have  decided  to  place  the  "Goliath"  at  the  disposal 
of  all  those  who  would  like  to  enjoy  the  unique  spectacle 
of  the  Victory  Fetes  and  the  march  of  the  victorious  troops 
passing  beneath  the  Arc  de  Triomphe.  The  giant  avion 
will,  in  conformity  with  the  police  regulations,  fly  at  a 
great  altitude  but  the  sight  witnessed  from  it  will  lose 
nothing  of  its  grandeur. 

The  Price  for  this  Extraordinary  and  Magnificent  Aerial 
Trip  is  fixed  at  1,000  frs.  per  person. 

In  the  evening  aerial  trips  will  be  organised  to  fly  over 
phe  Versailles  and  Sainr-Germain  Chateau,  where  the  most 
important  episodes  of  the  greatest  events  which  the  human 
race  has  ever  known  took  place. 

The  PRICE  of  these  trips  from  the  Toussus-le-Nobk 
aerodrome  to  Saint-Germain,  Versailles,  Paris  and  back 
on  the  Victory  Fete  Day  is  coo  frs.  per  person.  Apply  for 
tickets  and  additional  information  to  the 

AMERICAN  EXPRESS,  11,  Rue  Scribe.  PARIS. 

Telephone  :  Gut.  36.0-i. 

Every  passenger  if  desired  will  be  conveyed  in  an  auto- 
mobile from  his  residence  to  the  Toussus-le-Nohle  aero- 
drome and  back  to  Paris. 

As  only  a  very  limited  number  of  passergers  can  be  ac- 
cepted, persons  desirous  of  taking  advantage  of  this 
unique  opportunity  should  apply  for  tickets  at  once. 


July  16,  1919 


The  Aeroplane 


261 


G 


BY  DIRECTION  OF  THE  DISPOSAL  BOARD. 
AIRCRAFT  DISPOSAL  DEPARTMENT . 

FOB  SALE. 


ENGINES. 

Type.  H.P. 

Type. 

Cooling.    No.  of  Cyl. 

Siddeley  Deasy  "  Puma "    -         -  230 

Vertical 

Water  6 

Sunbeam "  Cossack  "        -         ~  320 

Vertical 

Water  12 

Fiat  A.  12  Bis       -         -         ^  300 

Vertical 

ft  u  VXl  11 

Hispano  Suiza  (French)     -         -  200 

Ve  90 

Water  8 

Hispano  Suiza  (Viper)      -         -  200 

Vee 

Water  8 

Rolls-Royce "  Eagle "        -         -  250 

Marks  I.  II.  III.  IV.  V.  &  VI.  to      -  300 

Vee 

Water  12 

Mono        -         -         -         ~  100 

Rotary 

Air  9 

nil  v 

SHOCK    ABSORBER  CORD. 

5/8  Black  shock  absorber  elastic  cord 

New 

3»55°  feet- 

5/8  Black  and  red  shock  absorber  elastic  cord 

5;>u  iccl-' 

5/8  White 

»> 

667  yards 

5/8  White  and  red  ,,             „             ,,             -  - 

4,500  feet. 

i  Black  and  red       ,,             ,,              ,,              -  - 

>  » 

668  feet. 

f  Black  and  red       ,,             ,,             ,,             -  - 

)  ) 

500  feet. 

HOSE. 

Grey  Hose — new  iin.  i/d.  ... 

2,075  eet. 

Grey  Hose — new  fin.  i/d.           -          -          -  - 

544  feet. 

Grey  Hose — new  fin.  i/d.  3  ply  - 

250  feet. 

Grey  Hose — new  9/16  i/d.          -          -          -          -  - 

459  feet- 

RUBBER  PADS. 

F.E.2.B.             7126—26           .  . 

130 

F.E.2.B.            3895-35  .... 

318 

PALMER  WHEELS 

Palmer  wheels,  complete  with  tyres  and  tubes  in  various  sizes. 

AIRCRAFT  GLUE, 

Hide  glue — best  quality  for  Aircraft  .... 

85  cwts. 

Tenders  are  requested  for  any  or  all  of  the  above  lots  or  sin; 

*ly  in  the  case  of 

engines.   Forms  anc 

all  particulars  may  be  obtained  from 

The  Controller,  Aircraft  Disposal  Department,  York  House,  Kingsway,  W.C.2. 

Closing  date  for  Tenders— July  28th,  1919. 

R 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


262 


The  Aeroplane 


July  16,  1919 


HOW  TO  ENCOURAGE 

Civil  Aviation! 


The  London  &  Provincial  Aviation  Co. 

TZ)  EGRET  to  announce  that  after  between  nine  and  ten  years' 
experience  of  Practical  Aviation  on  the  part  of  their  Principal, 
after  building  aeroplanes  for  5^  years  without  a  breakage  in  the  air,  and 
after  training  550  pilots  for  the  Flying  Services  with  only  one  fatal 
accident,  they  are  compelled  to  cease  business  owing  to  the  operations 
of  the  Department  of  Civil  Aviation. 


The  said  operations  make  it  impossible  for  the  L.  &  P.  Co.  to 
obtain  any  adequate  return  for  capital,  labour,  enterprise,  experience  or 
industry.  The  shareholders  therefore  consider  that  it  is  better  to  play 
for  nothing  than  to  work  for  nothing. 

A  number  of  highly-skilled  mechanics  will  be  thrown  on  an  over- 
crowded labour  market, 

A  number  of  aeroplanes  and  engines  of  proved  quality  will  remain 

idle. 

A  number  of  people  will  be  deprived  of  the  opportunity  of  flying. 

A  number  ot  opportunities  of  increasing  public  interest  in  flying 
will  be  lost. 

A  good  aerodrome  will  be  left  idle. 

For  further  particulars  apply — 

THE    LONDON    &    PROVINCIAL    AVIATION  CO, 
STAG    LANE  AERODROME, 

EDGWARE,  MIDDLESEX. 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


July  16,  1919 


The  Aeroplane 


263 


pi  AIRCRAFT fINANCE 


WHITEHEAD    AIRCRAFT  SHAREHOLDERS. 

What  happened  and  what  was  said  at  the  meeting  of  White- 
head Aircraft  (Ltd.)  shareholders  last  Friday  was  interesting  and 
illuminating.  The  object  of  the  meeting  was  to  pass  a  resolu- 
tion for  the  voluntary  winding  up  of  the  company.  This  was 
carried,  but  not  without  some  opposition. 

Lord  Wemyss'  Attitude. 

Lord  Wemyss,  who  presided,  said  that  some  of  the  shareholders 
piesent  might  be  surprised  to  see  him  still  occupying  the  position 
of  Chairman  of  the  company.  (It  may  be  necessary  to  mention 
that  his  Lordship  had  told  shareholders  at  the.  Genera!  Meeting 
that  he  would  not  have  any  more  connection  with  the  company  : 
His  association  has  been  brief.)  In  explanation  he  would  say 
that  he  found  it  difficult  to  resist  the  strong  appeals  that  were 
made  to  him,  apparently  with  the  unanimous  support  of  the  pre- 
vious meeting,  that  he  should  continue  '.o  occupy  the  chair,  and, 
further,  he  did  not  like,  having  been  captain  of  the  ship,  to  leave 
it  when  it  was  in  troubled  waters.  When  he  previously  addressed 
them  he  told  them  that  they  had  remunerative  contracts  in  sight, 
but  he  also  told  them  perfectly  frankly  that  'he  undertaking  of 
those  contracts  depended  absolutely  on  their  securing  fresh  capital. 

Unfortunately,  the  times  were  not  then  propitious  for  the  rais- 
ing of  that  necessary  capital,  and  the  creditors  were  pressing, 
and  it  was  therefore  necessary  to  h^ve  some  alternative  scheme. 
It  seemed  to  him,  in  the  circumstances,  that  the  best  char.Cc  for 
the  shareholders  was  to  have  some  amalgamation  with  an  exist- 
ing company  or  to  sell  the  property  to  another  corporation  or  an 
individual.  If  their  assets  had  been  less  valuable  than  he  believed 
they  would  prove  to  be ,  their  task  would  have  been  easier,  because 
there  would  have1  been  fewer  people  who  would  want  to  negotiate 
for  the  purchase  of  those  assets. 

He  tho"ught,  however,  they  had  been  fortunate  in  beginning 
negotiations  with  a  gentleman  who  was  a  very  successful  busi- 
ness man  ,.nd  whose  financial  position  was  absolutely  undoubted. 
He  referred  to  Mr.  Taylor. 

He  had  been  told  that  various  accusations  had  been  made  to  the 
effect  that  ;dl  money  subscribed  had  not  gone  into  the  coffers  of 
the  company.  He  had  ascertained  uhat  that  was  not  the  fact.  It 
was  not  correct  to  say  so.  What  gave  rise  to  the  rumour  was 
this.  Mr.  Whitehead  applied  for  a  great  number  of  shares  on 
which  he  paid  is.  and  on  which  he  received  the  ordinary  under- 
writing commission  in  order  to  provide  further  monies  for  the 
company.  Mr.  Whitehead  sold  a  great  number  of  these  shares, 
and  on  receiving  the  money  took  up  the  shares  he  had  applied  for 
and  paid  the  money  to  the  company. 

The  Prospective  Purchaser. 

Mr.  A.  Taylor  then  addressed  the  meeting,  and  said  that  he 
was  connected  with  a  firm  of  engineers  who  had  helped  to  win 
the  war  by  the  construction  of  aeroplane  engi  ips,  and  they  had 
evolved  a  light  car  for  which  they  had  a  sale  of  upwards  of  15,000. 
They  had  to  make  those  cars  somewhere,  and  in  looking  round 
for  a  facto.-y  they  had  come  across  the  premises  of  the  Whitehead 
Aircraft  Company. 

If  the  shareholders  would  work  with  the  Board,  with  the  liqui- 
dators and  the  Receiver,  and  if  tiiey  would  keep  discord  out  of 
the  proceedings  and  avoid  the  expenses  of  litigation,  his  people 
would  meet  them  at  the  right  and  proper  time  and  make  a  fair 
proposal  for  the  property,  giving  them  everything  that  the  merits 
of  the  situation  warranted  after  the  debts  had  been  paid. 

Mr.  Leaney  asked  why  all  the  money  at  call  had  not  been 
cdled  up.  He  saw  by  the  balance-sheet  that  £131,000  of  the 
issued  capital  had  not  been  called  up. 

The  Chairman  said  Mr.  Whitehead  had  these  shares  allotted  to 
him  as  explained,  but  he  had  not  the  money  himself  to  pay  them 
up. 

Mr.  Whitehead  rose  to  explain  his  position.  H<j  said  that  on 
June  30th  last,  when  the  Treasury  sanction  expired  on  the  issue 
there  were  85,000  Preference  shares  left  which  would  not  have  the 
Treasury  sanction  on  the  following  day.  Owing  to  an  arrange- 
ment with  the  then  existing  shareholders  he  was  not  able  to  place 
these  shares  until  ,£300,000  of  Ordinary  shares  had  been  allotted 
and  paid  for.  Therefore,  he  could  not  take,  up  those  Preference 
shares  in  full  at  that  date.  As  a  matter  of  fact  temporarily  he 
made  himself  the  "goat"  to  the  extent  of  .£"5,000  He  had  not 
been  able  to  place  the  shares.  "Not  one  of  you,''  he  said,  '  was 
so  hard  hit  as  I  am." 

Mr.  Evans  stated  that  the  proposal  made  by  Mr.  Taylor  could 
not  be  considered  by  the  shareholders.  They  were  practically 
asked  to  allow  him  to  make  all  the  investigations  he  chose,  and 


then  the  shareholders  would  be  asked  to  consent  to  any  proposal 
that  he  desired  to  make. 

Mr.  Hammond  strongly  advised  the  shareholders  to  adopt  a 
compulsory  winding-up  of  the  company  in  order  that  the  position 
might  be  investigated. 


CURRENT  TOPICS. 

A  Speculation  Fever. 
As  soon  as  the  National  Loan  is  out  of  the  way  there  will  be 
an  avalanche  of  fresh  borrowings  of  all  sorts  and  descriptions, 
with  a  good  sprinkling  of  highly  speculative  things.  Doubtless 
they  will  be  swallowed  voraciously  by  the  public.  It  is  beyond 
question  that  Ihe  speculative  germ  is  rather  virulent  just  now. 
Those  who  have  profited  by  the  war  want  to  make  more  money, 
and  those  who  have  suffered  because  of  the  war  seek  compensa- 
tion.   It  is  wise  to  inoculate  oneself  against  this  fever. 

Tubes:  An  Amalgamation. 
I  here  has  just  been  formed  a  company  called  ''  l  ube  Invest- 
ments, Ltd.,"  with  a  capital  of  £1 ,250,000.  The  objective  is  to 
amalgamate  by  a  purchase  of  shares  certain  1  ndertakings  known 
(o  the  Aircraft  Industry.  Thus  Accles  and  Pollock,  Ltd.,  are  men- 
tioned, as  well  as  Tuhes,  Limited.  Oredenda  Conduits  Co.,  Ltd., 
and  the  Simplex  Conduits,  Ltd.  Figuring  in  the  directorate  is 
Arthur  Chamberlain,  Edgbaston  ;  J.  H.  Ashton,  Birmingham; 
T.  Pollock,  a  director-  of  Accles  and  Pollock  ;  and  C.  T.  Barlow 
and  J.  Baker,  also  on  the  board  of  Accles  and  Pollock. 

Beardmores  and  Foreign  Trade. 
Instead  of  establishing  a  new  department  for  the  purpose  of 
specialising  and  developing  their  export  business,  William  Beard- 
more  and  Co.  have  come  to  an  arrangement  with  the  City  firm  of 
John  Buck  and  Co.,  who  have  branches  throughout  the  world. 
To  complete  the  scheme  Beardmores  have  acquired  some  of  the 
capital  of  John  Buck  and  Co.  and  will  have  the  benefit  of  its 
experience  and  organisation. 

Propaganda. 

Two    daily    newspapers    have    blossomed  out  this  week  with 
Aviation  Supplements.    This  is  a  good  sign. 

Whitehead  Aircraft  tn  the  Courts. 
In  the  Companies  Winding-up  Court  on  Tuesday  last  New 
r-jgamoid,  Ltd.,  and  another  petitioned  before  Mr.  Justice  P.  O. 
Lawrence  for  the  compulsory  winding  up  of  Whitehead  Aircraft 
(iqi7),  Ltd. 

Mr.  Owen  Thompson,  K.C.,  who  appeared  for  the  petitioners, 
said  the  company  wished  for  an  adjournment.  He  (counsel)  said 
he  understood  there  was  some  suggestion  of  a  voluntary  liquida- 
tion, which  would  enable  all  the  creditors  to  be  paid  in  full.  This 
was  a  company  with  £1,000,000  capital/  and  it  was  not  the 
desire  of  the  petitioners  to  ruin  the  company. 

Payment  in  Full? 

Mr.  Cecil  Turner,  for  the  company,  said  a  meeting  of  creditors 
had  been  held,  at  which  70  appeared,  and  a  special  resolution  was 
passed  unanimously  to  the  effect  that  it  would  be  in  the  interests 
of  all  that  there  should  be  a  voluntary  liquidation.  It  was  hoped 
that  all  would  be  paid  in  full,  and  that  there  would  be  a  surplus. 

Mr.  Owen  Thompson  said  he  would  not  oppose  a  fortnight's 
adjournment  if  there  was  a  prospect  of  the  company's  suggestion 
being  realised. 

Mr.  H.  E.  Wright,  appearing  for  creditors  for  £5,500,  sup- 
porting the  petition,  said  he  thought  a  week  was  tile  outside 
time  that  should  be  allowed.  He  understood  that  a  meeting  of 
shareholders  had  been  called  for  next  Friday,  and  that  the  meet- 
ing of  creditors  to  pass  the  special  resolution  would  be  at  the 
beginning  of  next  week. 

Mr.  Cecil  Turner  said  the  first  meeting  of  creditors  with  a 
view  to  passing  the  special  resolutions  would  be  held  next  Friday. 

Counsel  appearing  for  £3,000  ordinary  and  a  large  number  of 
preference  snares  supported  the  adjournment  for  a  week. 

The  Palmer  Tyre  Co.,  creditors  for  £1,482,  appeared  by  counsel, 
who  also  represented  creditors  for  £,'29,000,  who  at  a  meeting  ex- 
pressed the  opinion  that  a  voluntary  winding  up  would  be  better 
for  all  parties,  supported  a  fortnight's  adjournment. 

Mr.  Turner  said  a  fortnight  would  enable  them  to  crystallise  j 
the  matter. 

His  Lordship  said  he  thought  a  week's  adjournment  would  be 
more  advisable  at  the  present,  and  made  an  order  to  that  effect. 


264 


The 


Aeroplane 


July  16,  1919 


AIRCRAFT  in  parliament 

The  following  oral  answer  was  given  on  June  2cth  :  — 
AEROPLANES  (CYPRESS  WOOD). 

Mr.  REMER  asked  the  Under  Secretary  of  State  for  Air  whether,  in 
view  of  the  fact  that  the  use  of  cypress  on  aeroplanes  cost  the  nation 
over  a  quarter  of  a  million  sterling,  he  will  appoint  a  small  Committee 
of  Inquiry  to  go  into  the  whole  circumstances 

Major-Gen.  SEELY  :  The  matter  has  already  been  fully  investigated. 
The  decision  to  use  cypress  was  taken  Dy  the  Department  on  expert 
advice  as  a  war  measure  to  meet  a  pressing  emergency.  I  see  no  reason 
for  a  special  Committee  of  Inquiry. 

Mr.  KEMEE  asked  the  Under  Secretary  of  State  for  the  Air  whether 
his  attention  has  been  called  to  a  minute  in  his  Department  proving 
that  one  of  his  present  advisers  on  timber  was  the  official  responsible 
for  sanctioning  the  use  of  cypress;  and  what  action  he  intends  to  take. 

Major-Gen.  SEELY  :  I  do  not  know  to  what  document  my  hon.  friend 
refers  in  the  first  part  of  the  question.  But,  in  any  case,  I  do  not 
think  any  further  action  is  required. 

TIMBER  TRANSPORT. 

Mr.  REMER  asked  the  Under  Secretary  of  State  lor  Air  whether  large 
quantities  of  timber  were  dispatched  by  rail  from  Glasgow  to  London 
for  no  other  purposes  but  to  be  stored:  and  whether,  m  view  of  the 
fact  that  traders  are  complaining  of  congestion  ou  the  railway  he  will 
take  steps  to  see  that  no  waste  of  transport  facilities  is  incurred. 

Major-Gen  SEELY  :  I  am  unable  to  trace  the  incident  referred  to; 
but  if  my  hon.  friend  will  supply  fuller  particulars  I  will  have  further 
inquiries  made. 

FLYING-BOATS. 

Lieut.-Comdr.  KENWORTHY  asked  the  Under  Secretary  of  State  for 
Air  what  was  the  cost  for  construction  of  the  R34  tvpe  oi  airship;  what 
was  the  cost  of  its  shed;  what  is  the  personnel  required  at  the  shed 
for  handling  the  airship,  etc. ;  what  is  the  estimated  total  monthly 
cost  of  the  airship  when  in  commission,  including  pay  of  personnel; 
and  what  is  the  cost  of  the  N3B  type  of  flying  boat  seaplane,  1919, 
pattern. 

Major-Gen.  SEELY  :  The  first  part  of  the  question  is  for  the  Board 
of  Admiralty,  and  perhaps  the  hon.  and  gallant  Member  will  address 
the  question  to  them.  The  cost  of  the  latest  flying-boat  built  to  N3B 
specification  is  ^9,000  complete  with  engines;  the  specification  is,  how- 
ever, not  a  new  one. 

Lieut. -Comdr.  KENWORTHY  :  What  is  the  cost  of  the  shed  ? 

Major-Gen.  SEELY  :  Questions  as  to  the  shed  of  the  airship  should 
be  addressed  to  the  Admiralty.  They  ordered  the  ships,  although  the 
Air  Ministry  had  conttol  of  them  for  experimental  purposes.  The 
actual  details  of  the  contract  price  should  be  asked  of  the  Admiraltv. 

Lieut. -Comdr.  KEN  WORTHY  :  What  is  the  personnel?  Has  the  right 
hon.  gentleman  information  as  to  the  number  of  persons  necessary  to 
handle  this  airship  ? 

Major-Gen.  SEELY  :  I  have  suggested  that  on  that  point  also  the 
auestion  should  be  addressed  to  the  Admiralty.  [  included  that  in  the 
first  part  of  the  answer.  I  think  they  will  be  able  to  give  the  informa- 
tion required. 

Capt.  BENN  :  Are  we  to  understand  from  that  answer  that  the  Air 
Ministry  has  not  complete  control  over  the  lightcr-lhan-air  material  ? 

Major-Gen.  SEELY  :  Yes,  that  is  so.  At  present  we  have  not  com- 
plete control  of  lighter-than-air  ships.  With  regard  to  personnel,  we 
are  responsible  for  that.  The  matter  is  complicated,  but  it  will  be 
adjusted  in  a  very  short  time 

*  *  * 

The  following  written  answer  was  given  on  June  26th  :  — 

ROYAL    AIR   FORCE. — DOGS  (IMPORTATIONS 

Colonel  WESTON  asked  the  Under  Secretary  of  State  for  the  Air 
Ministry,  in  view  of  the  official  report  that  at  one  aerodrome  64  dogs 
"had  been  illegally  imported,  how  dogs  on  aerodromes  would  be  pro- 
tected from  infection. 

Major-Gen.  SEELY  :  The  irregular  importation  of  dogs  is  strictly  for- 
bidden, and  should  be  impossible. 

Colonel  WESTON  asked  the  Parliamentary  Secretary  to  the  Board  of 
Agriculture  whether  he  has  received  any  proof  of  a  case  of  landing 
dogs  illegally  from  an  aeroplane. 

Mr.  PRATT  :  The  Board  of  Agriculture  have  received  no  official 
report  of  the  illegal  landing  of  any  dog. 

*  *  * 

The  following  oral  answer  was  given  on  June  30th  :  — 
AIRCRAFT    PRODUCTION    DEPARTMENT  (OFFICERS' 
LETTERS). 

Mr.  KELLAWAY  (Parliamentary  Secretary  to  the  Ministry  of  Muni- 
tions), replying  to  Sir  Francis  Lowe,  said:  Unless  marked  "Personal" 
or  "  Private,"  letters  addressed  to  individual  members  of  the  staff  of 
the  Ministry  of  Munitions  are  opened  in  the  registry  I  understand 
that  there  is  no  similar  rule  in  the  Admiralty  or  War  Office.  The 
practice  was  adopted  to  prevent  delay  or  miscarriage  of  correspondence. 

If  correspondence  is  addressed  to  members  of  the  Ministry  and  not 
marked  "  Private  "  or  "  Personal,"  it  is  presumably  on  official  business 
and  is  opened. 

*  *        *  .    ■  ••  \ 
The  following  written  answer  was  given  on  June  30th  :  — 

APRON  DEFENCE,  LONDON. 

Lieut. -Col.  PEEL  asked  the  Under  Secretary  of  State  to  the  Air  Minis- 
try whether  any  action  has  been  taken  regarding  a  scheme  for  the 
so-called  apron  defence  of  London  sent  to  General  Headquarters,  Home 
Forces,  by  Mr.  Samuel  Jones,  of  Debenham,  on  Jan.  31st,  I9i8;-and 
whether  this  was  the  first  occasion  on  which  such  a  scheme  was  put 
forward  ? 

Mr.  CHURCHILL  :  The  apron  defence  of  London  was  installed  in 
1917.  The  proposals  received  from  Mr.  Siirauel  Jones,  of  Debenham, 
were  duly  considered,  but  were  found  impracticable. 

*  *  * 

The  following  written  answers  were  given  on  July  1st  :  — 
ROYAL  AIR  FORCE.— SCAPA  SEAPLANE  STATION. 

Captain  BROWN  asked  the  Under  Secretary  of  State  to  the  Air  Minis- 
try whether  it  is  necessary  to  maintain  the  Scapa  seaplane  station, 
where  four  men  are  retained  without  anything  to  do. 

Major-Gen.  SEELY  :  Scapa  seaplane  base  is  being  retained  tem- 
porarily until  Smoogroo  is  ready,  and  will  be  given  up  shortly.  The 
station  is  in  charge  of  a  care  and  maintenance  party  who  are  responsi- 
ble for  equipment  and  stores. 


HOURS  (NUMBERING). 

Colonel  WEDGWOOD  asked  the  Under  Secretary  of  State  to -the  Air 
Ministry  whether  the  system  of  numbering  the  hours  continuously  up 
to  24,  which  was  adopted  in  the  Army.,  last  year,  has  also  been  adopted 
111  the  Royal  Air  Force;  and,  if  so,  from  what  date  and  under  what 
Regulation. 

Major-Gen.  SEELY  :  The  system  in  question  was  adopted  throughout 
the  Royal  Air  Force  from  midnight,  Oct.  19th /20th,  1918,  under  Air 
Ministry  Weekly  Order  No.  1,232,  dated  Oct.  10th,  .1918. 

FLYING  EXHIBITIONS. 

Mr.  JOYNSON-HICKS  asked  the  Under  Secretary  of  State  to  the  Air 
Ministry  whether  any,  and,  if  so,  what  arrangements  are  being  made 
for  flying  exhibitions  by  members  of  the  Royal  Air  Force. in  connec- 
tion with  Peace  or  other  celebrations: 

Major-Gen.  SEELY  :  No  special  exhibitions  by  Royal  Air  Force 
machines  are  being  arranged  for.  All  available  machines  are  already 
demonstrating  on  behalf  of  the  "  Victory  Loan."  I  think  that  this  is 
the  most  useful  way  of  celebrating  Peace  at  the  present  time 

WEEK  END  LEAVE. 

Major-Gen.  SEELY',  replying  to  a  question  asked  by  Mi  Campbell 
if  the  officer  commanding  No.  10  Group,  R  A.F.,  has  issued  an  order 
suspending  week- end  leave,  said  :  Week-end  leave  has  not  been  stopped. 
The  pre-war  practice  of  granting  week-end  leave  from  Saturday  mid- 
day to  Sunday  night  has  been  reintroduced.  At  the  same  time  it  has 
been  found  possible  to  restore  the  practice  prevailing  before  the  war  of 
observing  general  holidays  and  the  giving  of  extended  leave  so  far  as 
the  exigencies  of  the  service  permit 

LADY  SHORTHAND  WRITERS  (RIPON) 

Mr.  RENDALL  asked  the  Under  Secretary  of  State  to  the  Air  Minis- 
try if  he  is  aware  that  two  lady  shorthand-writers  engaged  at  the 
R.A.F.  Ripon  depot  in  January,  after  five  or  six  weeks'  training  in 
technical  work,  were  discharged,  although  they  volunteered  to  join  the 
W. R.A.F".,  and  that  two  other  ladies  requiring  training  were  engaged; 
what  reasons  caused  this  change;  and  will  he  insist  on  an  impartial 
inquiry  into  the  chief  section  leader's  conduct 

Major-Gen.  SEELY  :  I  have  not  yet  been  able  to  trace  the  incident 
referred  to,  but  further  inquiries  are.  being  made  both  by  the  Air  Minis- 
try and  the  War  Office,  as  the  depot  at  Ripon  is  administered  by  that  - 
Department. 

AIR  NAVIGATION  REGULATIONS. 

Mr.  JOYNSON:HICKS  asked  the  Under  Secretary  of  State  to  the  Air 
Ministry  whether  any  number  of  hours'  solo  flying  is  necessary  before 
civilian  pilots  are  licensed;  and  whether  inquiiies  are  being  made 
regarding  all  crashes  which  occur  in  civilian  flying. 

Major-Gen.  SEELY  :  (1)  Tests  required  for  civilian  pilots  are  speci- 
fied in  the  directions  issued  under  Air  Navigation  Regulations,  1919'. 
All  pilots  who  have  been  licensed  have  hail  a  laige  number  of  solo 
flying  hours  to  their  credit.  (2)  All  possible  inquiries  are  made.  The 
question  is  being  considered  by  a  Committee  dealing  with  points 
arising  on  the  subject  of  the  Air  Navigation  Regulations 
»       »  » 

■  The  following  oral  answers  were  given  on  July  2nd  :  — 
R.34  AIRSHIP. 

Lieut  -Commander  KENWORTHY  asked  the  First  Lord  of  the  Admi- 
ralty if  he  will  state  the  cost  for  construction  of  the  R  34  type  of 
airship,  the  cost  of  the  housing-shed  and  extensions,  the  personnel 
required  at  the  shed  for  handling,  berthing,  cleaning  the  airship,  etc., 
the  estimated  total  monthly  cost  of  the  airship  when  in  commission, 
including  pay  of  persons  employed  in  ship  and  shed;  how  many  of 
these  airships  are  under  construction;  and  whether  work  is  being  con- 
tinued on  them. 

Dr.  MACNAMARA  :  The  cost  of  constructing  an  ail  ship  of  R  34  type 
is  approximately  .£350,000.  The  cost  of  the  housing-shed  at  East  For- 
tune, together  with  "extensions  and  windscreens,  is  approximately 
£166,000.  Fourteen  officers  and  400  men  are  required  at  the  station  for 
handling,  berthing,  cleaning  airships,  etc.  The  estimated  total  monthly 
cost  of  the  airship  when  in  commission  depends  on  the  distance  flown. 
Taking  as  basis  8,000  nautical  milts  per  month  at  a  speed  of  40  knots, 
it  amounts  to  about  £2,600  at  current  rates  for  cost  of  petrol,  oil,  and 
gas.  This  figure  includes  the  wages  of  crew  and  also  one-fourth  the 
total  pay  of  the  personnel  required  for  handling,  etc.,  as  this  latter  is 
adequate  for  maintaining  four  airships  in  commission  No  further  air- 
ships of  this  class  are  under  construction,  but  six  of  improved  types 
have  been  ordered  and  are  in  varying  stages  of  construction.  Work 
upon  them  is  being  continued. 

An  HON.  MEMBER  :  Can  the  right  hon.  gentleman  say  whether  he 
has  any  news  of  the  ship  ? 

Dr.  MACNAMARA:  I  am  sorry  to  say  I  have  not. 

Lieut.-Commander  KENWORTHY  :  Will  Peace  make  any  difference 
to  the  programme  ? 
Dr.  MACNAMARA:  Speaking  off-hand  I  should  say  no. 

»        *  * 

The  following  written  answers  were  given  on  July  2nd  : — ■ 
CANADIAN  AIR  FORCE. 

Captain  W.  BENN  asked  the  Under  Secretary  of  State  to  the  Air 
Ministry  whether  he  is  in  a  position  to  make  any  statement  about  the 
Canadian  Air  Force. 

Major-Gen.  SEELY  :  I  understand  the  question  is  under  the  con- 
sideration of  the  Dominion  Government,  who  will  doubtless  make  their 
own  announcement  of  policy  in  due  course. 

ROYAL    AIR    FORCE —AEROPLANES  (AUTOMATIC 
CONTROL). 

Captain  WEDGWOOD  BENN  asked  the  Under  Secretary  of  State  to 
the  Air  Ministry  whether  he  can  amplify  the  statement  recently  made 
by  Mr.  Baker,  the  United  States  of  America  Secretary  for  War,  on  the- 
question  of  automatic  control  of  aeroplanes. 

Major-Gen.  SEELY  :  I  regret  that  I  am  not  in  a  positim  to  do  so  at 
the  moment.  I  will  have  further  investigation  «iade  and  communicate 
with  my  hon.  and  gallant  friend. 

MARRIED  QUARTERS. 

Major-Gen.  SEELY,  replying  to  Major  Lloyd-Greame,  said  ■  1  realise 
that  married  officers  and  other  ranks  of  the  Royal  Air  Force  are  prob- 
ably finding  difficulties  in  obtaining  suitable  accommodation  near  aero-  _ 
dromes.  Married  quarters  will  eventually  be  provided  at  permanent 
stations,  and  in  the  meantime  the  possibility  of  making  temporary  use 
of  suitable  hutting  accommodation  where  available  is  being  investi- 
gated. 


July  16,  1919 


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KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS 


^66 


The  Aeroplane 


July  i6,  1919 


WOMEN'S  CORPS  (RAILWAY  WARRANTS). 

Major-Gen.  SEELY,  replying  to  Mr.  F.  C.  Thomson,  said  that,  al- 
though concessions  were  made  to  the  Army  and  Air  Force  with  regard 
to  leave  being  a  public  charge,  they  were  not  extended  to  the  women's 
corps  because  of  the  difference  in  their  conditions  of  service.  The 
auestion  of  making  similar  concessions  to  the  women's  corps  is  now 
under  consideration 

-  •        •  • 

The  following  oral  answers  were  given  on  July  3rd  :  — 

FLYINGBOAT  CONTRACTS. 

Mr.  MACQUIsTEN  asked  the  Secretary  to  the  Admiralty  whether,  at 
the  outbreak  of  war,  the  Admiralty  purchased  a  riymg-boat  of  new 
and  successful  design,  by  Mr.  Norman  Thompson,  built  by  Messrs. 
White  and  Thompson  (subsequently  renamed  the  Norman  Thompson 
Vlight  Company  in  1915),  a  pioneer  firm,  established  in  1909;  whether 
in  1915  the  Admiralty  placed  an  order  with  the  Norman  Thompson 
Flight  Company  for  to  flying-boats  of  such  size  that  the  firm  were  com- 
pelled to  lay  out  considerable  money  in  additional  buildings  to  their 
existing  works;  whether  for  12  months  after  these  extensions  were 
completed  in  May,  1916,  the  Government  were  aware  that  the  firm  were 
only  able  to  work  at  about  one-third  full  output  owing  to  constant 
changes  in  design  ordered  by  the  Admiralty  and  shortage  of  orders, 
and,  if  so,  whether  he  will  explain  why  in  the  autumn  of  1916  the 
Admiralty  refused  to  allow  the  War  Office  to  place  oiders  with  the 
firm. 

Dr.  MACNAMARA  :  With  my  hou.  friend's  permission  I  will  circu- 
late the  answer  in  the  *'  Official  Report." 
The  following  is  the  reply  referred  to  :  — 

In  August,  1914,  the  Admiralty  requisitioned  a  stsplane  from 
Messrs.  White  and  Thompson.  The  seaplane  was  an  improved  form 
of  the  "  Curtiss "  single-engined  flying-boat,  of  which  Messrs. 
White  and  Thompson  were  sole  concessionaires. 

Trials  of  this  machine  were  successful,  and  as  a  result  of  the 
trials  the  machine  was  purchased  and  six  further  machines  were 
ordered.  A  further  order  for  10  '*  America  "  type  seaplanes,  to  be 
fitted  with  engines  to  be  supplied  by  the  Admiralty,  was  placed 
with  the  firm  in  July,  T915,  tender  price  being  finally  accepted 
Dec.  28th,  1915.  An  advance  of  25  per  cent,  of  the  contract  price 
was  made  with  the  acceptance  of  tender  at  firm's  request,  the  firm 
statiug  that  the  greater  part  of  the  profits  they  might  derive  from 
the  contract  would  be  spent  on  new  factory  extensions  and  land 
which  they  were  making  arrangements  to  purchase.  The  firm  did 
not  state  that  such  extensions  were  necessary  on  account  of  the  size 
of  the  flying-boats. 

Shortly  after  the  order  was  placed  it  was  decided  to  fit  140  horse- 
power instead  of  100  horse-power  engines  in  order  to  improve  the 
performances  of  the  machines.  At  this  time  the  firm  had  in  hand 
18  S.38  type  school  aeroplanes;  delivery  of  the  last  of  these  was 
made  on  June  7th,  1916.  In  July,  1916,  an  order  for  20  F.B.A. 
flying-boats  was  placed  with  the  firm.  Various  orders  for  spare 
parts  were  also  in  hand.  In  August,  1916,  the  War  Office  asked  the 
Admiralty  whether  there  Was  any  objection  to  the  firm's  resou.ces 
being  utilised  for  supply  of  spare  parts. 

(The  10  "America"  and  20  F.B.A.  flying-boats  were  then  u,..ler 
construction,  and  it  was  under  consideration  to  place  an  order  for 
small  flying-boats  of  the  firm's  own  design,  in  which  circumstances 
the  War  Office  was  informed  that  the  Admiralty's  orders  would 
absorb  the  firm's  whole  output  for  some  time. 
Mr.  M  ACQUIS  TEN  asked  the  Parliamentary  Secretary  to  the  Minis- 
try of  Munitions    whether  a  design   of  flying-boat  by  the  Ncrman 
Thompson  Flight  Company,  known  as  type  N.T.   2  B,  and  officially 
adopted  by  the  Air  Ministry  in  April,  1918,  as  a  standard  naval  instruc- 
tion machine,   was  ordered  in  repetition  from  them  and  from  other 
firms;  whether,  in  June,  1917,  the  Air  Board  required  the  firm  to  in- 
crease their  works  for  the  production  of  one  of  their  designs  of  flying- 
boats,  type  N.T.  4  A,  and  subsequently   agreed  to  advance  £20,000  for 
new   buildings;   whether,   after    placing    considerable   orders   in  the 
autumn  of  1917  for  N.T.  4  A  flying-boats,  the  Air  Board  cancelled  those 
orders  in  January,  1918,  and  gave  no  new  oiders  until  May,  1918,  after 
the  appointment  of  a  receiver  for  the  debenture  holders;  whether  the 
Aircraft  Finance  Department  of  the  Ministry  of  Munitions  in  October, 
1918,  refused  the  recommendation  of  the  Lubbock  Committee  of  the 
Treasury  to  pay  off  the  debentures  issued  to  Messrs.  Cox  and  Company 
as  security  for  advances  and  revest  the  control  of  the  company  in  the 
directors;  and,  if  so,  whether  he  proposes  to  take  any  action  in  the 
matter  ? 

The  FINANCIAL  SECRETARY  TO  THE  MINISTRY  OF  MUNI- 
TIONS (Mr.  James  Hope)  :  The  answer  to  the  first  three  parts  of  this 
question  is  in  the  affirmative.  No  such  recommendation  was  ever  made 
by  the  Lubbock  Committee  as  is  suggested  in  the  fourth  part  of  the 
question,  and  the  fifth  part  does  not  accordingly  arise. 

Mr.  MACQTJISTEN  :  Will  the  hon.  gentleman  make  an  investigation 
into  the  whole  transaction  of  the  Admiralty  with  this  particular  com-  . 
pany,  and  allow  Mr.  Thompson  to  appear  before  him  ? 

Mr.  HOPE  :  Not  on  the  information  I  have  at  present.  If  my  hon. 
and  learned  friend  will  give  mc  any  more  information,  I  shall  be  de- 
lighted to  act  unon  it,  but  at  present  his  premises,  I  think,  arf  wrong. 

Mr.  MACQUISTEN  :  As  the  hon.  gentleman's  information  is  so 
meagre,  will  he  take  the  steps  I  suggest,  so  as  to  get  the  necessary 
information  ? 

Mr.  HOPE  :  1  take  it  that  it  is  for  my  hon.  and  learned  friend  to 
supply  me  with  premises  on  which  T  can  reasonably  act. 

ROYAL   AIR  FORCE. — TECHNICAL  OFFICEUS 

Sir  F.  HALL  asked  the  Under  Secretary  of  State  to  the  Air  Ministry 
if  he  can  state  what  amount  of  technical  pay,  if.  any,  it  has  been 
decided  to  award  to  technical  officers  in  Class  A  of  the  Royal  Mr  Force: 
whether  the  same  is  to  be  retrospective  from  Sept.  1st.  1918,  and  will 
include  technical  officers  demobilised  before  the  decision  has  been 
arrived  at,  and,  if  so.  whether  an  officer  who  would  thus  be  entitled 
to  additional  pay  can  claim  the  same  together  with  gratuity  based  on 
the  larger  amount  of  pav  ? 

The  UNDER  SECRETARY  OF  STATE  FOR  ATR  (Maior-Cen 
Seely)  :  The  whole  Question  of  pav  is  now  under  consideration,  and  I 
hope  to  be  able  to  give  further  information  in  a  short  time.  Perhaps 
the  hon.  and  gallant  gentleman  will  put  down  a  question  next  week. 

ATLANTIC  FLIGHT  (AIRSHIP  R.34) 

Captain  W  llfiNN  asked  the  Under  Secretary  of  State  to  the  Ai*- 
Ministry  whether  he  can  make  a  statement  about  the  Atlantic  trip  of 
the  airship  R  14 

Major-Gen  SEELY  :  His  Maiesty's  airship  R.34  left  East  Fortune, 
near  Edinburgh,  at  2.48  yesterday  morning  on  an  experimental  cruise 
across  the  Atlantic.  She  is  equipned  with  every  known  form  of  scienti- 
fic instrument  which  it  was  considered  would  be  of  value  for  the  trio. 
We  are  sure  that  much  valuable  information  will  be  obtained  as  to 
the  possibilities  of  air  traffic  across  the  Atlantic 


All  being  well  she  will  drop  messages  at  Newfoundland  and  Halifax, 
and  proceed  to  New  York.  I  should  like  to  acknowledge  the  great 
assistance  given  by  the  Admiralty  in  every  respect  to  the  Air  Ministry, 
who  are  responsible  for  the  flignt. 

His  Majesty's  ships  "  Tiger "  and  "  Renown "  are  in  the  Atlantic 
^ending  and  receiving  wireless  messages.  At  six  o'clock  this  morning 
the  airship  was  reported  to  be  about  1,030  miles  on  her  course,  and  885 
miles  from  St.  John's.  The  weather  reports  are  very  favourable,  and 
it  is  hoped  that  she  will  soon  get  a  following  wind. 

I  may  add  that  what  weighed  with  us  most  in  deciding  to  attempt 
this  flight  was  the  hope  of  thereby  making  still  closer  the  ties  between 
this  country  and  America 

*  *  * 

The  following  written  answers  were  given  cn  July  3rd  :  — 

ROYAL  AIR  FORCE  (BADGES). 

Lieut. -Colonel  ARCHER-SHEE  asked  the  Secretary  of  State  for  War 
whether  officers  who  have  qualified  as  pilots  or  observers  during  the 
war,  and  have  served  in  that  capacity  at  the  front,  are  entitled  to  wear 
"ings  on  their  uniform  if  since  transferred  to  a  line  regiment. 

Mr.  CHURCHILL  :  Badges  of  -the  Royal  Air  Force  may  not  be  worn 
by  Army  officers  after  return  to  Army  duty  with  their  units.  A  notifi- 
cation to  this  effect  was  issued  in  Army  Council  Instruction  i.rio,  of 
1018. 

CELLULOSE  ACETATE. 

Lieut. -Colonel  XHORNE  asked  (v)  the  Secretary  of  State  for  War  the 
names  of  the  firms  referred  to  on  page  3  of  the  Fifth  Report  of  the 
Select  Committee  on  National  Expenditure  who  were  invited  to  tender 
in  July,  1915,  for  supplies  of  cellulose  acetate  and  what  -was  the  reason 
for  refusing  to  send  a  tender  form  to  the  Cellon  Company,  of  London, 
and  who  was  the  person  responsible,  and  his  name,'  who  thus  refused 
permission  to  an  English  company  and  invited  tenders  from  a  firm  of 
neutrals  adjacent  to  enemy  territory,  the  Cellonit  Gesellschaft  Dreyfus, 
cif«  Basle,  who  were  advertising  their  wares  in  the  enemy  Press;  and 
was  the  Department  aware  of  this  firm's  advertisements  in  the 
"  Chemiker  Zeitung  "  when  they  invited  them  to  tender;  and  (2)  the 
Parliamentary  Secretary  to  the  Ministry  of  Munitions  the  reason  why 
in  March,  1918,  his  Department  made  an  Order  forbidding  the  importa- 
tion of  cellulose  acetate  as  indicated  in  the  Fifth  Report  of  the  Select 
Committee  on  National  Expenditure,  in  view  of  the  fact  that  all  that 
which  was  being  produced  in  this  country  was  pronounced  to  be  defec- 
tive; will  he  state  the  names  of  the  contractors  who  carried  out  the 
erection  and  extension  of  the  British  Cellulose  Company's  work  at 
Spondou,  Derby;  and  whether  this  was  a  contract  between  the  Ministry 
of  Munitions  and  the  builders  or  the  British  Cellulose  Company  and 
the  builders? 

Mr.  KELLAWAY  :  I  will  reply  to  these  questions  at  the  same  time. 
A  Committee  appointed  by  the  Government  is  examining  this  question, 
and,  as  was  stated  by  the  Leader  of  the  House  on  July  1st,  it  is  hoped 
that  their  report  will  be  ready  by  the  end  of  the  month.  In  these  cir- 
cumstances I  do  not  think  it  would  be  desirable  to  make  any  statement 
at  present. 

*  *  » 

The  following  oral  answer  was  given  on  July  ;th  : —  * 

NAVY,  ARMY   AND   AIR   FORCES  (ESTIMATES). 

Sir  DONALD  MACLEAN  asked  the  Lord  Privy  Seal  when  he  proposes 
to  re-introduce  the  Estimates  for  the  Navy,  Army,  and  Air  Forces  in 
accordance  with  his  promise  ? 

Mr.  BONAR  LAW  :  My  right  hon.  friend  is  mistaken  in  saying  that 
I  gave  any  promise  that  new  Estimates  would  be  introduced  though  I 
said  that  the  suggestion  would  be  considered.  I  elid  say,  however,  that 
I  thought  there  ought  to  be  a  discussion  of  the  whole  subject  in  the 
House  when  we  revert  to  a  peace  footing,  but  I  do  not  think  that  the 
time  has  yet  come  when  it  would  be  useful  to  have  that  discussion. 

*  *  * 

The  following  written  answer  was  given  011  July  7th. 

IRELAND.  MILITARY  AND  AIR  FORCES. 

Mr.  MACPHERSON,  the  Chief  Secretary  for  Ireland,  replying  to 
/  Lieut.-Col.  -Malone,  said  that  it  is  not  proposed  to  withdraw  the  Arnry 
ef  Occupation  from  Ireland. 

Mr.  CHURCHILL  (the  Secretary  of  State  for  War),  replying  to  Lieut. - 
Col.  Malone  said  that  there  were  59,520  Army  and  1,789  Air  Force 
officers  and  other  ranks  now  stationed  in  Ireland. 

*  *  + 

The  following  oral  answer  was  given  on  July  8th  :  — 

CANTEEN  FUNDS  (DISTRIBUTION). 

Mr.  FORSjTER  (the  Financial  Secretary  to  the  War  Office),  replying 
to  Major  Glyn,  said  that  the  details  of  the  grants  from  canteens  funds 
arc  too  lengthy  to  be  given  in  answer  to  a  question,  but  he  would 
arrange  for  them  to  be  published  in  the  Official  Report 
,  According  to  the  Official  Report,'  a  grant  of  £2,000  was  made  by  the 
Central  Regimental  Fund  to  the  Hospital  for  Officers,  Royal  Air  Force, 
in  1917.  I 

*      *  * 

The  following  oral  answers  were  given  on  July  9th  :  — 
RIGID  AIRSHIPS. 

Lieut. -Commander  KEN  WORTHY"  asked  the  First  Lord  of  the  Ad- 
miralty what  will  be  the  total  cost  of  the  six  rigid  airships  of  an 
improved  type  now  under  construction  for  the  Navy;  whether  the 
-ignature  of  Peace  will  enable  the  building  of  some  or  all  of  these 
expensive  airships  to  be  postponed;  and,  if  not,  why  is  there  no  dif- 
ference between  the  War  and  Peace  airship  programme. 

Mr.  LONG :  The  estimated  total  cost  of  the  six  rigid  airships  is 
/2,20o,ooo.  The  rigid  airship  programme  was  thoroughly  revised  shortly 
after  the  Armistice  was  signed,  and  was  reduced  as  far  as  is  consistent 
with  the  Peace  requirements  of  the  Navy,  and  with  the  necessary 
development  of  the  Airship  service.  No  further  reduction  is  at  present 
contemnlatcd.  It  should  be  noted  that  the  six  aiiships  are  not,  as 
implied  in  the  question,  of  a  single  type,  but  of  several  types,  repre- 
senting successive  stages  of  elevelopment. 

Captain  WEDC'.WOOD  BENN  :  Ts  it  proposed  to  hand  over  the  con- 
structiem  of  the  lighter-than-air-cratt  to  the  Air  Ministry;  and.  if  so, 
when  ? 

Mr.  LONG  :  That  does  not  arise  on  this  question  at  all. 

Lieut. -Commander  KENWOPTHV:  Ts  it  not  to  be  taken  into  con- 
sideration, in  the  interests  of  scientific  experiment,  at  any  rate,  to 
postpone  this  building  and  (he  expenditure  of  this  money  until  a  later 
date,  and  until  we  have  had  more  experience  of  this  kind  of  vessel  ? 

Mr.  LONG  :  Those  quesHnns  have  alrcndv  been  laken  into  eonsidera- 
tion  by  the  Board  of  Admiralty  in  arriving  at  their  decision 


July  16,  igig 


Ihe  Aeroplane 


267 


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been  engaged  in  the  manu- 
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RADIATORS 

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208  The  Aeroplane  July  16,  1919 


A   PILOT   IN   THE  DOCK,  -(cammed.) 
By  "  THE  LINCOLN  IMP." 


This  article  was  begun  as  long  ago  as  May  21st,  but 
the  Air  Regulations  have  taken  up  so  much  of  the  Imp's 
time  that  the  sequel  has  been  postponed  until  now.  It 
is  therefore  necessary  to  refresh  your  memories  by 
"  harking  back  "  to  the  definitions  previously  laid  down. 

Culpable  Homicide. 
Homicide  is  the  killing  of  one  man  by  another.  Unless 
evidence  is  given  that  such  killing  was  justifiable  or 
excusable  it  is  culpable  homicide.  Culpable  homicide 
done  by  malice  aforethought  is  murder ;  if  done  without 
malice  it  is  manslaughter.  "  Malice  "  has  here  a  techni- 
cal meaning,  and  since  the  Indictments  Act,  1915,  need 
not  even  be  alleged  in  the  indictment,  but  to  establish 
murder  it  is  still  necessary  to  prove  that  the  killing  was 
the  result  of  an  act  done  wilfully  and  without  lawful 
excuse,  the  known  or  obvious  consequence  of  which  was 
the  injury  of  another. 

Manslaughter. 
Manslaughter  is  a  culpable  homicide  not  done  of  malice 
aforethought.  Thus  a  pilot  who  dived  on  a  crowd  for  sport 
or  to  frighten  the  people  in  the  erroneous  belief  that  he 
could  avoid  all  hurt  to  any  of  them  would  be  guilty  of 
manslaughter.  And,  moreover,  "  if  a  person  whilst  doing 
or  attempting  to  do  another  act  undesignedly  kills  a 
man — if  the  act  intended  or  attempted  were  a  felony,  the 
killing  is  murder ;  if  unlawful,  but  not  amounting  to 
felony,  the  killing  is  manslaughter;  if  lawful,  homicide 
by  misadventure  merely."    (Archbold,  25th  ed.,  p.  852.) 

The  Sleaford  Case. 

In  the  case  recently  tried  before  Shearman,  J.,  at  the 
Lincoln  Assizes,  the  undisputed  facts  were  that  two  offi- 
cers being  driven  in  a  trap  on  the  high  road  were  killed 
by  an  aeroplane  piloted  by  the  accused,  who  was  before 
the  Court  on  a  charge  of  manslaughter. 

It  was  not  suggested  that  the  pilot  intentionally  dived 
at  the  trap;  much  less  that  the  pilot  had  any  intention 
of  doing  any  injury  to  anyone,  in  which  case  the  charge 
would  have  been  murder;  the  charge  of  manslaughter  was 
based  on  the  contention  that  the  pilot  was  doing  an  un- 
lawful act  in  flying  low  over  the  high  road  in  breach  of 
the  R.A.F.  regulations,  or,  alternatively,  that  he  was 
culpably  negligent  in  doing  the  lawful  act  of  flying.  By 
the  way,  no  one  seems  to  have  suggested  that  the  usque 
ad  ccelum  doctrine  applied  and  made  him  a  trespasser 
on  the  highway!    The  jury  acquitted  the  accused. 

,  Importance  of  the  Case. 

The  Imp  has  as  yet  seen  no  technical  report  of  the  case, 
but  from  the  newspaper  account  it  would  seem  that 
there  was  no  evidence  tendered  of  negligent  piloting,  and 
the  jury  rightly  acquitted  on  this  head.  The  breach  of 
R.A.F.  regulations  would  seem  to  have  been  admittedly 
proved,  so  that  the  finding  of  the  jury  necessarily  involves 
that  the  R.A.F.  regulation  against  low  flying  is  not  part 
and  parcel  of  the  ordinary  law  of  the  land. 

If  it  is  law,  its  breach  was  unlawful  but  not  felonious, 
and  in  committing  the  breach  the  pilot  had  undesignedly 
killed  a  man  and  had  therefore  committed  manslaughter 
according  to  Archbold 's  definition  which  the  Imp  has 
just  quoted.  There  are  good  grounds  for  the  jury's 
finding  inasmuch  as  Service  Regulations  are  not  always 
drafted  with  such  skill  and  care  that  their  wording  can 
safely  be  allowed  to  make  a  criminal  out  of  a  pilot  who 
but  for  that  wording  would  be  innocent  -of  crime,  though 
guilty  of  a  breach  of  Service  Regulations. 

The  Air  Regulations. 
The  Air  Regulations,  1919,  it  will  be  remembered,  are 
made  by  order  of  the  Secretary  of  State  under  the  express 


authority  of  Parliament.  They  are  therefore  part  and 
parcel  of  the  law  of  the  land.  Under  the  heading 
"  General  Safety  Provisions  "  Regulation  5  (2)  provides  : 
"  No  person  in  any  aircraft  shall  .  .  .  (c)  carry  out  any 
flying  which  by  reason  of  low  altitude  or  proximity  to- 
persons  is  dangerous  to  public  safety."  Suppose,  then,, 
that  on  the  trial  for  manslaughter  of  a  pilot  who  had 
undesignedly  killed  a  man  by  low  flying  the  jury  found 
that  (a)  he  was  not  negligent  in  flying  low,  but  (b)  he 
had  contravened  Regulation  5  (2)  (c). 

As  matter  of  law,  is  this  a  finding  of  manslaughter  ? 
"Yes,"  you  say,  "if  it  is  right  that  contravention  of 
the  regulation  is  an  unlawful  act  in  the  doing  of  which 
the  pilot  undesignedly  killed  the  man.  This  falls  within 
the  exact  wording  of  the  definition  of  manslaughter  you 
have  quoted."  True,  but  wait  a  bit.  A  penalty  is  laid 
down  for  contravention  of  the  Regulations — six  months' 
imprisonment  or  a  ^200  fine  or  both.  Surely  (it  will 
some  day  be  argued)  the  draftsman  did  not  intend  to 
incorporate  by  implication  the  penalty  for  manslaughter 
as  well  ?  Surely  the  statutory  penalty  is  the  only  one  ? 

See  the  absurdity  of  any  other  construction.  A  pilot's 
engine  cuts  out.  He  has  to,,  fly  low  over  a  crowd  to  land 
on  the  far  side  and  without  negligence  he  kills  one  of 
them.  This  is  a  contravention  of  Reg.  5  (2)  (c),  and 
according  to  your  contention  is  also  an  unlawful  fact. 
To  any  proceedings  for  contravention  it  will  be  a  good 
defence  to  prove  that  the  contravention  was  due  to  the- 
engine  cutting  out  as  its  unavoidable  cause  (Reg.  10  (1)). 
But  according  to  your  argument,  though  defensible,  it 
is  still  an  unlawful  act  and  consequently  manslaughter ! 
This  is  one  of  the  endless  questions  of  interpretation 
which  the  Regulations  are  destined  to  raise  in  the  future. 


THE    COMPANIES  (CONSOLIDATION) 

ACTS,    igo8— 1917. 

J 

IN  THE  MATTER  OF 

The  Norman  Thompson  Flight 
Company,  Limited. 

(In  Voluntary  Liquidation.) 

Pursuant  to  Sectiou  188  of  the  Companies  (Con.- 
sOMdation)  Act,  1908,  Notice  is  hereby  given  that 
a  meeting  of  the  creditors  of  the  above  named 
Company  will  be  held  at  the  Hall  of  the  Institute 
of  Chartered  Accountants,  Moorgate  Place,  Moorgate 
Street,  London,  E.C.2,  at  2.30  p.m.,  on  Monday,  the 
28th  July,  1919. 

Notice  is  also  hereby  given  that  the  creditors  of  j 
the  above  named  Company  are  required,  on  or  before 
the  22nd  July,  1919,  to  send  .in  their   names   and'  < 
addresses  and  particulars  of  their  debts  and  claims  ; 
to  W.  R.  Clemens  of  Aldermans'  House.  Aldermans'  j 
a  alk,    Bishopsgate,    London,    E.C.2.,   one   of  the 
Liquidators  of  the  Company,  and,  if  so  required 
by  notice  in  writing  from  the  said  Liquidator,  are, 
by  their  solicitors  or  personally,  to  come  in  and 
prove  their  debts  or  claims,  at  such  time  and  place 
as  shall  be  specified  in  such  notice,  or  in  default  \ 
thereof  they  will  be  excluded  from  the  benefit  of  > 
any    distribution    made    before    such    debts    are  f 
proved. 

Dated  this  15th  day  of  July,  1919. 

H.  J.  MORLAND,  F.C.A. 
W.  R.  CLEMENS,  A.C.A.  j 

Jomt  Liquidat  rs  of  the  Company.  '. 


July  16,  1919 


The  Aeroplane 


269 


byJ.B. 

BROOKS 


manufacturers  of  the  world-re- 
nownod  BROOKS  CYCLE, 
MOTOR  CYCLE  and  AUTO- 
MOBILE SPECIALITIES. 

We  are  rrepared  to  quote,  upon 
rec  ipt  of  defaced  enquiries,  for 
"Featherweight  "  Trunks,  Valises 
and  Tool  Cases,  from  Aircraft 
Manufacturers  and  others  inter 
ested.  All  correspondence  in  this 
connection  should  be  addressed  to 

J.  B.  BROOKS  &  Co.,  Ltd. 

Motor  SI  Aero  Dept. 

Gt.  Charles  St.,  Birmingham. 


A  practical  clip 
at  last !  — the 
Mark  1" 
Clip. 


WATER  IS  CHEAP 

enough  but  the  necessary  'abour  entailed 
to  keep  it  within  the  water-circu'ation 
-Tstcm,  when  cheap  and  in  efficient  hose 
clips  are  used,  is  a  cosrry  item.  A  post 
card  t  *  us  will  put  you  in  possession  of 
deta  Is  of  a  clip  which  will  save  you  much 
money,  time  and  annoyance. 


Qswtp-A  Simpson 


r  ^Sleaford.Lmcs 


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2;o 


The  Aeroplane 


July  16,  1919 


TUITION 

IN 

FLYING 

£75 

Twelve  Vacancies  only. 


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and  Aeroplane,  £300. 


NEW 


A  Vi, 


Principal: 

Lieut.  c 

Horace  C  Wright,  R.A.F.  5., 
J  Proprietors  ot 

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|.Bj  Cheltenham  School  of  Aviation  n 
Aeronautical  Engineers, 
Designers  &  Constructors. 

Office  :— 
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cheltenham. 

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The  Standard  Work  on  Motor  Mechanism. 

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Out  Works    contain  Laboratories  and  Machines  fer 
all  physical  tests. 

SOLE  PRODUCERS  &  SELLERS, 

YORKSHIRE  ENGINEERING  SUPPLIES,  Ltd. 

WOBTl^Y,  LEEDS.  >V 
 S  


July  16,  1919 


The  Aeroplane 


271 


NMALMILITARYJiEROmuTics 


GREAT  BRITAIN. 

FROM  THE  COURT  CIRCULAR. 

Buckingham  Palace,  July  iolh. 
The  following  officer  was  introduced  into  the  presence  of  the  King, 
when  His  Majesty  invested  him  with  the  Insignia  of  the  Most  Honour- 
able Order  of  the  Bath  (Companion,  Military  Division)  :—  Major-Gen. 
Tom  Webb-Bowen,  R.A.F. 
His'  Majesty  then  conferred  decorations  as  follows  : — 
The    Military    Cross.— Capt.  Charles  Banks,  R.A.F  ;  Capt  Erroll 
Mauduit,  K.R.R.C.,  attd.  R.A.F. ;  Capt.  Ronald  Mauduit,  Dragoon  Gds., 
attd.  R.A.F.;  Lt.  Albert  Robertson.  Aust.  F.C. 

Buckingham  Palace,  July  12th. 

The  following  were  severally  introduced  into  the  presence  of  the  King, 
when  His  Majesty  invested  them  with  the  Insignia  of  the  respective 
Divisions  of  the  Orders  into  which  they  have  been  admitted  : — 

The  Mosi  Distinguished  Order  of  Saint  Michael-  and  Saint  George.— 
Companion. — Lt.-Col.  Henry  Smyth-Osbourne,  R.A.F. 

The  Distinguished  Service  Order— Maj.  Francis  Feeney,  R.A.F. 

The  Most  Excellent  Order  of  the  British  Empire.— Officers  (M-ilitart 
Division).— Lt.-Col.  Reuben  Farley,  R.A.F. ;  Lt.-Col.  John  Rubie,  R.A.F. ; 
and  Maj.  Charles  Bell.  R  A.F. 

Member  (Military  Division).— Capt.  William  Bowing,  R.A  F. 


NAVAL. 

Admiralty,  July  12th. 
The  King  has  been  pleased  to  approve  of  the  award  of  the  following 
decoration  to  the  following  officer  :  — 

Distinguished  Service  Cross. 
Paymr.  Lt.  (now  actg.  Paymr.  l.t.-Comdr.)  H.  G.  Badger,  R.N. — For 
distinguished  services  as  observer  in  one  of  the  seaplanes  employed  on 
spotting  duties  during  the  attack  on  the  German  cruiser  "  Konigsberg  " 
on  July  6th  and  nth,  1915. 

Admiralty  Appointments. 
The  following  appointments  have  betn  made  :  — 
July  nth— Eng.  Comdr.— W.  W.  Newton,  to  "  Argus,"  July  10th. 
July  14th. — Comdr. — C.   V.  Robinson,  to  "  Empress,"  in  command, 
July  12th. 

R.N.R.— Paymr.  Sub-I_t.  (temp.).— H  G.  Swan  wick,  to  "  Empress," 
June  28th. 

»  *  * 

On  July  nth  two  Naval  F.5  flying-boats  (two  350  h.p  Rolls- 
Royce  engines)  left  Felixstowe  for  Dundee,  this  being  the  first 
stage  of  a  r.ine  days'  flight  to  Scandinavia  and  back.  The  boats 
belong  to  No.  4  Communication  Squadron,  and  each  one  carries 
a  crew  of  five,  including  a  wireless  operator. 

Owing  to  thick  fog  one  of  the  boats  was  forced  to  land  at 
Orford  Bay,  Suffolk,  on  July  nth,  but  proceeded  to  Dundee  the 
following  day. 

The  route  will  be  via  Dundee  to  Christiansan.d,  Chris tiania, 
Copenhagen,  Stockholm  via  the  Baltic  Coast,  Goteborg  (direct 
route  via  Lydkoping  and  Nonkoping),  Esbjerg,  and  so  back  to 
Felixstowe,  covering  a  total  distance  of  2,380  miles. 

The  meteorological  authorities  in  the  three  countries  concerned 
have  arranged  to  forward  to  the  stopping  points  daily  reports  and 
forecasts  of  weather  conditions. 

*  *  * 

On  Juiy  7th  H.M.A.  R.33  started  from  Pulham,  Norlolk,  on  a 
flight  of  900  miles.  During  the  flight  she  passed  over  Notting- 
ham, Grantham,  Peterborough,  and  Norwich,  and  returned  to 
Pulham  on  July  8th,  the  flight  having  been  accomplished  in  31 
hours. 

H.M.A.  R.33  will  shortly  fly  from  the  Naval  Airship  Station 
at  Howden,  East  Yorks,  to  India.  The  journey  will  take  from 
15  to  20  days,  and  stops  will  be  made  at  towns  (unnamed)  in 
France  and  Switzerland,  and  at  Rome  and  Cairo. 

Twenty-two  tons  of  petrol  will  be  carried,  the  distance  being 
roughly  estimated  at  6,000  miles.  The  gunner's  seat  in  the  tail 
of  the  airship  will  be  used  for  meteorological  work  and  for  obser- 
vation. 

The  ship  is  expected  to  leave  Pulham  shortly  for  Howden. 

*  *  * 

The  officers  and  crew  of  Seaplane  8663  claimed  in  the  Prize 
Court  on  July  14th  for  prize  bounty  for  the  destruction  of  U.C.36. 
Mr.  Wilfred  Lewis  appeared  on  behalf  of  'he  claimants. 

In  this  case  it  appeared  from  the  affidavit  of  Captain  Henry- 
George  Boswell,  D.S.C.,  R.A.F.,  that  on  May  20th,  1917,  he 
was  in  command,  jointly  with  Captain  Charles  Reginald  Mor- 
tish,  D.S.C.,  R.A.F.,  of  H.M.  Seaplane  S663,  and  he  sighted  an 
enemy  submarine  20  miles  E.N.E.  of  the  North  Hinder  Lightship 
in  the  North  Sea. 

The  seaplane  attacked  the  submarine  with  bomb?,  two  of  which 
struck  her,  and  she  sank  by  the  stern.  There  were  no  survivors. 
The  submarine  had  been  ascertained  to  be  the  U.C.36,  manned  by 
25  hands. 


Mr.  T.  H.  T.  Case,  on  behalf  of  the  Procur'a'.or-Geueral',  said 
fhat  the  claims  were  not  opposed. 

The  President  granted  declarations  that  the  following  amount 
of  prize  bounty  was  payable  to  the  Seaplane  8663,  namely,  ^125. 


MILITARY. 

From  the  "  London  Gazette." 

War  OFFICE,  July  7th 
REGULAR  FORCES. — Commands  and  Staff— Hdqrs.  of  Admin. 
SBRVS  and  DEMs. — The  following-  relinquish  their  temp,  appts.  : — Mil. 
Counsellor  (graded  for  purposes  of  pay  as  a  G  O.C  in  C,  2nd  Class, 
without  allces.).— Lt.-Gen  Sir  D.  Henderson,  K.C.B.,  K.C.V.O.,  D.S.O., 
June  14th 

War  OFFICE,  July  8th. 
REGULAR  FORCES— Infantry.— Rif.  Brig.— Capt.  W.  J.    C.  Ken- 
nedy-Cochran-Patrick,  D.S.O.,  M.C.  (attd.  R.A.F.),  resigns  his  commn., 
July  9th. 

Memorandum.— To  be  temp.  Sec.  Lt.  : — Actg.  Serjt.  G.  11  .Godwin, 
R.A.F.,  for  duty  as  an  Officer  Instr.,  June  29th. 

War  Office,  July  9th. 
REGULAR  FORCES— Army  Medical  Service— The  following  temp. 
Lapt.  relinquishes  his  commn.  : — H.  Greenwood,  on  transfer  to  R.A.F., 
f)Ct.  1st.  IQI8. 

War  OFFICE,  July  10th. 
REGULAR  FORCES.— Overseas  Forces.— Canada.— Can.  Air  Force.— 
Temp.  Capt.  (actg.  Lt.-Col.)  G.  C.  St.  P.  de  Dombasle,  from  Nova  Scotia 
><.,  to  be  temp.  Lt.-Col.,  and  to  remain  seed.,  Feb.  28th. 

War  Office,  July  nth. 

REGULAR  FORCES.-INFANIRY— 9th  Bn.  Royal  Scots— See.  Lt.  (Lt., 
R.A.F.)  A.  Henderson  to  be  Lt.,  and  to  remain  seed.,  Sept.  28th,  1918. 

OVERSEAS  FORCES.— Canada.— Memorandum. — Temp.  Lt.-Col.  (temp. 
P.rig.-Gen.)  A.  C.  Critchley,  C.M.G.,  D.S.O.  (Can.  Cav."),  ceases  to  be 
seed,  for  duty  with  the  R.A.F.,  May  31st. 

War  Office,  July  12th. 
REGULAR  FORCES.— Infantry— Service  Battalions.— R.  W.ar.  R  — 
Temp.  Lt.  V.  W  Thompson  (14th  Bn.)  to  be  atg.  Capt.  while  eomdg. 
No.  12  Anti-Aircraft  Co.,  Feb.  4th. 

*  *  *  _  > 

The  following  communique  was  issued  by  the  War   Office   on  July 

8th  :— 

Tsaritsin-Saratov  Front. — Tsaritsin  was  taken  on  June  30th  by  Denikin 
after  fierce  fighting;  tanks  and  aeroplanes  co-operated. 

The  following  communique  was  issued  at  Simla  on  July  8th  :  — 
Aeroplanes   from    Chainan    report  a  certain  amount  of  movement 
among  Abdul  Qudo's  troops  and  tribesmen  within  the  Afghan  limits, 
who  are  concentrating  west  of  the  Bogra  Pass,  probably  on  account  of 
the  water  there. 

The  following  communique  was  issued  at  Simla  on  July  9th  :  — 
A  letter  from  the  Amir  of  Afghanistan  dated  June  29th  was  received 
at  Simla  yesterday,  in  which'  he  enters  into  a  long  dissertation  on  the 
one-sided  character  of  the  Armistice  terms  and  the  impossibility  of 
their  literal  observance. 

He  also  considers  it  advisable  that  we  should  forgo  the  free  move- 
ment of  aeroplanes  over  Afghan  territory,  which,  he  states,  will  inevit- 
ably provoke  the  Afghans  to  fire  upon  them,  in  spite  of  strict  prohibi- 
tion, which  would  result  in  our  retaliation,  leading  to  a  breach  of  the 
Armistice. 

*  *  * 

It  was  reported  from  Chaman  that  on  July  9th  British  aero- 
planes bombed  some  tribesmen  near  the  Bogra  Pass. 

*  *  * 

Apropos  the  photograph  which  appeared  -in  The  Aeroplane 
recently  of  a  Bristol  monoplane  crossing  the  Andes,  a  correspon- 
dent writes  saying  that  the  sight  of  the  machine  recalls  happy* 
memories  of  Bolo  muddling.  Apparently,  12  of  these  Bristol  mono- 
planes were  sent  to  Chile  as  part  payment  for  a  battleship.  It  is 
alleged  that  these  particular  machines  were  stored  in  the  Royal 
Enclosure  at  Ascot  for  many  months  until  the  Authorities  decided 
that  something  ought  to  be  done  with  them.  One  day  instruc- 
tions arrived  that  they  were  to  be  stripped  of  all  useful  accessories 
prior  to  "reduction  to  produce."  Consequently,  Vickers  guns, 
pr  essure  pumps,  instruments  and  so  forth  wet'e  removed.  Sis 
months  later  still  nothing  had  happened  and  the  fuselages  were 
hidden  by  cobwebs  and  dust. 

Then  one  day  instructions  were  issued  for  six  of  the  machines 
to  be  sent  to  the  School  of  Aerial  Gunnery  at  Marske  and  the 
others  to  Montrose.  The  various  accessories  which  had  been  re- 
moved were  replaced  hastily  and  the  machines  were  dispatched. 
A  few  days  afterwards  they  were  returned  to  Ascot,  and  the  only 
explanation  given  was  that  the  pilots  at  this  Station  at  the  time 
did  not  like  monoplanes,  though,  as  a  matter  of  fact,  the  Bristol 
had  been  proved  to  be  an  extr -.ordinarily  fine  fighting  machine. 

Later,  again,  the  machines  were  sent  for  another  and  equally 
futile  journey,  and,  finally,  it  was  decided  to  send  tfiem  to  Chile, 
after  adapting  them  to  take  no  h.p.  Le  Rh6ne  engines. 

It  would  be  interesting  to  know  whether  the  machines  which 
actually  got  to  Chile  were   those  which   showed   such  curious 


272 


The  Aeroplane 


July  16,  1919 


homing  proclivities.  Should  they  be  .so,  one  would  be  surprised 
to  learn  that  two  of  the  machines  succeeded  in  crossing  the  Andes 
after  thus  being  bandied  about  in  England  if  one  did  not  know 
the  excellence  of  the  design  an3  workmanship  of  the  Bristol  firm. 
If,  in  fact,  the  Chilian  machines  are  actually  the  Ascot  machines 
we  have  here  another  splendid  testimonial  to  the  Bristol  Company 

*  *  *  • 
The  following  highb'  coloured  story  was  issued  recently  by  the 

Air  Ministry.    The  Aeroplane  disclaims  all  responsibility  •— 

A  remarkable  tribute  to  the  stability  of  the  British  aeroplane 
comes  from  India  in  the  form  of  a  story  of  an  airman's  race  from 
Amballa  to  Simla  against  heavy  dust  and  thunder  storms.  Maior 
]}r  A-  ,  LAustralia"    F-'ying    Corps,    flying    a  Sopwith 

Camel,  lett  Amballa  for  Simla.  Visibility  was  So  poor  that  at 
a  height  ol  only  6,000  feet  it  was  impossible  to  see  a' spot  five  miles 
distant,  and  more  extraordinary  still  no  hills  were  visible  Flvin- 
by  compass,  Major  Tweedie  bore  north-east  inro  the  clouds  at  7  coo 
feet  and  again  climbing  failed  to  get  above  tiie  clouds 

He  then  made  up  his  mind  that  it  was  practically  useless  to 
carry  on,  but  looking  around  he  found  nothing  could  be  seen  •  a 
dense  fog  and  ominous  indications  of  a  severe  duststorm  were 
creeping  up  behind.  Climbing  still  higher  Major  Tweedie  ob- 
served that  the  storm  was  getting  nearer  and  nearer.  He  says  he 
could  not  make  up  his  mind  which  would  reach  Simla  first  Hon- 
ing against  hope  that  he  could  race  the  storm  he  climbed  bis 
machine  to  10,000  feet,  and  was  relieved  to  see  the  Simla  hills  in 
front  of  him. 

In  order  to  approach  the  aerodrome  it  was  necessary  to  come 
down  into  a  cup  in  the  hills.  The  moment  he  th.ottled  down, 
nowever  the  machine  became  unmanageable  ow  ing  to  the  bumps 
due  to  the  thunderstorm  overhead.  Eventually,  compelled  to  ap- 
proach the  ground  "down  wind"  owing  to  the  storm,  he  was 
lucky  enough  to  make  the  dangerous  approach  of  about  ?oo  feet 
deep  and  only  accessible  from  one  end.  Jumping  a  wall  between 
trees  fifteen  feet  higher  the  pilot  made,  .the  landing  just  as  the 
storm  broke.  So  severe  was  it  that  within  a  quarter  of  ah  hour 
there  were  over  twenty  holes  in  the  fabric  of  the  planes  caused  bv 
nailstones  larger  than  pigeons'  eggs. 

The  arrival  of  Ihe  machine. at  Simla  created  a  great  impression 
particularly  amongst  the  natives,  who  saw  an  aeroolane  for  the 
first  time.  .  " 

*  *  * 

Messrs.  Robinson  and  Cleaver  have  put  in  a  claim  to  the  Royal 
Commission  on  Awards  to  Inventors  in  respect  of  suits  for  avia 

gfS:  Th5,  e>f  .w.as  beard  °"  J»Jy  '4th,  and  the  Commission 
reserved  (heir  decision. 


AIR  FORCE. 

From  tite  "  London'  Gazette.''  ' 
i!.B.  t  11  t  A[k  Ministry,  julv  8th 

<!foff  WflT  C  fo}l"Yms  te.mv-  aPPts.  arc  made  at  the  Air  Ministry  - 
Staff  Officers  3rd  Class  (Air). — Capt.  R.  Cf.  Parry  DS  O  Iii  v  iti  1  o 7 R 
(^sfatuj*<3  ^  notification  in  "Gazette,"  Oct   18th    ,mS)         4    '  Q 

Staff  Officers         class  ,T.).-Lt.  S.  jr.  Purse,  Sept  ,,<th  1918 
Ctef^cSled.1 concerning  Capt9  W.  A.  A. 

1  ?.RANCH-MaJ'-  F-  W    Lucas,  OB.E.,  to    be  acts?    1 1 -Col 
(A'ship)  while  specially  empld.,  May  -6th 

S.L^Ma^is?'  >Iackenzie  to  he  acte  Maj.  while  empld.  as  Mai.  (A.  ami 

l^o^r0'^-^"^^,^  be  Sec   M"  (A->'  from  (AJ  >.  April  8th. 
Sec "  i?'/k-rV  Arfre«WlateoR/N,A'?-)  is  wanted  a  temp   coimnn.  as 
Jufy    9  th    1918)  '  1918  fsi,bstlt»t«1  for  notification  in  «  Gazette." 

&k.  tTV^AP-  K  E  )  is  Msd  a  tcmi*  * 

asS?4eLtI.t0Vo".),L^  |i,C'^x8.*°-  ^  *  *™  *  ^  COmm" 
SeThT/°p°^"?-Jel^?uici  the^  corm'  on  ceasing  to  be  empld. 
fs^hsHf,,/^   t       '  ?-h'  I?l8>  an<1  15  wanted  hon.  rank  of  Sec.  I  t 

(substituted  for  notification   m  "Gazette,"   Oct.    T8th.    iotSV-   Ft  D 

Bri?  °cJ%Pl  'J**'  &L  RV^°,V-  -t9lh'  ■;;,8:  P  j-  SimpsonHt, 
Tune  6thi-  sl',  rt  ?£th'  V9!8,  for  notification  in  "Gazette  " 

June  6th)  Sec.  I  t  (Hon.  Lt.)  A.  L.  G.  Price  (Somerset  L.I.),  Tan  gcjth- 
Lt.  A.  Gibson  (T,t.,  Sflsfc-R.  ,  Feb  iqth ;  Sec.  Lt.  W  R  Hudson  (Lt  ' 
Manitoba  R.),  March  roth;  Lt.  G.  E.  Tcishman  (Lt  ,  Cent  OnL  R) 
March  31st;  See.  It.  A.  E.  White,  M.C.  (Lt.,  Can.  Rly!  Ser  ™)  ,  April  8th- 
Lt.  T.  P.  Francis  Lt.,  Can.  Hrs.),  April  14th  :  Sec.  Lt.  (Hon  Lt)  G  W 
K  rZ  ift-y^toba  R  ),  April  22nd;  T.t.  W.  T.  Gillespie  (Lt  ,  E Out 
K.),  April  3oth;  Lt  G.  F.  Lucas  (Lt  ,  W  Ont  R)  Tt  T>  "R  O&Si* 
m  Quebec  R),  May  4th;  Lt.  D.  R,'  M,  T.aren.  Ds  O.  MC.  DFC 
May  14th;  Lt-  J.  F.  Price  (Lt.,  Sask.  R.),  May  16th;  See.  Lt.  ,-Hon  Tt 
CmHVo'1^  RV  T  F  )-  Mav  23rd;  Lt.-Col  A.  C.  Critchlev 
C^M.G.,  D-.S.O.   fLt-Gol.,  temp.   Brig. -Gen.,  Lord  Strathcona's  Horse) 

t£*-i£?i  V'n?  K-  Mo°r/  ,U-  *•>.  June  roth;  Capt   R  x. 

Van-Der-Byl  (T.t.,  temp.  Capt.,  Brit.  Col  R.)  tune  23rd :  Lt  R  H 
Lux  on  (Lt.,  Can.  F.  Art.),  Tune  27th;  T.t.  A.  H.  Hinton  (Lt.Can.  F. 
Art.),  June  28th. 

TTTi:an^d'  t0  "nempld.  listt^Sec.  Lt.  J.  MacDonald,  Feb.  6th-  Cant  T 
H.  N.  r>rope,  Feb.  nth;  Sec.  Lt.  J.  L.  Brown,  Feb.  isth;Sec.  Lt  r'  t' 
Palmer,  Feb  icth ;  Sec.  Lt.  F.  T>.  Butcher,  Feb.  21st  (substituted  W 
notification  m  "Gazette"  of  April  1st) ;  Sec.  Lt.  H.  Cooper,  March 
Sec.  Lt.  G  W.  Tivson,  IMareh  T,th;  Lt.  W  B.  Cowan,  March  24th-  T  <■ 
A  TT.  Wallace,  March  27th;  Lt.  T.  F.  Tie  Watteville.  March  -,oth :  T* 
J.  T.  Morcan,  March  %i«f,  Lt.  R.  J  Dawes.  D.F.C..  See  Tt  W  G 
Watson.  April  1st;  Sec.  Lt  W.  Met,.  Hirons,  April  -?rd;  Lt  H  Hadlev' 
April  4th;  T  t.  F  B.  Hamel,  April  5th;  Lt.  H.  G.  Herbert,  April  8th; 
Lt.  T  M.  Nirholl-Carne,  At.ril  oth ;  Sec  Lt.  'Hon.  Lt.)  H.  B.  Hamnson, 
April  roth;  Sec.  Lt.  A.  T.  Hiff,  Sec.  Lt.  L.  C  Hillman,  Capt.  O.  Hook, 
iv""^  llth,:  ,Rcc-  Tlt'  fTTon  W.-)  H.  G  O.  Hepworth.  April  12th:  Tt 
M.  O.  Haskell,  B.F.C..  Lt.  H  Hilev,  Sec.  Lt  A.  F.  Walsh  See  Lt  C 
Watson,  April  nth;  Lt.  G  T.  Dunstan,  April  14th;  Lt.  D.  M.  HamMv 
Sec.  T.t.  T).  G.  Hiorsrms,  Sec.  Lt.  E.  A.  R.  Watmouth.  4pril  Trth:  Sec. 
Lt.  W.  S  Fastarcrh.  Sec.  Ltt  J.  J.  Haslett,  Anril  16th;  T.t  G  H  Halls 
Sec.  T.t.  S   H.  TTambb'n,  Sec.  Tt.   (Hon.  T.t.l  G   G.  Harris    /\nril  17  th  ■ 


Lt.  P.  Ai  de  Escofet,  Sec.  Lt.  \y.  A.  Hall,  April  10th;  Sec.  Lt.  J.  Bill, 
Sec.  Lt.  M.  A.  Dixon,  D.  L.  Helliwell.  Sec  Lt.  E.  H.  Henson, 
April  igth ;  Lt.  J.  K.  O'Connell,  April  20th';  Sec.  Lt.  W.  _S.  Hedley, 
April  22nd;  Lt.  E.  R.  Watson,  April  24th;  Sec.  Lt.  L.  M.  Hall,  Sec.  Lt. 
M.  E.  V.  Hill,  Lt.  G.  N.  Smith,  April  25th;  Sec.  Lt.  (Hon.  Lt.)  H.  H. 
Warren,  April  30th;  Sec.  Lt.  E.  C.  Cross,  Capt.  H.  R.  C  Dewes,  Sec. 
Lt.  D.  Walker,  Sec.  Lt.  M.  A.  Watts,  May  1st;  Sec.  Lt.  J.  G.  Hayes, 
Sec.  Lt.  H.  Waddington,  May  6th;  Sec.  Lt.  O.  D.  E.  Hillsdon,  Mav  7th; 
Lt.  E.  D.  Hall,  May  8th;  Lt  F.  J.  B.  Hainniersley,  May  9th;  See.  Lt. 
M.  S.  Hale,  Lt.  E.  W.  Walls,  Lt.  J.  W.  Wathers,  May  10th;  Lt.  R.  N. 
Haile,  Sec.  Lt.  H.  E.  Wase,  May  14th;  Sec.  Lt.  C  H.  Hempel,  Sec.  Lt. 
J.  E.  Watts,  May  15th;  Lt.  S.  H.  Wallace,  May  1SU1;  Lt.  W.  B.  Hender- 
son, Sec.  Lt.  W.  C.  Henry,  See.  Lt  F.  P.  Walker,  May  20th;  Lt.  H.  L. 
W.  Hancock,  Lt.  R.  M.  Williams,  May  21st ;  Sec.  Lt.  H.  L-  Herman, 
May  22nd;  Sec.  Lt.  C.  T.  Halliday,  Lt.  H.  Hamer,  May  23rd;  Lt-  F.  J. 
Hansell,  Sec.  Lt.  (Hon.  Lt.)  C.  T.  Wakeford,  May  25th;  Sec  Lt.  J. 
McDonald,  Sec.  Lt.  J.  O.  Waddington,  May  26th;  Sec.  Lt.  J.  A._Hanni- 
gan,  Sec.  Lt.  G.  W.  Heslam,  Sec  Lt.  R.  C.  Wackett,  Lt..  A.  E.  Ward, 
Sec.  Lt.  V.  A.  J.  Wagstaff,  Lt.  E-  L.  Walters,  May  28th;  Sec.  Lt.  J.  W. 
Hartley,  Sec.  Lt.  V.  Heller,  May  29th;  Lt  W.  F.  Williamson,  Sec.  Lt. 
N..  S.  Watt,  May  30th;  Sec.  Lt.  N.  M.  Harrison,  Lt.  E.  G.  Hayes,  Sec. 
Lt.  G.  O.  Parker,  Lt.  I.  W.  Parnell,  Capt.  A.  Payze,  May  31st;  Lt.  R. 
Done,  Lt.  T.  H.  Hampshire,  Lt.  H.  S.  Notley,  June  1st;  See.  Lt.  R.  K. 
Harvev,  Sec.  Lt.  B.  G.  Wattmough,  Lt  .  W.  W.  Waterson,  June  2nd; 
Capt.  II.  B.  T.  Hawkins,  Lt.  N.  Parkinson,  Capt.  H.  S  Paynter,  Lt. 
(Hon.  Capt.)  G.  C.  Wall,  June^rd;  Sec.  Lt.  J.  Cumming,  Lt.  G.  W. 
Hawkins,  M.C,  Capt.  B.  W.  Hemsley,  Lt.  H.  W.  Hewett,  June  4th; 
Sec.  Lt.  L.  Badger,  Lt.  C.  H.  Biddlecombe,  Lt.  G.  E.  Cooper  (R.G.A.), 
June ..sth;  Maj.  E.  T.  Newton  Clare,  D.S.O.,  Sec.  Lt.  C.  R.  Palmear, 
June  6th;  Sec.  Lt.  F.  E.  L.  Elliott  (R.A),  Lt.  L-  W.  Heath,  Sec.  Lt. 

C.  A.  White,  June  7th;  Lt.  E.  Harling,  June  3th;  Lt-  S.  E.  Faber, 
A.F.C.,  Sec.  Lt.  R.  Hacking,  Sec.  Lt.  O.  T.  Hazell,  Sec.  Lt.  \.  Helingoe, 
Sec.  Lt.  C.  F.  Hull,  June  10th;  Lt.  S.  G.  Budgett,  Lt.  G.  H.  Heaton, 
Lt.  G.  B.  Hett,  D.F.C.,  T.t.  H.  Weslev-Seguij  Lt.  C.  F.  Whistance,  June 
nth;  Sec.  Lt.  (Hon.  Capt.)  J.  Hewitt,  Lt.  L.  R  Heywood,  Sec.  Lt.  R.  E. 
Hudson,  June  12th;  Sec.  Lt.  A.  S.  Cameron,  Sec.  Lt.  R.  W.  Drewett 
(Lond.  R.),  Sec.  Lt.  H.  J.  Ewan,  Lt.  H.  T.  Hammond,  Sec  Lt.  A.  G. 
Harrison,  Sec.  Lt.  A.  E.  Heath,  Sec.  Lt.  R.  V.  N.  Makepeace,  Lt.  T,  W. 
Mansell,  Sec.  Lt.  R.  R.  Martin,  Sec  Lt  S.  Max,  Lt.  W.  J.  N.  Morrisby, 
Lt.  M.  Munden,  Sec.  Lt.  J.  M.  Neall,  Sec.  Lt.  L-  D.  H.  Nel,  Lt.  E. 
Osborne,  Sec.  Lt:  G.  H.  Pascal,  Sec.  Lt.  B.  Pemberton,  Sec.  Lt.  G.  E. 
Watson,  June  nth;  See.  Lt.  R.  S.  Hancock,  Sec.  Lt.  V.  F.  Hardy, 
Sec.  Lt.  (Hon.  Lt.)  C.  P.  Harrison,  M.C,  Sec.  Lt.  I.  A.  Hart,  Sec.  Lt. 
A.  R  Hartley,  Sec.  Lt.  P.  S.  Henderson,  Sec.  Lt.  J.  E.  Neilson,  June 
14th;  Lt.  A.  R.  Metelerkamp,  June  15th,  Lt.  S.  D.  Chard,  Sec.  Lt.  E.  H. 
Halley,  June  16th;  Sec.  Lt.  J.  L-  Ure,  Sec.  Lt.  C.  R.  E.  Wakefield,  June 
17th;  Sec.  Lt.  C.  A.  Chaplin  (R.F.A  ),  Sec.  Lt.  D.  E.  Haighton,  Lt.  W. 
1  Tallin,  June  iSth;  Lt.  A  I.  Birnie,  June  19th;  Sec.  Lt.  W.  B.  Crouch, 
Capt.  E.  P.  Hardman,  Lt.  S.  C.  Howes,  Lt.  B.  W.  Smyth-Pigott,  M.C, 
June  20th;  Sec.  Lt.  F.  Fletcher,  Sec.  Lt.  C  B:  Hales,  Sec.  Lt.  J.  F. 
Higgins,  Sec.  Lt.  J.  J.  Melvill,  Lt.  J.  Wood,  June  21st;  Sec.  Lt.  J.  W. 
Hammond,  June  22nd;  Sec.  Lt.  A.  Cairnie,  June  24th;  Capt.  A.  H.  H. 
Gilligan,  A.FC,  Lt.  A.  Hepburn,  June  25th;  Sec.  Lt.  W  H.  Gladwin, 
Sec.  Lt.  T.  Hall,  Lt.  H.  R.  Owen,  June  26th;  Sec.  Lt.  H.  W.  Atherton, 
Lt.  E.  P.  Fletcher  (R.F.A  ),  Lt.  H.  D.  Hamilton,  Sec.  Lt.  H.  A.  Myott, 
Lt.  V.  S.  Parker,  June  27th;  Sec  Lt.  J.  T.  Molteno,  Tune  28th,  Lt.  R.  T. 
Percival,  June  30th;  Sec.  Lt.  A.  Bargwanna,  Lt.  R.  E.  L.  Davies, 

D.  F.C.,  Lt.  L.  M.  McNab,  July  1st;  Lt.  (Hon.  Capt.)  H.  W.  Eades,  Sec. 
T.t.  V.  S.  G.  Hawkins,  July  3rd;  Sec:  Lt.  W.  G.  Pearce,  July  6th. 

Maj.  G.  S.  M.  Ashby  (R  G.A.)  relinquishes  his  commn.  on  account  of 
ill-health  contracted  on  active  service,  June  25th. 

Capt.  E.  G.  F.  Thompson  relinquishes  his  commn.  on  account  of  ill- 
health,  and  is  permitted  to  retain  his  rank,  April  17th  (substituted  for 
the  notification  in  "Gazette"  of  Oct.  1st,  1918). 

The  following  Lts.  relinquish  their  commns.  on  account  of  ill-health, 
and  are  permitted  to  retain  their  rank: — W.  M.  Davidson  (contracted 
on  active  service),  Jan.  22nd  (substituted  for  the  notification  in 
"Gazette,"  Jan.  21st.);  S.  Anderson  (caused  by  wounds),  Feb.  22nd  (sub- 
stituted for  the  notification  in  "Gazette,"  Feb.  21st);  O.  A.  Moore,  May 
23rd  (substituted  for  the  notification  in  "Gazette,"  April  15th). 

Lt.  F.  T.  S.  Menendez,  M.C,  relinquishes  his  commn.  on  account  of 
ill-health,  and  is  permitted  to  retain  his  rank,  June  5th  (substituted  for 
notification  in  "Gazette,"  March  14th!. 

The  following  Sec.  Lts.  relinquish  their  commns.  on  account  of  ill- 
health,  and  are  permitted  to  retain  their  rank  : — H.  L.  Buckley,  June 
24th ;  G.  P.  Dymond,  June  27th ;  C  S.  Gregg  (contracted  on  active  ser- 
vice), June  28th;  C  R.  Abell,  July  4th. 

The  initials  of  Sec.  Lt.  W.  J.  Cairns  are  as  now  described,  and  not 
"  W.  G.,"  as  stated  in  "  Gazette,"  May  6th 

The  initials  of  Sec  Lt  F.  KT.  York  .ate  as  now  described,  and  not 
"  F.  W.,"  as  stated  in  "  Gazette,"  May  23rd. 

The  notification  iti  "  Gazette,"  Sept.  17th,  1918,  concerning  Sec.  Lt.  E. 
Tomkins  is  cancelled. 

The  notification  in  "  Gazette."  Feb.  nth,  concerning  Lt  R.  K. 
McConnell  is  cancelled  (notification  in  "  Gazette,"  April  1st,  to  stand). 

The  notification  in  "  Gazette,"  March  7th,  concerning  Sec.  Lt  T.  E. 
-W.  Browne  is  cancelled  (notification  in  "Gazette,"  April  1st,  to  stand). 

The  notification  in  "Gazette,"  March  nth,  concerning  Sec  T.t.  C.  S. 
Muir  is  cancelled  (the  notification  in  "Gazette"  April  1st,  to  stand). 

The  notification  in  "  Gazette,"  March  18th,  concerning  Sec.  Lt.  D.  J. 
Brooks  is  cancelled  (the  notification  in  "Gazette,"'  April  1st,  to  stand). 

The  notification  in  "  Gazette,"  March  25th,  concerning  Lt.  faetg. 
Cant.)  R.  McLaughlin,  D.F.C,  is  cancelled  (the  notification  in 
"Gazette,"  April  4th,  to  stand). 

The  notification  in  "  Gazette,"  April  1st,  concerning  Sec.  Lt  (Hon. 
Lt.)  A.  K.  Boning  is  cancelled. 

The  notification  in  "  Gazette,"  March  6th,  concerning  Sec.  Lt.  S.  A. 
Church  is  cancelled. 

The  notification  in  "  Gazette,"  May  27th,  concerning  Sec  Lt.  M.  M. 
McRae  is  cancelled. 

Administrative  Branch. — Capts  to  be  Capts.  : — W.  S.  Evans,  from 
(S  O.),  Jan.  19th;  A.  C.  Bolton,  M.C,  from  (S.6.),  April  ist ;  P.  F.  J. 
Kent,  from  (A.),  April  17th.  / 

Lt.  G.  A.  McMillan  to  be  graded  for  purposes  of  pay  and  allowances 
of  Capt.  whilst  empld.  as  Capt.,  May  ist  (substituted  for  notification  in 
"  Gazette,"  Mav  30th) . 

Lts.  to  be  Lts.  :— A.  W.  Allan,  from  (A.),  June  4th,  1918  (substituted 
for  notification  in  "Gazette,"  March  28th);  F.  A.  Gill,  from  (O.), 
Sept.  13th,  1918. 

D.  W.  McFwan  (Lt.,  Arg.  and  Sulh.  Highrs )  is  granted  temp, 
commn.  as  Lt..  Oct.  28th.  1018. 

Sec.  Lt.  P.  Reed  to  be  Sec,  Lt.,  from  (A.),  June  17th. 

Sec.  Lt.  F-_A-  A.  Hewson  to  be  Sec.  Lt.,  from  (O.),  Dec.  19th,  1918 
(substituted  for  notification  in  "Gazette,"  April  18th). 

Sec.  Lt.  (Hon.  Lt.)  C.  C  P.lizard  to  be  Sec.  Lt.,  from  (O.),  June  17th, 
and  to  be  Hon.  Lt. 

Lt.  L.  G.  Bacon  relinquishes  his  commn.  on  ceasing  to  be  empld.,  1 
and  is  permitted  to  retain  his  rank,  April  8th,  1518. 

The  following  relinquish  their  commns.  on  ceasing  to  be  emplrl.  :  — 
Capt.  K.  H.  Marshall  (Capt.,  Loud    R:t;  Nov.   2nd,  tqi8;  T.t.  T   P.  L. 


July  16,  1919 


The  Aeroplane 


Molloy  (Lt.,  Dorset  R.) ,  June  9th:  Lt.  R.  T.  Wilson  (Lt.,  II  T,  I  T  V  ) 
June  nth;  Lt.  (Hon.  Capt.)  E.  W.  P.  Newman  (Scot.  Kif),  June  iHh: 
See.  I,t.  (acts.  Lt.)  M.  E  Dunham  (Lt.,  R.  Berks  R.),  lune  14th. 

Transferred  to  unempld.  list :—  Sec.  Lt.  (Hon.  Lt.)  A.  K.  Boning, 
Jan.  30th;  Lt  H.  D.  Higham,  Sec.  Lt.  VV.  Hassall,  Lt.  A.  R.  Harris 
April  10th;  See.  Lt.  F.  M.  Hawthorn,  April  14th;  Sec  Lt.  S.  A  Church 
April  24th;  Sec.  Lt.  F.  Waldron,  Lt.  G.  Wallis,  Sec.  Lt.  H.  T.  Jov 
April  30th;  Lt  E.  D.  Warburton,  May  13th;  Sec.  Lt.  R.  C.  Harlev 
May  15th;  Sec.  Lt.  M.  H.  MeRae,  May  20th;  Capt.  F.  M.  Hannav,  Mav 
23rd;  I,t.  L.  P.  Wallis,  May  26th;  Mai.  H.  W.  Davies,  Mav  27th;  See- 
Lt.  G.  C.  Harvey,  May  29th;  Lt.  F.  W.  Ncwby,  May  31st;  Lt.  K  R 
Harris,  June  1st;  Sec.  Lt.  K.  G.  Ward,  June  3rd;  Lt.  A.  E.  Harford, 
June  5th;  Lt.  C.  Watson,  June  nth;  Lt.  H.  D.  Evans,  Sec.  Lt.  F.  C 
Hilbert,  Lt.  O.  I.  Norton,  Lt.  (Hon.  Capt.)  R.  K.  Nunes,  June  13th: 
Sec.  Lt.  A.  F.  White,  Lt.  H  McG.  Wood,  June  15th;  Sec  Lt.  J.  C. 
1-airer,  June  21st;  Lt.  (Hon.  Capt.)  F.  C.  McBride,  June  24th;  Lt.  H 
Pooley,  June  29th. 

Sec.  Lt.  H.  J.  Coles  to  take  rank  and  precedence  as  if  his  appt.  as 
Sec.  Lt.  bore  date  March  1st. 

Technical  Branch.— Lt.  A.  W.  Allan  to  be  Lt.,  Grade  (B),  from  (Ad.), 
Aug.  nth,  1918  (substituted  for  notification  in  "Gazette"  of  March 
28th. 

Lt.  L.  L.  W.  Sniythe  to  be  I,t.,  Grade  (B).  from  (Ad  ),  June  26th. 

Sec.  Lt.  H.  G.  Burroughs  to  be  Lt.,  without  pay  and  allces.  of  that 
rank,  Dec.  30th,  1918." 

Sec.  Lis.  to  be  Sec.  Lts.,  Grade  (A)  :— C.  H.  Marston,  from  (Ad.), 
May  28th,  1918,  L.  B.  Hogben,  from  (Ad.),  Nov.  7th.  1918;  E.  B. 
Saunders,  from  (O.),  March  1st. 

Sec.  Lt.  H.  G.  G  Rawliuffs  ,late  Gen.  List,  R.F.C,  on  piob.)  is 
confirmed  in  his  rank  as  a  Sec.  Lt.,  Grade  (B),  Nov.  1st,  1918  (substi- 
tuted for  notification  in  "  Gazette  "  of  Nov.  4th,  19.78). 

Lt.  M.  P.  Spencer  (Lt.,  Nort.  R.)  relinquishes  his  comum.  on  ceasing 
to  be  empld.,  April  29th. 

Transferred  to  unempld.  list  :—  Lt.  R.  Hegan,  Feb.  13th;  Sec.  Lt. 
(Hon.  Lt.)  L-  C.  Hearne,  April  3rd;  Capt.  (actg.  Maj.)  C.  H.  Nathan, 
April  9U1;  Sec.  Lt.  E.  A.  l'ollitt,  April  19th;  Sec.  Lt.  C.  E-  D. 
Marsden,  April  20th;  Capt.  S.  R.  Hemingway,  April  26th,  Lt.  G.  R. 
Waters,  April  29th;  Capt.  B.  F.  Bedford,  Lt.  J.  Hoddtr,  Lt.  H.  L. 
Waddiugton,  May  1st;  Sec.  Lt.  M.  D.  Hart,  May  6th;  Sec.  Lt.  C.  R. 
Orchard,  May  7th;  Sec.  Lt.  G.  C.  Harrison,  May  8th;  Lt.  (Hon.  Capt.) 
E.  H.  Walter,  May  9th;  Lt.  S.  H.  Hawes,  May  17th;  sec.  Lt.  (Hon.  Lt.) 

A.  C.  White,  May  i8th;^ce.  Lt.  W.  C.  Haniiey,  May  29th;  Sec.  Lt.  E. 

G.  Wait,  May  30th;  Lt  H.  Fernihough,  Lt.  C.  B.  Maddocks,  Sec.  Lt. 
P.  H.  Newbery,  Capt.  L.  G.  P.  Warren,  May  31st;  Sec.  Lt.  P.  D.  Wilson, 
June  7th;  Capt.  W.  M.  Groom,  June  10th ;  Capt.  F/  R.  Hardie,  Lt.  R.  F. 
McMichael,  June  13th;  Lt.  F.  Atkins,  Sec.  Lt.  W.  F.  Hendrv,  June  17th; 
Sec.  Lt.  (Hon.  Lt.)  A  Howard,  June  20th;  Lt.  II.  Viuey,  June  22nd; 
Lt.  C.  S.  Heaton,  June  25th;  Sec.  Lt.  E.  J.  S.  Aston,  June  26th;  Capt 

B.  Grant  (R.N.V.R.),  Sec.  Lt.  G.  J.  Finley,  June  28th;  Lt.  S  Crowther, 
Sec.  Lt.  H.  J.  Phillips,  July  1st;  Lt.  A.  V.  McPhnil,  July  6th 

The  initials  of  Lt.  E.  H.  Edwards  are  as  now  described,  and  not 
"  E.  W.,"  as  stated  111  "  Gazette  "  of  April  2-,th. 

The  notification  in  "  Gazette  "  of  May  6th  concerning  Capt.  C.  D. 
Butler  is  cancelled. 

The  notification  in  "Gazette"  of  June  4th,  1918,  concerning  Fit:  Lt. 

H.  W.  Campion  (late  R.N.A.S.)  is  cancelled. 

The  notification  in  "Gazette"  of  Jan.  3rd  concerning  See  Lt.  H.  I. 
Allen  is  cancelled. 

The  notification  in  "  Gazette  "  of  June  joth  concerning  Lt.  C.  E. 
Maryon  is  cancelled. 

Medical  Branch. — Transferred  to  unempld.  list  : — Capt.  H.  'T.  H. 
Butt,  March  3rd;  Capt.  W.  F.  Walker,  April  16th;  Capt.  R  H.  Dixon, 
M  B.,  June  3rd;  Lt.  G.  M.  Mcllor.  June  25th 

Denial  Branch.— Lt.  H.  Wardill  is  transferred  to  uneriipld:  list, 
April  3rd. 

Chaplains  Branch. — Rev.  T.  L.  Beveridge  (temp.  Chapln.  to  the  Forces, 
2nd  Class,  R.A.C.D.)  is  granted  a  temp,  comtnn.  as  Chapln.,  with  the 
relative  rank  of  Capt.,  and  is  granted  the  relative  rank  of  Maj.  whilst 
empld.  as  Asst.  Principal  Chapln.  (Presbyterian),  June  sth. 

Memoranda. — The  following  heading,  concerning  the  grant  of  temp, 
commns.  to  Overseas  Cadets,  is  substituted  for  the  notifications  which 
appeared  in  "Gazettes"  dated  May  2nd,  6th,  9th,  and  27th,  June  6th, 
10th,  13th,  20th,  24th,  and  27th,  July  1st  and  4th  :  — 

"  The  following  Overseas  Cadets  are  granted  temp,  columns,  as  Sec. 
Lts.,  with  effect  from  Feb.  15th,  and  relinquish  such  commns.,  with 
permission  to  retain  the  rank,  from  the  day  following  termination  of 
the  standardised  voyage  in  the  case  of  those  claiming  immediate  re- 
patriation, and  from  the  day  following  demobilisation  in  England  in 
all  other  cases." 

The  following  Overseas  Cadets  are  granted  temp,  commns.  as  Sec. 
Lts.,  with  effect  from  Feb.  15th,  and  relinquish  such  commns.,  with 
permission  to  retain  the  rank,  from  the  day  following  termination  of 
the  standardised  voyage  in  the  case  of  those  claiming  immediate  re- 
patriation, and  from  the  day  following  demobilisation  in  England  in 
all  other  cases: — 100987  E.  G.  Hickmott,  178179  H.  C.  Johnston,  68081 
S.  Julian,  7  118 1  E.  R.  O'Connell,  13296  J.  H.  Walmsley. 

The  follow  ing  Cadets  are  granted  lion  commns.  as  Sec.  I.ts.  : — 1 00212 
J.  F.  Morison,  Jan.  2nd;  180710  H.  W.  Ash,  94039  S.  Moreman,  Jan.  12th; 
976239  B.  Robinson,  137102  C.  A.  F.  Rushford,  137095  D.  S.  Robinson, 
37370  S.  Rheim,  Jan.  13'th;  117547  L.  T.  Gwvther,  176100  C.  F.  Jenkinson, 
21684  G.  T.  Mann,  110745  B.  E.  Stott,  Jan.  15th;  N.  M.  Ffrench,  Jan. 
17th;  179:5-,  H.  C.  Howells,  Jan.  igthj  177279  J.  R.  Jones,  Jan.  2.5th; 
110868  W.  H.  Price,  Jan.  28th;  180192  J.  A.  Browswood,  17.5168  F.  Beech, 
737131  F.  J.  Brown,  G.8739  J.  H.  Crossland,  17322  F.  W  Clements,  175504 
W.  Connon,  275057  H.  A.  Ciook,  56736  T.  B.  Daniels,  51030  L  G. 
Enright,  27168  J.  Evans,  179442  C.  Hotter,  120664  J.  Hubbock,  137640  A. 
Jones,  775519  T.  H.  Lewis,  176184  W  H.  Lewis,  54/060071  A.  Letters, 
TL/2H306  J.  L.  Milne,  176793  C.  J.  Morley,  17684  L.  C.  Ramsey,  175148 
H.  A.  Sloman,  316020  J.  E-  Sharp,  128705  G.  Strachan,  128442  J.  C. 
Thurburn,  176856  E.  G.  Thomas,  757059  W.  R.  Tribe,  157052  E.  W.  M. 
Thompson,  157095  A.  C.  Tate,  133716  R.  Whitworth,  7584  E.  Willoughby, 
117274  T.  W'  Yeates,  Jan.  51st;  100604  D.  F.  Mcnzies,  775272  R.  Y. 
Rutherford,  Feb.  3rd;  7519  F.  H.  B.  Allen,  176203  R.  H.  Bryson,  776212 
V.  L.  Benson,  64978  C. 'Booth,  117004  H.  H.  Burrows,  70/78/210  J.  Y. 
Childs,  180653  E.  Chappelow,  97707  J.  Curtis,  215056  W.  E  Chandler, 
229556  F.  WV  Davies,  229508  F.  H.  Down,  ir.3246  W.  E.  Gicen.  177409 
H.  "Gribbon,  57725  A.  Hunt,  17^856  E.  R.  Holloway,  17624s  H.  R  Jackson, 
205062  A.  H.  Kiiig,  6555  T.  H.  Lewis,  176107  W.  Millington.  129.505  P. 
McG.  McLean,  28655  "R.  H.  McCullock,  35692  J.  Middleton,  48157  H. 
Parkin,  175143  T.  E.  Price,  157088  G.  Richards,  157097  F.  T..  Roberts, 
110512  A.  j.  Smith,  128492  A.  F.  C.  Smith,  1-.ft.378  W.  H.  Spikins.  1.57055 
O.  E.  E.  Wood,  Feb.  10th;  175165  A.  Adams,  126566  J.  Anderson, 
176900  D.  E.  Bryett,  175055  H.  C.  Bailey,  216781  S.  J.  Baxter,  17600  P.J. 
Barrow,  176175  A.  Cooke,  iioqs9  H.  R  Comerford,  21107  D.  T.  Evans, 
092761  E.  Farrell,  176245  D.  Heap,  178859  G.  Hammond,  219857  A.  W. 
Jupp,  177210  H.  Jopling,'  200855  M  R-  Knight.  176550  A.  W.  Kay,  176701 
A.  J.  1,1.  Lewis,  9116  H.  W.  Marriott,  179461  D.  R.  Pocock,  9Wi8  A. 
Ross,  64985  E.  Roberts,  176371  F.  W.  Roberts,  70669  K.  K.  Robson, 
176381  E.  H.  Smith,  128714  J.  Shepherd,  128500  P.  H.  Steam,  128.105  W.  T. 
Sargeant,  117002  D.  R.  Thomas,  1109=2  R.  N.  Tanner,  18456  J.  A.  Vrr.-1, 
110416  R.  A.  Wathen,  1761;)  F.  D.  Wheeler,  Feb.  nth;  59606  N-  J.  Albin, 


2567  A.  Adliugton,  S.S. /5284  J.  G.  Bates,  31490  A.  G.  Bateman,  176211 
G.  R.  Bestic,  175629  W.  Blown,  4059  W.  D.  Candy,  128351  C  M.  Cassie, 
56128  C.  Cowell,  355933  H.  F.  Crowhurst,  240762  W.  J.  Milne,  206050 
W.  A.  Newton,  F/ 14214  T  D.  S.  Outred,  70676  S.  E.  Payne,  37734  W.  E. 
l'eehey,  176428  J.  R.  Palmer,  -J5442  J.  Retson,  1 179-24  P-  Shaw,  53583  W.  H. 
Seeker,  128111  F.  W.  K.  Syinons,  22513  W.  P.  T.  Vcar,  Feb.  12th; 
110994  G.  A.  Broderick,  90521  A.  H.  Burton,  374018  A.  T.  Burridge 
128457  H.  C.  Cocksedge,  237953  H.  H  Duckett,  110361  C.  Drake,  117794 
1).  Mel.  Graham,  110102  A.  J.  O.  Hopkins,  110781  J.  S.  Pearson,  96526 
G.  W.  O.  Rudd,  94856  P.  T.  Saunders,  85505  L.  W.  Seel,  48226  C.  G.  Swift, 
128146  J.  R.  Taylor,  128064  T.  Webb,  Feb.  14th;  2.58614  H.  D.  llenham, 
178461  H.  Bush,  .574077  C.  Coles,  175683  R.  G.  Cross,  175519  J.  A.  Gilbert, 
5-4491  E.  A.  Hull,  175185  G.  W.  T.  Hartnell,  176542  C.  1.1.  Jones,  129322 
V.  C.  B.  Johnson,  31185  D.  S.  Kirkland,  157577  T.  Lomas,  128906  D.  W. 
Robertson;  51308  T.  N.  Rowe,  7.5853  H.  F.  Redway,  128904  K.  M.  Ross, 
126703  W.  H.  Simsou,  128723  C.  F.  Spark,  49816  D.  D.  Thompson, 
500055  H.  G  Williams,  110480  A.  Wilson,  176842  E.  J-  Yapp,  Feb.  17th; 
157124  S.  A.  Andrews,  94677  A.  Ajteheson,  69200  J.  H.  Asher,  156048  R.  E. 
Blanche,  6504  A.  H.  Bayes,  179013  .1.  C.  Beattie,  151340  C.  B  Bickell, 
157135  A.  R.  Burberry,  128813  W.  Bretheiton,  25927  V  J.  Chappill, 
180655  D.  Cranston,  179715  E.  A.  Challis,  22232  E.  W.  Clarke,  175507  G. 
Carrie,  180658  B.  R.  Davis,  117496  C.  J.  Dtan,  180663  S.  Downing.  179430 
W.  E.  Davies,  197339  J.  H.  Freer,  180714  W:  A.  Fleming,  178814  W. 
Fraser,  128530  W.  Griffin,  H.  S.  Howarth,  84932  W.  B.  llargreaves,  R.  T. 
Hibberd,  179440  G.  Henning,  181.556  W.  A.  Hardy,  17*5893  C.  Hinchcliffe, 
179437  R.  C.  Huzzey,  179201  J.  Hillman,  175131  H.  Hairison,  178864  K. 
Ivy,  20293  A  V.  Irish,  1 28519  J.  W.  B.  Kent,  117539  W.  J.  King,  66504 
D.  O.  Ltdgar,  57696  W.  F.  Lovering,  178865  E-  G.  I.egg,  117005  S.  Law, 
180455  W.  W.  McKerrow,  17945  T.  Mclllroy,  100553  A.  Millar,  178988 
R.  A.  Miles,  21662  W.  T.  Menniss,  180686  T.  W.  Machm,  11731s  R- 
Mackay,  1311  V.  E-  Parker,  240068  A.  C.  Packman,  5.5035  R.  Pick.  435  A. 
kichards,  176821  B.  S.  Ringer,  115047  J.  J.  Snow,  178851  D.  p;.  Smithson, 
128546  H.  C.  Turrell,  128774  S.  W.  Tweedy,  100225  A.  Webb,  45265  W.  H. 
Watson,  128973  G.  E.  Winn,  175928  H.  Yeomaus,  110774  C.  G.  Young, 
Feb.  18th;  179389  G.  N.  Beck,  19416  A.  E-  Savill,  179009  A  C.  Tucker, 
Feb.  19th;  126336  R.  J.  Anderson,  61756  J.  Duncan,  28028  S.  P.  Grieve, 
Feb.  21st;  73544  C.  J.  E.  Birch,  308329  G.  Campbell,  M/32282  E.  B.  East- 
land, 204514  H.  Elmer,  49642  L-  C.  Gleaves,  177460  J.  P^.  Hooper,  5045  C 
Lexious-Lawson,  9972  S.  C.  Lovell,  55590  H.  Owen,  70590  E.  D.  Owens, 
767417  G.  R.  Powell,  554876  K  H.  Shalis,  501906  D.  Ward,  205819  L.  H. 
Welsh,  46915  E.  W.  Wilsher,  147076  D  Wright,  245514  R.  J.  Wright, 
Feb.  22nd;  39645  C.  W.  Cr<»wder,  405559  E.  Saville,  5653  E.  M.  Smith, 
Feb.  24th;  128706  G.  B.  Smith,  Feb.  25th;  399768  C.  Burgess,  .55377  H.  C 
Burgess,  39266  G.  V.  Close,  117495  W.  Davis,  15306  C.  F.  Guise,  39908  A 
Hurst,  1 '13838  J.  G.  I.angton,  Feb.  27th;  157274  W.  G.  Hammond, 
March  1st;  125806  A.  Bullard,  6760  R.  Clay,  1  13477  A.  H.  Muidhead, 
i377»;  J-  H.  Meek,  1231S  J.  J,  O'Leary,  51.686  G.  S.  Plant,  6221 1  R. 
Woodhouse,  March  4th;  522564  E.  B.  Saunders,  March  5th;  100588  L.  E 
Coleman,   99715  D.   T.   Dickie,   5069  T.   Edwards,  175989   C.   T.  Filer, 

A.  H.  Giles,  17652  H.  S.  Gray,  171 46  J.  T.  Goldsmith,  117389  1''.  W.  Hall, 
30323  ,T.  W.  Howells,  19.5001  H.  A.  Lewis,  32257  J.  G.  Ledingham,  530110 
J.  A.  Ladds,  March  otli;  100305  G.  B.  E.  Norburn,  177285  C.  Potter, 
19561  J-  L.  I'endleton,  41 7195  W.  H.  Pace,  110464  F.  Rurcie,  9695  H. 
Tullock,  728.575  H.  I.  Thomas,  March  6th;  402105  G.  W.  L  Carter.  65663 
G.  Fluck,  6278  L.  F.  L.  Salmons,  36398  C.  Savage,  190702  J.  Woodcock, 
March  7th;  59290  W.  H.  Evans,  767277  A.  J.  Gallop,  0/81168  C  J.  Herald, 
11071  W.  B.  R.  Skinner,  2112  R.  A.  Turner,  450775  A.  F.  Willis,  March 
8th;  98737  A.  Bridgeman,  8175  G  H.  Merry,  March  10th;  1 7571 2  G.  E. 
1'almer,  March  iith;i8io8  H.  S.  Abrahams,  39049  J.  L.  Barton,  155707  R. 

B.  Culverwell,  176219  D.  Creighton,  6081  J  A.  Lathean,  117025  A.  E. 
Lewis,  240376  A.  Minshall,  176907  C.  H.  Moore,  94794  E.  A.  Osborn, 
52193  H.  Ogden,  776670  J  E.  Preece,  25322  W.  E.  Rassell,  137100  F.  W. 
Robinson,  110524  J.  R.  Robison,  4324S9  W.  G.  Touge,  154714  J.  A. 
Vallance,  100560  F.  C.  Wallen,  March  13th;  12225  J-  C.  Anton,  519165  M. 
HUicott,  288147  I.  O.  Pugh,  117481  J.  Strathian,  March  14th;  54523  G.  A. 
Harriman,  6958  S  Macario,  34874  N.  Small,  70/156312  R.  Ward,  March 
15th;  175391  W.  W.  G.  Harris,  March  17th;  110779  C.  Carter,  March 
18th;  176505  A.  W.  Bessant,  137136  D.  Brooke,  110678  W.  Cambage, 
F/16791  F.  C.  J.  Carpenter,  11716S  D.  Couroy,  176222  H.  A.  Dalton, 
20209  W.  D.  Gannaway,  128017  W.  Horsley,  117195  R.  Henry,  13090  P.  D. 
Lane,  6740  L.  Matthews,  128898  A.  Othiek,  :79265  W.  H.  Stone.  205501 
G.  I.  Smith,  1 17990  L.  R.  G.  Smith,  30764  N.  Tucker,  1173376  H.  Wilsdon, 
.-090  J.  C.  Westvvood,  D.  J.  A.  Yeoinans,  March  19th;  175955  L.  R.  W. 
Knight,  45265  H.  B.  Spry,  5/51145  H.  Warbv,  March  20th;  i6827  E.  B. 
Snelling,  March  21st;  S1018  F.  W.  Luck,  117.594  H.  C.  Miller,  March 
22nd;  10.5625  A.  C.  McCullniu,  March  25th;  110927  H.  P.  Barnard,  69512 
J.  R  Barnett,  402655  H.  Boyle,  175239  H.  G.  Blade,  17651s  H.  Beavis, 
1321.52  A.  Clark,  F/40594  P.  Crosland,  776.323  F.  A.  Cridland,  1 28281  H.  R. 
Cardale,  180459  L.  K.  Garrett,  128850  B.  L.  Gilles,  175922  C.  Garner, 
175743  H.  T.  Hughes,  117355  T.  A  Joy,  114693  R.  E.  Keeling,  d4028 
E.  C.  Mills,  251562  A.  L-  Mitchell.  175017  T.  R.  Morrall,  176923  A.  V. 
Norman,  100365  F  L.  Palmer,  82455  H.  T.  Philips,  /O957  S.  Parker,  50^5655 
W.  G.  C.  Pleases,  117966  F.  A.  Peaice,  776^70  E.  C.  G.  Roper.  128425 

C.  L.  Richardson,  10899  J.  W.  Russell,  3/26129  J.  Souter.  128525  W.  E. 
Stephens,  728434  F.  Savage,  72S429  N.  S.  Sheryer,  12822  F.  E.  Streets, 
March  28th;  2810  A.  Shaw,  7744  S.  Smvthe,  179466  V.  Snook,  06772  F. 
West,  March  28th;  4779  C.  H.  Gillam,  254662  C.  P.  Hardacre,  5003  G. 
Vaughan-Evans,  March  29th;  710962  E  C.  Davis,  March  31st;  128865 
J.  Harrison,  April  rst;  D.  P.  Smith,  April  jitt;  O/32134  W.  H.  Brown, 
April  4th;  37087  R.  H.  Cater,  C/ 26503  D.  H.  Farrar,  175056  G.  R.  Graham, 
176092  R.  E.  W.  C.  Hawkshaw,  717718  G.  H.  Hill,  775204  N  E.  Fane, 
April  5th;  175246  J.  McD.  Colvin.  175430  A.  M.  Cave,  175040  D.  J.  E. 
Davies,  57214  C.  J.  Guv,  526665  R.  K.  Robson,  128524  t..  A.  Stuart, 
176854  B.  R.  M.  Smith,  25466  W.  War,  7-5100  J.  H.  Wright,  April  7U1; 
728879  •  S.  Lees,  89754  V.  Peacock,  April  10th;  90279  F.  Charniev, 
128899  S.  A.  Pougnet,  May  1st;  94878  C.  R.  Smith,  May  6th;  40024  G. 
Harris,  Maj-  8th;  117737  H.  T.  Armstrong,  1.37214  F.  J.  Collis,  97552  A. 
Kcvnolds,  Mav  12th. 

Lt.  H.  D.  Goldsmith,  D.S  O.  (Maj.,  P>t.  T.t.-Col.,  D.  of  Corn.  L-L), 
relinquishes  his  coinmn.  on  ceasing  to  be  empld.,  Jan.  1st. 

Transferred  to  unempld.  list  :— Sec.  Lt.  (actg.  Lt.)  J-  W.  May  all, 
April  12th;  Capt.  G.  C.  V  Hewson,  May  14th;  Capt.  G.  B.  Fraser  (King 
Edward's  Horse),  June  Sth;  Lt.  R.  A.  Pennington,  June  17th;  Sec.  Lt. 
H.  Jones,  from  (SO.),  Maj.  H   A.  Moore,  C.B.E.,  M.C.,  July  1st. 

Maj.  W.  J.  C.  Kennedy-Cockran-Partick,  D.S.O.,  M.C.  (Capt.,  R. 
Brig.),  resigns  his  coniinn.,  and  is  permitted  to  retain  his  rank,  July 
oth. 

The    notification    in  "  Gazette  "   of   April  29th,  concerning  Sec.  Lt. 
(actg.  Capt.)  J.  L.  Brown  is  cancelled. 

Air  Mimsii;\-,  July  nth. 
R.A.F. — Chief  of  the   Air  Staff —The  notification  in  "Gazette"  of 
June  20th  concerning  Maj.-Gen.  Sir  H.  M.   'Irenchard,  K.C.I!.,  D.S.O., 
is  cancelled. 

Flying  Branch.— Lt. -Col.  J.  C.  Halahan,  C.B.E.,  to  be  1.1. -Col    (A  ), 
from  Group  Comdr. ,  July  1st. 
Maj.  R.  A.  Bradley  to  be  Lt.-Col.,  Aug.  1st,  1918 

Majs.  io  be  actg.  I.t  Cots,  whilst  empld.  as  Lt.-Cols.  (A.)  :--C.  H.  B. 
Blount,  M.C,  A.  V.  Holt,  D.S.O.,  S.  Smith,  D.S.O.,  A.F.C..  May  1st. 

Maj.  G.  F.  H.  Faithfull  to  be  actg.  Lt.-Col.  whilst  empld.  as  Lt.-Col. 
(K  B.)  from  May  1st  lo  June  7th 


The  Aeroplane 


July  16,  191$ 


_  Maj.  W.  J.  C.  Kennedy-Cockran-Patrick,  D.S.O.,  M.C.,  to  be  Maj  (A  ) 
from  (S.O.),  July  rst. 

Capts.  to  be  actg.  Majs.  whilst  empld.  as  Majs.  (A.)  :— G  C.  Bailey, 
D.S.O.,  W.  E.  Collison,  0.  K.  Cox,  A.F.C,  C.  C  Durston,  J.  F.  Gordon, 
D.F.C,  C.  H.  Hayward,  P.  Huskinson,  M.C.,  G.  C.  Firie,  M.C.,  V.  A.  H. 
Robeson,  M.C,  J.  G  Selby,  M.C.,  D.  F.  Stevenson,  D.S.O.,  M.C.,  H.  G. 
Smart,  May  ist. 

•  Capt.  J.  A.  Cochrane,  M.C.,  to  be  acta  Maj.  whilst  empld  as  Maj 
(K.B.),  May  ist. 

Capt.  C.  J.  Galpin,  D  S  O.,  to  be  actg.  Maj.  (A.  and  S.),  without  pay 
and  allees.  of  that  rank,  whilst  specially  empld.,  May  ist. 

Capt.  W.  St.  J.  Seott-Seott  to  be  Capt.  (A.),  from  S:G.,  April  loth 
(substituted  for  notification  in  "  Gazette  "  of  June  24th). 

1.1*.  to  be  actg.  Capts.  whilst  empld.  as  Capts.  (A.)  :— P.  J.  Barnett, 
M.C.,  C.  K.  M.  Douglas,  A.F.C,  D.  W.  Grinucl-Miliie,  A  McGregor, 
D.F.C,  K.  K.  Morris,  M.C,  S.  E.  Tooraf  r,  May  ist 

Lts.  to  be  actg.  Capts.  while  empld.  as  Capts.  (K.B.)  :— (Hon.  Maj.) 
G.  T.  J.  Barry,  VV.  R.  Phillips,  D.F.C,  May  1st 

it.  (Hon.  Capt.)  E.  H.  Grant  to  be  it.  (A.),  from  (S.O.),  June  2nd. 

it.  (actg.  Capt.)  H.  E.  Hazlehurst  to  be  it.  (A.),  from  ('J".),  and  to 
relinquish  actg.  rank  of  Capt.,  Sept.  23rd,  1918  (substituted  for  notifica- 
tion in  "Gazette,"  Oct.  4th,  1918). 

it.  I,.  V.  Dell  to  be  it.  (O.),  from  (Ad.),  May  13th. 

I77ISS  Fit.  Cadet  F.  W.  Carter  is  granted  a  temp,  coninm.  as  Sec.  Lt. 
(O.),  Sept.  27th,  1918. 

Sec.  Lt.  C,  H.  Taylor  (Capt.,  I.A.R.O.)  relinquishes  his  commn.  on 
reversion  to  I.A.R.O.,  May  20th. 

The  following  relinquish  their  contains,  oh  ceasing  to  be  empld.  : — it. 
S.  C.  Burt  (it.,  Brit.  Col.  R:),  April  9th;  Sec.  it.  (Hon. 'it.)  G.  W.  F. 
W.  Downer  (Lt.,  K.H.  and  R.F.A.),  May  17th;  it.  I.  H.  Wiekett  (Lt., 
W.  Ont.  R.),  May  31st;  JU.  R.  P.  Baker  (Capt.,  Brit.  Cbl.  R),  June  qth; 
Lt.  G.  C.  T.  Hadrill  (Lt.,  R.A.S.C.),  June  18th;  Lt.  (Hon.  Capt.)  D.  S. 
lnglis  (I,t.,  Gord.  Highrs.),  June  23rd;  Sec.  Lt.  (Hon.  it.)  W.  V.  Tvrrel 
(Lt.,  R.l.  Rif.),  June  24th;  Lt.  H  M.  Tulloch  (it.,  LAO,  June  27th; 
Lt.  J.  P.  Cunninghame  (I.t.,  Alberta  P.),  July  2nd. 

Transferred  to  the  uuempld.  list :- -it.  R.  T.  W.  Hill,  Dec.  jist,  1918; 
Lt.  A.  Blair,  Jan  27th;  Lt.  J.  E.  Fitzpatrick,  Fell.  8th;  Sec  Lt.  C.  G. 
Hoffman,  Fell.  14th;  Sec.  Lt.  A.  R.  Giroux,  Feb.  18th;  Sec.  Lt.  W.  F. 
Spencer,  March  ist;  Lt.  13,.  A.  Stewardson,  March  4th;  Sec  Lt.  L.  S. 
Anderson,  March  26th;  Lt.  H.  S.  Holcombe,  Sec.  Lt.  C.  Htrr,  Sec.  it. 
A.  S.  McGrath,  April  ist;  Lt.  C.  C.  1?.  Rkins  (Essex  R.),  April  8th; 
See.  LI-  W.  Hartley,  Sec.  Lt.  R.  C.  Hirst,  Lt.  R-  H.  Reece,  April  gth; 
Maj.  H.  P.  L.  Higman,  D.F.C,  April  ioih ;  it.  .1.  W.  Hart,  Lt.  C  H. 
Yyreman,  April  11th;  See.  it.  F.  E  Power,  April  15th;  Lt  R.  H. 
Dennis,  1,1.  G.  R    Hicks,  Sec.  Lt.  .1.  S.  Howard,  April   14th;  Sec.  it. 

G.  C  Edrnond,  Lt.  B.  D.-  Higman,  April  15th;  Sec.  Lt.  G.  C 
Hinge,  April  16th;  Sec.  Lt.  L  Harrison,  April  17th;  Sec.  Lt.  H  Hillier, 
April   1SU1;  Sec    Lt,  F.  E    Armstrong,  Lt.  H.  T.  Singleton,   Sec.  Lt. 

H.  M.  Stover,  Sec.  Lt.  F:  L.  Vanallan,  April  19th;  Lt.  H  A.  Hince, 
Sec.  Lt.  F.  S.  Smith,  April  20th;  Sec.  Lt  E.  1.  Davis,  Lt.  W.  Hardy, 
Sec.  it.  G.  R  Hodson,  April  31st;  Sec.  Lt.  D.  V.  Hoskins,  April  24th; 
Sec.  Lt.  P.  Davey,  Sec.  Lt.  R.  E.  Haestier,  April  j.sth;  See.  Lt.  J.  K. 
Hill,  Capt.  J.  E.  Wood,  April  30th;  See.  Lt.  A.  C  E.  Smith,  May  ist; 
it.  G.  Hall,  May  2nd;  Capt.  G.  H.  B.  McCall.  May  ird;  it  J  D.  V. 
Holmes,  May  4th;  Lt.  R.  J.  Stallard,  May  5th,  Sec.  I.t.  H.  1'.  Hobbs, 
May  0U1;  Sec.  Lt.  T.  C.  Stranger,  Lt  C.  H.  Sands,  May  7th;  Sec.  Lt.  H. 
Hough,  May  8th,  Lt.  iM.  D.  C  Drummond,  May  9th  ;  Lt.  C  W  Harbidge, 
Mav  nth;  Sec.  Lt.  A.  Abernethv,  Lt.  VV.  E.  Beckett,  Mav  15th;  Sec.  Lt. 
G.  J.  Ellsmere,  Sec.  Lt.  E.  1'.  Hall,  Lt.  C.  E.  Hill,  Sec.  Lt.  P.  Hopkins, 
Sec.  Lt.  I.  Moffatt,  Sec.  Lt  .1  A.  Simmers  (substituted  for  the  notifica- 
tion in  the  "Gazette"  of  May  nth).  May  2r>th  ;  Lt.  C.  A.  H.  Aspiuall, 
Sec.  Lt.  O.  P.  Bewers,  May  21st;  Lt  F.  Pari,  May  22ml,  Lt.  J.  E. 
Adam,  Lt.  D.  Adams,  Sec.  Lt.  M.  Furlncy,  Sec.  Lt.  K.  S.  Hill,  May  2;rd; 
Lt.  A.  E.  G.  Bailey,  May  24th;  Capt.  G.  H.  Hooper.  M.C.,  May  23th; 
Lt.  B.  E.  Barwell,  Sec.  it.  J.  Durie,  Sec.  it.  C.  Hamson,  Sec.  Lt.  (Hon. 
Lt.)  A.  E-  Haynes,  M.C,  Mav  28th;  Lt.  D.  B.  Adainson,  Sec  it.  I.  P. 
Aitken,  Sec.  it.  (Hon.  Lt.)  R.  L.  P.ateraan,  May  29th;  Sec.  Lt.  A.  N.- 
Abbott, Sec.  Lt.  H.  C.  E.  Adlard,  Sec  Lt.  S.  J.  Alderson,  Capt.  F.  J. 
Bailey,  Sec.  Lt.  C  H.  Baker,  Capt  J,.  W.  Barney,  Sec.  Lt.  K.  S.  Sandi- 
foid,  May  30th;  Capt.  W.  H.  S.  Aplin,  Lt.  W.  Arthur,  Lt  H.  W.  i 
Baartman,  Lt.  F.  R.  Baker,  Mav  31st;  Sec.  Lt-  E.  H.  Bird,  June  ist;  Sec. 
Lt.  F.  A.  Beardmore,  Sec.  it.  A.  E.  Bcilby,  Sec.  it.  R.  D.  Bird,  Lt.  G. 
M.  Duncan,  D.F.C,  Sec  Lt.  J.  M  Munro,  June  2nd;  See  Lt  \V.  R. 
Atkinson,  Capt.  J.  S.  Beattie,  Sec.  Lt.  J.  Evans,  Lt.  1..  J.  Mintcr,  June 
ird;  Lt.  C.  D.  Barnard,  June  4II1 ,  Cant.  II.  5.  Broad,  LL  J.  Evans,  M.C 
(Welsh  R.),  Lt.  G.  Shaw,  it.  B.  W.  Sims,  June  5th;  l,t.  L.  L  T.  Sloot, 
June  Mh;  Lt.  M.  D.  Allen,  Lt.  G.  Archer,  Sec.  Lt.  W.  W.  Ash,  Sec.  Lt. 
W.X5.  Baker,  Lt:  G.  T.  Eveleigh,  Sec.  Lt.  O  D.  E.  Hillsdon,  Sec.  Lt. 
F.  C  Mildenhall,  Lt.  W.  B.  Shelton,  Capt  W.  A.  Shirlaw  (H.L.I..  T.F.), 
June  7th;  Sec.  it.  (Hon.  it.)  H.  R^ITill,  M.C,  June  8th;  Sec.  it. 
A.  G.  Ely,  Sec.  it.  (Hon.  Lt.)  J  Montgomery,  Lt.  D.  H.  Phillips, 
June  9th;  Sec.  Lt.  C.  P.  Bristow,  Sec.  Lt.  O.  Matthews,  Lt.  O.  M.  D, 
Rochs,  Sec.  it.  (Hon.  Lt.)  H.  Sainsbury,  June  10th;  Capt  H.  H.  W. 
Bean,  it.  A.  i  B.  Bennett,  it.  A  Blount,  Sec.  it.  (Hon.  it.)  IT. 
Dinwoodie,  M.C,  June  nth;  Lt.  W.  H.  Delamere,  Lt.  (Hon.  Capt.)  D. 
Walrond-Skinner,  June  12th;  Lt.  F.  Adams,  Sec.  Lt.  F.  Barker,  Lt.  J.  G. 
Beck,  Lt.  L.  G.  Brazier,  Sec.  Lt.  (Hon.  Lt.)  J.  Donaldson  (Seaforth 
Highrs.),  Lt.  L.  Duffus,  it.  D.  C.  Dunlop,  Sec.  Lt.  W.  E.  Eastman, 
Sec.  Lt.  W.  Fenwick,  Lt.  H  Ford,  Sec.  Lt.  T.  W.  N.  Hitge,  Sec.  T.t. 
Ji.  G.  Hill,  Lt.  (Hon.  Capt)  R  Lindsay,  Lt.  F.  P.  Serginson,  June  13th; 
Sec.  Lt.  A.  S.  Adams,  Lt.  R.  W.  Anderson,  Sec.  Lt.-H.  C.  A.  Arnot, 
Sec.  Lt.  C.  A.  Backbeig,  Lt  Jl  At.  Batting,  it.  R.  V.  Betts,  it.  H.  A. 
Bird,  Sec.  it.  T.  J.  Birmingham,  Sec.  it.  F.  C  Bowler,  Lt.  (Hon.  Capt.) 
C  Duttson,  Lt.  W.  B.  Hills,  Sec.  it.  H  L.  Magid,  June  14th;  See.  it. 
R.  Hinsch,  it.  D.  A.  Savage,  M.C  ,  June  15th,  Sec.  Lt.  B.  G.  W.  Adams, 
Sec.  it.  V.  V.  Anderson,  it.  A.  B.  Bennett,  Sec.  it.  G.  E.  Martienssen, 
June  16th;  it.  A.  W.  Blake,  it.  J.  Hogan,  Sec.  Lt.  i  W.  Savidge, 
Sec.  it.  S.  i.  R.  Switzer,  June  17th;  Sec.  Lt.  J.  Malcolm,  June  18th; 
Sec.  Lt.  (Hon.  Lt.)  H.  M.  Fulton,  Capt.  H.  H.  Square,  Sec.  it.  H.  Ward, 
June  19th;  Sec.  Lt.  (Hon.  'it.)  C.  A.  S.  Booth,  Sec.  Lt.  F.  B.  Booth, 
Sec.  Lt.  J.  W.  Bowler,  Sec.  Lt.  J.  C  Edwards,  June  20th;  it.  G.  A.  Cox, 
June  21st;  ijt_  G.  P.  Olley,  it.  li.  i.  Pratt,  June  22nd;  Lt.  P.  II.  Burt, 
it.  W.  N.  Eraser,  it.  S.  J.  N.  Haigh,  Capt.  II.  T.  Jones,  Sec.  it.  T.  St: 
J.  H.  Silvester,  it.  W.  S.  Wheeler,  June  24th;  Sec.  it.  II.  Burns.  Capt. 
N.  B.  Hair,  Ses.  it.  H.  Hudson,  Lt.  W.  C  Sidaway,  June  25th;  Lt. 
R.  W.  M.  Andrew,  Sec.  Lt.  D.  J.  Georgcson  (Gordon  Highrs.),  Sec.  Lt. 
(Hon.  Lt.)  V.  R.  Husband,  Sec.  Lt.  J.  M.  James,  Sec.  Lt.  (Hon.  Lt.) 
T.  Large,  June  26th';  Sec.  Lt.  R.  C  Capel-Cuie,  Lt.  A.  Carruthers,  Sec. 
Lt.  E  E.  Fresson,  Sec.  T.t.  (Hon.  I.t)  W.  Hawk,  June  27th:  Sec.  Lt. 
K.  R.  Angus,  it.  J.  A.  Blvthe,  Lt.  H.  A  Howell,  it.  G.  E.  Marden.  M.C, 
Sec.  Lt.  J.  G.  MucDougall,  Sec.  Lt.  E.  H.  H.  Peel,  Lt.  K.  B.  Watson, 
Sec.  Lt.  W.  V.  Wood,  June  28th;  T,t.  W.  G.  Albu  (R.I.  Pus),  Lt.  E.  H 
M.  Fetch,  it.  J.  R.  Foster,  it.  C.  E.  Kingsford-Smith.  June  29th;  Lt. 
D.  P.  Farley,  Julv  ist;  Sec.  R.  M.  M.  Houston  ,  Julv  2nd;  Sec  T.t. 
C.  R.  Abell,  Sec.  Lt.  R.  J.  Acheson,  Lt.  L.  de  S  Duke,  T.t.  S.  Gavin, 
M.C,  Julv  3rd;  it.  i.  B.  Avlen,  Capt.  G.  E.  Hervey.  D.S.C.  T.t.  F. 
Jardine,  Julv  6th;  it.  H.  F.  Birchal,  D.F.C,  Julv  7U1;  Lt.  E.  A.  Alton, 
Lt.  W.  D.  Archer,  Sec.  Lt.  J.  F.  Lochhead,  Julv  qth;  Lt.  H.  E.  R. 
Fitchat,  Sec.  it.  M.  McConville,  M.C,  it.  C.  W.  Meredith,  July  10th; 
it.  G.  E.  Brookes,  Sec.  it  H.  A  Paquette,  Capt  E.  E.  E.  Pope,  July  nth. 

it.  W.  A.  Stead  relinquishes  his  commn.  on  account  of  ill-health 


contracted  011  active  service,  and  is  permitted  to  retain  his  rank,  June 
25th. 

The  following  Sec.  its.  relinquish  their  commns.  on  account  of  ill- 
health,  and  are  permitted  to  retain  their  rank  :— F.  A.  Maples,  April 
1  oth  (substituted  for  the  notification  in  the  "  Gazette  "  of  Jan.  28th) ; 
W.  A.  Gurr,  April  29th;  C  G.  Parmelee  (caused  by  wounds),  June  26th; 
J.  R.  Roulston  (contracted  on  active  service),  July  3rd;  H.  S.  Dyson, 
July  4th  (substituted  for  (Jhe  notification  in  the  "  Gazette  "  of  Jan.  31st) ; 
E.  R.  Moore  (contracted  jjn  active  service),  July  9th. 

The  initials  of  Sec.  Lt.  W.  J.  Cairns  are  as  now  described,  and  not 
"  W.  G.,"  as  stated  in  "  Gazette,"  May  6th. 

The  surname  of  H.  C  Biard  is  as  now  described,  and  not  as  stated 
in  "  Gazette,"  July  30th,  1918. 

The  surname  of  Lt.  (Hon.  Capt.)  E.  C  Fernandes-Ferreira  is  as  now 
described,  and  not  as  stated  in  "  Gazette,"  May  16th. 

The  notification  in  "  Gazette,"  May  31st,  1918,  concerning  Sec.  Lt.  K. 
R.  Campbell  is  cancelled. 

The  notification  in  "  Gazette,"  March  4th,  concerning  it.  .f.  E.  Burke 
is  cancelled. 

The  notification  in  "Gazette,"  March  21st,  concerning  Sec.  it.  R.  P 
.Stockton  is  cancelled. 

The  notification  in  "  Gazette,"  April  ist,  concerning  Sec.  it.  N.  H. 
Midgley  is  cancelled. 

The  notification  in  "  Gazette,"  April  ist,  concerning  it.  E-  H-  Tred- 
croft,  D.F.C,  is  cancelled. 

The  notification  in  "  Gazette,"  April  4th,  concerning  Sec.  it.  J.  D. 
Scott  is  cancelled. 

The  notification  in  *  Gazette,"  April  25th,  concerning  Sec.  it.  S.  B. 
Milner  is  cancelled  (the  notification  in  "  Gazette,"  April  15th,  to  stand). 

The  notification  in  "  Gazette,"  April  29th,  concerning  Sec.  it.  W.  V. 
Thomas  is  cancelled. 

The  notification  in  "  Gazette,"  May  6th.  concerning  Lt.  (actg.  Capt.) 
D.  .Sutherland  is  cancelled  (the  notification  in  "  Gazette,"  March  nth, 
to  stand). 

The  notification  in  "  Gazette,"  May  13th,  concerning  Sec.  Lt.  M.  D. 
McT'aggart  is  cancelled  (the  notification  in  "  Gazette,"  June  24th,  to 
stand).  ( 

The  notifications  in  "  Gazette,"  May  30th  (page  6638)  concerning  Sec. 
Lt.  p.  E.  Power  are  cancelled. 

The  notification  in  "  Gazette,"  June  6th,  concerning  Sec  Lt.  (Hon 
I.t.)  R.  1!.  Francis  (Lt.,  Can.  M  G.C  )  is  cancelled  (the  notification  in 
"Gazette,"  May  6th,  to,  stand). 

The  notifications  in  "Gazettes,"  Jan.  21st  and  June  20th,  concerning 
Capt.  G.  L.  Hartgill  are  cancelled  (the  notification  in  "  Gazette,"  June 
17th,  (o  stand). 

The  notification  in  "  Gazette,"  July  ist,  concerning  Lt.  li.  S  C.  Sen  is 
cancelled. 

Admnisirative  Branch.— Capt.  E.  N.  E.  Waldron  to  be  Capt.,  from 
IS.O.),  May  ist. 

Sec.  Lt.  E   R  Webb  to  be  graded  for  purposes  of  pay  and  allces.  as 
Capt   whilst  empld.  as  Capt.,  May  ist. 
•  H.  Milman  (Capt,  R.E.)  is  granted  a  temp  commn.  as  Sec.  .it.,  May 
:7th,  1918,  and  to  be  Hon.  Capt.   (substituted  for  the  notification  in 
"Gazette,"  Dec.  10th,  1918). 

Sec  it.  J.  W.  Thompson  (late  Gen  iist,  R.F.C,  on  prob.)  is  con- 
firmed in  rank  as  Sec.  Lt. ,  Dec.  10th,  1918. 

The  following  are  granted  temp,  commns.  as  Sec.  Lts  ; — F  G.  L. 
Heyes,  June  24th;  W.  Graham,  July  4th;  E-  C.  A.  Clarke,  W.  Macpher- 
son,  C.  S.  Roads,  July  7th. 

The  following  relinquish  their  commns  on  ceasing  to  be  empld.  :  — 
Capt.  H.  B.  S.  Stephenson  (Capt.,  R.  Mun.  FusJ,  Nov.  25th,  1918; 
See.  Lt.  (Hon.  Lt.)  F.  H.  Sibley  (Capt.,  R.l". A.),  June  13th fit  J.  T. 
Wright  iLt.,  R.N.),  June  25th. 

Transferred  to  unempld.  list  :— Lt.  (Hon.  Capt.)  IT.  P.  G.  Branston 
(Sher.  For.),  Feb.  8th;  Sec.  Lt.  N.  H.  Midcley.  Feb.  12th;  It.  M.  J. 
Fenwick,  March  14th;  Sec.  Lt.  (actg.  Lt.)  W.  i  Roblou,  March  19th 
(substituted  for  notification  in  "  Gazette  "  of  July  4th;  Lt  D.  Miller, 
Sec.  Lt.  C.  E.  Thorpe,  March  21st;  Sec.  Lt.  P.  J.  Holmes,  April  16th; 
Lt.  T.  B.  Duncan,  M.C  (Scott.  Rif.),  April  19th;  Lt.  J.  McK.  Hooper, 
April  25th;  Lt.  J.  T.  Denman,  April  27th;  Lt.  L.  S.  Thompson  (R.  Dev. 
Yeo.,  T.F.),  May  6th;  Lt.  A.  S.  Hibbs,  May  8th;  Sec.  Lt.  B.  M.  Hickman, 
May  14th;  Lt.  E-  S.  C  Sen,  May  23rd;  Sec.  Lt.  R.  G.  Ashby  May  24th; 
Sec.  Lt.  II.  G.  Arnold,  I.t.  F.  Bagot,  May  29th;  Lt.  J.  D.  P.  Sowbury, 
June  ist;  Lt.  F.  II.  Barratt,  See.  Ft.  R.  F.  Fyke,  June  2nd;  Sec.  Lt. 
S.  V.  Daley,  June  6th;  Lt.  J.  C.  G.  Sibley,  June  7th;  I.t.  V.  C.  Baker, 
June  9th;  I.t.  R.  W  G.  Morrison,  June  nth;  Lt.  L.  Taylor,  June  12th; 
Lt.  J.  H.  Clive  (Lt.,  Lond.  R.,  T.F.),  Capt.  C.  W.  Small,  June  14th; 
Capt.  F.  H.  T.  Atkinson.  June  17th;  Sec  Lt.  E  H.  Sherman,  M.C, 
June  i8tn,  Sec.  Lt.  (Hon.  Capt.)  G.  IT.  Blake,  D.C.M.,  June  19th; 
Sec  Lt.  V.  Brimacombe,  June  20th ;  Sec.  Lt.  J.  Ferguson,  June  21st;  Lt. 
C.  F.  Palmer,  June  24th;  Sec.  Lt.  E.  N.  Allott,  Sec.  Lt.  W.  C.  Snowdon, . 
Capt.  J.  W.  Culme-Seymour,  June  25th;  Sec.  Lt.  W.  E.  Dorau,  June  26th; 
Capt.  H.  Sherwood,  Maj.  J.  B.  Handley-Seymour,  June  27th;  Sec.  Lt.  W. 
Fillery,  June  29th;  it.  H.  S.  Nicholls,  July  ist;  Lt.  W.  J.  McLean, 
July  3rd. 

Lt.  i.  G.  Hall  relinquishes  his  commn  on  account  of  ill-health  con- 
tracted on  active  service,  and  is  granted  the  rank  of  Capt.,  June  12th. 

Lt.  L.  D.  Brown  relinquishes  his  commn.  on  account  of  i'.l-health  . 
contracted  on  active  service,  and  is  permitted  to  retain  his  rank, 
June  30th. 

See.  Lt.  H.  T.  Wellard  relinquishes  his  commn.  on  account  of  ill- 
health,  and  is  permitted  to  retain  his  rank,  July  3rd. 

'The  rank  of  Lt.  F  R.  T.  Pearson  is  as  now  described,  and  not  Sec. 
Lt  ns  slated  in  the  "  Gazette  "  of  March  2Tst. 

The  notification  in  the  "  Gazette  "  of  June  iotli  concerning  Sec.  it  ' 
R.  C  E.  Vernede  is  cancelled. 

Technical  Branch. — Capt.  A.  C  Baker  to  be  actg.  Maj.  whilst  empld.  ' 
as  Maj.,  Grade  (A.),  from.  April  ist,  1918,  to  March  12th.  • 

Lt.  IT.  E->  Hazlehurst  to  be  actg.  Capt.  whilst  empld.  as  Capt,,  Grade 
(A.),  SepL  16th,  1918  (substituted  for  notification  in  the  "Gazette"  of 
Nov.  29th,  1918). 

Lt.  II.  E.  Hazlehurst  to  be  actg  Capt  whilst  empld.  as  Capt.,  Grade 
(A  ),  from  (A.),  from  Dec   iith,  1918.  to  April  30th. 

Sec  Lts.  to  be  graded  for  purposes  of  pay.  and  allces.  of  Capts.  whilst 
empld.  as  Capts.,  Grade  (A.)  (Hon.  Lt.)  J.  Drew,  (Hon.  Capt.)  R.  C. 
Fowler,  T.  E.  Morton,  May  ist. 

Sec.  Lts.  to  be  graded  for  purposes  of  pay  and  allces.  as  Lts.  whilst 
empld.  as  Lts.,  Gsade  (A.)  :— G.  J.  C.  W.  Fitzwilliam,  L.  T.  Buhner, 
May  ist. 

Sec.  I.t.  J.  R.  Hovefiden  to  be  Lt.,  without  pay  and  allees,  of  that 
rank,  Aug.  28th,  1918.  . 

Sec.  Lt.  C.  R.  Booth  to  be  See.  Lt.,  Grade  (A.),  from  (Ad.).  Feb.'  22nd. 

sec.  Lt.  F.  S.  Read  to  be  See.  Lt.,  Grade  (B.),  from  (Ad.),  Oct. 'ist, 
iqi8. "    V,.   .  ..  -    •  ■  ,    "..  <■.;■''■     '         ' "' 

Sec.  Lt.  (Hon.  Lt.)  C.  O.  Wright  (it.,  King's  Own  R.  Lanes.  R.) 
relinquishes  his  eommn.  on  ceasing  to  be  empld.,  June  10th. 

Transferred  to  unempld.  list  : — Maj.  (actg.  Lt.  Col.)  A.  S.  Hellawell. 
O.B.E.,  March  27th  (substituted  for  notifications  In  trie  "  Gazettes     of ' 
April  4th  and  June  27th);  Sec.  Lt   J.  W    Davis,  Anril  ist;  Lt.  D.  N  > 
.Stewart,  Anril  2nd;  Lt.  R.  Hopkin,  Sec.  it.  W.  H.  Hildreth,  April  17th; 
it.  C.  E.  Devas,  April  18th;  it.  i.  TT.  Scott,  April  20th;  Sec.  I.t.  C  E 
Hodges,  April  30th;  Sec.  Lt.  J.  E.  Kocford,  May  2nd;  Sec    Lt.  H.  p. 


July  16,  1919 


The  Aeroplane 


375 


Doll,  May  6th;  Capt.  H.  K.  Hitchcock,  May  12th;  Sec.  I.t.  H  G  Smith, 
May  19th;  Sec.  Lt.  M.  Bateson,  Sec.  Lt.  E.  G.  Doyland,  May  21st;  Lt. 
W.  D.  Hogarth,  May  24th;  Lt.  J.  Hooper,  May  26th;  Sec.  Xt.  E-  A. 
Sullivan,  Sec.  Lt.  (Hon.  XX)  R  J-  Wallace  (R.  Scots,  T.F.),  May  28th; 
Capt.  R.  Bissett,  Sec.  Lt.  (Hon.  Lt.)  S.  O.  Savillec,  May  29th;  Sec.  Lt. 
H  Hilsdon,  Capt  D.  Cameron-Swan,  May  30th;  Capt.  F.  W.  Strong, 
May  31st;  Lt  (Hon.  Capt  )  A.  D.  S.  Barr,  Capt.  H.  E.  Shaw,  Maj.  D.  B. 
Sanders,  June  1st,  Sec.  Lt  R.  O.  Street,  June  3rd;  Sec.  Lt.  J.  L.  Baring, 
June  6th;  Capt.  J.  G.  Dothie,  Sec.  Lt.  W.  A.  Hill,  June  7th;  Sec.  Lt.  H. 
Archer,  June  8th;  Sec.  Lt.  J.  F.  Farquharson,  June  10th;  Sec.  Lt.  S.  W 
Bennett,  June  nth;  Capt.  H.  S.  Hade.  June  12th;  Lt.  T.  J'  Boyer, 
June  14th;  Lt.  E.  H.  Hart,  Lt.  G.  F.  Wilson,  June  17th;  Sec.  Lt.  F  N 
Lynch-White,  June  19th;  Mai.  E  Darrell-Huskinson.  Sec.  Lt.  H.  S. 
Smith,  Maj.  G.  L.  Wightman,  June  23rd;  Sec.  Lt.  H.  H.  Fanthorpe, 
Sec.  Lt.  A.  Marr,  June  24th;  Sec.  Lt  B.  B.  Long,  Sec.  Lt.  H  W.  Levy, 
June  25th;  Sec.  Lt.  G.  AlDert,  June  26th;  Lt.  H.  H.  Ballard,  June  28th; 
Sec.  Lt.  W.  Massey,  June  30th;  Sec.  Lt.  W.  E.  Dewberry,  Maj.  H  W. 
Prance,  Capt.  P.  Swain,  July  1st;  Sec  I.t.  H.  A.  P.  Disney,  Maj.  E.  K. 
Peal,  O.B.E.,  D.S.C.,  July  2nd. 

Sec.  Lt.  (Hon.  Lt.)  F.  J  Colishaw  relinquishes  his  comnm  on  account 
of  ill-health  contracted  on  active  service,  and  is  permitted  to  retain 
the  rank  of  Lt.,  July  3rd. 

The  notification  in  "  Gazette  "  of  April  25th  concerning  Sec.  Lt.  F.  E. 
Miles  is  cancelled  (notification  in  "Gazette''  of  April  1.5th  to  stand). 

The  notification  in  "Gazette"  of  June  13th  concerning  I.t.  J.  W. 
McKee  is  cancelled. 

Medical  Branch. — A.  G.  Graham  is  granted  a  temp  column,  as  Capt., 
July  18th,  1918  (substituted  for  notification  in  "Gazette"  of  July  19th). 

Transferred  to  unempld.  list  :— Capt.  M.  R.  Dobson,  April  25th;  Capt. 
T.  R.  F.  Kerby,  June  29th;  Maj  H.  F.  Home,  July  2nd. 

Dental  Branch. — Capt.  J.  Barratt  is  transferred  to  unempld.  list, 
May  29th. 

Memoranda. — Sec  Lt.  J.  Keyes  to  be  Lt.,  May  22nd. 

Lt.  (Hon.  Capt.)  E.  H.  Grant  (Capt.,  Arg.  and  Suthd.  Highrs.)  relin- 
quishes his  commn.  on  ceasing  to  be  enipld.,  July  3rd. 

Transferred  to  unempld.  list  :— Maj.  (actg.  Col.)  C.  A  J.  Butter, 
O.B.E.  (Sco.  Horse,  Yeo.,  T.F.),  Feb.  7th  (substituted  for  notification  in 
"Gazette"  of  Feb.  21st);  Sec.  Lt.  (actg.  Capt.)  F.  C.  Payne,  from  (S.O.), 
April  roth;  Lt.  H.  Hibbard,  from  (S.O.),  Mav  2nd;  Lt.  V.  L.  Anderson, 
from  (S.O.),  May  28th;  Capt.  A  H.  Stuart,  from  (S.O.),  May  29th;  Lt- 
Col.  J  A.  Houison-Crauford,  C.MG.,  C.B.E.,  from  (SO),  June  1st; 
Lt.-Col.  F.  H.  Cleaver,  C.B.E.,  D.S.O.,  from  (S  O.),  June  26th;  Capt.  G.  C 
Milnes,  M.C.,  from  (S.O.),  July  2nd. 

Sec.  Lt.  C.  W  Kerr  to  take  rank  and  prec.  as  if  his  appt  as  Sec. 
Lt.  bore  date  May  1st,  1918. 

The  name  and  number  of  the  following  oversea  Cadet  is  as  now 
described  and  not  as  in  "  Gazette  "  of  June  13th  : — 183 19.5  G.  E.  Glenn. 

The  notification  in  "Gazette"  of  June  6th  concerning  177155  Fit 
Cadet  F.  W.  Carter  is  cancelled. 


In  connection  with  the  Victory  March  through  London  on 
July  19th  the  Royal  Air  Force  will  contribute  a  contingent  of 
Jv5  officers  and  605  men,  and  the  W.R.A.F.  four  officers  and  120 
ranks.  Nineteen  squadrons  from  the  Army  of  Occupation  will 
be  represented,  together  with  personnel  from  the  four  Areas  and 
from  the  29th  and  nth  Groups.  These  numbers  will  be  exclusive 
of  the  G.O.C.  and  Staff. 

Major-General  Sir  J.  M.  Salmond,  K.C.B.,  C.M.G.,  C.V.O., 
D.S.O.,  commanding  the  R.A.F.  in  the  field,  will  lie  in  command 
of  the  contingent,  with  Brigadier-General  G.  L.  Lambe,  C.M.G., 
D.S.O.,  as  his  Chief  Staff  Officer. 

*  "»  .  * 

The  Air  Ministry  announces  that  the  R.A.F.  Eastern  aerodrome 
at  Yatesbury  has  been  closed.  All  machines  landing  at  Yatesbury 
should,  therefore,  use  the  Western  aerodrome. 

The  aerodrome  at  Wvton  has  also  been  relinquished  bv  the 
R.A.F. 

*  *  * 

An  order  has'  been  issued  bv  tihe  Air  Ministry  with  regard 
to  the  supply  and  renewal  of  artificial  limbs  for  disabled  airmen. 

The  procedure  followed  is  precisely  the  same  as  that  applying 
to  disabled  soldiers,  i.e.,  through  the  Local  War  Pensions  Com- 
mittee and  the  Director  of  Artificial  Limb  Supplies — Ministry  of 
Pensions. 

Thus,  if  a  discharged  disabled  airman  is  in  need  of  further 
surgical  treatment,  or  if  his  artificial  limb  requires  repair  be 
should  apply  direct  to  his  Local  War  Pensions  Committee.  In 
the  former  case  the  Committee  will  arrange  for  his  treatment 
by  the  nearest  Civil,  Military,  or  Air  Force  hospital  available. 

The  Committee  will  also  defray  all  travelling  expenses  neces- 
sarily incurred  by  a  discharged  airman  in  connection  with  the 
repair  or  renewal  of  his  artificial  limb,  and  his  attendance  at  the 
hospital  selected. 

*  *  * 

Saturday,  July  12th,  was  the  last  day  of  the  Royal  Naval,  Mili- 
tary and  Air  Force  Tournament.  It  was  an  unqualified  success, 
and  it  is  greatly  to  be  regretted  that  it  was  not  possible  to  con- 
tinue the  Tournament  for  a  longer  period. 

The  prizes  were  presented  by  H.R.H.  the  Duchess  of  Albany. 

The  following  arc  among  the  results  of  the  competitions  held 
at  the  Royal  Naval,  Military,  and  Air  Force  Tournament 

July  8th. — Tug-of-War  (no  St.). — The  winners  of  the  Navy, 
Army,  and  Air  Force  competitions  were  3rd  Bn.  Leinster  Regt., 
the  challenge  cup  being  presented  in  the  arena  by  Capt.  R.  C. 
Dalglish,  Royal  Navy. 

July  9th. — Sabre  v.  Sabre  (Championship). — 1,  Col.  R.  B. 
Campbell,  D.S.O.,  Gordon  Highrs.  ;  2,  C.P.O.  Cassford,  Royal 
Navy;  3,  Capt.  Walter  Palmer,  M.C.,  K.R.R.C.  ;  4,  tie  between 
Serjt.-Maj.  H.  Grainger,  R.A.F..  and  Comdr.  E.  W.  H.  Brook- 
field,  Royal  Navy;  5,  Major  E.  G.  S:  Cooke,  8th  Bn.  Essex  Regt. 


July  nth.— Tug-of War  (130  stone). — 3rd  Battalior  Coldstream 
Guards  (Chelsea)  Beat  No.  5  Stores  Depot,  R.A.F.,  Earl's  Court, 
by  two  pulls  to  nil. 

July  12th. — Bayonet  v.  Bayonet  Championship. — Lieut.  F.  H. 
Durham,  R.M.A.,  1  ;  Serjt. -Major  H,  Grainger,  R.A.F.,  2  ;  Serjt. 
H    C.  Randall,  R.M.A.,  3. 

*  *  * 

On  Aug.  15th  and  ibth  a  cricket  match .  between  teams  repre- 
senting the  R.A.F.  and  the  Army  will  be  played  at  the  Oval. 

*  *  * 

At  Stratford  Police  Court  recently,  Serjt.  Eric  Potter,  R.A.F., 
was  sentenced  to  one  month's  imprisonment  with  hard  labour,  for 
stealing  a  number  of  cricket  pads,  a  quantity  of  motor  cycle  fit- 
tings, and  other  articles.  It  was  stated  that  the  prisoner  was  in 
charge  of  the  stores  at  the  Woodford  Depot  of  the  R.A.F.,  and 
that  lie  had  sent  five  cases  of  goods  to  his  home  in  Staff ordsnire. 

*  >  * 

By  order  of  the  Home  Secretary,  Captain  Walter  Raymond 
Hinchcliffe,  D.F.C.,  R.A.F.,  who  was  sentenced  on  June  28th  to 
six  months'  imprisonment  in  the  second  div;sion  for  the  theft  of 
a  motor-cycle  and  side-car  at  Skegness,  lias  been  released  on 
account  of  ill-health. 

*  *  * 

At  Sussex  Assizes  011  July  10th  Lieut.  Leslie  Joseph  Holland, 
R.A.F.,  was  sentenced  to  five  years'  penal  servitude  for  assault- 
ing William  Farrow,  manager  of  the  S'horeham  branch  of  Far- 
row's Bank,  with  intent  to  rob  him. 

Prisoner,  who  was  a  customer  of  the.  bank,  entered  the  pre- 
mises disguised,  and,  on  the  pretence  of  desiring  to  open  an 
account,  enticed  the  manager  from  behind  ihe  counter,  and  then 
struck  him  on  the  head  with  a  sandbag  containing  sand  and  two 
shillings'  worth  of  coppers,  and  threatened  him  with  a  revolver 
A  struggle  lasting  10  minutes  ensued,  causing  a  crowd  t*  as- 
semble outside  the  bank.  Three  man  broke  intu  the  bank,  as 
the  door  had  become  unlatched  during  the  struggle,  and  secured 
Holland. 

The  defence  was  that  war  service  had  rendered  the  prisoner 
unaccountable  for  his  actions. 

FRANCE. 

The  following  has  been  received  from  a  Paris  correspondent  :  — 

Fate,  silent,  inexorable  Fate,  his  claimed  ancthe  of  her  fore- 
most subjects.  In  the  afternoon  of  the  10th  inst.  Lieut.  Jean 
Navarre  was  killed  whilst  trying  to  land  at  ViUacou'blay.  Further 
reports  on  the  actual  accident  will  be  awaited  with  interest,  as 
it  seems  that  by  dexterous  navigating,  after  an  apparent  mis- 
judgment  of  distance,  he  almost  landed  safely,  but,  losing  flying 
speed,  he  sideslipped  on  the  turn  and  crashed. 

Na\arre  was  one  of  the  first  Aces  of  the  war  early  in  1916,  and 
performed  prodigies  of  valour  during  the  Verdun  battles,  bringing 
down  nine  Bbches  in  three  following  special  missions.  At  this 
latter  work  he  vied  with  Vedrines  in  success. — f.  t.  n. 

U.S.A. 

The  following  appeared  in  the  official  Air  Service  news  pub- 
lished in  the  United  States  of  America  : — 

"  The  Army  Air  Service  has  been  chosen  by  more  than  forty 
high  school  graduates  of  Greater  New  York  this  year  as  a  techni- 
cal institution  of  higher  learning,  in  preference  to  the  technical 
colleges  of  the  country.  Of  this  number  more  than  one-half  are 
financially  able  to  attend  regular  institutions  of  learning,  but  all 
elected  the  Army  to  gain  knowledge  that  will  fit  them  as  aeronau- 
tical engineers  at  the  end  of  a  three-year  course. 

"  The  others  are  students  who  would  be  obliged  to  work  their 
way  through  college  and  have  chosen  the  Armv  because  their  status 
will  be  exactly  the  same  as  the  boys  of  independent  means  and 
completion  of  the  course  is  assured. 

"  The  incident  has  opened  the  eyes  of  Army  officials  to  the  new 
and  high  regard  of  the  educational  value  of  the  Army  and  the 
possibilities  of  securing  men  of  the  highest  order  for  the  Air  Ser- 
vice. Accordingly  an  energetic  campaign  is  being  prepared  to 
present  the  opportunities  for  higher  education  and  technical  aero- 
nautical instruction  to  high  school  graduates  in  all  parts  of  the 
country.  A  number  of  aviation  officers  will  be  detailed  for  this 
work,  and  educational  boards  will  be  requested  to  include  such  an 
officer  as  a  speaker  in  the  graduation  orogramme  of  public  schools. 

It  is  pointed  out  that  the  Army  instruction  is  not  confined  to 
theory,  but  combines  a  minimum  of  theory  with  a  maximum  of 
practical  work  which  should  develop  aviation  experts  of  the  highest 
order.  The  social  and  athletic  features  of  college  life  are  not  lost 
in  the  Army.  Regular  hours,  good  food,  and  plenty  of  exercise 
will  keep  the  students  !n  the  best  physical  condition,  and  pro- 
grammes of  sports  are  followed  by  the  men  with  the  same  degree 
of  enthusiasm  as  in  college. 

"  A  feature  which  particularly  appeals  to  proud  parents  is  that 
every  letter  from  '  the  boy  '  does  not  contain  an  eloquent  story 
of  destitution  and  the  crying  need  of  a  check,  for  in  the  Army  hp. 
is  being  paid  while  he  learns.  With  the  signing  of  the  peace  treaty 
soldiers  will  be  allowed  to  wear  civilian  clothes,  and  with  liberal 


The  Aeroplane 


July  16,  iqio. 


pass  privileges  the  hours  of  study  are  practically  the  same  as  in 
college. 

"  The  New  York  boys  have  dubbed  the  aviation  school  '  Khaki 
University.'  The  Army  extends  a  hearty  invitation  to  any  high 
school  graduate  who  wishes  to  associate  himself  with  the  develop- 
ment of  the  commercial  aviation  to  acquire  a  technical  education 
at  the  expense  of  the  Government." 

*  *  * 

The  first  U.S.A.  Government  ptace-t'me  order  for  aeroplanes 
has  been  placed  by  the  Navy  Department  with  the  Loaning  Aero. 
Eng.  Corp.,  New  York,  for  the  immediate  delivery  of  six  special 
Loening  monoplanes  for  shipboard  observation  use. 

With  characteristic  American  modesty  it  is  claimed  that  this 
machine,  a  new  type  of  two-seater  fighter,  after  official  tests  was 
found  to  be  the  fastest  and  best  performing  two-seater  fighter  in 
the  world. 

They  are  intended  to  be  launched  from  the  deck  of  a  ship,  and 
each  is  titled  with  a  300-h.p.  Hispano-Suiza  engine. 


PERSONAL  NOTICES. 

NAVAL. 

Engagement. 

CUCKXEY — WILLIAMS. — The  engageme.it  is  announced  be- 
tween Captain  E.  J.  Cuckney,  D  S  C.,  R.A.F.,  and  Miss  L.  Wil- 
liams, of  Wimbledon. 


MILITARY. 

Death. 

BODDAM-WH  ETHAM. — Lieut. -Colonel  A.  C.  Boddam-Whet- 
ham,  D.S.O.,  4th  Battn.  Argyll  and  Sutherland  Highlanders  and 
R.A.F.,  of  Earlscliffe,  Folkestone,  who  was  killed  in  an  aeroplane 
accident  in  Egvpt  on  June  22nd,  was  the  eldest  son  of  the  late 
J.  W.  Boddam-Whethafn,  late  of  Kiiklington  Hall,  Notts,  and 
Mrs.  Bbddam-Whetham,  and  husband  of  M«y  Grace  Boddam- 
Whetham.    He  was  35  years  of  age. 

Engagement. 

MAUDUIT— BROOKSBANK.— A  marriage  has  been  ar- 
ranged, and  will  shortly  take  place,  between  Captain  Mauduir, 
7l_h_  Dragoon  Guards  and  R.A.F..  eldest  son  of  Lieut. -Colone' 
Mauduit,  of  57,  Sloane  Street,  and  Mrs.  Mauduit,  and  "Irene, 
daughter  of  the  late  Captain  A.  H.  Brook^bank,  19th  Hussars, 
and  Mrs.  B'rooksbank,  of  Middleton  Hall,  Yorkshire. 


AIR  FORCE 

Deaths. 

HALL,  SUMNER,  VANCE  and  JAFFE. — On  July  9th  the 
military  postal  aeroplane,  No.  41,591,  crashed  near  Pourriers 
(Var).  As  a  result  of  the  accident  the  petrol  tank  exploded  and 
the  machine  caught  fire.  The  four  occupants  were  killed.  They 
were  Lieuts.  Hall,  Sumner,  and  Vance,  and  Cpl.  Jaffe\ 

Lieut.  Francis  Cyril  Sumner,  R.A.F.,  was  the  eldest  son  of 
Mrs.  Sumner,-  "Inversnaid,"  Bromley,  Kent,  and  of  the  late 
Frank  Sumner,  Engineer  to  the  City  Corporation.  He  was  20 
years  of  age. 

HERBERT,  HI  LEY,  and  BIZION.-Two  pilots  ar.d  a 
mechanic  were  killed  at  Farnborough  on  July  14th  as  the  result 
of  a  collison  in  the  air.  One  of  the  machines  concerned  was  a 
two-seater  Avro,  of  which  the  pilot  was  Lieut.  Hetbert,  R.A.F., 
attached  to  the;  Royal  Aircraft  Establishment,  and  Air  Mechanic 
C.  Hiley.  The  other  was  an  S.E.  Fighter  piloted  by  Lieut.  B'izion, 
R.A.F.' 

KNIGH  T. — Lieut.  C,  R.  Wentworth  Knight,  R.A.F.,  who  was 
killed  in  action  on  June  21st  at  Topsa,  on  the  Archangel  Front, 
was  the  only  son  of  Mr.  and  Mrs.  W.  H.  Knight,  of  Towns  End 
House,  Limington,  Ilchester.  He  was  21  years  of  age,  and  had 
served  continuously  in  France  and  elsewhere  since  January,  1915. 

MATURIN. — An  inquest  w  as  held  on  July  10th  on  the  body  of 
Lieut.  William  Henry  Maturin,  R.A.F.,  an  American,  aged  28, 
who  shot  himself  while  drowning  in  Langsto'ie  Harbour.  It 
was  stated  that  Mr.  Maturin  had  been  invalided  out  of  the 
R.A.F.  and  he  had  been  unable  to  obtain  work.  A  verdict  of 
suicide  while  temporarily  insane  was  returned. 

Engagement. 

TAYLOR — LOCOCK. — The  engagement  is  announced  of  Capt. 
Bernard  A.  Taylor,  R.A.F.,  only  son  of  Mr.  and  Mrs.  A.  E. 
Taylor,  of  Crawley,  Sussex,  and  Kitty,  third  daughter  of  the  late 
Capt.  H.  F.  Leicester  Locock  and  Mrs.  Le.oester  Locock,  of 
Pook's  Hill,  of  Angmering,  Sussex. 

Marriages. 

BARTON — LEE.— -On  July  5th,  at  Wondion  Parish  Church, 
Lieut.  Charles  Frederic  Barton,  R.A.F.,  of  Toronto,  Canada,  was 


married  to  Mary  Letitia  Driffield  Lee,  younger  daughter  of  the 
Rev.  Frederick  and  Mrs.  Lee.  of  Woodton  Rectory,  Bungay,  by 
the  Rector,  the  father  of  the  bride. 

EVAMY— HANNAFORD.—  On  July  9th,  at  St.  Matthias 
Church,  Torquay,  Capt.  H.  S.  Evamy,  R.A.F.,  was  married  to 
Dorothy  Jeanette,  eldest  daughter  of  Mr.  and  Mrs.  C.  J.  Hanna- 
ford,  of  Chulmleigh  and  Torquay,  Devon,  by  the  Rev.  W.  P. 
Alford. 

TOLFREE— NASH.— On  June  26th,  at  Kascr-Nil  Garrison 
Church,  Cairo,  Lieut.  W.  M.  N.  Tolfree,  R.A.F.,  voungest  son 
of  Mr.  and  Mrs.  W.  H.  Tolfree,  of  Winsford,  Cheshire,  was 
married  to  Frances  Winifred,  only  daughter  of  Mr.  and- Mrs. 
F.  R.  Nash,  of  Guildford,  Surrey,  "by  the  Rev.  E.  L.  Millen, 
C.F.,  assisted  by  the  Rev.  H.  Valentine,  C.F. 

Births. 

CUMMINGS.— On  July  SMx,  at  Streatham  Manor,  the  wife  of 
Lieut.  Philip  H.  Curnmings,  D.F.C.,  R.A.F. — a  daughter. 

HELLYAR.— On  July  12th,  1919,  at  27,  Bonham  Road,  Brix- 
ton Hill,  S.W.2,  to  Captain  (late  R.A.F.)  and  Mrs.  William  F. 
Hellyar — a  daughter. 

HUMFRESS. — On  July  5th,  at  61,  Rusholme  Road,  Putney 
Heath,  the  wife  of  Capt.  H.  T.  Humfress,  R.A.F.,  of  a  daughter. 

L I N  D  EM  AN .  — On  July  8th,  at  12,  Walpole  Gardnes,  Gunners- 
bury,  the  wife  of  Capt.  Gerald  N.  Lindeman,  RA  F. — a  son. 

MAXTON. — On  July  18th,  at  the  Firs,  Westgate-on-Sea,  Ruby 
Beatrice  (nee  Holmes),  wife  of  Captain  L.  G.  Maxton,  R.A.F. — 
a  son  (Geoffrey). 

ROBERTSON. — On  July  6th,  at  Rempsione,  Cheriton  Road, 
Winchester,  the  wife  of  Capt.  Norman  Robertson,  R.A.F.,  of  a 
son. 

SMITH. — On  July  10th,  at  20,  Ladbroke  Gardens,  to  Olive 
Merle  (nee  Nickson),"  the  wife  of  Capt.  W.  E.  Smith,  late  R.A.F. 
— a  son. 

STAMMERS. — On  July  8th,  at  the  Nursing  Home,  Gerrards- 
Cross,  to  Muriel,  the  wife  of  Capt.  S.  R.  Stammers,  A.F.C.,  late 
R.A.F.,  of  a  daughter. 

STRICKLAND.— On  June  30th,  at"  Dublin,  the  wife  (nec 
Bentham)  of  Harley,  Lieut.  C.  W.  Strickland,  R.A.F.,  of  a 
daughter. 


SOME  THOUGHTS  ON  REORGANISATION. 

One  wonders  why  it  is  that  in  England  eveiything  appears  to 
come  too  late.  In  whatever  light  one  regards  the  late  war  one 
is  sure  to  come  upon  something  that  might  have  happened  earlier 
— that,  indeed,  should  have  happened  earlier — to  be  really  appre- 
ciated. Although,  in  some  cases,  it  would  have  been  better  had 
it  never  happened  at  all.  The  Armistice  was  one.  of  these  latter 
things. 

Take  the  signing  of  the  Peace  terms,  which,  it  is  stated,  fell 
so  adventitiously  upon  the  very  day  (five  \ears  later)  that  the 
Archduke  Franz  Ferdinand  of  Austria  was  assassinated,  that  it 
seems  to  indicate  some  very  clever  arranging  upon  the  part  of 
the  politicians. 

"Playing  to  the  Gallery"  that  sort  of  thing  is  called,  but  the 
Gallery  is  tired  of  the  Play.  It  has  had  so  many  occasions  for 
celebrating  already  that  it  scaroely  knows  what  to  do  with  July 
19th.  Besides,  one  cannot  well  celebrate  any  Peace  properly 
while  enduring  a  shortage  of  alcohol.  And  the  thought  of  a 
Ministry  of  Health  to  look  after  one  and  tell  one  what  not  ro  do 
is  enough  to  spoil  anybody's  pleasure. 

But  Peace  Celebrations  have  little  to  do  with  reorganisation  in 
the  R.A.F.,  excepting  always  the  tact  that  the  R.A.F.  will  need 
a  lot  of  reorganising  after  the  Peace  Celebrations.  One  does 
not  really  see  why  it  should,  but  that  seems  the  right  kind  of 
tiling  to  say  of  the  R.A.F. 

Of  course,  reorganisation  in  the  middle  of  a  war  is  recognised 
by  everybody  as  being  bad.  But  one  wonders  P  it  is  really  so 
bad  as  no  organisation  at  all.  Or  if  it  is  as  bad  as  forming  a  nev 
Service  on  nearing  (he  end  of  a  war,  just  when  Btitain  is  about 
tj  start  winning  her  last  battle,  having — in  the  good  old  way- 
lost  most  of  the  foregoing  ones. 

One  has  only  to  think  of  the  R.N.A.S.  to  remember  how  badly 
in  need  of  reorganisation  it  was.  If  only  the  Government  could 
have  been  original  for  once  and  said — with  the  fashionable  folk — 
"Oh  !  damn  convention" — or  some  such  thing — and  reorganised 
that.    One  feels  sure  it  would  have  paid  in  the  long  run. 

Naturally,  tire  pukka  Navy  people  would  have  felt  a  little  In- 
jured at  first,  because  nobody  likes  to  own  one's  poor  and  un- 
conventional relations.  But  there  seems  no  reason  against  a 
pilot  becoming  serious  as  he  grows  older.  Personally,  one  rather 
doubts  if  he  will. 

One  calls  to  mind  a  certain  pilot,  who,  some  few  hours  after 
one's  first  meeting  with  him,  fused  all  the  electric  lights  in  the 
building  so  that  one  sat  in  darkness  for  a  week. 

Still,  reorganisation  is  good  even*  when  it  comes  too  late  to 
save  what  might  have  been  a  very  useful  branch  of  His  Majesty's 
Senior  Service. — S-  F  Benpa, 


July  16,  1919 


The  Aeroplane 


PATENT  TIME  SAVING 
SPLICING 
VICE. 


As  supplied 
to  R.A.F. 


Sftvci  Wkippieg 
•  Fixes  Tkimbli  ia  Uit. 


4ja 


Sole   Licbmcbks  : 

HARNETT  &  FOSTER, 

EAGLE  WHARF  RD.,  LONDON,  N.l. 


Keen  Buyers  go  to  the  Source. 


E.G. 


TOOLS 


R.  MATHER  &  SON, 

SHEFFIELD. 


r 


Manufacturers 


PHOSPHOR  BRONZE, 
GUN  METAL, 

MANGANESE  BRONZBt 

BRASS  &  COPPER 

TUBES,  SHEETS, 
RODS,  WIRE,  AND 

CASTINGS, 

PHOSPHOR  TIN, 
PHOSPHOR  COPPER. 


CHARLES  CLIFFORD  &  SON,  LTD., 

BIRMINGHAM. 


■ 


Wm  JS  The  STRONGEST  GLUE  in  the  WORLD 


for  aeroplane  construction  and  all  woodwork- 
ing purposes.     Used  cold,  damp-resisting. 
Adop:ed    by    principal    British    and  Allied 
aircraft  constructors. 
In  tins  of  all  sties,  and  in  casks. 
The  IMPROVED  LIQUID  GLUES  Co., Ltd. 

GREAT  HERMITAGE  ST.  4  BUSHELL  ST.  LONDON,  E.I. 
Telephone—  wenue  4611.  4612. 

Xeiegrams — "Excroiden,  Phone,  London," 


LIQUID  SCOTCH  GLUE 


Cast-Iron  Hammered  Piston  Rings, 


(By  the  Davy-  * 
Robert  son-Proceii) . 

In  our  Special  Piston 
Ring  Iron.     All  tiza 

up  to  72  in. 

Quick  Delivery. 
Absolute  Jy 
Reliable. 
Low  Pricet. 

Telephone  No.  214,$. 

Telegrams — 
"  Ocean,"  Sheffield 


The  Standard  Piston  Ring  &  Engineering  Co.,  Ltd. 

Don  Road,  Sheffield.  


WE  CAN  ASSIST  YOU 

IN  YOUR 

RECONSTRUCTION  PLANS 

We   are    prepared  to  undertake 

WOODWORK  or  METAL 
WORK,    Pressings,  Tube 
Work   and  Welding. 


BURTON  AIRCRAFT  AND 
MANUFACTURING  Co.,  Ltd., 
Park  Street,  BURTON -ON-TRENT 


SALMSON 

AERO -ENGINES 


(Canton-Unne  System). 


All  enquiries  should  be  addressed  to 

THE  DUDBRIDGE  IRON  WORKS,  V 

STROUD, 
GLOUCESTERSHIRE. 


During  the  War  we  made 

MILLIONS  of  AERO  PARTS. 

We  are  still  making  large  quantities. 

CAN  WE  SUPPLY  YOUR  WANTS? 

TURNINGS  or  (Power)  PRESS  WORK. 

Any  metal  or  insulating  material,  screwed 
or  plain.  Any  article  of  small  or  medium 
size  where  very  large  quantities  are  required. 

No   charge  for   tools  jor   large  quantities. 

CASH  MORE  BROS. 

Zota  Works,  Hildreth  St.,  Balham,  S.W.12. 

Phones — Battersea  415,  Streatham  2140. 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS 


278 


The  Aeroplane 


July  16,  1919 


CARDS. 


Springs !   Springs  I  Springs! 

We  make  a  speciality  of 
Springs  for  Aeroplanes. 
SEND  FOR  PRICES. 
DAPft  Spring  Co.,  Wast  BromwSeSa, 


SHEET  METAL  WORK  FOR  AUTOMOBILES  &  AIRCRAFT 

Domed  Motor  Wings.  Kadiators,  Petml  and  Oil  Tanks,  Panels. 
Cowlings.  Fairings,  etc.,  supplied  new  or  repaired  'Wheel  Discs 
fer  i^lS  and  Sther  cars  supplied  from  stock.  All  kinds  of  Sheet 
Metal  Work.  Brazing  or  Acetylene  Welding  undertaken.  Metal 
Sidecar  Bodies  and  Aluminium  Number  Plates  supplied  »romptlv. 
Improved  Silencers  and  Racing-type  Exhaust  Pipes  fitted 
to  any  car  at  short  notice. 

OWEN    DAVIE 8   ENGINEERING   Co.,  Ltd. 

(B.  Owen  Davies,  Managing  Director.) 
44-46  QUEENSLAND  ROAD,  HOLLOW  AY,  N.7.1  Phone  North  2964 


Q®gg  Metal  Engraving  Co. 

Chats  worth  Works,  Worthing, 

Per  Dials,  Scales,  Name-plates  and  Address  Plates, 
sad  Instruction  Plates,  in  Metal,  Ivorine,  Ets 

Either  Chemically  Engraved  or  Machined. 


PEGAMOID 


BRAND 

LEATHER  CLOTH. 

The  Best  Waterproof  Covering  for  Railway.  Tram- 
way, Aeroplane,  Motor  Boat,  Cushions.  Seats,  eta 

ggggS  NEW  PEGAMOID  LIMITED,  ^ntr  ^T^i: 

Telegrams— Pegamoid,  Phone,  London.  ^ 
Tel»p hone— 0i4y  9704  (2  lines).  Cabled  ABO  5th  Edition  and  PriT&u 


The  INTEGRAL  PROPELLER  Co.,  Ltd. 

guarantee  nighest  efficiency  in  tbeii 
design  and  manufacture  of  propellers 
tor  any  type   of  engine   or  machine. 

THE  INTEGRAL  PROPELLER  CO.  LTD., 
Edgware  Road,       The  Hyde,       Hendon  N.W.9. 

Telephone :   Kingsbury  104. 


'  ft* 


FOX  ELIOTT  &  CO.,  LTD- 


Timber  Importers, 
::  PLYMOUTH  .: 


Walnut, 
Mahogany  and 
Silver  Spruce. 


Telegrams   "Baltic,  Plymouth,"     Telephone :  121T  (a  lines). 


SCREW-  DRIVING 

RUSSELL  BROTHERS,  Ltd,,  REDDITGH 

ACHINE3. 


EBORA  PROPELLER,  COMPANY.  Ltd. 


T??i£T»lsOiSe 

&IK<8ST<3>M  G'l'i 


Telegrams ; 
'  Ebop»,  Kingstoh. 


PROPELLERS 

Contractors  v>  the  ADMIRALTY  4  WAR  OFFICES 
CI  Si  12,  Surbiton  Park  Terrace,  Kini»ton-on-Tb»  ssi. 


GENT  &  00.,  LTD 

VAKADAY  Works, 
LEICESTER. 


ELECTRIC 
IMPULS 
CLOCKS 


INDUSTRIAL 
TIME  GADGETS 

START  &  CEASE  WORK " 

8OUND  SIGNALS 

For  Factory,  Works  &  Aerodrome. 
for  Bulletin  Ho.  6a  and  see  what 
ve  Manufacture. 

london  :  mbwca$tle-on-tykb; 
Viotoria  St.,  S.W.i.     51,  Biackett  St. 


Trndn      MEN  PINE  Mm*. 

LIQUID  SCOTCH  GLUE 

USED  BV  THE  LEADING  AEROPLANE  CONSTRUCTOR*. 

MOISTURE  PROOF. 
Writ*  for  Pride  List  and  Particular*  .  - 

MEN  DINE  CO.,  8,  Arthur  Street,  London  Bridge,  E.C.  * 


UNLIMITED  LENGTH  w.th  INCREASED  STRENGTH 


SPARS 

STRUTS 
LONGERONS 


Patentees  5c  Makers 


TUBES 

AYLING'S 


COMBINED 
METAL  AND 
WOOD  STRUTS 


AVLINCS 


Riverside    Putney  ,  5. W. 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS 


July  16,  1919 


The  Aeroplane 


f  ftlSI^I If  T cn  a"  ma,ters 

WllJULl  connected  witk 
Commercial  and  Pleasure  Flying, 
Aeronautic  Design  &  Manufacture. 

1  f\  Years'  Practical  experience 
in  all  Branches, 


ECCORd^glanD 


A  P  R  Ac  S 


Phone  Regent  414 

St.  George's  House, 
193,  Regent  Street, 

LONDON,  W.l. 


HAYWOOD  Bronze 
Admiralty  Bronze 
Manganese  Bronze 
Aluminium  Bronze 

Aluminium 
Phosphor  Bronze 

CASTI N  GS 

CASTINGS  FOB 
_  Aircraft 
CoBftruetlea 
• 

Motor.  C  ar 
Cositractiti 

■  klpbulldlai 

• 

Central 
Kiflaetfin 

HAYWOOD   FOUNDRIES  LT.D 

30,  31  eV  32,  Seaton  Street,  Eusron  Road,  LONDON,  N.W.  1 

Telephone :  Museum  1436. 
All  Orders    Executed   Under   Expert  Supervision 

The  Air  Navigation  Co.,  Ltd. 

BLERIOT  &  SPAD, 

ADDLESTGNE  (SURREY). 

Contractors  to  War  Office  and 
A  dmiraltym 


Flying   Ground—  Brooklands  Aerodrome, 

NQRBERT  CHEREAU,    Managing  DlP«ctor>. 


Telegrams— Bleriot,  Weybridge. 


Telephone— 358  Weybridge. 


MISCELLANEOUS  ADVERTISEMENTS. 

SPECIAL  PREPAID  RATE  :  18  words  16  :  Situations  Wanted  ONLY.  18  words  1/-  ;  Id.  per  word  after.  TRADE  ADVERTISEMENTS 
in  these  columns,  3  lines  3'-  ;  lOd.  per  line  after.  Public  Announcements,  Legal  Notices,  Auctions,  Contracts,  etc.,  1/6  per  line. 
For  the  convenience  of  Advertisers,  replies  can  be  received  at  the  offices  of  "  THE  AEROPLANE,"  61,  Carey  St.,  London,  W.C.2. 


PATENTS. 

PAGE  &  ROWLINGSON,  Chartered  Patent 
Agents  (Consulting  Engineer,  Mr.  S.  E. 
Page,  A.M.Inst.C.E.),  27,  Chancery  Lane, 
London,  W.C.    Tel.  332  Central 

Henry  Skerrett  (H.  N.  Skerrett,  A.I.A.E., 
A.I.Mech.E.,  Associate  I.E.E.,  Fellow  of  the 
Chartered  Institute  of  Patent  Agents),  Patents, 
designs  and  trade  marks. — 24,  Temple  Ro»v, 
Birmingham. 

Inventors  advised  free.    Write  for  booklet . 
King's    Patent    Agency,    Ltd.,    165,  Queen 
Victoria  Street,  London.   30  years'  references. 

Stanley,  Popplewell  and  Co.,  Patent  Agents 
and  Consulting  Engineers.  Applications  for 
Patents  attended  to  in  all  countries. — 38, 
Chancery  Lane,  W.C.  Telephone:  1763  Cen- 
tral.   Circular  free. 

i.  HAROLD  BEAUMONT,  Registered 
Patent  Agent,  29,  Southampton  Buildings, 
London,  W.C.2.—  Patents,  Trade  Marks  and 
Designs. 


SITUATIONS  VACANT. 

TERRITORIAL    FORCE  ASSOCIATION 
OF  THE  COUNTY  OF  LONDON. 

CADET  ORGANISATION. 

Wanted  Ex  Officers,  Warrant  Officers  and 
N.C.Os.  of  the  Roval  Air  Force  to  act  as 

INSTRUCTORS,  ASSISTANT  INSTRUC- 
TORS and  DEMONSTRATORS  in  connec- 
tion with  the  Sections  in  Aircraft  construc- 
tion (Rigging,  Engines  and  Navigation)  now 
being  formed  in  connection  with  the  various 
Cadet  Battalions  affiliated  to  the  Loud -in 
Territorial  Regiments.  The  work  is  entirely 
voluntary  and  Commissions  are  offered  to 
suitable  gentlemen. 

Apply  :n  writing  to  :  — 

THE    ORGANISING  OFFICER, 
Territorial  Force   Association   of   the  Countv 
ot    London,   Duke  of  York's  Headquarters, 
S.W .,  marking  the  envelope  "Cadet  Instruc- 
tors. " 


SITUATIONS  WANTED. 

As  Aerodrome  Manager  or  similar  position, 
Flight  Commander  in  night-flying  scout 
squadron,  being  demobilised,  seeks  appoint- 
ment. Graduated  pilot  2%  years.  Fully 
qualified  Accountant.  Age  29  years. — Box 
No.  4704,  The  Aeroplane,  61,  Carey  Street, 

W.C.2. 


Certified  Ground  Engineer,  late  Works  Mana- 
ger and  Chief  Inspector,  seeks  similar  posi- 
tion. 10  years'  Aircraft;  11  years'  general 
experience.  Highest  credentials.  Land 
machines  and  Flying-boats. — Box  No.  4705, 
The  Aeroplane,  61,  Carey  Street,  W.C. 2. 

Commercial  Aviation. — Situation  required  by 
Licensed  Ground  Engineer.  Qualified  under 
Sections  "A"  and  "C"  (Air  Navigation  Act). 
Daily  examinations,  overh.uls,  rebuilds,  etc. 
Ex-Serjeant,  R.A.F. — Apply  D.,  19,  Glen- 
thorpe  Terrace,  Leeds. 

Draughtsman,  junior,  seeks  post ;  2;  years' 
experience  on  Aircraft  Drawing. — H.  M.,  10, 
Wellington  Square,  Oxford. 

Engineer  (25),  good  education,  two  years  in 
Johnson  and  Phillips'  works,  served  afloat 
five  years  as  wireless  operator,  wants  position 
in  aeroplane,  motor,  or  other  works. — B699, 
care  of  Deacon's,  Leadenhall  Street,  E.C.3. 

R.A.F.    Captain    and    Flight  Commander, 

2,600  hours'  flying  on  all  types,  seeks  em- 
ployment. Great  experience  instructing,  test- 
ing, research,  night  filing,  scout  flying,  pas- 
senger flying,  engines,  active  service, 
aerodrome  management.  No  reasonable  offer 
refused  eitiher  at  home  or  abroad.  Speaks 
French  and  German.  Highest  references. 
— Replv  Box  No.  47 iS,  The  Aeroplane,  61, 
Carey  Street,  W.C. 2. 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN  CORRESPOND! 


NG    WITH  ADVERTISERS. 


280 


The  Aeroplane 


July  16,  1919 


SITUATIONS  WANTED— continued. 

Advertiser,  with  5  years'  experience  of  air- 
craft (3  on  construction,  2  as  examiner), 
wants  a  job.  Many  years  loreman  in  cabinet 
and  building  trades'— J.  F.  P.,  73.  Melbourne 
Grove,  East  Dulwich. 

Pilat,  age  26  years;  700  hours'- flying  ;  prac- 
tical engineer'  (steam,  oil,  gas  and  petrol), 
desires  employment  as  pilot,  competition 
driver  or  rider.  Willing  Id  undertake  any- 
thing at  home  or  abroad  with  r.ood  prospects. 
— Box  No.  4719,  Tut;  Aeroplane,  61,  Carey 
Street,  W.C.2. 


MISCELLANEOUS  AND  TRADE. 

Lamplough  Radiators.— New  designs,  in- 
creased efficiency.  Radiators  repaired  or  re- 
made. Private  and  commercial  cars  over- 
hauled, repaired  and  refitted  for  the  road. 
First-class  staff  and  machinery  available  for 
the  best  work.— Lamplough  &  Co.,  Highfield 
Works,  Feltham,  Middlesex.  'Phone  33  Felt- 
ham. 

Commercial  Flying. — Fit-  yourself  for  a  good 
position.  Learn  Aerodynamics,  Practical 
Construction,  Assembling  and  Design. — 
Write  for  booklet  to  Dept.  E.,  School  of 
Aerodynamics,  33,  Redhill,  N.W.i. 


AIRCRAFT  PARTS, 

Hardwood  for  Aeroplanes. — Specially  Selected 
air-dried  timber  as  supplied  to  leading  con- 
structors in  Britain  and  the  Continent.  Silver 
Spruce,  'A"sh,  Poplar;  Hickory  and  Ash 
Skids  ;  Three-ply  ;  Thin  Cedar  and  Mahogany 
for  Floats  ;  Walnut  for  Propellers. — Wiiliam 
Mallinson  and  Sons,  Ltd.,  Hackney  Road. 
'Phone,  3845  Central,  4770  Wall. 

Tapes,  Webs,  Cords  and  Threads  in  all  quali- 
ties suitable  for  Aircraft  Work.  Delivery  from 
stock. — John  MacLennan  and  Co.,  30,  New- 
gate Street,  London,  E.C.i.  (See  Advertise- 
ment Page  IV  of  Cover  and  Buyers'  Guide). 


WANTED. 

Officer  in  India  open  to  represent  Aeronautical 
Firm.  Also  wishes  to  hear  0!  training 
machines  for  sale — any  type.  Must  be  of  low 
price. — 11.  H.,  aiu  Grindlay  and  Co.,  Bom- 
bay. 


AEROPLANE  LECTURES  NOTE  BOOK. 

Students  attending  lectures  on  aeroplanes 
and  aero-engines  find  the  task  of  note-taking 
very  trying  if  they  would  keep  their  attention 
fixed  on  the  lecturer.  Mr.  O.  Ford-Jones,  as 
the  result  of  his  observation  of  the  student's 
need,  has  devised  a  loose-leaf  notebook.  One 
set  of  leaves,  40  in  number,  is  for  "Particulars 
of  Aeroplane,"  a  second  for  "Particulars  of 
Engine."  All  the  student  has  to  do  is  to  insert 
notes  in  the  spaces  left — thus  : 

Speed  :   Flying  m.p.h.  Landing  m.p.h. 

Maximum  m.p.h. 

The  book  will  fit  into  an  ordinary  pocket, 
and  the  essentials  of  40  lectures  can  be  re- 
ef-ded  with  a  minimum  of  trouble.  The  leaves 
■ran  be  easily  removed  for  ultimate  filing.  The 
Aesoslane  Note  Book  costs  5s.  net ;  refills,  2s. 
net  per  set.  Order  of  any  newsagent  or  direct 
from  : — 

The    Aeroplane   &    General   Publishing  Co., 
Ltd.,  61,  Carey  Street,  W.C.2 


FOR  SALE. 

ACETONE, 

To  Government  Specification. 

QUANTITY   FOR  SALE 

in  original  iron  drums,  about 
7  cwt. 

Apply  Box  280, 
Smith's    Advertising    Agency  Ltd., 
100,  Fleet  Street,  E.C.4. 


Transfers.  Firms  requiring  Transfers  should 
write  to  the  makers. — A  Bird  &  Co.,  Latimer 
Street,  Birmingham. 

Sunbeam,  150  h.p.  8-cylindcr,  and  225  h.p.  12- 
cylinder  Aero  Engines.  Guaranteed  as  new, 
for  sale. — Apply,  The  Cambridge  Automobile 
and  Engineering  Co.,  Ltd.,  21,  Hobson  Street. 
Cimbridge. 

Tarpaulins  for  Sale,  repair- J  and  redressed, 
Rail  truck  sheets  London  works,  also  few 
new  waterproof  sheets. — For  particulars 
write  Johnston,  12,  Broughton  Road,  Croydon. 

Safety  Flying  Waistcoat,  Navy  Serge.  Brand 
new.  For  oversea  flying.  £2  10s. — Write 
Thorp,  27,  Minster  Road,  Cricklewood,  N.W. 

Flying  Coat,  Leather,  regulation  pattern ; 
lined;  condition  as  new.    Brrgain.  10s. — 

t.,  30,  Barking  Road,  l^ast  Ham. 

For  Sale,  no  h.p.  Le  Rhone.  Perfect  condi- 
tion. What  offers? — Box  No.  4717,  The 
Aeroplane,  61,  Carey  Street,  W.C.2. 


ENGINEERING. 

British  Correspondence  School  of  Aeronautics 

(Estab.  1908). — Engineering  course,  17s.  6d. 
Advanced  course  in  design,  engines,  draughts- 
manship, 42s.  Diplomas  granted. — Penning- 
ton's, 254,  Oxford  Road,  Manchester. 


FINANCE. 

Wanted  a  Partner  for  Motor  Business  which 
has  been  running  successfully  ior  the  past 
three  months.  Small  capital  .  ncce.-^arv  ; 
amount  not  of  great  importance.  Experience 
and  capacity  for  real  hard  work  most  essen- 
tial!.—Box  No.  4716,  The  Aeroplane,  61, 
Ca^ey  S'reet,  W.C.2. 


MODELS. 

Model  Petrol-motors,  £  h.p.,  tooled  or  rough; 
interesting ;  Water-cooled  or  Air-cooled.  List 
3d. — Littleover  Aeros,  Derby. 

"  M.S.C.  "  Model  Aeroplanes  and  Accessories. 

— Send  Tor  illustrated  catalogue.  Splendid 
fliers.  Single  propeller  monoplanes,  is.  6d., 
2s.  6d.,  3s.  6d.  Tractor  monoplanes,  8s.  6d., 
12s.  £d.  Accessories.  Spare  parts.  Postage 
extra.- -Murray,  Son  and  Co.,  387a,.  High 
Road,  High  Cross,  Tottenham,  London,  N. 
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ON   PREPARING  FOR  WAR, 


LaSt  week  I  endeavoured  to  show  that  there  must  be 
a  next  war,  and  prophesied  that  the  great  war  will  be 
one  waged  by  all  the  Teuton  tribes,  such  as  Franks, 
Burgundians,  Anglo-Saxons,  Belgicse,  Jutes,  and  Ger- 
mans, against  the  whole  Slav  Race.  I  propose  now, 
purely  as  a  matter  of  personal  opinion  and  not  in  an 
impersonal  editorial  capacity,  to  hazard  a  few  prophecies 
as  to  the  manner  of  coming  of  the  real  World  War,  and 
as  to  the  part  which  the  Air  Force  will  play  therein. 

Recently  Major-General  Sir  Frederick  Maurice,  a 
very  gallant  soldier  who  threw  up  a  splendid  military 
career  because  he  had  the  courage  of  his  convictions, 
made  the  astonishing  statement  that,  though  he  had 
been  brought  up  to  believe  that  preparation  for  war  was 
the  surest  guarantee  of  peace,  he  now  believed  that  "  if 
you  prepared  for  war  you  got  war."  The  natural  infer- 
ence is  that  in  his  opinion  if  you  do  not  prepare  for  war 
you  do  not  get  war. 

That  may  be  literally  true,  for  the  good  and  sufficient 
reason  that  if  you  do  not  prepare  for  war  you  get  con- 
quest. One  still  believes  firmly  that  the  only  way  in 
which  the  lamb  can  lie  down  peacefully  with  the  lion 
is  with  the  lamb  inside.  Surely  General  Maurice  would 
not  have  us  believe  that  the  big  strapping  athletic  man 
in  the  pink  of  condition  is  more  likely  to  be  assaulted 
in  the  street  than  is  a  little  ill-conditioned  chap,  especi- 
ally if  the  big  man  behaves  like  a  gentleman  and  the 
little  chap  behaves  like  a  cad.  Yet  that  is  precisely 
the  difference  between  a  big  nation  prepared  for  war  and 
a  little  nation  unprepared. 

Let  him  remember  that  it  was  the  impudent  behaviour 
of  Servia  to  Austria  over  the  assassination  of  the  Arch- 
Duke  Franz-Ferdinand  by  a  Servian  at  Sarajevo,  as  the 
result  of  a  plot  hatched  in  Servia,  which  was  the  small 
cause  from  which  the  long-avoided  European  tribe-fight 
began.  And  it  was  the  bullying  and  blustering  of  un- 
prepared Russia  which  actually  began  the  war. 

If  Russia  had  been  fully  prepared  Germany  would  not 
have  fought  when  she  did.  And  by  the  time  the  war 
did  begin  France  and  Great  Britain  might  have  been 
better  prepared  for  it,  and  it  might  have  been  over 
quicker.  But  then  again  it  might  not.  In  any  case  it 
is  foolish  to  argue  that  either  man  or  nation  must  not 
train  for  fighting  because  if  they  do  they  will  get  into  a 
fight.  It  seems  so  obvious  that  if  they  do  not  train 
they  will  merely  be  consistently  bullied  and  assaulted 
by  those  who  have  the  sense  to  go  into  training. 

Therefore,  whether  we  see  a  war  coming  or  not  it  is 
our  duty  to  keep  in  training — that  is  to  say,  to  prepare 
for  war.  In  our  particular  case  the  coming  war  can  be 
seen  quite  plainly  with  the  naked  eye,  though  it  is 
impossible  to  judge  with  any  hope  of  accuracy  when 
it  is  likely  to  arrive. 

The  war  must  evidently  be  with  the  Slav  Race,  for 
the  Slavs  are  a  very  young  and  undeveloped  people 
compared  with  the  older  civilisations  of  the  West,  and 
it  is  a  law  of  history  that  the  young  races  develop  to- 
wards the  West  and  in  time  replace  the  older  races. 


Always  the  replacement  is  done  by  peaceful  penetration 
in  the  end,  for  though  waves  of  invasion  from  the  Fast 
may  have  temporary  success  they  are  always  beaten 
back,  and  leave  only  a  trace  behind. 

Let  us  then  consider  how  this  war  with  the  Slavs  may 
aiise. 

History  Repeating  Itself. 

Up  to  the  present  moment  the  course  of  the  rebellion 
against  the  government  of  His  Imperial  Majesty  the 
Tsar  follows  curiously  along  the  lines  of  the  French 
rebellion  of  1789,  which  ultimately  became  known  as 
the  French  Revolution  and  produced  the  first  French 
Republic  and  the  first  French  Empire. 

The  first  outbreak  followed  closely  the  lines  of  the 
declaration  of  the  States-General  in  France.  The  feeble 
but  intense  Rerensky  resembled  the  "  sea-green  incor- 
ruptible "  Robespierre,  except  that  he  lacked  Robes- 
pierre's strength  in  dealing  with  his  enemies  and 
Robespierre's  courage  in  dying  for  his  opinions. 

The  two  arch-criminals  of  the  Bolshevik  misrule, 
Lenin  and  Trotsky,  seem  to  resemble  Marat  and  Danton, 
or  possibly  Caruot  and  Barras,  without  the  solidity  of 
character  of  the  Frenchmen,  though  it  is  said  by  those 
who  ought  to  know  that  Lenin  is  an  honest  fanatic. 

The  Bolshevik  "  Red  "  Armies,  with  their  People's 
Commissaries  and  their  Soldiers'  Councils,  are  like  those 
which  under  the  States-General  defended  the  frontiers 
of  France  against  the  Germans,  Austrians,  and  English. 
The  fighting  in  Northern  Russia  and  near  Petersburg 
may  be  taken  as  a  parallel  to  the  battles  of  the  period 
of  Fleurus,  and  the  fighting  against  Koltchak  and  Deni- 
kin  is  a  close  parallel  to  the  campaigns  of  Kleber  and 
Hoche  against  the  loyalist  Chouans  in  La  Vendee  in 
1793  and  against  the  Prince  de  Conde  in  the  north. 

It  is  to  be  hoped  that  Koltchak  and  Deuikin  will  do 
better  than  did  La  Rochejacqueliu,  Stofflet,  La  Ville- 
Beauge,  and  Vaugiraud  at  that  period.  They  certainly 
have  better  backing  from  their  Allies,  but,  being  Russians 
themselves,  their  followers  may  fail  in-  the  moment  of 
victory  just  because  of  that  lack  of  intensity  of  purpose 
and  that  childish  characteristic  of  losing  heart  or  losing 
interest  at  the  critical  moment  which  stamps  the  Slav' 
as  the  savage  which  he  is,  no  matter  what  veneer  of 
culture  he  may  have  acquired  during  a  sojourn  in  a  more 
civilised  country,  or  in  a  school  under  the  management 
of  a  civilised  foreigner. 

The  Departure  from  the  Parallel. 
The  parallel  with  the  French  Revolution  fails  in  the 
fact  that  France  was  one  single  nation,  whereas  the  Slav 
situation  is  complicated  by  the  number  of  small  "  self- 
determined  "  Republics  which  have  set  themselves  up, 
and  keep  upsetting  themselves  and  everybody  else.  None 
can  follow  with  any  clearness  of  idea  the  squabbles  of 
the  Letts,  Baits,  Esthouians,  Ruthenians,  Finns,  Kare- 
liaus,  Ukrainians,  and  so  forth  on  the  West  and  North 
of  what  used  to  be  the  Russian  Empire. 


290 


The  Aeroplane 


July  23,  1919 


Nor  is  the  Polish  position  any  clearer,  seeing'  that  the 
present  Polish  Government  claims  bits  of  Germany  and 
Austria,  as  well  as  Gdansk  (better  known  to  the  civilised 
world  as  Danzig),  bits  of  Ruthenia,  part  of  the  Ukraine, 
and  some  of  Hungary.  The  Polish  propagandist  people 
in  Paris  have  recent!}-  been  kind  enough  to  send  me  a 
number  of  interesting  pamphlets,  which  lead  ultimately 
16  the  conclusion  that  at  one  time  or  another  in  its  lurid 
history  Poland  has  conquered  most  of  Central  Europe. 

These  concjuests  seem  to  have  been  made  whenever 
a  warlike  Polish  prince  has  prepared  for  war,  and  they 
seem  to  have  been  lost  through  unpreparedncss  for  war. 
Which  unpreparedness  has  always  been  due  to  the  .Slav's 
constitutional  inability  to  stick  to  one  object  and  make 
a  job  of  it.  The  one  perfectly  clear  fact  which  emerges 
from  all  the  pamphlets  is  that  German  Poland  has  always 
been  more  prosperous  than  any  other  country  inhabited 
by  Poles.  As,  for  example,  the  statement  that  in  1906- 
1910  Lithuania  and  White-Ruthenia  (under  Russian 
government)  produced  6  quintals  of  rye  per  hectare, 
"Congress"  Poland  produced  10  quintals,  and  the  Ger- 
man Polish  province  of  Posen  produced  15.6  quintals. 

Delaying  the  Big  War. 

The  natural  inference  is  that  the  Slav,  whether  pure 
Russian,  Pole,  Lett,  Rutheniau,  or  anything  else,  will 
only  work  when  he  has  a  master  to  make  him  work. 
So  long  as  all  these  Slav  tribes  keep  on  squabbling 
among  themselves  the  rest  of  Europe  may  exist  in  com- 
parative peace  and  safety.  Therefore  it  seems  very 
sound  policy  to  keep  them  all  fighting.  It  prevents 
them  from  coming  under  the  leadership  of  one  great 
man,  and  incidentally  it  keei^s  the  Slav  population  from 
increasing  too  rapidly. 

But,  and  here  is  the  key  to  the  whole  situation,  if 
and  when  the  Slav  Napoleon  arises,  then  the  Slav  peoples 
will  be  made  to  settle  down  to  work.  They  will  pile  up 
wealth  (for  Russia  is  by  nature  the  wealthiest  portion 
of  the  world),  they  will  pile  up  population,  and  then 
they  will  overflow,  by  the  Law  of  Nature,  to  the  West. 

Where  Is  the  Leader? 
None  can  guess  where  that  great  Slav  leader  is  to-day. 
Perhaps  lie  is  not  yet  born.  Perhaps,  he  is  a  boy  soldier 
in  a  Bolshevik  regiment.  Perhaps  he  is  an  ambitious 
young  officer  of  the  old  regime.  It  is  well  to  remember 
that  Napoleon,  who  was  a  mere  youth  when  the  French 
rebellion  first  began,  was  trained  as  a  child  in  the  old 
Royalist  military  academy ;  and  similarly  a  young 
Russian  officer  whose  personal  ambition  is  greater  than 
his  loyalty  to  the  Tsar  may  make  himself  master  of  the 
Slav  peoples. 

He  will  have  no  difficulty  in  finding  supporters  in  the 
Bolshevik  armies,  for  here  the  parallel  to  France  of  1790 
to  1800  is  very  close.  The  popular  belief  is  that  Napo- 
leon's famous  Marshals  aqd  Generals  all  rose  from  the 
ranks,  and  were  men  of  the  people.  So  far  as  one  re- 
members, Lefebvre  and  Jourdan  were  the  only  Marshals 
who  rose  from  the  ranks,  though  several  minor  Generals 
did  so.  All  the  other  Marshals  and  most  of  the  Generals 
(who  were  as  a  rule  older  men  than  Napoleon  himself) 
were  trained  at  the  old  Ecole  de  Guerre,  founded  by 
M.  le  Due  de  Choiseul  in  1761,  which  preceded  the  Saint 
Cyr  of  to-day. 

Hardly  any,  if  any,  of  Napoleon's  officers  were  of  the 
Higher  Nobility,  but  many  were  of  the  well-to-do 
Bourgeoisie  or  of  the  Minor  Noblesse.  When  the  utter 
chaos  of  the  first  years  of  the  Revolution  settled  down 
under  the  Directory  and  the  Consulates,  and  something 
like  law  and  order  was  restored,  the  decent  people  who 
were  still  left  in  France  felt  it  to  be  their  duty  to  help 
in  defending  the  Country  against  foreign  invaders. 
Some  of  them  even  approved  the  Revolution  in  prin- 


ciple, though  not  as  practised  by  the  "  Red  "  revolution- 
aries. And  so  they  set  to  work  and  helped  in  restoring 
oulcr  and  discipline  in  the  Army,  realising  that  even  a 
Republican  government  was  better  than  no  government 
at  all.  And  A\  hen  Napoleon  rose  to  power  they  sup- 
ported him  as  a  great  leader  who  would  do  more  for 
France  than  would  any  government  composed  of  midtik- 
class  nonentities  elected  by  the  people.  Wherein  they 
were  perfectly  right. 

The  Parallel  Again. 

Something  very  similar  is  already  happening  in  Russia 
today.  Lenin  and  Company,  who  are  the  equivalent  of  the 
I)ii  ectory,  have  already  gone  far  towards  abolishing  Liberty 
— as  understood  by  the  mob.  Their  rule  is  "  No  work, 
no  food."  Their  system  of  compulsory  education  is  said 
to  be  excellent.  I  am  told  that  it  is  modelled  on  the 
American  system,  modified  and  improved  to  suit  their 
own  purposes  and  the  Russian  mentality.  They  are 
hammering  into  the  heads  of  their  people  the  doctrine 
of  obedience.  And  it  is  well  to  remember  that,  despite 
the  Bolshevik  outbreak  of  savagery,  the  Russian  is  by 
nature  inclined  to  be  obedient. 

The  survivors  of  the  bourgeoisie  in  Russia  are 
supporting  these  efforts  to  bring  the  populace  into  a 
proper  state  of  subjection,  for  it  is  their  only  hope  of 
self-preservation.  The  professional  soldiers,  having  lost 
everything  they  ever  possessed  in  the  world  except  their 
military  knowledge,  are  helping  to  put  the  Bolshevik 
troops  into  a  proper  state  of  discipline,  for  they  know 
that  without  discipline  the}-  cannot  even  feed  the  troops 
and  themselves. 

The  power  of  the  Commissaries  of  the  People  in  the  Bol- 
shevik armies  is  decaying — just  as  it  decayed  in  the  French 
Revolutionary  Armies — and  the  power  of  the  Directory 
over  the  troops  and  people  is  growing.  As  the  Central 
Government's  power  grows,  so  the  possibilities  of  mob- 
rule  in  the  Provinces  decreases.  And  so  something  like 
an  established  Government  is  coming  into  being.  Such 
a  Government  will  bring  the  mob  properly  to  heel  and 
Central  Russia  will  become  consolidated. 

Meantime  all  the  little  Slav  Republics  round  her  bor- 
ders will  go  on  fighting  with  one  another,  becoming 
more  and  more  poverty-stricken  and  depopulated.  The 
result  must  be  that  when  the  great  Russian  leader  arises 
— a  new  Peter  the  Great  or  Ivan  the  Terrible — these  en- 
feebled States  will  fall  easy  victims  to  his  well-fed  and 
well-equipped  armies. 

Some  clay  Lenin  will  be  assassinated,  or  will  commit 
suicide,  or  perhaps  will  die  a  natural  death.  He  will  pro- 
bably be  succeeded  by  weaker  or  less  honestly  fanatical  or 
less  able  men,  and  then  will  come  the  opportunity  of 
the  great  leader. 

Or,  as  a  possible  alternative,  Admiral  Koltchak  and 
General  Denikin,  either  or  both,  may  defeat  the  Bol- 
sheviks utterly  and  establish  a  military  government 
in  Central  Russia,  under  a  Military  Directory,  in  place 
of  the  Bolshevik  Directory.  In  this  case  also  the  pro- 
letariat will  be  brought  to  heel,  and  a  settled  government 
will  strengthen  Central  Russia  while  the  outlying  Sfav 
tribes  are  hammering"  one  another  into  a  state  of  ex- 
haustion and  preparing  themselves  to  be  conquered. 

The  March  of  Conquest. 
In  either  case  the  great  leader  will  find  his  opportunity 
waiting  for  him.  One  by  one  the  petty  republics  will 
be  brought  under  his  thumb.  The  Esthonians  will  seek 
his  protection  against  the  Letts,  or  vice  versa,  and  he 
will  help  the  one  to  conquer  the  other,  so  that  ultimately 
lie  will  absorb  both.  Similarly  he  will  help  the  Servians 
to  conquer  the  Bulgars,  or  vice  versa.  And  he  will  help 
Jugo-Slavs  to  conquer  the  Poles  or  the  Czech o-Slovaks, 
or  the  Roumanians,  or  the  other  way  round. 


July  23,  1919 


The  Aeroplane 


291 


It  will  not  matter  in  the  least  to  him  which  tribe  he 
helps  to  conquer  the  other,  because  ultimately  he  will 
rake  the  lot  into  his  great  Russian  Empire.  And  when 
ho  has  clone  all  that  he  will  find  himself  up  against  the 
Teutonic  and  Latin  races  of  Western  Europe' 

The  Slavs  will  be  flushed  with  conquest  and  will  think 
that  they  can  go  on  conquering  Westward  as  easily  as 
they  absorbed  all  the  little  Slav  republics.  They  will 
be  met  by  the  Germans  in  the  North,  by  the  Bavarians 
and  Austrians  in  the  Centre,  and  by  the  Swiss  and 
Italians  in  the  South. 

How  far  that  march  of  conquest  will  progress  will 
depend  oh  two  or  three  factors.  Firstly  on  how  much 
strength  Germany  can  raise  to  stop  the  Slav  advance. 
Secondly  on  how  much  support  France  will  give  to 
Switzerland  and  Italy.  And  thirdly  on  how  much  help 
Great  Britain  will  provide  by  sea,  land,  and  air  to 
Teutons  and  Latins  alike.  And  it  is  precisely  at  this 
point  that  Britain's  Air  Power  becomes  the  decisive 
factor. 

The  New  World's  Affairs. 

So  far  I  have  purposely  omitted  any  consideration  of 
America's  share  in  this  coming  war,  because  it  seems 
quite  possible  that  America  will  be  very  busy  about  her 
owil  affairs.  At  the  present  moment  those  who  are  in 
power  in  Japan  are  our  loyal  and  gallant  allies,  and  are 
therefore  without  doubt  equally  attached  to  our  friends 
in  the  United  States.  But  it  is  quite  within  the  bounds 
of  possibility  that  in  time  an  ambitious  Japanese  leader 
may  arise  who  may  induce  his  people  to  attack  America. 

It  is  said  that  already  individual  Japanese  are  acquiring 
great  interests  in  Mexico,  and  that  among  those  interests 
is  a  great  factory  in  Mexico  City  for  the  production  of 
explosives.  **  Doubtless  those  explosives  are  for  use  in 
Mexican  mines,  but  the  factory  might,  in  time  of  Mexican 
civil  war,  be  put  to  other  uses.  The  United  .States  also 
has  great  interests  in  Mexico,  and  it  is  conceivable  that 
those  interests  might  clash  with  Japanese  interests  while 
at  the  same  time  Japanese  and  American  interests  in 
Manchuria  and  Korea  gave  rise  to  quarrels. 

Thus  it  might  come  about  that,  despite  the  best  en- 
deavours of  our  present  friends  in  Japan,  a  war  might 
break  out  between  Japan  and  the  United  States.  The 
Japanese  Fleet  might  clear  the  U.S.  Navy  off  the  seas 
before  Mr.  Secretary  Daniels'  proposed  "  greatest  fleet 
in  the  world  "  becomes  a  fleet  in  being.  Ami  then  Japan 
could  land  troops  unhindered  in  Mexico,  whence  they 
could  attack  the  United  States  over  open  country  with- 
out having  to  surmount  the  Pacific  Slope  and  cross  the 
barrier  of  the  Rocky  Mountains. 

Thanks  to  America's  intervention  towards  the  cud  of 
the  Anglo-Franco-German  war,  the  United  States  have  a 


large  partially-trained  Army  which    has   within   it  a 

nucleus  of  officers  and  men  who  have  seen  several  months 
of  active-service  and  have  been  in  several  serious  battles. 
For  the  same  reason  they  have  a  large  number  of  young 
men  who  know  how  to  fly,  find  many  firms  which  can 
build  aeroplanes  and  aero-engines,  together  with  several 
dozens  of  active-service  aviators  ami  several  firms  which 
now  know  how  to  build  aeroplanes-of-war,  though  none 
of  the  said  aeroplanes  were  actually  used  on  active  ser- 
vice. Thus  the  States  are  ready  to-day  to  meet  quite  a 
considerable  enemy  force. 

Japan,  though  her  Army  and  Navy  never  participated 
actively  in  the  European  war,  made  use  of  the  Siege  of 
Tsing-Tao  to  put  a  number  of  divisions  successively 
under  fire,  thus  using  the  siege  as  a  kind  of  advanced 
training  school  for  troops.  And  so  Japan  also  has  a 
nucleus  of  men  with  war  experience. 

A  Discouraging  Experience. 

I  hope  very  sincerely  that  this  mutual  experience  of 
war  will  tend  towards  peace  between  our  friends  in 
America  and  in  Japan.  But,  judging  from  all  past  his- 
tory, a  slight  taste  of  war  increases  the  appetite  for  war, 
and  a  long  peace  is  only  produced  either  by  concpiest  or 
by  mutual  exhaustion. 

One  would  have  thought  that  as  East  Prussia,  Poland, 
Galicia,  and  Hungary  have  been  the  cockpits  of  some 
of  the  fiercest  fighting  in  the  recent  war  the  inhabitants 
of  those  countries  would  have  had  their  bellyful  of 
fighting  for  a  generation.  Yet  we  see  them  still  fighting 
as  amiably  as  ever.  It  hardly  seems  likely  therefore  that 
as  neither  the  Japanese  nor  the  Americans  have  seen  any 
fighting  at  all  on  their  own  territory  for  over  fifty  years 
the  people  themselves  will  be  deeply  opposed  to  further 
wars.  .  - 

Therefore,  while  hoping  that  a  Japanese-American  war 
may  not  occur,  it  would  be  very  unwise  to  assume  that 
it  can  not  occur.  And  so  it  would  be  still  more  unwise 
to  reckon  on  any  substantial  help  from  America  when 
the  war  between  the  Slavs  and  the  civilised  races  of 
Europe  actually  breaks  out  upon  us.  Let  us  return 
therefi  re  to  the  purely  Tvuropean  outlook. 

Time  Estimates. 

As  I  have  said,  none  can  ev(  n  guess  at  the  time  when 
this  race-war  will  begin.  There  was  a  period  of  six 
vears  between  the  outbreak  of  the  French  Revolution 
and  the  first  rise  to  a  prominent  position  of  Napoleon, 
and  even  then  he  was  only  an  Army-Commander  under 
the  Republic.  So  that  if  the  Russian  Napoleon  is  follow- 
ing a  career  exactly  similar  to  that  of  his  great  prede- 
cessor lie  may  still  three  }^ears  hence  be  only  a  young 
commander  of  a  Bolshevik  army  whose  name  is  unknown 


A  Zeppelin  Product:  A  twin  tractor  Friediicbshafen  Bomber,  Type  F.F.62  (2=260  h  p.- Mercedes^. 


292 


The  Aeroplane 


July  23,  1919 


to  us  in  the  West.  For,  be  it  remembered,  we  have  never 
yet  heard  the  narne  of  any  one  of  the  Bolshevik  leaders 
in  the  field,  though  from  the  recent  defeats  of  Koltehak 
and  Denikin  it  is  obvious  that  the  Bolsheviks  must  have 
some  very  good  soldiers  among  them. 

[Since  these  notes  were  written  it  has  been  reported 
that  the  C.-in-C.  of  the  Bolshevik  armies  is  a  certain 
Kemeneff,  formerly  Colonel  on  the  General  Staff  of  the 
Tsar's  Army.] 

Can  anyone  say  who  in  their  armies  corresponds  to 
Kellermann,  Jourdan,  or  Pichegru,  of  the  armies  of  the 
French  Republic  ?  To  those  who  wish  to  get  a  fairly 
correct  view  of  the  Russian  situation  I  recommend 
strongly  the  reading  of  those  volumes  of  MM.  Frcktnann 
and  Chatrian,  entitled  "The  Story  of  a  Peasant,"  which 
cover  the  whole  period  of  the  French  Revolution.  The 
parallel  to  Russian  affairs  is  seen  therein  as  being  much 
closer  than  any  study  of  Carlyle  would  lead  one  to 
believe. 

The  introduction  of  railways,  motor-cars,  aircraft,  and 
telegraphy  (wireless  and  otherwise)  might  lead  one  to 
imagine  that  the  rise  of  the  Russian  Napoleon  will  be 
quicker  than  that  of  the  French  Emperor.  A  similar 
line  of  argument  led  some  people  to  think  that  these 
aids  to  rapid  transport  and  communication  would 
shorten  future  wars. 

As  a  matter  of  fact  they  increased  the  length  of  this 
recent  war  because  aeroplane  scouts  enabled  the  British 
Army  to  escape  after  Mons,  and  later  enabled  our  Army 
Commanders  to  judge  exactly  where  a  big  attack  was 
coming,  and  to  concentrate  forces  in  defence  by  means 
of  the  other  means  of  rapid  transport.  But  for  these  aids 
the  war  would  have  been  over,  so  far  as  the  West  Front 
was  concerned,  in  the  first  six  weeks.  We  might  have 
carried  on  a  Naval  war,  but  it  is  much  more  likely  that 
Messrs.  Asquith  and  Co.  would  have  made  a  reasonable 
peace  and  that  Germany  would  have  been  left  free  to 
hammer  Russia  and  so  delay  the  Slav  irruption  for 
another  ten  years  or  so. 

Ai,t,  for  the  Best. 

Nevertheless,  things  may  have  worked  out  for  the  best 
after  all.  Despite  the  heavy  losses  of  the  Western  races 
in  this  war,  we  have  learnt  a  vast  amount  about  modern 
war  material  which  the  Slavs  have  not.  We  have  built 
up  huge  factories  and  masses  of  machinery  which  can 
be  turned  again  to  produce  war  material,  which  the  Slavs 
have  not.  Our  bitter  experiences  may  be  made  of  good 
account  in  preparing  for  the  next  war. 

As  in  all  previous  irruptions  of  barbaiians  from  the 
East,  Western  science  and  organisation  will  be  pitted 
against  mere  masses  of  humanity.  French  quickness  of 
mind  and  scientific  attainments,  plus  British  solidity  of 
piirpose  and  sound  practical  ability,  plus  German  power 
of  organisation,  ought  to  be  able  to  stave  off  any  Slav 
invasion  of  Europe,  albeit  the  effort  required  will  be 
much  greater  and  much  more  prolonged  than  that  which 
was  needed  to  finish  this  recent  scrap  of  four  years  and 
a  bit. 

And  because  we  shall  need  all  the  strength  we  can 
collect  it  is  merely  silly  to  talk  about  crushing  Germany 
out  of  existence.  As  I  said  last  week,  Germany  divided 
into  her  natural  component  parts  will  be  a  very  valuable 
barrier.  Germany  crushed  out  of  existence  (if  such  a 
thing  were  possible,  which  it  is  not)  would  be  merely  a 
roadway  over  which  the  Slav  could  march  into  France. 
On  which  point  it  is  well  to  remember  that  the  much 
advertised  German  atrocities  in  France  and  Belgium 
were  a  mere  game  of  kiss-in-the-ring  compared  with 
atrocities  committed  by  Slav  troops  in  -East  Prussia, 
Poland,  and  Galicia,  and  by  Servo-Slav  troops  against 
Italians,  and  by  Bulgars  against  Servians  and  vice  versa. 
The  mere  Tetiton  is  an  infant  in  comparison  with  the 


Oriental  when  it  comes  to  atrocitising.  I  only  hope  that 
my  esteemed  friend  Captain  Alan  Bott,  M.C.  (better 
known  as  "  Contact  "),  who  is  telling  his  Eastern  ex- 
periences so  well  in  "  Blackwood  "  at  present,  wiH  tell 
in  the  coming  instalments  some  of  the  stories  of  Bol- 
shevik atrocities  which  he  collected  while  in  Odessa  and 
elsewhere  after  escaping  from  Turkey.  He  will  help 
materially  to  prepare  us  for  the  next  war  if  he  does  so. 

A  Matter  of  Longitude. 

The  German  is  by  no  means  the  savage  which  our 
3'ellow  press  would  have  us  believe.  (And  be  it  here 
noted  that  in  a  few  years  or  a  few  months'  time  the 
same  yellow  press  will  be  telling  us  what  a  fine  chap 
the  German  is — when  our  Jew  financiers  want  us  to 
begin  trading  with  Germany  for  their  benefit.)  Witness 
for  example  how  the  Kaiser's  sons,  and  the  aged  Field- 
Marshal  von  Hindenberg  and  the  ex-Chancellor  von 
Bethmann-Holweg  all  came  forward  and  accepted  re- 
sponsibility when  the  ridiculous  Peace  Conferenciers 
proposed  to  try  the  Emperor  for  the  sins  of  his  subjects. 

Supposing  that  the  war  had  gone  the  other  way  ancT 
that  the  Central  Powers  had  proposed  to  try  King  George 
for  England's  perfidiousness.  Can  you  imagine  Mr. 
Lloyd  George  offering  himself  in  his  master's  stead,  as 
von  Bethman-Holweg  did?  I  do  not  say  for  a  moment 
that  Mr.  George  would  not  gladly  die,  or  serve  a  life 
sentence,  in  his  King's  place.  But,  can  you  mentally 
see  him  doing  it?  And  whether  you  can  or  not,  does 
not  von  Bethmann-Holweg's  offer  show  him  to  be  a  loyal 
gentleman  ? 

Whether  we  like  him  or  not  we  have  got  to  live  in  the 
same  world  as  the  German,  so  we  may  as  well  make  the 
best  of  him.  According  to  the  Army  of  the  Rhine,  the 
German  is  not  at  all  a  bad  neighbour,  and  he  knows 
more  about  building  a  handsome  and  pleasant  city  than 
we  are  ever  likely  to  learn. 

The  fact  of  the  matter  is  that  in  whatever  country  you 
choose  to  make  investigations  you  can  find  people  who 
will  commit  outrages  and  atrocities.  The  only  material 
difference  is  that  the  farther  East  you  go  the  greater  will 
be  the  percentage  of  atrocities  in  proportion  to  the 
population.  A  conscript  army  includes  all  the  criminals 
as  well  as  all  the  saints  of  the  population.  Even  a 
British  volunteer  army  will  commit  a  certain  small  num- 
ber of  atrocities,  as  anyone  who  served  in  South  Africa 
knows.  A  British  conscript  army  of  the  same  size  will 
commit  more.  A  German  conscript  army  will  commit 
a  still  higher  percentage  in  proportion  to  its  size.  And 
a  vSlav  conscript  army  will  be  worse,  again. 

It  is  purely  a  matter  of  longitude.  Th*  farther  East 
you^  go  the  nearer  you  get  to  absolute  savagery  and  total 
absence  of  all  morals.  The  low-water  mark  is  reached  in 
Russia,  for  when  you  get  past  Russia  3^011  arrive  in 
China,  where  there  is  an  ancient  civilisation,  and  where 
there  is  an  old  aristocracy.  Even  the  Chinese  are  fairly 
expert  torturers,  but  that  is  part  of  their  sj7stem  of  civili- 
sation, and  is  not  mere  wanton  beastliness  as  in  the  case 
of  the  Slav. 

The  Task  Before  Us. 

When  once  the  British  nation  has  made  up  its  mind 
that  the  Western  Nations  have  to  prepare  for  this  race- 
war  with  the  Slavs  it  will  be  easy  to  induce  people  to 
see  the  need  for  a  big  Air  Force.  Meantime,  we  who  are 
intimately  concerned  with  aircraft  have  upon  us  the 
burden  of  preaching  the  Gospel  of  Aeronautics  hence- 
forth until  the  war  begins.  - 

We  ourselves  can  visualise  our  fleets  of  tanks,  guided 
by  their  attendant  air  scouts,  ploughing  through  and 
through  the  Slav  hordes.  We  can  see  our  great  bombing 
fleets  destroying  Slav  cities  in  a  way  that  has  never  been 


July  23,  1919  The  Aeroplane  293 

CIVIL  FLYING 

WITH 


THE  SOPWITH  "GNU"  3 SEATER 


COMFORT  AND  ECONOMY 

The  Sopwith  "  GNU  "  is  a  Touring 
and  Business  Aeroplane  of  high  per- 
formance. Passengers  and  luggage  are 
accommodated  in  a  covered-in  cabin. 

Pilot  is  in  the  open  and  well  protected. 
Full  details  of  performance,  and  appoint- 
ments for  demonstration 

on  application  to 

The  Premier  Designer-Constructors, 


The  Sopwith  Aviation  &  Engineering  Co., 

a  LTD. 

Registered  Offices  and  Works^:  x^&m&l^,  London  Offices  : 

KINGSTON-ON-THAMES    fsBS'  65,  SOUTH  M0LT0N  ST. 

Telephone:  Kingston  1988  (8  lines),  V^JlL<^/  Telephone:  Ma.yfalr  4215  &  4216.      U7  1 

Paris  Office:   21,  RUE    DU    MONT   THABOR.  Telephone:   Central  80.44. 

Australia:    THE  LARKlN  =  SOPWITH  AVIATION  CO.  OF  AUSTRALASIA.  LTD., 
18,  GURNER  STREET,  ST.  KILDA,  MELBOURNE. 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


294 


Ihe  Aeroplane 


July  23,  1919 


attempted  in  this  war.  We  can  imagine  our  reconnais- 
sance machines  searching  over  the  great  forests  of  Central 
Europe  for  the  tracks  of  the  Slav  armies,  just  as  the 
splendid  pre-war  German  machines  did  just  five  years 
ago.  But  we  cannot  get  the  stupid  British  Public  to  see 
it,  nor  can  we  get  the  self-interested  British  newspapers 
to  make  them  see  it. 

Therefore  all  that  we  aeronautical  people  can  do  is  to 
go  on  preaching  aircraft  and  the  use  of  aircraft,  for  on 
us  will  depend  most  of  the  air  work  of  the  war,  as  it  did 
in  this  war.  Under  the  Peace  Treaty,  the  Germanic 
States  may  not  maintain  a  military  Air  Force,  and  their 
magnificent  aircraft  factories  will  have  to  be  shut  down. 
Already  the  Rumpler  Works,  one  of  the  oldest  aircraft 
concerns  in  the  world,  are  in  liquidation,  and  others  are 
following  while  they  still  have  money  to  save. 

So  it  will  devolve  upon  us  to  supply  the  Western 
Nations  with  aircraft  in  the  really  Great  War  which  is 


coming.  That  will  certainly  be  a  fine  thing  for  the 
British  Aircraft  Industry,  but  it  will  not  be  possible 
unless  'we  can  maintain  an  Industry  and  an  Air  Force 
in  the  years  which  are  immediately  ahead. 

Commercial  aeronautics  will  not  develop  into  real 
business  for  some  years  to  come.  How  then  shall  we 
retain  our  British  Air  Power  in  the  immediate  future  ? 

The  answer  is,  very  simply,  by  doing  everything  pos- 
sible to  make  flying  a  gentleman's  sport,  and  not  a  mere 
vulgar  circus  show,  and  by  combining  sport  and  duty 
in  building  up  a  huge  Territorial  Air  Force.  The  sport- 
ing aviator  will  join  such  a  Force,  and  it,  as  it  grows,, 
will  give  work  to  the  Aircraft  Industry,  and  will  main- 
tain our  supply  of  skilled  mechanics.  And  so  we  may 
at  least  do  something  to  prepare  for  that  great  Race  War 
which  may  come  upon  us  in  the  next  five  years,  but 
may  not  break  in  its  full  fury  for  fifty  years  or  more. 

C,  G.  G. 


ON    THE   WRITING   ON   THE  WALL. 


Among  that  excellent  series  of  mnemonic  rhymes  on 
Hebrew  history  from  which  one  has  quoted  samples  in 
this  paper  from  time  to  time  is  one  which  runs  : — 
"  At  the  writing  on  the  wall  all  the  Magi  stood  appalled, 

Till  somebody  suggested  that  Daniel  should  be  called. 

So  Daniel  was  called,  but  merely  remarked  in  passin'  : 

'Ah!  Mene,  mene,  tekel  upharsiri! '  " 

If  one  recollects  rightly,  the  weird  words  in  the  last 
line  being  interpreted  mean,  "  Thou  hast  been  weighed 
in  the  balance  and  found  wanting."  And,  as  the  Oriental 
Potentate  to  whom  they  referred  refused  to  pay  attention 
to  the  warning,  his  Empire  (one  cannot  remember 
whether  it  was  Babylon,  Nineveh,  or  - Assyria)  expired 
shortly  afterwards. 

A  Fair  Warning. 

We  have  just  had  a  very  similar  warning  in  the  form 
of  that  wonderful  non-stop  flight  from  Rome  to  London 
by  Lieutenant  Brack-Papa,  of  the  Italian  Army,  on  a 
S.I. A. -Fiat  biplane,  at  a  speed  of  over  160  miles  per  hour. 

Are  we  going  to  heed  the  warning  or  'are  we  not  ? 
The  question  is  addressed  equally  to  the  British  Aircraft 
Industry  and  to  the  Air  Ministry. 

For  the  last  year  we  have  patted  ourselves  on  the  back 
and  prided  ourselves  on  the  fact  that  we  held  the  Com- 
mand of  the  Air — despite  General  Henderson's  expressed 
opinion  that  such  a  command  was  impossible.  And  we 
had  every  right  to  do  so,  for  the  Germans  were  beaten 
out  of  the  air,  the  French  had  no  fighting  aeroplanes 
worth  mentioning,  the  first-class  Italian  machines  were 
few  and  far  between,  and  America  had  achieved  the  dis- 
tinction of  producing  quantity  devoid  of  quality.  Great 
Britain  at  the  end  of  the  war  stood  alone  as  the  leader 
of  the  world's  aircraft  design. 

Since  the  war  we  have  produced  mam-  excellent  air- 
craft, and  we  have  put  up  one  or  two  fine  performances, 
but  we  no  longer  lead  as  We  did.  As  General  Brancker 
said  at  the  R.A.F.  City  Luncheon  Club  on  Thursday  last, 
other  nations  are  overtaking  us  in  the  production  of 
aircraft.  The  very  performances  on  which  we  pride  our- 
selves most  have  been  beaten  in  one  way  or  another. 

Where  We  Are  Beaten. 

A  British  aeroplane  was  the  first  to  cross  the  Atlantic 
without  a  stop,  it  is  true.  All  honour  to  Sir  John  Alcock 
and  Sir  Arthur  Brown.  But  their  speed,  despite  a 
favouring  wind,  was  far  below  that  of  Signor  Brack- 
Papa's  Fiat,  which  had  no  wind  to  help  it,  and  in  fact 
had  the  wind  against  it  for  much  of  the  journey. 

Also  their  time  in  the  air — some  16  hours — was  beateu 
before  the  war  by  Herr  Riidolf  Bohm  on  a  Mercedes- 
eugined  Rumpler  biplane,  who  flew  for  24  hours  12 
minutes  without  a  stop. 


To  the  Vickers-Rolls-Royce  combination  belongs  the 
distinction  of  having  covered  the  longest  distance  with- 
out a  stop.  Even  allowing  for  the  favouring  wind  that 
is  at  any  rate  a  record  of  practical  value,  and  not  of 
purely  sentimental  interest,  as  is  the  crossing  of  the 
Atlantic  per  se. 

It  is  of  interest  to  note  that  the  Fiat's  journey  was 
made  with  a  single  engine  of  700  h.p.  To  this  the  pheno- 
menal speed  of  the  machine,  and  its  capacity  for  carry- 
ing a  big  load  at  the  same  time,  may  be  attributed.  We 
in  this  country  have  not  got  a  single  engine  of  700  h.p. 
When  we  want  to  carry  a  big  load  we  have  to  sprinkle 
engines  all  over  our  machines  in  very  inefficient  posi- 
tions, and  so  we  are  beaten  on  speed.  Our  tandem  air- 
screw arrangement  is  about  as  bad  as  can  be,  despite 
the  arguments  of  Technical  Department  "  experts,"  but 
it  cannot  be  avoided. 

And  though  we  have  had  designs  for  engines  of  700 
h.p.  and  more  being  hawked  about  the  country  for  years, 
we  have  not  got  the  engines.  The  Italians  have  got 
them.  Hence  our  defeat  in  this  exposition  of  high  speed 
and  long  distance. 

Similarly  we  pride 'ourselves  on  having  produced  the 
first  airship  to  cross  the  Atlantic,  and  the  first  to  go 
there  and  back.  But  the  Zeppelin  of  191 7  did  a  longer 
and  faster  journey  from  Bulgaria  to  Central  Africa  and 
back.  So,  apart  from  a  sentimental  triumph,  what  on 
earth  or  in  the  air  have  we  got  to  cheer  about  ? 

Who  Is  to  Blame  ? 

Readers  may  well  ask,  who  is  to  blame  for  our  losing 
our  lead,  and  for  this — the  first  and  one  hopes  the  last — 
of  our  defeats  by  our  Allies  in  the  air?  Primarily,  of 
course,  the  fault  lies  with  the  officials  of  the  Air  Minis- 
try's Supply  and  Research  Department  as  it  is  to-day, 
or  Technical  Department  as  it  was,  who  cramp  and  crab 
private  enterprise  to-day  as  they  did  during  the  war. 

Signor  Brack-Papa  has  the  honour  of  being  the  first 
to  demonstrate  publicly  that  an  aeroplane  can  travel  at 
160  miles  an  hour.  It  is  entirely  the  fault  of  the  Air 
Ministry  that  the  British  Aircraft  Industry  was  pre- 
vented from  demonstrating  in  the  Aerial  Derby  that  we 
have  several  machines  which  can  travel  at  speeds  some- 
where between  155  and  165  miles  an  hour. 

This  paper  has  constantly  published  accounts  of  the 
high  speeds  developed  by  the  new  French  machines,, 
such  as  the  de  Marcay  and  the  Spad-Herbemont,  and 
the  new  Italian  machines,  such  as  the  S.I.A.  and  S.V.A.,. 
but  the  Air  Ministry  refused  to  permit  the  Bristol,  Bat,. 
Martinsyde,  Nieuport,  and  Sopwith  firms  to  prove  that 
they  were  in  the  same  or  a  superior  class.    We  have  not 


July  23,  1919 


The  Aeroplane 


295 


MARTINSYDE 

DE8IGNER8  OF  THE  FAMOUS 

F4  FIGHTER 

WHICH    ESTABLISHED  THE 

WAR  RECORD 

FOR   CLIMB   AND   SPEED   AT  HEIGHT. 


A  ROLLS -MARTINSYDE 


OF  THIS  TYPE  HOLDS 


THE  LONDON-PARIS  SPEED  RECORD, 

1    HOUR  15  MIN. 


COMMERCIAL  TYPE  A. 

INQUIRIES   INVITED  FOR   PASSENGER— OR  MAIL— CARRYING  MACHINES  OF  THIS  TYFE. 

SPECIFICATIONS  WILL  INCLUDE 

ROLLS-ROYCE  ENGINES, 

"FALCON"  285  H.P.,  or  "EAGLE"  350  H.P. 


London  Office: 
17,  WATERLOO  PLACE, 

REGENT  STREET,  S.W.I. 
Telephones— 899  Regent;  4600  Gerrard. 


MARTINSYDE,  LTD., 
WOKING,  ENGLAND. 
Telephones— 551,  562  and  563  Woking. 


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296 


The  Aeroplane 


July  23,  1919 


heard  the  last  of  this  Air  Ministry  imbecility,  one  hopes, 
but  the  harm  is  done.  The  Fiat  people  have  shown  the 
world  that  they  have  something  better  than  we  have,  so 
far  as  public  performance  is  concerned. 

Where  the  Industry  Fails. 
Personally  one  believes  that  the  British  firms  mentioned 
hereinbefore  can  beat  our  esteemed  Allies  if  given  a 
fair  chance,  but  it  would  be  foolish  to  put  all  the  blame 
on  the  Air  Ministry  because  they  have  not  already  done 
so.  Surely  the  past  five  or  six  or  seven  years  ought  to 
have  taught  the  British  Aircraft  Industry  that  it  is  not 
enough  to  beat  the  World  in  aircraft  and  aero-engine 
design  and  construction.  That  is  comparatively  easy. 
The  real  difficulty  is  to  beat  the  various  Government 
Departments  which  hinder  progress  and  hamper 
business. 

If  after  three  years  of  neglect,  four'  and  a  half  years 
of  war,  and  six  or  seven  months  of  a  devastating  peace, 
the  Industry  has  not  learnt  the  gentle  art  of  wangling, 
then  it  is  quite  time  for  it  to  look  around  for  new  busi- 
ness managers.  Surely  if  the  Industry  desired  keenly 
to  prove  the  superiority  of  British  speed  machines  it 
could  combine  to  defeat  the  officials  of  the  Air  Ministry, 
who  are  in  reality  intensely  stupid,  as  their  actions  and 
arguments  over  the  Aerial  Derby  affair  have  proved. 

If  the  Society  of  British  Aircraft  Constructors  and  the 
Royal  Aero  Club  (which  homologates  all  British  records) 
combined  to  demonstrate  and  advertise  to  the  world  at 
large  the  wonderful  performances  of  British  aeroplanes 
the  Air  Ministry  would  be  completely  beaten.  It  ma}- 
be  true  that  the  Industry  cannot  exist  without  orders 
from  the  Air  Ministry.  One  doubts  it,  because  there  is 
plenty  of  business  to  be  got  abroad  by  any  enterprising 

THE   TROOPS'  DAY. 

The  following  was  issued  by  the  Air  Ministry  on  July 
16th  :  — 

"  In  response  to  inquiries  received,  the  Air  Ministry  makes  it 
known  that  during  Peace  Celebrations  there  will  be  no  relaxa- 
tion of  the  General  Safety  Provisions  (Para.  5,  Air  Navigation 
Regulations)  in  regard  to  flying  over  town  areas  or  populous 
districts,  either  for  the  purpose  of  taking  photographs  or  for  any 
other  purpose. 

"  On  Saturday,  July  19th,  the  date  of  the  Procession,  no  flying 
whatever  will  be  permitted  over  London  within  a  circle  of  four 
miles  radius  from  Charing  Cross." 

It  is  seldom  that  one  has  cause  to  disagree  with  Major 
C.  C.  Turner,  late  R.A.F.,  and  with  those  excellent 
articles  which  he  contributes  to  the  "  Observer."  But 
for  once  one  feels  it  necessary  to  do  so. 

On  July  20th  he  delivered  himself  of  a  strongly  worded 
and  richh?  deserved  attack  on  the  maladministration  of 
Civil  Aviation  in  this  country,  and  showed  clearly  that 
civilian  flying  is  suffering  from  "  control  amounting  to 
oppression."  But  in  the  course  of  that  attack  at  one 
point  he  confuses  civil  administration  with  military 
affairs  and  the  public  welfare,  for  he  says  : — "  The  pro- 
hibition of  flying  over  London  yesterday  is  a  good  in- 
stance of  the  state  of  the  official  mind.  ...  It  is  not 
suggested  that  flying  over  London  should  be  always  per- 
mitted ,  there  are  good  reasons  why  the  prohibition 
should  remain  in  force  in  normal  times.  But  surely  on 
Peace  Day,  when  everything  that  can  be  done  to  signalise 
the  greatest  event  in  our  history  should  be  done,  a  few 
aeroplanes  in  the  London  sky  (strictly  ordered  to  main- 
tain a  safe  altitude)  would  have  been  a  fitting  reminder 
and  climax  of  the  splendid  work  of  the  R.A.F.  in  the 
great  conflict.  But  no  :  some  pettifogging  official  had  it 
in  his  power  and  had  the  meanness  of  spirit  to  cut  it 
out." 

It  does  not  seem  to  have  occurred  to  Major  Turner, 
and  to  those  who  think  as  he  does,  that  Saturday  was 
essentially  the  Troops'  Day.    The  British  Army  and  the 


firm  that  goes  the  right  way  to  work.  But  it  is  perfectly 
true  that  the  Air  Ministry  cannot  exist  without  the  Air- 
craft Industry. 

The  war  proved  that  Trade  designs  could  always  beat 
Official  designs,  and  if  the  S.B.A.C.  struck  against  the 
imbecilities  of  the  Technical  and  Supply  Departments 
the  Society  would  have  all  the  practical  and  -  active- 
service  people  in  the  R.A.F.  in  its  favour.  The  question 
is  whether  the  members  of  the  S.B.A.C.  trust  one  another. 
There  seem  to  be  doubts  on  the  subject.  But  if  the 
S.B.A.C.  is  a  solid  body,  without  any  members  who  will 
sell  the  Trade  in  order  to  curry  favour  with  the  Air 
Ministry,  then  it  can  beat  the  Air  Ministry  every  time. 

Precedents  to  be  Avoided. 

One  has  only  to  recall  how  before  the  war  the  motor 
trade,  the  cycle  trade,  and  other  British  trades  were 
beaten  by  foreign  competition  to  realise  how  grave  is 
the  danger  to  our  Aircraft  Industry  to-day.  We  must 
avoid  at  all  costs  that  foolish  British  custom  of  sitting- 
down  and  saying  to  ourselves  :  "  British  stuff  is  the  best 
stuff.    Let  the  foreigner  come  and  fetch  it." 

We  have  got  to  go  and  fetch  the  foreigner  to  look  at 
our  stuff.  We  have  got  to  take  our  stuff  for  the  foreigner 
'to  look  at.  We  have  got  to  demonstrate  at  home  and 
tbroad  that  our' stuff  is  the  best.  We  have  got  to  force 
the  Air  Ministry  to  let  us  demonstrate  that  our  stuff  is 
the  best.  We  have  got  to  "git  up  and  git  " — to  use  the 
expressive  American  phrase.  We  have  got  to  get  over 
the  habit  of  doping  ourselves  with  self-satisfaction.  We 
have  got  to  get  busy.  We  have  got  to  prevent  ourselves 
from  being  beaten  in  the  race  for  Commercial  supremacy 
in  the  air  by  Germany,  France,  Italy,  and  even  by 
America.— C.  G.  G. 


Allied  troops,  who  were  represented  in  the  pageant,  won 
the  war.  A  detachment  of  the  Royal  Air  Force  repre- 
sented the  Naval  and  Military  sections  of  the  R.A.F.  in 
the  procession. 

It  would  have  been  a  breach  of  Service  courtesy  .for 
R.A.F.  aeroplanes  to  have  flown  overhead  and  to  have 
diverted  to  themselves  any  of  that  attention  which  be- 
longed by  right  to  the  troops  on  the  ground.  And  if 
civilian  aeroplanes  had  done  so  it  would  have  been  a 
gross  impertinence. 

Furthermore,  on  the  minor  point  of  public  welfare,  no 
altitude  at  which  an  aeroplane  would  be  visible  could 
have  been  safe  on  such  a  day.  Every  open  space  around 
London  was  filled  with  people  making  holiday,  and  an 
engine  failure  would  have  meant  a  descent  either  into 
the  river  or  into  a  crowd. 

Yet  another  good  reason  for  prohibiting  flying  over 
London  is  that  the  occasion  was  not  one  on  which  it  -was 
seemly  that  officers  of  the  King's  Armed  Forces  should 
provide  light  entertainment  for  the  mob.  It  is  a  regret- 
table fact  that  when  portions  of  our  victorious  Army 
marched  through  London  some  weeks  ago  certain  pilots 
so  far  forgot  their  positions  as  officers  and  gentlemen 
as  to  perform  like  circus  clowns  in  the  vicinity  of  Tra- 
falgar Square  and  the  Strand.  With  the  R.A.F.  in  its 
present  state  -the  only  guarantee  against  a  repetition  of 
such  antics  seems  to  be  the  total  prohibition  of  flying. 
Doubtless  when  the  R.A.F.  contains  only  officers  with 
permanent  commissions,  or  with  temporary  commissions 
which  they  hope  may  become  permanent,  such  safe- 
guards will  be  unnecessary. 

Some  day  perhaps  the  Royal  Air  Force  may,  in  its 
reorganised  state,  provide  for  the  people  a  pageant  of 
its  own  at  some  great  aerodrome  where  the  populace 
may  see  it  in  its  proper  element  and  under  seemly  con- 
ditions. But  the  Troops'  Day  over  London  did  not  pro- 
vide the  time  nor  the  place  for  a  demonstration  by  the 
Royal  Air  Force.— C.  G.  G. 


July  237  1919  * 


The  Aeroplane 


297 


wmmzmm: 


ill 


ji  II  I 


S 


AERO  ENGINES. 


British 
Built. 


RELIABILITY  and  POWER. 


Warn: 

Ml. 


<■*—  



J 

1 

The  Napier  Aero  Engine  proved  its  relia- 
bility by  carrying  a  D.H.g  Biplane  with 
pilot,  observer,  and  full  load — total  weight 
1  ton  10  cwt.  80  lbs. — to  a  height  of 
30,500  feet,  approximately — ■ 


SIX  MILES  UP  IN  THE  AIR. 

<J  The  Napier  Aero  Engine  fitted  to  a  D.H.g 
Biplane,  carrying  full  War  load,  has 
proved  that  it  has  a  safety  margin  of  power 
by  attaining  a  speed  of 

140  MILES  PER  HOUR 

at  10,000  feet,  without  wind  assistance. 


Full  particulars  on  application. 


D.  NAPIER  &  SON,  LTD., 

14,  New  Burlington  Street,  London,  W.l. 


Works:    Acton,  London,  W. 3. 


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298 


The  Aeroplane 


July  23,  1919 


A   REAL  AID 

At  last  a  big  prize  has  been  put  up  for  competition 
which  will  be  a  real  incentive  to  aeronautical  progress. 
Hitherto,  with  the  exception  of  the  Mortimer  Singer  and 
Michelm  prizes,  such  prizes  as  have  been  offered  have 
been  more  spectacular  than  useful.  Thanks  to  assiduous 
booming,  the  "  Daily  Mail  "  prizes  have  roused  the 
populace  to  a  brief  intense  interest  in  specific  "stuuts," 
but  the  interest  has  been  fleeting,  and  personally  one 
has  never  been  able  to  see  that  any  permanent  benefit 
has  been  conferred  on  British  aviation  by  these  semi- 
hysterical  outbursts. 

When  the  "  Circuit  of  Britain  "  competition  was  the 
centre  of  sensation  in  1911  one  pointed  out  that  the  prize- 
money  might  have  been  offered  in  a  manner  more  ad- 
vantageous to  aeronautical  progress,  but  it  was  explained 
to  one  that  the  idea  was  to  work  up  a  big  boom  and 
then  get  it  all  over  before  public  interest  flagged.  The 
policy  seemed  sound  from  the  donors'  point  of  view. 
One  cannot  scream  at  the  top  of  one's  voice  for  more  than 
a  limited  period,  and  one  bows  to  the  "  Daily  Mail's  " 
experience  of  mob  psychology. 

Now,  however,  British  aeronautics  has  been  offered 
a  prize  which  is  a  real  encouragement  to  enterprise.  On 
July  16th  the  "  Daily  Express  "  announced  that  it  offers 
a  prize  of  ^10,000  for  a  series  of  flights  from  England 
to  India  and  England  to  South  Africa  and  back. 

The  offer  is  made  by  the  "  Daily  Express,"  a  paper 
which  from  the  earliest  days  has  taken  a  sane  and  in- 
telligent interest  in  aviation.  It  has  never  been  hys- 
terical over  successes,  and  it  has  never  been  depressing- 
over  failures.  It  has  not  boomed  fatal  accidents,  nor 
buried  good  performances.  It  has  treated  aviation  as  a 
coming  method  of  transport  and  as  an  important  factor 
in  war. 

Before  the  war  the  "  Express  "  gave  strong  support 
to  the  needs  of  the  Flying  Services,  and  during  the  war 
it  did  great  work  in  supporting  agitations  for  the  good 
of  the  Services.  Mr.  Blumenfeld,  the  Editor-in-Chief, 
and  Mr.  Wilson,  the  News  Editor,  have  been  for  years 
keenly  interested  in  flying,  and  have  dealt  with  the  sub- 
ject in  a  sound  and  sensible  way  which  should  have  been 
an  example  to  the  rest  of  the  daily  Press.  To-day  they 
are  dealing  with  the  giving  of  this  handsome  prize  in 
an  equally  sound  and  sensible  way. 

One  confesses  to  lamentable  ignorance  as  to  the  precise 
period  at  which  Lord  Beaverbrook,  better  known  as 
Max  Aitken  (and  in  Canada,  one  is  told,  as  "  the  cement 
pier"),  became  a  prevailing  influence  in  the  "  Express," 
but  it  is  generally  supposed  that  he  is  practically  the 
<f  owner,"  and  such  being  the  case  it  is  only  fair  to  attri- 
bute to  his  personal  generosity  and  foresight  a  large 
share  of  the  credit  for  this  handsome  gift  to  aeronautics 
and  for  the  ideas  which  are  behind  it.  Lord  Beaverbrook 
has  his  enemies,  as  have  all  successful  men,  but  even 
his  enemies  acknowledge  his  cleverness,  and  others  who 
are  neither  his  enemies  nor  personal  friends  say  that  he 
has  one  of  the  most  brilliant  brains  of  the  century. 

There  is,  it  is  true,  nothing  particularly  brilliant  in 
the  idea  of  offering  a  ^10,000  prize  for  aeronautics.  It 
has  been  done  before.  But,  and  here  is  the  real  point, 
there  is  something  brilliant  in  taking  an  old  idea  and 
getting  out  of  it  something  far  more  useful  than  any- 
thing it  has  produced  before.  Lord  Beaverbrook  and 
his  colleagues  in  this  scheme  deserve  well  of  the  people 
of  the  Empire. 

One's  only  regret  is  that  aircraft  of  recently  inimical 
countries  are  barred.  Such  elimination  of  dangerous 
competitors  seems  rather  a  confession  of  weakness,  for 
surely,  if  our  aircraft  are  as  good  as  we  believe,  we  need 
not  fenr  German  competition. 

Here  is  the  announcement  of  the  prize  as  published  in 
the  "  Daily  Express  "  on  July  16th  : — 


TO  AVIATION. 

;6 10,000  FOR  RELIABILITY  FLIGHTS. 


"DAILY  EXPRESS"  OFFER. 


AERIAL   TESTS  TO   THE    ENDS  OF  THE  EMPIRE. 


To  Carry  Cargo. 


New  Methods  for  Empire  Commerce. 


Now  that  the  Atlantic  has  been  bridged  by  air  in  both 
heavier-than-air  and  lighter-than-air  craft,  the  next  step  is  to 
prove  the  practicability  of  commercial  flying  within  the  Empire. 

With  this  object  in  view,  the  "  Daily  Express  "  offers  a  prize 
of  ^"10,000  not  only  to  prove  the  feasibility  of  commercial  flying 
within  the  Empire,  but  also  to  bring  the  outlying  portions  of 
the  Empire  into  infinitely  closer  touch  with  the  Mother  Country. 

Australia  has  offered  a  similar  prize  to  the  first  aircraft  to  fly 
there  from  the  United  Kingdom.  There  remains,  therefore,  the 
task  of  establishing  aerial  communication  on  a  commercial  basis 
with  South  Africa  and  India.  This  task  the  "  Daily  Express  " 
proposes  to  carry  out. 

Conditions. 

In  general,  the  terms  and  conditions  of  this  ^10,000  com- 
petition may  be  outlined  as  follows  : — 

(a)  All  types  of  aircraft  are  eligible  for  entry. 

(b)  The  competition  is  open  to  all  the  world,  except  late 
enemy  countries. 

(c\  All  aircraft  entered  must  carry  a  useful  load  of  at  least 
a  ton  both  on  the  outward  and  homeward  flights. 

(d)  Each  entrant  must  produce  one  aircraft  for  the  flight 
to  and  from  South  Africa,  and  one  aircraft  of  a  similar  type 
for  the  flight  to  and  from  India. 

(t'j  The  factors  considered  in  the  award  will  be  : — 
Average  reliability. 

Airworthiness    and     general    conduct    of  aircraft 
entered. 

Average  gain  in  speed  over  the  established  means 
of  transport-. 

(/)  As  it  is  aimed  that  each  aircraft  shall  carry  a  useful 
load  of  saleable  or  exchangeable  commodities  or  raw  mate- 
rials, it  will  be  to  the  advantage  of  competitors  to  study 
the  commercial  situation  as  affecting  this  interchange, 

(g)  Particulars  of  entries  will  be  announced  within  the 
next  few  days. 

(h)  Competitors  may  undertake  the  flights  at  any  date  be- 
tween the  closing  of  the  entries  list,  which  will  be  announced 
later,  and  June  1st,  1920.  Priority  in  completion  will  not 
prejudice  the  success  of  later  but  obviously  more  efficiens- 
performances. 

(i)  One  complete  failure  by  a  competitor  will  involve  dis- 
qualification for  the  awards 

Empire  Unity. 

Further  instructions  as  to  the  particulars  and  conditions  of  the 
competition  will  be  announced  later. 

In  making  the  preliminary  announcement,  however,  it  is  in 
order  to  point  out  the  importance  to  the  Empire  and  to  com- 
merce of  these  unique  reliability  trials.  In  the  first  place,  they 
will  demonstrate  the  fact  that  aircraft  is  capable  of  bringing  South 
Africa  into  as  close  touch  with  the  heart  of  the  Empire  as 
Canada  is  with  the  fastest  traffic  by  sea.  These  trials  will 
demonstrate  also  that  India  is  only  a  week  away  from  London 
instead  of  a  month,  and  this  for  sustained  traffic,  not  for 
sporadic  "  stunts." 

The  political  consequences  of  this  achievement  will  be  enor- 
mous. It  is  no  exaggeration  to  state  that  the  carrying  out  of 
the  "  Daily  Express  "  ^10,000  competition  will  lead  at  once 
to  a  new  and  great  link  of  Empire.  But'  it  is  riot  oniy  from 
•sentimental  and  patriotic  reasons  that  these  trials  are  pregnant 
with  possibilities.  With  a  world  shortage  of  shipping  that  must 
persist  for  some  years,  and  with  the  existence  of  great  facilities 
for  aircraft  production,  once  the  commercial  value  of  air  trans- 
port over  great  distances  is  established,  an  enormous  step'  will 
have  been  taken  in  solving  the  admittedly  difficult  international 
economic  situation  which  is  a  legacy  of  the  world  war. 


On  July  17th  the  "  Express  "  published  the  following 
supplementary  notes  :  — 

India. 

Peculiar  importance  is  attached  to  the  flight  to  India  for  these 

reasons  : — 

(a)  The.  vast  potential  possibilities  of  India  commercially 
to  the  Empire. 

(b)  The  delay  in  both  sea  and  cable  routes  to  India,  which 
has  been  greatly  aggravated  by  the  war.  This  delay  will 
continue  for  years  to  come,  to  the  detriment  of  both  the 
United  Kingdom  and  India. 

(r)  The  fact  that  it  is  now  established  that  the  defence  of 


July  23,  1919 


The  Aeroplane 


299 


ROLLS 
ROYCE 


THE  FIRST  DIRECT 
ATLANTIC  FLIGHT 


VICKERS 


-VIMY- 


Tclegram : 

To  ROLLS  ROYCE,  DERBY. 

Congratulations  on  performance  of  the  two  "Eagle" 
Rolls-Royce  engines,  which  propelled  the  Viewers 
"  Vimy "  safely  across  the  Atlantic. 

ALCOCR   <X>  BROWN. 


:  A  TRIUMPH  FOR  : 
BRITISH  ENGINEERING 

ROLLS-ROYCE  Ltd.,  14®  15,  Conduit  St.,  LONDON,  W.L 


Telegrams:  "  Rolhead,  Reg.,  London 


Telephone:  Gerrard  1654,  i§55,  1(556 


KINDLY    MENTION    "THE    AEROPLANE"    WHEN    CORRESPONDING    WITH  ADVERTISERS 


300 


The  Aeroplane 


July  23,  1919 


the  Indian  frontiers  in  the  future  will  rest  chiefly  in  the  air. 
The  establishment  of  commercial  air  routes  to  and  from 
India  will  have  an  enormous  moral  effect  throughout  the 
East,  and  may  well  eliminate  the  possibility  of  hostile  in- 
cursions such  as  that  recently  undertaken  by  the  Amir  of 
Afghanistan. 

South  Africa. 

South  Africa  also  is  keenly  alive  to  the  great  mutual  benefits, 
both  material  and  sentimental,  -which  will  accrue  from  regular 
aerial  transport  to  and  from  the  Mother  Country. 

It  is  gratifying  to  note  the  sympathy  shown  to  the  project 
by  prominent  Canadian  officials  in  London,  despite  the  omission 
of  Canada  from  the  routes  suggested.  As  stated  in  the  pre- 
liminary announcement,  this  omission  was  due  to  the  fact  that 
the  utility  of  trans-Atlantic  traffic  has  already  been  demonstrated. 
Mr.  Lloyd  Harris,  chairman  of  the  Canadian  Mission  in  Lon- 
don, writes  to  the  "  Daily  Express  "  : — 

"  I  desire  warmly  to  congratulate  the  '  Daily  Express  '  on  its 
vision  and  enterprise  in  seeking  by  so  generous  a  prize  to  en- 
courage aerial  intercourse  within  the  Empire.  I  have  just  re-* 
turned  from  Canada  to  my  work  in  London,  and  I  feel  that 
my  countrymen  will  welcome  the  plans  announced  this  morning 
in  the  '  Daily  Express.'  The  swifter  and  more  complete  the 
means  by  which  each  part  of  this  existing  League  of  Nations 
known  as  the  British  Empire  may  know  each  other,  the  greater 
will  be  the  future  prosperity  of  all." 


One  gathers  from  other  paragraphs  in  the  "  Express  " 
of  the  17th  that  the  Royal  Aero  Club,  by  way  of  its 
Secretary,  Mr.  Harold  Perrin,  approves  of  the  prize.  In 
the  nature  of  things  the  R.Ae.C.  will  have  the  regulation 
of  the  competition.  It  is  to  be  hoped  that  it  will  handle 
it  with  greater  intelligence  and  enterprise  than  it  has 
shown  in  the  matter  of  the  Australian  j£io,ooo  prize  or 
the  Schneider  Cup  competition. 

Meantime  one  commends  the  "  Express  "  competition 
to  the  Aircraft  Industry.  At  first  sight  the  rules  appear 
to  favour  airships.  Perhaps  they  do.  But,  after  all, 
aerial  communication  will  fall  into  the  hands  of  those 
best  fitted  to  deal  with  it.  If  the  aeroplane  cannot  beat 
the  airship  in  this  competition,  then  it  proves  that  the 
airship  is  the  best  aircraft  for  the  job.  If  so,  then  good 
luck  to  it. 

In  any  case .  the  proprietors  and  the  management  of 
the  "  Daily  Express  "  deserve  the  cordial  thanks  of  all 
concerned  with  aeronautics,  not  only  for  having  put  up 
one  of  the  biggest  prizes  offered,  but  also  for  arranging 
a  competition  which  will  be  quite  the  most  useful  to  the 
development  of  aerial  navigation. — C.  G.  G. 


THE   DEATH    OF    LIEUT.=COL.  POLLOCK. 


Those  who  have  long  been  concerned  with  aeronautics 
and  many  of  the  younger  airship  officers  will  learn  with 
deep  regret  of  the  death  of  Lieut. -Col.  C.  F.  Pollock, 
O.B.E  ,  A.F.C.,  on  July  17th. 

Colonel  Pollock  was  one  of  the  keenest  amateur 
balloonists  of  his  generation,  and  almost  certainly  held 
the  record  for  the  number  of  trips  across  the  English 
Channel  in  free  balloons.  His  first  crossing  was  made 
in  October,  1897,  and,  according  to  that  excellent  early 
book  on  lighter-than-air  craft  "  The  Boys'  Book  of  Air- 
ships "  by  Harry  DelaCombe  (now  Lieut. -Col.  R.A.F.), 
lie  had  crossed  the  Channel  by  balloon  eleven  times  be- 
fore M.  Bleriot  made  his  famous  crossing  by  aeroplane. 

As  soon  after  the  outbreak  of  war  as  the  Navy  began 
training  airship  personnel,  Mr.  Pollock  (as  he  then  was) 
offered  his  services  as  an  instructor  in  the  handling  of 
free  balloons  in  the  air,  a  very  necessaiy  preliminary 
to  the  navigating  of  airships.  He  was  appointed  Flight 
Lieut.  R.N.A.S.  Later  he  became  Squadron  Commander 
R.N.A.S.,  and  ultimately  Lieut.-Col.  R.A.F. 

Though  by  no  means  a  young  man,  he  made  constant 
journeys  in  R.N.A.S.  balloons,  taking  with  him  classes 
of  aspirant  airship  officers,  on  occasion  having  as  many 
as  six  pupils  in  the  car  at  a  time.  Thanks  to  his  able 
and  sympathetic  instruction,  in  the  art  of  which  he  was 
an  acknowledged  master,  a  number  of  young  men  were 
thus  taught  the  essentials  of  a  branch  of  the  King's 
Services  which  has  done  most  valuable  work  in  assuring 
the  safety  of  seaborne  supplies  during  the  war.  And 
nobody  has  better  deserved  the  promotions  and  decora- 
tions conferred  upon  him  than  did  the  late  Colonel 
Pollock. 

After  several  years  of  this  strenuous  work  Colonel 
Pollock's  health  became  seriously  affected,  and  of  late 
he  has  stiffered  from  rapid  creeping  paralysis.  He 
realised  recently  that  he  had  but  a  few  months  at  most 
to  live,  and  that  towards  the  end  he  would  be  quite 


paralysed.    Therefore  on  July  17th  he  took  his  own  life. 

Doubtless  the  verdict  will  be  the  conventional  one  of 
suicide  while  temporarily  insane.  It  would  seem  more 
reasonable  to  regard  Colonel  Pollock's  death  as  that  of 
a  brave  man  who  preferred  to  leave  this  life  quickly  and 
in  full  command  of  his  faculties  rather  than  to  remain 
a  little  while  longer  as  a  burden  to  himself  and  to  those 
dear  to  him.  None  can  doubt  his  courage  or  nerve.  His 
Service  career  has  proved  both.  His  manner  of  ending 
bis  life  was  the  supreme  proof  of  those  qualities. 

As  to  the  cause  of  his  breakdown  in  health,  it  seems 
that  here  is  a  case  for  study  by  the  R.A.F.  Medical 
Service.  Much  has  been  heard  of  the  effect  of  constant 
flying  at  great  altitudes  by  aeroplane  pilots,  and  it  has 
been  said  that  a  species  of  temporary  paralysis  is  caused 
by  an  excessive  amount  of  such  work.  One  has  ventured 
to  suggest  on  previous  occasions  that  there  may  be  some 
analogy  between  this  effect  and  "  caisson  disease  "  from 
which  divers  suffer  owing  to  the  rapid  changes  of  air 
pressure  which  they  experience  in  the  coufse  of  their 
work.  It  seems  possible  that  in  the  case  of  a  man  of 
Colonel  Pollock's  age  the  lesser  altitudes  reached  by  the 
balloons  used  for  training  might  have  even  greater  effect 
than  the  immense  altitudes  reached  by  active-service 
aviators  would  have  on  a  younger  man.  Also,  it  seems 
probable  that  effects  which  would  be  /nerely  transitory 
in  the  cases  of  younger  men  possessing  youthfully  elastic 
tissues  would  be  permanent  in  an  older  man  who  had 
passed  *the  age  when  physical  recuperation  is  possible. 

The  older  members  of  the  Royal  Aero  Club  will  ever 
remember  Colonel  Pollock  as  a  good  friend,  as  a  pioneer 
of  British  aeronautics,  and  as  a  sportsman  of  nerve,  re- 
source, and  determination.  The  Airship  Service  will 
revere  his  memory  as  of  a  kindly  and  diligent  instructor 
of  vouth  who  has  deserved  well  of  his  King  and  Country. 
May  he  rest  in  that  peace  which  he  went  to  seek. 

C.  G.  G. 


PAY    IN    THE    ROYAL    AIR  FORCE. 

The  Air  Ministry  announcement  concerning  the  pay  of  R.A.F. 
officers  under  the  reorganisation  scheme  appears  in  its  proper 
place  in  the  Naval  and  Military  section  of  this  paper,  on  page 
370.  Therein  it  will  be  found  that  in  future  R.A.F.  officers  will, 
as  promised  by  General  Trendhard,  be  able  to  live  on  their  pay. 

An  interesting  point  is  also  disclosed  in  General  Seely's  state- 
ment on  page  364,  where  he  states  that  flying  pay,  as  such,  is 
abolished,  as  all  officers  in  the  future  will  be  flying  officers — 
which  is  as  it  should  be.  On  the  whole,  rhe  pay  scheme  seems 
very  satisfactory,  especially  for  iitnior  officers. 


FLYING  BETWEEN    LONDON  AND  PARIS. 

The  following  announcement  was  received  from  the.  Air  Minis- 
try too  late  for  publication  in  the  last  issue  :--- 

The  instructions  issued  on  12th  instant  relating  to  the  opening 
of  civil  •communication  by  air  between  London  and  Paris  from 
July  I3th-20th  inclusive  are  now  modified  by  arrangement  with 
the  French  Government  in  rhe  following  respect  : — 

During  the  stated  period  British  pilots  and  passengers  will  not 
require  to  be  provided  with  passports,  and  His  Majesty's  Govern- 
ment have  arranged  to  give  tfie  same  facilities  in  regard  to- 
French  pilots  and  passengers. 


JulV  23,  1919 


The  Aeroplane 


301 


Designers  and  Constructors  of  MILITARY  and 
COMMERCIAL  AEROPLANES,  and  NAVAL 
and  COMMERCAL  SEAPLANES  and 
FLYING  BOATS 

So'e  Manufacturers  of  the  famous  Sewn  "CON- 
SUTA"  PLYWOOD,  the  lightest  and  strongest 
material  yet  evolved  for  Aircraft  construction, 

Ask  us  to  quote  for  your  requirements. 

S.  E.  SAUNDERS,  Ltd., 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS 


302 


The  Aeroplane 


July  23,  1919 


WNAUTICS 


^NEWS  OF  THE  WEEK*  FROM  ALL  QUARTERS^ 


A  Visit  from  the  King  of  the  Belgians. 

On  July  16th  H.M.  the  King  ol  the  Belgians  flew  from  Brus- 
sels to  Hounslow,  en  route  for  Eton  College.  The  visit  was 
unofficial,  the  object  being  a  visit  to  Prince  Leopold.  King  Albert 
returned  to  Belgium  by  aeroplane  the  following  day. 

Purring  over  Parliament. 

The  Glasgow  "  Evening  Times  "  is  disturbed  over  the  possi- 
bility of  our  legislators  being  disturbed  from  their  slumbers.  One 
of  this  news-sheet's  contributors  has  written  : — 

"  It  would  not  be  surprising,  I  think,  if  the  Speaker,  or  who- 
ever the  authority  be,  were  to'  issue  an  order  prohibiting  aircraft 
flying  over  the  Houses  of  Parliament.  Speakers  in  either 
Chamber  are  never  interrupted  by  the  noise  of  outside  traffic, 
not  a  murmur  of  which  penetrates  the  sacred  precincts,  but  it 
happens  occasionally  nowadays  that  an  aeroplane  purrs  directly 
overhead,  causing  momentary  interruptions." 

One  certainly  agrees  that  the  practice  of  flying  over  the 
"  sacred  precincts  "  should  cease.  The  profane  purr  of  an  aero- 
plane might  remind  our  legislators  that,  in  spite  of  all  their 
efforts,  they  have  not  yet  succeeded  in  killing  civil  aviation,  and 
further  repressive  measures  might  be  taken.  Commercial  aero- 
planes should  purr  quietly  like  Pussyfoot  if  I  hey  are  to  escape 
further  attention  from  Parliament. 

Truthful. 

An   ex-pilot     who     had     applied     for     a     civil     flying  job 
was    having    his    knowledge    of    aeronautical    matters  tested 
by  the  manager  of  the  firm.    When  asked  to  describe  the  method 
ot  lubrication  of  a  certain  well-known  engine  he  replied:  "Drip' 
feed  onto  the  pilot's  right  foot."    He  obtained  the  vacant  post. 

A  Journalistic  Break. 

The  "  Evening  Standard  "  announced  on  July  16th  that  Lieut. 
Madon  would  carry  the  French  Air  Service  flag  in  the  Victory 
March.  The  newspaper  favoured  its  readers  with  the  following 
priceless  information  : — 

Lieut.  Madon  in  August  last  had  '40  air  victories  to  his  credit. 
One  of  his  most  thrilling  exploits  was  an  enforced  landing  behind 
the  enemy  lines  in  191 7,  when  he  was  attacked  by  a  German 
patrol  of  twenty  men.  He  leaped  into  his  seat,  loosened  the 
brakes  with  his  feet  and  one  hand,  adjusted  his  machine-gun 
with  the  other,  and  charged  the  patrol  at  ever-increasing  speed. 
After  mowing  them  down  he  headed  for  the  French  lines  in 
safety. 

One  would  have  liked  further  information  about  the  brakes 
which  he  loosened  with  his  feet  and  one  hand.  It  is  true  that 
the  old  Voisins  had  hand  brakes  on  the  hubs  of  the  landing 
wheels,  but -why  were  feet  necessary  to  release  them? 

The  Flying  Coach. 

A  writer  in   the  "  Oxford  Chronicle  "  is   responsible   for  the 
following  : — 

''•  The  prospect  opens  up  new  vistas  of  Eights  Weeks  and 
Commemorations.  The  flower-laden  barges  and  the  parasols  and 
the  brilliant  dresses  will  still  stand  out  in  clumps  ;  the  canoes 
will  be  dexterously  manoeuvred  amid  the  heavier  river-craft,  and 
the  forest  of  punt-poles  will  sway  and  wave  as  the  course  is 
cleared  for  the  eights  ;  the  perspiring  rowers  will  still  swing  to 
and  fro,  and  the  banks  will  still  have  their  sweltering  runners, 
causing  the  air  to  reverberate  with  their  yells  and  their  rattles 
and  their  bells  and  their  pistols. 

"  But  the  coach  will  have  come  into  his  own.  Comfortably 
flying  above  his  boat,  his  megaphoned  instructions  will  be  con- 
veyed to  his  crew,  and  above  the  din  stroke  will  be  told  to 
quicken  or  to  lengthen  out  ;  and  the  heavy  man  at  '  six  '  will 
hear  again  the  phrases  he  is  so  tired  of  hearing  about  '  pulling 
his  weight'  ;  and  the  cox  who  has  just  missed  his  bump  will  be 
able  to  complain  that  the  moment  for  that  twitch  at  the  rudder 
which  spoilt  everything  was  not  the  moment  of  his  own 
choosing." 

There  are,  however,  obvious  difficulties.  The  sight  of  aero- 
planes flying  sufficiently  close  to  the  boats  to  enable  the  crews 
to  hear  megaphoned  instructions  above  the  roar  of  the  exhaust 
would  be  exciting,  but  one  fears  that  there  might  be  some  un- 
intentional bumps.  Also,  there  might  be  some  difficulty  in  in- 
ducing the  aeroplanes  to  fly  at  the  very  low  speed  required. 

If  the  writer  of  the  article  really  wishes  to  see  brighter  row- 
ing, he  should  suggest  that  the  eights  should  tow  behind  them 
small  kite-balloons  carrying  the  coaches. 


When  the  Divers  Dove. 

According  to  the  American  "  Aerial  Age,"  "  the  '  Guardian 
Angel  ■  parachute,  officially  adopted  by  the  British  Royal  Air 
Force  as  the  most  certain  aerial  life  preserver  yet  invented,  was 
demonstrated  at  the  Atlantic  City  Airport  on  June  19th  by  Major 
Ordo  Loos,  R.A.F.,  and  Miss  Sylvia  Boyden,  of  England  (sic). 

"  They  ascended  to  a  height  of  one  thousand  feet  in  an  aero- 
plane piloted  by  Eddie  Stinson.  After  circling  for  a  moment 
both  Major  Loose  and  Miss  Boyden  dove  head  first  from  the 
machine. " 

After  they  had  "  dove  "  they  controve  to  make  good  descents 
and  arrove  safely  on  the  aerodrome.  "  Major  Ordo  Loos," 
afterwards  referred  to  as  "  Major  Loose,"  appears  to  have  had 
a  siight  accident  to  his  name  during  the  descent,  but  has  re- 
covered sufficiently  to  identify  Tiimself  as  Major  Orde  Lees. 

The  Engines  in  R.34. 

One  was  amused  last  week  to  see  in  the  public  m wsheets  large 
advertisements  of  the  particular  brand  of  chewing  gum  that  wis 
used  to  stop  a  small  leakage  from  one  of  the  watei-jackets  of  the 
Sunbeam-Coatalen  "Maori"  engine  on  the  starboard  wing  car 
of  the  R.34  during  the  historic  Atlantic  flight. 

As  is  the  custom-  with  advertisements  in  which  seli-praise  is  s 
recomme'uLuion,  it  is  stated  that  the  chewing  gum  in  question 
proved  a  big  factor  in  the  success  of  what  are  inaccurately  de--'' 
scribed  as  the  "world's  greatest  airship  flights.'! 

This  suggests  some  appalling  advertising  possibilities  in  the 
future,  and  we  may  live  to  read  claims  that  the  success  of  the 
firs  1  flight  from  Britain  to  Australia  was  entirely  due  to  the 
superb  quality  of  the  scented  toilet  soap  with  which  a  member  of 
the  crew  cured  a  minute  leakage  of  petrol,  and  that  the  accom- 
plishment of  the  first  aerial  circumnavigation  of  the  globe  was 
made  possible  bv  the  resilient  qualities  of  Dobb's  Doughnuts, 
which  were  used  to  replace  some  broken  shock-absorber  elastic. 

The  true  story  of  the  much-advertised  chewing  gum  incident 
has  been  told  by  Mr.  J.  T.  Irving,  of  the  Sunbeam  Motor  Car  Co., 
Ltd.,  who  writes  : — 

"On  my  arrival  at  Pulham,  I  immediately  examined  the  star- 
board wing  car  expecling  to  find  the  engine  covered  iby  pounds 
of  chewing  gum  which  had  been  thoroughly  chewed  previously  by 
the  crew  before  application.  To  my  surprise  T  could  not  find  a 
piece  of  chewing  gum  anywhere,  and,  at  my  request,  the  mechanic 
-in  charge  of  the  engine  showed  me  where  this  remarkable  repair 
had  been  effected. 

"  The  water-jackets  on  the  '  Maori  '  engine  are  largely  com- 
posed of  flat  aluminium  plates  which  are  held  onto  the  cylinder 
by  means  of  a  large  number  of  small  -set  screws.  It  seems  that 
one  of  these  screws  was  also  used  to  carry  a  clip  supporting  a 
copper  pipe,  and  that  in  flight  it  was  noticed  that  this  clip  was 
loose.  When  the  mechanic  tightened  up  the  screw  he  twisted  off 
the  head  of  the  bolt.  This  allowed  a  very  small  leakage  of  water 
— this  leakage  being  in  the  nature  of  one  drop  of  water  per 
minute.  As  the  -mechanic  had  so  little  to  do,  owlm*  to  the  steady 
running  of  the  engine,  he  set  to  work  and  fitted  a  small  plate 
ever  this,  the  plate  being  secured  tinder  the  heads  of  the  two 
adjacent  screws,  and,  just  before  tightening  the  screws,  he  had- 
a  brain-w-  •,  and  took  the  piece  of  chewing  grum  out  of  his 
mouth  and  slipped  it  under  the  plate.  Evidently,  General  Mait- 
land  did  not  see  this  repair  before  making  his  ff.mous  log  entry, 
which  was  probably  based  on  some  remark  of  Lieut.  Shotter's. 

"  The  five  engines  between  them  have  put  up  a  total  of 
approximately  900  hours'  running,  on  this  trip  only,  to  which 
must  be  added  over  600  hours'  previous  running." 

With  regard  to  the  failure  of  one  of  the  engines  in  the  rear 
car,  Mr.  Irving  writes  : — 

"The  failure  of  the  studs  in  the  big-end  bearings  of  the  con- 
necting rod  was  caused  by  allowing  the  engine  to  run  after  the 
white  metal  had  run  out  of  the  bearing.  This,  of  course,  renders 
a  failure  of  this  description  inevitable. 

"The  reasons  for  the  white  metal  'running'  at  present  are 
somewhat  obscure,  as  the  crew  state  that  the  oil  pressure  was  , 
correct  at  ihe  time  of  the  breakdown,  but  a  ooint  which  may  have 
some  bearing  on  the  failure  is  that  previous  to  the  actual  break- 
down of  the  engine,  the  engine  was  caused  to  race  to  a  high 
speed  owing  to  an  accidental  declutching.  Ir  is  probable  that 
this  cracked  the  white  metal  in  the  bearing,  and  it  would,  of 
ccurse,  only  be  a  matter  of  time  before  this  broke  1  naetal  was 
hammered  out.  Up  to  the  time  of  this  mishap  the  engine  had 
run  somewhere  near  300  hours." 


July  23,  1919 


The 


Aeroplane 


303 


'IT'S  A  WALK  OVER!" 


That's  the  only  way  to  describe  the  superiority  of 

EMAILLITE 


AIRSHIP  DOPING  SCHEME  "P' 


USED  FOR  PROOFING 
OUTER    COVER  OF 


TRANS- ATLANTIC 
AERIAL    LINER  R.34. 


THE  BRITISH  EMAILLITE  CO.,  LTD., 

Doping  Scheme  Specialists, 
5,    HYTHE    ROAD,    WILLESDEN,   N.W.  10. 

Wire:    "Rldleypren,  London,"  'Phone:    Wlllesden  2346  &  2347. 


KINDLY    MENTION    "  THE    AEROPLANE  "     WHEN    CORRESPONDING    WITH  ADVERTISERS. 


3°4 


The  Aeroplane 


July  23,  1919 


^  WORLD  of AERONAumz 


The  Trans-Atlantic  Martinsyde. 

Mr.  Raynharn  and  his  navigator,  Lieut.  Biddlecombe,  made 
another  attempt  to  start  on  the  Atlantic  flight  on  July  17th. 
The  attempt  ended  as  the  previous  attempts  have  done. 

The  Martinsyde  rose  to  a  height  of  40  ft.,  then  sagged  down 
and  crashed,  completely  wrecking  the  machine.  The  axle  of  the 
under-carriage  snapped  and  both  wheels  wrenched  off.  The  air- 
screw was  splintered,  the  radiator  torn  out,  the  aluminium  tanks 
split,  and  the  lower  planes  shattered  at  their  junction  with  the 
fuselage;  the  latter  is  also  badly  damaged.  The  aviators  were 
unhurt. 

The  cause  would  appear  to  be  failure  to  lift'  the  weight  of  fuel 
required  for  the  voyage. 

Mr.  Raynham  has  now  decided  not  to  attempt  the  flight.  The 
Martinsyde  is  now  being  packed  up  preparatory  to  sailing  for 
England.     The  voyage  will  be  made  in  s.s.  "Grampian." 

The  Dramatic  Instinct. 

There  is  something  indescribably  ludicrous  about  an  airship, 
her  ungainly  bulk,  her  clumsy  manoeuvring,  and  crab-wise  pro- 
gress in  a  breeze,  making  her  a  fit  subject  for  the  often  ponderous 
wit  of  ignorant  observers.  The  aeroplane,  on  the  other  hand, 
conveys  in  impression  of  speed  in  flight  and  venom  in  war,  in- 
separable from  the  noise  of  the  engine.  There  is  a  thrill  in  the 
crossing  of  the  Atlantic  by  an  aeroplane  which  is  unaccountably 
absent  in  the  accomplishment  of  the  same  feat  by  an  airship, 
although  there  can  be  no  question  which  is  the  more  valuable 
performance  for  the  immediate  future  of  'erial  iransport. 

Notwithstanding  the  air  of  aloofness  assumed  by  technical 
people,  public  interest  and  a  good  Tress"  must  play  a  big  part 
in  the  development  of  commercial  aviation,  and  the  only  way  to 
attract  that  necessary  vulgar  attention  is  by  providing  material 
for  thrilling  headlines,  either  intentionally  or  otherwise. 

The  Air  Ministry  are  to  be  congratulated  1  pon  the  extraordi- 
nary concatenation  of  circumstances  brought  about  -toy  a  kindly 
Fate,  which  have  served  to  raise  the  magnificent  scientific  feat 
of  the  R.34  from  the  level  of  a  technical  experiment  to  the  giddy 
pinnacle  of  fame  represented  by  "scare"  headlines  in  the  evening 
papers.  A  stowaway,  electric  storms,  distress  signals,  and  a  final 
berthing  on  the  last  (almost)  drop  of  petrol,  "sweeping  the 
bunkers,"  as  a  seaman  would  say,  all  made  excellent  material  for 
the  lay  Press. 

Without  such  good  fortune,  the  "  swinish  multitude"  might 
have  remembered  the  voyage  of  L.59  last  year  into  the  heart  of 
Africa,  and  made,  in  its  ignorance,  derogatory  comparisons.  The 
quite  unintentional  publicity  might,  however,  have  been  augmented 
by  a  little  deliberate  forethought,  and  this  suggestion  is  worthy 
of  note  by  other  aviation  concerns  who  have  sinned  in  the  same 
manner  recently.  The  week-end  is  a  "dead"  time  from  the 
newspaper  point  of  view,  and  should  be  avoided.  Very  few  people 
see  the  Sunday  evening  papers,  and  by  Monday  morning  the  news 
tends  to  become  stale. 

It  is  most  surprising  that  the  Air  Ministry  should  have  over- 
looked this  point,  because,  under  the  present  regime  of  Business 
Government,  it  has  hitherto  shown  a  keen  appreciation  of  the 
jreat  uses  of  advertisement.  Its  skill  in  appropriating  much  of 
he  credit  of  Mr.  Hawker's  sensational  failure,  after  repudiating 


all  responsibility  with  indecent  haste  when  things  looked  black,, 
was  a  stroke  of  business  which  would  have  delighted  the  heart 
of  a  shady  company  promoter. 

That  the  dramatic  instinct  is  not  dead  is  obvious,  but  it  is  to- 
be  hoped,  both  in  the  interests  of  journalists  and  the  Ministry's 
reputation,  that  the  week-ends  will  be  avoided  as  times  for  the 
provision  of  good  "copy." — Ex-Pilot. 

Trans-Pacific  Flight  Prize. 

A  prize  of  ^10,000  has  been  offered  by  Mr.  Thomas  H.  Ince, 
of  Los  Angeles,  California,  for  the  first  trans-Pacific  aeroplane 
flight  by  an  aviator  of  any  nationality.  If  the  attempt  is  maJe 
from  the  east,  Venice,  California,  must  be  tire  starting  point,  and 
the  landing- must  be  on  the  mainland  of  Australia,  Japan,  or 
Asia.  If  made  from  the  west,  a  start  may  be  made  from  any 
of  the  latter  plaoes,  and  a  landing  on  the  mainland  of  the  United 
"States. 

The  contest  will  be  open  from  next  September  to  February, 
1920.    The  flight  must  be  completed  in  12  days. 

Aeroplanes  and  Forest  Fires. 

It  is  leported  from  the  United  Slates  of  America  that  after 
.some  preliminary  reports  concerning  the  possibility  of  using  aero- 
planes as  an  auxiliary  in  the  work  of  protecting  forests  by  fire, 
it  is  now  definitely  announced  by  the  U.S.  Forest  Service  that  the 
Air  Service  and  the.  Forest  Service  w'll  co-operate  in  work  of  this 
character  during  the  coming  summer  in  portions  of  the  national 
forests  of  California,  Arizona,  New  Mexico,  and  other  states. 
Army  aerodromes  and  bases  will  be  used  for  the  undertaking, 
which  will  be  largely  experimental  during  the  coming  season, 
besides  supplementing  the  work  of  the  forest  rangers  in  locating 
forest  fires,  attempts  will  be  made  to  utilise  aircraft  in  connec- 
tion with  fire-fighting.  One  plan  to  be  tried  is  the  use  of  bombs 
filled  with  suitable  chemicals  as  a  means  of  extinguishing  fires 
from  the  air.  It  is  also  suggested  that  fire-fighters  may  be  car- 
ried to  the  vicinity  of  fires  in  dirigibles,  .ind  lowered  to  the 
ground  by  means  of  ladders.  Aeroplanes  will  use  wireless  for 
reporting  the  location  of  fires. 

A  Warning. 

Apropos  tennis  at  Wimbledon,  an  ex-R.A.F.  officer,  who  is  also 
a  keen  tennis-player,  writes  : — 

"  The  Air  Force  greatly  distinguished  itself  trier?).  During  the 
final  of  the  all-comers  single  between  Kingscote  and  Patterson, 
a  Bristol  Fighter  (I  think  it  was)  came  and  stunted  round  the 
centre  court  at  about  200  feet  to  such  an  extent  that  play  had 
to  be  stopped,  and  then,  to  crown  things,  it  dropped  Victory  Loan 
leaflets,  some  of  which  actually  fell  on  the  court !  Kingsoote, 
who,  of  course,  was  an  '  Archie  '  gunner,  looked  as  though  he 
would  have  given  half  his  kingdom  for  an  '  Archie  '  at  that 
moment. " 

The  Airship  Officers'  Club  Dinner. 

The  Airship  Officers'  Club  is  giving  a  dinner  at  7.45  p.m. 
on  July  26th  at  the  Connaught  Rooms,  Great  Queen  Street, 
W.C.2.  General  Maitland,  President,  and  Major  Scott  and 
Major  Cooke  and  the  other  officers  of  R.34  will  be  present. 

Anybody  desiring  information  should  write  to  Captain  C.  P 
Herron,  Hon.  Sec,  Airship  Officers'  Club,  4,  Dean  Stanley 
Street,  S.W.  1. 


OFF  ! — A   Rear  View  of  Captain  John  Akock  and   Lieut.  Arthur  Brown  leaving  the  ground  in 

Vickers  "  Vimy  "  with  Rolls-Royce  Engines. 


Newfoundland  on  the 


KINDLY    MEN  TION    "  THE    AEROTL.'W  E  "    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


306 


lhe  Aeroplane 


July  23,  19x9 


EWORLD  ot AERONAUJics^ 

The  R  A  F.  City  Luncheon  Club. 

The  members  of  the  ex-R.A.F.  Officers'  City  Luncheon  Club 
held  a  special  Victory  Luncheon  Party  on  July  17th  to  celebrate 
the  part  played  by  the  R.A.F.  in  the  war. 

Major  Modin,  the  chairman  and  founder  of  the  Club,  in  pro- 
posing the  success  of  British  Aviation,  said  that  this  was  the 
Club's  first  official  function,  and  that  they  had  met  to  celebrate 
that  victory  to  which  each  had  contributed  in  his  own  sphere. 

Major-General  Sir  Sefton  Brancker,  replying,  reminded  tho=e 
present  that  Great  Britain  held  the  paramount  position  in  the 
air.  '  This  cuuntry  had  led  the  world  in  its  air  policy,  first  of  all 
in  giving  aircraft  the  position  warranted  by  its  effect  during  the 
war,  and  later  by  being  the  first  nation  to  create  an  Air  Ministry 
and  an  Air  Force,  though  he  added  in  an  aside,  "  Some  of  them 
might  think  this  a  doubtful  blessing."  Great  Britain  had  followed 
up  her  success  in  the  war  by  success  in  peace,  in  that  a  British 
aeroplane  was  the  first  to  cross  the  Atlantic  without  a  stop,  and 
that  a  British  airship  was  the  first  to  cross  the  Atlantic  and  the 
first  to  do  the  journey  across  the  Atlantic  and  back.  He  further 
said  that  we  owed  our  success  to  the  courage  and  initiative  of 
our  pilots,  and  he  believed  that  in  commercial  aviation  British 
pilots  would  lead  the  way  in  the  air  as  British  sailors  had  done 
at  sea.  Not  only  were  we  good  at  organising  schemes  in  this 
country,  but  we  were  good  at  executing  them,  and  the  life-blood 
of  commercial  aviation  would  be  organisation.  Our  success  in 
the  war  was  due  to  our  policy  of  constantly  changing  our  de- 
signs. [One  may  perhaps  interpolate  the  remark  that,  if  the 
official  people  had  had  their  way,  designs  would  hardly  have 
been  changed  at  all,  and  our  rapidity  in  changing  designs  was 
largely  due  to  continual  agitation.] 

General  Brancker  remarked  that  the  situation  to-day  was 
extremelv  difficult.  Much  preparation  was  needed  before  the 
world's  air  routes  could  operate.  The  Air  Ministry  was  torn 
between  the  demands  of  those  who  believed  in  aviation  and  the 
Treasury,  which,  as  he  said,  had  not  yet  been  bitten  by  the 
aviation  bug.  Much  money  was  needed  for  the  formation  of  air 
stations  all  over  the  world,  and  private  enterprise  could  not  find 
that  money,  therefore  the  Government  must  assist.  Other  coun- 
tries were  waking  up  and  doing  their  best  to  overtake  us  in  air- 
craft affairs.  He  was  certain  that  the  Advisory  Committee  under 
Lord  Weir,  which  was  recently  formed,  would  be  most  valuable, 
and  it  was  up  to  the  various  members  of  Parliament  who  were 
present  to  see  that  aviation  got  its  due  allotment  of  the  public 
money.  He  felt  sure  that  this  Club  would  do  much  to  affect  the 
Air  Force  Reserve  whenever  it  came  into  being. 

Lieut. -Colonel  Moore-Brabazon  proposed  the  success  of  the  Club 
in  a  very  humorous  speech,  and  said  that  the  next  time  the  Club 
met  he  hoped  that  he  and  other  members  of  Parliament  would 
not  be  placed  above  the  salt,  but  would  be  distributed  among  the 
other  members  of  the  Club.  He  thought  the  Club  would  be  an 
excellent  thing,  because  now  that  they  were  all  civilians,  senior 
and  junior  officers  would  meet  on  equal  terms  for  once.  He 
hoped  that  all  members  then  present  would  in  a  year's  time  have 
induced  at  least  two  ex-R.A.F.  officers  to  join.  The  essence  of 
the  Club  was  to  get  as  many  members  as  possible  and  so  keep 
the  Air  Force  people  together. 

Mr.  Leslie  Guyer,  secretary  of  the  Club,  said  that  the  Club 
was  formed  because  it  was  thought  that  it  would  be  advisable 
for  them  to  have  some  sort  of  a  reminiscence  of  the  old  R.A.F. 
mess.  It  would  be  a  good  thing  to  have  a  nice  quiet  place  where 
they  could  lunch  in  peace  as  they  did  in  an  R.A.F.  mess  before 
people  thought  fit  to  make  peace,  instead  of  having  to  take  part 
in  the  mid-day  lunch  struggle  in  the  City.'  Another  ulterior 
motive  was  that  they  hoped  it  might  be  possible  in  time  to  pro- 
vide a  certain  amount  of  flying  for  the  members,  and  he 
thought  that  this  might  well  be  arranged  if  the  biggest  pro- 
pi  ietors  of  secondhand  aeroplanes  in  the  country  were  properly 
approached. 

Among  those  present,  in  addition  to  those  already  mentioned, 
were: — Lieut. -Col.  L'Estrange  Malone,  M.P.,  Mr.  A.  Baldwin 
Raper,  M.P.,  Colonel  W.  D.  Beatty,  R.A.F  ,  Sir  Edward 
Mountain,  Sir  Charles  Wakefield,  Bart.,  and  Mr.  W.  Jovnson- 
Hicks. 

It  is  earnestly  to  be  hoped  that  the  Club  will  be  keenly  sup- 
ported by  all  ex-R.A.F.  officers  now  engaged  in  work  in  the 
city.  In  the  first  place,  it  is  obviously  a  good  thing  that  officers 
of  the  Air  Force  should  keep  together  to  maintain  their  old  com- 
radeship. In  the  second  place,  there  can  be  very  few  ex-officers 
who  would  not  be  pleased  to  have  such  an  opportunity  of  meet- 
ing day  by  day  those  with  whom  they  served  during  the  war, 
and  it  is  not  every  ex-R.A.F.  officer  who  has  either  the  time  or 
the  inclination  to  go  to  a  club  in  the  West  End,  whereas  every- 
body has  to  have  lunch  somewhere,  and  a  lunch-hour  spent  in 
congenial  company  is  the  best  possible  break  in  the  day's  work. 
Thirdly,  if  the  Club  grows  to  a  sufficient  size  it  will  be  possible 
for  ihe  members  to  lunch  very  much  less  expensively  at  such  a 
club  than  they  could  possibly  do  at  any  restaurant 


Purely  as  a  business  proposition  any  of  the  large  catering 
firms  will  give  very  special  terms  to  members  of  such  a  club  if 
a  sufficient  number  of  meals  per  day  can  be  guaranteed,  and  one 
imagines  that  the-  more  enterprising  caterers  would  willingly 
make  a  specially-cut  price  for  a  club  of  this  sort  knowing  that 
even  if  there  are  only  a  few  members  at  the  start,  the  fact  that 
they  provide  good  value  will  rapidly  increase  the  demand,  with, 
the  result  that  it  will  be  possible  tor  members  of  the  Club  to  have 
a  first-class  lunch  at  a  third-class  price,  seeing  that  the  objection 
to  the  third-class  lunch  is  generally  the  company  and  not  the 
catering. 

Therefore  from  every  point  of  view  it  is  worth  the  while  of 
ex-R.A.F.  officers  in  the  city  to  join  the  Club,  and  all  such  are 
invited  10  write  forthwith  to  the  Secretary,  Mr.  Leslie  Guyer,  at 
the  ex-R.A.F.  Officers'  City  Luncheon  Club,  Mansion  House 
Station  Restaurant,  E.C. 

A  Curious  Position. 

At  the  Wandsworth  County  Court,  on  Monday  last,  before  His 
Honour  Judge  Harington,  an  interesting  case  was  heard  under 
the  Workmen's  Compensation  Act. 

The  action  arose  out  of  an  agreement  between  Whitehead  Air- 
craft (1917)  Ltd.,  aeroplane  manufacturers,  of  Richmond,  and. 
Horace  John  Roberts,  a  sawyer,  formerly  in  their  employ. 

An  application  was  made  to  his  honour  for  an  order  directing 
Mr.  E.  S.  Salaman,  the  company's  solicitor,  to  pay  into  court 
forthwith  ^.'225,  being  the  amount  agreed  upon  as  compensation 
in  respect  of  an  accident  sustained  by  the  applicant  while  in  the 
company's  employment.  ,Mr.  Roberts'  left  hand  was  practically 
rendered  useless  through  being  caught  in  a-  circular  saw..  After- 
wards the  company  agreed  to  pay  ,£175  as  compensation.  The 
Registrar  of  the  Wandsworth  County  Court  (Mr.  Willoughby), 
however,  did  not  think  that  this  sum  was  adequate,  and  recom- 
mended that  ^225  should  be  paid  in  settlement.  An  agreement 
to  this  effect  was  filed,  and  a  request  had  since  been  made  by 
the  applicant  that  this  sum  should  be  paid  into  court.  That 
had  not  been  done,  and  the  judge  was  now  asked  to  direct  that 
the  money  should  be  paid  into  court  forthwith. 

Mr.  Hartley  read  an  affidavit  bv  Mr.  Salaman  stating  that  he- 
(Mr.  Salaman)  had  received  a  sum  of  ^225  in  banknotes -from 
the  Whitehead  Aircraft  Company  for  payment.  In  view  of  the 
financial  position  of  the  company,  Mr.  Salaman  was  of  the 
opinion  that  he  ought  not  to  part  with  the  money,  as  it  might 
be  considered  a  fraudulent  preference.  On  June  26th  a  receiver 
and  manager  of  the  business  of  the  company  was  appointed  on 
behalf  of  the  trustee  for  first  mortgage  debenture  holders,  and 
Mr.  Salaman 's  firm  now  acted  for  the  receiver  and  manager 
appointed  under  the  order  of  the  Court.  He  (Mr.  Salaman) 
had  since  received  instructions  from  the  receiver  and  manager 
not  to  part  with  the  £225  without  the  directions  of  the  High 
Court. 

His  Honour  said  that  it  certainly  seemed  very  hard  on  the 
workman  that  this  money  had  not  been  brought  into  court. 
There  was,  however,  no  suggestion  of  contempt,  as  there  had 
been  no  order.  What  authority  had  he  to  order  Mr-  Salaman 
to  pay  over  this  money? 

Mr.  Hartley:  Your  "honour  is  entitled  to  make  an  order  on 
the  ground  that  Mr.  Salaman  received  this  money  before  the 
receiver  and  manager  was  appointed  by  the  High  Court.  If 
the  company  had  paid  the  money  into  court,  this  position  would 
not  have  arisen. 

His  Honour  :  It  is  a  pity  that  they  did  not  do  so.  It  will  be 
grievously  hard  on  the  workman  if  he  cannot  get  the  money. 
As  the  case  was  to  come  before  the  High  Court,  the  matter  was 
allowed  to  stand  over  to  see  what  was  done. 

Congratulations, 

FLANDERS. — On  June  30th,  at  27,  York  Gardens,  Clifton,  - 
Bristol,  to  the  wife  of  Mr.  L.  Howard  Flanders,  a  son. 


Coming  Events. 

July. 

Saturday,  July  26th. — July  Meeting   at  Hendon. 
Saturday,  July  26th. — The  Airship  Officers'  Club  Dinner  at  the 
Connaught  Rooms. 

August. 

Friday,  August  1st. — Amsterdam  Alrci'aft  Exhibition  opens. 

Saturday,  August  2nd,  Sunday,  August  3rd  and  Monday,  August 
4th. — Tenth  London  Aviation  Meeting  at  Hendon. 

Tuesday,  August  5th. — Handlov  Page  Social  and  Athletic  Club's 
Sports.    Starting  at  12  midday  at  Cricklewood  Lane. 

Thursday,  August  21st. — R.A.F.  Annual  Athletic  Meeting  at 
Stamford  Bridge. 

Sunday,  August  24th  to  Sunday,  August  31st. — The  "Avenir's" 
Tour  de  France  AeVien. 

September. 

Wednesday,  September  ioth.— Schneider  Cup  Competition,. 
Bournemouth. 

Dates  to  be  Announced  Later. 
Hendon — Birmingham — Manchester  Air  Race. 
Hendon — Paris — Hendon  Air  Race. 
Hendon — Brighton — Hendon  Air  Race. 


July  23,  1919 


The  Aeroplane 


306A 


ANOTHER    GREAT  TRIUMPH 

for  K.L.G.  Plugs 

Fitted  on  the  "Sunbeam-Coatalen"  engines  of  the  R.34  in 
her  great  Victory  flight  over  the  Atlantic,  "  K.L.G."  Plugs 
gave  every  possible  satisfaction  and  largely  contributed  to 
the  success  of  the  voyage  out  and  home. 

It  is  a  noteworthy  fact  that  "K.L.G."  Plugs  were  used  on 
all  British  Machines  flying  the  Atlantic   first  on  the  Sopwith 
Hawker-Grieve)     machine,    then    on    the  Vickers-Vimy 
(Alcock=Brown)  Machine  and  on  the  British  Airship  R.34 

All  were  available,  "K.L.G."  were  chosen. 


Standard  Model  R  1  5/- 

each 

(Suitable  for  nearly  all  makes  of  Cars) 

Manufactured  by 
The  Robinhood  Engineering  Works,  Ltd. 

K.L.G.  Plugs  are  the  proved  efficient  Plugs  for  all  makes 
and  types  of  engines  for  Motor  Cars,  Motor  Cycles, 
Commercial  Vehicles,  Aeroplanes  and  Airships. 

SOLE  DISTRIBUTORS  FOR  THE  ENTIRE  WORLD 

S.  Smith  &  Sons  (m.a.)  Ltd 

179  185,  GREAT  PORTLAND  ST,  LONDON,  W.l 

Midland  Service  Depot:   6,  Livery  Street,  Birmingham. 
Northern  Depot :  1 2,  Jackson's  Row,  Deansgate,  Manchester. 


Telephones  Mayfair  6350  (6  Lines) 


Telegrams  44  Speedomet  Telew,  London" 


KINDLY    MENTION    "THE    AEROPLANE  "     WHEN    CORRESPONDING    WITH  ADVERTISERS 


300B 


The  Aeroplane 


July  23,  1919 


MORE  AIRCRAFT   AT   THE  ACADEMY. 


No.  286.  "  A  British  Aeroplane  Being  Pursued  by  German 
Machines  after  Photographing  their  Positions,  August,  1917." 
Lent  by  the  Imperial  War  Museum.  Captain  Louis  Weirter.  I 
deny  the  title  as  a  fact,  and  I  dispute  it  as  a  statement.  Some- 
thing will  have  to  be  done  about  this.  I  must  be  serious.  It 
is  no  laughing  matter.  Well,  yes,  perhaps  it  is.  I  do  not  know 
anything  about  this  picture,  but  I  will  say  of  it,  as  my  Lord 
Macaulay  said  of  Mr.  Montgomery's  poems,  that  it  "  exceeds 
all  human  compositions."  Honestly  I  nev'er  saw  anything  like 
it.  Nor,  I  will  wager,  did  Captain  Weirter.  But  he  is  a 
braver  man  than  I.  This  is  a  large  canvas,  and  every  bit  is 
covered  with  paint.  By  rolling  over  to  an  angle  of  45  degrees 
a  large  something  (assumed  to  be  a  British  aeroplane)  is  got 
within  the  confines  of  the  frame.  "  The  light  that  never  was 
on  land  or  sea  "  is  present.  It'  casts  what  appears  to  be 
shadows  on  the  lower  wings  of  a  lurid  biplane.  But  there  is 
seme  doubt  as  to  this,  as  closer  inspection  reveals  the  fact  that 
there  appears  to  be  a  similar  deposit  of  dirt  at  each  wing  tip. 
The  estimated  dimensions  of  the  aeroplane  (no  wonder  the  pilot 
looks  worried)  are — span,  180  ft.  ;  chord,  12  ft.  ;  length  of 
fuselage,  10  ft.  Longitudinal  stability  is  not  marked,  but  very 
large  empennage  surfaces  are  fitted,  and  to  simplify  control  the 
rudder  is  in  one  piece  with  the  fin.  Screw,  10  ft.  diameter, 
revolving  in  what  may  be  described  as  an  extra  geometrical 
figure.  Aeroplane  being  severely  Archied  by  shells  which  dis- 
charge large  consignments  of  dirty  cotton  wool  which  has,  one 
supposes,  got  through  the  leaky  blockade.  Bracing,  15  in. 
steel  rods.  And  it  is  wanted,  too.  Several  shells  have  transfixed 
the  planes  ;  the  fabric  has  erupted,  and  its  ragged  edges  are 
sticking  up.  There's  verisimilitude  for  you  !  There's  proof 
conclusive  that  there  is  a  vacuum  on  the  top  of  the  planes  ! 
Section  of  the  latter  appears  to  be  very  nearly  truly  semicircular. 
The  machine  has  no  landing  gear.  This,  in  common  with 
similar  fittings  on  all  the  other  planes  in  this  picture,  has  been 
shot  away.  A  feature  of  the  design  is  that  the  right  lower 
wing  has  an  overhang  of  about  25  ft.  Left  ditto  has  none. 
This  is  considered  to  be  very  good  for  coasting  round  mountains. 
The  pilot  has  crushed  himself  close  up  against  an  engine  which 
is  in  imminent  danger  of  melting  and  running  out  of  the 
fuselage  ! 

Is  It  a  German  Toast  Rack? 
He  may  well  try  to  efface  himself,  for  what  is  this  villainous 
object  that  presses  on  his  heels?  A  German  toast  rack?  Perish 
the  thought  !  It  is  a  super-Albafokkerstadtschafpn  driven  by — 
heavens,  not  our  stolen  Rolls-Royce!  No!  It  is  driven  by  a 
pulmonary  rotoscope !  Realising  his  awful  position,  the  British 
pilot  urges  his  machine  forward  !  In  order  to  save  weight  he 
hurls  his  perspective  overboard,  and  attaches  his  tail  plane  to 
the  trailing  edge  of  his  upper  wing.  Alas,  too  late  !  The  Boche 
has  also  jettisoned  his  perspective,  which  falls  with  a  horrible 
crash  on  an  uprising  consignment  of  cotton  waste.  By  this 
manoeuvre  he  gains  tremendously  !  He  is  enabled  to  cock  his 
engine  up  at  a  sharp  angle,  and  by  very  clever  work  he  fires 
his  fixed  gun  sideways  through  his  screw.  Has  he  hit?  No, 
no.  no  !  British  pilot  tucks  his  tail  even  closer  in,  and  sits  on 
the  magneto  !  All  will  yet  be  well  !  The  attacking  machines 
are  all  aerodynamically  inefficient.  The  nearest  one  has  a  span 
about  15  times  the  gap  and  the  strain  is  beginning  to  tell  on  it. 
The  German  pilot  has  already  discarded  his  tail.  But  nothing 
can  avail  him  !    Another  two  inches  and  he  will  have  to  swerve 

THE  GUNNER  OFFICER'S  OUTLOOK. 

People  who  have  served  in  the  Air  Force  mav  or  may  not  have  a 
working  knowledge  of  the  point  of  view  of  the  people  who  went 
through  the  war  on  the  ground.  Those  who  pertain  to  the 
people  in  the  Air  Force,  such  as  admiring  relatives  or  interested 
friends,  would  do  well  to  acquire  a  knowledge  of  the  kind  of 
thing  that  the  Air  Force  has  escaped.  Hence  one  recommends 
both  to  Air  Force  people  and  their  belongings  a  small  book 
called  "  Plain  Impressions,"  written  by  one  A.  S.  G.  Butler, 
some  time  Lieutenant,  Royal  Field  Artillery. 

Mr.  Butler's  book  consists  of  twelve  short  sketches  of  the  work 
of  an  artillery  officer,  in  turn  as  Forward  Observation  Officer 
and  as  Brigade  Staff  Officer.  These  sketches  were  written  at 
odd  times  in  1915,  1916,  and  1917,  and  six  of  them  were  pub- 
lished in  periodicals.  They  are  utterly  different  in  their  treat- 
ment from  the  work  of  the  ordinary  professional  war  writer. 

Here,  for  example,  is  the  first  paragraph  of  the  book  describ- 
ing existence  in  an  observation  post  : — 

"  5.115  a.m. — I  am  in  a  trench  with  two  signallers.  It  is 
not  in  the  front  line,  but  a  little  behind  it,  and  naturally  in 
view  of  the  enemy.  There  are  two  dug-outs  :  one  for  the 
signallers  from  which  we  observe,  and  the  other  for  myself. 
They  are  about  4^  feet  high,  and  quite  dark,  except  for  the 
doors  and  the  hple  to  look  through.  We  have  been  here 
since  yesterday  evening.  It  is  not  quite  light  yet.  My  feet 
are  cold  in  spite  of  two  cocks,  a  puttee,  a  thigh  boot,  and 
five  sandbags  on  each ;  but  a  coat  and  two  blankets  have 
kept  the  rest  of  me  warm.  I  am  lying  on  a  di.ckboard  with 
sacks  on  it  about  a  foot  below  the  roof.  Have  slept  a  little 
like  you  do  in  a  railway  carriage." 


to  avoid  a  solid  lump  of  compressed  Manchester  goods.  England 
wins  !    Floreat  Etona  !    God  save  Ireland!  < 

But  what  of  the  other  side  of  the  picture?    Gawd  knows.  But 
I  warrant  it  isn't  half  as  amusing  as  the  front. 

Np.  326.  "  Ronald  Morgan,  2nd  Lieut.,  South  Wales  Bor- 
derers, 55th  Squadron  R.F.C."  Solomon  J.  Solomon,  R.A.  A 
fine  portrait  and  a  good  impression  of  an  aeroplane  on  the 
ground.  This  machine  would  fly  after  the  riggers  had  put  in 
new  struts  and  a  yard  or  two  of  bracing  wire. 

No.  325.  "  The  German  Fleet  after  Surrender,  Firth  of 
Forth,  November  21st,  1918."  James  Patarson.  No  you  don't, 
James  !  You  have  put  in  a  nice  solid  Blimp,  envelope  encloses 
a  lump  of  cast  lead,  but  your  aeroplanes  won't  pass.  "  They 
shall  not  pass."  Why  not  read  The  Aeroplane?  You  would 
then  realise  that  machines  designed  in  about  1893  are  no  longer 
regarded  as  serviceable. 

No.  324.  "  British  Tank  Attacking  German  Strong  Point." 
Lieut.  F.  Leist.  Two  enormous  (unrecognisable)  aeroplanes 
securely  secured  to  the  sky.  I  would  attack  them,  but  they 
are  not  the  artist's  strong  point.  Leist  said,  soonest  mended. 
They  need  mending. 

A  Bassett-Lowke  Badly  Gamaged. 

No.  353-  "  Cavalry  of  the  Air."  W.  B.  Wollen.  Inscrip^ 
tien  :  "  Our  low-flying  machines  attacked  tnemy  troops  and 
transport.  .  .  ." — Official  Dispatch.  Our  low-flying  machines 
missed  the  Huns  in  the  picture  by,  according  to  my  estimate, 
one  mile.  Our  low-flying  machines  are  not  full-sized  aeroplanes. 
They  are  models.  I  presume  them  to  be  Bassett-Lowke 
Fighters — one  of  them  badly  Gamaged.  They  are  neatly  fixed 
in  the  air  by  invisible  rafwires.  Nothing  doing,  Mr.  Wollen. 
I  refrain  from  the  pun.  But  the  Boche  would  never  be  worsted 
by  your  planes. 

No.  364.  "  Help  from  U.S.  Destroyer."  Bernard  F.  Gribble. 
Positively  a  genuine  oleomargarineograph.  Colour  as  per  Christ- 
mas supplement.  Turgid,  muddy,  house-decorator  colouring. 
And  no  wonder  the  machine  came  down  in  the  sea.  Look  at 
the  bracing,  man  ! 

No.  388.  "  Mobile  Veterinary  Dressing  Station  near  Bulle- 
court."  Algernon  Talmage.  Dear  old  long-faces!  In  back- 
ground two  very  untidy  kite  balloons,  calculated  to  drive  any 
spinster  frenzied.  They  do  so  want  mothering.  And  the 
smallest  aeroplane  in  the  whole  of  the  R.A.  The  dinkiest, 
weeest  little  thing.  You  could  wear  it  on  your  watch-chain. 
The  only  drawback  to  its  picturesqueness  is  that  it  stands  out 
about  a  foot  in  front  of  the  sky  ! 

No.  756.  "H.M.A.  R.34."  W.  Russell  Flint.  JOLLY 
GOOD  !  A  real  painting  by  a  real  artist,  who  has  got  a  pair 
of  real  eyes.  If  the  Royal  Aero  Club  wants  something  good, 
here  it  is.  As  R.  L.  S.,  the  only  R.  L.  S.,  says  in  "Treasure 
Island,"  p.  115  : 

"  Ah  !  "  cried  another  voice,  that  of  the  youngest  hand  on 
board,  and  evidently  full  of  admiration,  "  he  was  the  flower  of 
the  flock,  was  Flint  !" 

And  he  is  ! 

There  are  several  other  pictures  with  aeroplanes  in  them. 
No.  733  (Charles  Dixon),  usual  seascape;  No.  621  (W.  L. 
Wyllie,  R.A.),  all  the  "  guts  "  taken  out  of  the  machine,  and 
the  details  carefully  shirked,  etc. 

But,  after  seeing  No.  756,  I  got  bored  stiff  with  them  and 
packed  up. — W.  G.  Aston. 

Mr.  Butler's  description  of  "  Shell  Shock  "  in  the  fifth  sketch 
and  his  description  of  "  Being  Killed  "  (as  he  actually  was,  for 
a  period)  in  the  twelfth  are  something  quite  out  of  the  ordinary, 
and  in  their  grim  simplicity  remind  one  of  Ambrose  Bierce's 
stories  of  the  American  Civil  War. 

The  curious  contrast  between  moods  is  shown  in  the  final 
paragraph  of  a  very  convincing  description  of  an  artillery 
barrage  as  seen  from  behind  the  guns,  and  not  at  the  barrage 
end  of  them.  The  barrage  apparently  had  been  exceedingly 
successful.    Here  is  how  the  mood  changes  : — 

"  It  was  very  soon  over.  The  enemy  letaliation  was 
weak  ;  so,  after  tidying  up  and  mounting  guard  for  the 
night,  we  went  in  to  dinner.  I  enjoyed  it  after  my  ride  to 
the  waggon-line,  and  the  new  port  was  quite  good.  Then 
the  letters  were  brought  in,  including  my  yesterday's  paper. 
We  looked  at  the  news  for  a  bit,  and  discussed  the  murder 
case  that  :s  making  rather  a  stir  in  London  at  present.  We 
thought  on  the  whole  it  was  rather  a  brutal  one." 

For  all  our  talk  about  a  League  of  Nations,  other  wars  are 
still  to  come,  and,  for  the  matter  of  that,  other  wars  are  still 
going  on,  though  only  as  a  species  of  side  show  after  what  the 
unthinking  journalist  is  pleased  to  call  "  Armageddon."  There^ 
fore  it  is  well  to  read  what  is  really  in  the  minds  of  the  men 
who  do  the  fighting  while  they  are  fighting. 

"  Plain  Impressions"  can  be  had  from  The  Aeroplane  and 
General  Publishing  Company,  Ltd.,  61,  Carey  Street,  W.C.2, 
pi  ice  2s.  9d.  post  free,  and  one  believes  that  readers  of  the  book 
will  thank  one  for  introducing  them  to  it. 


July  23,  1919 


Aeronautical  Engineering  (Suppkm«t  to  t«  akro«.««.)  3©2 


To  66 Aeroplane 99  Subscribers, 

Since  the  Armistice,  the  subscription  list  ot  the  Aeroplane  has  steadily  increased  :  an 
eminently  satisfactory  development  which  we  are  anxious  ro  encourage. 

Of  the  many  books  published  on  the  war  on  the  Western  front,  none  conveys  a  more 
realistic  impression  of  the  work  of  a  particular  arm  than  FLYING  COLOURS 
by  Captain  H.  M.  S,  Saundby,  A.F.C.,  R.A.F.,  M.C.,  published  at  £2  2s.  net 
(Edition  de  luxe)  and  15/-  net  (Popular  Edition). 

Among  the  art  books  published  in  the  last  year  or  two,  none  can  claim  to  be  a  more 
faithful  reproduction  of  the  artist's  colour  scheme  and  that  indefinable  thing 
atmosphere. 

FLYING  COLOURS  is  a  permanent  memorial  of  the  life  of  "  the  pilot  in  action," 
as  Major-General  C.  B.  Ashmore  calls  him.  It  was  very  costly  to  produce,  and 
necessarily  the  price  to  the  public  had  to  be  high. 

Many  would  like  to  possess  it  who  do  not  feel  disposed  to  put  down  Two  Guineas  for 
the  larger  edition  or  Fifteen  Shillings  for  the  smaller. 

How  to  meet  their  views  ?  We  make  a  special  offer  to  any  subscriber  for  one  year 
to  the  Aeroplane  :  namely  to  give  him  the  right  to  purchase  either  edition 
at  half  price. 

All  he  need  do  is  to  send  us  the  accompanying  order  form  with  cheque  for  one  year's 
subscription,  plus  £1  Is.  or  7s.  6d.  according  to  the  Edition  he  wishes  to  have. 

In  order  to  be  fair  to  current  yearly  subscribers  we  extend  the  half-price  concession  to 
them  also.      If  a  subscriber  has  paid  a  quarterly  or  half-yearly  subscription,  then  to- 
secure  the  right  to  participate  he  should  send  the  balance  for  the  year. 

Subscribers  who  have  given  their  orders  through  the  trade,  and  not  direct  to  the  Aeroplane 
Office,  must  sign  the  form  below  or  a  copy  thereof,  and  hand  it  with  the  balance  on 
account  of  the  book  to  their  retailer  for  transmission  to  the  Aeroplane. 

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advantage  of  this  offer,  then  he  may  secure  McCudden's  "  Five  Years  in  the  R.F.C." 
(7s.  6d.) ;  Richthofen's  "  Red  Air  Fighter  "  (3s.  6d.),  and  Gill's  "  The  Aerial  Arm  " 
(6s.  6d.)  at  half  price,  i.e.  8s.  9d.  the  three,  plus  the  year's  subscription  to  the 
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308     (Supplement  to  the  aeroplane.)  Aeronautical  Engineering 




July  23,  .1919 


H  I  STORY 


IS  THE 


h  1  STORY 


OF 


AIR  SUPREMACY. 


Before  the  War,  RECORD  upon 
RECORD  was  created  by  this 
Master     of     Aero  Engineering. 


For  Simplicity,  Reliability,  Long 
Life  and  Economy  BEARDMORE 
AERO  ENGINE  is  still  UN- 
::  EQUALLED. 


WATCH  BEARDMORE 
DEVELOPMENTS.  Many 
Leading  Aircraft  Manufacturers  are 
adopting  this  Engine  as  a  STAN- 
DARD    Post-war    Power  Unit. 


THE  BEARDMORE  AERO    ENGINE,  LIMITED, 

Chairman  :  Sir  William  Beardmore,  Bart. 

London  Showrooms  and  Depots  ; 
H2,  QT.  PORTLAND  STREET,  LONDON,  W.  i . 

Telephone  :    238  Gerrard. 


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Aeronautical  Engineering  (supplement  to  the  aeroplane.)  309 


R34 


THE  FIRST 

AIRSHIP   TO  CROSS 

THE  ATLANTIC 


is 


fitted    with  five 


"MAORI"    TYPE     12    CYL.     275  H.P. 

SUN  BEAM- COATAIEN 

AIRCRAFT  ENGINES 

—  abundant  testimony  to  Sunbeam 
RELIABILITY  &  EFFICIENCY 

SUNBEAM  1919  CAR  MODELS: 
16  h.p.  4=cyl.  with  touring  body  -  £790 
24  h. p.  6-cyl.  1.  -£1,100 

Equipped  with  electric  •  tarting  81  lighting  set,  spar;   wheel  &l  tyre. 

A  WORD  OF  WARNING.— The  above  are  the  retail  list  prices  for  the  new  Sunbeam 
models,  and  intending  purchasers  are  warned  against  anyone  offering  to  sell  at  higher  prices. 
It  is  tantamount  to  profiteering,  which  the  manufacturers  neither  authorise  nor  desire  to  encourage. 
You  will  be  rendering  a  service  f  you  will  notify  the  Sunbeam  Motor  Car  Co.  of  any  case 
which  may  come  to  your  notice. 

THE  SUNBEAM  MOTOR  CAR  CO.,  LTD.,  WOLVERHAMPTON. 

CONTRACTORS    TO    THE    WAR    OFFICE,    ADMIRALTY    AND    AIR  MINISTRY. 

Manch  ster  Showrooms:    106.  Deansgate. 
London   and  District  Agerts  for  Cars:  J-   Keele     Ltd.     72     New  Bond  Street,  W.I. 


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3J0 


(Supplement  to  The  Aeroplan 


,.,  Aeronautical  Engineering 


July  23,  1919 


10,000  FEET  IN  5  MINUTES  25  SECONDS 

AT  FARNBOROUGH  IN  APRIL,  1919,  A  BRISTOL  SCOUT  FITTED 
WITH  A  "  MERCURY  "  ENGINE  CLIMBED  10,000  FEET  IN  5  MINS. 
25  SECS.,  &  20,000  FEET  IN  16  MINS.  15  SECS.,  SPEED  AT  10,000 
FEET  143  M.P.H.  OFFICIAL    CORRECTED    BAROGRAPH  FIGURES. 

CONSTITUTING      TWO      BRITISH  RECORDS 


3O0   H  P.    MERCURY  ENGINE. 


The  Cosmos  Engineering  Go.,  Ltd. 

ENGINES  for  AIRCRAFT, 


JUPITER  (UNGEARED) 

MERCURY 

LUCIFER 


450  H.P. 
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WEIGHT  636  LBS. 
WEIGHT  -87  LBS. 
WEIGHT    220  LBS. 


CONTRACTORS   TO    THE   AIR  MINISTRY. 


SUPREME  IN 


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Mark 


WORKS  : 
Fishponds,  Bristol. 


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Telegrams  : 
RADIARY.  CHARLES.  LONDON, 


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20,000  FEET  IN  16  MINUTES  15  SECONDS 


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(Supplement  to  THE  aeroplane.) 


3M 


if  My 


D  ENOWNED  for  Reliability  and 
*  \  Efficiency,  its  performances  under 
War  conditions  have  served  to  perfect 
the  sterling  qualities  of  the  "  B.L.I. C." 
MAGNETO,  and  to-day  it  stands 
supreme  amongst  magnetcs — whether 
British  or  foreign. 


THE  BRITISH  LIGHTING  AND  IGNITION  CO., 

LIMITED. 

Proprietors— VICKERS,  LTD. 

CHESTON   ROAD,  ASTON,  BIRMINGHAM.        /  Sjjjjj^ 
London  Depot  :    20! ,  To'tenham  Court  Road,  W.I. 


Si 


/Milks. 


rat 
tffl 


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512     (Supplement  to  the  aeroplane.)  Aeronautical  Engineering 


July  23,  191 


Nothing  can  be  better  than  the  best 
Nothing  can  be  better  than  "  Cellon  " 
Therefore  "  Cellon  '!  is  the  best. 


The  above  is  a  self-evident  truth  which  requires  no  proof; 
Nevertheless  : 


C 

E 
L 


ELLON 


ASILY 


ASTING 


OPE 


WITH 


OW-PRICED 


P 

E 


OPULARETY 


FFICIENGY 


N 


AEROPLANES  *ND  SEAPLANES  PROVED  ITS 
SUPERIORITY 


Before  and  during  the  War  and  continues  to  do 
so  to-day. 


CELLON  LTD., 

22,  Cork  Street,  London,  W.l. 

T»U>erams- AJAVS  D,  REG,  LONDON.  Telephones — GERRARD  440  (2  line* 


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Aeronautical  Engineering 


(Supplement  to  The  Aeroplane.) 


313 


By  LIEUT.-COLONEL  N.  J.  GILL,  C.B.E,  M.C. 


THE   AERIAL   ARM  :    Its  Func- 
tions and  Development. 

With  an  Introduction  by 
Major-General  Sir  W.  SEFTON  BRANCKER,  K.C.B.,  A.F.C- 
6s.   6d.  net.  7s,  post  free. 


Contents  : — Chap.  I. — The  Atmosphere.  n. — Airships. 
111. — The  Aeropl  ine.  iv. — Progress  in  Aeroplane  Design, 
v. — The  Evolution  of  Types,  vi. — Navigation  of  the  Air. 
vn. — The  Military  Use  of  Aeroplanes,  vin.  -Co-Operation 
Afloat. — ix. — Air  Power. 


By    A.    S.  G. 

PLAIN  IMPRESSIONS. 

WITH  AN  INTRODUCTION   BY   C.  G.  GREY. 
Crown  8vo.  2s.    6d.  2s-    3d.  post  free. 


BUTLER. 

Mr.  Butler,  a  grandson  of  Josephine  Butler,  an  architect 
by  profession,  became  an  artillery  officer,  and  in  this  de- 
lightful little  volume  gives  his  plain  but  very  graphic  im- 
pressions of  warfare  on  the  Western  Front. 


By  C.  SYLVESTER, 
THE  DESIGN  AND  CONSTRUC- 
TION OF  AERO  ENGINES. 

WITH  96  DIAGRAMS,    6s.  net.    6s,  6d.  post  free 


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has  long  been  wanted.  Mr.  Sylvester  supplies  the  want. 
The  book  is  now  readv. 


By    MAJOR   J.  T.    B.   McCUDDEN,  V.C.,    D.S.O..    M.C,  M.M.    and   Croix   de  Guerre. 

Jp|^£  '  YEARS      IN      THE      RFC  °f  ^Iaj°r  McCudden's  book  The  Morning  Post  says  it 

is  "pithy  and  picturesque."  "The  cavalry  of  the  air  has 
had  no  more  complete  exponent."    In  the  opinion  of  The 


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net. 


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THE    RED   AIR  FIGHTER. 


FULLY  ILLUSTRATED.      2nd  EDITION. 
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McCudden  only  met  Richthofen  once  in  the  air.  He 
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his  tribute  to  their  qualities  lends  a  new  and  peculiar  in- 
terest to  Richthofen's  narrative. 


By  CAPTAIN  R. 
FLYING  COLOURS. 


H.   M.   S.    SAUNDBY,  M.C. 


20  Pictures  in  Colours  of  a  Year  in  the  R.F.C.    EDITION  DE 
LUXE,  £2  2s.      POPULAR  EDITION,  15s.  net. 


With  an  Introduction  by  Major-Gen.  E.  B.  Ashmore,  C.B., 
C.M.G.,  who  says  :  "The  series  may  be  relied  on  as  giving 
a  very  true  and  vivid  idea  of  things  as  seen  by  a  pilot  in 
action." 


THE    L.S.D.   OF  FLYING. 

6s.    net.  6s.    4d.    post  free 


By  CAPTAIN   ARTHUR  SWINTON. 

Captain  Swinton  reduces  much  of  the  eloquence  of  the  past 
few  months  on  the  future  of  civil  aviation  to  the  practical 

.      test  of  £  s.  d. 


By  STEPNEY 

HOW  AN  AEROPLANE  IS  BUILT 

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BLAKENEY. 

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built. 


THE     REVELATIONS    OF  ROY 

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3H     (Supplement  to  the  AtRopiANE.)  Aeronautical  Engineering 


July  23,  19 19 


The  above  is  an  illustration  of  our  320  H.P.  Twin  Engines  9  Seater  Passenger  or  Commercial  Machine 


THE 


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COMPANY 


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Enrol  Now 

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Company's 

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The  most  modern  and  best  method  of  Instruction  in  Flying  is  now  being 
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This  Flying  Ground  covers  an  area  of  about  350  acres,  and  forms  probably  the 
Finest  Training  Aerodrome  in  the  country.    Sleeping  accommodation  available. 

Commence  your  Training  NOW. 


The  School  is  under  the  personal  supervision  of  Mr.  HERBERT  SYKES, 
O.B.E.,  the  well-known  Test  and  Exhibition  Pilot,  assisted  by  a  large  staff  of 
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3l6     (Supplement  to  the  aeroplane.)  Aeronautical  Engineering 


July  23,  1919. 


Every  type  of  Engine 

Overhauled 
&  Repaired 


During  a  period  of  twelve  months  we 
overhauled  and  repaired  2,000  Engines, 
amongst   which    were   the  HispattO- 

Suiza,  B.H.P.,  Beardmore,  R.A.F., 
Rhone,  Clerget,  Gnome,  etc.,  etc.,  and 

gave  satisfaction  in  every  case. 

The  High  Quality  and  Reliability  of 
our  work  are  guarantees  that  you  will 
get  the  highest  service  and  satisfaction. 

Our  works  rank  as  one  of  the  largest 
and  best  equipped  in  the  Kingdom  and 
We  can  meet  every  demand 

promptly  and 
thoroughly 


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branches.  Cars  collected  at  our  London  Depot 

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or  at  any  address  by  appointment.  In  cases  of  urgency  'phone  up 

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Supplement  to  The  Aeroplane,  July  23rd,  1919 


317 


INCORPORATING  AIRCRAFT  ENGINEERING,  AERODYNAMICS,  AIRCRAFT  FINANCE  AND  COMMERCIAL  AERONAUTICS 
AND  MATTERS  PERTAINING  TO  THE  AERONAUTICAL,  ENGINEER  AND  THE  AIRCRAFT  TRADER. 


THE   WEEKLY  COMMENTARY. 


Below  will  be  found  a  first  instalment  of  a  series  of 
articles  written  for  The  Aeroplane  by  M.  L.  P.  Frantzen 
and  dealing  with  the  work  which  has  been  done 
in  France  in  developing  parachutes  for  use  from 
aeroplanes. 

M.  Frantzen  is  well  known  in  France  as  an  authority 
011  this  particular  subject,  and  is  in  a  position  to  give 
an  accurate  account  of  what  has  been  and  is  being  done 
in  that  country. 


Machines  designed  and  built  by  Boulton  and  Paul, 
Ltd.,  of  Norwich,  are  described  in  this  week's  issue  in 
the  series  of  articles  on  "  Modern  British  Aeroplanes." 

Amongst  them  the  twin-engined  "  Bourges  "  bomber 
deserves  particular  attention  on  account  of  the  excellent 
performance  and  high  manoeuvring  qualities  which  it 
possesses. 


Mr.  T.  R.  Harvey  continues  his  account  of  the  Taliedo 
Aero  Show  in  this  number. 


AERIAL   SAFETY  AND   THE  AEROPLANE  PARACHUTE. 

Written  Specially  for  "  The  Aeroplane"  by  L.  P.  FRANTZEN. 


The  safety  of  an  aeroplane  at  this  present  time  depends  essenti- 
ally upon  the  skill  and  the  prudence  of  its  pilot,  beyond  all  ques- 
tion ;  but  for  the  complete  success  of  Civil  Aerial  Transport  it  is 
necessary  to  protect  both  pilots  and  passengers,  one  might  almost 
say,  quite  independently  of  their  own  wills. 

Aerial  travellers,  particularly  business  men  and  merchants,  de- 
mand not  merely  relative  but  almost  absolute  salety.  Let  us 
therefore  begin  by  giving  them  each  their  own  parachutes  whilst 
waiting  for  such  time  as  the  aeroplane  has  itself  developed  the 
life-saving  qualities  of  the  parachute. 

The  distrust  of  the  public  is  due  to  its  attaching  vital  importance 
to  accidents.  The  facts — vividly  revealed  by  brutal  statistics  of 
aviation  accidents — confirm  this  view. 

All  aviation  experiences  leads  to  the  conclusion  tnat  accidents 
throw  serious  discredit  upon  every  aerial  enterprise.  Let  us  there- 
fore impartially  admit  the  facts  and  draw  the  logical  conclusions 
thereupon. 

An  English  aeronautical  paper  states  that  many  people, 
although  themselves  believers  in  the  utility  of  parachutes,  would 
hesitate  to  throw  themselves  out  of  any  aerial  vessel.  To  this  one 
would  reply  that  : — 

(1)  Tt  is  essential  that  one  should  know  how  to  use  the:  parachute, 

and 

(2)  In  any  aircraft  in  danger  'he  instinct  of  self-preservation  is 

such  as  would  prevent  anyone  from  hesitating  to  use  a 
parachute  when  one  understood  its  method  of  use. 
That  this  is  the  case  is  shown  by  the  experiences  ol  kite  balloon 
crews  during  the  war,  and  civilian  aerial  passengers  will  not  be 
faced  with  the  doubled  risk  of  machine-gun  fire  during  their 
descent. 

Aeroplane  pilots  are  not  as  indifferent  to  the  value  of  parachutes 
as  one  might  believe,  but  they  are  keenly  aware  that  to  throw 
oneself  from  an  aeroplane  making  200  kins,  per  hour  is  a  hurried 
performance  representing  a  rather  more  complex  problem  than 
that  of  leaving  by  parachute  a  balloon,  whether  captive,  free,  or 
dirigible. 

To  cast  oneself,  attached  to  a  parachute,  from  a  kite  balloon— 
which  may  be  considered  as  a  fixed  point  in  space- or  even  from  a 
free  or  a  dirigible  balloon,  where  there  is  small  risk  either  of 
entanglement  or  of  upset  caused  by  the  speed  of  the  balloon,  has 
been  an  almost  daily  occurrence  during  the  war. 

With  an  aeroplane  parachute  it  is  a  quite  other  matter,  and 
that  is  why  aeroplane  pilots,  knowing  the  difficulties';  will  not 
rely  upon  parachutes  until  such  time  as  the  parachute  complies 
with  all  those  conditions  essential  to  safety  which  the  author  has 
already  laid  down.    (See  "  L'Acrophile, "  March,  1919.) 

One  may  divide  into  three  classes  the  types  of  parachute  which 
have  so  far  been  tried  for  use  from  high-speed  aeroplanes  :— 

(1)  Parachutes  carried-  upon  the  back  of  the  aviator,  so  that  he 

has  merely  to  leap  overboard  and  then  operate  a  releasing 
gear  which  allows  the  parachute  to  emerge. 

(2)  Parachutes  which  are  carried  on  the  machine  at  some  suit- 

able spot  and  are  a'ttached  to  the  aviator's  harness  by  a 
rope. 


(3)  Parachute  systems  in  which  the  aviator  is  thrown  out  of  the 

machine  by  some  form  of  special  mechanism. 
The  French  "  Conade  "  system  of  pre-war  days  was  of  this  last 
type,  and  similar  systems  have  been  worked  upon  in  the  United 
States. 

The  first  system  is  that  which  the  Germans  used  on  all  their  fast 
lighting  machines  during  the  last  few  months  of  the  war. 

The  British  '  Calthrop  "  parachute  is  of  the  second  type. 

In  France  it  is  the  "  Robert  ''  type  of  parachute  which  has  been 
f<Hind  most  satisfactory. 

The  idea  of  using  the  ordinary  Tuchmes  parachute,  as  used  from 
balloons,  for  oeroplane  work  was  considered,  but  was  rejected 
because  it  was  recognised  that  the  conditions  were  totally  different. 

The  French  Section  Technique  de  l'Adronautique  are  engaged 
upon  the  design  of  a  special  parachute  ol  which  they  have  great 
hopes,  and  at  some  time  soon  France  will  have  the  pleasure  of 
seeing  the  first  official  application  of  a  parachute  to  the  aeroplane. 

It  is  well  to  recall  here  the  pre-war  parachute  systems  which 
gave  promising  results.  These  were  the  Robert,  Hervieu,  Jean 
Ors,  Bonnet,  Cayat  de  Castella,  Od  Kolek,  Lommatsch-Kotelni- 
koff,  and  Bleriot.  Alone  amongst  these  many  inventors  MM. 
Robert  and  Jean  Ors  have  continued  their  effoi  ts  to  perfect  their 
systems  and  have  produced  types  of  parachutes  of  rational  design. 
A  resume^of  the  results  obtained  by  Robert  parachutes  since  1912 
will  first  be  given  : — 

Test  of  Robert  Parachutes. 

First  Type  (1912-14). — Automatic  release  and  certainty  of  infla- 
tion secured  by  elastic  projecting  arrangements- 
Dec.  23rd,  1912. — From  the  first  platform  of  the  Eiffel  Tower. 
1st  Test  :  Dropped  w'lh  sandbag  of  45  kgs 
2nd  Test  :  Dropped  with  sandbag  of  90  kgs. 
Tests  both  satisfactory. 

Sept.  21st,  1913. — M.  Emil  Brodin  threw  himself  from  the  top 
of  the  transporter  bridge  at  Nantes  (60  metres).  The  parachute 
was  released  'by  M.  Brodin  half-way  down  in  view  of  ultimate 
tests  by  dropping  from  an  aeroplane.    Test  very  successful. 

June  10th,  1914. — Concours  de  la  Securite  en  Aeroplane,  at  Buc. 
M.  Champel  released  an  80  kgs.  sandbag  from  less  than  50 
metres  height,  with  satisfactory  results.  Awarded  a  prize  of  2,000 
francs. 

Second  Type  (1916-1919).— Greatly  reduced  stowage,  automatic 
release,  steerability.  Surface  variable  at  will,  allowing  more  or 
less  rapid  descent.  Shock  absorbers.  Rapid  and  certain  un- 
folding. 

(4)  At  Villacoublay-    Sapper  Lallemand  descended  from  an  R.4, 

piloted  by  Adjudant  Dussot,  at  a  height  of  600  m.,  and 
made  a  normal  landing. 

(5)  May  5th,  1918.— At  Pulham  (Norfolk),  under  the  control  of 

Major  -Mostyn,  this  type  of  parachute  was  launched  from 
3s;  metres  under  the  roof  of  an  airship  shed,  opened 
in  15  metres  and  landed  normally. 

(6)  Sept.  and  Oct.,   1918. — American  Aviation  Camp  at  Orly 

(Seine  et  Oise).    Series  of  successful  tests  under  the  super- 


V8     (Supplement  to  the  ^eropla>e  )  Aeronautical  Engineering  July  23,  1919 


A  Robert  Parachute  after  landing. 


vision  of  Lieut.  Starcq,  of  the  American  Technical  Aviation 
Service.  Results  :  Orders  for  the  manufacture  of  1,000 
parachutes.  Chving  to  the  Armistice  only  a  few  were 
actually  delivered  and  the  order  was  cancelled.  A  new 
order  has,  however,  recently  been  given. 
Official  Explanation  of  the  Death  of  Roger  Lallemand, 
July,  1917. 

Upon  the  representations  of  the  French  military  aviation  authori- 

PARACHUTES. 

The  following  letter  has  been  received  : — 

In  a  recent  most  interesting  article  describing  the  "Autochute," 
Lieut.-Col.  H.  S.  Holt,  the  writer,  most  pertinently  draws  atten- 
tion to  the  fact  that  for  a  parachute  to  be  of 'substantial  service 
in  saving  life  from  aeroplanes  it  is  essential  fhat  the  apparatus 
should  not  be  liable  to  entanglement  with  the  machines,  nor 
should  there  be  any-  risk  of  Lhe  man  falling  inside  the  parachute 
in  the  event  of  an  inverted  opening  caused  by  the  maohine  falling 
faster  than  the  man. 

Parachutes  that  require  extension  of  the  silk  body  and  rigging 
(some  40  ft.  or  50  ft.)  before  becoming  detached  from  the  aero- 
plane may  be  successfully  used  for  exhibition  drops  or  to  escape 
from  a  burning  machine,  although  even  with  The  aeroplane  flying 
level  it  is  not  an  uncommon  occurrence  for  the  silk  body  of  such 
parachutes  to  be  torn  by  the  tail  of  the  machine. 

But  with  an  aeroplane  out  of  control,  additional  to  the  danger 
cf  the  silk  body  being  sucked  into  the  tail,  or  cf  the  man  falling 
onto  the  parachute,  there  is,  in  the  case  of  a  spinning  dive,  the 
risk  of  the  silk  body  being  wrapped  round  the  machine. 

Lieut.-Col.  Holt,  however,  is  not  correct  in  hispremise  that  these 
disadvantages  are  inherent  to  all  types  of  single,  or  simple,  para- 
chutes. The  "Salvus"  Parachute,  which  we  are  now  manufac- 
turing, is  so  constructed  that  at  the  first  t:t;h!ening  of  the  sling 


ues  that  the  Robert  parachute  carried  on  the  aviator's  back 
might  inconvenience  him  in  certain  manoeuvres,  it  was  decided  to 
place  it  in  a  drum  placed  in  the  fuselage  below  the  aviator 

This  drum  was  provided  with  an  automatic  release  operated  by 
the  pull  on  the  cord  attached  to  the  aviator  when  he  fell. 

Twelve  preliminary  tests  with  sandbags  were  made  successfully 
with  this  arrangement. 

Corpl.  Lallemand  then  undertook  to  descend  with  this  arrange- 
ment. 

Preparing  to  leave  the  aeroplane,  be  held  the  suspension  cord  in 
his  right  hand,  with  his  left  hand  upon  the  side  of  the  body,  and 
jumped  out  sideways  and  backwards  without  letting  go  the  sus- 
pension cord,  thus  prematurely  pulling  out  the  parachute,  and 
falling  into  it. 

It  was  concluded  therefore  that,  instead  of  letting  himself  fall 
like  a  sandbag,  as  was  intended,  Lallemand,  instead  of  being  in 
the  proper  position  below  the  parachute  at  the  end  of  the  suspen- 
sion rope,  was  actually  above  and  wrapped  up  in  the  parachute- 
like  "a' stone  in  a  pocket-handkei  chief . "  This  has  been  con- 
firmed by  the  Adjudant  Pilot  Dussot  and  other  eye-witnesses. 

This  last  unfortunate  adventure  of  Robert  Lallemand  with  the 
Robert  parachute  in  no  way  reduces  the  value  of  the  system. 
'  Since  this  accident  the  inventor  has  taken  steps  to  prevent  the 
effect  of  such  imprudences  on  the  part  of  the  parachutist. 

The  accompanying  illustration  of  a  Robert  parachute  landing 
shows  this  parachute  at  the  moment  the  parachutist  is  releasing 
himself  from  his  harness. 

The  shock  absorbers  E  can  be  seen  plainly.  These  produce  two 
effects.  At  launching  they  reduce  the  stresses  on  the  pilot's  back 
caused  by  suddenly  opening  of  the  parachute,  and  on  landing  they 
similarly  absorb  the  effects  of  wind  gusts  and  prevent  the  para- 
chutist being  dragged  over  the  ground  whilst  he  is  releasing  his 
harness. 

(To  be  continued.) 

the  parachute  entirely  leaves  its  case  as  a  compact  mass  of  silk, 
and  onlv  when  it  is  completely  detached  and  several  feet  away 
from  the  aeroplane  does  the  inflation  of  the  silk  body  begin. 

The  opening  of  the  parachute  is  rendered  absolutely  certain  by 
the  mouth  of  the  silk  body 'being  held  open  to  a  definite  area, 
until  its  whole  length  is  partially  inflated. 

When  the  pull  of  the  "filled  out"  silk  body  reaches  a  pre-deter- 
mined  amount,  the  lines  are  extended,  and  by  a  simple  patented 
device  the  initial  swing  (hitherto  experienced  with  parachutes 
when  launched  from  aeroplanes)  is  practically  eliminated,  and 
important  and  carefully  made  tests  have  proved  the  shock  of  open- 
ing to  be  very  slight,  -so  that  the  weight,  complication  and  ex- 
pense of  special  "spring"  slings  is  unnecessary-. 

One  feature  which  we  are  sure  Lieut.-Col.  Holt  will  appreciate 
is  that  the  opening  of  the  "Salvus"  Parachute  is  always  nor:r\al 
to  its  line  of  motion  through  the  air  after  complete  detachment, 
so  that  in  the  case  of  a  machine  falling  faster  than  the  man, 
although  the  detachment  from  the  aeroplane  will  'be  upwards 
relative  tcr  the  machine,  the  inflation  and  subsequent  complete 
opening  will  be  actually  downwards,  rendering  it  impossible  for 
lhe  man  to  fall  into  the  parachute;  another  point  is  that  the  whole 
apparatus  is  so  simple  that  without  any  special  gear  it  can  be 
packed  in  less  than  half  an  hour  by  any  person  of  average  in- 
telligence. 

C.  G.  Spencer  and  Sons,  Ltd. 


V  Two  seater  Seaplane  belonging  to  the  Royal  Danish  Navy. 


July  23,  1919  Aeronautical  Engineering  (SupPiement  to  xHE  x»»u^ .>  3*9 


Xanoton  IRoafc,  Cricftlewoofc>,  Xonbon,  1R.W. 


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THE    TRANSATLANTIC  FLIGHT. 


VICKERS-vimy-ROLLS. 

The  first  direct  flight  from  Newfoundland  to  Ireland 
was  accomplished  by  this  Aeroplane  in  15hrs.  57mins. 


9  9 


AEROPLANES 
for  COMMERCIAL  and 
MILITARY  use. 


FLYING  BOATS 
{or  COMMERCIAL  and 
NAVAL  use. 


CONTRACTORS  TO  H.M.  GOVERNMENT. 


Telegraphic  Address  : 
Vickerfyta,  Knights,  London. 


Aviation  Department, 
Imperial  Court,  Basil  Street, 
KNIGHTSBRIDGE,  S.W.3. 


Telephone : 
Kensington  6520  (4  lines) 


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July  23,  1919 


Aeronautical  Engineering 


(Supplement  to  The  AEropuni.) 


321 


MODERN  BRITISH  AEROPLANES. 

IX.— Boulton  and   Paul,  Ltd.,  Norwich. 


Jront  View  of  a  Boulton  and  Paul    "  P.6  "  two=seater  (100  h.p.  R.A.F.  Engine). 


Boulton  and  Paul,  Ltd.,  are  a  well-known  firm  of  structural 
engineers,  who  took  up  the  manufacture  of  airciaft  during  the 
war  and  who  propose  to  continue  that  activity  in  the  future. 

They  acquired  a  reputation  for  excellent  work,  and  were  en- 
couraged by  their  success  to  undertake  experimental  design  work 
which  has  led  to  the  production  of  the  machines  hereafter  illus- 
trated and  descrihed. 

Their  experimental  and  design  department  is  in  the  charge  of 
Mr.  J.  D.  North,  whose  experience  of  aircraft  design  dates  back 
to  very  early  times. 

THE  BOULTON  &  PAUL  P.6  and  P.9. 

These  two  machines  are  generally  very  similar,  although  there 
are  appreciable  differences  in  the  overall  dimensions. 

Both  are  simple  and  robust  two-seater  machines  fitted  with  the 


100  h.p.  R.A.F.  engines,  and  are  suitable  for  training  and  touring 
purposes.  The  staff  of  Boulton  and  Paul,  Ltd.,  have  used  this 
type  of  machine  for  the  purposes  of  their  own  business  and  have 
found  them  distinctly  useful. 

"  P.6." — SPECIFICATION. 

Type  of  machine   Tractor  biplane 

Name  or  type  No.  of  machine  P  6 

Purpose  for   which  intended   Air  travel 

Span   ;„...  25  ft. 

Gap,  maximum  and  minimum   5  ft. 

Overall  length   19  ft. 

Maximum  height   ....... 8  ft. 

Chord   >  ...5-  ft. 


Three-quarter  Rear  View  of  a  Boulton  and  Paul  "  P.6."   As     may  be  seen  by  the  legend  upon  the  fuselage  this  machine  is 

used  for  business  purposes  by  Messrs.  Boulton  and  Paul. 


322      (Supplement  to  the  aeroplane.)  Aeronautical  Engineering 


July  23,  1919 


Three-quarter  Rear  View  of  the  Boulton  and  Paul  "  Bobolink  "  (230  hp  B.R.2  engine). 


Total  surface  of  wings   235  sq.  ft. 

Span  of  tail   ....11  ft. 

Total  area  of  tail  ^0  Sn_  ft. 

Area  of  rudder  9  Sn  ft. 

Area  of  fin   ,  2.ij  sq.  ft. 

Area  of  ailerons  7.^  Sq,  ft. 

Maximum  cross  section  of  body   7~S  sq.  ft. 

Horizontal  area  of  body   27  sq.  ft. 

Vertical  area  of  body     44  sq.  .ft. 

Engine  type  and  h.p    100  h.p.  R.A.F. 

Airscrew   9  ft.  3  in.   Diam.  ;   1,000  r.p.m. 

Weight  of  machine  empty   1,100  lbs. 

Load  per  sq.  ft  7.35  lbs. 

Weight  per  h.p  17.2-  lbs. 

Tank  capacity  in  hours   2.37  hours 

Tank  capacity  in  gallons   20.1  gals. 

Performance  : — 

Speed  at  1,000  feet   103  m.p.h. 

Landing  speed   45  m.p.h. 

Climb — 

To  5,000  feet  in  minutes   9  mins. 

Disposable  load  apart  from  fuel  400  lbs. 

Total  weight  of  machine  loaded   I>725  lbs. 

THE  BOULTON  &  PAUL  "  P9." 

SPECIFICATION. 

Type  of  machine   Praetor  biplane 

Name  or  type  No.  of  machine   P  9 

Purpose  for  which  intended  Air  travel 

Span   r...   1  27  ft.  6  in. 

Gap,  maximum  and  minimum   5  ft.  6in. 

Overall  length   .25  ft. 

Maximum  height  10  ft. 

Chord  V....  ..5  ft.  6  in. 

Total  surface  of  wings   285  sq.  ft. 


Span  of  tail  12  ft. 

Total  area  of  tail     40  sq.  ft. 

Area  of  rudder   '.  ...9  sq.  ft. 

Area  of  fin   u  .*.  2.8  sq.  ft. 

Area  of  ailerons   '-9-45  s(i- 

Maximum  cross  section  of  body   7.8  sq.  ft. 

Horizontal  area  of  body    37  sq.  ft. 

Vertical  area  of  body   56  so.  ft. 

Engine  type  and  h.p.  .....   100  h.p  R.A.F. 

Airscrew   9  ft.  3   in.    Diam.  ;   1,000  r.p.m. 

Weight  of  machine  empty   ^244  lbs. 

Load  per  sq.  ft  6.3  lbs. 

Weight  per  h.p    17.7  lbs. 

Tank  capacity  in  hours     3  hours 

lank  capacity  in  gallons   24  gals. 

Performance : — 

-Speed  at  1,000  feet  104  m.p.h. 

Landing  speed   42  m.p.h. 

Climb — 

To  5,000  feet  in  minutes   8^  mins. 

Disposable  load  apart  from  fuel   400  lbs. 

Total  weight  of  machine  loaded   J'77°  lbs. 

THE  BOULTON  &  PAUL  "BOBOLINK." 

A  small,  high-performance  single-seater,  designed  and  built 
towards  the  end  of  the  war.  Like  many  other  excellent  machines 
of  similar  date,  this  was  never  manufactured  in  quantity. 

The  illustrations  give  a  very  good  idea  of  the  general  features 
of  the  machine. 

SPECIFICATION. 

Type  of  machine   ....  Single-seater  biplane 

Name  or  type  No.  of  machine   Bobolink 

Purpose  for  which  intended   Fighting  Scout 

Span    ,  ..:  ~.  .......  /....;. \  v^-.i'29  ft. 


Three  quarter  Front  View  of  the  B.  and  P.  "  Bobolink. 


Aeronautical  Engineering  (supplement  to  the  aeroplane.)  323 


is  assured  if  you 
use  Naylor's 
Superfine  Products. 

Write  for  Booklet  describing 
Specialities  for  AERO  WORK. 

Our  qualities  include  : 

AIRSCREW  VARNISHES 

(Particulars  of  scheme  approved  by  A.I.D.,  free  on  request.) 

Dop  ^resisting  White  Paints 
and  Varnishes, 

Seaplane  Varnishes,  Etc.,  Etc. 

And  a  variety  of  other  approved  Fir5 
Samples  sent  with  pleasure. 

Inaylor  brothers 

(LONDON)  LTD. 

Manufacturers  of  Superfine  Yarnishes, 
Paints,  Enamels  and  Distempers, 

Office*: 

SOUTHALL,  MIDDLESEX. 

Telephone  No.  30  SOUTH ^LL. 

Contractors  to  all  Government  Departments. 


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324      (Supplement  to  the  aeroplane.)  Aeronautical  Engineering 


July  23,  1919 


4& 


Contractors 

to  the 
War  Office, 
Admiralty 
and 
Air  Ministry. 


Gnome 
and  Le  Rhone 
Engine 


Company 


MANUFACTURERS    AND    SOLE  LICENSEES 
for  the  British  Isles,  and  Licensees  for  Overseas  Dominica* 
of  the  Gnome  and  Le  Rhone  Aero  Engines. 


The  Gnome  and  Le  Rhone  Engine  Co.  beg  to  give  notic* 
that  they  cannot  accept  any  responsibility  for  Engines  and 
Spares  which  have  not  been  supplied  direct  from  them,  or 
which  have  not  been  overhauled  and  tested  by  their  staff. 


LONDON  OFFICB 

27,  BUCKINGHAM  GATE,  S.W.I. 

WORKS  and  OFFICES 

BLAGKHORSE  LANE,  WALTHAMSTOW.  E.17. 


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(Supplement  to  The  Aeropiane.) 


325 


Our  "Britannia 


Doping  Schemes 

are  well  worth  your 
attention.  We  will  send 
you  particulars  free. 
We  manufacture  every 
Dope,  Paint,  Enamel, 
Varnish,  etc.,  required 

for  Aeroplane  Construction. 

Robt#  Ingham  Clark 

&  CO.,  LTD. 
West   Ham  Abbey,  Stratford,  E.15. 


Write 
for 
our 
Dope 
Catalogue. 


T  33 


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326 


(Supplement  to  The  Aeroplane.) 


Aeronautical  Engineering 


JULY  23,  1919 


OLDBURY. 

Telegrams  :-  "ACCLES,"  OLDBURY. 

BIRMINGHAM. 
Telephone  : — OLDBURY  m  (4  linet). 


REPUTATION. 

As  manufacturers  of  weldless  steel  tubing,  as  tut>e 
manipulators,  and  as  steel  pressvvorkers,  we  have 
a  world-wide  reputation  for  all-round  excellence. 
Multitudinous  are  our  products,  ind  our  reputation 
is  behind  every  item. 

We  are  tight  in  the  fore-front  with  our  "  Apollo  " 
tubular  box  spanners.  These  are  becoming  increas- 
ingly popular  in  progressive  engineering  workshops. 
We  make  several  patterns — including  a  special  set 
for  Ford  Cars — all  of  which  leave  absolutely  nothing 
to  be  desired  in  tubular  spanner  construction.  A-k 
for  our  spanner  catalogue  and  price  list. 

We  can  supply  aircraft  parts  in  big  quantities,  as 
in  this  connection  we  are  specialists  in  tapering, 
bending,  trapping,  welding,  and  all  other  classes  of 
tube  manipulation  and  presswo.'k.  'I  c-day  we  recog- 
nise that  aircraft  builders  have  more  time  to  mani- 
pulate their  own  components,  but  they  need  steel 
tubing  and  we  supply  the  very  best  Further,  let 
our  war  experience  assist  you  in  mis  matter  of  steel 
tubing  and  steel  presswork.  We  may  be  able  to 
save  you  money,  because  we  have  the  tools  for  many 
components. 


LUMINIU 

CASTINGS 


;  'ilelep&neSy- 


:   3846  t 

:  city.  ; 

i  4-8  7-9  i 
•   CENTRAL  i 


of  Every  Description  ^ 

2'H-P-to  6OO  HP  i 
CHILL  CASTINGS  for  AEROPLANES  A  SPECIALITY  f 

:  KRANKASES  : 

Best  Metal.  Good  Castings.  Quick  Deliveries  \  |j;iNj  I 

Repairs ■  to  Aluminium  Crank  Cases,  Gearboxes  etc.,  6y  Special  Process.   \  • 


COAN 
CASTS 
CLEAN 
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RW-  COAN 


2I9,COSWELL  ROAD, 
LONDON,/ 
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» Contractor 
to 

,H.M  GOVERNMENT 


NOW  IN   A   POSITION    TO    EXECUTE  ORDERS. 


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July  23,  1919 


HEAD  1  Esse*  WW 
OFFICE.  I  Canning  Town.  London.  £.16. 


M 


No.  9. 

Petrol  Proof 
Cement. 

We  stock  Super  Cement  at  our  numerous 
Wharves  and  Depots  in  and  around  London. 

This  Cement  is  proof  against  the  penetra- 
tion of  Petrol,  and  is  used  for  the  construction 
of  Petrol  Storage  Tanks.  A  Cement  that 
will  withstand  the  penetration  of  Petrol  will 
as  assuredly  withstand  the  percolation  of 
Water  through  damp  walls. 

<J  We  have  the  largest  stock  of  firebricks,  pipes  and 
sanitary  goods,  Portland  Cement,  building  bricks, 
tiles,  etc.,  and  can  give  the  promptest  delivery  by  our 
own  motor  lorries. 

Established  1857. 


J.H.SANKEY.&  SON ,U 


Telephone  : 
East  1061. 


HEAD  OFFICE:-  Essex  Wharf.  Canning  Town,  London.  E.16. 


Telcgrafhs  : 
Sankcy.  Canning  Town. 


SAMUEL  MERCER  &  CO., 


Proprietor  -  S.  J.  MERCER. 
Telephone  :  City  6342. 

for  Aircraft. 

BRASS  AND  COPPER 
SHEETS. 

SOLDER.  INGOT  TIN. 

WELDING  WIRE. 
COPPER  BITS,  ETC. 

LARGE  STOCKS  IN  OUR 
OWN  WAREHOUSE. 

Deliveries. 


198,  UPPER  THAMES  ST.,  LONDON,  E.C.4. 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS 


328 


(Supplement  to  The  Aeropmne. 


,  Aeronautical  Engineering 


July  23,  1919- 


^Jlllllllllllllllllllllllll 


=  Accumulators- 


The  Chloride  Electrical  Storage  Co.,  Ltd., 
Clifton  Junction,  near  Manchester. 
"Chloridic,  Pendlebury  "  Central  Man- 
chester,   163$.  Pendleton,  Ii, 


=  Acetylene  Welding  Plant— 

—  Acetvlene    Corporation    of    Great  Britain, 

—  Ltd.,   The,   49,   Victoria   Street,  West- 

—  minster,      S.W.i.        "  Flamma,  Vic, 

—  London  "  Vic  4830. 
=  Imperial  Light,  Ltd.,  123,  Victoria  Street, 
=  London,     S.W.i.     "  Edibrac,  'Phone. 

—  London."  3540  Victoria  (3  lines). 


Aeroplane  Manufacturers— 

Aircrafl  Manufacturing  Co.,  Ltd.,  Hendon. 
"Airmanship,  Hyde,  London." 

Kingsbury  220. 

Armstrong,  Sir  W.,  Whitworth  &  Co.,-  Ltd., 
Newcastle  -  on  -  Tyne.  "Armstrong 
Aviation,  Newc-istle-on-Tyne." 

Gosforth  500. 

Blackburn  Aeroplane  &  Motor  Co.,  Ltd., 
Olymoia,  Leeds.     "  Propellors,  Leeds." 

Rouudhay  345  (3  lines). 
Boulton  &  Paul,  Ltd.,  Rose  Lane,  Norwich, 
"  Aviation,  Norwich."        Norwich  851. 
British   Aerial  Transport  Co.,  Ltd.  Head 
Office  :     i&,    Conduit    Street,  London, 
W.i.  "Batigram   Reg.  London." 

Mayfair  637,  638. 
Works  :  Hythe  Road,  Willesden,  Lon- 
don, N  W.io.  "Aerbrirans,  Phone, 
London."   ,  Willesden,    2272,  2273 

Hittish  &  Colonial  Aeroplane  Co.,  Ltd. 
(The  Bristol  Co.),  Filton,  Bristol 
"  Aviation,  Bristol.''  Bristol  3006. 

Central  Aircraft  Co  ,  High  Road,  Kilburn, 
■  N.W.6.   "  Aviduction,  Phone,  London." 

Hampstead  4403  and  4424.- 
Dawson,  John,  &  Co,  Ltd.,  Newcastle-on- 
Tyne.       "  Dependable,  Newcastle-on- 
Tyne."  Central  2604  (2  lines). 

Eastbourne  Aviation  C,o.,  Ltd.,  Eastbourne. 
.  "  Aircraft,  Eastbourne." 

Eastbourne  1176. 

Gosport  Aircraft  Co.,  Gosport'. 

"  Flight  Gosport."  Gosporf  217. 

Grahame-White    Company,    Ltd.,  London 

Aerodrome,  Hendon.    "Volplane,  Hyde, 

London."  Kingsbury  120. 

London     Office,     12,     Regent  Street, 

S.W.i.  Regent  2084. 

Handlev  Page,  Ltd.,  110,  Cricklewood  Lane, 

N.W  2.    "  Hydrophid,  Crickle,  London." 

Hampstead  7420. 
Hooper    &    Co.,    Ltd.,    54,    St.    James  St, 

Piccadilly,    London,   S.W.      "  Sociable, 

St   James,  London."  Regent  912. 

Mann,    Egerton    &    Co  ,    Ltd.,  Norwich. 

"  Motors,  Norwich." 

Norwich  482  (4  lines). 
Martinsvde,     Ltd.,     Brookiands,  Byfleet, 

"  Martinsyde,  Weybridge." 

Woking  331;  Byfleet  171. 
"  Nieuport  "     81     General     Aircraft  Co., 

Cricklewood,  London,  N.W. 2.     "  Nieu- 

scout,  Crickle,  London." 

Willesden  2435 

Phcenix  Dynamo  Manufacturing  Co.,  Ltd., 
Thornbury,  Bradford.  "Dynamo, 
Bradford."  Bradford  3700  (4  lines). 

The  Regent  Carriage  Co.,  Ltd.,  126/132, 
New  King's  Road,  Fulham,  S.W. 6. 
"  Carbodis,  London."    Putney  2240-2241. 

Roe,  A.  V.,  &  Co.,  Ltd.,  Manchester. 
"  Triplane,  Manchester  " 

City  8530-8531,  Manchester. 

Saunders,  S.  E-,  Ltd.,  East  Cowes,  LO.W. 

"  Consuta,  Easr  Cowes  "  Cowes  193. 
Short    Bros.,    Rochester,    Eastchurch  and 

Whitehall  House,  S.W.  "Tested,  Phoiu, 

London."  Regent  378. 

The  Siddeley  Deasy  Motor  *ar  Co.,  Ltd., 

Coventry.       Coventry  954         "  Deasy, 

Coventry." 

Sopwith  Aviation  Co.,  Ltd.,  Kingston-on- 
Thanies.     "  Sopwith,  Kingston  " 

Kingston  1988  (8  lines). 

The  Supermarine  Aviation  Works,  Ltd., 
Southampton.     "  Supermarin." 

Woolston  37  (2  lines). 

Vickers,  Ltd  ,  Imperial  Court,  Basil  Street, 
Knightsbridge,  S  W.3.  "  Vickerfyta, 
Knights,  London."       Kensington  6810. 

Waring  &  Gillow,  Ltd.,  Hammersmith. 
"  Warisen,  Ox,  London."  Museum  5000. 

Westland  Aircraft,  Yeovil  "Aircraft,  Yeo- 
vil." Veovil  129. 

White,  J.  Samuel,  &  Co.,  Ltd.,  East  Cowes. 
"  White,  East  Cowes."  Cowes  3. 


y — ■  —   ~ 

aiQroviariQ  • 

u  1 


AirShipS- 
Airships,  Ltd.,  High  Street,  Merton. 

Wimbledon  1314. 
The     North    British    Rubber    Co.,  Ltd., 
Castle     Mills,     Edinburgh.  "Weba, 
Edinburgh.  '    Edinburgh  3880  Central. 

(5  lines.) 

Short  Bros.,  Rochester,  Eastchurch,  and 
Whitehall  House,  S.W.  "  Tested, 

'Phone,  London."  Regent  378. 

C.  G.  Spenc.*r  and  Sons,  Ltd. 
(See  under  "  Balloons  "). 

Aluminium  Castings  (Sand  and  Die) 

Coan,  R.  W.V  219,  Goswell  Road,  London, 
E.C.i     "  Krankases,    Isling,  London." 

City  3846. 

Balloons— 

The  North  British  Rubber  Co.,  Ltd., 
■Castle  Mills,  Edinburgh.  "Weba, 
Edinburgh."    Edinburgh  3880  Central. 

(5  lines.) 

C.  G.  Spencer  and  Sons,  Ltd.,  50A,  High- 
bury Grove,  N  5.    "Aeronaut,  London." 

Dalston  1893. 

Bent  Timber  Parts— 

Hopton  &  Sons,  George  Street,  Euston 
Square,  London,"  N.W.i.  "  Hoptons, 
Eusquare,  London  "  Museum  496. 

Also  at  Market  Harborough,  Leices- 
tershire. .  "  Hoptons,  Market  Har- 
borough. '       Market    Harborough  13. 

Bearings  (Etonia  Cast  Phosphor  Bronze) 
Brown  Bros.,  Ltd  ,  Of.  Eastern  St.,  E.C.i. 
Yorkshire     Engineering     Supplies,  Ltd., 
Wortley,  Leeds.     "  Yes,  Leeds." 

Central  3927. 

Blowpipes  (Oxy-Acetylene)— 

Acetylene  Corporation  of  Great  Britain, 
Ltd  ,  The,  49,  Victoria  Street,  Westmins- 
ter, S.W.i    ".Flamma,  Vic,  London." 

Vic.  4830 

Imperial  Light,  Ltd ,  123,  Victoria  Street, 
London,  S.W.i.  "  Edibrac,  'Phone, 
London."  Vic.  3540*  (3  lines). 

Bolts— 

Mitchell  Wedgewood  81  Co.,  Campbell" 
Works, _  Stoke  Newington,  London, 
N.i 6  Dalston  2500  (2  lines). 

Books  (Aero  Engines) — 

Dykes'  Auto  Encyclopedia,  Gillam,  149, 
Strand,  W.C.2 

Buildings— 

Boulton  &  Paul  Ltd  Rose  Lane,  Norwich 
"Aviation,  Norwich."        Norwich  851 

Rubefy  Owen  &  Co.,  Dar.aston,  South 
Staffs 

Cable    Coverings    and  Cable 
Controls— 

'ihe  Buvuieii  i.iuke  Co.,  Ltd.,  Tyseley,  Bir- 
mingham.    "  Bowden,  Acock 's  Green." 

Acock's  Green  103  &  104 
Bowden     Wire,    Ltd  ,    Willesden  Junction, 
"  Bowirelim,  Harles,  London." 

Willesden  240c  (3  lines). 
Herbert    Terry    &    Sons,    Ltd.,  Redditch. 
"  springs,  Redditch."  Redditch  01. 

Carburettors— 

Hobson,  IJ.  M„  Ltd.,  29,  Vauxhall  Bridge 
Road,  S.W. 2.  Victoria  4070. 

Casein— 

Nieuwhof,   Surie    &    Co.,   Ltd..,   5,  Lloyds 
Avenue,   London,  E-C  3       "  Suricodon, 
•     Fen,  London."  Avenue  34  and  35. 

ClOthing- 
Burberry's,  Ltd,  Haymarket,  S.W.i 

Regent  216s. 

Dunhill's  Ltd.,  Euston  Road,  N.W.i. 
"  Dunsend,  London."  North  3405-6. 

The  North  British  Rubber  Co.,  Ltd., 
Castle  Mills,  Edinburgh.  "Weba, 
Edinburgh."     Edinburgh  3880  Central." 

iS  lines.) 

Component  Parts— 

Accles  &  Pollock,  Ltd ,  Oldbury,  Birming- 
ham    "Accles,  Oldbury." 

Oldbury  in  (4  lines). 

Brown  Bros.,  Ltd  ,  (it.  Eastern  St.,  E.C.i. 

Central  Aircraft  Co.,  High  Road,  Kilburn, 
N.W. 6.    "Aviduction,  'Phone,  London." 

Hampstead  4403  &  4404. 

Thompson  Bros.  (Bilston),  Ltd.,  Bradley, 
Bilston,  England  "  Thompson  Bros., 
Bilston."  Bilston  10. 


Cords,  Tapes,  and  Threads— 

MacLenuan,  J.,  &-  Co.,  30,  Newgate  Street, 
E.C  1.   .  And  at  Glasgow.       City  ,3115. 

Dopes— 

Titanine,  Ltd.,  175,  Piccadilly,  W.L 
"Tetrafree,  Piccy,  LonJon."  Gerrard  2312 

British  Cellulose  Co.,  8,  Waterloo  Place, 
S.W.i.    "  Cellutate,  London." 

Regent  4046. 

The  British  Emaillite  Co.,  Ltd.,  30,  Regent 
Street,  S.W.i.  "  Ridleypren,  Piccy, 
London  "  Gerrard  280. 

Cellon,  Ltd  ,  22,  Cork  Street,  London,  W.i. 
"  Ajawb,  Reg,  London."     Gerrard  440. 

Robt.  Ingham  Clark  &  Co.,  Ltd.,  West 
Ham  Abbey,  lv.15.  "^Oleotinc,  Strati 
London."  East  955- 

Engines  and  Parts— 

&  Co.,  Ltd 


Allen,  W.  H. 

Bedford." 
Arrol-Johnston,  Ltd., 

Dumfries  " 
Beardmore  Aesc  Eng., 

land  Street,  W.i. 

don." 


Bedford.  "Pump, 
Bedford  No.  1. 
Dumfries      "  Mocar, 
Dumfries  281-282. 
Ltd  ,  112,  Great  Porl- 
"  Beardmore,  Lon- 
Gerrard  238. 


The  Cosmos  Engineering  Co.,  Ltd.,  Fish- 
ponds, Bristol. 

Dudbridge  Iron  Works,  Ltd  uSalmson),  87, 
Victoria  Street,  London,  S.W.i.  "Aero- 
flight,  Vic,  London."  Vic  7026. 

Gordon  Watney  .S:  Co.,  Ltd.,  Weybridge. 
"  Mercedes,  Weybridge." 

Weybridge  550  (7  lines). 

Green  Engine  Co,  Ltd.,  '1  wiekCniiaui. 

Richmond  1203. 

Gwynnes,  Ltd.,  HamniersnuUr,  \V. 
"  G wyune,  Hammersmith." 

'Iiammersinr.il  ijio. 

Napier  &  Son,  D.,  Ltd  ,  14,  New  Burlington 
Street,  London,.  W.,  and  at  Acton,  W. 
"  Nitrifier,   London  "         Gerrard   6920.  - 

Rolls-Royce,  Ltd  ,  14  and  15,  Conduit  street, 
W.i.      "  Rolhead,  London." 

Gerrard  1054-5-6. 

The  Siddeley-Deasy  Motor  Car  Co.,  Ltd., 
Coventry.  Coventry  954.  "Deasy, 
Coventry'.'" 

Sunbeam  Motor  Car  Co.,  Ltd.,  Wolverhamp- 
ton.     "  Moorfieid,  Wolverhampton." 

Wolvcrua,.,pi.uii  985. 

The  Gnome  '&  Le  Rhone  Engine  Co.,  Ltd., 
27,  Buckingham  Gaie,  to.  W.i.  "Eleven- 
fold, London.''  Wallhamstow  611  (2 
lines). 

Walton  Motors,  Ltd.,  Waltou-on-Thames. 
"  Motors,    Waliou-on-'i  names." 

Wa.ton-on-'l  ham'es  220 

Electrical  Accessories— 

Belling  &  Co.,  i\ioh*»k  ut  lvoad,  Upper 
Edmonton,  N.io.  "  ue-lliu^.,  Eilmou- 
ton."  loUcnani  1904. 

Browu  Bros.,  Ltd.,  Gt.  Eastern  .,1.,  E.C.i. 

Johnson  &  Phillips,  Ltd.,  Charlton,  Lon- 
don, s.E-7-       "  Juno,  LonUu.,." 

Central  2207 ;  I.ju  ijh  Wa.l  1564. 

The  Rotax  Motor  Accessories  Co:,  Lid.,  Vic- 
toria Road,  Willesden  Junction,  N.W10. 
"  Rodyualue,   'l-hone,  LoiiTiou." 

Wiile^vlen  24S0. 

Electric  Cables— 

E-  Kalker  and  '_o.,  Coventry.  "  Kalker, 
Coventry."  -  Coventry  24X. 

Johnson  &  Phillips,  Ltd.,  Charlton,  Loudon. 
s.K.7.     "Juno,  London." 

Central  2.07 ;  London  Wall  1564. 

Electric  Lighting  and  Power— 

Johnson   &   Phillips,  i,id.,  ChartwU,  Lou-' 
don,  S.E-7.    "Juno,  London." 

Central  2207;  London  Wall  1564. 
Mann,  Egertou  &  Co.,  Ltd.,  117,  Cleveland 
Street,  London,  W.     «  IteuuL'juf,  Eu's> 
.    rjau."  -duseum  70  (4  lilies). 

Electro    Platers    and  Metal 
Polishers'  Engineers— 

W.  Caiuuug  &  -wo.,  133-137,  Great  Hampton 
Street,  Birmingham.  "  Materials,  Bir- 
mtngnaiu.' 

Birmingham  3622  Central  (3  lines) 

Fireproof  Petrol  Tanks— 

The  Aircraft  Improvements  Co.,  Morning- 
ton  Works,  Arlington  K.aU,  Camden 
Town,  N  W  1 

Flare  Lights- 
imp  r..:.  .,!ghi,-  Ltd.,  125,  Victoria  Street, 
London,     S.W.i       "Edibrac,  'Phone, 
London  "  Victoria  3540  (3  lines). 

Flexible  Shafts- 
Herbert  Terry    &    Sons,   Ltd.,  Redditch. 
"  Springs,   Redditch."         Redditch  61. 


July  23,  1919 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplane.) 


329 


Telephones  : 
Gosport  217. 
Southampton  1861 
London  :    Gerrard  5716. 


Telegrams  : 

"  Flight,  Gosport." 

♦'Flying,  Southampton." 


GOSPORT  AIRCRAFT 

DESIGNERS     AND     BUILDERS  OF 

FLYING  BOATS 

FOR 

THE  AIR  MINISTRY  AND  FOR  COMMERCIAL  AND  PLEASURE  USE. 


HEAD  OFFICE:  GOSPORT. 
WORKS:  GOSPORT  &  SOUTHAMPTON. 


Sir  Charles  Allom. 
Charles  E.  Nicholson. 

M.  H.  Volk,  A.F.Ae.S.  (General  Manager). 


London  Office  :   15,  George  Street, 
Hanover  Square,  W.i. 

Te'egrams — "  Embellishment,  London." 

New  York  Office  : 

19,  East  52nd  Street. 

Telegrpus — "  Embellishment,  New  York." 


ARNDTT-St-HARRISDN  LL° 


-r 


Telegrams — ■ 

ARNOTHARRI,  LONDON. 


SPECIALISTS   IN  ALL 

DE  HAVILLAND 

METAL  FITTINGS 

UNSURPASSED  FOR 

PROMPT  DELIVERY. 

Hythe  Rd.,  WILLESDEN  JUNCTION, 
N.W.10. 


V"A  SMALL  PARTS  TO  THE  RESCUE. 


KINDLY    MENTION    "  THE    AERO F LANE  -    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


330     (Supplement  to  the  Anorun.)  Aeronautical  Engineering  July  23,  1919 


G. 

BY   DIRECTION    OF    THE    DISPOSAL  BOARD. 

FOR 


AEROPLANES. 

F.E.2.B.  MACHINES. 

New  and  second-hand  fitted  with  160  h.p.  Beardmore  Engines. 

ARMSTRONG   WHIT  WORTH  MACHINES. 

New  and  second-hand  complete  with  160  h.p.  Beardmore  Engines. 

SOPWITH  DOLPHIN. 

SOPWITH  SCOUT. 

S.E.5. 

AVRO.  . 

D.H.6/4/9. 

B.E.2.  E. 

ENGINES. 

A  limited  number  of  ROLLS-ROYCE  EAGLE  VIII  ENGINES. 

These  are  the  same  engines  as  in  the  Vimi-Bomber  which  recently  flew 
across  the  Atlantic. 

Also  all  marks  of  Rolls-Royce  Engines  up  to  VII. 

A.  1 2  Bis  300  h.p.  FIAT.        The  famous  Italian  Engine. 
SIDDELEY    "  PUMA"  230  h.p. 
SUNBEAM    "ARAB"   200  h.p. 

SUNBEAM    "  MAORI  "   250  h.p.,  WITH  WHICH  R  34  WAS  EQUIPPED. 

SUNBEAM    COSSOCK   320  h.p. 
HISPANO    SUIZA  WOLSELEY  200  h.p. 
HISPANO    SUIZA    FRENCH  200  h.p. 

A  limited  number  of  the  following  : — 

LE  RHONE  no  h.p.  Rotary.  CLERGET  130  h.p.  Rotary. 

B.R.2.  200  h.p.  Rotary.  CLERGET  200  h.p.  Rotary. 

B.R.i.   150  h.p.  Rotary.  MONO   100  h.p.  Rotary. 

HAWK  75  h.p.  Rolls-Royce  Engine. 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


July  23,  1919  Aeronautical  Engineering 


(Supplement  to  The  Aeroplane.) 


R. 


ALE 


AIRCRAFT   DISPOSAL  DEPARTMENT. 


SHOCK  ABSORBER  CORD. 

New  Braided  Shock  Absorber  Cord — all  sizes. 
New  Shock  Absorber  Cord  with  looped  ends,  various  lengths. 

TUBING. 

New  Petrol  and  Oil-resisting  Tubing,  from  ^in.  to  2in. 

WHEELS. 

New  Aero  Wheels — various  sizes. 
New  Aero  Wheels — various  sizes,  complete  with  tyres  and  tubes. 

COVERS  &  TUBES. 

New  Covers  and  Tubes — various  sizes. 

AERO  WHEELS-Secondhand. 

Serviceable  Aero  Wheels,  complete  with  Tyres  and  Tubes.       Serviceable  Covers  and  Tubes. 

EXCEPTIONALLY  STRONG  TIMBER. 
Propeller  Packing  Cases  (2  Blades). 

8  feet  long — 21  feet  super  to  10  feet  8  inches — 46  feet  super. 

Propeller  Packing  Cases  (4  Blades). 

8  feet — 28  feet  super  to  11  feet  6  inches — 101  feet  super. 

To  be  viewed  at  HENDON  or  WADDON  {Croydon)  by  arrangement. 

700  Stripped  Planes  (Wings).  112  Stripped  Fuselages. 

1200  small  fabric  covered  parts — can  be  used  as  trellis  work,  etc. 

To  be  viewed  at  Southern  Aircraft  Repair  Depot,  Farnborough,  Hants. 

Tenders  are  requested  for  the  above,  returnable  by  August  15^/2,  1919. 

PROPELLERS. 

Two  and  four  bladed  Propellers  made  of  the  finest  Walnut  or  Mahogany. 
Two  bladed  25/-  Four  bladed  30/- 

Can  be  bought  in  a  few  minutes  and  taken  away,  or  arrangement  to  be  made  for  delivery  from  the  Show  Room  s 
of  the  Aircraft  Disposal  Board  on  the  ground  floor  of  York  House. 

Any  further  particulars,  Forms  of  Tender,  Permits  to  View  (except  the  last  item)  may  be 
obtained  from  the  CONTROLLER,  AIRCRAFT  DISPOSAL  BOARD, 

YORK  HOUSE,  KINGSWAY,  W.C.2. 


KINDLY    MENTION    "THE    AEROPLANE"    WHEN    CORRESPONDING    WITH  ADVERTISERS 


July  23, 


BY  DIRECTION   OF   THE   DISPOSAL  BOARD. 

FOR 


AEROPLANES. 

F.E.2.B.  MACHINES. 

New  and  second-hand  fitted  with  160  h.p.  Beardmore  Engines. 

ARMSTRONG   WHIT  WORTH  MACHINES. 

New  and  second-hand  complete  with  160  h.p.  Beardmore  Engines. 
SOPWITH  DOLPHIN. 
SOPWITH  SCOUT. 
S.E.5. 
AVRO. 
D.H.6/4/Q. 
B.E.2.  E. 

ENGINES. 

A  limited  number  of  ROLLS-ROYCE  EAGLE  VIII  ENGINES. 

These  are  the  same  engines  as  in  the  Vimi-Bomber  which  recently  flew 
across  the  Atlantic. 

Also  all  marks  of  Rolls-Royce  Engines  up  to  VII. 

A.12  Bis  300  h.p.  FIAT.        The  famous  Italian  Engine. 
SIDDELEY    "  PUMA"  230  h.p. 
SUNBEAM    "ARAB"   200  h.p. 

SUNBEAM    "  MAORI  "  250  h.p.,  WITH  WHICH  R  34  WAS  EQUIPPED. 

SUNBEAM    COSSOCK   320  h.p. 
HISPANO    SUIZA  WOLSELEY  200  h.p. 
HISPANO    SUIZA    FRENCH  200  h.p. 

A  limited  number  of  the  following  : — 

LE  RHONE  no  h.p.  Rotary.  CLERGET  130  h.p.  Rotary. 

B.R.2.  200  h.p.  Rotary.  CLERGET  200  h.p.  Rotary. 

B.R.i.  150  h.p.  Rotary.  MONO  100  h.p.  Rotary. 

HAWK  75  h.p.  Rolls-Royce  Engine. 


pa  23. 


Aeronautical  Engineering 


(Supplement  to  1  he  Aeroplane.) 


B. 


AIRCRAFT  DISPOSAL  DEPARTMENT. 


ALE 


SHOCK  ABSORBER  CORD. 

New  Braided  Shock  Absorber  Cord — all  sizes. 
New  Shock  Absorber  Cord  with  looped  ends,  various  lengths. 

TUBING. 

New  Petrol  and  Oil-resisting  Tubing,  from  Jin.  to  2in. 

WHEELS. 

New  Aero  Wheels — various  sizes. 
New  Aero  Wheels — various  sizes,  complete  with  tyres  and  tubes. 

COVERS  &  TUBES. 


New  Covers  and  Tubes — various  sizes. 

AERO  WHEELS-Secondhand. 


Serviceable  Aero  Wheels,  complete  with  Tyres  and  Tubes.       Serviceable  Covers  and  Tubes. 

EXCEPTIONALLY  STRONG  TIMBER. 
Propeller  Packing  Cases  (2  Blades). 

8  feet  long — 21  feet  super  to  10  feet  8  inches — 46  feet  super. 

Propeller  Packing  Cases  (4  Blades). 

8  feet — 28  feet  super  to  II  feet  6  inches — 101  feet  super. 

To  be  viiwid  at  HEN  DON  or  WADDON  (Croydon)  by  arrangement. 

700  Stripped  Planes  (Wings).  112  Stripped  Fuselages. 

1200  small  fabric  covered  parts— can  be  used  as  trellis  work,  etc. 

To  be  viewed  at  Southern  Aircraft  Repair  Depot.  Farnborough.  Hants. 

Tenders  are  requested  for  the  above,  returnable  by  August  i$th,  1919. 

PROPELLERS. 

Two  and  four  bladed  Propellers  made  of  the  finest  Walnut  or  Mahogany. 
Two  bladed  25/-  Four  bladed  30/ 

Can  be  bought  in  a  few  minutes  and  taken  away,  or  arrangement  to  be  made  for  delivery  from  the  Show  Room! 
of  the  Aircraft  Disposal  Board  on  the  ground  floor  of  York  House. 

Any  further  particulars,  Forms  of  Tender,  Permits  to  View  (except  the  last  item)  may  be 
obtained  from  the  CONTROLLER,  AIRCRAFT  DISPOSAL  BOARD, 

YORK  HOUSE,  KINGSWAY,  W.C.2. 


KINDLY  MENTION 


THE  AEROPLANE 


WHEN    CORRESPONDING   WffU  ADVERTISERS 


33^  (Supplement  to  The  Aeroplane.) 


Aeronautical  Engineering 


July  23,  igigr 


UTILITY  AIRCRAFT 

THE  aim  behind  all  BAT  aircraft  designs  is  the 
attainment  of  maximum  utility  —  it  is  to  obtain 
superior    speed,    load    carrying    capacity,  safety, 
reliability,  and  general  airworthiness  with  a  minimum  of 
prime  cost  and  subsequent  maintenance. 

Our  range  of  models  covers  all  types  from  the 
mosquito  craft  of  extreme  performance  and  attacking 
power  for  national  defence,  to  the  high  speed  load  carrier 
designed  for  postal  and  general  utility  purposes. 

Any  Government  or  commercial  undertaking 
intending  to  employ  aircraft  should  place  their  require- 
ments before  the  B.A.T.  Company  before  finally  deciding 
on  the  type  to  adopt. 


rHE  machine  illus. 
trated  above  is  the 
B.A.T. ,  F.K.  26— 
a  dual  purpose  aeroplane 
equally  suitable  as  a 
heavy  load  mail  carrier 
or  a  four-seater  touring 
machine.  Equipped  with 
a  Rolls-Royce  Eagle  VIII. 
motor,  an  average  speed 
of  over  1 20  miles  per  hour 
is  obtained  at  a  fuel  cost  of 
under  eightpence  per  mile. 


THE  B.A.T. Company 
whose  designing 
capacity  under  the 
direction  of  Mr  F. 
Koolhoven  is  of  the  highest 
standard  —  a  standard 
which  it  is  determined  to 
maintain — is  open  to  nego- 
tiations for  the  letting  of 
its  sole  manufacturing 
licenses  in  Colonial  and 
certain  foreign  territories. 


Fullest  particulars  can  be  obtained,  and  demonstra- 
tions arranged,  by  application  to  : — 


v  SX  // 
\\  f~\  // 


BRITISH  AERIAL  TRANSPORT  COMPANY  LTD. 

38,  CONDUIT  STREET. 
LONDON.W.  ENGLAND. 


WHERE    FLYING    MEN  ARE 
FITTED  OUT. 


The  Dunhill  "Plane" 
Coat. 


The  R.A.F.  "Plane"  Coat  is  made  on  the  best 
form  Trench  Coat  design,  in  heavily  proofed  Twill  of 
che  favourite  Khaki  Mixture,  or  in  Blue-Grey  Twill. 
Unlined,  for  Summer  wear,  the  price  is   ...        4  Gns. 

Lined  Check,  with  oil-cambric  inter-lining      5£  Gns. 

With  superfine  pure  heavy  fleece  detach- 
able lining    .:.       ...       ...        7  Gns. 

Call  in  at  our  well-known  "  BASE  "  in  CON- 
DUIT STREET,  or  a  post  card  will  bring 
vou  patterns  and  self-measurement  form. 

Dunhills 


LIMITED. 


2,  Conduit  St.,  Regent  St.,  London,  W.  i. 
Glasgow :  72,  Vincent  Street. 


KINDLY    MENTION    "  THE    AEROPLANE  " 


WHEN    CORRESPONDING    WITH  ADVERTISERS. 


July  23,  1919 


Aeronautical  Engineering  (SBPPtenent  to  m  a»«ui«.)  333 


buyers'  •  Guide. 


tlllllllllllllllllllllllK= 


FlUXeS- 
Iiiiperial  Light,  Ltd.,  123,  Victoria  Street, 
London,     S.W.I.      "  Edibrac,  'Phone, 
Loudon."  Victoria  3540  (3  lin(s). 

The  Auto  Controller  Co.  (Fluxite),  Vienna 
Road,   Berinondsey,  Eng. 

Flying  Boat  Builders — 

Gosport  Aircraft  Co.,  Gosport.  *'  Flight, 
Gosport."  Gosport  217. 

Galvanising— 

Boulton  &  Paul,  Ltd.,  Rose  Lane,  Norwich. 
"Aviation,   Norwich."       Norwich  851. 

Gauges— 

J.    A.    Preslwich    &    Co.,  Northumberland 

Park,  Tottenham,  N.17. 
Voucher,  Co.,  Auto  Tool  Works,  Walsall 

"  Voucher   Walsall.-"  Walsall  0196. 

Gears- 
Moss  Gear  Co.,  Ltd.,  Thomas  Street,  Aston, 
Birmingham.  "  Mosgear,  Birmingham." 

Glue-  East  4°7' 

Cannon,  B.,  &  Co.,  Ltd  ,  Lincoln.  London 
Office,  1  jo,  Cannon  Street,  E.C.4. 
"  Bececolin,   Cannon,  London." 

-  City  1206. 

Improved  Liquid  Glues  Co.,  Ltd  ,  Gt.  Her- 
mitage Street,  E.  (Croid.)  "Excroiden, 
'Phone,   London."  Avenue  4611-2. 

Meudine  Co.,  8,  Arthur  Street,  E.C. 

Bank  5873. 

Goggles— 

Triplex  Safety  Glass  Co.,  Ltd..  1,  Albemarle 
Street,  Piccadilly,  W.i.  "  Shatterlys, 
Piccy,  London  ''  Regent  1340 

Heating  and  Ventilating— 

Chas.  P.  Kinn.  11  anil  Co.,  I. id  ,  6;  &  65A, 
StMGJiwnrk  Street,  London,  S.Ej. 
"  Kinuell,  London."  Hop  372  (2  lines). 
The  Thames  Bank  (Blackfriars)  Iron  Co, 
Ltd  ,  Upper  Ground  Street,  London, 
S.E.i-      "  Hot  Water,  Friars,  London." 

Hup  703. 


Instruments- 


British  Wright  Co  ,  Ltd.,  33,  Chancery 
Lane,  W.C.2.  Holborn  1308. 

Instruments    (Scientific,  Altimeters, 
etc.) — 

Short  &  Mason,  Lrd.,  Macdonald  Road, 
Walthamstow,  E.17.  "  Aneroid,  Phone, 
London."  Walthamstow  180. 

Insurance- 
Aviation  Insurance  Association,  1,  Royal 
Exchange  Avenue,  E.C. 3 

London  Wall  9944. 
Bray,   Gibb  &    Co  ,    Ltd.,    166,  Piccadilly, 
W  1 

S    Sackville  &  Sons,  Duchy  Chambers,  4, 

Clarence  Street,  Manchester. 
Harold"  Townend,    Ltd.,    13-14,  Abchurch 

Lane,    King     William    Street,     E  C. 4. . 

"Carinsur,  London." 

Central  156  (2  lines). 
Percy     Wingfie'd,     22,     Newgate  Street, 

E.C.i.  City,  4672. 

Leather  Cloth- 
New  Pegamoid,  Ltd.,  134,  Queen  Victoria 
Street,     London  "  Pegamoid,  Cent., 
-London."  City  9704  (2  lines). 

Lubricating  Oil  Refiners  and 
Merchants— 

W.   B.   Dick   &    Co ,   Ltd  ,  90,  Fenchurch 
-  Street,  E  C.j     Telegrams,  Dicotto  Fen, 
London.  Avenue  7854  (2  lines.) 

Magneto  Driving  Pieces- 
Herbert   Terry  &  Sons,    Ltd.,  Redditch. 
"  Springs,  Redditch."  Redditch  61. 

Magnetos— 

The  British  Lighting  &  Ignition  Co.,  Ltd., 
204,  Tottenham  Court  Road,  W.i. 
"  Vicksmag,  Phone,  London." 

Museum  430. 

The  British  Thomson  Houston  Co.,  Ltd., 
Lower  Ford  Street,  Coventry.  "  As- 
tcroidal,  Coventry."  Coventry  27S. 

Metal     Casement  Manufac- 
turers- 
Henry  Hope  &  Sons,  Ltd.,  55,  Lionel  Street, 
r.irn'i'igiia  n.     "  Conservatory,  Birming- 
ham." Central  999  (2  lines). 

Metal  Manufacturers- 
Clifford,  Chas  ,  ii  Sons,  Ltd.,  Birmingham. 
"  Clifford,  Birmingham."    Central  42-43. 

Avenue  1432. 

il 


Metals  in  General— 

Samuel  Mercer  &  Co.,  198,  Upper  Thames 
Street,  E.C. 4  "  Reconciled,  Cannon, 
London."  City  6342. 

Metal  Parts  and  Fittings— 

Accles  &  Pollock,  Ltd.,  Oldbury,  Birming- 
ham.   "  Accles,  Oldbury." 

Oldbury  111  (4  lines) 

Arnott  &  Harrison,  Ltd  ,  Hythe  Road, 
Willesden  Junction.         Willesden  2207. 

Bayliss,  Jones,  &  Bayliss,  Ltd.,  Wolver- 
hampton. (Bolts  and  Nuts.)  "  Bayliss, 
Wolverhampton."    Wolverhampton  1041. 

Blackburn  Aeroplane  &  Motor  Co.,  Ltd., 
Olympia,  Leeds.      "  Propellors,  Leeds." 

Roundhay  345  (3  lines). 

British  Metal  (Kingston),  Ltd.,  Kingston- 
on  -Thames. 

Brown  Bros.,  Ltd.,  Gt.  Eastern  St..  E  C.i. 

Mann,  Egerton  &  Co.,  Ltd.,  177,  Cleveland 
Street,  London,  W.i  "  Installing, 
Eusroad,  London."  Museum  70. 

Ruberv  Owen  &  Co.,  Darlaston,  South 
Staffs. 

Sankey,  Joseph,  &  Sons,  Ltd.,  Wellington, 
Shropshire.  "  Sankey,  Wellington, 
Salop."  Wellington  66. 

The  Pulvo  Engineering  Co.,  Ltd.,  10  to  16, 
Dane  Street,  High  Holborn,  London, 
W  C.i.       "  Pulvipult,  Phone,  London." 

Holborn  410. 

The  Selsdon  Aero  &  Engineering  Co.,  Ltd., 
1,  Albemarle  Street,  Piccadilly,  W.i. 
"  Sel-iero,  Phone,  London."  Regent  1181. 

The  Rotax  Motor  Accessories  Co.,  I  id., 
Victoria  Road,  Willesden  Junction, 
N  W.io.    "  Rodynalite,  Phone,  London." 

Willesden  2480. 

Thompson  Bros.,  Ltd.,  Bradley,  Bilston. 
"Thompson  Bros.,  Bilston."    Bilston  10. 

Metric  Bolts— 

Cashmore  Bros  ,  Hildreth  Street,  Balham, 
S.W.  Battersea  415. 

Rubery   Owen    &    Co.,     Darlaston,  South 

Staffs. 

Miscellaneous- 
Anderson,     D.,     X     Son.    Ttd,  (Roofs), 
Belfast.    "  Anderson.  Belfast." 

Belfast  ,j033- <o v-"^ - 
British  Metal   (Kingston),  Ltd.,  Kingston- 
on-Thmnes 

Brown   Bros.,   Ltd  ,  Oreat  Eastern  Street, 
E.C  1  "  Imbrowned,  Bethroad,  London  " 
London  Wall  6300. 
Herbert  Frood  Co.,  Ltd.,  Chapel-cn-le-Frith. 
"  Frodobrake,  Birmingham." 

Central  793 

MacLennan,  J.,  &  Co.,  30,  Newgate  Street, 
E.C. 1.,  and  at  Glasgow.  Tapes,  Cords, 
and  Threads.  City  3115. 

Motor  Cars— 

Arrol  Johnston,'  Ltd.,  Dumfries.  "  Mocar, 
Dumfries."  Dumfries  281-282. 

Mann,  Egerton  &  Co.,  Ltd.,  379/381.  Euston 
Road,  London,  N.W.i.  "  Manegecar, 
Eusroad,  London."  Museum  70. 

Standard  Motor  Car  Co.,  Coventry.  "  Fly- 
wheel, Coventry." 

Coventry  330   (4  lines). 

Nameplates  and  Labels- 
British  Metal  (Kingston),  Ltd  ,  Kingston- 

on-T  liames. 
The    Clegg    Metal    Engraving    Co.,  Ltd., 
Worthing.    "Clegg,  Worthing." 

Observation  Panels- 
Triplex  Safety  Glass  Co.,  Ltd.,  1,  Albemarle 
Street,  Piccadilly,  W.i.       "  Shatterlys, 
Piccy,  London."  Regent  1340. 

Oils- 

C.   C.    Wakefield    X    Co.,   Ltd,  Wakefield 
-  House,     Cheapside,    E  C. 2.      "  Cheery, 
Cent,  London  "-    Central  11305  &  13466. 

Parachutes- 
Aerial    Patents,  Ltd., 
House,    Eldon  Street, 
"  Savemalivo,  Ave,  Lon- 
London  Wall  3266-3267. 


E.    R  Calthrop's 
Eldon  Street 
London,  E  C. 
don.' 


The    North    British    Rubber    Co.,  Ltd. 


Castle  Mills,  Edinburgh. 
Edinburgh."  Edinburgh 


G.  Speneei 
(See  undt 


Sons,  Ltd. 
Ba. loons  "). 


"Weba, 
3  Central. 
(5  lines.) 


Piston  Rings— 

Ihe  Standard  Piston  Ring  and  Engineering 
Co.,  Ltd.,  Don  Road,  Sheffield.  "  Ocean, 
Sheffield."  Sheffield  2149 

Presswork— 

Rubers  Owen  &  Co.,  Darlaston,  South 
Staffs. 

Terry.  Herbert,  &  Sons,  Ltd.,  Redditch. 
"  Springs,  Redditch."  Redditch  61. 


Propellers— 

The  Aircraft  Improvements  Co.,  Morning- 
ton  Works,  Arlington  Road,  Camden 
Town,  N.W.i 

Blackburn   Aeroplane   &   Motor  Co.,  Ltd., 
Olympia,  Leeds.     "  Propellors,  Leeds-" 
Roundhay  345  (3  lines). 

Boulton  &  Paul,  Ltd.,  Rose  Lane,  Norwich, 
"  Aviation,  Norwich."        Norwich  851. 

Ebora  Propeller  Co.,  11  &  12,  Surbitbn 
Park  Terrace,  Kingston-on-Thames 
"  Ebora,  Kingston."  Kingston  672. 

Integral  Propeller  Co.,  Ltd.,  "  Aviprop, 
Hyde,  London." 

Hendon  9.     Kingsbury  104. 

Lang  Propeller,  Ltd.,  Weybridge.  "  Aero- 
sticks,  Weybridge."    Weybridge  520-521. 

Oddy,  W.  D.,  &  Co.,  Leeds.    "  Airscrews, 
Leeds."  Leeds  20547-8. 

Westland  Aircraft,  Yeovil.  "  Aircraft,  Yeo- 
vil." Yeovil  129. 

Pyrometers— 

The  Foster  Instrument  Co.,  Letchworth, 
Herts.  "  Fost_-r  Instruments,  Letch- 
worth. "  Letchworth  26. 

Rawhide  Hanamers— 

Ira  Stephens,  VVhitelauds  Leather  Works, 
Ashton  uiider-Ly'ue.  "Stephens,  709, 
Ashton."  Ashton  709. 

Rigging  for  Aircraft— 

Cradock,  Geo.,  &  Co.,  Ltd.,  Wakefield, 
England.    '•  Cradock,  Wakefield." 

Wakefield  466. 

Rubber  Tubing  &  Accessories- 
Hancock,  James  Lyne,  Ltd.,.  ibb,  Goswell 
Road,    London,    E.C  1       "  Masticator, 
Isling,  London.  '  City  3811  &  3812 

The  North  British  Rubber  Co.,  Ltd., 
Castle  Mills,  Edinburgh.  "Weba, 
Edinburgh."    Edinburgh  3880  Central. 

(5  lines.) 

Safety  Belts— 

C.  H.  Holmes  &  Son.  38,  Albert  Street, 
Manchester.    "  Semloh.  Manchester." 

City  4432. 

Screwing  Die  Heads — 

Voucher,  Co.,  Auto  Tool  Works,  Walsall. 
"  Voucher  -Walsall  "  Walsall  0196. 

Screw-driving  Machines— 

Russell.  Bros.  (Redditch),  Ltd.,  Littleworth, 
Redditch.     "  inventors,  Redditch." 

Redditch  74. 

Seaplane  Manufacturers— 

Blackburn  Aeroplane  &  Motor  Co.,  Ltd., 
Olympia,  L>Jeds.     "  Propellors,  Leeds." 

Roundhay  345  (3  lines). 

Phoenix  Dynamo  Manufacturing  Co.,  Ltd., 
Thornbury,  Bradford.  "  Dynamo,  Brad- 
ford." Bradford  3700    (7  lines). 

Short  Bros.,  Rochester.  "  Seaplanes, 
Rochester."  Chatham  627. 

Supermarine  Aviation  Works,  Ltd.,  souin- 
anipt©n.  —  "  Supermariu,  Southamp- 
ton." Woo.stoii  37. 

Searchlights  &  Landing  Lights 

Brown  i>ikA.,  L,xd.;  Great  Eastern  St.,  E.C.i. 

Imperial  Light,  Ltd.,  123,  Victoria  Street, 
London,  S.Wi.  "  Edibrac,  Phone,  Lon- 
don "  3540  Victoria  (3  lines). 

The  Rotax  Motor  Accessories  Co.,  Ltd., 
Victoria  Road,  Willesden  Junction, 
N  W.io    "  Rodynalite,  Phone,  London.' 

Willesden  2480 

Shock  Absorbers- 
Luke  Turner  &  Co.,  Deacon  Street,  Leices- 
ter Leicester  967. 
Tubbs,  Lewis  &  Co.,  Ltd.,  29  &  30,  Noble 
Street,  E-C.2.    "Elastics,  London." 

City  22. 

Sheet  Metal  Pressings— 

Accles  &  Pollock,  Ltd,  Oldbury,  Birming- 
ham.   "  Accles,  Oldbury." 

Oldbury  111  (4  lines) 

Blackburn  Aeroplane  &  Motor  Co.,  Ltd., 
Olympia,  Leeds.     "  Propellors,  Leeds." 

Roundhay  »45  (3  lines) 

British  Metal  (Kingston),  Ltd.,  Kingston- 
on-Thames. 

Ruberv  Owen  &  Co.,  Darlaston,  South 
Staffs. 

Sheet  Metal  Work— 

The  Acetylene  Corporation  of  Great  Britain, 
Ltd.,  49,  Victoria  Street,  S.Wi. 
"  Flamma,  Vic,  London."         Vic  4830 

British  Metal  (Kingston),  Ltd.,  Kingston- 
on-Thames.  [Staffs. 

Rubery    Owen    &   Co.,    Darlaston,  South 

The  Sels-ion  Aero  &  Engineering  Co.,  Ltd., 
1,  Albemarle  Street,  Piccadilly,  W.i. 
"  Selaero,  Phone,  London." 

Regent  uSt 

Imperial  Light,  Ltd.,  123,  Victoria  Street, 
London,  S.W.I.  "  Edibrac,  Phone,  Lon- 
don." Victoria  3540  (3  lines). 


334 


(Supplement  to  The  Aeroplane.) 


Aeronautical  Engineering 


July  23,  1919 


Ttie   Aeroplane 99   Buyers1   Giaicie.— continued. 


Solder  Manufacturers— 

Samuel  ?.Iercer  &  Co.,  198,  Upper  Thames 
.  Street,  E.C.4.      "  Reconciled,  Cannon, 
London."  City  6342. 

Sparking  Plugs- 
Brown  Bros.,  Ltd.,  Great  Eastern  St.,  E.C.I 
Lodge   Sparking   Plug   Co.,  Ltd.,  Rugby. 

"  Igniter,  Rugby."  Kugby  235. 

Ripault,  I.eo.,  &  Co.,  Ltd.  (Oleo  Plugs),  64a, 

Poland  Street,  W.i.       "  Ripault,  Reg, 

London."  Gerra.-d  7738. 

The  Robinhood  Engineering  Works,  Ltd., 

New-lands,      Putney      Vale,      S.W  13. 

Makers    of    KLG   Plugs.      "  Kaelgee, 

Thone,  Loudon." 

Putney  2132-3. 

Springs- 
Dart  Spring  Co.,  West  Bromwich.    "  Dart, 
West  Bromwich. "'    West  Bromwich  322. 
Terry,  Herbert,   &•   Sons,   Ltd.,  Redditch. 
"  Springs,  Redditch." 

Redditch  61  (3  lines). 


Steel- 
Allen,    Edgar,  & 


Co., 


Timber— 

Hoptoa  &  Sons,  George  Street,  Euston 
Square,  London,  N.W.i.  "  Hoptons, 
Eusquare,  Loudon.  Museum  496. 

Also  at  Market  llarborough,  Leicester- 
shire.   "Hoptons,  Market  Harborough." 

Market  Harborough  13. 

Time  Recorders— 

Gledhill   Brook  Time  Recorders,  Ltd.,  26, 
Victoria  Street,  S.W.i.         victoria  1310. 


Shoreham  Street 
Sheffield  4349. 


Ltd.,  Sheffield. 
Allen,  Sheffield."  Sheffield  4607. 

Brown  Bros  ,  Ltd.,  Great  Eastern  St.,  E  C.i. 
Firth,  Thos.,  &   Sons,  Sheffield  "Firth, 

S'neffield."  Sheffield  t2i,o  to 

Nieklin,  Bernard,  &  Co.,  Birmingham. 
"  Bernico,  Birmingham." 

Smith  tvick.  224. 
Spear  &  Jackson.  Ltd.,  .Etna  Works,  Shef- 
field.    "Spear,  Sheffield." 

Central  4522-3-4. 

Steel  Tubes  for  Aeroplanes— 

Acclcs  k  Pollock,  Ltd  ,  Oldbury,  Birming- 
ham.   "  Accles,  Oldbjry." 

Oldbury  m  (4  lines) 

Tapes  and  Smallwares— 

MacLeunan,  John,  X  Co.,  30,  Newgate 
Street,  E  C.i.    And  at  Glasgow. 

City  3115. 

C.  E.  Matthews  &  Co,  Ltd.,  Castle  Works, 
Bermondsey  Square,  S.E-I.  "Webbance, 
Btrra,   London."  Hop  4058. 


TOOlS- 
Richard  Mather  &  Son, 
Works,  Sheffield 

Turnbuckles— 

Brown  Bros.,  Ltd.,  Great  Eastern  St.,  E.C.i. 
Rubery   Owen    .S:    Co ,     Darlaston,  South 
Staffs. 

Tyres  and  Wheels— 

The  North  British  Rubber  Co.,  Ltd.,  Castle 
Mills,  Edinburgh.  "Weba,  Edinburgh." 

Central  3880   (5  lines). 
The     Palmer     Tyre,     Ltd.,  Shaftesbury 
Avenue.    "  Tyricord,  Westcent." 

Gerrar'd  1214  (5  lines). 

Undercarriages- 
Thompson  Bros.  1  Bilston),   Ltd.,  Bradley, 
Bilston,   England.     "  Thompson  Bros., 
Bilston."  Bilston  10. 

Varnishes— 

The  British  Emaillite  Co.,  Ltd.,  30,  Regent 
Street,  S.W.I.  "  Ridleypren,  Piccy, 
London."  Gerrard  280. 

Thomas  Parsons  &  Sons,  315  &  317,  Oxford 
Street,  London,  W.i.  ' "  Varjap,  Phone, 
London."  Mayfair  6347  (3  lines). 

Robt.  Ingham,  Clark  &  Co.,  Ltd.,  West 
Ham  Abbey,  E.15.  "  Oleotine,  Strat, 
London."  East  935. 

Harland,  W.,  X  Son,  Merton,  London, 
S.W. 19.    "  Harlan  1,  Wimbledon  45  " 

Wimbledon  45  and  1303 

Naylor  Bros.,  Ltd.,  Southall,  Middlesex 
"  Naylor,  SonthalL''  Somhall  ?o 


Washers- 
Terry,  Herbert,  &  Sons, 
"  Springs,  kedditch." 


Ltd  ,  Redditch. 
Redditch  61. 


Welding  and  Cutting  Plant- 

Acetyleue  Corporation  ot  Great  Britain, 
Ltd.,  The,  49,  Victoria  Street,  West- 
minster, S.W  1.  "  Flamma,  Vic, 
London  "  \'ic  4830 

Imperial  Light,  Ltd  ,  123,  Victoria  Street, 
London,  S.W  l  "  Edibrac,  Phone, 
London."  Victoria  3540  13  lines) 

Welding  Repairs- 
imperial  Light,  Ltd  ,  123,  Victoria  Street, 
London,     S.W.i.     "  Edibrac,"  Thone, 
London."  Victoria  3540  (3  lines). 

Wind  Shields— 

Auster,  Ltd.,  133,  Long  Acre,  W.C.  "  Win- 
flector,  London  Regent  5910 

The  Rotax  ?>lotor  Accessories  Co.,  Ltd., 
Victoria  Jioad,  Willesden  Junction, 
N.W.io.   "  Rodynalite,  Phone,  London." 

Willesden  2480. 

Triplex  Safety  Glass  Co  ,  Ltd.,  1,  Albemarle 
Street,  Piccadilly,  W.i.  "  Shatterlys, 
Piccy,  London."  Regent  1340. 

Wire  GaUZe- 
Greening,  N.,  &  Sons,  Ltd  ,  16,  Ftnsbury 

Street,  London,  E  C-2.  "  Setscrew, 
Finsquare,  London."   London  Wall  1082. 

Wire  and  Cables— 

Bruntons,  Musselburgh,  Scotland.  *•  Wire- 
mill,  Musselburgh."      Musselburgh  28. 

Cradock,  Geo.,  &  Co.,  Ltd.,  Wakefield, 
England.    "  Cradock,  Wakefield." 

Wakefield  466  (3  lines). 

Wirework— 

Terry,  Herbert,  X  Sons,  Ltd.,  Redditch. 
"  Springs,  Redditch."  Redditch  61. 

Woodworking  Machinery- 
Robinson,  Thomas,  &  Son,  Ltd.,  Rochdale, 
"  Robinson,  Rochdal?  "      Rochdale  467. 
Sagar,  J,   &   Co.,  Ltd.,  Halifax  ''Saw- 
tooth," Halifax  :'  Halifax  136. 
Wadkin  &  Co  .  Leicester      "  Woodworker, 
Leicester  "                         Leicester  3614. 


High  Speed  Routing,  Carving 
and  Recessing  Machine. 

This  Machine  is  used  for  grounding  or 
routing  out  the  surplus  material  in  sunken 
moulded  panels  and  carvings  all  kinds  of 
light  trenching,  recessing,  boring,  etc.,  and 
is  particularly  useful  for  Aircraft  Factories. 
It  is  made  in  different  sizes  fitted  with 
different  kinds  of  sliding  tables,  and  we 
shall  be  pleased  to  send  full  particulars  of 
the  various  Machines  on  request. 


J.  SAGAR  &  CO.,  Ltd., 

LONDON  OFFICE:   60,  Watling 


Full  particulars  of  othe,  Wood -wo. king  Machines 
special!}  suitable  for  Aircraft  Factories  will  be 
gladly  sent  on  request. 


Sawmill  Engineers. 
Canal  Works, 


HALIFAX,  Eng 

Street,  E.C. 


BIRMINGHAM    OFFICE:   Chamber  of  Commerce  Buildings,   New  Street. 


KINDLY    MENTION    "  THE    AEROPLANE  "     WHEN    CORRESPONDING    WITH  ADVERTISERS. 


July  23,  1919 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplane.) 


335 


r 


Handley  Page 
Aeroplanes 

■  have  flown  from  ■ 

ENGLAND  to  INDIA 

LONDON  to  CONSTANTINOPLE 
ENGLAND  to  CENTRAL  AFRICA 

■  and  have  carried  ■ 

PILOT    and    40  PASSENGERS 

■  over  6,500  feet  high.  ■ 

The  whole  of  the  experience  of  the  Handley  Page  Company  is  ak  the  disposal 
of  any  Government  or  Business  House  desirous  of  starting  a  service  for 
conveying  passengers  or  goods  by  Air. 

(^Ha^dley  Part?) 


Telegram*: 
" HTDROPHID,  CRICKLE, 

London."         Aeroplane  Manufacturers  to  British  &  Other  Governments. 


.Waphoae; 

HAMPSTEAD 
?">00  10  lines). 


CRICKLEWOOD,  LONDON.  N.W.2. 


j 


S»i:i!»::i:i:i 

l'y>'h:'-  ■  '■' 

lipOlpipi! 

■■ilH-lin^nHSSHSSii 
:::::::::::!:i:u::;i|{:a:::[ 

ynnHinijiiiiiisipi: 

:::9:::::::::::»::!;i::!;t::: 

iliiliijjijijijjijjjtjnhjju 

iilii  •■  Hi  _  1 

::::•;:■:;;           •  .    ::::  ••  : 

; 

ESTABLISHED  1799. 

N.  GREENING  &  SONS, 

LIMITED, 

MANUFACTURERS, 

WARRINGTON  AND  LONDON. 


WOVEN  WIRE 
WIRE  GAUZE 
SIEVES  AND  RIDDLES 
PERFORATED  METALS 
WIRE   GUARDS  AND 
WIRE   WORK  OF 
EVtRY  DESCRIPTION. 


SPECIAL  WIRE  GAUZE 

FOR 

OIL  AND  PETROL 
STRAINING. 

LONDON   WAREHOUSE  :- 

16.  FINSBURY  STREET.  E.C.2. 


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336 


(Supplement  to  The  Aeroplane.) 


Aeronautical  Engineering 


July  23,  1919 


TUBBS,  LEWIS  &  C°  . 


(Governing  Director:  STANLEY  WM.  TUBBS), 

29  &  30,  NOBLE  STREET,  E.C.  2. 


WOTTON-UNDEB-EDGE, 
GLOUCESTERSHIRE. 

'I  elephone  : 
5,  WOTTON-UND  cH-EDGE. 


PROMPT  DELIVERY. 


(CONTRACTORS  TO  H  M.  AIR  FORCE.) 


Telegrams: 
"ELASTICS,  LONDON. 

Tp'cphone : 
CITY  22. 


ALUMINIUM 
CASTINGS 

High    Tensile    Strength.      Thoroughly  sound. 
Uniform    in    analysis,    strength,    and  weight. 
Highly     finished      and     accurate  — *  machine 
moulded  up  to  largest  sizes. 
4       Exceptional  daily  output  per  pattern. 

AIRC  <  AFT  AND  MOTOR  ENGINE 
CYLINDERS,   CRANK    CASES,    PIST  ,NS,  Etc. 

We  also  make  Cylinders  and  Pistons  in  STERLING  IRON; 
Castings  in  High  Tension  Bronzes  ;  Phosphor  Bronze 
(various  alloys  for  different  purposes);    Brass,  Aluminium. 


FOUNDERS  IN  ALUMINIUM  GUNMETAL  U  IRON 


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July  23,  1919 


Aeronautical  Engineering  (Supplement  t0  THE  A3aumun.)  33/ 


THE  ENGLISH  ELECTRIC  CO.,  LTD. 

DESIGNERS  AND  CONSTRUCTORS  OF  ALL  CLASSES  OF 

AIRCRAFT 

SPECIALITY  LARGE  FLYING  BOATS  TO  OWN 

AND   OFFICIAL  DESIGNS, 


THE  ENGLISH  ELECTRIC  CO..  which  incorporates  the  works 
of  Messrs.  COVENTRY  ORDNANCE,  DICK  KERR  and  PHOENIX 
DYNAMO  CO.,  has  consolidated  the  joint  aircraft  experience  and  plant 
of  the  three  concerns  in  one  large  central  factory  having  exceptional 
manufacturing  and  testing  facilities. 


Correspondence  relative  to  Aircraft  to  be  addressed  to:— Aircraft  Offices,  Thornbury  Works,  Bradford. 


Works  :    THORNBURY  and  SCOTSTOUN, 
Central  Offices  :    QUEENS  HOUSE,  KINGSWAY,  LONDON. 


TELEPHONE 
BRADFORD  3700  (7  lines). 

PRIVATE    BRANCH  EXCHANGE. 

HOLBORN  830 


COVENTRY 

DICK 

ORDNANCE 

PHOENIX 

KERR 

TELEGRAMS 
Dynamo,  Bradford, 
Enelectico,Westcent,  London. 
CABLES 
En  lectico,  London. 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


333     (Supplement  to  the  aeroplane.)  Aeronautical  Engineering  July  23,  1919 


The  Original  NON-POISONOUS. 

Titanine  Dope 

is  strongly  recommended  for 

PRIVATE  and  COMMERCIAL 

AEROPLANES. 


Absolutely  unequalled  for  Durability. 


There  is  no  CONTROL  on  Dope  for  the 
above  types  of  machines. 

Titanine  is  the  most  economical  and  offers  the 
greatest  resistance  to  flame. 


Complete  Doping 

PROMPT  tPfpSr  c  u 

[fc-RiA-nl  Schemes 

DELIVERIES.         WWW       u   .  .  A  r  v 

submitted  on  application. 


TITANINE  LIMITED, 

175,  PICCADILLY,  Tl4 

Telephone  Telegrams: 

Gerrard2312.  LONDON,  W.l.  Tetrafree,  Piccy, 

'  London. 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING   WITH  ADVERTISERS. 


July  23,  1919 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplane.) 


339 


The  Bonlton  and  Paul  "  Bourges  "  fitted  with  two  320  h.p.  A.  B.C.  "  Dragonfly  "  Engines. 


Gap,  maximum  and  minimum   3  ft.  lof  in. 

Overall  length   20  ft. 

Maximum  height   S  ft.  4  in. 

Chord   Top  plane,  5  ft.  42m.  ;  bottom  plane,  4  ft.  ii  in. 

Total  surface  of  wings   266  sq.  ft. 

Span  of  tail   cj  ft.  2  in. 

Total  area  of  tail  30  sq.  It. 

Area  of  rudder   no  sq.  ft. 

Area  of  fin  2  sq.  ft. 

Area  of  ailerons   7.5  sq.  ft. 

Maximum  cross  section  of  body   7.5  sq.  ft. 

Horizontal  area  of  oody   30  sq.  ft. 

Vertical  area  of  body   41  sq.  ft. 

Engine  type  and  h.p  230  h.p.  B.R.2. 

Airscrew,  diameter  and  revs  9  ft.  o  in.  Diam.  ;  1,350  r.p.m. 

Weight  of  machine  empty   1,220  lbs. 

Load  per  sq.  ft    7.25  lbs. 

•Weight  per  h.p  8.35  lbs. 

Tank  capacity  in  hours   2.65  hours 

Tank  capacity  in  gallons   38  gals. 

Performance : — 

Speed  at  10,000  feet  \  125  rn.p.h. 

Speed  at  15,000  feet   ••  no  rn.p.h; 

Landing  speed   50  rn.p.h. 

Climb — 

To  10,000  feet  in  minutes   Ou  mins. 

To  15,000  feet  in  minutes   18  mins. 

Disposable  load  apart  frorri  fuel   430  lbs. 

Total  weight  of  machine  loaded     1,920  16$. 

THE  BOLLTON  &  PAUL  "  BOURGES." 

One  of  the  most  successful  of  the  twin-engine  fighter  bomber 
class  yet  produced.  As  twin-engine  machines  go,  the  "Bourges" 
is  of  quite  small  dimensions,  and  of  very  clean  design. 

As  is  more  or  less  standard  practice  in  this  class,  the  accommo- 
dation provided  is  for  a  front  gunner-observer  in  the  nose  of 


the  central  fuselage,  with  pilot's  seat  behind  that  but  in  front  of 
the  main  planes,  and  a  rear  gunner's  seat  just  aft  of  the  upper 
rear  spar. 

The  performance  of  the  "Bourges"  approaches  that  of  the  single- 
seater  fighter  class,  and  for  a  large  machine  the  manoeuvrability 
is  extraordinary,  and  the  machine  can  be  looped  and  spun  with 
ease. 

Some  early  specimens  of  this  type  weril  fitled  with  the  B.R.2 
engine  of  230  h.p.,  but  in  the  later  machines  the  A. B.C.  "  Dragon- 
fly "  is  used. 

SPECIFICATION. 

Type  of  machine   Twin-engined  biplane 

Name  or  type  No.  of  machine  ...Boulton  &  Paul  P  7  "  Bourges  " 

Purpose  for  which  intended   Bomber-fighter 

ft. 


•54 


Sp 

Gap,  maximum  and  minimum    6  ft.  6  in 

Overall  length   37  ft. 

Maximum  height   12  ft. 

Chord   fop  plane,  8ft.  ;  bottom  plane,  6  ft.  6  in. 

Total  surface  of  wings   738  sq.  ft. 

Span  of  tail   16  ft. 

Total  area  of  tail  96  sq.  ft. 

Area  of  elevators  96  sq.  ft. 

Area  of  rudder  21  sq.  ft. 

Area  of  fin-...  14  sq.  ft. 

Area  of  ailerons   27  sq.  ft. 

Maximum  cross  section  of  bodv   5-3  sq.  ft. 

Horizontal  area  of  body    73  sq.  ft. 

Vertical  area  of  body   140  sq.  ft. 

Engine  type  and  h.p  2 — 320  h.p.  A. B.C.  "  Dragonfly 

Airscrew,  diameter  and  revs  9  ft.  6  in.  Diam.  ;  1,650  r.p.m. 

Weight  of  machine  emptv   3>420  lbs. 

Load  per  sq.  ft  8  lbs 

Tank  capacity  in  hours   9-25  hours 

Tank  capacity  in  gallons   190  gals. 


Tbiee=quarter   Front  View  of  the  "  Bourges  "  twin-engine  Bomber  (two  320  h.p.  "  Dragonfly"). 


340      (Supplement  to  The  aeroplane.)  Aeronautical  Engineering 


July  23,  1919 


Front  View  of  the  Boulton  :.nd  Paul  "  Bourges  "  Bomber. 


Performance  : — 

-Speed  at  10,000  feet   J24  m.p.h. 

Speed  at  15,000  feet   118  m.p.h. 

Landing  speed  50  m.p.h-. 

Glimb — 

To  10,000  feet  in  minutes   11  mins. 

To  15,000  feet  in  minutes   21  mins. 

Disposable  load  apart  from  fuel   1,200  lbs. 

Total  weight  of  machine  loaded   5,920  lbs. 

THE  BOULTON  &  PAUL  COMMERCIAL  TYPE. 

Generally  speakings  this  machine  is  an  enlarged  edition  of  (he 

Bourges,"  fitted  with  engines  of  greater  power  and  equipped 
for  commercial  and  passenger-carrying  purposes. 

As  may  be  seen  by  the  specification,  a  very  high  performance  is 
expected  from  this  type.  This  is  an  important  feature — not  be- 
cause Messrs.  Boulton  and  Paul  expect  to  run  commercial  services 
at  149  m.p.h.  with  this  type  of  machine;  but  because  with  this 
machine  it  should  be  possible  to  run  at  120  m.p.h.  at,  roughly, 
half  full  power,  and  to  approach  this  speed  witfh  one  engine  only. 

It  should  thus  be  possible  to  run  really  high-speed  services 
without  keeping  engines  continually  all  out,  and  to  maintain 
schedule  times  even  if  one  engine  fails  completely. 

SPECIFICATION. 

Type  of  machine   Twin-engined  tractor  biplane 

Name  or  type  No.  of  machine   Boulton  k  Faul  P  8 

Purpose  for  which  intended   Passenger  and  commercial 

Span  ,  ............59  ft. 

Gap,  maximum  and  minimum   6  ft.  6  in. 


Overall  length  40  ft. 

Maximum  height   .'  12  ft.  4  in. 

Chord   Top  plane,  H  ft.  ;  bottom  plane,  6  ft.  6  in. 

Total  surface  of  wings   770  sq.  ft. 

Span  of  tail   .16'  ft. 

Total  area  of  tail   96  sq.  ft. 

Area  of  elevators  90  sq.  ft. 

Area  of  rudder  21  sq.  ft. 

Area  of  fin  14  sq.  ft. 

Area  of  ailerons  27  sq.  ft. 

Maximum  cross  section  of  body   22-  sq.  ft. 

Horizontal  area  of  body  108  sq.  ft. 

Vertical  area  of  body  180  sq.  ft. 

Engine  type  and  h.p  2 — 450  h.p.  Napier  "  Lion  " 

Airscrew,  diameter  and  revs  9  ft;  6  in.  ;  1,450. 

Weight  of  machine  empty   4,000  lbs. 

Load  per  sq.  ft  9.75  lbs. 

Weight  per  h.p  8.34  lbs. 

Tank  capacity  in  hours   4  hours 

Tank  capacity  in  gallons    210  gals. 

Performance : — 

Speed  at  10,000  feet  149  m.p.h. 

Speed  at  15,000  feet  142  m.p.h. 

Landing  speed   54  m.p.h. 

Climb — 

To  10,000  leet  in  minutes   8  mins. 

To  15,000  feet  in  minutes   .-.  15  mins. 

Disposable  load  apart  from  fuel  2,000  lbs. 

Total  weight  of  machine  loaded   7>5°o  lbs. 


THE  DEATH  OF  MR.  A.  VICKERS. 

Mr.  Albert  Vickers,  late  Chairman  of  Vickers,  Ltd.,  died  on 
Saturday,  July  12th,  at  Eastbourne,  at  the  age  of  80.  It  was 
■owing  to  his  far-sighted  policy  that  his  company  was  able  to 
meet  the  immense  demands  which  were  put  upon  it  by  the  war. 

The  Vickers'  business  was  established  by  Mr.  Vickers'  fore- 
bears in  the  eighteenth  century,  and  when  he  entered  the  works 
at  the  age  of  16  it  was  a  comparatively  small  steel-making 
concern. 

He  built  up  the  business,  his  policy  being  to  centralise  the  con- 


trol of  factories  engaged  on  making  the  various  parts  of  one 
complicated  piece  of  machinery,  until  the  capital  reached  over 
eight  millions  sterling. 

Sir  Hiram  Maxim  brought  him  his  idea  for  a  machine-gun  in 
1883,  and  it  was  Mr.  Vickers'  financial  help  and  energy  which 
enabled  the  gun  to  be  planned,  patented  and  made.  This  machine- 
gun  was  afterwards  improved  and  known  as  the  Vickers-Maxim. 

In  J911  Vickers-,  Ltd.,  formed  a/i  aviation  department  under 
the  late  Major  H.  F.  Wood,  and  the  department  has  also  'been 
of  very  great  value  to  the  Nation  during  the  war. 


AUSTIN  WORKMANSHIP. 

The  accompanying  photo- 
graph, which  was  supplied  by 
the  Austin  Motor  Co.,  Ltd., 
shows  three  successive  stages  in 
the  process  of  manufacture  of  a 
cylinder  for  an  A. B.C.  Dragon- 
fly Engine.  From  left  to  right 
the  stages  are  (.1)  Blank  bored 
and  rough  turned  outside  and 
valve  seatings  bored  out.  (2) 
Fins  machined  up  and  sparking 
plug  socket  formed  and  screwed. 
(3)  The  complete  cylinder  with 
valve  seatings  and  stud  holes 
finished,  and  with  the  fins 
copper-plated. 

The  manufacture  of  cylinders 
of  this  type  calls  for  the  best 
of  materials  and  workmanship, 
and  the  fact  that  the  Austin 
Motor  Co.  carried  out  the  whole 
process  from  forging  the  blank 
to  the  finished  article  shows  that 
they  are  equipped  for  the  highest 
■class  of  work. 


July  23,  1919 


Aeronautical  Engineering  (SuppIement  to  THE  AEROPMNE .,  341 


GWYNNES 


LIMITED. 


CONTRACTORS  TO   H.M.  GOVERNMENT 


MANUFACTURERS  AND  SOLE   LICENSEES  IN  THE   BRITISH  EMPIRE 

"CLERGET"  PATENT  AERO  ENGINES 


ENGINEERS,  LONDON. 


'WYNNE  LONDON. 


KINDLY    MENTION    "THE    AEROPLANE'     WHEN    CORRESPONDING    WITH  ADVERTISERS. 


342 


(Supplement  to  The  a*..ome. 


,  Aeronautical  Engineering 


July  23,  1919 


TELEPHONE  >    500  GOSFORTH. 
TELEGRAMS:-    ARMSTRONG  AVIATION, 

NEWCASTLE  -  ON  -TYNE. 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING   WITH  ADVERTISERS- 


July  23,  1919 


Aeronautical  Engineering  (SuppIeinent  to  the  aeroplane.,  343 


AMONG  THE  EXHIBITS  AT   TALIEDO  AERO  SHOW. 


>  1  .Jh 

Li 

An  S.V.A.  Seaplane  with  Guidoni  "  Palette  "  Floats,  to  which  reference  is  made  below. 


Following  on  the  preliminary  notes  on  the  Aero  Show  at 
Milan,  which  was  published  last  week,  Mr.  T.  S.  Harvey  writes  : 

Ing.  Caproni's  Company  stage  one  or  more  examples  of  every 
type  of  CA  still  in  use,  from  the  "Baby"  mono,  to  the  Liberty- 
engined  1,200  h.p.  triplane,  with  the  exception  o';  the  seaplane; 
that  is  to  say,  the  "Baby,"  the  300,  of  '14,  the  400,  the  600, 
and  the  900,  as  well  as  the  Pullman-car  triplane.  The  least 
known  of  the  designer's  progeny  is  the  smaller  single-engined 
trench-bombing  triplane  which  was  designed  for  the  Fiat  700  h.p. 
motor  and  is  sulking  with  a  300  radial  engine.  The  speed  was 
calculated  at  220  kilometres,  and  the  machine  was  to  be  a  terrible 
scourge  to  Austrians,  entrenched  or  otherwise. 

Perhaps  what  is  most  striking  in  all  the  Caproni  products  is 
the  constant  progress  in  detail  improvements.  It  is  quite  un- 
usual to  find  two  machines  of  the  same  type  and  identical  con- 
struction in  every  way. 

One  will  have,  say,  a  new  kind  of  mudguards,  another  an 
unexpected  bit  of  streamlining,  or  something  bettered  about  the 
landing  gear  or  radiator  fittings,  which  things  point  to  the 
continuous  study  and  experiment  of  a  mind  ever  hunting 
progress. 

E.g.,  onen  oted  the  narrow  dumpy  body  on  the  level  of  the 
lowest  plane  of  the  latest  goo  triplanes,  combining  a  bracing-up 
of  the  lower  regions  of  the  machine  with  a  degree  of  side  surface 
apparently  desirable  low  down.  The  retractable  steps  into  the 
Pullman  give  an  impression  of  completeness  not  obtained  by  any 
amount  of  fine  upholstering  and  recessed  roof  lighting.  The  tri- 
plane shewn  has  no  forward  two-wheeled  skid  ;  sixteen  wheels 
instead  are  to  be  counted  in  the  central  landing  gear. 

One  was  assured  on  next-to-highest  authority  that  the  100 
passenger  hydro-triplane  is  well  on  its  way  to  its  first  unsticking. 
The  big  barges  needed  for  floating  such  a  large  thing  are  not 
being  turned  out  by  the  CA  works,  contrary  to  the  firm's  custom. 
Messrs.  Zari,  I  believe,  make  the  triplane's  floats,  which  are 
merely  the  size  of  your  houseboats. 

The  Ansaldo  Company's  various  types  arc-  all  over  the  Show, 
being  present  in  every  section  of  the  exhibition  and  in  the  air 
above  it.    In  fact,  they  are  almost  unbecomingly  omnipresent  ! 


Th.-  firm's  Balilla,  designed,  as  was  not  the  S.V.A.,  by  their  own 
Ing.  Brezzi,  and  differing  from  this  latter  most  perceptibly  by 
the  absence  of  the  open  V  struts,  is  shown,  as  several  other 
small  fast  machines  are  shown,  cocked  high  up  in  steep  banking 
positions  on  two  misfit  posts.  Interest  naturally  centres  in  the 
latest  Ansaldo  machine,  up  till  now  unseen  and  unheard  of,  at 
least  by  the  general  public.  This  is  a  300  h.p.  biplane  with  ear- 
shaped  balancing  areas  to  the  ailerons  protruding  from  the  ends 
of  the  upper  plane  in  an  ugly  if  distinctive  fashion.  The  stream- 
lining of  the  double  cables  has  been  more  carefully  attended  to 
than  is  usual  here.  The  short  stumpy  four-leaf  metal  skid  is 
fitted  under  the  tail  of  this  as  of  all  the  Ansaldo  machines.  Un- 
foitunately  only  the  Guidoni-cum-Forlanini-palette  floats  for  the 
Ansaldo  seaplane  are  exhibited.  It  is  true  that  these  are  the 
machine's  most  striking  feature,  being  metal  cylinders  pointed 
at  both  ends,  the  forward  of  which  turns  heavenwards,  the  latter 
— contrariwise.  The  four-leaf  tail-skid  mentioned  above  as  standerd 
on  Ansaldo  and  Sva  machines  seems  to  be  responsible  in  a  large 
degree  for  their  unusually  rapid  pull-up,  which  makes  them  more 
suitable  for  passenger  work  than  might  be  expected.  The 
braking  effect  of  the  skid  directly  weights  gets  down  to  it  is  very 
noticeable — even  to  the  ear  ! 

The  Ansaldo  engine  in  its  latest  type,  No.  4  E  284,  is  a  12 
cylinder  V  of  60  degrees  water-cooled. 

The  steel  cylinders,  separately  detachable,  have  a  bore  of  140 
mm.  and  stroke  of  180  mm.  The  water-jackets  are  of  pressed 
steel,  and  each  cylinder  has  four  valves.  Two  double  Zenith 
carburetters,  two  magnetos,  two  water  and  two  oil  pumps  ars 
fitted. 

The  connecting-rods  of  the  rank  of  cylinders  on  one  side  are 
specially  strengthened  to  carry  the  rods  from  the  pistons  of  the 
other,  which  are  connected  up  to  them  directly.  The  cylinders 
are  flanged  and  bolted  to  the  aluminium  crankcase,  which  is 
uni-sually  long  at  the  propeller  end,  forming  a  sump  and  allow- 
ing the  propeller  to  be  set  well  out  and  on  an  abnormally  long 
bearing. 

The  power  developed  at  normal  revs.,  1,650,  is  520  h.p.  By 
"  reving  "  up  to  1,800,  570  h.p.  has  been  obtained.    Weight  per 


r 


344     (supplement  to  the  aeropmne i  Aeronautical  Engineering 


July  23,  1919 


normal  h.p.  works  out  at  0.98  kilograms. 
Oil  consumption  per  h.p. -hour,  15  grams. 
Petrol  ditto,  220  grams. 

Also  used  by  Macchi  for  seaplanes.  The 
engine  is  built  at  S.  Giorgio  works  at  Turin 

The  Fiat  Company's  great  attraction  is 
naturally  the  BR,  on  the  data  from  which 
machine  the  trans-oceanic  space-annihilator 
is  being  built.  In  appearance  the  BR  is 
not  as  handsome  as  it  performs  hand- 
somely, but  is,  owing  to  its  enormous 
single-engine-developed  horse-power,  in  a 
ciass  by  itself.  The  machine  has  been 
loaded  with  nearly  one  and  a  half  thousand 
kilograms  instead  of  the  nine  hundred  for 
which  it  is  designed,  without  feeling  the 
load  abnormally. 

The  Fiat  A. 14  12-cylinder  V  gives _ 685 
h.p.  at  i,5S9  revs,  per  minute,  and  weighs 
730  kilos,  sans  propeller  shaft  and  exhaust 
piping.  Four  Dixi  magnetoes  are  fitted 
and  two  Fiat  carburetters.  > 

With  normal  load  of  900  kilos.  Brach- 
Papa  has  got  255  kilometres  per  hour 
out  of  BR,  and  261J  with  two  passen- 
gers on  a  straight  course,  while  the  rate 
of  climb  is  to  3,000  metres  in  9  minutes, 
4,000  metres  in  16  minutes,  and  5,000 
metres  in  25^  minutes. 

In  her  successor  metal  bulkheads  to  en- 
sure floating  are  formed  in  the  central 
section  of  the  fuselage,  which  carry  reserve 
fuel  supplies  and  are  provided  with  ripping 
panels  to  ensure  rapid  release  when  their 
contents  become  unnecessary. 

Messrs.  Nieuport-Macchi  present  for 
public  study  various  Nieuports  and  Han- 
riots,  as  well  as  their  very  efficient  sea- 
planes,  which  did  excellent  work  during 

the  last  four  years  in  the  Adriatic  and  elsewhere.  Nos.  M.7, 
M.8,  M.9,  M.14,  and  M.15  are  staged,  which  makes  the  absence 
of  M.12  even  more  noticed.  The  first  three  are  oft-described 
developments  of  the  earliest  Macchi  efforts1 

M.9,  however,  is  shown  with  a  limousine  body,  the  which  covers 
a  multitude  of  sins  nowadays. 

M.14  is  a  small  single-seated  chaser  biplane  of  about  17  sq. 
metres  surface,  doing  188  per  hour,  with  a  Le  Rhone  110  h.p. 
engine,  and  climbing  to  5,000  metres  in  21  minutes  with  useful 
load  of  200  kilograms.  It  is  armed  with  two  Vickers  guns,  and 
the  upper  plane  is  nearly  twice  the  size  of  the  Ir.wer,  with  a  very 
considerable  stagger. 

M.15  is  a  large  biplane  with  Fiat  300  motor,  with  certain  good 
points  still  being  loudly  'called  for  when  the  Armistice  upset 
War  aims.  The  total  surface  is  42  sq.  m.,  and  the  planes  are 
directly  super-imposed,  the  upper  being  nearly  double  as  large  as 
the  lower  one.  Three  mitrailleuses  are  carried  which  weigh,  with 
ammunition  therefor,  70  of  the  500  kilos,  of  uselul  load. 

Pilots  are  enthusiastic  about  the  narrow  flat-topped  body  giving 
plenty  of  standing  and  moving-about  room  for  the  observer  and 
space  for  all  his  tackle,  and  observers  like  the  nearness  of  the 
pilot.  To  all  this  one  can  add  that  the  petrol  tank  is  at  the  centre 
of  gravity,  and  that  both  the  rear-firing  guns  may  be  aimed 
parallergy  to  the  line  of  flight  of  the  machine,  one  being  mounted 
in  the  floor  of  the  fuselage,  which  tapers  to  a  horizontal  knife- 
edge  at  the  tail 

Apparently  the  less  said  of  the  absent  M.12  the  better. 

The  Press  here,  technical  and  non-so,  are  frankly  disappointed 
in  the  section  devoted  to  the  Trophies  of  War. 

This  section  gives  a  wonderfully  poor  idea  of  Italy's  takings 
in  the  fight.  One  writes  "  wonderful  "  because  one  wonders  if  it 
is  possibly  an  intentional  affront  perpetrated  by  some  Still  uncon- 
vinced admirer  of  the  Run. 


The  700  h.p.  Fiat  Engine. 


Allowing  for  difficulty  of  transport  and  the  strongly  contested 
terrain  in  which  the  crashed  enemy  craft  came  to  rest,  one 
could  reasonably  expect  to  have  found  Italy's  air  forces  glorified 
by  a  more  numerous  display  of  captured  seaplanes,  of  which  there 
must  be  a  number  intact.  Not  many  mote  enemy  planes  are  on 
view  than  at  the  1917  show,  and  these,  though  more  varied,  are 
in  less  eyeable  and  therefore  less  educational  condition. 

Of  these  fragments  the  enormous  K.G.  338  three-seater  seaplane 
tops  the  exhibit.  It  is  a  single  cellule  construction  of  10c  sq.  m. 
surface  (in  itself  remarkable),  and  the  struts  to  which  are  at  a 
very  open  angle,  and,  as  is  the  case  with  the  wing  tip  floats, 
very  well  streamlined  and,  like  them,  calculated  to  add  a  very 
perceptible  amount  of  lift  to  the  craft. 

In  the  boat  body  is  a  12  cyl.  V.  350  h.p.  A.  Daimler,  and  the 
total  weight  is  1,990  kilos.  Speed  is  given  as  140  kilometres  per 
hour,  and  climb  to  1,000  in  14  minutes. 

Capt.  Banfield's  hydro-chaser,  with  H'ero  230  h.p.,  a  single 
pair  of  interplane  struts  parallel  to  the  line  of  flight,  a  speed  of 
176  kilometres  the  hour,  climb  to  1,000  in  four  minutes,  and  weight 
of  776  kilos,  does  not  impress  one  exceedingly. 

Brumowsky's  scout,  with  Mero  160,  is  more  interetsing,  with 
great  wing  flexibility  and  much  striving  after  .weight-reduction. 
If  mv  memory  serves  me  worthily,  these  machines  were  highly 
thought  of  by  fighting  men  on  account  of  their  good  climbing 
and  general  manoeuvring  at  extreme  altitudes. 

Facilities  for  examination  of  these  and  the  other  remains  were 
inexplicably  absent  nearly  a  month  after  the  Show  was  opened. 

Among  other  departed,  whose  identity  could  only  be  guessed  at, 
was  a  very  mangled  thing  of  enormous  span,  labelled'  "  Gotha," 
which  occupied  the  horizon  line  in  the  dim  depths  of  the  shed 
where  the  nine  enemy  trophy  machines  reposed. — t.  s.  h. 

(To  be  continued  ) 


INTERNATIONAL  METEOROLOGICAL 
ARRANGEMENTS. 

It  is  understood  that  the  International  Ilydrographical  Confer- 
ence, which  has  been  sitting  under  the  presidency  of  Rear-Admiral 
Sir  J.  F.  Parry  for  some  weeks,  has  now  concluded. 

This  Conference  has  been  largely  concerned  with  an  effort  to 
standardise  the  form  in  which  meteorological  information  is  sup- 
plied to  mariners. 

The  adoption  of  a  uniform  system  of  units  has  been  discussed, 
and  it  is  understood  that  the  Conference  will  record  a  resolution 
in  favour  of  the  use  of  the  metric  system. 

It  is  hoped  that  as  a  result  of  this  Conference  an  International 
organisation  for  the  dissemination  and  exchange  of  meteoro- 
logical Information  may  be  established. 


It  is  hoped  that  the  use  of  aircraft  will  in  the  future  provide 
much  valuable  -meteorological  data,  and  that  the  .  International 
Meteorological  Bureau,  when  established,  will  reciprocate  by 
supplying  aircraft  with  more  accuraTe  and  mo.f-  useful  weather 
forecasts-  than  has  been  the  case  heretofore. 

OLEAGINOUS  COURTESY. 

-  American  officers  deeply  '  appreciated  the  courtesy  shown  by 
Btitain  in  connection  with  the  trans-Atlantic  voyage  of  the  R.34. 
They  said  that  England  had  given  them  all  information,  and 
even  samples  of  the  oil  for  engine  bearings,  which  they  wanted 
to  analyse  for  their  own  purposes. 

The  oil  referred  to  was  Wakefield's  Castrol  R.,  which  was 
used  on  the  voyage  of  the  R.34  and  on  the  historic  flights  of  Sir 
John  Alcock  and  Mr.  Hawker. 


July  23,  1919  Aeronautical  Engineering  345 


THE 


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and  British  Dominions  Insurance  Co  ,  Ltd.,  and  the  Excess 
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Accidental  Damage  under  all  circumstances  to 
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Accidental  Damage  from  Aircraft. 

MAXIMUM 
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1,     ROYAL      EXCHANGE      AVENUE,      LONDON,  E.C.3. 


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LONDON  WALL  9944. 


CAMOUFLAGE   HAS   ITS   USES,  BUT 


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Aviation  Insurance 

Go  to  the  most  experienced  Aviation  brokers : 

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We  worked  at  our  trade 
all    through    the  war. 


PISTON  RINGS 

Unlike  many  firms  our  Works  were  not  turned 
outside -in  to  make  something  foreign  to  our 
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We  made  Piston  Rings  for  Afrcraft  and  Land 
and  Water  Transport  all  through  the  war  period. 

To-day  we  know  more  about  Piston  Rings  than 
before  ;  our  staff  is  larger  and  more  efficient ; 
our  facilities  for  manufacturing  are  six  times 
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There  is  no  "getting  back  "  to  pre-war 
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and  Greasers  can  be  executed  practi- 
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Write  now  for  our  new  Price  List  G. 
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but  it's  nevertheless  a  fact — 
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should  note— that  the  majority 
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July  23,  1919 


The  Aeroplane 


349 


"FINE    AND   WARMER  ?" 

By  "  MEDWAY." 


A  week  or  so  ago  I  took  up  my  morning  copy  of  the 
"Times  "  and  read,  at  the  head  of  the  column  to  which 
I  always  refer  first,  the  ominous  words,  "  There  is  a 
depression  over  the  wash." 

Personally,  I  have  been  suffering  from  this  depression 
for  the  last  two  or  three  years.  It  has  been  growing 
more  and  more  severe  with  every  fluctuation  of  the 
labour  market,  and  I  fear  that,  when  Germany  and 
America  have  time  to  import  their  latest  shirt-destroying 
and  collar-lacerating  machinery,  the  thing  will  reach  an 
acute  stage. 

I  am,  however,  digressing.  What  I  took  at  first  to  be 
a  statement  of  a  mere  platitude,  well  known  to  every 
possessor  of  a  dress  shirt,  I  found  to  be  an  intimation 
of  an  absolutely  new  state  of  affairs.  The  wash  referred 
to  was  the  one  in  which  some  early  king — I  forget  who 
— lost  his  luggage.  The  depression  was  atmospheric  and 
not  mental. 

The  Depression  That  Failed. 

A  further  statement  announced  that  the  depression  in 
question  was  growing  in  intensity  and  was  on  its  way 
to  London.  The  column  was  therefore  headed,  "  Rain 
or  Showers.  Colder."  In  point  of  fact,  that  particular 
day  was  one  of  the  hottest  and  most  oppressive  experi- 
enced this  year.  Not  a  cloud  was  to  be  seen,  and  the 
English  climate  did  not  even  turn  on  its  common  stunt 
of  producing  rain  from  a  chunk  of  sky  containing  no 
clouds  whatever. 

That  morning,  no  doubt,  the  weather  experts  faced 
the  elements  with  mackintoshes  and  umbrellas,  con- 
temptuously sorry  for  the  mere  man  who  took  things  as 
he  found  them  and  neglected  any  particular  precautions. 

I  am  not  certain,  however,  that  I  am  right  about  this. 
I  question  whether  the  expert  meteorologist  does  not 
still  tend  to  trust  his  eyes  rather  than  his  logical  facul- 
ties when  he  comes  to  consider  the  weather  from  a  purely 
personal  standpoint.  On  some  occasions  he  is  more  or 
less  bound  to  do  so.  For  instance,  the  other  day,  when 
the  forecast  summed  itself  up  as  "  fine  and  warm,"  it 
rained  steadily  from  six  in  the  morning  till  eight  at 
night. 

Before  the  war  the  weather  expert  merely  posed  as  a 
prophet;  but  did  not  attempt  to  explain  on  what  he 
based  his  prophecies.  He  generally  served  up  his  views 
in  the  guise  of  a  lady  in  Grecian  drapery  being  blown 
to  bits,  struggling  with  an  umbrella  or  garbed  in  a  sunny 
smile.    You  could  take  her  advice  if  you  liked. 

The  Realisation  of  Ignorance. 
Now  we  are  told  that  the  experts  know  a  great  deal 
more  about  the  weather  than  they  did  five  years  back.  My 
own  idea  is  that  they  have  reached  that  stage  in  learning 
at  which  the  student  realises  he  knows  nothing.    If  so, 


they  have  certainly  made  an  advance.  Having  reached 
this  stage,  they  prefer  not  to  prophesy  blindly,  but  to 
draw  a  pretty  map  crossed  by  a  lot  of  curly  lines  with 
figures  at  the  ends.  They  argue  round  this  map  until 
they  have  convinced  themselves  and  their  audience  that 
it  is  quite  likely  that  the  weather  may  do  what  is  ex- 
pected of  it.  They  generally  contrive  to  give  you  a 
forecast  which  is  a  fairly  accurate  description  of  what  it 
was  like  yesterday.  This  is  all  right  so  long  as  the 
weather  is  settled,  but  it  is  not  infallible  in  a  climate 
like  ours. 

Thus,  I  notice  in  to-day's  paper  that  "the  optimistic 
view  that  was  taken  of  the  meteorological  situation  yester- 
day proved  within  a  very  short  time  to  be  ill-founded." 
There  is  something  confiding  about  this  sort  of  state- 
ment. It  is  as  though  the  expert  said  to  the  reader, 
"  You  and  I  were  quite  wrong  after  all." 

I  am  sometimes  inclined  to  go  back  to  the  old  device 
which  G.  P.  Huntley  ascribed  to  a  "  bwainy  "  'friend  of 
his.  "  You  take  a  piece  of  board — about  so  long — and 
you  put  the  end  of  it  out  of  the  window,  then  you  close 
the  window  clown  on  it.  Half  an  hour  later  you  go  back 
and  take  in  the  board,  and  if  it  is  wet  you  know  it  has 
been  waining."  The  device  at  least  has  the  merit  of 
simplicity.  .  . 

The  Weather  and  Commercial  Aviation. 

I  am  afraid  that  there  is  nothing  particularly  illumi- 
nating in  these  remarks.  The  majority  of  readers  of 
The  Aeroplane  have  had  good  reason  to  know  on  more 
that  one  occasion  to  what  extent  they  could  or  could 
not  trust  the  weather  expert.  I  should,  however,  like 
to  suggest  that  any  member  of  the  outside  public  who 
thinks  of  going  bald-headed  into  commercial  aviation 
schemes  should  take  a  preliminary  course  of  weather 
instruction  from  the  "  Times  "  or  any  other  morning 
paper.  He  will  find  in  the  appropriate  column  quite  a 
lot  of  good  information,  but  if  he  follows  the  thing  day  by 
day  he  will  also  find  that  we  are  as  yet  very  far  from 
being  able  to  forecast  the  weather  even  over  our  own 
country,  much  less  in  the  middle  of  the  Atlantic. 

Let  him,  coupled  with  this,  recognise  the  fact  that  a 
proper  understanding  of  meteorology  is  almost  !  he  first 
essential  to  the'  untrammelled  development  of  long- 
distance aerial  services,  and  he  will  see  the  need  for 
hastening  slowly.  I  do  not  mean  for  a  moment  that 
things  have  got  to  stand  still  until  we  know  all  about 
the  weather,  but  only  that  one  must  be  very  cautious 
of  accepting  vague  generalities  which  would  give  us 
falsely  to  understand  that  we  have  already  completely 
solved  problems  upon  which  the  perfect  solution  of  other 
problems  in  course  Of  solution  is-  at  least  to  £n  extent 
dependent. 


"  SURPLUS." 

The  Director  of  Publicity,  Ministry  of  Munitions,  publishes 
under  ihe  above  title  and  at  the  price  of  3d.  a  fortnightly  de- 
sci  iptive  guide  to  the  sales  of  surplus  Government  stores. 

In  many  sections  fairly  comprehensive  ■  lists  of  surplus  parts 
available,  together  with  the  fixed  prices  at  which  they  are  to 
be  sold  are  given. 


The  publication  deals  with  goods  varying  from  complete  rolling 
mills  to  articles  of  domestic  furniture,  from  aerodromes  complete 
to  surgical  implements,  and  may  reveal  a  possible  source  of 
supply  in  the  most  unexpected  place  to  anybody  'vho  needs 
anything. 

"  Surplus  ".,  is  published  on  the  1st  and  15th  of  each  month, 
and  can  be  obtained  at  all  bookstalls. 


350 


The  Aeroplane 


July  23,  1919 


A    MACHINE    AND   TUITION    FOR  £400. 


L&  R 

TRAINING  BIPLANE 


Most  men  who  w  anted  to  fly  before  the  war,  and  who  did  not, 
owing  to  the  instability  of  the  machines  or  the  cost,  were  able 
to  avail  themselves  of  the  free -instruction  offered  b\T  the  R.F.C. 
or  the  R.N.A.S.  when  the  war  got  going;  and  nowadays, 
although  many  ex-pilots  have  little  desire 
to  "  flip  "  any  .more,  man/  still  wish  to 
continue  ;  but  not  being  able  to  obtain 
jobs  as  civilian  pilots  and  not  wishing  to 
stay  on  in  the  R.A.F.,  they  slide  back 
into  the  groundwork  of  civil  life. 

It  is  unfortunate  for  the  Schools  of 
Flving  that  there  are  so  many  pilots  on 
the  market,  for  few  people  will  want  to 
learn  to  fly  now,  but  in  a  few  years  when 
the  present  schoolboys  have  grown  up 
there  will  be  quite  a  rush,  and  with  the 
progress  of  civil  aviation  many  more  pilots 
will  be  required  than  are  wanted  at  the 
present  time. 

The  L.  and  P.  Sohoal  of  Flying  was 
established  at  Hendon  before  the  war,  and 
built  their  school  aeroplanes  in  their  own 
workshops,  giving  the  pupils  an  oppor- 
tunity of  gaining  inside  knowledge  of  lite 
machine  and  engine  'hey  were  to  fly.  In 
the  first  month  one  pupil  was  trained,  in 
May,  1918,  54  pilots  gained  their  certifi- 
cates, and  a  total  of  550  were  trained  during  the  war. 

When  the  Government  took  over  the  Hendon  aerodrome,  a 
move  was  made  to  ihe  present  site  at  Stag  Lane,  just  off  the 
Edgware  Road,  past  Hendon.  It  is  a  very  good  spot  for  an 
aerodrome,  as  there  are  no  tall  trees  or  other  obstacles  to  inter- 
fere with  landing.    It  is  120  acres  in  extent. 

Previous  to  this  year,  flying  was  taught  cn  C?idron  machines 
fitted  with  50  h.p.  Gnome  engines,  but  now  ?  new  two-seater 
tractor  biplane  has  been  designed  which  can  be  looped,  half-rolled 
and  generally  stunted. 

This  machine  was  designed  primarily  as  a  dual-control  train- 
ing machine,  but  machines  of  the  same  type  constructed  since 
then  have  been  used  quite  a  lot  as  passenger-carriers,  and  since 
last  Easter  they  have  made  about  500  flights  \vilhcur  so  much  as 
a  piece  of  broken  wood  or  bent  metal  work. 

The  whole  construction  of  the  machine  is  extremeh  sturdy  and 
absurdly  simple.     As  a  solo  machine  it  has  climbed  to  9,000  ft., 


and  with  two  up  it  has  readied  7,000  It.  It  has  a  maximum 
speed  of  65  m.p.h.,  with  a  landing  speed  of  something  like  30 
m.p.h. 

The  general  arrangement  of  the  machine  can  be  seen  in  the 


Ta.it  skid 


accompanying  scale  drawings,  which  also  give  the  principal 
overall  dimensions. 

F°r  ^403  a  pupil  is  taught  to  fly,  and  is  then  given  one  of 
these  new  machines  to  take  home  with  him. 

The  engine  is  the  50  h.p.  Gnome,  and  though  it  cannot  'be  called' 
reliable  and  wants  a  mechanic  to-  look  after  it  who  has  specialised 
in  that  engine,  and  though  it  must  be  taken  down  after  every  18- 
hours'  flying,  it  is  nevertheless  capable  of  doing  much  good  work. 

If  only  a  little  four-cylinder  stationary  engine  were  fitted,  the 
pilot,  if  he  was  a  pretty  fair  mechanic,  could  look  after  it  him- 
self. If  he  had  the  rigging  overhauled  when  necessary,  here  is. 
the  ideal  little  machine  to  keep  on  your  back  lawn  to  fly  yourself 
and  your  friends  for  business  or  pleasure. 

The  Air  Ministry  refuse  to  license  this  machine  with  its  50  h.p.. 
engine,  except  temporarily  and  under  irksome  restrictions,  as  they 
do  not  consider  its  power  sufficient  to  carry  two  people  success- 
fUly,  shutting  their  eyes  to' its  actual  performance. 

A  machine  is  being  built  which  is  designed  for  an  80  h.p, 
er.arine. 


London  &  Provincial  Aviation  Co 
2-Seatef?  Training  Biplane. 
50  rf?  Gnome  . 


-4-'  6"-* 


July  23,  1919- 


The  Aeroplane 


351 


YOU   MUST   HAVE   AN  EFFICIENT 
AND   RELIABLE  RADIATOR. 

JOHN  MARSTON 
LIMITED, 

OF  WOLVERHAMPTON, 

Have  for  more  than  a  century 
been  engaged  in  the  manu- 
facture of  Sheet  Metal  Ware. 


AIRSHIP  R34 

which  has  just 

CROSSED  the  ATLANTIC 

TWICE 

was  fitted  with 

RADIATORS 

made  by  this  firm. 


MARSTON 
HONEYCOMB 
RADIATOR 


JOHN  MARSTON  L? 

;WOL-y.ER  HAMPTON 


RENE  TAMPIER 

CONSTRUCTING  ENGINEER, 

INVENTOR  AND  PATENTEE 


CONTRACTOR    TO    H.M.    AND    ALLIED  GOVERNMENTS 
PARIS.         LYONS.  TURIN. 


BLOCTUBE  CARBURETTORS 
COMPLETE. 

BLOCTUBE   PETROL  VALVES. 

BLOCTUBE  CONNECTIONS. 


BLOCKTUBE  CONTROLS. 

Large  Variety  of  Models. 

INTERMEDIATE  BRACKETS. 

Straight  or  Bell  Crank. 


BLOCTUBE  CARBURETTOR  WORKS, 

DANE  MERE    STREET,    PUTNhY,    LONDON,  S.W.15. 


Telephone  —  PUTNEY  242. 


Telegrams— "TUB LOCARB,  PUT,  LONDON. 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


352 


The  Aeroplane 


July  23,  1919 


SERVICE   PEOPLE  I 

It  is  obviously 'desirable  in  every  way  that  firms  in  the  Aircraft 
Industry  should  fill  up  any  vacancies  which  occur  in  their  busi- 
nesses with  people  from  the  Flying  Services.  In  the  first  place 
those  who  have  served  the  King  during  ihe  war  have  a  greater 
claim  to  any  jobs  that  may  be  going  than  have  those  who  have 
merely  stayed  at  home  and  made  money.  And,  secondly,  people 
who  have  come  straight  out  of  Ihe  Air  Force  naturally  know  more 
about  the  needs  of  aviators  than  do  the  stay-at-homes. 

Quite  apart  from  any  question  of  patriotism,  or  one's  duty  to 
people  who  have  served  in  the  war,  it  certainly  does  pay  any 
firm  to  engage  ex-R.A.F.  people  whenever  possible,  simply  be- 
cause they  come  out  of  the  Service  with  the  very  latest  practical 
knowledge  of  the  care  and  maintenance  of  machines  and  engines, 
or,  if  they  happen  to  be  pilots,  with  the  latest  knowledge  of 
flying  under  difficult  conditions. 

R.A.F.  Personnel  at  H.P.'s. 

One  of  the  first  firms  to  engage  ex-officers  and  men  of  the 
R.A.F.  on  a  large  scale  was  Handley  Page,  Limited,  whose 
machines  have  been  so  largely  used  by  the  R.A.F.  that  one  might 
almost  say  a  special  class  of  Handley  Page  specialists  was  deve- 
loped in  the  R.A.F.  during  the  last  year  of  the  war. 

So  many  former  R.A.F.  people  are  employed  by  the  firm  that 
one  cannot  very  well  give  a  complete  list  of  them  without  more 
or  less  giving  away  the  whole  of  the  firm's  works  and  business 
organisation,  but  one  may  perhaps  note  the  names  of  a  certain 
number  who  have  already  been  more  or  less  in  the  eye  of  the 
public. 

Lieut. -Col.  Stedman,  who  was  the  first  engineer  officer  of  the 
R.N.A.S.  to  be  detailed  specially  for  work  on  Handley  Pagr 
machines,  and  who  flew  in  the  very  first  Handley  Page  machine 
with  Squadron  Commander,  now  Major,  John  Babington,  D.S.O., 
went  to  Newfoundland  in  charge  of  the  machine  which  was  to 
attempt  to  fly  the  Atlantic. 

Major  Brackley,  one  of  the  most  famous  Handley  Page  pilots 
in  the  R.A.F.,  is  the  pilot  of  the  said  machine. 

Major  Gran,  better  known  perhaps  as  Lieut.  Trygve  of  the 
Norwegian  Navy  and  of  the  Scott's  South  Polar  Expedition,  and 
later  as  Capt.  Grant,  R.F.C.,  went  tc  Newfoundland  as  the  navi- 
gator of  this  machine. 

Among  those  permanently  employed  in  this  country  in  connec- 
tion with  the  flying  of  Handley  Pages  is  Lieut. -Col.  Edwards, 
late  Assistant-Director  of  Flying  Operations  in  the  Air  Ministry. 

Lieut.-Col.  Noel,  who  will  be  remembered  as  having  a  machine 
of  his  own  at  the  Acton  Aerodrome  with  Messrs.  Beney  and 
Lascelles  in  the  very  early  days  of  aviation  somewhere  about  1909, 
is  also  with  the  firm. 

Among  the  firm's  regular  pilots  are  Lieut, -Col.  Sholto  Douglas 
and  Major  Foot,  both  of  whom  were  famous  as  Handley  Page 
Dilots  in  the  R.A.F.  during:  the  war. 

Major  Park  and  Capt.  Stewart',  who  recently  flew  the  Handley 
Page  round  Britain,  are  also  with  the  firm. 

Many  other  R.A.F.  officers  are  either  working  for  the  firm  in 
this  country  or  have  gone  abroad  on  special  missions,  and  a  num- 
ber of  R.A.F.  airmen  are  employed  as  mechanics  on  the  machines. 
It  certainly  seems  that  the  Handley  Page  firm  is  doing  all  in  its 
power  to  find  adequate  employment  for  the  demobilised  personnel 
of  the  R.A.F. 

Short  Bros,  and  Service  Aviators. 

Yet  another  firm  which  is  giving  worthy  employment  to  ex- 
Service  people  are  Messrs.  Short  Brothers.  The  most  senior  of  all 
their  Service  aviators  is  Mr.  E.  B.  Parker — the  firm's  London 
representative — who  was  a  flying  officer  in  the  Naval  Wing, 
R.F.C.,  before  the  R.N.A.S.  was  founded,  and  incidentally  was 
one  of  the  finest  pilots  the  Navy  ever  had.  He  was  invalided  out 
of  the  Navy  some  time  before  trie  war,  and  on  his  lecovery  from 
what  was  considered  to  be  a  fatal  illness  he  joined  Short  Brothers 
and  has  done  excellent  work  for  '.he  firm  ever  since. 

Another  distinguished  Naval  pilot  now  with  the  firm  is  Major 
S.  V.  Sippe,  D.S.O.,  one  of  the  three  heroes  of  the  famous  raid  on 
Friedrichshafen  in  19; 4.  Major  Sippe  was  at  the  end  of  the  war 
in  command  of  the  Northern  Seaplane  Acceptance  Depot  at 
Brough,  and  throughout  the  war  has  been  intimately  -concerned 
with  R.N.A.S.  work. 

Another  pioneer  of  British  aviation  who  is  now  with  Short 
Brothers  is  Major  O.  T.  Gnosspelius,  who  is  in  fact  the  first  man 
who  ever  flew  an  aeroplane  off  British  water,  Windermere  being 
ihe  site  of  his  adventure.  Major  Gnosspelius  has  been  doing  valu- 
able technical  work  in  connection  with  seaplanes  during  the  war 
:md  should  be  of  great  value  to  this  pioneer  firm. 

Yet  another  R.N.A.S.  officer  now  with  Short  Brothers  is  Lieut. 
W.  P.  Kemp,  who  has  had  considerable  seaplane  service  during 
the  war. 

A  Good  Start. 

Among  the  firms  who  are  doing  their  best  to  provide  employ- 
ment for  ex-R.A.F.  people  credit  must  be  given  to  the  Central 
Aircraft  Company,  which  firm,  after  doing  very  good  work  in  the 
way  of  aircraft  production  during  the  wai ,  entirely  on  machines 
of  other  people's  design,  has  now  come  forth  not  only  as  a 
designing  firm,  but  also  as  the  proprietors  of  a  well-organised 
flying  school  at  Northolt  Aerodrome. 


J   CIVIL  AVIATION. 

The  aerodrome  manager  of  the  firm's  school  is  Capt.  N.  C. 
Riddell,  late  R.A.F.,  and  the  pilots  are  Capt.  A.  H.  Gearing 
and  Lieut.  F.  B.  Goodwin  Castleman.  Capt  W.  Brian'  Long  has 
also  been  flying  the  firm's  machines  with  success. 

The  firm  has  quite  an  ambitious  programme  in  the  way  of 
producing  multiple-engined  passenger  machines  as  well  as  school 
machines  and  two-seater  sporting  machines  at  a  moderate  price, 
and  it  is  to  be  hoped  that  the  enterprise  shown  by  the  Messrs. 
Cattle,  who  are  the  proprietors  of  the  firm,  will  meet  with  the 
reward  which  it  deserves,  and  will  thus  enable  them  to  provide 
considerably  more  employment  ere  long  for  demobilised  officers 
and  men. 

The  Central  Aircraft  Company  have  made  arrangements  with 
the  Air  Ministry  to  have  the  use  of  the  R.A.F.  Aerodrome  at 
Northolt,  which  is  certainly  one  of  the  finest  in  the  country  as 
regards  its  suitability  for  training  work,  and  has  an  area  of  about 
350  acres,  nearly  all  of  which  provides  decent  landing  ground. 
The  firm  is  already  training  its  pupils  at  this  aerodrome,  and 
commencing  from  June  28th  they  are  also  giving  daily  passenger 
flights. 

Northolt  Aerodrome  is  very  easy  to  reach,  being  close  to. 
Northolt  Junction  on  tfie  Great  Western  and  Great  Central  rail- 
ways. It  is  within  about  half-an-hour's  railway  journey -of  Lon- 
don, and  the  aerodrome  is  only  five  minutes'  walk  from  the 
station,  so  that  actually  it  is  probably  the  easiest  to  reach  of  all 
London  aerodromes,  therefore  the  firm  should  find  its  passenger 
trios  well  patronised. 

The  Martinsyde  Staff. 

Another  firm  which  is  doing  its  duty  thoroughly  well  to  the 
R.A.F.  in  the  way  of  finding  employment  for  ex-officers  and 
men  is  the  firm  of  Martinsyde,  Limited.  Among  those  who 
have  been  actually  engaged  by  the  firm  are  the  following  : — 

Major  C.  W.  C.  Wheatley,  who  will  be  remembered  in  the 
early  days  at  Brooklands  as  an  Avro  pupil,  and  who  has  since 
been  on  technical  work  in  the  R.A.F. 

Capt.  R.  Nisbet,  an  R.A.F.  pilot,  who  was  second  in  the 
Aerial  Derby. 

Capt.  C.  W.  F.  Morgan,  R.N.A.S.  pilot,  who  was  engaged  as 
Mr.  Raynham's  navigator. 

Messrs.  P.  Stimpson  and  R.  Reyer,  R.N.A.S.  pilots ;  and 
Messrs.  E.  F.  Gill,  H.  C.  Kirby,  J.  H.  Clarke,  J.  Refoy,  and 
A.  Wells,  all  R.A.F.  pilots. 

Mr.  W.  F.  Savage,  late  Chief  Inspector,  A.I.D.,  has  also 
joined  the  firm  in  a  technical  capacity. 

The  L.  and  P.  Engagements. 

It  is  encouraging  thus  to  find  that  so  many  firms  are  doing 
their  best  to  give  employment  to  ex-officers  and  airmen  of  the 
R.A.F.  One  of  the  first  firms  to  make  a  move  in  this  direction 
was  the  London  and  Provincial  Aviation  Company,  who  run  the 
Stag  Lane  Aerodrome  at  Edgware  as  a  school  of  flying,  and 
also  for  the  purpose  of  giving  exhibition  and  passenger  flights. 

The  following  officers  have  already  been~  engaged  by  this 
fiim  : — 

Capt.  Robert  Oxspring,  M.C.,  who  is  the  assistant  aerodrome 
manager. 

Lieut.  W.  T.  Warren,  jun.,  Who,  though  of  junior  rank  in 
the  Service,  is  the  aerodrome  manager,  having  been  engaged  in 
aviation  long  before  the  war. 

Capt.  Leslie  Brake  and  Lieut.  T.  Neville  Stack,  who  have 
both  had  long  experience  of  Service  flying.  s 

The  firm  has  also  two  ex-N.C.Os.  from  the  R.A.F.  employed 
in  their  works. 

The  L.  and  P.  Company  has  always  had  a  high  reputation  for 
honest,  straightforward  work  in  its  machines  and  for  good, 
sound  instruction  at  its  school,  and  one  hopes  that  with  the 
growth  of  Civil  Aviation,  after  the  Air  Ministry  has  been 
brought  to  a  proper  sense  of  its  duties,  this  firm,  together  with 
all  those  previously  mentioned,  will  find  it  necessary  to  engage 
many  more  of  the  former  personnel  of  the  R.A.F. 

Super-Mariners. 

The  Supermarine  Aviation  Works,  Ltd.,  of  Southampton,  have 
also  taken  on  quite  a  number  of  officers  of  the  Flying  Services, 
though  their  Civil  Transport  Schemes  are  not  actually  in  opera- 
tion at  the  moment.    Here  is  the  list  of  their  officer  personnel  :  — 

Squadron  Commanders  James  Bird  and  B.  S.  Hobbs  (late  R.N.) 

Captains  F.  J.  Bailey,  P.  Brend,  and  J.  E.  A.  Hoare  (late 
R.A.F.) 

Lieut.  H.  G.  Horsey,  late  R.A.F. 
Sec.  Lieut.  H.  C.  Biard,  late  R.A.F. 

All  these  officers  were  originally  in  the  Royal  Naval  Air  Ser- 
vice. 

A  Big  Avro  List. 
One  of  the  most  imposing  lists  of  ex-R.A.F.  people  now  em- 
ployed in  civil  aviation  is  that  pertaining  to  the  Civil  Aerial 
Transport  firm  which  is  known  as  "  Avro  Joyrides  "  and  operates 
from  Hounslow  Aerodrome  under  the  direction  of  Lieut.-Col. 
G.  L.  P.  Henderson,  M.C.,  A.F.C.    The    firm  is  entirely  con- 


July  23,  1919 


The  Aeroplane 


C  '.' GRIPOLY"  Solid  Woven  Belting  is 
made  from  Camel  Hair  Yarns,  with  a 
small  percentage  of  cotton  and  woven 
by  a  patent  process  which  insures  the 
greatest  possible  strength  and  evenly 
consistent  wear. 

C.  "GRIPOLY"  has  a  triple  twisted  edge 
interwoven  with  the  belting  which  effec- 
tively resists  fraying  caused  by  guide  forks. 

C  "  GRIPOLY "  Solid  Woven  Belting 
is  flexible,  non-slipping,  stretchless, 
impervious  to  heat  and  moisture  and 
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KINDLY    MENTION    "  THE  AEROPLANE 


WHEN    CORRESPONDING    WITH  ADVERTISERS. 


354 


The  Aeroplane 


July  23,  1919 


cerned  with  running  passenger  trips  in  various  parts  of  the 
country  on  Avro  machines,  and  it  has  been  extraordinarily  suc- 
cess! ul  since  it  began  work,  as  those  who  read  the  weekly  reports 
of  civilian  aviatjon  in  this  paper  will  realise. 

Everybody  in  the  firm's  employ  has  been  a  soldier  or  sailor,  with 
the  exception  of  a  few  casual  labourers  who  are  merely  employed 
in  hauling  the  machines  about,  and  the  pilots  are  not  merely  good 
pilots,  but  are  "  A.  i  at  Gosport  "  instructois,  so  that  the  firm 
has  a  very  good  claim  to  having  the  most  skilful  staff  of  pilots 
•in  the  world. 

The  list  of  those  at  present  employed  is  as  follows  : — 

Lieut. -Col.  G.  L.  P.  Henderson,  M.C,  A.F.C.,  late  Wing  Com- 
mander R.F.C.  and  R.A.F. — general  manager. 

Captains  R.  T.  Fagan,  D.F.G.,  A.  M.  West,  and  D.  I.  M. 
Kennard,  late  Flight  Commanders  and  R.F.C.  and  R.A.F. 
Instructors. 

Capt.  S.  H.  Twining,  M.B.E.,  late  Wing-Adjutant,  R.F.C, 
and  R.A.F. 

Lieuts.  Hi  R.  Hastings,  A.F.C.,  R.  S.  Park,  A.F.C.,  E.  A. 
Sullock,  A.F.C.,  A.  C.  Weeks,  and  Sparkes,  late  Flying  Officer 
Instructors  R.F.C.  and  R.A.F. 

Airmen  R.  W.  Amey,  late  W.O._,  R.F.C.  and  R.A.F.  ;  A.  C. 
Ayling,  late  Cpl.,  R.N.A.S.  and  R.A.F.;  P.  Tew,  late  R.N.A.S. 
and  R.A.F.  ;  A.  J.  Whittington,  late  Serjt.,  R.N.A.S.  and 
R.A.F.  ;  T.  A.  Badger,  late  Fit.  Serjt.,  R.F.C.  and  R.A.F.  ; 
E.  F.  Gordon,  late  Fit.  Serjt,  R.F.C.  and  R.A.F.  ;  H.  Rogers, 
late  Serjt.,  R.F.C.  and  R.A.F.;  H.  J.  Phillips,  ist  Air  Mech., 
R.F.C,  and  Sec.  Lt.  R.F.A.  ;  C  F.  Lacey,  late  R.F.C.  and 
R.A.F.  ;  Hughes,  late  Serjt.  R.F.C.  and  R.A.F.  ;  Field,  late  ist 
Air  Mech.  R.F.C.  and  R.A.F.;  Sadler,  late  Fit.  Serjt.  R.F.C. 
and  R.A.F.  ;  C.  V.  Jeffreys,  late  ist  Air  Mech.  R.F.C.  and  R.A.F. 

Also  Miss  E  S.^  Smith,  late  Chief  Section  Leader,  W.R.A.F. 

That  certainly  is  a  list  of  which  any  firm  may  well  be  proud. 
A.  V.  Roe  &  Co. 

In  addition  to  the  firms  already  mentioned  as  having  found 
employment  for  ex-R.A.F.  people,  A.  V.  Roe  and -Co.  have — as 
might  have  been  expected — done  very  well  in  this  direction.  Here, 
for  example,  is  the  list  of  those  employed  by  the  firm  direct,  chiefly 
in  connection  with  the  Avro  joy-ride  undertakings  at  Blackpool, 
Manchester,  and  HamMe  : —  . 

Blackpool. 

Major  W.  G.  McMinnies. 

Captains  E.  Maitland-Heriot  and  B.  R.  Collisori. 

Lieuts.  H.  A.  Brown,  E.  P.  Adams,  E.  F.  Rogers,  G.  B. 
Moxon,  J.  F.  Macrae. 

Flight  Cadet  H.  T.  Dewhurst. 

Flight  Scrjts.  I.    Humphreys  and  M.  Hargreaves. 

Serjts.  E.  Neale,  W.  Plant,  W.  Apple'ton,  W.  W.  Smith,  A. 
M  agowan,  I.  Harker  and  E.  Braithwaite. 

Cpls.  W.  Ringham  and  T.  A.  Brophill. 

ist  A/Ms.  H.  Yates  and  I.  Shan. 

3rd  A/Ms.  H.  J.  Carter  and  A.  M.  N.  Martin. 

Manchester. 

Flight  Cadets  P.   Linton  and  T.  Hampson. 

Serjt.  R.  Dale. 

Cpl.  Thompson. 

Leading  Aircraftsman  Parry. 

ist  A/Ms.  Clifford  Lucas  and  V.  Downey. 

2nd  A/Ms.  E.  Haward,  F.  Fleming/  and  G.  Makereth. 
Hamble. 

Capts.  H.  A.  Hamersley,  M.C.,  T.  Warren  Merriman,  A.F.C, 

A.  Storey,  D.F.C.,  and  R.  L.  Truelove. 

Lieuts.  D.  H.  Sadler,  West,  R.  A.  Seaton,  R.  Freemantle,  and 
J.  Gulf. 

Serjt,  Observer  B.  C.  Freemantle. 

Serjt.   Mechanics  H.  G-.Gale  anrl  G.  Wa  rren. 

P.O.  R.N.A.S.  L.  Parmenter. 

ist  A/M  G.  H.  Roberts. 

2nd  A/M  F.  Pert. 

The  Aircraft  Manufacturing  Company's  List. 

As  would  be  expected,  the  Aircraft  Manufacturing  Company 
-includes  amongst  its  staff  a  large  number  of  ex-R.A.F.  officers, 
and  the  following  list  gives  an  idea  of  the  widespread  ramifica- 
tions  of    Mr.    Holt   Thomas's   organisation  : — 

Foreign  Representatives  : — Major  K.  JE.  Clayton-Kennedy, 
Colonel  H.  Delacombe,  Major  S.  G.  Kingsley,  M.C,  Lieut.  S. 

B.  Brad'ey,  Lieut.-Colonel  R.  G.  Blomfield,  D.S.O.,  Captain 
H.  H.  Shorter,  Major  F.  C.  Atkinson. 

O.C   Flying  Operations  : — Major  C.  Patteson,  M.C,  A.F.C. 

Pilots  :— Major  H.  de  Havilland,  Captain  H.  J.  Saint,  D.S.C., 
Captain  W.  G.  Gathergood,  A.F.C,  Lieut.  H.  Shaw,  A.F.C, 
Lieut.  E.  H.  Lawford,  A.F.C,  Lieut.  C.  R.  McMullin,  Captain 
C  W.  Carlton,  A.F.C,  Captain  Carroll. 

Business  Organisation  : — Captain  D.  M.  Greig,  O.B.F.,  Major 
H.  Jones. 

O.C.  Photographs  : — Captain  F.  R.  Logan. 

Boulton  and  Paul's  List. 
Boulton  and  Paul,  Ltd.,  give  the  following  long  list  of  their 
ex-R.A.F.  employees,  and  deserve  congratulations  thereon. 
Major  ffiske,  London  Manager. 

Major  K.  S.  Savory,  D.S.O.,  and  Captain  R.  D.  Simpson, 
D.F.C,  Special  Pilots. 


Captain  J.  H.  Woolner,  A.F.C,  Special  Pilot  and  Navigator. 
Captain  A.  L.  Howarth,  Wireless  Expert. 

Lieut.  J.  E.  Jones,  Experimental  Research  Department,  Aero- 
dynamics Section. 

Experimental  Department,  Wind  Channel  : — Lieut.  W.  H. 
Sawyer,  ist  A.M.  H.  D.  Foulger;  and  Cpl.  L.  A.  Crickmore.- 

Experimental  Research  Department  : — Lieut.  Mackinolty, 
Flight  Cadet  D.  Dove,  Serjt.  R.  R.  Riley,  Capt.  E.  L.  Simon- 
soii,  2nd  A/M  G.  E.  Morton. 

Experimental*  Workshops  : — C/M  E.  W.  Martin,  Serjt. - 
Major  Howes,  Serjt.  Taylor. 

C.E.  Drawing  Office  : — 2nd  A/M  G.  Pegg. 

Production  Drawing  Office  : — 2nd  A/M  R.  W.  Mallett. 

Experimental  Research  Department,  Aerodynamic  Section  : — 
A.  Zaiman,  B.A.,  Sapper,  R.E.,  attached  to  Anti-Aircraft  Experi- 
mental Station  at  Shoeburyness. 

EMPLOYING   BY  DESTROYING. 

In  the  first  report  of  the  Select  Committee  on  National  Expen- 
diture, which  was  issued  as  a  White  Paper  on  June  12th,  there 
is  some  severe  criticism  of  the  Air  Ministry.  The  committee  seem 
to  be  greatly  disturbed  by  the  continuation  of  the  use  of  high- 
powered  motor  cars  by  officials. 

The  number  of  motor  cars  kept  for  the  use  of  the  Air  Ministry 
at  the  present  time,  the  committee  state,  is  48.  Of  these,  33  are 
allotted  to  33  officials  for  their  own  use,  and  15  are  pooled  for  the 
use  generally  of  the  staff.  Many  of  the  cars  are  very  large  and 
powerfully  engined,  consuming  a  quantity  of  petrol  and  wearing 
out  many  tyres. 

Each  of  the  following  officials  is  said  to  have  a  car  for  his  own 
use : — Mr.  Churchill  (Rolls-Ro}'ce  limousine),  Maj.-Gen.  Seely 
(Rolls-Royce  cabriolet),  Maj.-Gen.  Trenchard  (Rolls-Royce  lan- 
daulette),  Maj.-Gen.  Sykes  (Rolls-Royce  cabriolet),  Maj.-Gen. 
Ellington  (Rolls-Royce  car),  Sir  A.  Duckham  (Crossley  landau- 
lette),  Sir  J.  Hunter  (Crossley  landaulette),  and  Lord  Londonderry 
(Crossley  landaulette). 

Except  that  the  publication  of  this  list  is  a  very  good  advertise- 
ment for  the  Rolls-Royce  and  Crossley  firms,  one  does  not  see 
that  it  serves  a  useful  purpose.  There  are  certain  newspapers 
that  cater  for  the  less  intelligent  section  of  the  community  an-d 
which  during  the  war  found  it  more  profitable  to  foster  distrust 
between  the  authorities  and  the  public  than  to  continue  their  old 
policy  of  fanning  the  flame  of  class  hatred.  These  will,  of  course, 
flaunt  the  fact  that  a  few  Secretaries  of  State,  Cabinet  Ministers, 
and  highly-placed  officials  and  such  lumber  go  about  their  business 
in  cars,  while  the  energetic,  highly  efficient  and  virtuous  plumber 
travels  in  an  L.CC  tram  to  fetch  the  tools  he  leaves  behind  when 
he  goes  to  do  a  job.  These  journals  doubtless  would  like  to  see 
British  Secretaries  of  State,  Cabinet  Ministers,  and  distinguished 
generals  riding  on  the  humble  pedal  cycle  or  donkey  chaise,  in 
order  that  the  resultant  loss  of  time  would  give  further  oppor- 
tunities for  criticism. 

In  spite  of  all  that  is  said,  our  highly-placed  officials  are  busy 
'men,  and  anybody  who  has  any  knowledge  of  affairs  is  aware 
that  a  highly-paid  person's  time  may  be  worth  more  than  the 
price  of  a  few  gallons  of  petrol.  The  commercial  world  found 
that  out  long  ago. 

One  feels  that  so  long  as  it  is  kept  within  reasonable  limits  the 
use  of  motor  transport  by  important  chiefs  is  more  than  justified, 
and  that  it  would  be  more  profitable  to  level  criticism  at  the 
sinful  waste  of  public  money  by  the  scrapping  of  new  aeroplanes 
of  the  latest  types.  Millions  have  been  thrown  away  in  this 
manner  for  every  few  pounds  spent  on  motor  cars. 

The  Select  Committee  reported  that : — 

Following  the  Armistice,  the  Air  Council  met  and  decided  to 
inform  the  Ministry  of  Munitions  that  they  required  no  more  aero- 
planes. This  decision  was,  however,  not  adhered  to,  and  in  De- 
cember last  they  wrote  to  the  Ministry  of  Munitions  stating  that 
they  appreciated  "  that  labour  and  other  considerations  may  pre- 
vent the  Ministry  of  Munitions  from  arranging  a  complete  cessa- 
tion of  further  deliveries,  and  for  this  reason  the  Air  Council  are 
prepared  to  continue  to  accept  aircraft  and  engines  of  which  con- 
tinued production  is  required  by  these  considerations." 

"  Accordingly,"  proceeds  the  report,  "  machines  were  taken 
from  contractors  which  were  not  wanted,  and  as  national  factories 
were  also  to  be  kept  going,  it  was  necessary  to  find  work  for  the 
people  there,  with  the  result  that  machines  taken  from  contractors 
to  keep  the  people  there  employed  were  sent  to  the  national  fac- 
tories to  be  destroyed  to  keep  the  people  there  employed." 

After  Christmas,  however,  steps  were  taken  to  cancel  contracts, 
which  were  brought  down  from  ^150,000,000  to  ^65,000,000. 
The  number  of  aeroplanes  was  reduced  from  25,000  to  13,432. 

So  for  about  two  months  after  the  Armistice  it  would  appear 
that  the  country  was  spending  money  at  the  rate  of  ^85,000,000 
a  month  on  machines  which  were  scrapped  as  soon  as  delivered. 
The  idea  of  keeping  contractors  busy  on  the  construction  of  aero- 
planes which  were  "  sent  to  the  national  factories  to  be  destroyed 
to  keep  the  people  there  employed  "  would  be  comic  if  it  were  not 
so  sad. 

It  would  have  been  almost  as  sensible  to  give  the  machines  to 
the  Germans  to  encourage  them  to  keep  on  fighting  for  the  benefit 
of  trade. 


July  23,  1919 


The  Aeroplane 


354A 


THE 

LONDON  AND  PROVINCIAL 

AVIATION  COMPANY, 

who   have  just  closed  their 
Works  and  Aerodrome, 

have  the  following  Aircraft  for  disposal: 

One  brand  new  H.  type  Avro  2-seater  machine 
(H.  5173)  fitted  with  110  H.P.  Le  Rhone 
Engine  and  all  instruments.    Rigged  and 
tested  ...... 

£480 

One  brand  new  H.  type  Avro  2-seater  machine 
(H.  5172)  fitted  with  110  H.P.  Le  Rhone 
Engine  and  all  instruments.    Rigged  and 
tested  ...... 

£480 

One  brand  new  J.  type  Avro  3-seater  machine 
(2  passengers  and  pilot)    (J.  5499)  fitted 
with  110  H.P.  Le  Rhone  Engine  and  all 
instruments.    Will  be  rigged   and  tested 
within  a  few  days 

£500 

All  these  machines  are  fitted  with  streamline  wires,  and  are 
very  latest  type,  built  since  the  Armistice. 

of  the 

KINDLY    MENTION    "  THE    AEROPLANE  "     WHEN    CORRESPONDING    WITH  ADVERTISERS. 


354* 


The  Aeroplane 


July  23,  1919. 


CIVIL   AERIAL  TRANSPORT  NOTES. 


GREAT  BRITAIN. 

BtRKDALE    AND  SOUTHPORT. 

The  hum  of  the  Avro  Air  Fleet  attracted  a  huge  crowd  to  the 
Birkdale  Palace  Aerodrome,  near  Southport,  last  Saturday.  Ten 
thousand  people  ringed  the  aerodrome,  swarmed  on  the  sand- 
hills, and  thronged  the  enclosures.  The  roads  approaching  the  . 
flying  ground  were  blocked  with  traffic — in  fact,  no  such  crowd 
had  been  seen  at  Southport  since  King  Edward  VII.  visited  the 
city. 

The  occasion  was  Lancashire's  first  aerial  fete  and  gym- 
khana. Machines  came  from  Morecambe,  Manchester,  Black- 
pool, Liverpool,  and  Preston  to  compete  in  the  events. 
Punctually  at  three  o'clock  the  Avro  band,  which  had  flown 
over  from  Manchester,  struck  up  a  tune  as  two  flights  took  the 
air  and  flew  round  Southport  in  formation.  The  first  flight  of 
five  machines,  led  by  Capt.  E.  Maitland  Heriot,  D.S.C.,  landed 
in  formation,  making  a  very  pretty  spectacle. 

The  next  event,  a  landing  competition,  in  a  space  of  about 
fifty  yards  square,  gave  the  spectators  some  idea  of  what  a 
modern  machine  is  capable.  An  imitation  fence  had  been 
planted  in  the  sand,  and  competitors  had  to  land  as  near  over 
it  as  possible.  One  or  two  pilots  landed  on  the  near  side,  and 
demolished  part  of  the  hedge  which  the  officials  and  judges 
quickly  repaired. 

This  event  was  very  exciting,  both  for  competitors  and  spec- 
tators, as  two  'or  three  machines  would  land  side  by  side  within 
a  few  seconds  of  each  other. 

An  acrobatic  display  followed,  all  the  usual  stunts  being  per- 
formed in  order,  so  that  the  spectators  had  an  opportunity  of 
distinguishing  between  such  manoeuvres  as  a  continuous  verti- 
cal bank,  a  spiral  and  a  spin. 

The  big  event  of  the  day  was  a  twelve-mile  race  over  the 
sea  and  sand.  This  attracted  ten  entries,  all  of  whom  got  off 
within  a  few  seconds  of  each  other.  Lieut.  Brown  led  from 
start  to  finish,  closely  pursued  by  Lieut.  Adams  and  Capt. 
Heriot.  It  was  surprising  the  difference  in  speed  between  the 
machines  in  view  of  the  fact  that  they  were  similar  in  all 
respects.  The  aeroplane  "  Follow  my  leader  "  competition  con- 
cluded the  display,  a  long  string  of  machines  imitating  the 
leader's  example  in  such  manoeuvres  as  diving,  zooming,  turning, 
and  landing. 

A  silver  cup,  value  30  guineas,  presented  by  the  directors  of 
the  Birkdale  Palace  Hydro,  was  awarded  to  Lieut.  Brown  for 
the  best  all-round  performance  of  the  day.  Fitter  Rigby  and 
Rigger  Gower,  mechanics  on  the  winning  machine,  were  also 
presented  with  prizes.  Lieut.  Adams  was  judged  second,  and 
Capt.  Collison  third  on  the  day's  performance.  Major  Crosslev, 
R.A.F.,  and  Messrs.  C.  H.  Parr  and  A.  Whittaker,  of  Birkdale, 
officiated  as  judges. 

After  the  event  ten  machine?  did  passenger  fl\ ing,  and  were 
kept  very  busy  for  several  hours.  The  whole  exhibition  was 
organised  by  Major  McMinnies,  late  R.A.F.,  who  is  running  the 
"  Avro  "  enterprise  in  the  North  of  England. 

Formation'  of  Lancashire  Flying  Club. 

The  first  meeting  of  the  Lancashire  Flying  Club  was  held  at 
the  Birkdale  Palace  Hydro,  Birkdale,  Southport,  last  Saturday 
after  the  "  Avro  "  gymkhana.  Mr.  F.  C.  L.  Young,  Lindum 
Lodge,  Bowden,  Cheshire,  was  elected  hon.  secretary  and  trea- 
surer. Mr.  Young  already  possesses  a  machine  of  his  own,  and 
has  offered  to  place  it  at  the  disposal  of  the  club's  members. 
It  was  decided  that  the  subscription  for  the  first  fifty  members 
be  fixed  at  ten  guineas,  without  entry  fee,  and  that  the  club  be 
run  primarily  for  the  benefit  of  ex-service  pilots  who  wish  to 
keep  up  their  flying. 

Major  McMinnies  offered  free  landings  and  storage  for  mem- 
bets'  machines  at  the  Avro  aerodromes  at  Windermere,  Douglas, 
Morecambe,  Fleetwood,  Blackpool,  Southport,  Liverpool, 
Pieston,  Rhyl,  etc.,  and  this  offer  was  accepted.  It  was  decided 
to  write  to  the  Air  Ministry  with  a  view  to  obtaining  a  gift  of 
several  machines  to  the  club,  with  a  view  to  assisting  ex- 
service  men  to  keep  up  their  flying,  and  it  was  suggested  that 
the  club's  machines  should  be  fully  insured  agamst  all  accidents 
and  crashes.  All  communications  should  be  addressed  to  the 
Hon.  Secretary,  Lancashire  Flying  Club,  at  the  address  given* 
above. 

Leeds. 

An  aeroplane  of  unknown  make  left  Leeds  on  July  18th  with 
two  passengers  and  luggage  for  Scarborough.  Despite  the  rail- 
way strike,  they  were  determined  10  go  on  1  heir  holiday,  and 
paid  £7  1  os.  per  passenger. 

London. 

Hendon. — Only  a  few  people  attended  the  Victor)-  Meeting  on 
Saturday,  July  19th.  There  were  seven  entries  for  the  cross- 
country handicap  race  of  twenty  miles,  which  was  won  by  Capt. 
H.  A.  Hammersley  on  the  "Baby  Avro."  He  received  the  Vic- 
tory Trophv  presented  by  Percy  Edwards  and  Co.       Major  R. 


H.  Carr  and  Captain  D.  H.  Robertson,  both  on  no  h.p.  Le- 
Rhone  "Avros,"  were  respectively  second  and  third. 

A  Grahame-White  biplane  also  took  part  in  the  race,  and  all 
the  machines  finished  the  course,  which  was  five  times  round 
Bittacy  Hill,  and  the  pylons  on  the  aerodrome. 

The  first  flight  to  Paris,  made  possible  by  the  temporary  with- 
diawal  of  the  restrictions,  was  made  on  Tuesday,  July  15th,  from 
Hendon.  Mr.  Pilkington,  the  managing  director  of  Pilkington 
Brothers,  left  Hendon,  on  an  "Airco"  D.H.9,  and  arrived  at 
Le  Bourget,  near  Paris,  in  25  hours.  The  business  being  com- 
pleted, a  return  journey  was  made  on  the  next  day  in  the  same 
machine. 

The  first  civilian  flying  certificate  issued  by  the  Royal  Aero 
Club  since  the  Armistice  has  been  taken  by  Private  J.  Hardy,  an 
Australian  soldier,  at  Hendon. 

His  Highness  the  Maharajah  of  Kashmir  and  Jamma,  with 
Captain  Zuloaga,  assistant  military  attach^  of  the  Argentine 
Legation,  flew  from  London  to  Paris  on  July  13th. 

On  Friday,  July  18th,  an  Airco  D.H.9  carried  leaflets -required 
in  connection  with  the  North-Eastern  Railway  strike  from  Hendon 
to  Durham.  This  machine  then  flew  to  Harrogate,  where  a 
D.H.6  arrived  on  the  following  day.  Both  the  machines  then, 
gave  exhibition  flights  in  connection  with  the  Peace  celebrations 
in  that  town. 

Cricklewood. — A  four-engined  Handley  Page  aeroplane  piloted 
by  Lieut.-Colonel  W.  S.  Douglas,  M.C.,  D.F.C.,  left  the  Aero- 
drome for  Brussels  at  7  a.m.  on  Saturday,  July  19th,  and 
arrived  there  at  10  a.m.  Lieut.-Colonel  Douglas  intends  to  give 
;r  flying  display  over  Brussels,  and  'Professor"  Newell,  who  ac- 
companied him,  will  make  a  descent  in  ;\  parachute. 

Margate. 

Amongst  those  taken  up  in  Avros  at  Manston  during  the  week 
ending  July  19th  were  three  youthful  passenger?-  aged  fifteen- 
months,  four  years,  and  six  years.  The  four-year-oid  insisted 
on  going  up  again  the  same  afternoon  and  was  looped. 

CANADA. 

It  has  been  announced  in  Toronto  that  an  international  air 
race  starting  simultaneously  from  Toronto  and  New  York  will 
be  held  on  August  25th,  with  the  Prihce  of  Wales  as  starter. 

BELGIAN  CONGO 

According  to  "  La  Conquete  de  l'Air  '  (Brussels),  a  seaplane 
service  is  to  be  established  upon  the  Congo. 

The  service  is  to  provide  postal  and  passenger  services,  and  is 
also  to  undertake  photographic  survey  work. 

The  initial  costs  are  to  be  defrayed  by  the  Royal  funds,  and  a 
committee  of  direction  for  the  organisation  of  the  service  has 
been  appointed  by  Royal  decree.  This  committee  consists  of 
Colonel  A.  E.  M.  van  Crombrugge,  Major  Paulis,  and  Com- 
mandante  Jaamotte. 

DENMARK. 

Oberleut.  Goring,  the  well-known  "jagd"  piloi  and  late  chief 
o\  the  Jagdgerschwader  of  von  Richthofen,  represented  German 
aviation  at  the  Copenhagen  flying  week  and  exhibition.  On  May 
Sth  he  left  Schwerin  on  a  Fokker  D.VII  with  a  185  h.p.  Bayer 
motor,  and  arrived  at  Copenhagen  (250  km.)  in  the  record  time 
of  ij  hour.  ~ 

According  to  "Der  Motor  Wagen"  of  June  20th,  this  record 
and  his  various  exhibition  flights  made  a  good  impression- on 
the  Copenhagen  public.  The  German  Avntion  Industry  can 
point  out  with  pride  the  admiration  and  interest  shown  for  Ger- 
man aerial  -technique  and  German  Aerial  Industry  in  the  first 
foreign  competition  in  which  it  enters. 

In  a  report  from  Copenhagen  dated  July  17th  Reuter  states 
that  the  Danish  Ministry  of  Justice  has  issued  an  order  provi- 
sionally forbidding  flying  with  passengers,  and  stipulating  that 
foreign  aviators  desiring  to  fly  to  Denmark  must  obtain  official 
permission. 

A  regular  air  service  is  intended  to  be  started  between  Reyk- 
javik, the'  capital  of  Iceland,  and  the  eastern  ports  of  the  United 
States. 

Two  hydro-aeroplanes  have  already  -been  obtained  and  will  be 
tested  in  a  flight  round  Iceland.  The  route  will  be  from  Reyk- 
javik to  the  southern  tip  of  Greenland,  where  a  station  will  be 
established  ;  from  thence  to  Newfoundland,  and  then  on  to  the 
United  States.  The  distances  of  the  first  and  the  second  stages 
are  roughly  500  nautical  miles. 

FRANCE. 

Captain  Marcha!  left  St.  Raphael  (Var)  at  5  a.m.  on  July  19th 
on  a  seaplane,  in  an  attempt  to  cross  the  Mediterranean  to 
Bizerta,  Tunis,  and  return  on  the  same  day.  He  followed  the 
Sardinian  coast.  Five  torpedo-boat  destroyers  were  stationed 
along  the  route,  the  total  distance  of  which  is  about  900  miles. 
He  arrived  at  Bizerta  at  3.30  p.m. 

The  news  given  in  these  notes  some  weeks  since,  and  afterwards 
denied  in  the  French  Press,  was  well  founded.    For  personal  rea- 


July  23,  1919 


The  Aeroplane 


355 


Steels  of  Proved  Merit 


When  buying  a  steel,  there  may  be  several  makers  whose  claims  appear 
equal.  Prices  for  the  same  apparent  quality  may  show  small  differences,  but 
price  is  not  the  deciding  factor  to  users  of  high  reputation. 

Base  your  decision  on  what  a  steel  has  DONE. 

Two  well-known  steels  have  just  demonstrated  one  more  argument  for 
their  adoption  in  YOUR  engines. 

The  Rolls-Royce  Eagle  Engines  which  won  the  Atlantic  Flight 
mainly  employed  these  steels. 

They  proved  the  reliability  of  Firths  Nickel'  Sttel  for  connecting  rods, 
and  other  important  parts,  and  of  Firth's  F.C.N.  5  Steel  for  camshafts, 
timing  wheels  and  other  case-hardened  parts. 

These  and  other  special  steels  are  at  your  service  NOW,  equally  care- 
fully made,  equally  consistent  in  quality  and  equally  tree  from  defects. 


THOS.    FIRTH    &    SONS,  LTD., 
SHEFFIELD. 


00  x° 


*1W 


L\>CC' 


0a« 


vn6 


Sta- 


ve* 


V.,0 


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; **** 


icJ> 


,-tto 


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OVER  THERE 

R34   in  America 

THE  "DAILY  TELEGRAPH"   of  July  12th 
contained  the  cable  reproduced  here  from  its  correspon- 
dent in  NEW  YORK. 
THE  LUBRICANT  WHICH  HAS  AROUSED 
SUCH  GRATIFYING  INTEREST  IS 


C.  C.  WAKEFIELD  &  CO.,  Ltd., 

Wakefield  House,  Cheapside,  London,  E.C.  2,  England. 


which  was  specially  selected  for  the 
Sunbeam  motors  on  this  famous  voyage. 
THIS  IS  THE  OIL  USED  BY  ALCOCK, 
HAWKER,  AND  ALL  THE  WORLD'S 
LEADING  PILOTS  BECAUSE  IT  IS 
THE  BEST. 


KINDLY    MENTION    "  THE    AEROPLANE  "     WHEN    CORRESPONDING    WITH  ADVERTISERS 


356 


The  Aeroplane 


July  23,  1919 


sons  M.  Esnault  Pelterie  has  resigned  the  Presidentship  of  the 
Chanibre  Syndicale  des  Industries  Adronautiques.  His  loss  will 
be  greatly  felt,  for  he  was  always  one  of  the  most  outstanding 
figures  in  French  Aviation,  and  had  occupied  the  presidential  chair 
over  ten  years.  Rumour  says  that  there  will  be  no  more  Rep 
-machines,  as  M.  Esnault-Pelterie  proposes  to  give  his  patents  to 
the  world  to  develop.  This  would  not  be  surprising,  in  view  of  the 
fact  that  he  has  already  sacrificed  a  great  part  of  his  personal  for- 
tune in  experiments  just  for  the  love  of  the  science. 

The  French  Government  did  not  allow  flying  over  Paris  dur- 
ing the  fetes,  just  as  flying  was  not  allowed  over  London  last 
Saturday,  July  19th,  but  the  late  Lieut.  Navarre  had  intended 
flying  over  the  heads  of  the  troops  through  the  Arc  de  Triomphe, 
a  feat  requiring  a  very  small  machine,  and  far  more  skill  than 
that  of  flying  through  the  Tower  Bridge. 

In  spite  of  the  restrictions,  the  "  Goliath"  and  several  Far- 
man  touring  machines,  as  well  as  a  twin-engined  Caudron, 
•flew  over  the  procession  whilst  it  passed  through  the  Avenue  de 
'la  Grande  Armee  and  the  Champs  Elys^es.  Only  a  few  watch- 
ing the  Victory  procession  in  Paris  noticed  Captain  Fonck 
.carrying  the  Aviation  Corps  flag,  and  Lieut.  Arondel,  with  the 
Aerostation  flag,  the  only  representatives  of  the  great  part  that 
aviation  played  in  the  war. 

M.  Etienne  Poulet,  the  holder  of  the  duration  record,  left 
Paris  for  London  a  few  hours  after  the  procession  had  passed, 
with  photographs  for  the  "Daily  Mail."  Meeting  with  very  bad 
weather,  he  did  not  arrive  at  Hounslow  until  late,  but  his  name 
is  reported  to  be  the  first  on  the  aerial  customs  list  there;  Later 
he  returned  to  Paris  in  3  hrs.  10  min.  The  machine  accom- 
panying him  landed  at  Calais  owing  to  the  bad  weather,  and 
the  "  Evening  News  "  photographer  completed  the  journey  on 
the  leave  boat. 

An  aerial  postage  service  was  started  in  June  between  Paris 
and  Le  Croisic,  with  a  stop  at  Le  Mans,  where  the  mails  are 
transferred  to  other  machines.  Twenty-seven  trips  were  made 
in  June,  four  machines  being  in  the  service. 

M.  Louis  Damblanc  has  been  working  for  two  years  on  a 
helicoplane  which  he  has  named  "  L'Alerion,"  and  which  when 
successful  will  fulfil  the  following  conditions  :— Fly  vertically 
with  variable  ascentional  speed ;  fly  horizontally  at  an  average 
speed  of  30-60  m.p.h.  ;  remain  stationary  in  the  air ;  and  de- 
scend vertically  at  a  variable  speed  as  slow  as  the  pilot  wishes. 
In  December  M.  Roidor  Seville  will  publish  the  second  congress 
■of  human  flight,  which  studies  especially  this  aspect  of  aeronau- 
tics. 

The  French  Aerial  League  Cup  is  reserved  for  aviators  of 
French  nationality,  and  will  be  open  for  two  years,  the  winner 
being  he  who  holds  it  on  May  15th,  192 1.  The  holder  will  be 
the  pilot  who,  starting  from  France,  flies  to  ;he  French  terri- 
tory furthest  from  Europe  with  a  sealed  barograph.  An  addi- 
tion of  10  per  cent,  distance  will  be  given  in  respect  of  each 
passenger    weighing  at  least  65  kilogs. 

Caudrons  are  reopening  their  civilian  schools  on  the  first  week 
in  August.  Instruction  will  be  given  on  small  G  3  type 
machines.  All  the  flying  schools  in  France  closed  automatically 
•on  the  outbreak  of  war. 

GERMANY. 

The  following  article  appeared  in  the  "  Dusseldorfer  Nach- 
richten,"  of  July  8th  : — 

Although  civilian  or  peace  aviation  has  not  turned  out  as  ex- 
pected, an  effort  ought  to  be  made  to  encourage  it,  since  not 
only  the  aeroplane  works,  but  also  the  wood  industry ,  optical 
works  and  motor  works,  and  a  score  of  other  trades  or  in- 
dustries now  depend  on  the  success  or  failure  of  the  aeroplane 
as  a  commercial  vehicle. 

At  the  moment,  of  course,  the  long-course  trips,  Berlin  to 
Northern  coast,  etc.,  arc  working  satisfactorily,  but  when  the 
train  services  are  again  in  order,  very  few  people  will  be  left 
who  will  pay  the  very  high  aeroplane  fares,  or  the  expensive 
aeroplane  postage. 

The  future  of  aerial  transport  for  Germany  lies  more  with 
the  extreme  long-range  of  the  dirigible,  and  the  long  voyages. 
The  future  lines,  for  German  air  traffic  arc  not  "inland"  lines, 
but  international  lines  such  as  Berlin-Athens — which  would  con- 
siderably shorten  the  London-India  line — Berlin-Lisbon,  which  will 
shorten  the  way  to  South  America. 

A  message  from  New  York  dated  July  15th  stated  that  it 
was  advertised  in  certain  German  new.spapsrs  published  there 
that  a  Zeppelin  freight  and  passenger  service  between  New  York 
and  Hamburg  would  be  started  on  October  18th,  and  that 
bookings  would  be  received  after  September  18th. 

The  advertisement  was  inserted  by  Hans  Kahrs,  of  the  Mono- 
pol  Export  and  Import  Union,  which  has  its  office  in  New  York, 
but  it  is  not  believed  that  the  American  Government  will  permit 
the  establishment  of  such  a  service  even  if  it  were  seriously 
attempted. 

Kahrs  was  appointed  by  a  wealthy  American  banker,  whose 
name  he  would  not  divulge,  to  act  as  agent  for  this  trans- 
Atlantic  dirigible  freight  and  passenger  service,  which  was  to  be 
■financed  by  American,  British,  and  German  capital.  He  also 
said  that  a  tentative  price  of  £iS  4s   per  ton  was  set  as  the 


rate  for  trans-ocean  air  freight,  but  he  did  not  yet  know  the 
passenger  fare. 

Germany  is  making  a  determined  attempt  to  establish  avia- 
tion on  a  commercial  basis.  Routes  from  Berlin  are  in  opera- 
tion to  Weimar,  Frankfurt,  Leipzig,  Warnemiinde,  Hanover, 
Westphalia,  Hamburg,  and  Breslau.  There  are  also  services 
between  Weimar  and  Frankfurt,  Hamburg  and  Warnemiinde, 
Leipzig  and  Weimar,  and  Hanover  and  Westphalia. 

The  services  are  operated  by  the  Deutsche  Luftrhederei,  a  com- 
bine of  various  German  aeronautical  firms. 

Return  tickets  are  issued  and  are  valid  for  a  period  of  30  days. 
Flying  kit  and  motor  transport  to  and  from  the  aerodrome  are 
provided,  and  are  covered  by  an  inclusive  charge,  of  which  the 
following  are  representative  :  Berlin-Hamburg,  single,  450  marks  ; 
{£22  ios.)";  return,  700  marks  {£35)-  Berlin-Breslau,  single, 
500  marks  (£25)  ;  return,  750  marks  (£37  ios.).  Berlin-Weimar, 
single,  450  marks  (£22  ios.).  Serial  tickets  available  for  ten 
flights  on  any  of  the  routes  operated  by  the  combine  are  issued 
at  3,600  marks  (£180).  These  tickets  are  transferable,  and 
work  out  at  an  average  reduction  of  20  per  cent. 

Luggage  is  carried  free  of  charge,  but  the  total  weight  of 
passenger— who  is  carried  at  his  own  risk— and  baggage  com- 
bined must  not  exceed  a  certain  limit.  Mails  and  parcels  are 
also  carried  by  the  company,  which  is  working  in  conjunction 
with  the  Hamburg-Amerika  Line,  through  whose  offices  bookings 
may  be  effected. 

On  the  Berlin-Weimar  route,  which  appears  the  most  popular, 
the  number  of  flights  from  February  5th  to  the  end  of  April  was 
538,  while  between  Hamburg  and  Berlin  from  March  1st  to  the 
end  of  April  there  were  262  flights.  " 

The  temporarily  suspended  postal  service  between  Hamburg  and 
Berlin  was  to  be  resumed  on  the  5th  inst. 

New  services  were  to  be  run  between  Hamburg-Westerland 
Berlin-Warnemunde-Heiligendam,  and  Beriin-Swinemunde,  with 
motor-car  connections  to  Tylbeck,  Heingsdorf  and  Bansin.  1  hey 
depart  from  Hamburg  at  9  a.rn  ,  and  from  Berlin  at  3  p.m. 

Passengers  and  parcels  are  accepted  up  to  an  hour  before  start- 
ing time.     ,  ,       ,  . 

The  German  Luftrhederei  Berlin  advertises  week-end  trips  to 
the  Baltic  seaside  resort  Swinemunde  .  . 

Every  Saturday  a  large  aeroplane,  fitted  with  a  cabin  to  hold  six 
passengers,  will  leave  Berlin  Johannisthal  at  4  p.m.,  and  wi 
reach  Swinemunde  an  hour  and  a  half  later.  The  travellers  will 
be  able  to  spend  Saturday,  Sunday,  and  up  to  Monday  morning 
with  their  families,  the  aeroplane  taking  them  back  in  the  morn- 
ing and  carrying  them  to  Berlin  in  time  to  attend  to  business 
there  before  noon. 

HOLLAND. 

Germany  is  not  being  allowed  to  exhibit  in  the  Amsterdam 
Ait  craft  Exhibition.  This  is  curious,  owing  to  the  progress 
made  by  aeronautics  in  Germany  and  the  fact  that  the  peace 
treaty  has  been  signed. 

\erial  Post  to  Holland. 

According  to  the  "Morning  Post"  of  July  17th,  the  two 
"  Vickers  "  seaplanes  which  arrived  at  Amsterdam  from  Felix- 
stowe on  July  14th,  made  the  flight  in  connection  with  an  official 
mission  concerning  the  proposed  aerial  postage  service  between 
England  and  Holland.  /  k 

According  to  the  "Nieuwe  Rotteidamsche  Ccurant  o.  Ju^y 
cth  the  directors  of  the  Amsterdam  Aviation  Exhibition  have 
contracted  with  Vickers,  Ltd.,  the  Aircraft  Manufactur- 
ing Co  ,  Ltd.,  the  Blackburn  Co.,  Ltd.,  the  Gosport  Aircraft 
Co  and  Handlev  Page,  Ltd.,  for  demonstrations  on  the  flying 
ground  of  the  exhibition.  These  firms  will  exhibit  both  aen- 
planes  and  seaplanes.  The  Italian  Fiat  Co.  will  exhibit  their  430 
hp.  aircraft  engine.  The  Chairman  of  the  Italian  Aero  Club 
has  consented  to  sit  on  the  Exhibition  jury.  _ 

According  to  "De  Telegraaf"  of  July  7th,  a  new  single-seater 
biplane  made  on  a  new  design  by  N.  V.  Med  An  torn,  en  Vllegtuig 
fabr.  at  Trompenburg,  was  successfully  put  through  its  tests  on 
the  previous  day.  It  is  fitted  with  an  engine  of  130  h.p.  '  of  Clerget 
tvpe,  and  develops  a  speed  of  190  km.p.h.  The  machine  has  a 
very  strong  appearance  and  is  intended  to  be  used  as  a  fighting 
aeroplane  for  the  Dutch  Government. 

ITALY. 

\ccording  to  the  "  Popolo  Romano,"  Signor  Gabneile 
d'Annunzio  is  reported  to  have  accepted  the  post  of  director  ot 
civil  aviation  in  Sardinia. 

This  is  the  first  time  we  have  heard  of  the  first  steps  towards 
an  aerial  service  for  the  conveyance  of  fish.  Fresh  sardines  will 
soon  be  found  at  all  the  fishmongers.  One  would  imagine  that 
it  may  be  difficult  to  obtain  pilots  for  such  an  odiferous  service. 

The  envoys  of  the  S.I.T.A.,  a  company  for  exploiting.  Italian 
aero  activities  in  Brazil,  have  arrived  there.  The  SJ.T.A,  is  a 
branch  of  or  from  the  Macchi  Caproni  and  Gallinan  firms  and 
others.  Senator  Terre  and  some  well-known  men  are  taking 
active  part  in  the  concern. 

The  newspapers  announce  the  departure  for  China  or 
a  mission  which  is  accompanied  by  machines  and 
mechanics,      and       may      even      start      a      school  there. 


July  23,  1919 


The  Aeroplane 


357 


R34 

was  equipped  with 


44 


ft 


ACCUMULATORS 

FOR 


IGNITION. 


WIRELESS. 


Accumulators  that  will  stand  the  strain  of  the  Atlantic 
Flight  will   stand   the  strain  of  all   Reasonable  Service. 


Head  Otfioe  and  Worki 


ELECTRICAL  STORAGE    CL,FTON  ,UNC™  "ch 
COMPANY  LIMITED.  * 

39  VICTORIA   STREET  S.W.I. 


ESTER. 


HENDON   AIR  RACES 


AND 


FLYING  DISPLAYS. 


Admission  to  Enclosures  : 

9d„  1/6  &  2/6 

(Plus  Tax). 
Children  Half  Price. 

MOTOR  CARS: 

>?/fi  (  'nc'ud>ng  Chaufleur  \ 
*"/-"   V.        if  in  livery,  ) 

Private  Box  Enclosures 

may  be  reserved. 

OPEN-AIR  CAFES. 

Easy  access  by  Tube, 
Tram,  Rail  or  Motor  Bus. 


JULY  MEETING 

Saturday  Next,  July  26th,  1919 

(3.30   P.M.)  AT  THE 

LONDON  AERODROME 

AND  AIR  STATION 
HENDON,  N.W.9. 

20-MILE  SPEED  CONTEST 

FOR  THE   HENDON  TROPHY   [4  P.M.) 


AIR  RACES 

AND  FLYING 
DEMONSTRATIONS 

Every 
Saturday 
From  3.30  p.m. 

Weather  permitting. 
SPECIAL  FLYING 

DISPLAYS 

Every 
Sunday  Afternoon. 

PROMENADE. 

MILITARY  BAND. 


PASSENGER   FLIGHTS  DAILY. 

TICKETS  21/- 


KINDLY    MENTION    "THE    AEROTLANE  "     WHEN    CORRESPONDING    WITH  ADVERTISERS. 


358 


The  Aeroplane 


July  23,  1919 


Signor  Gabrielle  D'Annunzio,  who  recently  resigned  his  commis- 
sion in  order  to  be  freer  for  certain  propaganda  work  dear  to  his 
heart,  is  now  planning  a  Rome-Tokio  squadron  flight  for  Sep- 
tember. One  believes  that  his  'pilots  will  be  recruited  from 
among  the  naval  party  which  crossed  the  Alps  to  Geneva  a  few 
days  back  on  a  seaplane — a  "  Savoia  "  13  i-P  motor  and  pas- 
seiiger-Taddeoli. — t.  s.  h. 

Rome  to  London  in  the  Da  v. 

Lieut.  Brack-Papa,  the  pilot,  and  Lieut.  Bonaccini  left  Rome 
on  July  15th  on  their  flight  to  London  with  the  Fiat-built 
7co-h.p.-engined  biplane,  which  is  claimed  to  be  the  fastest 
machine  in  the  world,  with  an  all-out  speed  of  over  160  m.p.h. 
The  engine  is  the  most  powerful  yet  fitted  to  an  aeroplane. 

The  journey  was  actually  started  from  Turin,  at  the  Fiat 
works,  which  is,  roughly,  360  miles  from  Rome,  and  the  average 
speed  over  that  part  of  the  journey  was  161  m.p.h. 

Owing  to  bad.  weather  a  stop  had  to  be  made  at  Paris,  whence 
they  flew  to  Kenley  aerodrome  (225  miles)  in  i|  hours.  The 
jcurney  from  Rome  to  Paris  (687  miles)  took  seven  and  a  half 
hours.  Among  the  letters  carried  was  one  from  the  Italian 
Prime  Minister  to  Mr.  Lloyd  George 

The  Italian  pilot  EmiMo  Taddeoli  has  flown  frcm  Sesto  Cak-nde 
to  Geneva,  crossing  the  Alps  in  his  journey  oi  a  Savoia  sea- 
plane, Type  13,  fitted  with  Isotta  Fraschini  motors. 

Signor  Taddeoli  left  the  S.I.A.T.  firm's  establishment  at  9.10 
a.m.  on  July  13th,  and  flying  over  the  Sr-mpione  reached  Geneva 
at  10.6  a.m. 

SCANDINAVIA. 

According  to  the  "  Ekstrabiadet, "  a  German  company  is 
scheming  to  establish  a  regular  airship-  service  between  Berlin, 
Odense,  Copenhagen,  and  Stockholm  Successful  trial  flights 
have  been  made  recently  with  a  giant  Zeppelin  intended  for  the 
service,  which  is  fitted  with  seven  engines  and  able  to  carry  100 
passengers  besides  its  crew.  It  is  presumed  that  the  route  will 
be  opened  in  two  or  three  weeks. 

A  regular  aerial  service  was  started  on  June  30th  by  the  Aus- 
trian pilot,  Dr.  Konig,  between  Goteborg  and  Stockholm.  When 
(he  works  in  Goteborg  are  ready  he  hopes  to  start  the  following 
re  gular  services  : — Stockholm-Malmo,  Malmo-Goteborg,  and 
Cht  istiania-Copenhagen. 

U.S.A. 

The  greatest  flying  exhibitions  ever  witnessed  in  America  were 
announced  to  take  piace  on  Saturdays  July  19th  and  26th  in  the 
police  aerial  exhibition  at  Sheepshead  Bay,  Speedway.  Over  100 
aeroplanes  were  available. 

During  the  week  ending  June  21st  the  forest  patrol  stationed 
at  Sacramento,  California,  made  twenty-one  flights  over  the 
National  forests,  and  discovered  four  fires,  which  were  reported 
to  the  Forestry  Service. 

The  Lincoln  (Nebraska)  Aero  Club  has  opened  a  flying  ground, 
and  the  citizens  of  Nebraska  are  very  enthusiastic  on  flying,  and 
want  more  passenger  flights  than  can  be  given  on  the  six  Curtiss 
aeroplanes.    Three  more  machines  have  been  ordered. 


The  Universal  Aviation  Co.  have  obtained  the  Morrow 
Aviation  Field  at  Detroit,  which  was  opened  to  the  public 
on  June  21st.  They  have  four  aeroplanes  at  present,  but  six 
more  are  expected  soon. 

There  is  accommodation  for  sixty  machines,  and  private 
owners  are  -making  arrangements  to  keep  their  machines  there. 
A  regular  passenger  service  between  Detroit  and  Cleveland  will 
start  at  once. 

Owing  to  the  success  of  the  aerial  mail  between  Cleveland  and 
Chicago  (325  miles),  over  which  fifty-eight  trips  nave  been 
made  without  a  single  mishap,  it  is  expected  that  a  mail  service 
will  be  started  in  the  autumn  between  Omaha  and  St.  Louis, 
which  will  shorten  the  time  taken  by  letters  from  the  Atlantic  to 
ihe  Pacific  coasts  by  16  to  24  hours. 

Twelve  rebuilt  De  Havilland  machines,  fitted  with  Liberty 
engines,  are  on  the  Chicago-Cleveland  route,  and  carry  each  day 
400  lbs.  of  letter  mail,  which  amounts  to  about  16,000  letters. 
The  machines  land  in  the  heart  of  Chicago  at  Grant  Park, 
thereby  saving  a  great  deal  of  time.  Experiments  are  being 
carried  out  to  enable  the  aeroplane  to  take  aboard  the  mail  bags 
whilst  in  flight,  but  this  is  only  possible  so  far  with  machines 
catrying  1,000  lbs.  of  mail  or~less. 

The  Curtiss  Aeroplane  and  Motor  Corporation  has  already 
established  agencies  in  the  Far  East,  Scandinavia,  Australia, 
and  Cuba,  and  is  now  planning  to  extend  operations  to  South 
America,  where  bases  will  first  be  established  at  Buenos  Aires 
and  Rio  de  Janeiro,  and  later  in  Uruguay,  Chile,  Peru,  and 
P  iraguay.  Demonstrating  machines  will  also  be  sent  to 
Columbia,  Venezuela,  and  Bolivia. 

Pioneer  aeroplane  tours  are  being  planned  in  America  by  the 
Aerial  League,  of  which  Rear-Admiral  Robert  E.  Peary  is  pre- 
sident, to  use  the  surplus  Army  and  Navy  machines,  to  popu- 
larise aviation  and  to  give  the  64,000  ex-service -pilots  and  cadets 
a  chance  of  keeping  up  their  flying. 

From  the  canvass  made  it  was  found  that  many  wished  to 
participate  in  these  tours  for  varied  reasons,  and  they  are  going 
to  start  the  tours  this  summer  with  aeroplanes  equipped  with 
motors  from  90  h.p.,  of  which  the  Government  has  thousands 
for  sale. 

Hundreds  of  cities  all  over  the  United  States  have  applied  to 
the  Aerial  League  for  assistance  and  advice  in  establishing 
municipal  flying  grounds.  Seaplane  tours  or  cruises  will  be 
stat  ted  as  soon  as  possible. 

To  begin  with,  the  tours  will  be  divided  into  four  classes  : — 
cne-day  tours,  week-end  tours,  one-week  tours,  and  three 
thousand  mile  tours  (ten  days).  The  average  travel  for  one  day 
in  these  aerial  tours  wiil  be  250  miles,  so  as  to  allow  plenty  of 
time  for  recreation  on  the  ground. 

All  the  tours  will  start  from  Atlantic  City  Airport,  in  formation, 
and  wih  pass  over  and  land  at  New  York.  The  Curtiss  Aero- 
.plane  ind  Motor  Corporation  is  planning  to  enable  tourists  to 
hire  an  aeroplane  for  one,  two,  or  three  months  to  participate 
in  the  tours,  at  a  cost  of  less  than  ^400  for  two  people,  including 
irsurance. 


ROME  TO  LONDON  — The  S.I. A.   Biplane  (700-h.p.  Fiat  Engine)  on  which  Lieut.  Brack  Papa  flew  from  Rome  to  London 

in  the  day  on  July  15th. 


July  23,  1919 


lhe  Aeroplane 


iiiiiiiiniiiiiniHiiiiiHMiiniiiiiiihiiiiiiiiiMiniriiiiiiiiiiiiiiiiiiiiiiHiiiiiHiiiiiKMniiiiiiiiiiiiiiiiii; 


INVARIABLE 
RELIABILITY 

T^HE  Humber  Car  is  ideally  dis- 
*  tinctive  bo  h  in  design  and 
finish.  It  is  the  superlative  example 
of  riding  comfort  and  smooth- 
running  efficiency,  reflecting  in 
every  detail  the  many  advances 
made  in  Motor  construction  since 
Motoring  was  first  conceived.  It 
is  the  acme  of  economy  and  endur- 
ance— the  ideal  car. 

WHY? 

DECAUSE  only  the  best  material  is 
4ff  admitted  into  the  Humber 
Works 

Because  only  highly-skilled  designers 
and  craftsmen  are  employed  in  the 
production  of  the  Humber  Car. 

Because  the  speed  of  build  ng  is  only 
consistent  with  the  time  required  for 
the  out-turn  of  a  car  that  has  m-de 
the  name  of  Humber  synonymous 
with  reliability. 

Because  it  is  a 


The  plug  to  use  for 
commercial  flying  is 
the  one  that  was  used 
in  larger  quantities  than 
any  other  aircraft  plug 
throughout   the  war. 


THE 


MODEL  KR.3 
AERO  PLUG 


Th  s  moid  is  for  stationary  type 
e  igmes  ;  there  are  other  Lodge 
models   for  rotary  engines. 


HUMBER  LIMITED 


=      HEAD  OFFICE  &  WORKS 


COVENTRY.  = 


LONDON  & 
DISTRICT 


Showrooms  -  -  32,  HOLBORN  VIADUCT,  E.C.I. 
Repair  Works,  CANTERBURY  RD.,  KILBURN,  N.W.6. 

SOUTHAMPTON  &  DISTRICT, 25-17,  LONDON  RD.,  SOUTHAMPTON. 


Write  for  particulars  and  prices. 


THE     LODGE    SPARKING     PLUG    CO.,  LTD., 
RUGBY. 


JlllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllillllllllllllllllllllllllllllllM 

KINDI  V    MENTION        THE    AEROPLANE  '     WHEN    CORRESPONDING    WITH  ADVERTISERS 


3<5o 


The  Aeroplane 


July  23,  1919 


R  34 

MADE    HER    RECORD  TRIP 

Of  3  Days   3  Hours   3  Minutes 


FROM 


NEW  YORK  to  PULHAM 


ON  SPIRIT 

Manufactured  at 

PRATT  WORKS, 

NEW  YORK 

By  the  STANDARD  OIL  COMPANY 

"  SOCONY   AVIATION  GASOLINE" 

THE  SAME  SPIRIT 

IS  ON  SALE  EVERYWHERE 
IN    THE    UNITED  KINGDOM 

IN  THE  GREEN  CAN 

Under 

PRATT'S 

BRAND 

By   the  ANGLO-AMERICAN   OIL   Co..  Ltd 


Always  Ask  for  PRATT S 


BY  APPOINTMENT 

Anglo-American  Oil  Co.,  Ltd. 
36,  Queen  Anne's  Gate, 
London,  S.W.I. 


Consult  the  Leading  Motor 
Insurance  Brokers  for  Poli- 
cies to  cover  Passengers  in 
FLIGHT,  ACCIDENTS  TO 
PILOTS,  FIRE,  DAMAGE 
and  THIRD  PARTY  RISK  in  connection  with 
Airplanes  and  Airships. 

c  n?rtTi66  HAROLD  TOWNEND,  UP. 

H  lines.)   (Managing Director:  HAFOLD  TOWNEND.)  London." 
13.14,    ABCHURCH    LANE     KINO   WILLIAM  STREET, 
LONDON,  E.C. 
FOUNDED    1  UOi. 


By  Specia.  ^Appointment 


To  H.M.  the  King. 


CIEVES 


LIMITED 


Royal  Navy  House 
21  Old  Bond  St.  W'.t 

(Piccadilly  End) 

ROYAL  NAVAL  OUTFITTERS 

and 

SPECIALISTS  in  R.A.F.  KIT 


"  Gieves "  Special  Royal  Air  Force  Depart- 
ment, reserved  for  the  exclusive  use  of  R.A.F. 
Officers,  provides  a  large  and  varied  range  of 
everything  appertaining  to  R.A.F.  Kit.  All 
the  best  quality  and  style  at  moderate  prices. 


ANYTHING  A  MAN  WANTS  HE  CAN  GET 
IT  AT  "  GIEVES  "—whether  it  be  for  service  or 
civilian  use.    EVERYTHING  POR  MEN'S  WEAR. 


KINDLY    MENTION    "  THE    AEROPLANE"  W 


HEN    CORRESPONDING    WITH  ADVERTISERS 


July  23,  1919 


The  Aeroplane 


361 


AIRCRAFTffNANCE 


WHERE:  IS  OUR  EXPORT  TRADE? 


It  has  been  remarked  facetiously  that  statistics  can 
sometimes  be  made  to  show  everything  and  in  reality 
prove  nothing  whatever.  This  is  ostensibly  true.  The 
political  "figure-twister,"  commonly  known  as  a  political 
economist,  can  make  one  pleased  or  angry  or  simply 
muddle-headed  according  to  his  book.- 

The  Board  of  Trade  Returns. 
Furthermore,  it  has  been  said  that  statistics  are  as 
dry  as  dust.  This  may  also  be  true,  but  when  one  has 
before  one  the  Board  of  Trade  Returns  for  June  and 
studies  the  condition  of  the  export  business  of  the  air- 
craft it  is  rather  different. 

A  Small  Total  for  June. 
During  June  there  were  exported  to  the  Colonies  and 
foreign  countries  "aeroplanes,  airships,  balloons,  and 
parts  thereof  "  to  the  value  of  £41,526.  The  comparison 
is  with  £35,658  i'n  June,  1918,  and  £14,647  in  June,  1917. 
Even  if  one  is  feeling  top-hole  and  is  cheered  by  the 
return  of  warm  weather,  this  is  not  impressive.  On  the 
contrary,  it  seems  so  trivial — the  more  so  because  the 
total  embraces  airships  as  well  as  aeroplanes  and  parts 
thereof,  and  even  a  schoolboy  ought  to  know,  after  read- 
ing all  about  the  cruise  of  the  R.34andthe  extra  twiddly 
bits  served  up  by  the  desperate  reporter,  that  one  cannot 
acquire  many  private  airships  for  the  summer  holida3's 
with  only  £41,526.  Not  that  the  average  schoolboy  has 
that  quantity  of  pocket-money  even  if  his  pater  is  a 
profiteer.    But  the  point  is  made. 

The  Half- Yearly  Comparison  Better. 
One  is  rather  more  gratified,  however,  with  the  half- 
yearly  results,  for  the  exports  during  the  six  mouths 
aggregated  £293,646.  This  compares  with  £163,458  for 
the  corresponding  period  of  1918  and  £247,573  for  that  of 
1917.  Admittedly  this  sounds  a  little  better,  and,  more- 
over, one  discovers  a  big  drop  in  the  imports,  which,  of 
course,  is  easily  explained  by  the  fact  that  the  war  is 
over.  June  imports  of  aeroplanes,  airships,  balloons, 
and  parts  thereof  amounted  to  only  £1,410  compared 
with  £864,296  in  the  same  month  of  1918  and  £2,670  in 
1917. 

Large  Purchases  Abroad. 
Nevertheless,  the  aggregate  imports  for  the  half-year 
amounted  to  no  less  than  £1,949,938  in  comparison  with 
£1,989,777  in  the  first  half  of  1918  and  £62.167  in  1917. 
It  is  fairly  evident,  therefore,  that  some  very  big  con- 
tracts could  not  be  cancelled  quickly  enough,  unless, 
of  course,  someone  had  a  fancy  for  foreign  stuff.  It  is 
a  pity.  Such  a  total  is  formidable,  and  it  would  have 
been  better  had  the  production  been  diverted  to  domestic 
industry'. 

Trivial  Re-exports. 
However,  one  still  assumes  that  it  could  not  be  helped, 
but  before  closing  the  illuminating  volume,  which  con- 
sists mostly  of  figures,  it  is  worth  while  discovering 
how  much  stuff  of  foreign  and  Colonial  origin  was  re- 
exported. The  total  under  this  head  for  six  months  was 
£400  compared  with  £1,000  in  1918  and  £6  in  1917.  Had 
some  more  of  the  imported  "aeroplanes,  airships,  bal- 
loons, and  parts  thereof "  been  re-exported,  someone 
would  have  made  more  profit,  and  possibly  British  in- 
dustry would  have  received  more  orders.  One  says  this 
might  have  happened.  It  might  not  have  worked  out 
in  such  a  way. 


Conclusions.  > 
The  conclusion  forced  on  one  after  an  examination  of 
these  statistics  is  that  the  export  business  of  the  aviation 
industry  is  as  yet  a  negligible  quantity.  This  is  un- 
fortunate. The  necessity  of  enlarging  the  foreign  busi- 
ness is  obvious.  If  properly  developed  on  efficient  lines, 
with  due  respect  to  local  requirements  and  local  condi- 
tions, and  without  that  essentially  British  characteristic 
of  trying  to  palm  off  on  the  foreigners,  not  what  the 
foreigner  really  wants,  but  what  the  British  exporter 
wants  him  to  want,  there  is  a  good  future. 

Wait  and  See. 
Happily  the  industry  is  more  amenable  to  reason, 
doubtless  because  of  the  disclosure  of  German  business 
methods  during  the  war.  It  is  pleasant  to  reflect  that 
certain  interests  are  building  up  a  foreign  business  on 
sound  lines,  and  it  is  to  be  hoped  that  with  the  excep- 
tional experience  gained  and  the  degree  of  perfection 
attained  the  results  will  be  satisfactory  in  South  America, 
China,  Europe,  and  elsewhere,  to  the  discomfiture  of 
rather  keen  and  lively  competitors.     Wm.  J.  Davies. 


CURRENT  TOPICS. 

A  Subdued  Feeling. 

Although  the  National  Loan  has  been  a  greater  success  than 
most  people  expected,  the  Financial  World  has  not  run  into 
ecstasies  of  buoyant  activity.  On  the  contrary,  business  is  smaller, 
which  may  conceivably  be  the  result  of  patriotic  gluttony  in  Loan 
subscriptions,  and  the  feeling  is  not  by  any  means  enthusiastic. 
The  Position  of  Vickers. 

Aircraft  shares  are  out  of  favour  and  out  of  fashion,  too,  for 
the  Whitehead  affair  is  not  calculated  to  make  a  good  impression. 
However,  some  things  look  decidedly  cheap.  Vickers,  for  in- 
stance, are  selling  under  36s.  Assuming  the  124  per  cent,  tax- 
free  dividend  is  maintained,  the  purchaser  would,  get  almost  7  per 
cent,  net  on  the  money  laid  out,  equal  to  almost  10  per  cent,  on 
an  investment  subject  to  the  deduction  of  tax.  No  longer  does 
one  hear  anything  of  a  bonus  arising  our  of  the  er.ormous  profits 
that  the  company  must  have  made  and  hidden  during  the  war. 
The  amalgamations  and  consequent  rearrangement  of  the  capital 
has  afforded  an  excellent  opportunity  for  burying  these  profits  in 
the  business  for  the  benefit  of  posterity. 

Some  Domestic  New  Isauus. 

Potters,  Ltd.,  the  oil  engine  people  who  have  a  big  interest  in 
aircraft  production  at  Yeovil,  are  issuing  125.000  7-5  per  cent, 
cumulative  preference  shares  of  £1  and  12  500  jQx  ordinary 
shares.  S.  Smith  and  Sons  (Motor  Accessories),  who  are  also 
concerned    with    aviation,    intend    to    increase    the    capital  to 

1,000,000  from  £=;oo,ooo.  There  will  be  created  100,000  new 
£1  ordinary  shares  and  400,000  £1  6|  per  cent,  cumulative  and 
participating  preference  shares.  When  the  ordinary  shares  re- 
ceive 6h  per  cent,  these  preference  will  be  entitled  to  an  addi- 
tional \  per  cent,  in  respect  of  every  extra  1  r>er  cent,  paid  on  the 
ordinary.  It  is  said  that  two  new  businesses  ha\e  been  acquired. 
The  English  Electric  Co.,  which  has  a  big  interest  in  flying  boats, 
being  a  combination  of  the  Coventry  Ordnance  Works,  Dick, 
Kerr  and  Co.,  and  the  Phoenix  Dynamo  Co.,  is  offering 
.£1,000,000  5!  per  cent,  debentures  at  94. 

The  Whitehead  Aircraft,  Ltd. 

In  the  Companies  Winding-up  Court  of  the  Chancery  Division, 
the  petition  for  the  compulsory  winding-up  of  Whitehead  Aircraft 
(1917),  Ltd.,  came  up  again  and  was  postponed  for  a  fortnight. 

"Mr.  Owen  Thompson,  K.C.,  said  there  seemed  to  be  some 
prospect  of  a  scheme  going  through  by  which  all  the  creditors 
and  debenture  holders  would  be  paid,  and  there  would  be  a 
surplus  for  the  shareholders.  It  might  be  that  some  scheme  would 
be  put  forwaid  ennabling  everybody  to  be  paid  in  full. 

Mr.  Gore-Browne,  K.C.,  said  a  very  powerful  combination  was- 
negotiating  to  buy  the  assets.  The  prospect  of  the  purchase  at  a 
cash  price  was  very  satisfactory,  but  he  doubted  whether  a  fort- 
night would  give  sufficient  time  t6  complete  the  investigations. 


362 


1  he  Aeroplane 


July  23,  ujig 


AlHLKAfi  1* PARLIAMENT 

The  following  written  answer  was  given  on  July  9th  :  — 

ROYAL  AIR  FORCE. — EXPERTS. 

Captain  WfiDOWOOB  BE>.N  asked  the  Under  Secretary  of  State  to 
the  Air  Ministry  whether  any  steps  are  owns  taken  to  re  mm  for  the 
public  service  the  advantage  of  the  expert  designers  and  craftsmen  en- 
gaged upon  airship  and  aeroplane  construction  during  the  War  ? 

Major-Gen.  sEEEY  :  It  is  for  the  Admiralty  to  reply  as  regards 
airships.  As  regards  aeroplanes,  the  position  during  the  War  gene- 
rally was  that  the  expert  designers  were  in  the  employment  of  Hie 
contracting  linns,  experts  on  such  general  questions  as  aero-dynamies, 
strength  of  materials,  etc.,  being  retained  by  the  State.  It  is  hoped 
to  maintain  this  position  under  the  peace  organisation. 

*    .  *      *  - 

The  following  written  answers  were  given  on  July  10th  ;  — 

WENDOVER  AERODROME. 

Mr.  BKIANT  asked  the  Under  Secretary  of  State  to  the  Air  Minis- 
try if  the  aerodrome  at  Wendover  is  intended  to  be  a  permanent  train- 
ing centre  for  the  Air  Force;  and,  if  so,  for  how  many  men  is  it  in- 
tended to  provide  ? 

Major-Gen.  SEEEY  :  The  answer  to  the  first  question  is  m  the 
affirmative.  The  answer  to  the  second  vfill  depend  on  the  Peace- 
strength  which  may  be  approved  for  the  Koyal  Air  Force. 

BRITISH  CELLULOSE  COMPANY. 

Eieut.-Col.  W.  THORNE  asked  the  Parliamentary  secretary  to  the 
Ministry  of  Munitions  what  was  the  total  capital  outlay  of  the  British 
Cellulose  Company  on  August  1st,  191&;  how  much  of  this  had  been 
provided  by  the  State,  either  in  rebate  of  Excess  Pronts  Duty  or  in 
•any  other  form,  and  what  were  the  total  liabilities  of  the  State  in 
respect  to  this  outlay;  whether  any  further  capital  outiay  nas  taken 
place  since  August  1st,  19 18;  and,  if  so,  does  any  liability  rest  upon 
the  State  to  recoup  the  whole  or  part  of  any  such  outlay  ? 

Mr.  K.ELEAWAY  :  I  would  refer  my  hon.  and  gallant  friend  to  the 
answer  given  on  July  3rd  to  his  question  on  this  subject.  Until  the 
Committee  appointed  by  the  Government  have  reported  I  do  not  think 
it  desirable  to  make  any  statement. 

*       *  * 

The  following  oral  answers  were  given  on  July  14th  :  — 

ROYAL  AIR  FORCE  iMAJOR  F.  C.  H.  SINCLAIR). 

Sir  WILLIAM  DAVISON  asked  the  Pensions  Minister  why  it  is  that 
no  decision  nas  been  arrived  at  with  regard  to  the  application  for  a 
pension  of  Major  F.  C.  H.  Sinclair,  Royal  Air  Force,  who  was  invalided 
•  ut  of  the  Royal  Air  Force  on  June  24th,  191&;  and  when  that  officer 
is  likely  to  have  his  application  dealt  with. 

Sir  J.  CRAIG  :  This  olhcer  relinquished  his  commission  on  July  24th, 
1918,  but  his  papers  were  not  received  in  the  Ministry  of  Pensions  until 
April  13th,  1919.  No  application  was  made  by  the  officer  to  the  Minis- 
try in  the  meantime.  The  result  of  the  medical  board  whicn  has  now 
been  held  is  to  find  the  disability  not  due  to  nor  aggiavated  by  service, 
and  a  gratuity  of  £225  has  been  awarded  and  will  be  paid  immediately 
The  amount  may  be  increased  as  the  result  of  further  inquiry  which  i- 
being  made  of  the  officer. 

Captain  LOSEBY  :  is  the  hon.  gentleman  aware  that  the  delays  in 
this  and  similar  cases  are  causing  widespread  and  intense  dissatisfac- 
tion ?  _  -       -  - 

Sir  W.  DAVISON  :  Can  the  hon.  gentleman  say  if  questions  of  this 
kind  are  not  dealt  with  automatically  on  an  officer  being  invalided  out  ? 

Sir  J.  CRAIG  :  With  lespect  to  the  first  question,  every  possible  effort 
is  being  made  to  prevent  anything  of  the  kind  occurring.  We  are  work- 
ing very  hard  to  overtake  the  work.  The  answer  to  the  second  ques- 
tion is  that  the  arrangement  works  automatically,  but  it  has  required 
considerable  adjustment  between  the  War  Office,  the  Air  Force,  and 
ourselves.    We  hope,  very  shortly,  to  have  perfect  machinery. 

*  *  * 

The  following  written  answers  were  given  on  July  14th  :  — 

NAVAL,  MILITARY  AND  AIR  FORCE  EXPENDITURE. 

Commander  BEEEAIRS  asked  the  Secretary  to  the  Treasury  whether 
the  Controller-General  has  the  assistance  of  expert  naval,  military,  and 
Air  Force  officers  to  assist  him  in  his  work  of  criticising  the  expendi- 
ture of  the  three  Departments. 

Mr.  BAEDWIN  :  The  Controller  and  Auditor-General  has  no  officers 
of  His  Majesty's  Forces  engaged,  upon  the  audit  of  naval,  military,  or 
Air  Force  expenditure. 

AIRSHIP  CONSTRUCTION,  BARROW-IN-FURNESS. 

Mr.  T.  WIESON  asked  the  Secretary  of  State  for  War  whether  he  can 
indicate  the  policy  of  his  Department  in  connection  with  the  building 
of  airships;  vdiether  he  is  aware  that,  owing  to  the  change  over  from 
war  to  peace  conditions,  numbers  of  workpeople  are  unemployed  in 
Barrow-in-Furness;  and  whether  he  can  hold  out  any  hope  of  expediting 
the  construction  of  airships  at  Barrow-in-Furness,  and  thus  facilitate 
the  employment  of  the  workpeople  now  unemployed,  and  who  have  in 
the  past  been  employed  on  airship  construction. 

Dr.  MACNAMARA  :  I  have  been  asked  to  answer  this  question.  As 
regards  the  first  part.  I  am  not  quite  sure  what  information  it  is  that 
my  hon.  friend  desires.  As  regards  the  second  and  third  parts  of  the 
question,  so  far  as  we  are  concerned,  Messrs.  Vickers'  airship  shed  is 
not  large  enough  for  the  construction  of  rigid  airships  of  the  sizes 
now  required  by  the  Navy,  and  it  is  therefore  impossible,  under  pre- 
sent conditions,  to  order  further  rigid  airships  for  construction  at 
Barrow-in-Furness. 

WEEKLY  HALF-HOLIDAY. 

Major-Gen.  SEELY  (the  Under  Secretary  of  State  to  the  Air  Ministry), 
replying  to  Mr  Waterson,  said  :  The  men  at  Warsash  are  granted  leave 
fiorn  camp  on  an  average  of  three  days  out  of  four,  including  night 
leave.  There  is  no  Air  Ministry  weekly  order  giving  the  men  a  holi- 
day on  Wednesdays,  but  at  Warsash  the  men  get  two  free  Wednesday 
afternoons  out  of  three. 

STORE   BUILDINGS,  REGENT'S  PARK. 

Major-Gen.  SEEEY  (replying  to  Sir  William  Peafce)  said  :  The  Royal 
\ir  Force  will  make  every  endeavour  to  remove  their  stocks  from  Re- 
gent's Park  by  September  1st,  the  date  fixed.  The  buildings  will  be 
>.anded  6ver  to  the  Ministry  of  Munitions.^ 

The  following  oral  answer  wfts  given  on  july  15th  :  — 
TECHNICAL  PAY. 

Sir  F  HAEE  asked  the  Under  Secretary  of  State  to  the  Air  Ministry 
-what  amount  of  technical  pay,  if  any,  it  has  been  decided  to  award  to 


technical  officers  in  Class  A  of  the  Royal  Air  Force;  whether  the  same 
is  to  be  retrospective  from  Sept.  rst,  191b,  and  will  include  technical 
officers  demobilised  before  the  decision  has  been  arrived  at;  and,  if 
so,  whether  an  officer  who  would  thus  be  entitled  to  additional  pay 
can  claim  the  same  together  with  gratuity  based  on  the  larger  amount 
of  pay. 

Major-Gen.  SEEEY  :  I  am  not  yet  able  to  annoitnee  the  general  scheme 
of  pay  for  the  future,  but  hope  to  be  able  to  do  so  shortly,  and  will 
my  hon.  and  gallant  friend  defer  his  question  to  a  later  date  ? 

*  >  * 

The  following  written  answer  was  given  on  July  15th  :  — 
DIDSBURY  AERODROME. 

Major-Gen.  SEEEY  (replying  to  Major  Nail)  said :  The  Didsbury 
Aerodrome  (which  is  the  Whalley-Range  Cricket  Club  premises)  will 
be  required  for  R.A.F  purposes  until  Nov.  30th,  and  has  been  .avail- 
able for  civilian  flying  since  May  1st.  The  future  use  of  this  and 
similar  aerodromes  is  receiving  careful  consideration. 

*  *  * 

The  following  oral  answer  was  given  on  July  16th  :  — 

WAR  MEDAL  ISSUE. 

Eieut.-Col.  MEYSEY-THOMPSON  asked  the  Secretary  of  State  for 
War  whether  he  was  aware  that  dissatisfaction  exists  at  the  delay  in 
issuing  the  medal  for  the  European  War;  and  whether  this  medal  will 
shortly  be  issued  to  all  the  men  who  are  clearly  entitled  to  it. 

Mr.  CHURCHILL  :  It  is  hoped  very  shortly  to  issue  the  Army  Order 
authorising  the  grant  of  this  medal  with  permission  to  wear  the  riband. 
I  have  signed  the  necessary  papers  issuing  the  Order  to-day,  so  that  it 
will  be  possible  for  the  men  to  wear  it  on  Saturday. 

*  *  * 

The  following  written  answer  was  given  on  July  16th  :  — 

AIRSHIP  CONSTRUCTION  AND  MANAGEMENT. 

Mr.  LYLE  asked  the  Under  Secretary  of  State  for  Air  whether  he  will 
give  the  Estimate  for  1919-20  for  airship  construction  and  management; 
and  whether  he  will  state  the  policy  of  his  Department  in  respect  to 
this  branch  of  airwork,  either  from  a  military  or  from  a  commercial 
standpoint. 

Major-Gen.  SEELY  :  Expenditure  on  airship  construction  for  the 
current  year  is,  under  present  arrangements,  borne  on  Admiralty 
Votes.    The  question  of  future  policy  is  under  consideration 

*  *  * 

The  following  oral  answer  was  given  on  July  17th  :  — 

CELLULOSE. 

Mr.  BONAR  LAW  (replying  to  Sir  D  Maclean)  said  that  he  would 
try  to  have  the  Report  of  the  committee  which  was  appointed  last 
August  to  inquire  into  the  cellulose  question  circulated  as  soon  as 
possible,  it  is  hoped  this  month 

*  *  *  -;'."*,' 

The  following  written  answers  were  given  011  july  17th  :  — 
ANTI-FIRE  DEVICES. 

Mr.  RAPER  asked  the  Under  Secretary  of  State  to  the  Ait  Ministry 
whether  his  attention  has  been  called  to  the  destruction  by  fire  of  a 
British  postal  aeroplane  in  the  South  of  France;  and  whether  he  is 
satisfied  that  all  anti-fire  devices  are  used  on  such  machines. 

Major-Gen.  SEELY  :  From  the  preliminary  reports  received  by  the 
Air  Ministry  it  would  appear  that  the  aeroplane  in  question  caught 
lire  after  "crashing."  The  provision  of  "self-sealing"  petrol  tanks  is 
a  great  safeguard  against  fire  accidents  of  this  kind,  but  the  progress 
with  this  type  of  tank  has  been  so  recent  that  it  has  only  been  pos- 
sible to  fit  them  in  the  very  latest  design  of  aeroplane  All  future 
designs  will  provide  for  "self-sealing"  petrol  tanks. 

AMSTERDAM  EXHIBITION. 

Captain  W.  BENN  asked  the  Under  Secretary  of  State  to  the  Air 
Ministry  what  steps  the  Controller  of  Civil  A.viation  is  taking  to  assist 
commercial  firms  to  show  machines  at  the  forthcoming  exhibition  at 
Amsterdam. 

Major-tTcn.  SEELY  :  Assistance  is  being  given  to  private,  firms  by 
the  release  of  machines  and  engines,  where  they  have  passed  the 
experimental  stage,  and  can  be  spared  from  the  Royal  Air  Force. 
Negotiations  have  been  in  progress  with  the  Dutch  Government  for  the 
opening  of  civil  communication  by  air  between  England  and  Holland 
during  the  period  of  the  exhibition 

AEROPLANE  CONTRACTS. 

Major  GEYN  asked  the  Under  Secretary  of  State  to  the  Air  Ministry 
what  is  the  policy  of  the  Air  Ministry  in  regard  to  either  the  giving  or 
withholding  orders  to  thpse  small  aeroplane  manufacturing  establish- 
ments that  are  associated  with  foreign  aeroplane  companies;  whether 
he  is  aware  that  many  of  these  smalled  concerns  are  in  an  indifferent 
financial  position  and  are  only  being  kept  going-iu  a  small  way  in  the 
hope  of  later  on  obtaining  a  Government  contract;  and  whether  it  is 
more  in  the  public  ■  interest  that  these  buildings  should  be  used  for 
other  purposes  whenever  definite  offers  to  obtain  possession  of  these 
factories  have  been  made. 

Mr.  KELLAWAY  :  I  have  been  asked  to  answer  this  question.  I  do 
not  quite  understand  this  question,  but  I  may  say  that  the  supplies  of 
aeroplanes,  contracted  for  under  War  conditions,  are,  and  will  be  for 
some  time  to  come,  sufficient  to  meet  the  requirements  of  the  Royal 
Air  Force,  without  placing  further  contracts.  The  use  to  which  the 
private  factories  are  put  is  a  matter  entirely  lor  the  owners  of  the 
factories. 

*        *  * 

On  July  17th,  in  the  course  of  bis  sp  .ech  introducing  the  Civil  Ser- 
vices and  Revenue  Departments  Estimates,  Mr.  ILLINGWORTH  (the 
Postmaster-General)  said  . — 

The  question  of  air  mails  is  one  which,  naturally,  has  occupied  our 
attention  very  .  much  during  the  war.  This  has  been  placed  entirely, 
and  quite  rightly,  under  the  care  of  the  Air  Force.  It  does  not  do  to 
have  half  a  dozen  people  interfering  with  one  thing  The  results  which 
have  been  achieved— I  believe  mainly  privately— in  flying  the  Atlantic 
have  been  very  remarkable. 

The  first  attempt  by  Hawker,  unfortunately,  was  not  a  complete 
success,  but  he  managed  to  deliver  a  small  number  of  letters  which  he 
was  bringing,  and  they  were  quite  safely  delivered  in  I/mdon  I  re- 
ceived a  letter  from  the  Postmaster-General  of  Newfoundland,  to  which 
1  replied  in  suitable  terms  ' 

The  next  attempt,  by  Captain  Alcock,  was  completely  successful.  He 
flew  in  sixteen  hours  from  Newfoundland  to  Ireland,  and  managed  to 
deliver  his  mails  in  a  very  satisfactory  condition  and  in  a  short  time 

What  I  consider  to  be  one  of  the  most  remarkable  achievements  was 
that  just  accomplished  bv  the   R  -4— the  lighter-than-air  ship— which 


July 


1919 


The  Aeroplane 


363 


"STEEL"  -  The 
Edgar  Allen  Service.— (8) 

On  our  technical  staff  is  an  expert, 
who  during  the  war  supervised  the 
production  and  design  of  leading 
aeroplane  engines.  His  long  ex- 
perience with  steels  make  his  advice 
cn  them  invaluable  It  is  at  your 
service. 

Besides  the  literature  mentioned  in  our 
last  advertisement  there  are 

Edgar  Allen's 

"  Story  of  the  Saw."  An  illustrated 
brochure  about  circular  saws. 

"  fit d  Label  Steel."  A  'older  about 
a  special  deep-hardening  Tap  Sieel. 

"High  Speed    Twist  Drill  List." 

Prices  and  equiva  ent  siz  s  in  inches, 
fractions  of  incbe;,  andmill  metres 

Write  for  whichever  interests  y\  u,  stating 
name  of  fi>m. 

Edgar  Allen  &  Co.  Limited 


141 


The  SPIRIT  of 
CONFIDENCE 

The  uniform  excellence  af 

SHELL  AVIATION 

MOTOR  SPIRIT 

— used  exclusively  by  the  British 
Air  Forces  in  the  first  three 
years  of  the  war — contributed 
substantially  to  that  spirit  of 
confidence  which  gave  our 
airmen  such  success  in  their 
aerial  combats  with  the  Germans. 

"SHELL"  MARKETING  Co.,  Ltd., 
Parker  Street    -     -    London.  W.C.2. , 


if 


66 


NOVELLON"  DOPE 

AND   AEROPLANE  VARNISH. 

CELLULOSE  ACETATE  &  CHEMICALS 


BRITISH  CELLULOSE  &  CHEMICAL  MANF'G. 


Telegrams  • 
"Cellulate.  London." 


COMPANY,  LIMITED. 
8,  WATERLOO   PLACE,  S.W.I 


'Phone  :  Regent  4045. 


Also  at  Spondon,  Derby;  and  Maybury  Gardens,  High  Road,  Willesden  Green,  N.W.10. 

(Telephone:    Willesden  2380.) 


NOW  READY. 


2s.  6d.  NET. 


PLAIN  IMPRESSIONS 

By  A.  8.  G.  BUTLER. 

With  an  Introduction  by  C.  Q.  GREY,  who  says: 
"  The  writer  of  this  book  is  an  architect  by  profession  and 
was  an  artillery  offi  er  through  the  incidence  of  war.  .  . 
Those  who  have  had  the  privilege  of  serving  the  King  in 
the  field  wi  1  recognise  the  deadly  accuracy  of  the  brief 
sketches  which  form  this  little  hook,  and  those  wh  >  have 
not  had  that  hon  ur  may  gather  from  them  an  idea  of 
active  service  somewhat  different  from  that  conveyed  by 
the  more  highly  coloured  pictures  of  professional  artists 
in  words." 

THE  AER  PLANE  &  GENERAL  PUBI ISHING  GO.,  LTD., 

.61     CAREY  STREET,  W.C.2. 


NORTHERN  MACHINE  SCREWS! 

Shaf ton  Lane. LEEDS.  ^mmeJ"- 


TeieqrarTjsr^ 
VULCAN.lEEDSl 


wjwtff  MAKERS  OF 

m?f  AGS.  Hex  Head  Bolts, 
■r      Eyebolts,  Studs,  Nuts,  etc.,  ^ 
^Bright  Steel  Bolts,  Studs  and  Nuts. 
Whitworth  and  Auto  Standards. 


i 


ALSO 

kinds  of  TURNED  REPE  1TTION  WORK. 
MAY  WE  S.UOIE   YOU?  A 


Established  1849. 


KINDLY    MENTION    "  THE    AEROPLANE "    W  HEN    CORRESPONDING   WITH  ADVERTISERS. 


364 


The  Aeroplane 


July  23,  1919 


went  from  here  to  America  in  an  incredibly  short  time,  made  a  round, 
and  came  back,  to  this  country  again.  I  sent  a  letter  to  the  Postmaster- 
General  of  Canada  by  the  R  54,  and  a  few  hours  after  she  arrived  back 
in  this  country  his  reply  was  delivered  to  me  at  the  General  Post  Office 
in  London. 

Of  course,  these  things  do  not  make  the  question  of  air  mails  a  prac- 
tical proposition,  but  it  has  been  shown  that  there  are  great  possi- 
bilities. In  the  course  of  time,  if  the  progress  made  is  as  rapid  as  has 
been  made  in  the  flying  branch  of  the  Army,  before  many  years  the 
lohg-distanee  post,  at  any  rate,  will  be  carried  by  either  lighter-  or 
heavier-than-air  machines. 

Captain  W.  BEXN  :  What  about  internal  mails  by  air  in  these 
islands  ? 

Mr.  ILLINGWORTH  :  At  present  the  great  difiiculty  is  the  state  of 
the  atmosphere.  I  am  told  there  is  great  difiiculty  in  navigating  in  a 
hazy  atmosphere  and  also  in  landing.  I  am  informed  that  when  that 
is  overcome  it  will  be  a  practical  proposition  for  the  longer  distances. 
I  do  not  know  what  means  are  taken  to  fly  and  land  in  thick  weather, 
but  I  gather  that  it  will  not  be  beyond  the  resources  of  the  people  of 
this  country  to  do  that. 

Captain  WEDGWOOD  BENN,  in  the  course  of  his  speech,  said  :  — 

I  want  now  to  touch  on  a  matter  which  is  not  a  complaint,  but  which, 
I  hope,  will  have  a  stimulating  effect  on  the  policy  of  the  right  hon. 
gentleman's  Department,  and  that  is  the  question  of  aerial  mails. 

The  War  Secretary  made  a  speech  the  other  day  in  which  he  said, 
proudly,  that  we  were  at  the  head  of  aviation  in  the  world.  I  am 
sure  we  would  like  to  lead,  and  I  am  sure  we  have  got  some  of  the 
best  manufacturers  in  the  world,  but  I  am  not  at  all  sure  that  in  prac- 
tical ways  we  are  at  the  head  of  aviation,  particularly  in  this  matter  of 
aerial  mails. 

We  all  know  that  developing  new  aerial  routes  is  a  very  expensive 
matter.  It  will  be,  in  my  judgment,  a  very  useful  development  indeed, 
and  I  think  the  commercial  possibilities  of  an  aerial  mail  service  in 
particular  are  considerable,  because  a  mail  does  not  weigh  very  much; 
it  is  not  like  carrying  passengers.  But  you  cannot  expect  private  firms 
to  do  this  out  of  their  own  funds;  it  is  too  expensive. 

The  risks  are  too  great,  and  it  is  a  service  which  properly  should  be 
undertaken  by  the  Post  Office,  in  conjunction,  of  course,  with  the  Air 
Ministry.  Of  course,  being,  as  I  am,  a  most  firm  believer  in  the  neces- 
sity 01  unity  in  the  Air  Service,  I  should  be  against  the  right  hon. 
gentleman  in  his  Department  starting  a  little  air  service  of  his  own. 
-  It  must,  of  course,  be  done  by  the  Air  Ministry,  but  then  the  Post- 
master-General should  be  an  employer  of  the  Air  Ministry,  and  use 
them  for  this  very  necessary  service.  I  ventured  to  interject  a  remark 
during  the  right  hon  gentleman's  speech,  touching  this  matter,  and 
he  replied  that  it  could  not  be  done  owing  to  the  atmospheric  condi- 
tions. 

I  think  he  has  rather  overstated  the  difficulties.  It  is  not  necessary 
for  an  aerial  mail  service  to  fly  high.  It  is  not  necessary  to  have  very 
swift  jnachines--it  is  advisable  to  have  them  for  long  distances — but  a 
sort  of  machine  like  the  D.H.10,  which  lands  very  slowly,  nnd  could 
be  used  for  this  purpose,  would  very  much  diminish  all  the  dangers  of 
which  the  right  hon.  gentleman  spoke. 

I  think  you  could  get  a  very  large  measure  of  success — I  will  not 
say  100  per  cent.,  but  certainly  90  per  cent,  of  success.  I  wish  the 
right  hon.  gentleman  would  turn  his  attention  to  that,  because  the  Air 
Estimates  are  very  large — £65,000,000— and  you  can  only  justify  esti- 
mates of  that  size  if  the  Air  Ministry  sees  that  we  do  not  fall  behind 
other  countries  in  civil  aviation.  It  would  be  lamentable  if  we  allowed 
the  great  lead  we  secured  during  the  war  to  be  taken  from  us. 

Let  me  tell  the  right  hon.  gentleman  of  some  of  the  things  that  are 
happening  in  the  world  in  the  direction  of  aerial  mails.  In  the  fore- 
front is  the  United  States.  It  is  more  than  a  year  ago  since  the  United 
States  instituted  a  daily  aerial  mail  between  Washington  and  New 
York,  with  one  stop  at  Philadelphia.  As  peonle  verv  often  say  that 
these  islands  are  not  big  enough  to  have  an  aerial  mail,  it  is  interesting 
to  notice  that  the  distance  between  Washington  and  New  York  is  about 
210  to  220  miles,  and  the  whole  of  last  and  during  this  year  this  service 
has  been  run  with  very  great  success. 

I  want  to  mention  the  various  countries  in  which  the  thing  has  been 
done,  in  order  to  bring  to  the  right  hon.  gentleman's  notice  the  possi- 
bility of  doing  it.  During  the  war  there  was,  I  believe,  a  daily  mail 
service  between  Vienna  and  Budapesth;  in  Denmark  a 'daily  service 
Iretween  Copenhagen,  Gothenburg,  and  Christiania;  in  France  there 
were  several,  including  a  very  constant  service,  used  for  Government 
purposes,  between  London  and  Paris;  in  Germany  a  daily  mail  service 
between  Berlin  and  Munich,  with  an  average  time  of  four  and  a  half 
hours. 

In  Greece,  a  daily  mail  service  has  been  attempted.  In  Italy,  the 
submarine  difficulty  was  overcome  by  sending  mails  to  Sardinia  by 
aeroplane,  and,  as  a  matter  of  fact,  there  were  many  other  services.  As 
regards  Brindisi  and  Valona,  one  ran  see  the  enormous  advantage  of 
pending  mails  over  the  neck  of  the  Adriatic.  In  Spain  there  are  two 
projected  lines.  Surely  the  example  of  these  foreign  countries  should 
be  sufficient  to  encourage  this  country  to  make  a  bold  start 

It  seems  really  lamentable  that  even  now  with  the  war  over,  nnd 
with  hundreds  of  surplus  machines,  we  should  not  make  a  start.  The 
Air  Ministry  has  got  large  contracts  with  the  manufacturers,  and  the 
manufacturers,  I  believe,  are  ordered  to  continue  them.  I  think  I  am 
right  in  saying  that  in  many  hangars  in  this  country  machines  are 
pouring  in,  are  being  heaped  up  and  are  deteriorating,  and  never  see  the 
air  at  all.  Yet  the  right  hon.  gentleman  has  not  utilised  any  of  these 
machines  even  for  an  exnerimental  air  service. 

This  is  such  a  fascinating  subject  that  if  T  did  not  check  myself  I 
am  afraid  I  should  weary  the  whole  Committee,  but  they  have  even 
got  so  far  as  to  have  aerial  stamps.  In  Newfoundland  they  produce 
stamps  for  the  Atlantic  air  post.  In  Tunis  they  have  a  converted  35 
centimes  postage  stamp.  In  Switzerland  they  have  a  stamp  for  the 
air  post  between  Zurich  and  Lausanne,  and  elsewhere,  =0  that  other 
countries  are  getting  to  work  in  every  way  to  develop  this  air  service 
which  we  are  neglecting. 

The  light  hon.  gentleman  will  no  doubt  say  in  reply  to  this.  "  It  is 
all  very  well,  but  what  would  happen  would  be  that  you  would  start 
thing,  everyone  would  send  their  letters,  there  would  would  be  a  great 
many  failures,  and  the  whole  idea  would  be  discredited."  That  is  the 
sort  of  answer  I  anticipate. 

Let  me  give  him  some  figures  which  I  got  only  a  fortnight  ago  show- 
ing the  success  of  the  service  in  the  United  States.  These  are  not 
newsnaper  reports,  although  those  reports  are  verv  often  more  illuminat- 
ing than  official  documents,  but  these  figures  I  am  giving  ha7e  all  the 
sanctity  which  belong  to  papers  issued  by  Government  Departments 
The  first  annual  report  of  the  aerial  mail  service  between  Washington 
and  New  York  has  been  .published,  and  this  is  what  it  says  : 

"Out  of  a  possible  138,000  miles  for  flying  "(th.it  is  the  number  of 
iourneys  added  together)  "  128,000  miles  were  actually  flown — a  per- 
formance of  0,2.71  per  cent.  Out  of  1,261  trios,  only  =,5  were  abandoned 
owing  to  the  weather,  and  during  the  twelve  months  there  have  been 
only  37  forced  1and:ngs.  and  the  1  alance-sheet  " — (this  will  surelv  in- 
duce the  right  hon  gentleman  to  consider  it  favourably) — "  shows  a 
surplus  of  to. 000  dollars." 

That  is  all  I  have  to  sav.  but  I  do  think  it  is  much  more  than  merely 
a  wild  dream  of  those  who.  like  mvself,  are  enthusiastic  over  aviation. 
T  think  it  is  a  practical  step,  which  the  right  hon.  gentleman  would 
do  well  to  consider  seriously. 


The  following  answer,  which  was  given  on  July  21st,  is  taken  from 
the  "Times,"  the  Official  Report  being  too  late  for  publication  :  — 

SERVICE  CONDITIONS  FOR  THE  AIR  FORCE. 

Major-Gen.  SEE^Y  (Under  Secretary  of  State  to  the  Air  Ministry),, 
replying  to  Mr.  Raper,  said  :— The  rates  of  pay,  pension,  and  allowances 
for  officers  of  the  reconstituted  Royal  Air  Force  have  now  been  ap- 
proved, but,  as  the  details  are  too  lengthy  to  be  brought  within  the  com- 
pass of  an  answer  to  a  question,  I  will  ask  my  hon.  and  gallant  friend 
to  allow  me  to  circulate  the  full  statement  with  the  votes. 

An  important  featuie  of  the  new  system  is  that,  whereas  at  present 
the  various  branches  have  each  had  their  own  rates  of  pay,  in  future 
there  will  be  uniform  rates  for  all  branches,  with  the  exception  that 
certain  branches,  such  as  medical  works  and  schoolmasters,  will  con- 
tinue to  have  special  rates  as  hitherto.  • 

Except  for  these  branches,  all  officers  joining  the  Royal  Air  Force  in 
future  will  pass  the  flying  test.  The  rates  have  been  fixed  with  refer- 
ence to  the  present  high  cost  of  living,  and  will  be  subject  after  five 
years  to  change,  either  upwards  or  downwards,  according  as  the  cost 
of  living  rises  or  falls. 

Subsequent  revisions  will  be  made  at  three-yearly  intervals  on  the 
basis  of  Board  of  Trade  food  prices.  The  new  rates  are  intended  to 
apply  to  those  officers  who  are  given  permanent  or  short-sei  vice  com- 
missions in  the  force  as  reconstituted  or  who  are  seconded  to  the  Royal 
Air  Force  from  the  other  Services. 

With  regard  to  the  pay  of  other  ranks,  I  hope  to  be  in  a  position  to 
make  a  statement  during  the  present  week. 

THE    ROYAL   AERO  CLUB. 

A  special  meeting  of  the  committee  was  held  on  Tuesday  last, 
July  15th,  1919,  when  there  were  present: — Brig.-General  Sir  Capel 
Holden,  K.C.B.,  F.R.S  (in  the  chair),  Major-General  Sir  Sefton  Branc- 
ker,  K.C.B.,  Mr.  Ernest  C.   Bucknall,  Lieut. -Col.  Spenser  D.  A  Grey, 

D.  S.O.,  R.A.F.,  Lieut. -Col.  T.  O'B.  Hubbard,  M.C.,  R.A.F.,  Lieut.-Col. 
F.  K.  McClean,  Lieut.-Col.  Alec  Ogilvie,  Col.  C.  R.  Samson,  D.S.O., 
R.A.F.,  Mr.  A.  Mortimer  Singer,  Mr.  T.  O.  M.  Sopwith,  and  Mr.  Harold 

E.  Perrin,  secretary. 

Election  ok  Members. — The  following  new  members  were  elected:  — 
Major  Thomas  Morgan  Barlow,  R.A.F. ;  Capt.  John  Claude  Beddard, 
R.A.F. ;  Lieut.  Edgar  Hastings  Cambridge;  Lieut. -Com.  Kenneth  Mac- 
kenzie-Grieve, R.N.;  Lieut.  Albert  Charles  Guyer,  R.A.F.;  Lieut.  Harold 
William  Hern,  R.A.F.;  Nicolas  Herzmark;  James  Inglis  Ker,  J.P. ; 
Francis  Martin  Luther,  Lieut.  John  Marsden,  R.A.F.;  Eniil  Adam 
Merckel;  Lieut.  William  Thomas  Simpson;  Capt.  Maurice  Hugh 
Stephens,   R.A.F.;  and  Lieut.  Bernard  Noel  Wills,  R.A.F. 

Royal  Aero  Club  and  Society  of  British  Aircra?i  Constructors. — An 
agreement  has  been  entered  into  between  the  Royal  Aero  Club  and  the 
Society  of  British  Aircraft  Constructors  defining  the  activities  of  the 
respective  bodies.  A  joint  committee  has  been  appointed  to  act  as  the 
channel  of  communication  by  which  the  two  bodies  are  kept  in  touch 
and  to  advise  generally  upon  matters  affecting  their  common  interests. 
The  following  are  the  representatives  of  the  club  on  the  Joint  Com- 
mittee :—  Lieut. -Col.  F.  K.  McClean,  Lieut.  Col.  J.  T.  C  Moore-Brabazon, 
M.P.j  Mr.  J.  H.  Nicholson,  and  Lieut.-Col.  Alec  Oglivie. 

N.C.4. — The  following  letter  was  read  from  Lieut.-Com  H.  C.  Read, 
U.S.N.,  commanding  N.C.4  :  — 

U.S.S.  Zeppelin, 
At  sea,  en  route  New  York,  June  18th,  1919. 
Royal  Aero  Club, 
3,  Clifford   Street,  W.,  London,  England. 

Gentlemen, — I  am  taking  this  opportunity,  the  first  peaceful  moment 
since  first  arriving  at  Plymouth,  to  thank  you  on  behalf  of  myself  and 
the  crew  of  the  N.C.4  most  heartily  for  your  welcome  to  us  during  our 
stay  in  London. 

As  a  consequence  of  the  care  with  which  the  members  of  the  club 
looked  after  our  welfare,  the  visit  to  London  will  always  remain  the 
brightest  spot  of  the  entire  trip.    Hoping  some  day  to  be  able  to  repay 
you,  at  least,  in  part,  I  remain. — Very  sincerely  yours, 
(Signed)  H.  C.  Read, 

Lieut. -Commander,  US.N.,  Commanding  N.C.4- 
R.34. — The  following  cablegram  was  sent  to  Brig.-Gen.  E.  M.  Mait- 
land,  C.M.G.,  D.S.O.  :— 

•  "  Royal  Aero  Club  sends  heartiest  congratulations  to  Major  Scott 
and  crew  of  R.34. — Atholl,  Chairman." 

The  following  reply  was  received  from  General  Maitland  : — 

"  President,  Royal  Aero  Club,  London, — Scott  and  crew  R.34  much 
appreciate  kind  messages  congratulation. — General  Mattt.hnd." 

Committee  Meetings.— It  was  decided  that  meetings  of  the  committee 
should  be  held  in  future  on  alternate  Wednesdays,  instead  of  Tues- 
days. .  . 

Club  Banquet  to  Brig.-General  E.  M.  Maiti.and,  C.M.G.,  D.S.O. . 
Major  G.  H.  Scott,  and  the  Crew  of  H.M.A.  "  R.-u." 

The  club  will  entertain  the  officers  and  crew  of  H.M.A  "  R.34  "  at  a; 
banquet  at  Prince's,  Piccadilly,  W  ,  on  Wednesday,  July  23rd,  1919. 

Particulars  are  being  forwarded  to  members  by  post 

THE  FLYING  SERVICES  FUND. 
(Registered  under  the  War  Charities  Act,  1916.) 
ADMINISTERED    BY   THE   ROYAL   AERO  CLUB 
For  the  benefit  of  Officers,  Non -Commissioned  Officers  and  Men  of  the 
Royal  Air  Force  who   are  incapacitated  while  on  duty,  and  for  the 
widows  and  dependants  of  those  who  are  killed  or  die  from  injuries  or 
illness  contracted  while  on  duty. 
Honorary  Treasurer  :  The  Right  Hon.  Lord  Kinnaird 
Committee  :  H.R.H.  Prince  Albert,  K.G.  (chairman),  Mr.  Chester  Fox, 
Lieut.-Col.  T.  O'B.  Hubbard,  M.C.,;  R.A.F.,  Lieut.-Col    C.  E.  Maude, 
R.A.F..  Lieut.-Col.  R.  H.  More,  C.M.G 
Secretary  :  H.  E.  Pen-in. 
Bankers  :   Messrs.  Barclays  Bank,  Ltd.,  4,  Pall  Mall  East,  London,, 
S.W.  1. 

Total  subscriptions  receivd  to  July  8th,  1919  ..       ...£15,066   4  9 
Collected  at  Church  of  England  parade  services  at 
Headquarters,  South-Westeru    Area,    Royal  Air 

Force,  Salisburv       ...       ...       ...    6  it  4- 

Lieut.  II.  A.  Turrill,  R.A.S  C   220 


Total,   July   15th,   1919   ...  £15,074  18  1 

PRESENTATIONS  TO  THE   CLUB.  ^ 
The  following  books  have  been  presented  by  the  publishers  to  the 
Club  Library  : — 

"The  Year  Book  of  Wireless  Telegraphy  and  Telephony,  1919." 
(Published  by  the  Wireless  Press,  Ltd.) 

"Practical  Aviation,"  Including  Construction  and  Operation.  By  J.  . 
Andrew  White.    (Published  by  the  Wireless  Press,  Ltd.) 

"Les  Moteurs  4  Explosion  dans  1' Aviation."   By  A.  Masmejean  and  E. 
B^rehare.    (Published  by  H.  Dunod  and  E.  Pinat.) 

"Resume1  des  Connaissances  Scientifiques  utiles  aux  Aviateurs  et 
Mecaniciens  de  l'Aeronautique."  By  Ed.  Marcotte  and  E. 
BereLiare.    (Published  by  H.  Dunod  and  E.  Pinat ) 

"The  Wonder  Book  of  Aircraft."  Edited  by  Harrj'  Goldincr.  (Pub^ 
lished  by  Ward,  Lock  and  Co.,  Ltd.) 


July  23,  1919 


The  Aeroplane 


365 


AN    OPPORTUNITY    FOR  YOUNG  MECHANICS. 


It  is  difficult  to  think  of  a  reason  why  the  London  Regiment 
should  be  so  interested  in  the  future  of  the  R.A.F.  ;T.F.),  but  it 
is  doubtless  a  good  thing  for  one  well-established  Territorial  regi- 
ment to  interest  itself  in  the  inauguration  of  another,  however 
different  their  ultimate  aims  may  be. 

The  First  Aircraft  Construction  Wing,  which  was  opened  on 
June  20th  by  Maj.-Gen.  Sir  Hugh  Trenclhard  at  25,  Camden  Rd., 
St.  Pancras,  is  backed  by  many  well-known  and  influential  people. 
Most  of  the  biggest  aircraft  firms  have  interested  themselves  in 
this  wing,  and  have  shown  their  interest  and  appreciation  by  giving 
large  sums  of  money,  aeroplanes,  engines,  spare  parts  and  work- 
shop appliances. 

Throughout  the  war  there  was  never  much  difficulty  in  obtain- 
ing pilots  and  observers,  but  there  was  a  great  shortage  of  good 
mechanics,  for  many  joined  up  at  the  beginning  of  the  war  in  in- 
fantry regiments  and  many  were  kept  on  work  of  national  im- 
portance in  the  factories.  There  will  never  be  any  difficulty  in 
obtaining  men  who  will  want  to  be  trained  as  pilots ;  but  the 
mechanics  who  served  during  Ihe  war  in  the  R.A.F.  have  mostiv 
had  quite  enough  of  the  Air  Force,  and  find  they  can  earn  far 
more  money  in  factories  and  in  other  civil  engineering  jobs. 

This  shortage  of  mechanics  shows  the  necessity  for  training 
youths  as  such,  for  a  R.A.F.  (T.F.)  cannot  consist  of  pilots  alone, 
and  the  first  step  in  the  right  direction  is  to  open  these  wings  to 
procure  the  mechanics. 

The  following  article  by  "Percy  Vere"  gives  the  details  of  the 
scheme  : — 

Formation  of  Sections  for  Elementary  Instruction. 

A  movement  which  will  have  a  far-reaching  importance  in  the 
near  future  was  brought-  into  being  recentlv,  when  the  Chief  of 
the  Air  Staff  (Major-General  Sir  Hugh  ~  Trenchard,  K.C.B., 
D.S.O.)  opened  the  headquarters  of  the  First  Aircraft  Construc- 
tion Section  in  connection  with  the  Cadet  organisation  of  the 
Territorial  Force  Association  of  the  Countv  of  London. 

Soon  after  the  Armistice  steps  were  taken  to  form  an  Aircraft 
Construction  Section  in  connection  with  the  local  Cadet  battalion 
at  St.  Pancras.  The  Air  Ministry  were  approached  with  a  view 
to  ascertaining  what  support,  if  any,  would  be  forthcoming  in  the 
event  of  such  a  section  being  formed,  as  the  question  of  equipment 
was  ail  important.  The  response  was  really  splendid.  Every  'en- 
couragement was  given  to  the  scheme,  and  a  valuable  gift  of  in- 
structional equipment  made. 

Various  important  firms  were  also  approached  with  a  view  to 
obtaining  the  grant  of  instructional  stores,  and  the  following  firms 
replied  with  generous  gifts  :— Vickers  Ltd.,  Sir  G.  W.  Armstrong- 
Whitworth  and  Co.,  the  Beardmbre-  Engine  Co.,  the  Sop- 
with  Aviation  Co.,  A.  V.  Roe  and  Co.,  W.  G.  Allen  and  Co.,  of 
Bedford,  the  British  Caudron  Co.,  the  Grahame-White  Co., 
Ruston  and  Hornsby,  the  North  British  Rubber  Co.,  and  Berwicks 
of  Park  Royal.  This  equipment  forms  ihe  instructional  material 
used  by  the  section  to-day. 

It  has  been  proved  by  the  large  number  of  Cadets  coming  for- 
ward for  instruction  already  that  the  scheme  is  likely  to  be  popu- 
lar. 

The  Classes. 

Classes  are  held  from  week  to  week,  conducted  by  qualified 
ex-flying  and  other  officers  and  other  ranks  of  the  Royal  Air  Force 
who  have  now  accepted  commissions  in  the  Cadet  organisation  of 
the  County  of  London  Territorial  Force  as  instructors,  assistant 
instructors,  lecturers,  and  demonstrators.  The  subjects  taught  in- 
clude aero  engines,  rigging,  theory  of  flight,  navigation,  in- 
struments, signalling  (including  wireless),  drill  and  physical  train- 
ing.   Sports  and  games  are  also  freely  indulged  in. 

The  strength  of  the  first  section  is"  S5  Cadets,  7  N.C.Os.,  2 
warrant  officers,  and  7  officers.  The  organisation  is  clearly  de- 
fined on  approved  lines,  and  proving  quite  satisfactory. 

The  establishment  of  each  section  comprises  the  officer  com- 
manding,' a  chief  technical  officer,  and  officers  in  charge  of  the 


various  sub-sections.  These  are  assisted  by  junior  officers,  and 
also  technical  sergt.-majors.  The  principal  qualification  for  entry 
as  an  officer  in  these  aircraft  sections  is  that  the  applicant  should 
have  served  in  the  Royal  Flying  Corps,  Royal  Naval  Air  Service, 
or  later  in  the  Royal  Air  Force. 

The  movement  has  already  commenced  to  expand,  and  steps  are 
now  being  taken  to  bring  the  whole  of  the  Cadet  units  in  the 
County  of  London  into  line,  and  sections  dealing  exclusively  with 
aircraft  are  being  formed  in  connection  with  all  the  Cadet  bat- 
talions affiliated  to  the  well-known  London  Territorial  battalions. 

It  is  interesting  to  note  that  about  50  per  cent,  of  the  Cadets 
now  under  instruction  have  served  during  the  war  in  a  civilian 
capacity  in  some  of  the  best-known  aircraft  factories  in  London, 
and  they  are  continuing  their  studies  with  a  view  to  further  ad- 
vancement. It  is  found,  in  this  connection,  that  the  Cadets  are 
exceedingly  keen,  and  attend  the  lectures  given  regularly.  For 
some  time  recruiting  has  had  to  cease,  but  arrangements  are  now 
concluded  whereby  lads  from  seventeen  to  twenty  years  of  age 
may  enrol. 

The  Need  for  Good  Mechanics. 
The  aim  of  these  sections  is  to  prepare  the  Cadet  to  be  a  spe- 
cialised mechanic,  for  it  is  realised  by  those  concerned  that  a 
mechanic  must  know  the  fundamentals  of  his  own  duties 
thoroughly ;  no  other  consideration  can  compensate  for  a  defect 
in  this.  The  pilot  depends,  finally,  on  his  aeroplane  ;  his  mechanic, 
therefore,  should  know  sufficient  to  see  that  it  is  always  kept  in 
perfect  order.  These  sections  are  in  being  at  the  moment  at  any 
rate  for  the  express  purpose  of  training  the  Cadet,  in  his  spare 
time,  in  all  matters  relating  to  aircraft  to  enable  him  later  in  life, 
without  loss  of  time,  to  take  up  responsible  duties  either  in  the 
Roval  Air  Force  or  in  aircraft  manufacturing  works  almost  from 
the  beginning  instead  of  being  a  drag  on  his  squadron  or  works 
for  weeks. 

In  the  formation  of  new  sections  great  stress  has  been  laid  as 
to  definitely  deciding  at  the  outset  on  a  system  to  be  adopted. 
Sections  have,  therefore,  endeavoured  to  organise  their  system, 
develop  their  methods,  and  set  themselves  some  kind  of  standard, 
as  well  as  keep  a  proper  balance  for  all  subjects  taken.  The  in- 
dividual members  of  staffs — probably  inexperienced  in  instructional 
work — may  view  their  particular  subjects  in  false  perspective, 
i.e.,  they  may  unconsciously  endeavour  to  produce  a  first-class 
mechanic  in  twenty-four  hours.    This  cannot  be  done. 

Co-operation  between  all  sections  will  be  established,  and  this 
should  tend  to  raise  the  standard  of  all  to  that  of  the  best.  The 
".ivil  and  military  aircraft  authorities  decide  what  is  wanted  in  the 
development  of  aircraft,  and  the  sections  will  do  their  best  to 
comply  to  the  best  of  their  ability  in  the  time.  By  close  co- 
operation and  co-ordination  the  experience  of  all  the  sections  is  at 
the  disposal  of  each,  and  gives  rise  to  a  healthy  emulation  among 
the  various  staffs. 

Visits  to  Works  and  Aerodromes. 

Arrangements  are  made  from  time  to  time  for  Cadets  to  visit 
works  and  aerodromes,  and  -inematography  also  plays  a  very 
important  part  as  an  aid  to  instruction. 

The  movement  is  full  of  possibilities,  and  as  it  is  now  only  in 
its  infancy  it  is  difficult  to  imagine  to  what  extent  it  may  prove 
its  usefulness.  It  has,  however,  been  more  than  proved  that  re- 
cruits can  be  obtained,  clearly  indicating  its  popularity.  It  has 
also  been  seen  that  Cadets  get  so  keen  as  to  wish  to  transfer  into 
the  Royal  Air  Force  for  training  as  learner  mechanics,  as  quite 
a  number  have  already  done  so.  Those  interested  in  civil  and 
military  aviation  realise  this,  and  it  is  hoped  that  the  lead  already 
given  by  official  and  private  concerns  will  be  a  means  of  bringing 
into  being  a  much  larger  movement  for  the  training  of  the  lads. 
At  the  moment,  therefore,  it  deserves  every  encouragement,  and 
the  visit  of  the  Chief  of  the  Air  Staff  and  the  Director  of  Train- 
ing has  already  been  a  means  of  drawing  the  right  type  of  lad 
who  is  anxious  to  qualify  in  one  of  the  most  interesting  crafts  of 
our  time. 


ESPRIT    DE  R.A.F. 

A  year  or  two  ago,  very  many  members  of  the  R.A.F.  looked 
forward  to  a  future  in  their  Service. 

In  the  words  of  the  average  flying  officer,  "What  a  hope  !" 

The  Selection  Board  have  shown  such  dainty  discrimination  in 
their  selections,  that  a  number  of  the  older  members  have  fled  to 
the  friendly  cover  of  civilian  clothes,  and  the  gold  oak-leaves  and 
banana-adorned  badges  of  their  caps  grow  dim  in  the  recesses  of 
some  forgotten  cupboard. 

And  those  other  old  pilots  who  were  oak-leafless  murmur  "Blow 
the  Bolo,"  or  alliterative  words  to  the  same  effect,  and  thankfully 
retire  into  private  life  again. 

It  seems  a  pity  that  many  who  would  have  continued  in  the 
R.A.F.  should  have  been  frightened  out  of  it  by  the  thought  of 
those  with  whom  they  would  associate  ;  and  good  traditions  for 
a  new  Service  are  not  being  created  bv  the  type  of  officer  fre- 
quently seen. 


With  luck  he  may  occasionally  speak  comprehensible  English, 
and  his  clothes  would  make  an  excellent  lubricant  for  any  engine. 
In  many  cases  his  service  overseas  dates  from  the  signing  of  the 
armistice,  and  he  is  receiving  a  bonus  for  reaping  where  others 
sowed  before  him.  He,  in  fact,  is  the  soul-inspiring  foundation 
of  a  new  Service,  and  he  is  known  to  the  public  as  "the  gallant 
British  airman." 

His  confrere,  who  was  ass  enough  to  be  demobilised  and  is 
sorry  for  it  can  be  seen  with  the  R.A.F.  badge  in  his  button- 
hole, on  his  cuff-links,  in  his  tie,  or  worked  on  his  socks,  and 
perhaps  he  wears  a  pair  of  wings  on  his  waistcoat.  This  is  not 
necessarily  typical,  but  it  is  all  sufficiently  noticeable  amongst 
many  of  the  Selection  Board's  choice. 

Meanwhile,  those  who  once  had  a  pride  in  their  Corps,  are 
rapidly  selling  their  uniforms  to  old  clothes  merchants,  and  won- 
dering what  has  become  of  that  pride. 

Anyhow,  God  bless  the  R.A.F. 

  R.  R. 


366 


The  Aeroplane 


July  23,  1919 


NAVMMILITMrjtfgONAUTics 


GREAT  BRITAIN. 
FROM  THE  COURT  CIRCULAR. 

Buckingham  Palace,  July  17th. 
His  Majesty  conferred  decorations  as  follows  :  — 

The  Distinguished  -Service  Cross. — Capt.  Cecil  FitzHerbert,  R.A.F. 
The  Military  Cross. — Capt.   Thomas  tander.  Highland  Light  In- 
fantry, attd.  R.A.F. 

Marlborough  House,  July  17th 
Brigadier-General  E.  M.  Maitland  and  Major  G.  H.  Scott,  Royal  Air 
Force,  were  received  by  Queen  Alexandra  to-day. 

Buckingham  Palace,  July  16th. 
Admiral  Sir  James  Star  tin  and  Brig-Gen.  E   M   Maitland  and  Major 
C.  H.  Scott,  R.A.F.,  had  the  honour  of  being  received  by  The  King 
this  morning. 

Buckingham  Palace,  July  19th. 

Their  Majesties  gave  a  Luncheon  Party  in  the  State  Dining  Room  in 
honour  of  the  Representatives  and  Leaders  of  the  Allied  Armies,  at 
which  the  Princ;  of  Wales,  the  Prince  Albeit,  the  Princess  Mary  and 
Field  Marshal  the  Duke  of  Connaught  were  present,  and  the  following 
had  the  honour  of  being  invited  :  — 

The  Right  Hon.  Winston  Spencer-Churchill,  M.P.  (Secretary  of  State 
for  War  and  Air),  and  Major-General  Sir  Hugh  Trenchard. 


NAVAL. 

Admiralty,  July  17th. 
The  King  has  been  pleased  to  give  orders  for  the  following  appoint- 
ment to  the  Most  Excellent  Order  of  the  British  Empire,  in  recognition 
of  the  services  of  the  following  officer  during  the  war  . — 
O.B.E.  (Military  Division). 
Fit.  Lt.  A.  W.  Cassy,  R.N.A.S.    (now  Capt.,  R.A.F.) . — For  valuable 
services  with  No.  14  Kite  Balloon  Section  in  Mesopotamia  from  Aug. 
19 1 6,  to  Feb.,  1917. 

The  King  has  been  pleased  to  approve  of  the  award  of  the  following 
decoration  to  the  undermentioned  Officer  :  — 

Distinguished  service  Cross. 
Lt.  D.  R.  Verey,  R.N.V.R.  (now  Capt,  R  A  F.).— For  distinguished  ser- 
vices with  No.  14  Kite  Balloon  Section  in  Mesopotamia  from  Aug.,  19 16, 
to  Feb.  191 7. 

Fit.  Sub.  Lt  M.  Lyon,  R.N.A.S.  (now  Capt,  R.A.F.).— For  distin- 
guished services  with  No.  14  Kite  Balloon  Section  in  Mesopotamia  from 
Aug.,  1 916,  to  Feb.,  1917. 

Admiralty  Appointments. 

The  following  appointments  have  been  made  :  — 

July  16th.— Surgn.  Lieut.  (Temp.).— E.  D.  Granger,  temp  commission 
and  appt.  terminated  on  transfer  ro  R.A.F.,  Oct.  1st,  iqi8. 
July  17th.— Surgn.  Lieut.  (Temp.)  — A.  Ritchie.  M.B.,  to  "Vindictive." 

Bosn.— W.  C.  Hawkins  (actg.),'  to  "Ark  Royal,''  July  iblh. 

*  *  * 

On  July  15th  H.'M.A.  N.S.n  was  lost  at  sea  with  all  hands 
owing  to  an  explosion.  N.S.n  left  Pu.lh^m  Airship  Station 
shortly  after  midnight  on  July  15th  to  assist  in  mine-sweeping 
operations,  and  the  explosion,  which  was  heard  along  the  coast, 
occurred  near  Sheringham  at  about  12.30  a.m.  No  official  state- 
ment has  been  issued  regarding  the  cause  of  the  accident. 

The  names  and  address  of  officers  and  ratings  of  N.S.11  are  as 
follows  : — ■ 

Capt.  W.  K.  Warneford  (commander),  Lansdowne  House, 
Huyton,  Liverpool. 

Capt.  A.  S.  Elliott,  who  had  recently  been  staying  with  his 
wife  at  Harleston,  Norfolk. 

Fit.  Serjt.  O'Connor,  Macfarlane  Road,  Wood  Lane,  Shep- 
herd's Bush. 

Serjt.  Lewry,  Lee'sland  Road,  Gosport. 

Serjt.  Waghorn,  Star  Inn,  Crayford.  Kent. 

Aircraftsman  J.  Jacques,  Victoria  Road,  Longeaton. 

Aircraftsman  Cameron,  Beasley  Street,  Got  ton,  Manchester. 

Aircraftsman  Connelly,  Midfield  Cottage,  Inveresk,  Midlothian, 
Scotland. 

It  has  been  definitely  ascertained  that  the  airship  foundered 
four  miles  north-west  of  the  village  of  Salthouse,  between  Wells 
and  Sheringham. 

The  following  message  has  been  received  from  the  King  in 
regard  to  the  loss  of  Coastal  Airship  N.S.n  : — 

His  Majesty  the  King  desires  to  express  his  deepest  sym- 
pathy with  the  relatives  of  those  officers  and  men  whe  lost 
their  lives  in  the  airship  N.S.n   while  employed  in  mine- 
clearing  operations. 
N.S.11    was  built  by  the  Admiralty  at  Kingsnorth,   Kent,  in 
1918,  and  had  some  good  work  to  her  credit,  including  a  voyage 
of  1,285  miles   along  the  coasts  of  Denmark,  Slesvig-Holstein, 
Helgoland,  North  Germany,  and  Holland,  the  time  taken  being 
41  hours.    It  was  N.S.11  which   recently  made  the  flight  over 
London  flying  the  newly-resigned  R.A.F.  flag. 

Dragging  operations  off  Cromer  were  begun  on  July  19th  by 
several  minesweepers.     If  any  wreckage  of  N.S.  ti  is  discovered 


a  diver  will  "be  sent  down.    An  attempt  will  be  made  to  recover 

the  engines  in  order  that  they  may  be  examined. 

*  *  * 

The  Air  Ministry  announced  on  July  21st: — 

One  of  the  F.5  flying  boats  engaged  in  the  Scandinavian  trip 
reached  Ohristiansand  from  Dundee  yesterday  at  5.30  p.m., 
having  accomplished  the  journey  of  436  sea  miles  in  seven  hours 
and  a  quarter.  As  the  flight  was  made  through  thick  fog  and 
driving  rain,  the  performance  is  regarded  as  a  particularly  good 

one.  "  '  "v  "7  "      .   .    .  Tj 

*  *  * 

Two  Naval  flying  boats  from  Felixstowe  anived-  at  Sohelling- 
woude,  the  Dutch  Naval  aerodrome  near  Amsterdam,  on  July 
.  14th.  The  crews  consisted  of  five  persons,  including  Coloneis 
Waterhouse  and  Raikes  The  pilots  were  Major  Moon  and  Cap- 
tain Maxton.  Captain  Freeman  and  Lieut.  Parkev  were  among 
the  crews.  The  time  taken  on  the  journey  was,  1  Ought}',  an 
hour  and  three-quarters. 

*  *  * 

The  .British  Naval  flying-boat  F.'5-N.gcr  (Rolls-Royce  engines), 
piloted  by  Captain  Baily,  R.A.F.,  with  Major  Sitwell,  D.S.C., 
R.A.F.,  in  command,  arrived  at  Copenhagen  at  5.30  p.m.  on 
July  19th.  An  official  from  the  Foreign  Office  and  two  N.C.Os. 
were  also  carried. 

The  course  followed  was  Felistowe  to  the  Dutch  coast,  along 
the  Dutch  coast  to  Borkum,  along  the  German  coast  to  the  Kiel 
Canal,  and  so  to  Copenhagen.  Bad  weather  was  encountered 
and  much  rain.  An  altitude  of  between  600  and  2,000  ft.  was 
maintained. 

The  flying-boat  left  Copenhagen  for  Heisingfors  at  it. 10  a.m. 
< - ■  1  'July  20th. 

*         *  * 

Owing  to  the  difficulty  of  bringing  any  type  warship  up  to 
London  for  the  Peace  celebrations,  the  next  best  course  was 
adopted,  and  a  very  representative  collection  of  what  may  be 
described  as  the  "  last  sigh  "'  in  naval  architecture  and  con- 
struction was  congregated  at  the  mouth  of  the  Thames  off  South- 
end, and  at  certain  times  on  certain  days  were  open  to  public 
inspection 

Perhaps  the  most  interesting  feature  was  the  presence  of 
H.M.S.  "  Furious,"  variously  described  by  the  intelligent  Press 
and  the  more  intelligent  public  as  a  light  cruiser,  battle  cruiser, 
etc.,  commonly  known  as  a  "  Hush-Hush  "  ship,  whatever  that 
may  mean,  and  officially  known  as  an  "  aircraft-carrier." 
,  Two  folded  Short  seaplanes  on  the  deck  sddsd  to  its  mystery 
and  greatly  impressed  the  public. 

Most  of  the  battleships  and  battle  cruisers  sported  a  couple  of 
ship-planes,  mostly  "  Camels  "  and  "  i£  strutters,"  although 
"  Revenge  "  carried  a  Parnall  "  Panther  "  on  the  fore  barbette. 

The  ignorance  of  the  British  nation  in  general,  in  things  that 
really  concern  the  premier  Naval  Power  in  the  world,  is  remark- 
able, and  if  one  has  the  patience  a  very  amusing  time  may  be 
spent  in  listening  to  scraps  of  conversation  concerning  the  very 
interesting  array  of  all  types  of  craft  from  "  Furious,"  "  Royal 
Oak,"  etc.,  down  to  the  "  K  "  submarines  and  the  speedy 
Green  engined  C.M.Bs.  which  lay  in  four  lines  from  a  point  op- 
posite Leigh  to  well  past  Shoeburyness. — l.  l.  it, 

MILITARY. 

From  the  "  London  Gazette." 

War  office,  July  15IH. 
The  King  has  approved  of  the  award  of  the  Military  Medal  for  bravery 
in  the  field,  to  the  following  Warrant  Officer,  Non-Commissioned  Officers, 
and  Men,  Royal  Air  Foice,  for  services  in  France,  except  where  other- 
wise stated  :  — 

9991  Cpl.  L.  Briffault  (41st  Squadron);  35291  Fit. -Serjt  A.  Carey  (isth 
Balloon  Co.);  23271  Serjt.  A.  Clark  (nth  Balloon  Sec.) ;  31415  Cpl.  W. 
Clayton  (4th  Squadron);  ,.7099  A.M.  1 2  F.  E.  Cursley  (149th  Squadron); 
24982  Cpl.  C.  J.  F.  Gibson  (8th  K.B.  Sec.);  10098  Cpl.  G.  L.  Goodger  (59th 
Squadron) ;  37515  L.A.C.  P.  E.  Groves  (65th  Squadron) ;  10618  Cpl.  E.  J. 
liedale  (No.  1  Aircraft  Depot);  13677  Ch.  Mech.  P.  Juuor  (15th  Balloon 
Sec);  7740  L-A.C  'actg.  L/Cpl.)  R.  King  (15th  Wing),  96727  A.M./2  C. 
S.  Lacey,  (attd.  199th  S.  By.  R.G.A.) ;  129247  A.C./2  B.  H.  Patnian  (45th 
Balloon  Sec);  36344  Fit. -Serjt.  P.  F.  Ren  wick  (14th  Balloon  Co.);  13345 
L.A.C.  (actg.  Cpl.)  H.  Saunders  (17th  Squadron);  11081  Serjt.  P.  Suther- 
land (7th  Squadron);  20827  A.C.i  H.  P.  White  list  K.B.  Sec.-);  134872 
Cpl.  H.  S.  Wildtnan  (7th  Squadron);  S3074  A.M./2  J.  Wood  (41st  Squad- 
ron); 54048  AC. 2  H.  W.  Young-s  (Balloon  Sec),  404221  A.M. 2  G.  I. 
Tracev  (Wireless  Sec.)  (Mesopotamia). 

War  Office,  July  15th. 

regular  Forces. — Overseas  Forces.— Canada.— Brit  Columbia  R. — 
Temp.  Lt.  (actg.  Capt.)  R.  1.  Van-der-Byl  ceases  to  be  seed  for  duty 
with  the  R.A.F.,  June  23rd. 

Can.  Art.— The  following  temp.  Lts  cease  to  be  seed,  for  duty  with 
the  R.A.F.— R.  H.  Luxton,  A.  H.  Hinton,  June  27th. 


July  23,  1919 


The  Aeroplane 


Brit.  CoJ.  R.— The  following  temp.  Lts.  cease  to  oe  seed,  for  duty  with 
R.A.F  : — O.  A.  Rowan,  March  27th;  A.  Grundy,  June  27th. 

Corps  Can.  Rly.  .Troops. — Temp  it.  W.  J.  Hough  ceases  to  be  seed, 
for  duty  with  R.A.F.,  June  27th 

W  ar  Office,  July  i6tb. 
Regular  Forces. — Infantry. — Service  Battalions. — Shrops.  I,. I. — Temp 
Lt.  E.  .G.  Rumfitt  resigns  his  toiiinm  on  appt.  to  R.A.F.,  Mav  8th,  1918. 

*  *  * 

Official  Communique. 

The  following  communique  was  issued  at  Simla  on  July  19th  :  — 
Sniping  and  minor  attacks  occurred  in  the  vicinity  of  Ali  Masjid  (south 
of  the  Khyber).    Our  aeroplanes  bombed  hostile  gatherings  at  Chora. 

*  *  * 

A  Bolshevist  wireless  message  recently  stated  that  a  British 
aeroplane  had  been  obliged  to  land  in  conseq;  ince  of  engine 
failure  near  the  Northern  Dvina.  The  crew  of  three  aviato'-s 
was  taken  prisoner. 

J"'.         .    ■'■  '  *  '      *•    >■  *  . 

The  final  assault  of  the  Kuban  Cossacks  upon  the  fortress 
town  of  Tsaritsyn  was  assisted  by  aeroplanes  and  tanks. 

*  *  * 

On  July  18th  Mr.  Churchill,  Secretary  of  State  for  War,  had  a 
narrow  escape  in  an  aeroplane  accident  near  Croydon.  The  pilot 
was  badlv  injured  and  Mr.  Churchill  was  severely  shaken. 

*  *  * 

It  is  now  believed  that  the  cutting  of  telegraph  wires,  between 
Midleton  and  Yougtial  on  the  night  of  July  19th  was  part  of  -1 
well-planned  but  unsuccessful  scheme  to  raid  the  military  aero- 
drome near  Killeagh. 

On  the  morning  of  July  20th  motor-Cars  full  ot  men  were  seen 
passing  through  neighbouring  villages,  and  four  motor-cars 
stolen  from  'city  garages  during  the  night  of  the  19th  have 
since  been  found  abandoned  on  roads  in  various  parts  of  the 
country,  while  a  fifth  bearing  a  Waterford  registration  mark 
was  also  discovered  on  the  roadside  ^ome  miles  from  Killeagh. 

The  damage  to  the  wires  is  estimated  at  £106 

AIR  FORCE. 
From  the  "  London  Gazette." 

Aif.  Ministry,  July  15th. 

The  King  has  been  pleased  to  approve  of  the  following  awards  of  the 
Distinguished  Flying  Cross,  conferred  by  the  General  Officer  Command- 
ing the  British  Army  in  Mesopotamia  :  — 

The  Distinguished  Flying  Cross.  , 

Capt.  J.  S.  BE.4IIY,  72nd  Squadron. — During  the  operations  near  Sher- 
oat,  Oct.  24th  to  30th,  1918,  he  rendered  gallant  service  in  harassing  the 
enemy  by  machine-gun  fire  from  very  low  altitudes,  being  vigorously 
fired  upon  the  whole  time.  Capt.  Beatty  has  always  been  conspicuous 
for.  gallantry  and  devotion  to  duty.  On  April  21st,  iqi&,  he  destroyed 
one  enemy  machine  and  brought  down-another  out  of  control. 

Lt:  S.  Bull,,  30th  Squadron. — Whilst  engaged  in  bombing  and  machine- 
gunning  hostile  tribesmen  at  Khun,  near  Bushire,  on  March  6th,  1919, 
he  saw  that  a  brother  officer  had  been  shot  down.  Hoping  that  he 
might- be  alive,  he  attempted  to  land  on  absolutely  unsafe  ground  at 
very  close  range  fire  from  the  enemy,  but  after  touching  the  ground  12 
yards  from  the  crashed  machine  he  saw  at  once  that  no  hope  could  be 
entertained  that  the  occupant  was  alive,  by  reason  of  the  condition  of 
the  wreck,  and  he  was  accordingly  compelled  to  abandon  further  aetion. 
The  attempt  at  rescue  involved  much  risk,  as  had  he  actually  landed  it 
is  improbable  that  he  would  have  been  able  to  take  off  aeain,  apart 
irom  the  attention  which  the  tribesmen  would  have  given  him  at  that 
time. 

Capt.  F.  Nuitall,  M.C.,  30th  Squadron. — A  gallant  flight  leader  who 
has  rendered  valuable  services  in  carrying  out  the  most  arduous  duties 
in  action,  and  has  commanded  his  flight  with  great  skill  under  excep- 
tionally difficult  conditions.  On  April  27th,  1918,  near,  Kirkuk,  whilst 
engaged  in  attacking  enemy  troops  from  a  low  altitude,  he  was  shot 
down,  wounded. 

Ft.  M.  S.  Mackay,  72nd  Squadron,  and  LI.  R.  P.  Pope,  72nd  Squadron 
(E-  Surr.  R.). — During  the  operations  in  Baku  between  August  25th  and 
September  13th,  1918,  they  flew  continuously  over  the  enemy's  positions, 
bombing  and  machine-gunning  from  low  altitudes  with  great  effect,  in 
{he  face  of  very  vigorous  fire  from  the  enemy  throughout  the  whole 
period. 

FOREIGN  DECORATIONS. 
The  King  has  granted  unrestricted  permission  for  the  wearing  of  the 
following  decorations,  conferred  on  the  officers  and  other  ranks  indi- 
cated for  valuable  services  rendered  in  connection  with  th_'  war:  — 

CONFERRED  BY  THE  PRESIDENT  OF  THE  UNITED  STATES. 

American  Distinguished  Service  Medal. 
Maj.-Gen.  Sir  H.  M.  Trenchard,  K.C.B.,  D  S.O.  (R    Sc.  Fus.). 
Maj.-Gen.    Sir    J.    M.    Salmond,    K.C.B.,    C.M.G.,    C.V.O.,  D.S.O 
(R    Lane.  R). 

Maj.-Gen.  Sir  F.  H.  Sykes,  K.C.B  ,  C.M.G.  (15th  Hussars) 

Lt.-Col.  P.  H.  L.  Playfair,  M.C.  fR.A.). 

Mai.  (actg.  Lt.-Col.)  E.  R.  Peal,  O.B.E.,  D  S.C. 

Maj.  D.  V.  J.  Blake  (Aust.  F  Corps). 

The  Rt.  Hon.  Lord  Weir  of  Eastwood,  P.C.,  late  Secretary  of  State 
for  the  Royal  Air  Force. 

CONFERRED  BY  THE  PRESIDENT  OF  THE  FRENCH  REPUBLIC. 
Croix  d'Officier,  Legion  d'Honneur. 
Maj.  (actg.  Lt.  Col.)  E.  R-  Peal,  O.B.E-,  D.S.C. 

Lt.-Col.  (actg.  Brig.-Gen)  J  G.  Weir,  C.M.G.,  C.B.E.  iR.A., 
T.P.). 

Croix  de  Chevalier,  Legion  d'Honneitr. 
Capt.  (actg.  Maj.  R.  Addenbrooke-Prout,  O.B.E.,  M.C. 
Maj.  F.  C.  Baker,  D.F.C.,  A.F.C.  (D.C.L.I.),  102nd  Squadron. 
Lt.-Col.  A.  V.  Bettington,  C.M.G. 
Maj.  B.  L.  Huskisson,  D.S.C. 
Maj.  G.  H.  Loxley. 

Lt.  (actg.  Capt.)  D.  R.  MacLaren,  D.SO.,  M.C,  D.F.C.  (46th  Squadron). 

Lt.-Col.  H.  A.  Van  Ryneveld,  D.S  O.,  M.C. 

Croix  de  Guerre  avec  Palme  (French). 

Lt.  (actg.  Capt.)  W.  G.  Albu  (N.  Russia);  Lt  (actg  Capt.)  O.  M.  Bald- 
win, D.F.C  (9th  Brig,  Fiance);  Lt.  A.  M.  Fannatyne  (206th  Squadron, 
France). 

Lt.  (actg.  Capt.)  G.  L  Graham,  D.F.C.  (9th  Brig.,  France);  Lt.  (actg. 
Capt.)  W.  B.  Green,  D.F.C.  (9th  Brig.,  France) 
Maj,  S.  G.  Hodges,  M.C,  A.F.C.  (Wilts,  Salonika);  Col.  (actg.  Brig- 


Gen.)  R.  E.  T.  Hogg.,  C.M.G.  CLE.  (I.A.,  France);  Maj  (actg.  Lt- 
Col.)  A.  V.  Holt,  D.S.O.  (Roy.  Hs.,  France) ;  Maj.  B.  L.  Huskisson, 
D.S.C.  (France). 

Sec.  Lt.  (Obsr.)  J.  McDonnell  (North  Russia);  Lt.  (actg  Capt.)  D.  R. 
MacLaren,  D.S.O.,  M.C,  R.F.C  (France);  t,t.  H.  A.  Miller  (North 
Russia);  Sec.  Lt.  H.  J.  Miles  (tooth  Squadron,  1  r  mice) ;  I.t -Col  R.  P. 
Mills,  M.C,  A.F.C.   iRoy.  F'.s,  Prance). 

Sec.  Lt.  (Obsr.)  N.  D.  Nunan  (North  Russia). 

Capt.  R.  A.  Preeston  (France). 

Sec.  Lt.  E-  C.  M.  Reid  (North  Russia). 

Lt.  (actg.  Capt.)  E.  J.  Salter  (9th  Brig.,  France) 

Lt.  H.  W.  Tait,  D.F.C.  (nth  Bal.  Sec,  France) ;  Sec.  Lt.  F  F.  Tattaun 
(North  Russia). 

Capt.  H.  W.  Woollett,  D.S.O.,  M.C  (Line.  R.,  France). 

64052  A. /M.2  V.  R.  Bates  (16th  Bal.  Sec,  France);  2249  S. /Mech.  H 
VV.  Bush  (98th  Squadron,  France),  23964  A.M.i  W.  Lambert  (nth  Bal. 
Sec,  France);  140801  Serjt.-Mech.  E.  R-  MacDonald  (98th  Squadron, 
France);  15399  Serjt.  S.  B.  Percival  (Mane  R.)  (attd.  27th  Squadron. 
France)  (killed  Aug.  14th,  1918) ;  25013  Serjt.  L.  C.  Ovens  (103rd 
Squadron,  France) ;  224398  Pte.  C.  H.  Taylor  (97th  Squadron,  France) 

The  Medaille  d'Honntur. 
41300  A. /M.2  G.  K.  Balls  (56th  Squadron)  (en  bronze);  42624  A./M.i  A. 
Cook  (31st  Bal.  Sec.)  (en  bionze) ;  44461  A.7M.3  C.  Dickenson  (100th 
Squadron)  (en  bronze);  1888  Ch.  M./M.  F.  L.  Dorber  (2nd  A.S.D.)  (en 
vermeil);  1749  Ch.  Mech.  F.  Francis  (3rd  R  L  P.)  (en  argent);  5888  Ch. 
Mech.  C.  M.  Hayden  (100th  Squadron)  (en  argent);  3959  A./M.i  L.  E. 
Hodges  (nth  Squadron)  (en  bronze),  8989  Ch  M./M.  W  P  McElwee, 
(iA./D.)  (en  argent);  18305  Flt.-Clk.  T.  H.  Phelps  (2A./D.)  (en  argent); 
i-,769  A./M.i  E.  L-  Porter  (loth  Squadron)  (en  bronze);  24.255  A./M.i  J. 
Saltzberg  (iA.S.D.)  (en  bronze),  37581  A./M.3  W.  S.  Taylor  (55th  Squad- 
ron) (en  bronze);  26570  Cpl.  F.  Timms  (;>.A./D.)  (en  bronze);  23000 
Clk./i  H.  J.  Walters  (iA  /D.)  (en  bronze): 

.   Awarder  the  Medaille  Militaire. 

-■02763  Serjt.  P.  J.  Adkins,  D.S.M.,  D.F.M.  (Woolacombt) ;  406711  Serjt. 
A.  S.  Allan,  M.M.  (Perth);  313629  Serjt.-Mech.  L.  G.  S.  Boshier  (Read- 
ing); 104285  A./M.2  T.  Ferguson  [Glasgow);  -*I37"4  A./C.i  R.  A.  Hol- 
lingsbee  (Stifford,  Essex) ;  407061  Serjt.  G.  Howard  (Bradford-on-Avon) ; 
10865  Cpl -Mech.  S.  H.  Howling  (Peterborough);  26670  Cpl.  (actg.  Serjt.- 
Mech.)  T  J.  Hvde  (Portadown);  207607  Serjt.-Mech.  C.  J.  E.  J.  Jones 
(Cardiff);  76185  A./M.i  T.  McDermott  (Wakefield). 

Note. — Officers  and  other  ranks  of  the  Royal  Air  Force  whose  names 
have  appeared  in  the  "London  Gazette "  as  having  been  awarded 
Foreign  Decorations,  but  who  have  not  1  ecei\  ed  them,  are  requested  to 
inform  the  Secretary  of  the  Air  Ministry  011  Oct.  1st,  1910,  should  the 
decorations  not  be  received  meanwhile.  The  designation  of  the  Decora- 
tion and  the  date  of  the  "Gazette"  in  which  the  announcement  appeared, 
should  be  specified 

(To  be  continued.) 
*  .       *  • 

R.A.F.— The  following  temp,  appts.  are  made  at  the  Air  Ministry  :  — 
Staff  Officer,  1st  Class  (T.).— Maj.  A.  Struben,  O.B.E.,  June  1st 

Staff  Officer,  2nd  Class  (T.).— Capt.  H.  T.  Humfress,  June  1st. 

The  following  temp.  appt.  is  made  :— Staff  Officer,  2nd  Class  (T.).— 
Capt.  W.  J.  B.  Curtis,  O.B.E-,  June  1st. 

Flying  Branch. — Capt.  W.  R.  Read,  M.C,  A.F.C,  to  be  actg.  Maj. 
whilst  empld.  as  Maj.  (A.),  June  4th. 

Capt.  B.  E.  Baker,  D.S.O.,  M.C,  A.F.C,  to  be  graded  for  purposes 
of  pay  and  allces.  as  Maj.  whilst  empld.  as  Maj.  (A.).  May  1st. 

Capt.  A.  N.  Gallehawk  to  be  graded  for  purposes  of. pay  and  allces 
as  Maj.  (A.  and  S.)  whilst  specially  empld.,  May  15th. 

Capt.  R.  S.  Smith  to  be  graded  for  purposes  of  pay  and  allces.  as. 
Maj.  whilst  empld.  as  Maj.  (K.B.),  May  1st. 

Capt.  W.  R.  Mackenzie,  D.S.C,  to  be  Capt.  (S.),  from  (Ad.),  June  6th. 

Lt.  D.  C.  W.  Sanders  to  be  actg.  Capt.  whilst  empld.  as  Capt.  (A  ), 
from  Oct.  3rd,  1918,  to  April  30th. 

Lt.  L.  Balfour  to  be  actg.  Capt.  whilst  empld.  as  Capt.  (K.B  ),  May  1st. 

Lts.  to  be  graded  for  purposes  of  pay  as  Capts.  whilst  empld.  as 
Capts.  (A.)  :— V.-W.  Burgess,  A.  L.  Chick,  A.F  C,  M  V.  McKeon  E.  H. 
Russell,  May  1st. 

Lt.  J.  S.  Giffard  to  be  graded  for  purposes  of  pay  and  allces.  as  Capt. 
whilst  empld  as  Capt.  (K  B.),  from  May  1st  to  June  13th. 

Lt.  H.  L.  Macro,  D.F.C,  to  be  graded  for  purposes  of  pay  and  allces. 
as  Capt.  whilst  empld.  as  Capt.  (S.),  May  1st. 

Lt.  A.  G.  Lamplugh  ceased  to  be  graded  for  pay  and  allces.  as  Capt. 
(A.),  June  20th. 

Lts.  to  be  Lts.  (A.),  from  (Ad.)  :— E.  P.  Moxey,  May  21st;  H.  R. 
Eycott-Martin,  M.C.,  June  27th. 
Lt.  L.  H.  Phelps  to  be  Lt.  (O.),  from  (Ad.),  Jan.  21st. 
Sec.  Lt.  C.  J.  Craft  to  be  Lt.,  May  17th. 

Sec.  Lt.  H.  Wensley  (late  Gen  List,  R.F  C,  on  prob.)  is  confirmed 
in  rank  as  Sec.  Lt.  (A.),  Feb.  7th. 

Sec.  Lt.  C  O.  Rigden  (late  Gen.  List,  R.F.C,  on  prob.)  is  confirmed 
in  rank  as  Sec.  Lt.  (A.),  Feb.  7th. 

H.  D.  E.  Rolland  (Lt.,  Quebec  R.)  is  granted  a  temp,  commn.  as  Sec. 
Lt.  (O.),  Nov.  6th,  1918,  and  to  be  Hon.  Lt. 

R.  A.  Coward  (Sec.  Lt.,  E-  Lan.  R.)  is  granted  a  temp,  commn.  as 
Sec.  Lt.  O.),  Nov.  7th,  1918. 

The  following  relinquish  their  comnms.  on  ceasing  to  be  empld.  :  — 
Lt.  W.  McL.  Walbank  (Lt.,  Can.  F  Art.),  March  31st;  Lt  J.  C  F. 
Owen  (Capt.,  Can  A.S.C),  April  30th;  Lt.  (Hon  Capt.)  G  M.  Brawley 
(Capt.,  Cent.  Ont  R.),  May  15th;  l,t.  C.  B.  Green  (Lt.,  Cent.  Ont.  R.), 
Mav  16th;  Sec.  Lt  (Hon.  Lt.)  J.  B.  McKenzie  (Lt.,  West  Ont  R),  June 
1st;  Sec.  Lt.  (Hon.  Capt.)  C.  A.  Mackintosh-Walker  (Capt.,  Cameron 
Highrs.),  June  12th;  Lt.  H.  A.  E.  Matthews  (Lt.,  Dorset  R.) ,  June  20th; 
Lt.-Col.  A.  C.  Barnby  (Maj.,  R.  Marines),  June  21st;  Maj.  .  A.  II.  Morton, 
M.C.  (Capt.,  R.H  and  R.F. A.),  June  22nd;  Sec.  Lt.  (Hon.  Lt.)  T.  Varcoe 
(Lt.,  R.H.  &  R.F.A.),  June  23rd;  Sec.  Lt.  (Hon  Lt.)  G.  H.  Bisaillon  (Lt. 
Can.  Forestry  Corps),  June  27th;  Lt.  T.  S.  Russell-Rigby  (Lt  ,  Alberta 
R.),  July  3rd;  Lt.  H.  R.  Kincaid,  M.C.  (Lt.,  E.  Ont.  R.),  July  4th;  Lt. 
D  H.  Macintyre  (Lt.,  Arg.  and  Suthd.  Highrs.),  July  7th. 

Transfrd.  to  the  unempld.  list  — Sec.  Lt.  T.  Welch,  Jan.  13th;  Lt.  (actg. 
Capt.)  F.  B.  Towers,  Jan.  28th;  Sec.  Lt.  C.  A.  Sander,  Jan.  30th;  Lt.  J. 
Turner,  Feb.  12th;  Sec.  Lt.  P.  Cunninghani.  Feb.  13th;  Lt.  A.  L  T. 
Tavlor,  Feb.  18th  ;  Lt.  V.  C.  Tiarks,  Feb.  19th;  Sec  Lt.  R.  L-  Hayden, 
Feb.  21st;  Capt.  A.  W.  Wright,  Feb.  27th;  Sec.  Lt.  J.  A.  Tomson, 
March  7th:  Maj.  R.  E.  Childers,  D.S.C,  March  10th;  Sec  Lt  (Hon. 
Lt.)  F.  S.  Toolev,  M.C,  March  15th;  Sec  Lt.  F.  Brown,  March  16th; 
sec  Lt.  E.  Tomkins,- March  22nd;  Sec  Lt.  (Hon.  Lt )  C.  S.  Groves, 
April  5th;  Lt.  G.  O.  Shiner,  April  7th;  Lt.  J.  R.  Hodgkinson,  Sec  Lt. 
A  Thompson,  April  8th;  Sec  Lt.  J.  H.  Hartle.  Sec.  Lt.  L  S.  Macdonald, 
Sec.  Lt.  G.  M.  Miller,  Sec.  Lt.  R.  E.  Walker,  April  qth ;  S.ec.  Lt.  N.  A.  S. 
Kellv,  April  ioth;  Capt.  J.  K.  T.  Glen,  Sec  Lt.  D.  W.  Thomas,  April 
nth:  Lt.  D.  Ive,  Lt.  R.  L.  Kent,  Lt.  J.  W  Sanders,  April  12th;  Sec  Lt. 
M.  H.  F.  De  Haerne,  I.t.  B.  I.  Johnstone,  April  nth;  Sec.  Lt.  H  A. 
Sanders,  April  nth;  Sec.  Lt.  TT  W.  Howes,  Lt.  A.  Ibbotson,  April  15th; 
Sec  Lt.  A.  N.  Kelsev,  Sec.  Lt.  C.  H.  P.  Killick,  Sec.  Lt.  F  D  Kilts, 
Sec.  Lt.  J.  Saudford,  Sec.  Lt  J.  D.  Todd,  April  15th;  Lt  (Hon  Capt.) 
W.  I?.  B.  Barclav,  M.C,  Lt.  R.  G.  Holt,  Lt.  W.  J:  H.  Honock=,  M.C, 


The  Aeroplane 


July  23,  1919 


Sec.  lit.  F.  J.  I'illey,  April  ibth;  Sec.  ft.  iHon.  ft.)  W  U  Hodson 
M.C.,  Lt.  F.  J.  Hopgood,  Sec.  Lt.  R.  C.  lies,  Sec.  Lt.  A.  Tibbies.  Sec  Lt 
A.  E.  ritchmarsh,  April  iSth;  Sec.  Lt.  F.  Camerson,  Sec  Lt  A  K 
Colley,  Lt.  H.  G.  Corsan,  Lt.  J.  L.  Grant,  Capt.  A.  K.  S.  C  Kennedy 
Lt.  E.  S.  Sawtell,  Sec.  Lt.  F.  W.  Tucker,  April  19th;  Lt  F  Horsley 
April  20th;  Lt.  W.  H.  Taylor,  Lt.  A.  E.  Turvey,  Sec.  I,t.  C  K.  Wolfen- 
dale,  April  24th;  Lt.  S.  H.  Taylor,  April  25thr  Lt.  J.  C.  Hopkins,  Sec. 
it.  M.  C.  Kerr,  Lt.  (Hon.  Capt.)  E.  A.  Thomas,  April  20111;  Lt  (actg. 
(-apt.)  C.  J.  Thompson,  A.F.C.,  Lt.  D.  C.  Townley,  April  27th:  Lt  J  A 
Dear,  Sec.  Lt.  A.  W.  Sawyer,  Lt.  (actg.  Capt.)  H    VV.  Taylor,  Sec  Lt. 

A.  Terry,  April  29th;  Lt.  T.  B.  Burns,  Lt.  F.  M.  Green,  Sec.  Lt.  A  A 
Tutte,  D.F.C,  April  30th;  Sec.  Lt.  J.  R.  Taylor,  May  1st;  Lt.  E.  G  S. 
Gordon  (H.L.I.),  Capt.  H.  W.  Kingdon,  'May  3rd;  Lt.  A.  G  Hodgson 
Capt.  C.  S.  Iron,  May  6th;  Sec.  Lt.  (Hon.  Lt.)  E.  Knowles,  Lt.  C  G.' 
Slade,  Sec.  Lt.  P.  M.  Tidmarsh,  May  7th;  Sec.  Lt.  H.  A  Graham, 
Lt.  R.  R.  King,  Sec.  Lt.  (Hon.  Lt.)  G.  A.  K.  Slimming,  Sec.  Lt  C 
Thomas,  Sec.  Lt.  A.  N.  Thomson,  May  Sth;  Lt.  N.  S.  Garrett,  Lt  K  E 
Tanner,  May  9th;  Sec.  Lt.  H.  Griffiths,  Lt.  D.  H.  Howitt,  May  nth: 
T*C"^I't^J-  Gf,ant'  Ca»t-  F.  R.  Sadd,  bee.  Lt.  G.  F.  Taylor,  Mav  12th; 
W„G-  Callender,  Capt.  F.  J.  Dean,  May  13th;  Capt  J  Hodson,  Lt. 
r.  H.  Thorpe,  Sec.  Lt.  W.  E.  De  Turberviile,  Sec.  Lt.  J.  H.  V  Wood  May 
li  '  MiC-  W-  Skeet-  Sec-  W.  C.  H.  Slater,  Sec.  Lt.  M.  H.  C.  Slavtor, 
May  15th;  Lt.  G.  Jrwing,  Lt.  E.  H.  King,  Sec.  Lt.  H.  E.  Talbot,  Mav 
16th;  Sec.  Lt.  P.  B.  Townsend,  May  nth;  Capt.  W.  Durrand,  MC 
Capt.  M.  W.  Turner,  May  iSth;  Sec  Lt.  A.  Critchley,  Sec.  Lt.  H.  R 
French,  Lt.  W.  R.  Kmgsland,  May  19th;  Capt.  G.  Breadner,  Sec  Lt 

F.  H.  V.  Coomer,  Sec.  Lt.  H  F.  Peasel  (substituted  for  notification  in 
Gazette,"  May  20th);  Sec.  Lt.  S.  W.  Gee  (substituted  for  notification  in 
Gazette,"  May  13th);  Sec.  Lt.  W.  R.  Godard,  Sec.  Lt.  C.  Guild,  Capt. 

J.  G.  Ireland,  A.F.C.,  Sec.  Lt.  J.  W.  King,  Sec.  Lt.  S.  Thomas,  May  20th; 
Sec.  Lt.  J.  G.  Crossley,  Sec.  Lt.  F.  J.  Dawson  (substituted  for  notifica- 
tion m  "Gazette,"  May  9th).  May  21st;  Lt.  P.  N.  Hovle,  Sec  Lt  W 
Kidd  Lt.  S.  E.  Taylor,  May  22nd;  Sec.  Lt.  G.  W.  H.  De  Carter,  Lt.  E  R 
V.  Coliett,  Sec.  Lt.  (Hon.  Lt.)  C.  G.  Tanner,  Sec.  Lt.  C.  E.  Whyte,  Mav 
23rd;  Lt.  G.  T.  Shuttleworth,  Sec   Lt.  A.  Whiteley,  May  24th;  Sec.  Lt. 

C.  F.  L.  Chester,  Sec.  Lt.  H.  C.  Killen,  Mav  25th;  Lt.  P.  Burrowes,  Sec. 
Lt  R.  C.  Freemantle,  May  26th;  Lt.  W.  E.  G.  Cutler,  Sec.  Lt.  S  H.  L 
Kelly,  Lt.  P.  Kershaw,  Lt.  (actg.  Capt.)  T.  Owen,  M.C..  Capt.  H.  A  B 
Robb,  M.C.,  A.F.C.,  May  27th-;  Sec.   Lt.  C.  J.  Craft,  Lt    (Hon    Capt  ) 

B.  F.  G.  Cunliffe,  Lt.  J.  N.  Garnett,  Sec.  Lt.  J.  R.  King,  Lt.  H.  Tomlin- 
son,  May  28th;  Sec.  Lt.  R.  L.  Brown,  Lt  B.  D.  Clark,  Sec  Lt  C  F 
Gates,  Lt.  G.  W.  T.  Glasson,  Lt.  G.  C.  Hope,  Lt.  F.  G.  Taylor,  A.F  C 
Sec.  Lt.  W.  Taylor,  Lt.  G.  V  Wheatley,  Lt.  H.  D.  White,  May  29th' 
Sec.  Lt.  C.  P.  .Butler,  Lt  B  G.  Chalmers,  Lt.  D.  Chisholm,  Sec  Lt 
I  J  Sankey,  Lt.  R.  A.  Slipper,  Sec.  Lt.  W.  A  Taunton,  Sec  Lt.  C.  M 
Taylor,  May  30th;  Sec.   Lt.   (Hon.  Lt.)   R.  E.   Carles,  M.C.,  Sec.  Lt. 

D.  Neale,  Lt.  G.  R.  O'Sullivan,  Sec.  Lt.  R.  R.  H.  Tavlor,  Sec.  Lt.  M.  H 
Tench,  Lt.  H.  C.  Tussaud,  May  ust;  Sec.  Lt.  S.  R.  Clutterbuek,  A.FC, 
Lt.  F.  Sidebotham,  Sec.  Lt.  J.  R.  Smith,  June  tst;  Sec.  I.t  R  E  Cole 
Sec.  Lt.  S.  G.  Cook,  Sec.  Lt.  A.  R.  C.  Greene,  Sec.  Lt.  A.  C.  T.  Isaac, 
Capt.  G.  M.  Kingsmill,  Sec.  Lt.  S.  H.  Thornton,  Tune  2nd;  Lt.  A.  M  G 
Cosgrave,  Lt.  L.  G:  Oallwey,  Sec.  Lt  A  D.  Kennedv,  Capt.  T.  Kennie, 
Lt.  P.  S.  Kershaw,  Lt.  C  K.  Medlen,  Lt.  W.  H.  Oatley,  Sec.  Lt  A 
P.  Thompson,  June  3rd;,  Sec.  Lt.  C.  J.  Baldcock,  Lt.  H.  Izard,  Lt.  G.  F 
Sams,  June  4th;  Sec.  Lt.  J.  C.  Campbell,  Sec.  Lt.  C.  W.  S  Chalmers, 
Sec.  Lt.  E.  E.  Jones,  June  5th;  Lt.  D.  F.  Anderson,  Lt.  R.  T.  Stubing- 
ton  (Hants  R.,  T.F.),  June  6th;  Lt.  A  V.  Crebbin,  Capt.  \V.  H.  Tolhurst, 
Sec.  Lt.  G.  A.  Treadgold,  June  7th,  Capt  A.  L.  Taylor,  June  8th;  Sec. 
Lt.  B.  O.  Bracey,  Sec.  Lt.  C.  G.  Cooper,  Lt.  P.  L.  Goudie,  Lt.  T.  P. 
Issac,  Lt.  B.  W.  p.  Kirby,  Lt,  J.  N  Ogilvie,  Sec  Lt.  T.  R.  A.  Savidge, 
June  10th;  Sec.  Lt.  A.  N.  Burningham,  Capt.  C.  T.  Holmes,  Lt.  F.  W. 
Knox,  Lt.  (Hon  CaptO  N.  Senior,  June  nth;  Sec.  Lt.  M  R.  Brown, 
Sec.  Lt.  S.  de  V.  Clarke,  Lt.  J.  B  L.  H  Cordes,  Lt.  R.  N  Iverach,  Sec. 
Lt.  (Hon.  Lt.)  L.  Kershaw,  Capt.  H.  F.  Saunders,  Lt.  F.  J.  Truss,  June 
12th;  Sec.  Lt.  E.  S.  Banfield,  Lt.  G.  A.  Boast.  Sec.  Lt.  W.  T.  Brownke, 
Lt.  H.  G.  Burrell,  Sec.  Lt.  M  E.  Challis,  Sec.  Lt.  H.  H.  Clarke  Sec.  Lt 
R.  Cohen,  Sec.  Lt.  N.  Cook,  Sec.  Lt.  G.  A.  Coulter,  Lt.  R.  V.  Cullinari, 
Sec.  Lt.  T.  Gray,  Sec.  Lt.  D.  H.  Houston,  Sec.  Lt.  L,  Inggs,  Sec.  Lt. 
(Hon.  Lt.)  H.  W.  Kelly,  Lt  G   K   Kerniek,  Sec.  Lt.  H.  L-  Knight,  Lt. 

G.  K.  MacGregor,  Capt.  C.  R.  Morrish,  D.S.C.,  Sec.  Lt.  N  E  Ohman, 
Lt.  N.  C.  Saward,  Lt.  "R.  T.  Shepherd,  Lt.  E.  M.  Slatter,  Sec.  Lt  (Hon. 
Capt.)  H.  W.  Stockdale,  Sec.  Lt.  K.  R.  Thomas,  June  nth;  Capt.  P 
Brend,  A.F.C.,  Sec.  Lt.  A.  C.  Buchanan,  Sec.  Lt.  L.  t  Caithness, 
Sec  Lt.  C.  XT.  Church,  Sec  Lt.  E.  M.  Connell,  Sec.  Lt.  J.  S.  Cooper, 
Sec.  Lt.  L.  G.  Crowder,  Sec.  Lt.  V.  M.  V.  Field,  Lt.  V.  Gordon,  Sec,  Lt. 

H.  J.  C.  Kelly,  Sec.  Lt.  C.  D.  Kinmont,  Lt.  J.  L.  Sawyer,  Lt.  D.  T. 
Simpson,  Lt.  F.  C.  Stanton,  D.C.M.,  Sec.  I,t.  A.  H.  Wood,  Sec.  Lt  O. 
Wood,  June  14th;  Lt.  S.  C.  Spink,  Lt.  J.  H.  Williamson,  Lt.  F.  F. 
Woodyer,  June  13th;  Sec.  Lt.  A.  J.  Cundill,  Sec.  Lt  G.  E.  Izzard,  Sec. 
Lt.  G.  A.  Munro,  Lt.  (Hon.  Capt.)  A.  Storev,  June  16th,  Sec.  Lt.  A. 
Chettle,  Lt.  M.  J.  Clark,  Sec.  Lt.  H.  H.  Salmon,  Lt.  J.  A.  Turnbull,  Tune 
17th;  Lt.  P.  V.  Burton,  Sec.  Lt  A.  B.  Campbell,  June  18th:  Sec.  Lt. 
(Hon.  Lt.)  C.  C.  Blizard,  Sec.  Lt  W.  P.  E.  S.  Waller,  Tune  19th;  Sec. 
Lt.  (Hon.  Lt.)  R.  S.  Cole,  See  Lt  J.  S.  Corrigan,  Sec.  Lt  J.  A.  Neill, 
June  20th;  Sec.  Lt.  C.  Buckingham,  Lt.  W.  Guv,  June  21st:  Capt.  H  J 
Butler,  A.F.C,  Lt.  W.  F.  L.  Castle,  Lt.  F.  L.  M.  Harris,  June  22nd; 
Sec.  Lt.  G.  Biddell,  Capt.  P.  C.  Garrat,  June  24th;  Capt.  J.  E.  Barrs, 
DSC,  Capt.  J.  R.  Blunt,  Lt.  E.  G.  W.  Coward,  Lt.  A.  W  P.  dimming, 
Sec.  Lt.  H.  J.  Graves,  T.t  R.  Morrogh,  T,t.  C  O  Rusden,  Lt.  F.  Tappincr, 
Lt  W.  C.  Tempest,  June  25th;  Sec.  Lt.  H.  V.  Bell,  Lt.  J.  K  Finlav, 
Sec.  Lt.  S.  T.  Stidolph.  Lt.  B.  Thomas,  Tune  26th,  Sec  Lt.  W.  Barrett 
Lt.  W.  A.  Clark,  Lt.  E.  S.  Vincer  (R.  Dub.  Ens),  Tune  27th;  Sec  Lt 
T.  V.  Beatty,  Lt.  H  A.  Cooper,  Lt.  A.  R.  Kellv,  Lt.  \.  C.  Kilburn, 
Capt.  A.  A.  Wallis,  June  28th;  Sec.  Lt.  (Hon.  Lt.)  G.  H.  Tarras,  Sec.  I.t. 
G.  E.  C.  Wisdom,  June  29th;  Capt.  J.  S.  D.  Berrington,  Capt.  P.  G.  K. 
Bridgwood,  Lt.  "V.  C.  Chapman.  June  30th;  Sec.  Lt.  E.  Head,  Sec.  Lt. 
R.  M.  King,  Sec.  T.t.  W.  S.  Marshall,  Sec.  Lt.  R.  S.  ,F.  Nicfcoll.  Lt. 
K.  T.  Nicol,  Capt.  W.  Perham,  July  rst;  Sec.  Lt.  G.  A.  Kellv.  Sec.  T  t. 

E.  J.  Orr,  July  2nd;  Lt.  T,  H.  Barton,  T.t.  T.  S.  'Common.  Sec.  T  t.  R  TT. 
Cross,  Lt.  C.  E.  Kelly,  Lt.  G.  O.  Newton.  DF.C,  Lt.  T.  S.  Tarbolton, 
July  3rd;  Lt.  W.  J.  McSweeney,  Sec    Lt.  E.  Purton.  Jiilv  4th;  Sec.  Lt. 

C.  H.  Moore,  Lt.  A.  L.  Tavlor,  Mai.  E.  G.  Tove,  Cant.  A.  C.  Wvness, 
July  sth;  Sec.  T.t.  W.  F.  Bates,  Sec.  Lt.  E.  F.  Covle.  Sec  Lt.  F.  C. 
King,  July  6th.  Lt.  L.  R.  Curtis.  July  7th;  Sec.  Lt.  A  G.  Clarke, 
Sec.  Lt.  R.  E.  G-oodfellow,  Lt.  C.  Thomas,  July  9th;  Lt.  A.  V.  Bicklev, 
Sec.  Lt.  II.  V.  Hinwoorl,  Sec.  Lt.  A  Tngram,  Lt  N.  D.  K  Kennedv, 
Lt.  G.  N.  McBlain,  Sec.  Lt.  G.  T.  Murray,  Sec.  Lt.  J.  L.  Norton,  Sec.  Lt. 
R.  R  Nott,  July  Toth;  Lt.  F.  B.  Baragar,  A.F.C.,  T.t.  H.  K.  Bovsen, 
Lt.  E.  K.  Davidson,  Sec.  Lt.  F.  St.  L.  Devenish,  Lt.  F.  P.  Didcott, 
Sec.  T.t.  G.  R.  Duthie.  Sec.  Lt.  R.  R.  G.  Duthie.  Se<\  T.t.  IT.  C. 
Edmeades,  Sec.  'Lt.  S.  R  Hooper.  Sec.  T  t.  %  M  Kellv.  Sfw  T  t.  E.  G. 
Noble,  Sec.  Lt.  H.  T,  O'Connor,  July  nth:  Sec.-Lt  F.  .Arnold.  T.t.  \.  P. 
Bell,  Lt.  W  M,  Blacfcie,  M.C.,  Lt.  W.  Breckcn  ridge,  Lt  T.  N.  Clark, 
Sec.  Lt.  \.  R.  W.  Dalley,  Sec.  I.t  N.  W.  Davidson,  Lt.  H  E.  Davies, 
Sec.  T.t  R.  P..  J.  Daville. 'Ser,  Lt.  T.  G  Dennis.  D.F.C. ,  Sec.  T.t.  G.  E.  De 
Siena.  Sec.  Lt.  A.  M.  Duggan,  Lt.  A.  M.  Dunstan,  Lt.  H.  L  Emery, 
Sec.  Lt.  A.  C.  Evans,  Sec.  Lt.  A.  G.  Everett,  Sec.  Lt.  A  H.  Fitton. 
Sec.  Lt  F.  J.  FlaliifF,  Sec.  Lt.  R.  H.  Ford,  Lt.  E.  P.  Fulton,  Sec.  T.t. 
L.  G.  Howard.  Sec.  Lt.  R.  T>.  V.  Howard,  Sec.  Lt.  G.  H.  HunW. 
Sec.  T.t  TT.  T  v.  Jacobs,  Lt.  M.  E.  Jones,  Sec.  Lt.  G.  P.  Kells.  Sec.  T.t. 
J.  R  Kennedy,  Sec.  Lt.  J.  H.  Knowles,  Sec.  Lt.  J.  W.  MacEwen,  Sec.  T.t 


F.  A.  McHugh,  Lt.  W.  G.  Mackenzie,  M.C.,  Sec.  Lt.  O.  J.McNally, 
Sec.  Lt.  G.  H.  Manly,  Sec.  Lt.  J.  E.  Manson,  sec.  Lt.  F.  W  Mesinger, 
Sec.  ft.  G.  Moore,  Sec.  Lt.  G.  J.  Moore,  Sec.  Lt.  il.  V.  Morehouse, 
Sec.  Lt.  E.  T.  Morris,  Sec.  Lt.  W.  E.  Mosher,  Sec.  Lt.  H.  M.  Mosley, 
Lt.  R.  C.  Muir,  Sec.  Lt.  W.  Muirhead,  Lt.  J.  P.  Murphy,  Sec.  Lt. 
L-  A.  Myles,  Sec.  Lt.  T.  F.  Naylor,  Sec.  Lt.  J.  F.  Nelson,  Lt.  C.  H.  H. 
Key,  Sec.  Lt.  C.  G.  Nuttall,  Lt.  D.  A.  O'Leary,  Lt.  H.  B.  Oldham,  Lt. 
J.  R.  Park,  Sec.  Lt.  G.  Pascal,  Sec.  Lt  J.  G.  Pearson,  Sec  Lt.  H.  H. 
Phceney,  Sec.  Lt.  W.  L.  Phelan,  Sec  Lt.  H.  I'inkerton,  Sec.  Lt.  G.  McG. 
Pinkerton,  Lt.  N.  P.  Playford,  Sec.  Lt.  W.  P.  B.  Pugh,  July  12th; 
Sec.  Lt.  S.  M.  Anderson,  Sec.  Lt.  T.  H.  Blatchford,  Lt.  M.  J.  Du  Cray, 
Sec!  Lt.  S.  C.  Foster,  Lt.  J.  C.  Griffith,  Lt.  D.  L.  Hobson,  July  13th; 
Capt.  J.  M.  Allport,  Sec.  Lt.  J.  L.  Davis,  July  14th. 

Capt.  G.  H.  Morton  (Brit.  Columbia  R.)  lelinquishes  his  commn.  on 
account  of  ill-health,  July  1st. 

Lt.  J.  A.  B.  Colin  relinquishes  his  commn.  on  account  of  ill-health, 
and  is  permitted  to  retain  his  rank,  June  19th. 

The  following  Lts.  relinquish  their  commns.  on  account  of  ill-health 
contracted  on  active  service  : — G.  M.  Shaw  (Cent.  Ont.  R.),  March  12th 
(substituted  for  notification  in  "Gazette""  of  June  20th);  J.  Y.  Baird 
(Sco.  Rif.),  July  9th,  Lt.  R.  S.  Herring,  M.C.  (Lon.  R.)  (caused  by 
wounds),  July  17th. 

Lt.  R.  Tyack  resigns  his  commn.,  July  16th. 

Lt.  P.  A.  H.  de  Metz  to  take  rank  and  prec.  as  if  his  appt.  as  Lt. 
bore  date   July  1st,  1918. 

Lt.  H.  S.  Symons  to  take  rank  and  prec.  as  if  his  appt.  as  Lt.  bore 
date  April  1st. 

Lt.  E.  A.  Clear  to  take  rank  and  prec.  as  if  his  appt.  as  Lt.  bore 
date  June  13th. 

The  following  Sec.  Lts.  relinquish  their  commns.  on  account  of  ill- 
health,  and  are  permitted  to  retain  their  rank  : — H.  A.  Lye  (caused  by 
wounds),  July  4th  (substituted  for  notification  in  "  Ga~ette  "  of  Jan. 
10th);  W.  H.  Saunders  (contracted  on  active  service),  July  Sth. 

The  following  Sec.  Lts.  resign  their  commns.  : — J.  II.  Doughty- Davies, 
J  Hunt,  July  16th. 

Sec.  Lt.  J.  B.  O'Neil  is  dismissed  the  Service  by  sentence  of  a  Gen. 
Court-martial,  June  23rd. 

The  rank  of  Lt.  T.  G.  Murray  is  as  now  described,  and  not  "  Sec. 
Lt  "  as  stated  "in  "  Gazette  "  of  Feb.  14th. 

The  rank  of  Lt.  W.  I.  Goddard  is  as  now  described,  and, not  "  Sec. 
Lt.  "  as  stated  in  "  Gazette  "  of  July  4th. 

The  notification  in  the  "Gazette"  of  Oct.  25th,  1918,  concerning 
475312  Cacjet  G.  C.  Boyer  is  cancelled. 

The  notification  in  the  "  Gazette  "  of  March  iSth  concerning  Sec  Lt. 
S.  G.  Shand  is  cancelled. 

The  notification  in  the  "  Gazette  "  of  April  25th  concerning  Sec.  Lt. 
L.  S.  Macdonald  is  cancelled. 

The  notification  in  the  '*  Gazette  "  of  May  23rd  concerning  Sec.  Lt. 
J.  A.  De  Gaye  is  cancelled. 

.  The  notification  in  the  "  Gazette  "  of  June  13th  concerning  Lt.  F.  E. 
Short  is  cancelled.    (The  notification  in  the  "  Gazette  "  of  June  3rd  to 

stand.) 

Administrative  Branch. — Majs.  to  be  Mais.,  from  (S.O.)  : — A.  B 
Winch,  March  19th;  H  A.  Moore,  C.B.E.,  M.C,  July  1st 

Lt.  (Hon.  Capt.)  C  H.  Lewis  to  lis  actg.  Mai.  whilst  empld.  as 
Mai.,  May  1st. 

Capt.  W.  G.  Scott  to  be  actg.  Maj.,  without  pay  and  allces.  of  that 
rank,  whilst  empld.  as  Recruiting  Officer,  May  rst. 

To  be  graded  for  purposes  of  pay  and  allces.  as  Capts.,  and  to  be 
actg.  Majs.,  without  pay  and  allces  of  that  rank,  whilst  empld.  as 
Recruiting  Officers :— Lt.  F.  T.  Chapman,  Lt.  R.  'fait,  Lt.  G.  B.  Red- 
grave, Lt.  A.  R.  Harris,  Lt.  F.  V.  B-ll,  Sec.  Lt.  A.  E.  H.  Hales.  May  1st. 

Capts.  to  be  Capts.,  from  (S.O)  :— K.  B.  Harbord,  March  15th;  R.  S. 
Lindsell,  O.B.E.,  June  1st,  G.  C.  Corry-Smith.  July  1st. 

Lts.  to  be  actg  Capts.  whilst  empld.  as  Capts.  : — K.  A  Meek.  F.  H. 
Sims,  May  1st. 

Lt.  A.  G.  Maddock  to  be  actg.  Capt.  whilst  specially  empld.,  from 
(T.),  from  Dec.  21st,  1918,  to  April  30th. 

Lts.  to  be  graded  for  purposes  of  pay  and  allces.  as  Capts.  whilst 
specially  empld.  :— A.  G.  Maddock,  "to  June  13th,  H.  B.  Stutfield, 
May  1st. 

Lts.  to  be  graded  for  purposes  of  pav  and  allces.  as  Capts.  whilst 
empld.  as  Capts.  :— G.  W.  T.  Pireira,  J.  J.  Wilson,  H.  W.  G.  Ripley, 

Mav  1st. 

Lt.  (Hon.  Capt.)  (actg.  Capt.)  G.  M.  Smyth  to  be  Lt.,  from  (S.O.),  and 
to  relinquish  the  actg.  rank  of  Capt ,  April  1st. 

Lt.  G.  A.  F.  Hudson  to  be  Lt.,  from  (S.O.),  June  25th. 

Sec.  Lt.  H.  O.  AVarreu  to  be  Sec.  Lt.,  from  (A.),  Nov.  23th,  1918 
(substituted  for  the  notification  in  the  "  Gazette  "  of  Feb.  iSth). 

Transferred  to  unempld.  list  :—• Sec.  Lt.  R   E.  Jeffrey,  Feb.  8th;  Lt. 

G.  H.  Tait,  Feb.  18th;  Sec.  Lt.  (actg.  Lt.)  H.  W.  L.  Tottenham,  Feb. 
27th;  Lt.  (actg.  Mai.)  W.  H.  Tavlor,  March  19th;  Sec.  Lt.  A.  S.  Turner, 
March  -,oth-;  Sec.  Lt.  (actg.  Lt )  S.  M.  Stringfield,  April  1st;  Maj.  A.  M. 
Grenfell,  D.S.O,  April  2nd;  Sec.  Lt.  (Hon.  Capt.)  A.  P.  Thompson, 
April  13th;  Lt.  C.  F.  Cunningham,  April  17th;  Sec.  Lt.  T.  A.  Kennedy, 
April  19th;  Lt.  G.  S.  F.  Tomlin.  April  25th;  Lt.  (actg.  Capt.)  S.  H. 
Twining.  Sec.  Lt.  A.  K.  Whiteman,  April  -,oth ;  Lt.  H.  L.  T.  Templeton, 
Mav  1st;  Sec.  Lt.  E.  J.  Slee,  Mav  2nd;  Capt.  P.  N.  B.  King,  Sec.  Lt. 

C.  F.  Whallev,  Mav  3rd;  Lt.  W.  T.  Guthrie,  Mav  9th;  Lt.  .T.  G.  Burehett, 
M.C,  Mav  10th;  Sec.  Lt.  II.  N.  Cliffe,  Sec.  Lt.  A.  M.  Hooper,  May  15th; 
Sec.  Lt.  T.  C.  Cooke,  Mav  16th;  Sec  Lt.  G.  D.  King.  May  20th;  Sec.  Lt. 

H.  G.  Hooker,  Sec.  Lt.  L.  J.  Timms,  Mav  21st;  Sec.  Lt.  (Hon.  Lt.) 
W.  L.  Kendrick,  'Mav  22nd;  Capt.  A.  G.  Shortt,  May  23rd;  Lt.  F.  R. 
Bush,  Lt.  B.  Whitaker,  May  25th;  Sec.  Lt.  C.  W.  Kerr,  Lt.  A.  E.  Ken- 
nedv, Mav  26th ;  See.  Lt .  S.  Cooper,  Lt.  S.  Thompson,  Mav  27th :  Lt. 

D.  H.  Thomas,  Mav  28th;  S»;.  Lt.  A.  B.  Cocke,  May  20th;  Sec.  Lt.  (Hon. 
Lt.)  T.  L.  P.  Cnrt,  Maj.  V.  J  Kellv,  Mav  -,TSt;  Sec.  Lt.  P  M.  Cooke, 
Lt.  H.  T.  Ough,  Sec.  Lt.  C.  F.  W  Toone,  June  ;rd;  Lt.  F.  H  Bushell, 
June  5th;  Sec.  Lt.  W.  H.  Dibben,  Tune  6th;  Sec.  Lt.  C.  L.  R.  Treleaven, 
Lt.  (Hon.  Capt.)  M.  A.  Trotter,  Tune  7th;  Sec.  T.t.  T  Tunbridge,  Tune 
Sth;  Lt.  R.  R.  Bvrne,  June  qth;  Capt.  G.  A.  Brown.  T.t.  A.  T.  Trainer, 
Tune  roth;  Sec.  Lt.  A.  J.  E.  Brvant.  I.t  J.  J.  A  Crozier,  Sec.  T.t.  G. 
Overton,  June  nth;  Sec.  Lt.  P.  A.  Miller,  June  12th;  Sec.  Lt.  G.  C.  Betts, 
Sec.  Lt.  J.  R.  Brent,  Tune  13th;  Sec.  Lt.  F.  L.  Cattcrall,  Lt.  N.  L.  Kelly, 
June  14th;  Lt.  R.  Massey.  June  15th;  Lt.  C.  F.  Buhner,  June  16th; 
Lt.  E.  P.  Spriggs,  Tune  17th;  Sec.  T.t.  E  H.  TTebden-rhillips.  Tune  Toth; 
Sec.  T.t.  W.  N.  Crimp,  Tune  20th;  Sec.  T.t.  G.  V.  Veabsle^  .  Tune  21st; 
Lt.  C.  Baines,  Lt.  A.  C.  Corbetta,  June  2.4th;  Lt  (Hon.  Capt.)  R.  G. 
Kitson,  June  27th;  Lt.-Col.  W.  E.  S.  Burch,  Sec.  Lt.  W  F  Gonzalez, 
June  30th;  Capt  E.  C.  Baker,  Lt  F  B.idham.  Sec.  Lt.  H.  H.  Wake, 
July  1st;  Sec.  Lt  A.  T.  Belton.  Lt.  A.  W.  Chadwick.  D.F.C,  Sec.  Lt. 
A.  Davton,  Lt.  H  Goodwin.  Tulv  and':  Lt.  J.  W  D.  Farrell.  July  -rd; 
Sec.  Lt.  P.  Mendoza,  July  4th:  T.t.  J  H.  Underwood,  July  Sth:  Sec.  Lt. 
T.  C.  Duncan,  Sec.  Lt.  W.  E.  IT.  Dvmock,  Sec.  Lt.  P  E.  Keening, 
Tulv  nth;  Sec.  Lt.  R.  H.  Gray.  T.t.  H.  E.  Gridlev,  Lt.  S.  E.  Gane, 
Sec.  Lt.  A.  E.  Hopkins,  Sec  Lt.  T.  R.  Nichols,  Lt.  G.  R  C.  Oliver, 
Lt.  F.  P  Watts,  July  12th;  Sec.  Lt.  P.  M.  Burgess,  July  14th. 

The  following  Capts.  relinquish  their  commns.  on  account  of  ill- 
health  : — R.  L.  Kennedy  (T.t.,  Hrs.)  (caused  by  wounds).  July  3rd; 
I  W.  W.  Bridges  (Coldstream  Gds.l  (contracted  on  active  service), 
July  roth . 


JVIY  23,  I919 


The  Aeroplane 


369 


Lt.  H.  M.  Tysoe  to  take  rank  and  prec.  as  if  his"  appt.  as  Lt.  bore 
date  Nov.  12th,  1918. 

See.  Lt.  F.  C.  Hilbert  relinquishes  his  eominin.  on  account  of  ill- 
health,  and_  is  permitted  to  retain  his  rank,  June  nth. 

The  following  Sec.  Lts.  resign  their  columns.  ; — C.  VV  Garrood  A 
Giles,  July  16th. 

The  notification  in  "Gazette,"  Dec.  24th,  191$,  concerning  Sec.  Lt. 
G.  Barfoot-Saunt  is  cancelled. 

The  notifications  in  ■"  Gazette,"  March  14th  and  March  28th,  concern- 
ing Sec.  Lt.  A.  P.  Manners  are  cancelled. 

The  notification  in  "  Gazette,"  April  ibth,  concerning  Capt.  P.  Lc  G. 
Gribble  is  cancelled. 

The  notification  in  "Gazette,"  May  23rd,  concerning  Lt.  C.  F.  Morris 
is  cancelled  (notification  in  "  Gazette,"  June  20th,  to  reniair) 

Technical  Branch.— Majs.  to  be  act*.  I.t.-Cols.  whilst  empld.  as  Lt- 
Cols.,  Grade  (A)  :— A.  S.  Morris,  O.BE.,  0.  G.  Smith,  O.B.E.,  R  F. 
Slapleton-Cotton,  May  1st. 

Capt.  L.  H.  B.  Cosway  to  be  acts.  Mai.  wliilst  empld.  as  Mai., 
June  1st. 

Capt  W.  W.  Hall  to  be  actg.  Mai.  whilst  empld.  as  Maj.,  Grade  (A), 
May  1st. 

Lt.  T.  L.  F.  Burnett  to  be  actg.  Ma.i.  whilst  empld.  as  Mai.,  Grade 
(B),  May  1st. 

To  be  graded  for  purposes  of  pay  and  allces.  as  Mais,  whilst  empld. 
as  Mais.,  May  1st  :— Capt.  (Hon  Mai  )  C  C.  Collev  (Grade  A),  Lt.  R.  W. 
navies  (Grade  A),  Capt.  J.  C.  Forsyth  (Grade  B). 

To  be  actg.  Capts  whilst  empld.  as  Capts.,  Grade  (A)  :— Sec.  I,t.  J.  A. 
Atkinson,  from  Dec.  10th,  1918,  to  March  8th .  (substituted  for  notifica- 
tion in  "Gazette,"  May  30th);  T,t.  J.  H.  Seeker,  May  1st. 

To  be  actg,  Capts.  whilst  empld.  as  Capts.,  Grade  (B)  :--I,t.  J.  R 
Prankish,  Lt.E.  E.  Porter,  to  May  28th  ;.Lt.  H.  0  Wood,  See.  I.t.  J.  H. 
I,ytle,  May  1st. 

Lts.  to  be  graded  for  purposes  of  pay  and  allces  as  Capts.  whilst 
empld. 'as  Capts.,  Grade  (A)  :—  C  C.  Brace-bridge,  C.  M.  Scth-Ward,  to 
May  12th;  (Hon.  Capt.)  R.  Godfrey,  J.  Shields,  H.  G.  Thomas,  May  1st; 

H.  A.  Adams,  May  13th. 

To  be  graded  for  purposes  of  pay  and  allces.  as  Capts.  while  empld 
as  Capts.,  Grade  (B)  :— Lt.  O.  W.  de  Putrou,  See.  I.t.  (actg.  1,1.)  W.  A. 
Fowler,  May  1st. 

LI.  A.  W.  Allan  to  be  l,t,  Grade  (A),  from  Grade  (B),  March  2nd. 
Lt.  T.  Kerr-Jgiies  to  be  graded  for  pay  and  allces.  as  I,t.  while  empld 
as  I.t.,  Grade'(A),  from  April  4th  to  30th. 
E(t.  A.  (iarrity  to  be  graded  for  pay  and  allces.  of  I,t.  while  empld.  as 

I,  t.,  Grade  (B),  Get.  ?rd,  1918  (substituted  for  notilication  in  "Gazette," 
Dee.  17th,  1918). 

Lt.  E.  I/.  Pollard  to  be  Lt.,  Grade  (B),  from  (O.),  May  22nd,  1018 
(substituted  for  the  notifications  which  appeared  in  "  Gaze  ttes  "  June 
28th,  1918,  and  Feb.  28th). 

See.  Lis.  to  be  Lts.  : — F.  W.  Atkinson,  Dec.  30th,  1918  (substituted  for 
notification  in  "Gazette,"  Jan.  3rd);  p;.  G.  Hcllard,  Feb.  16th 

Sec.  I.t.  C.  Filtlejohn  to  be  actg.  Lt.  while  empld.  as  Lt,  Grade  (B), 
May  1st. 

Transferred  to  nnempld.  list  :—  Lt  A.  E.  Turner,  M.C.,  MM  .  Jan. 
1 8th;  See.  Lt.  A.  P.  Manners,  Feb.  j8th;  I.t.  D.  Taylor,  Feb  22nd;  Lt. 
E.  Cooke,  March  37th;  Lt.  (actg.  Capt.)  R.  J.  Shanks,  March  31st;  See. 
r,t.  J  S.  Hodgson,  I.t.  C.  H.  Knight,  Sec.  I.t.  S.  Kennedy,  April  10th; 
.See.  Lt.  (Hon.  I.t.)  C.  W.  Burgess,  April  12th;  Capt.  F,.  W.  Sharp, 
Sec.  I.t.  (actg.  Lt.)  T.  Walter,  April  16th ;  Lt.  (actg.  Capt.)  W  II.  Iloffert, 
April  17th;  See.  I.t.  A.  H.  James,  April  iSth;  See.  Lt.  P  B.  Harris, 
Sec.  T.t.  W.  A.  Isaac,  April  23rd;  Mai.  (actg.  Lt.-Col.)  \.  K.  Hall, 
O.B.E.  (substituted  for  notification  in  "  Gazette,"  June  24II1) ;  Sec.  I.t. 
(actg.  Lt.)  T.  G.  Kennard,  April  30th ;  See-.  I.t.  II.  S.  Give  n;  Sec.  T.t. 
T.  F.  Taylor,  May  2nd;  Sec.  I.t.  W.  N.  Edwards,  Sec.  1,1.  F.  Sharpe-, 
May  srd;  I.t.  H.  R.  Tabor,  May  8th;  Sec.  I.t.  II.  P.  Greenhill,  Cant. 
G.  A.  Turner,  Mav  nth;  I.t.  W.  J.  King,  I.t.  D.  J.  Reason,  Sec.  T.t.  F.  C. 
Thornton,  May  13th;  Lt.  S.  II.  Thomas,  Lt.  G.  J.  Woods.  Mav  iith; 
Sec.  Lt.  S.  H.  Child,  May  isth;  T.t.  .1.  W.  McKee,  May  ?o(h;  Sec.  I.t. 
(Hon.  Lt.)  R  P.  Cooper,  May  23rd;  I.t.  T.  Woodman,  May  s.stB :  Lt. 
A.  E-  Reynolds,  Mav  26th  (substitute d  for  notification  m  "Gazette  " 
May  50th);  Sec.  Lt.  S.  G.  Bunster,  Mav  27th,  I,t.  W.  N.  Connah,  T  t.  A.  T. 
Crook,  1,1.  E.  Gallagher.  Lt.  H.  K.  Gibson,  Mav  28th.  l,t.  B.  S.  Crimn, 
Mav  29th,  Cant.  G.  Caird,  Capt.  J.  W.  Taylor,  June  1st;  Maj.  R.  Bull, 
Sec.  I.t.  A.  R.  N.  Challacombe,  1,1.  G.  Glen,  Tune  sth ;  Capt.  G.  IT. 
Cieightou,  June  5th;  Sec.  Lt.  R.  C.  Owens,  Sec  Lt.  IT  Tonilinson, 
June  Sth;  Sec.  Lt.  W.  B.  Close,  June  7th;  Capt.  R.  Ramford,  June  10th  : 
See.  Lt.  S.  W.  Crawford,  June  12th;  Capt.  P.  G.  Burton,  Lt.  C.  Vf, 
K.  Tubbs,  Capt.  H.  S.  V.  Thompson,  June  r.-th:  Sec  Lt.  W.  M.  Brodie, 
June  15th;  Sec.  Lt.  T.  G.  Callard,  Lt.  P.  W.  H.  I'wyman,  June  16th ; 
Lt.  T.  H.  Cooper.  Sec.  Lt  (Hon.  I.t.)  R.  P.  Graham,  See.  Lt.  H.  IT. 
Kalber,  Sec.  Lt.  B.  T.  Scott,  June  17th;  Capt.  J.  A.  Cooper,  June  19th; 
See.  I.t.  A.  W.  Mansfield,  Lt.  F.  C.  Thomas,  June  21st;  Sec.  Lt.  J.  W.  J. 
Bates,  June  24th ; -Lt.-Col.  B.  C  Bartley,  June  25th;  Capt.  A.  H  Chapman, 
June  26th;  Sec.  T,t.  A.  I..  Cooke,  June  28th;  Mai.  P.  C.  A.  Bridge-man, 
Capt.  A.  I,.  Bligh,  Capt.  G.  F.  Underwood,  T.t.  J.  H.  Tinelall,  julv  1st; 
Maj.  W.  F.  Vernon,  Julv  3rd;  Capt.  A.  P.  Thurston.  Julv  ,th;  Lt.  S. 
Turner,  July  6th;  Lt.  J.  M.  Atherton,  Julv  10th;  Lt  H  S.  Elliott,-  Sec. 
Lt.  C.  T.  A.  Hart,  July  12th. 

Lt.  S.  T.  Hosken  relinquishes  his  comrun.  on  account  of  ill-health, 
and  is  permitted  to  retain  his  rank,  July  2nd. 

Sec.  I.t.  (Hon.  Lt.)  A.  Dingwall  relinquishes  his  commn.  on  account 
of  ill-health  caused  by  wounds,  and  is  permitted  to  retain  the  rank  of 
Lt.,  July  7th 

The  notification  in  "  Gazette  "  of  June  13th  concerning  Lt.  G.  Thomas 
is  cancelled. 

The  notification  in  "Gazette"  of  May  16th  concci  ning  Lt.  J-  W. 
McKee  is  cancelled 

The  notification  in  "  Gazette  "  of  April  4th  concerning  Sec.  T  t. 
R.  T.  Latour  is  cancelled  (notification  in  "  Gazette  "  of  April  1st  to 
remain) . 

MtDtcAt,  Branch.— -Transferred  to  miempld.  list  : — Capt.  (actg.  Maj.) 
A.  H.  Todd,  April  30th;  Capt.  F.  Irvine,  Mav  3rd;  T.t.  A  G.  Graham, 
May  9th;  Lt.  H  W.  Toms,  May  14th;  Lt.  O.  F.  Conoley,  June  8th; 
Capt.  J.  C.  H.  Allan,  M.B.,  June  10th;  Capt.  J.  A.  Gordon,  June  18th . 
Capt.  D.  Cameron,  (R.A.M.C.,  T.F.),  July  4th. 

Chaplains  Branch. — Transferred  to  unemplei.  list: — Rev.  E.  H.  Wright 
May  12th;  Rev.  T.  Shelly,  M.A.,  May  21st. 

Memoranda. — The  following  Overseas  radets  are  granted  temn 
columns,  as  See.  Lts.,  with  effect  from  Feb.  15th,  and  relinquish  such 
columns.,  with  permission  to  retain  the  rank,  from  the  elav  following 
termination  of  the  standardised  voyage  in  the  case  of  those  claiming 
s  immediate  repatriation,  ami  from  the  day  following  demobilisation  in 
al!  other  cases  :— A.  L.  Ballard.  21397  T.  L.  Clayton.  2881  R  G.  Farrant, 
904643  A.  Geddes,  178205  G.  Pfaff,  50134  C.  E.  Rutherford,  316808  J.  T. 
Tosswill 

The  following  Cadets  are  granted  hon.  commns.  as  Sec.  Lts  : — 173005 
A.  E.  Colley.  203218  C.  Kemp,  530240  H.  B.  Riddle,  Dec.  12th,  1918; 
--28613  S.  E.  Ferris,  Jan.  1st;  176S49  P.  Garside.  Jan. -2nd;  137057  C.  F. 
Butler,  Jan.  3rd;  316006  J.  R.  Briggs,  25349  E.  C.  Brereton,  75065  F.  L. 
Cannon,  137320  D.  H.  Cornell,  011769  A.  J.  Goodman,  172145  C.  H.  Hall, 
lono  R.  H.  Hawken,  513586  H.  E.  Ryerson,  551 122  R.  H.  Speck,  Jan. 
6th;  9S76  R.  Eraser,  Jan.  7th;  137102  C.  N.  Crisp,  Jan.  8th;  3086  I.  r 


Edwards,  Jan.  9th;  316013  E  Martin,  7671 11  P.  D.  Pratt,  .'an.  10th; 
405495  T.  C.  Dolphin,  Jan.  nth;  1500  L.  Gi'mes,  25527  R.  Harrison,  1555 

0.  F.  Payne,  128539  W.  L.  T'lummer,  Jan.  idh;  13753s  R.  Phillips,  Jan. 
14th;  531467  H.  J.  Blackwell,  15.5984  J.  R.  Clarke,'  126370  L.  G.  Day, 
Ii;  ,30262  C.  Harrison,  154149  W.  Nixem,  154968  I,.  A.  Workman,  Jan.  15th; 
8842  E.  G.  Wills,  Jan.  j 6th;  C.  A.  Dodd,  117082  D.  M.  Freeting,  Jan.  17th; 
1 7445.5  V.  A.  Curran,  512560  P.  Lee,  Jan.  iSth;  137016  D.  McNeill,  Jan. 
19th;  179280  H.  W.  Peterso.il,  Jan.  20th;  5/23910  A.  L.  McCallum,  137447 
H.  Fishback,  Jan.  21st;  250S49  H  Scagg,  Jan.  22nd,  137393  L  M.  Herrod, 
Jan.  23rd;  305599  J  R.  Harrison,  Jan  24th;  117609  W.  W.  Aelam,  176069 
J.  F.  Allen,  11-7249  G.  E.  Brockway,  175492  A.  Brown,  110523  F.  F. 
Bowling,  128815  J.  Brown,  I/5672  R  M.  Burton,  117071  L.  Bloomfield, 
12(5205  J.  Bradley,  175800  J.  W.  Baird,  13731 1  A.  J.  B.  Campbell.  17591 1 
H.  Dade,  175251  H.  .1.  Disley,  31694  E.  T.  Deeley,  u£i  B.  Ellis,  355604 
F.  J.  Gichard,  175923  G.  E.  Gregory,  75644  A.  1).  Gordon,  72337  J.  "Gar- 
elencr,  110639  W.  C-  Hood,  250477  R.  Hill,  502786  L.  H.  W  HaLton,  12483 
u._  Haythornthaite,  140031  J.  Howard,  533054' W,  E.  Holmes,  137742  S.  W 
Hickman,  25526  G.  Harrison,  80800  S.  Herbert,  10029  J.  Hope,  117800  N 
Hoagson,  137590  H.  A  Howe,  128648  T.  Jamieson,  5188S  W.  H  Kirkwood, 
1465  W.  H.  C.  Lea  lbeater,  87061  .1.  W,  Lamb,  128026  J.  I.earmo  ith,  128025 
J.  E.  Littlejohn,  1:8031  T.  Martin,  9763  A.  J.  Munaiit,  iioeu  B.  C.  IT 
Marsh,  147193  J.  Mcl.aurin,  75163  H.  Massey,  73075  C.  S.  McKav,  176851 
C.  S.  Necdham,  37085  W.  A.  Rayli,  157556  W.  I..  Rayner.  2421-72  S.  Sykes, 
30584  C.  Smith,  176856  R.  C.  Sidney-Wilmot,  45251  E  M  Wood,  137512 
W.  R.  Worley,  157521  M  C.  Wheeler,  '-,6292  F.  W.  Wise,  176293  E  K 
White,  117487  W.  K   Westwood,  951S5  S.  W.  Williams,  Jan    ;-.stli ;  31301 

1.  R.  Harper,  3/70566  P.  R.  John,  1558'  W.  G.  Stark,  3915J  C  Suther- 
land, 45921  D:  G.  Trcgellts,  Jan.  27th;  128535  R  D.  Alexaud  r,  625079 
J.  M.  Bevan,  M/2099694  W.  E.  Barnes,  767/77  \.  J.  Brown'ng,  128.155 
R.  G.  Britnell,  175566  C.  Bonnikson,  128942  N.  K.  Blair,  175679  II  W 
Bntcher,  35859  I,.  H.  Bunning,  203941  A.  R.  Cowlishaw,  128355  C  Cock- 
man,  36502  J.  F.  Clayton,  128287  H.  V.  Davies,  175910  D  Dug'gans,  175587 
IT  .L.  S.  Dewes,  14089  E.  C.  Dick,  290173  A.  W.  Dawson,  4TO8  W.  H.  Ford, 
2S278  J.  H.  Ferguson,  i37?oo  G.  S.  Fiske,  175915  F.  L.  Frost,  176253  J 
Ford,  175183  R.  A.  Fry,  117061  A.  C.  Gale  176331  G.  E.  Gray,  i,37'i75 
F.  W.  V.  Grouchy,  175192  H.  W.  Hall,  128631  G  Hutchinson,  175747 
W  A  Hakin,  1.377.17  A.  F.  Hull.  173926  J.  Hampton,  175380  A.  E. 
Hawkins,  304630  H.  C.  Housden,  7762118  R.  E.  Holrovd,  50172  IT.  W.  Isaac, 
128875  A.  D.  Joiner,  35625  C  LI.  Jones.  6=016  J.  w'.  lohnson,  i76->87 
J.  C.  W.  Joyce,  176425  F.  S.  Keeling,  12486  R.  A.  Kendrick,  102798  G. 
Lush,  108254  J.  I  loyel,  .137575  E:  C.  Linelop,  176798  IT.  R  Murray,  iufi 
Maudsley,  24825  J.  C.  McGregor,  53112  A.  Murchie,  .175=;:  IT.  Miehaelson, 
T75555  R.  L.  McKissae-k,  153689  S.  Morris,  1^5207  F.  Maund,  110590  D 
MiiH-i  175.^25  T.  .1.  \.  McGlennon,  053805  A.  E-  Newland.  S/4/0795W  IT 
Pcaree.  1 576 1 1  S.  Pendrv,  26435  R.  H.  W.  Punnett.  J  Petterson,  305104 
I"  G  Russell,  n-712  W.  TI.  G  Roach,  117550  J.  Robinson,  40800  r  F 
Roberts,  176813  IT.  Rayner,  T76825  W.  Robson,  74621  N  E.  Starkev, 
13750-,  C.  G.  She  ward,  13746-;  D.  V.  Smith,  161448  F  R  Spe-ncer  c  ;-Vr, 
A.  Sharp,  66942  C  O.  M.  Steward,  55548  T.  A.  Smith,  M/103J66C.  B. 
Siddcms,  157644  C.  D.  Thrums,  137032  L.  M.  Thompson.  19108  WAP 
Thomas.  1A0044  C.  G.  Wcstall,  176468  I,  H.  Willis,  176144  G.  Winvard,  • 
176720  G.  Ware,  175101  H.  B.  Wallace,  ,1683  W.  Wor4ey,  Tan.  29th  ; 
119006  S.  O.  Scott,  Jan.  31st;  9)265  P  Rricrgs,  137726  R  E  Fbrall' 
Feb.  211.1,  57609  A.  T  Barlow,"  137668  E.  J  Brooks,  S4i6i  I.  S  Barker' 
S/ir<.28  W  C.  Budd,  I.5755I  A.  E.  Cook,  r  <-;6^o  J  Coe.  17664S  J  R  Cooper, 
292-'i  T.  A.  E.  Crump,  4:574  S  C  C.-uii|  no2e)6  C.  B  Cook,  157648 
.1.  Dooley,  175687  R.  w.  Dawe.  175047  J.  Dixon,  91415  A.  E  Darby, 
0*51  A.  G.  Denbv,  35702  J.  Dobbie.  175118  S  Enoch.  1990  A.  Erwin, 
P/18957  W.  G.  Farley,    137133  A.   E.  G.   Gfett,   10201  IT.   1  Criffiths, 

1 57265  F,.  C.  Graham.  128562  W.  TTacue,  119  '0  J  G.  HUlam,  100466  IT 
Hibbs,  15518  E  L.  Hill,  1-5600  W  TToneM'ell,  175654  F,  I  ovett  i76"io 
T'.  W.  James,  i2'<55fi  C.  J  Little,  62470ft  u  s  MontgomeiT,  110982  E  F- 
Nurden.  516146  C  R.  Newfing.  1377871-'  IT.  |-;irsins,  555055  K  T.  T'ebodv, 
100160  I,.  A  Rogers,  55792  W.  Stedmond,  246058  R.  Smith  1.8529  R 
Sober,  590722  H.  C.  Saul,  176577  R.  A.  M.  Sfmkev.'r  10008  P.  R  thompsO'n, 
926368  A.  W.  .1.  Thompson,  556616  J  W  Tolvlield,  -524162  J.  Williams 
157511  A.  P.  Wilsish,  77.176-T.  I!  Ward,  17614S  A.  Wright,  99905  W. 
Wall  111,  157051  J   P.  V   Wollam,  Feb.  nth-;  175175  G    Bertwhistle,  l-'m;o 

D.  H.  Cowin,  157094  N.  IT.  Richardson,  176118  F.  P.    Reeves,  0876:  W. 
Wilson.  117757  N.  E.  Jones,  717773  J.  IT.  Craig,  128074  C.  E.  Eiridlev, 
100513  J.  D.   Cheshire.  157264  R.   A.  Dolman,  22006  D    M.  Currie,  16616 
A.  R.  Breeze,  Feb.  5th,  4026"o  W.   Beredford,  176057  V.  Sickle,  175727 
W.  R.  Young,  Feb.  6th;  55994  IT  V.  Armstrong,  176915  R.  Arthur,  176860 
R.  Bocking,  17620a   H.  Barker,   9654S  H.  C.  Chatterton,  176100  G  R 
Carpenter,  157602  H.  Derry,  95878  J.  IT.  Fitton,  176765  E  C   Filch  50897 
G.  Fmch,  58081  W.  H.  Garrett,  76668  Henzell,  61129  J-  V/.  Hurd,  157276 
H    A.  ITamillon,  176906  R.  C.  Houston.   50802  J.  C.  Hill,  176670  C  K 
Harrison,  176552   H.  C.  Hoult,  1T0259  H.'jtiyner,  176357  A  McMillan! 
12S887  J.  Morland,  128558  R.   D.  Mann,  117691  r.  T.  Russell.  128309  A 
Sherbourne,  200625  S:  S.  Smith,  Feb    7II1 ;    155050   E.   A    W  Beasant 
137668  A.  F.  Barron,  128821  J.  Barton,  175806  II.  McD.  Campbell.  N  V 
Jones,  175065  J.  Livingstone,  175448  H.  W:  Malin,  177117  I.  I,  Mitchell 
177531  W.  I.  Muir,  A.    R.   Pratt,  J.  B.   Shaw,  F    C.   Stubbs,   128350  J. 
Thompson,   12645  R.  S.  Thompson.  38198   B.  T.  Whittaker,  Feb.  8th; 
175705  A.  Hardaker,  Feb.  9th;  352530  S.  Adams.  T28346  C.  Burns,  128119 
IT.  E.  Barber,  18205  F   C.  Bird,  128827  F.  Carlyle,  31130.5  J.  D.  Cousins, 
IS7855  J.   S.  Cox,  137166  J.  N    C.  Cmnmings,  156774  D.  A.  Curtis,  1-76 
R.  S.  Craddock,  137667  W.   Clarke,  22458  R.  J.  Causbv,  157676  W  N 
Chilcott,  8/3876  F.  IT.  Dight,  12S358  G  W  Daintv,  55418  J.  E.  I.  Donald 
175S74  1").  A.  Davis,  175377   T.  A    Dcrry,  F/40856  P.   R.  Button,  86174 

E.  D.  D'Aintree.  E.  Eaelon,  287437  G.  I,.  Evatt,  157725  C.  T.  Evans, 
176527  H.  R.  Ebhles,  8S26  E.  J.  Edwards,  18059  R.  Fantozzi,  110236  G  W 
Graham,  r  10020  L  H  Gubbins,  175259  T.  M.  Gibson,  553186  J.  D.  Gilbert, 
12086  T.  Hughes,  137394  W.  J  Hamblin,  117257  J.  J.  Haves,  229241  J. 
Henderson,  6542  J.  R.  Jeans,  36610  E.  R.  James,  62487  C.  R.  James,  92505 
R.  Kent,  59964  T.  Lewis,  855509  J.  Leitch,  11079  J.  T.  MacLaren,  77565 
O.  Lancaster,  751 1  S.  J.  Mew,  G/o5r59  C.  J.  Mantle,  5/07S41  C.  J. 
bloody,  137432  G.  W.  Newton,  19775  H.  Pc-ntcny,  157076  H.  IT.  Phillips, 
053264  M.  A.  Pugh,  512669  C.  G.  Roach,  176273  IT.  J.  Refov,  157482  W.  J. 
Riley,  57722  W.  Rawlings,  J532  H.  W.  Ross,  117275  J.  Sladden,  110665 
D  E.  Scott,  45495  S.  W.  Smith,  1770M  .1  C.  Sprav,  36679  J.  Somerville. 
928244  IT.  J.  Skinner,  137033  D  H  Turner,  100256  T.  D.  G.  Tavlor,  52->27 
J.  C.  Taylor,  766908  F.  V.  Taylor.  W.  G.  Wardle.  137159  G.  Wall,  26869 
C.  Wilkinson,  790233  E.  C.  Watkinson,  1499  J.  Ti  Waldron,  Feb.  10th ; 
t 75496  R.  G.  Bavnton,  r.1734  E.  E  Baclby,  52620  C.  Cruickshauk.  J.  T.  A. 
Goueli,  R.  H.  T.  Jewell.  W.  B.  Lewis,  175612  K.  Slalzard,  1471  AT  A. 
Mosley.  90542  J.  E  Neil,  176697  H.  A.  Newton,  20098,8  T  H.  Platts, 
9830  S.  F.  Rawlings,  5144  G.  Rouehton,  56516  R.  Vincent,  V.  Waddell, 
V  TT.  R.  Williams,  Feb  nth  ;  M2  /  ro?ofis  J.  C.  A«h<T,  175107  R.  J. 
Barham,  1766(3  W.  Colville,  176416  C.  J.  Hall,  10C405  Ar.  R.  Kettle',  11-515 
E.  M.  Ward,  Feb.  12th;  91051  F.  T.  Cramer.  175177  P  K  Challen, 
1 17977  N.  J.  Emery.  137341  R.  Fletcher,  1 75184  W.  Fogg.  175265  A.  Gard- 
ner, 316070  J.  Gordon.  175012  H.  Moots,  537022  G.  I.  Pullen.  17502  A. 
Sutton,  1051  L.  C.  Scolt.  Feb.  13th  t  55670-1  T'  AT  Evans.  181006  R.  V. 
erances,  423124  T.  Garelncr.  100507  F  Greene.  665766  D.  Hunter,  157280 
R.  G.  Tlamian,  156284  J.  Hill,  128399  W  T  eedharn,  216S11  I,,  v.  ATaves, 
28026  II.  M.  Mi-Kay,  3.5630  H  Rayner.  24955  A.  T:  Robinson.  Feb.  14th; 
1-5053  C.  W.  Allison,  96525  S.  C.  Butler,  >»6tv>  W  T.  G.  Brieh.'-r.  117615 
J.  IT.  Bone.  175565  H.  W.  Brown,  L.  J.  Cannell,  137627  I.  F.  Carr, 
t 37174  G   H  R.  Cox.  i7<)3iR  W   O  Cromwell,  50052  G.  R..Cott  176227 


370 


The  Aeroplane 


July  23,  1919 


H.  L  Dawe,  176224  F.  Dean,  433458  J.  H.  Earley,  205768  J.  R.  H.  Ellis, 
137733  H.  W.  R.  Flint,  1 171 19  W.  Fletcher,  1089952  M.  W.  Flood-Page, 
F/59-,1  W.  J.  Gayes,  1760S6  S.  M.  Garrett,  110499  N.  Golding,  51544  t,.  T. 
Hill,  22957  J-  J-  Hall,  176557   F.  Horn,  W.  N.  L,umsden,  94114  P.  G. 

I.  aybourn,  137574  '■  H.  Lockwood,  68105  H.  Mc.Robbie,  137777  V.  I.  Oven- 
den,  69892  A.  J.  Overall,  128985  C.  H.  S.  Pickett,  555715  E.  A.  Rowsell, 
176 1 21  G.  W.  R.  Robinson,  100561  A.  V.  Rawson,  38459  A.  J.  liack.  W. 
Surgeon,  W.  Stigden,  15081  H.  B  Thomas,  12S497  J.  Wade,  136717  I,.  E. 
Wallis,  176145  J.  O.  Wood,  176399  W.  C.  Wood,  Feb.  isth;  K/1123  H.  G. 
Dennis,  Feb.  19th;  51717  R.  Bolton,  Feb.  20th;  1 17654  N.  Cooper,  Feb. 
21st;  54315  J.  S.  Bruce,  C.  Child,  70558  A.  I,.  Pink,  Feb.  2211a;  176240  J.  W. 
Jlobson,  45112  W.  K.  Parkinson,  G/73701  D.  W.  Patston,  Feb.  24th; 
137359  G.  P.  Gower,  5813  R.  Hill,  117747  V.  C-  R.  Waller,  Feb  26th; 
35377  H.  C.  Burgess,  177495  W.  Davjes,  59908  A.  Hirst,  21361  F.  Middleton, 
Feb.  27th;  49048  F.  W.  Nutbourne,  March  5th  ,  116270  J.  .Briscoe,  200468 

F.  Hatton,  99762  J.  Stewart,  March  7th  ;  594658  3  G.  J.  Cogswell,  26573 
P.  Lancaster,  66100  E.  A.  Suter,  March  8th;  175004  H.  W.  Cattell,  98911 
G  Plolmes,  H.  Richards,  March  12th;  176239  F.  Hughes,  176096  W.  P. 
.lames,  E-  F.  Knight,  176272  G.  Robinson,  Maieh  13th;  177557  E.  Copsone, 
March  14th;  52235  W.  G.  Carpenter,  717840  H.  M.  I,umb,  March  15th; 
171977  A.  T.  Leng,  March  iStli:  70568  H.  D.  K.  Bar'on,  131981  C.  Norman, 
j£  G.  Preater,  3(82  J.  A.  Taylor,  March  20th;  175656  R.  C.  Ogg,  128107 

G.  A.  Robbins,  March  21st;  6342  W.  H.  M.  Jones',  36459  R.  W.  Scott, 
March  27th;  1043:4  G.  J.  Bland,  536921  R.  Green,  March  28th;  710494  E. 
Drinkwatcr,  March  29th;  4594  I,.  W.  Baggot,  T  /  "104758  G.  Challenger, 
E.  J.  Hartnett,  5156  W.  J.  Jones,  April  1st;  9941  II.  B.  Bell,  M.  Shaw, 
April  2nd;  110094  J.  N.  Dixon,  April  3rd;  032134  W.  Brown,  12348  A.  W. 
Karsdcn,  175561  H.  F.  Thorn,  253943  J-  W.  Tullock,  April  4th;  155942 
S.  G.  Myers,  April  5th;  C.  V.  Stan,  April  7th;  22684  H.  D  Cleveley, 
5x100  T.  S.  Callender,  46409  S  T.  Musson,  10568  T.  S.  Sharpe,  April  8th; 
103655  C.  G.  Croft,  156398  F.  R  Cotgrove,  25S71  C.  C.  Hance,  ^15085  F. 
T.oneon,  17403  W.  A.  Enff,  175286  W.  Pearson,  221582  A.  R.  H.  Tristram, 
April  10th ;  175671  G.  R.  V.  Bolster.  9039?  C.  Kentish,  330522  J.  S.  Penty, 
3026  C.  V.  wiiiston,  April  nth;  w.%  T.  Mill,  April  14th;  2.179  J.  K. 
Hollis,  April  15th;  9385  W.  Bprtfield,  1755-4  A.  C.  Curtis,  117180  T,. 
Hislop,  45590  V.  Reed,  137589  K  G.  Russell,  April  29th;  8o<soq  E.  A. 
Bale,  April  ;oth ,  434248  J.  Green,  Mav  1st;  18877  J-  A.  Cunningham,  52587 
A.  M.  Murdoch,  52672  J  D.  Renwiek,  137797  F.  Seckington,  May  2nd; 
2848,1.  J.  A.  Thompson,  Mav  3rd ;  175090  S.  Ganthony,  Mav  21st. 

.T.t.-Col.  facte.  Brig. -Gen. )"  C  O.'ltoare,  C  M.G.  (Maj.,  Tnd.  Army), 
relinquishes  his  comma,  on  ceasing  to  be  empld.,  April  24th. 

Temp.  Hon.  T,t.  H.  Pearse  relinquishes  his  contain,  on  ceasing  to  be 
empld.,  rune  16th. 

Transferred  to  the  unempld.  list: — Sec.  T  t.  T.  W.  Sands,  April  2nd; 
Cant.  C.  H  I,.  Sweet,  from  (S.O.),  Mav  5th,  T,t.  (Hon.  Car.;.)  T..  P- 11- 
Ilderton,  from  (SO),  Mav  12th:  Cant.  O.  A.  Butcher,  D  SC.,  from  (SO.), 
June  5th;  Maj.  F.  B  Burton,  from  (S.-O.),  June  71  It. 

Ca.pt.  (a"tg.  Mai.)  I'.  T,e  G.  Cribble  relinau.ishes  his  rom-mri.  on 
account  of  ill-health,  and  is  granted  the  rank  of  Mai.,  April  roth. 

Canl.  lion.  R.  G.  I,ord  St.  Oswald  (Cant..  ("..  Gds.)  resigns  his  commn. 
and  is  permitted  to  retain  his  rank,  Julv  i6Ui. 

T,t.  A,  Graha'hi  relinauishcs  his  commn.  on  account  of  ill-health,  and 
is  [/ranted  the  rank  of  Capt.,  Julv  7th. 

The  notifications  in  "  Gazette.'1  of  June  17th  concerning  the  following 
Officers  are  cancelled  :— Capt.  W.  G.  Scott.  T,t.  F.  T.  Chapman.  T,t.  R. 
Tait.  It  G.  B.  Redgrave,  I,t.  A.  R.  Harris.  T.t.  F.  V.  Bell,  Sec.  T.t. 
A    E.  Ti  Hales 

The  notification  in  '{  Gazette  "  of  June  6th  concerning  ?  F.O  J.  W.  D 
Archibald  is  cancelled. 

The  notification  in  "Gazette"  of  Tune  13th  concerning  Maj.  R.  E. 
Childers,  D.S.C.,  is  cancelled. 

Air  Ministry,  Julv  iRth 
The  King  has  been  pleased  to  approve  of  the  award  of  the  Victoria 
Cross  to  the  late  Captain  (act jr.  Major)  Edward  Mahnock,  D.SO.,  M.C., 
85th  Squadron  Royal  Air  Force,  in  recognition  of  bravery  of  the  first 
order  in  aerial  combat. 

On  June  17th,  1918,  he  attacked  a  Hnlbcrstadt  machine  near  Armen- 
ticrcs,  and  destroyed  it  from  a  height  of  8,000  feet. 

On  July  7th,  1918,  near  Doulicu,  he  attacked  and  destroyed  one  PVikker 
(red-bodied)  machine,  which  went  vertically  into  the  ground  from  a 
height  of  1,500  feet.  Shortly  afterwards  he  ascended  r.oor  feet  and 
attacked  another  Fokker  biplane,  firing  60  rounds  into  il,  which  pro- 
duced an  immediate  spin,  resulting,  it  is  believed,  in  a  crash. 

On  July  nth,  1918,  near  Mcrville,  he  attacked  and  crashed  a  Fokker 
frqm  7,000  feet,  and  brought  a  two-seater  down  damaged. 

(in  July  19th,  101S,  near  Mcrville.  he  fired  80  rounds  into  an  Albatross 
two-seater,  which  went  to  the  ground  in  flames. 

On  July  20th,  1018,  east  of  T,a  Bassee,  he  attacked  and  crashed  an 
enemy  two-seater  from  a  height  of  10,000  feet.  About  an  hour  after- 
wards he  attacked  at  8.000  feet  a  Fokker  biplane  near  Stecnwercke,  and 
drove  it  down  out  of  control  emitting  smoke- 
On  July  22itd,  T918,  near  Armentitres,  he  destroyed  an  enemy  triplane 
from  a  height  of  10,000  feet. 

Maior  Mannock  was  awatded  the  following  distinctions  for  his 
previous  combats  in  France  and  Flanders. — Militaty  Cross  (Gazetted, 
Sept.  17th.  1017) :  Bar  to  Mibiarv  Cross  (Gazetted  Oct  1SH1  t<vt»  •  r>;*- 
tinguished  Service  Order  (Gazetted  Sept.  16th,  T918);  Bar  to  DisHn- 
guished  Service  Order  fist)  (Gazetted  Sent.  16th.  iot8i  :  Bar  to  Dis- . 
tincruished  Service  Order  (2nd)   (Gazetted  Aug.  -rrd.  19T&V. 

This  highly  distinguished  officer,  during  the  whole  of  his  career  in 
the  Royal  Air  Force,  was  an  outstanding  example  of  fefi'-1ns=  courace, 
remarkable  skill,  devotion  to  duty,  and  self-sacrifice, ,  which  has  never 
been  surpassed. 

The  total  number  of  machines  definitely  accounted  Cor  bv  ATnior  T\*an- 
nock  up  to  the  date  of  his  death  in  Trance.  Jrdv  26<h,  1018,  is  so — the 
total  specified  in  the  "Gazette"  of  August  3rd,  19 18,  was  incorrectly 
given  as  48,  instead  of  47. 


THE   PAY  OF  THE   ROYAL   AIR  FORCE. 

The  following-  official  statement  with  reference  to  the  revised 
rates  of  nay  for  officers  of  the  Royal  Air  Force  was  issued  on 
Julv  21st. 

1.  The  rates  of  pay,  pensions,  and  allowances  for  officers  of 
the  Royal  Air  Force  have  been  under  review,  and  the  standard 
rates  now  authorised  are  as  shown  in  the  accompanying  state- 
ments. The  present  system,  under  which  the  various  branches 
each  had  their  own  rates  of  pay,  has  been  replaced  by  a  uniform 
system  of  rates  for  all  branches,  with  the  exception  that  certain 
specialist  services  (such  as  medical  and  dental)  will  continue  to 
have  special  rales  as  hitherto.  These  specialist  services  will  lie 
dealt  with  separatelv,  except  in  so  far  as  reference  is  made  to 
Ihcrn  below, 


2.  The  rates  have  been  fixed  with  reference  to  the  present  high 

cost  of  living,  and  it  has  been  decided  that  20  per  cent,  of  the 
rates  of  pay  and  retired  pay  will  be  considered  as  due  to  the 
piesent  high  cost  of  living,  and  will  be  subject  after  five  years 
to  change,  either  upwards  or  downwards,  according  as  the  cost 
of  living  rises  or  falls.  Subsequent  revisions  will  be  made  at 
three-yearly  intervals  on  the  basis  of  Board  of  Trade  food 
prices. 

3.  The  new  rates  will  not  apply  to  officers  awaiting  demobilisa- 
tion or  who  are  temporarily  retained.  They  are  intended  for 
those  officers  who  are  given  permanent  or  short-service  com- 
missions in  the  force  as  reconstituted,  or  who  are  seconded  to  the 
Royal  Air  Force  from  the  other  Services. 

PAY. 

The  rates  will  be  as  follows,  and  will  apply  generally  to 
officers  (including  staff  officers)  performing  duties  of  the  present 
Flying,.  Technical,   and   Administrative   branches  : — 

Pay  per 

Rank.  diem. 


Cadet  .... 
Cadet  after 
Second  Lie 
Lieutenant 


year 


Major  

Major  after  5  years  as  such  ..I  

Lieutenant-Colonel   

(Rising  by  is.  per  day  after  each  year  to  a  limit  of 
£2  10s.) 

Colonel  


General 


£ 

s. 

d. 

0 

5 

0 

0 

10 

0 

0 

18 

p 

i, 

3 

0 

1 

5 

0 

1 

9 

0 

1 

H 

0 

1 

16 

0 

2 

0 

0 

2 

15 

0 

2 

18 

0 

3 

1 

0 

3 

4 

0 

3 

4 

6 

0 

5 

0 

5 

0 

0 

6 

0 

0 

7 

0 

0 

Special  Rates  for  Quartermasters. 

Rank. 


Pay  per  diem. 


"  / 

s.  d 

On  appointment 

Lieutenant 

0 

19  0 

After  4  \  ears . . 

1 

1  0 

,,     s  '  ,,     ..  ... 

Captain  .. 

'''.Jl 

3  0 

,,12      ,,     . .        . . 

I 

5  0 

15   

Major      . .       . .  1  ' 

I 

10  0 

Lieutenant-Colonel 

I 

15  0 

(The   establishment  of 

Lieu  tenant -Colonels  will 

he  u 

"very 

small  one  ) 

Special  Rates  for  Ciiapi ai\'s. 

Rate  per  diem. 


O 

0 

I 

3 

0 

6 

0 

Q 

Q. 

I  2 

O 

IS 

O 

iS 

0 

2 

I 

O 

2 

4 

O 

2 

1 

Or 

2 

10 

O 

On  entry   

After  3  years  , 
After  6  years 
After  9  years 
After  12  years 
After  15  years 
After   18  years 


Chaolain-in-Chief    ^7i,ooo  per  annum. 

Temporary  Chaplains  in  the  Royal  Air  Force  will  receive  a 
gratuity  of  £50  for  each  complete  year  of  service,  subject  to  con- 
ditions to  be  hereafter  published. 

Medical  officers  will  receive  the  same  rates  of  pa}'  as  may  lie 
approved  for  the  Medical  Service  of  the  Army. 

Pay  of  Officers  employed  at  the  Air  Ministry. 
Rate. 

Directors,  ,£2,000  per  annum 
Deputy  Directors,  1st  Class,  ^1,500  per  annum 
Deputy  Directors,  2nd  Class,  ,£1,200  per  annum 

Other  Officers. — Down  to  and  including  the  rank  of  Major. 
— Full  pay  and  allowances,  plus  £100  per  annum.  Below  the 
rank  of  Major. — Full  pay  and  allowances,  plus  £75  per  annum. 

Attached  Officers — Full  pay  and  allowances  of  their  rank, 
plus  1  os.  a  day  up  to  three  months;  thereafter  they  will  come  on 
to  the  ordinary  Air  Ministry  Scale. 

ALLOWANCES. 

The  allowances  will  be  as  given  below,  and  will  be  reviewed 
periodically  : — 

Tmii  P  Money. — Is  under  consideration. 


Consolidated 
rates. 


July  23,  1919 


The  Aeroplane 


37* 


Subsistence  and  Travelling  Allowances. 


Up  to  8 

Daily 

Daily 

nights 

After 

absence 

absence 

in  one 

8 

5-9 

over  9 

place. 

nights. 

hours. 

hours. 

A.  Rank  of  Col 

.  (or  similar 

.  s.  d. 

s  d. 

s.  d. 

s.  d. 

staff  grading) 

and  upwards 

30v,o  ' 

L5  0 

6  0 

15.  Below  rank 

of  Col  

22  6 

12  6 

4  0 

11  6 

Lodging,  Fuel,  Light,  and  Raiion  Allowances. 

Home  Stations. — The  standard  rates  will  be  as  follows 

_    .  .  Fuel  and 

Lodging. 


Ratio  s. 


2nd  Lts.  and  Lis. 
Capt  ,  Maj.  and  Lt -Col 
Other  Offi  ;ers  .. 


Per  diem. 

3s;  6d. 

4s.  6d 
No  change 


Light, 
(average) 

Per  diem        Par  diem, 
is.   od.        No  change 
2s.  od.        No  change 
Incea  e  of     No  change 
is.  per  diem. 

.  Note. — Married  officers  over  30  years  of  age  for  whom  no 
married  quarters  are  available  and  who  are  therefore  obliged  to 
provide  accommodation  for  themselves  and  for  their  families  may 
draw  lodging,  fuel,  and  light  allowances. 

■  Servants'  Allowance. — 2s.  for  each  authorised  servant  at 
home  and  abroad  if  no  servant  is  provided. 

Field  Allowance. — To  be  granted  to  all  officers  on  active 
service  in  the  field,  and  to  be  issuable  whenever  officers  are  under 
canvas.    The  rate  is  still  under  consideration. 

Children's  Allowance. — Existing  rates  of  children's  allow- 
ance will  continue  until  the  end  of  1919,  after  which  they  will 
be  abolished.  In  the  meantime  children's  allowance  will  be 
continued,  and  officers  now  receiving  the  allowance  will  not  be- 
come ineligible  for  it  if  the  effect  of  the  increases  in  pay  now 
granted  is  to  raise  their  salaries  beyond  the  limit  of  income  laid 
down  for  the  grant  of  the  allowance. 

Colonial  Allowance. — The  same  as  for  the  Army. 

Conveyance  of  Families. — The  cost  of  conveying  the  wives, 
families,  and  baggage  of  officers  will  be  charged  to  the  public 
only  in  respect- of  changes  of  station  in  this  country. 

Furniture  Allowance  and  Charges. — Furniture  allowance 
and  furniture  charges  are  abolished.  In  future,  all  quarters, 
including  the  commanding  officer's  quarters,   will  be  furnished. 

Mess  Allowance. — This  allowance  is  abolished. 

Travelling  Concessions. — The  question  of  the  continuation 
(a)  of  the  rule  allowing  officers  proceeding  on  leave  two  free 
passes  a  year,  (f>)  of  the  reduced  fare  for  officers  travelling  on 
leave,  is  still  under  consideration. 

PENSIONS. 

(Applicable  to  officers  performing  duties  of  the  present  Flying, 
Technical,  and  Administrative  Branches.) 

A. — General  Officers. 
Lieutenant-General. — £975  after  24  years'  service,  increased  by 

^22  for  each  vear  beyond  24,  with  a  maximum  of  ^1,195. 
Major-General. — ^790  after  22  years'  service,  increased  by  £22 

for  each  year'beyond  22,  with  a  maximum  of  ,£1,010. 
Brigadier-General. — .£650  after  20  years'  service,   increased  by 

^22  for  each  year  beyond  20,  with  a  maximum  of  £950. 
An  officer  must  complete  three  years'  service  in  any  of  these 
ranks  before  being  entitled  to  the  special  pension  attaching  to  it. 
This  condition  will  not,  of  course,  affect  his  title  to  the  pension 
earned  by  service  in  the  ordinary  way,  and  an  officer  may  reckon 
service  as  lieutenant-general  or  major-general  towards  his  service 
in  a  lower  rank  if  that  would  entitle  him  to  special  pension  for 
that  lower  rank. 

B. — Colonels  and  Lower  Ranks. 
There  will  be  a  minimum  qulaifving  period  for  pensions — 20 
years. 

Subject  tc  this  the  scale  is  as  follows  : — 


Age  Retired 
Pay. 


Ser- 
vie; 


Addition  Reduct'n 
for  each  for  each 
extra  deficient 
year  of    year  of 
service.*  service.* 


Cols,  retire  at  55,  max.  rel. 
pay  £<)°° 


Lt.-Cols.  retire  at  48,  max. 
ret.    pay  £600 


ajs.  retire  at  45,  max. 
ret.  pay  ^450 


Capts  and  subalterns  ret.  at 
40,  max.  ret.  pay  ^400 


55 

■24 

22 

'5 

54 

76S 

24 

22 

15 

53 

74  2 

.  23 

22 

15 

52 

720 

23 

22 

15 

51 

697 

22 

15 

50 

675 

,  -'£2 

15 

L5 

49 

637 

2 1 

L5 

15 

48 

600 

21 

15 

15 

47 

.  562 

20 

1 5 

15 

46 

525 

20 

15 

15 

45 

487 

19 

xs. 

15 

44 

45° 

19 

15 

15 

4^ 

^12 

18 

15 

15 

42 

375 

18 

15 

15 

41 

337 

17 

15 

15 

40 

300 

17 

15 

15 

*  Limited  to  5  years. 


Gratuities  to  officer*  who  retire  before  qualifying  by  length  of 
service  for  Service  pensions  : — 

A  gratuity  ol  ^.'75  for  each  completed  year  of  service  will  be 
awarded,  with  a  maximum  of  jQ  1,000,  provided  that  no  officer  is 
to  be  allowed  to  resign  with  a  gratuity  unless  he  has  completed 
;o  years'  service. 

While  these  pension  scales  will  be  applicable  generally  to  officers 
appointed  to  perform  the  duties  of  the  present  Elyihg,  Technical, 
and  Administrative  branches,  including  chaplains,  the  following 
will  be  dealt  with  under  special  regulations  which,  will  shortly 
be  issued  : — 

Officers  seconded  from  'he  Navy  and  Army.  Officers  who 
may  be  appointed  as  Quartermasters  on  tho  special  Quarter- 
masters' rales  of.  pay. 

Commissioned  Warrant  Officers,  Warrant  Officers,  and 
Ratings  from  the  Royal  Navy  on  regular  engagements  who 
have  been  given  temporary  commissions  in  the  R.A.F. 

Warrant  Officers,  N.C.Os.  and  Men  from  the  Army  on 
regular  engagements  who  have  been  given  commissions  in 
the  Army  or  were  given  temporary  con, missions  in  the 
R.A.F. 

It  should  also  be  noted  that  these  scales  do  not  apply  to 
specialist  services  such  as  Medical  and  Denial  officers,  Pay 
officers,  and  Schoolmasters. 

NOTES. 

1.  The  application  of  these  standard  rates  of  pav,  pensions, 
and  allowances  to  the  existing  and  future  personnel  will  be 
carried  out  under  administrative  "regulations  which  will  shortly 
be  puTTIished. 

2.  The  new  rates  will  begin  to  take  effect  from  the  date  cf 
the  first  "  Gazette  "  containing  the  names  of  officers  appointed 
to  permanent  and  short  service  commissions  in  the  Royal  Air 
Force.  They  may  begin  at  somewhat  later  dates  for  officers  not 
dealt  with  in  the  first  "  Gazette." 

THE  PEACE  PROCESSION. 

On  July  19th,  the  Peace  Procession  through  London  took  place. 

Detachments  of  the  Royal  Navy,  Army  and  R.A.F.  took  part. 

Detachments  from  the  various  foreign  Powers  were  also  present. 
The  following  formed  the  R.A.F.  contingent: — 
Major-General  Sir  J.  M.  Salmond,  K.C.B.,  C.M.G.,  C.V.O., 

D.S.O.    Brig. -Gen.  C.  L.  Lambe,  C.B  ,  C.M.G.,  D.S.O.  Col. 

C.  R.  Samson,  C.M.G,,  D.S.O.,  A.F.C.  Brig.-Gen.  C.  A.  I.ong- 
croft,  C.M.G.,  D.S.O.,  A.F.C.    Brig.-Gen.  E.  Maitland,  C.M.G., 

D.  S.O. 

Representative  Detachments. 

Lieut. -Colonel  C.  L.  N.  Newall,  C.M.G.,  R.N.,  and  Staff. 

Representative  Detachments  of  the  following  : — No.  5  Squad- 
ron ;  No.  7  Squadron;  No.  9  Squadron;  No.  11  Squadron;  No. 
12  Squadron;  No.  18  Squadron;  No.  22  Squadron;  No.  25 
Squadron  ;  No.  29  Squadron  ;  No.  43  Squadron  ;  No.  57  Squadron  ; 
No.  59  Squadron  ;  No.  62  Squadron  ;  No.  70  Squadron  ;  No.  84 
Squadron;  No.  88  Squadron;  No.  92  Squadron;  No.  no  Squad- 
ron ;  No.  208  Squadron. 

Parks  and  Depots. 
Airships  ;  South-Eastern  Area  ;  South-Western  Area  ;  Midland 
Area;  Northern  Area;  29th  Group;  nth  Group. 

Chaplains  and  Medical  Services. 
Women's  Royal  Air  Force. 
Pilots  and  crack  squadrons  were  poorly  represented. 

VACANCIES  FOR  R.A.F.  DOCTORS. 
The  Air  Ministry  announces  that  the  Royal  Air  Force  requires 
the  services  of  a  limited  number  of  medical  practitioners,  includ- 
ing those  who  have  already  served.  All  candidates  must  be  fit 
for  general  service  at  home  and  abroad,  should  be  under  35  years 
of  age,  and  must  be  willing  to  fly  if  called  upon  to  do  so. 
The  terms  of  service  are  as  follows  :  — 

Candidates  who  have  served  before  will  be  commissioned  in 
their  previous  substantive  rank  ;  those  who  have  not  served  will 
be  commissioned  as  lieutenant. 

The  period  for  engagement  to  be  for  one  year  or  until  no 
longer  required,   whichever  shall  first  happen. 

Pay  to  be  at  the  rate  of  ^550  a  year,  inclusive  of  all  allow- 
ances, except  travelling  allowances  and  expenses  when  travelling 
on  duty,  and  rations  or  the  allowance  in  lieu. 

Outfit  and  kit  allowance  will  be  issued  to  candidates  who 
have  not  received  them  for  previous  service. 

Applications  should  be  addressed  to  the  Secretary,  Medical 
Department,  Air  Ministry,  London,  W.C.2. 

THE  REMOVAL  OF  THE  AIR  MINISTRY. 

The  Air  Ministry  is  being  removed  as  quickly  as  possible  from 
its  present  home  ""at  the  Hotel  Cecil  to  three  adjoining  buildings 
in  Kingswav — Empire  House,  India  House,  Canada  House.  On 
and  after  Wednesday,  July  23rd,  therefore,  all  communications 
should  be  addressed  to  the  Air  Ministry,  Kingswav,  W.C.2. 

The  official  entrance  to  the  Ministry  will  be  in  Empire  House, 
but  letters  and  parcels  should  be  delivered  at  the  Canada  House 
entrance. 


372 


The  Aeroplane 


July  23,  1919 


AIR  MINISTRY  ANNOUNCEMENTS. 

The  Air  Ministry  calls  the  attention  of  all  persons  who  have 
served,  but  are  no  longer  serving  in  the  Royal  Air  Force,  the 
Royal  Naval  Air  Service,  and  the  Royal  Flying  Corps,  or  who 
have  Leen  employed  either  directly  or  indirectly  by  the  Govern- 
ment in  research  or  experimental  work  in  connection  with  flying, 
or  engaged  in  the  manufacture  of  aircraft,  or  parts,  or  acces- 
sories of  aircraft,  to  the  fact  that  no  information  obtained  through 
secret  and  confidential  service  publications  or  technical  appara- 
tus, or  in  any  other  manner  consequent  upon  their  employment 
by  the  Government,  as  above  mentioned,  may  be  disclosed  to 
any  other  person  without  the  written  consent  of  the  Air  Ministry. 

Disclosure  of  information  so  obtained  may  constitute  an  offence 
under  the  Official  Secrets  Act,  and  attention  is  directed  to  the 
obligations  and  penalties  imposed  by  that  Act. 

*       *       *  . 

The  Air  Ministry  made  the  .  following  announcement  on 
July  17th  :— 

It  is  notified  for  general  information  that  the  Investiture  for 
the  presentation  of  Distinguished  Flying  Crosses  and  Air  Fdrce 
Crosses  to  Officers  of  the  Royal  Air  Force  will  be  held  at  Buck- 
ingham Palace  on  Thursday,  24th  instant.  There  will  'be  no 
Investiture  on  the  19th  instant,  but  Officers  who  have  applied 
already,  and  are  not  summoned  for  the  24th  instant,  will  receive 
orders  to  attend  later  from  the  Lord  Chamberlain's  Office,  as 
numbers  and  occasions  permit. 

It  is  particularly  important  that  Officers  should  understand  that 
they  cannot  be  allowed  to  present  themselves  for  Investiture  unless 
they  receive  a  summons  to  attend  from  the  Lord  Chamberlain's 
Department.  It  will  be  realised  that  it  will  not  be  possible  for 
attendance  to  be  ordered  for  24111  instant  for  all  who  have  applied, 
and  Officers  who  do  not  receive  instructions  to  attend  on  that  date 
will  understand  that  their  names  remain  noted  for  another  occa- 
sion, and  that  no  further  action  is  required  of  them.  It  is  not 
practicable  to  indicate  beforehand  when  Investitures  will  be  held 
at  which  any  individual  will  receive  his  decoration. 

There  are  now  sufficient  applications  in  hand  lo  occupy  a  con- 
siderable time,  and  no  further  names  are,  therefore,  required 
until  about  Sept.  1st,  1919. 

Service  Dress  should  be  worn  by  Serving  Officers  and  by  Offi- 
cers demobilised  or  released  from  service  if  st-  disi-ed — otherwise 
Morning  Dress  (frock  coat  or  morning  coat)  should  be  used. 

Investitures  for  the    Order    of    the    British    Empire    will  be 
arranged  next  October,  and  applications  for  attendance  may  be 
submitted  to  the  Air  Ministry  at  any  time  after  Oct.  1st,  1910. 
*  *  * 

The  Air  Ministry  announced  on  July  17th  : — 

His  Majesty  the  King  has  'been  graciously  pleased  to  signify 
his  pleasure  that  a  medal  be  granted  to  record  tin  bringing  of  the 
war  to  a  successful  conclusion,  and  the  arduous  services  rendered 
by  His  Majesty's  Forces. 

2.  The  .medal  in  silver  will,  provided  the  claims  are  approved 
b>'  the  competent  Royal  Air  Force  authorities,  be  granted  to  the 
under-mentioned  classes  who  either  entered  a  theatre  of  war  on 
duty  or  who  left  their  places  of  residence  and  rendered  approved 
service  overseas,  other  than  the  waters  dividing  the  different 
parts  of  the  United  Kingdom,  between  August  5th,  1914,  and 
Nov.  nth,   1918,  both  dates  inclusive: — 

(a)  Officers,  warrant  officers,  attested  and  enrolled  non-com- 
missioned officers  and  men  of  the  Royal  Naval  Air  Service, 
Royal  Flying  Corps,  or  Royal  Air  Service. 

(b)  Members  of  women  formations  employed  under  a  direct 
contract  of  service  with  the  Royal  Air  Force  Medical  Ser- 
vice. 

(c)  All  who  served  on  staffs  of  Ro)  al  Air  Force  hospitals  and 
all  members  of  recognised  organisations  who  actually 
handled  sick  and  wounded. 

(d)  Members  of  duly  recognised  or  authorised  organisa- 
tions. 

3.  The  medal  will  also  be  granted  to  all  officers,  warrant  officers, 
attested  and  enrolled  non-commissioned  officers  and  men  of  the 
Royal  Naval  Air  Service,  Royal  Flying  Corps,  and  Royal  Air 
Force,  who — 

(i.)  Have  been  actively  engaged  in  the  air  against  the  enemy 
whilst  borne  on  the  strength  of  an  operational  unit  in 
Great  Britain. 

(ii.)  Have  been  employed  in  flying  new  aircraft  to  France, 
(iii.)  Have  formed  part  of  the  complement  of  an  aircraft-carry- 
ing ship. 

4.  The  medal  in  bronze  will  be  granted  to  all  British  subjects 
who  were  enrolled  as  followers  or  members  of  Native  Labour 
Corps  units  and  who  served  in  theatres  of  war. 

5.  The  riband  will  be  :  centre  orange,  watered,  wiih  stripes  of 
white  and  black  on  each  side  and  with  borders  of  royal  blue. 

6.  Instructions  as  to  the  submission  of  claims  and  the  disposal 
of  the  medals  will  be  issued  in  due  course. 

*       *  * 

The  Air  Ministry  made  the  following  announcement  on  July 
19th  :— 

The  gallantry  of  a  German  prisoner  of  war  in  this  country, 


who  rescued  one  of  our  flying  officers  from  being  burned  alive, 
has  procured  him  release  from  his  prison  camp  forthwith,  a  free 
passage  to  Germany,  together  with  a  sum  of  money  and  a  silver 
watch,  in  recognition  of  his  behaviour. 

A  British  aeroplane  crashed  and  took  fire  at  a  Wiltshire  aero- 
drome, where  the  prisoner  and  others  are  employed. '.  The  pilot 
was  entrapped  and  in  danger  of  a  terrible  death  when  the  prisoner' 
in  question,  Private  Briickman,  of  the  99th  Infantry  Reserve 
Regiment  of  the  German  Army,  went  to  the  disabled  officer's 
assistance,  and  effected  his  rescue  at  great  personal  risk  to 
himself. 

BISIEY. 

The  first  stage  of  the  St.  George's  at  Bisley,  at  wihich  10  shots 
at  300  yards  are  fired,  took  place  on  July  16th.  The  highest  score 
was  obtained  by  Lieut.  A.  B.  Lewis,  R.A.F.,  45  points.  Capt. 
J.  Pearce,  R.A.F.,  got  43  points. 

The  following  are  among  the  King's  Hundred  : — 

Capt.  C.  E.  Stewart,  late  R.E.,  attd.  R.F.C.  ;  Major  H.  R. 
Northover,  R.A.F.  ;  Lieut.-Col.  A.  C.  R.  Garrod,  R.A.F.  ;  and 
Major  W.  A.  D.  Edwards,  late  R.A.F. 

Major  H.  R.  Northover,  R.A.F.,  was  second  in  the  contest  for 
the  King's  Prize  at-  Bisley  on  July  18th,  with  248  points,  and 
was  awarded  the  N.R.A.  Badge  and  £2$.  Lt.-Col.  A.  G.  R. 
Garrod,  R.A.F.,  was  sixth  with  245  paints,  and  'was  awarded  the 
N.R.A.  Badge  and  ^5. 

In  the  revolver  team  competition  on  July  19th,  the  Royal  Navy 
was  first,  the  Royal  Marines  second,  the  Army  third,  and  the 
R.A.F.  fourth.  The  Pixley  was  won  by  Major  A.  T.  Whitelock, 
R.A.F. 

Captain  H.R.H.  the  Prince  Albert,  K.G.,  presented  the 
prizes  in  the  absence  of  H.R.H.  the  Prince  of  Wales,  K.G. 


FRANCE. 

The  following  is  from  a  Paris  correspondent  : — 

General  Haller,  commanding  the  Polish  Army,  was  recently 
given  his  first  flight  in  a  Breguet  machine  by  Adjudant  Sallares. 

A  squadron  of  four  seaplanes  belonging  ro  the  French  Navj 
have  left  Toulon  for  Cette.  Two  alighted  in  the  harbour  at 
Berre  and  two  others  in  that  of  Carro. 

Lieut.  Franval,  on  a  120  m.p.  Morane,  has  left  foi  Pampeluna 
to  give  an  exhibition.  He  intends  to  stop  at  Cazau;^.  and  Angou- 
leme.  Later  he  will  give  an  exhibition  before  the"  King  of  Spain 
at  Santander. 

Military  biplanes,  new,  complete  with  1-20-130  h.p.  engines,  are 
being,  sold  to  private  enterprises  for  the  price  of  a  Ford  car. 

Mention  was  recently  made  of  various  flights  that  were  to 
be  carried  out  under  the  auspices  of  the  French  Aviation  Authori- 
ties, and  a  list  of'  routes,  pilots,  and  machines  selected  was 
given.  These  flights  have  been  further  divided  into  two  cate- 
gories— sporting  and  scientific. 

The  sporting  flights  are  : — ■ 

Comdt.  Vuillemin  and  Lieut.  Dagnaux  (Breguet),  Paris-Con- 
strmtinople-Cairo,  by  Naples  and  Salonika;  Capt.  Lafon  (S.E.A.), 
Paris-Constantinople,  by  Venice  and  Belgrade  ;  Lt.  Bouzac  (Spad- 
Henbemont),  Paris-Fez ;  Lt.  Patauchon  (Breguet),  ParisjCasu- 
blanca  ;  Lt.  Lemaitre  (Breguet),  Paris-Dakar ;  Lt.  de  Romanet 
(S.E.A.),  Paris-Rome;  Lt.  FlaChaire  fS.E.A.),  Paris-Amsterdam; 
Lt.  Marinovitob  (S.E.A.),  Paris-Venice-Prague  ;  Lt.  Fonck 
(Nieuport),  Paris-Madrid. 

On  the  scientific  side  there  will  be  trials  of  navigation  by  com- 
pass and  radiogonomelry  by  Capt.'  Lejeune  (Paris-Constantinople), 
Sergt.  Jaouen  (Paris-Tunis-Casablanca-Paris),  and  Capt.  Hebrard 
(Paris-Toulon). — f.  t.  n. 


U.S.A. 

On  June  20th  the  U.S.  Senate  Naval  Affairs  Committee  voted 
35  million  dollars  for  Naval  aviation  during  the  coming  year. 

The  visit  of  H.B.M.A.  R.34  to  the  United  States  has  had  the 
effect  of  arousing  American  interest  in  the  big  airship. 

Admiral  Benson,  Chief  of  the  U.S.  Naval  Operations,  an- 
nounced on  July  14th  that  Congress  bad  authorised  the  con- 
struction of  large  hangars  and  the  construction  or  purchase  of 
two  large  airships.  He  also  stated  that  at  first  the  airships  will 
be  used  for  experimental  purposes. 

.:-  V"  ■  :.'.h  v;!g:  "'j »'- *       *---  ■  ..  '.■  ■-■ 

The  U.S.  House  Military  Affairs  Committee  di'iing  the  end  cf 
June  increased  the  appropriation  for  the  U.S.  Army  Aviation 
Service  to  55,500,000  dollars. 

Special  provision  in  the  new  Army  Bill  allows  $982,000  xfor  the 
purchase  of  the  Curtiss-Ellwood  aviation  plant  at  Buffalo, 
$^,260,000  for  the  purchase  of  the  Dayton-Wright  aeroplane 
plant  at  Dayton,  $3,500,000  for  the  purchase  of  the  airship 
landing-ground  and  sheds  in  Burlington  Coi.nty,  N.J'.,  and 
$470,000  for  the  aerodrome  at  Rockwell  Field,  San  Diego,  Cal. 
*         *  * 

The  Air  Service  of  the  United  States  War  Department  are 
retaining  permanently  26  aerodromes.  Fourteen  will  be  retained 
temporarily  for  storage  and  other  purposes,  and  none  will  be 
abandoned  or  sold  at  present. 


JUXY  23,  1919 


The  Aeroplane 


373 


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FOR  EVERY  DESCRIPTION  OF 
BUILDING,  WORKSHOP  OR  OFFICE. 

CHAS.  P.  KIN  NELL  &  CO.,  LTD., 

65,  Soothwark  Street,  London,  S.E.I. 

VENTILATION 

EXPERT  ADVICE  <&  ESTIMATES  FREE 


During  the  War  we  made 

MILLIONS  of  AERO  PARTS. 

We  are  still  making  large  quantities. 

CAN  WE  SUPPLY  YOUR  WANTS? 

TURNINGS  or  (Power)  PRESS  WORK. 

Any  metal  or  insulating  material,  screwed 
or  plain.  Any  article  of  small  or  medium 
size  where  very  large  quantities  are  required. 

No   charge  for   tools  /or   large  quantities. 

CASHMORE  BROS. 

Zota  Works,  Hildreth  St.,  Balham,  S.W.12. 

Phones — Battersea  415,  Streatham  2140. 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS 


374 


The  Aeroplane 


July  23,  1919 


TRADE  SARDS 


C3©gg  Metal  Engraving  Co. 

Chat* worth  Works,  Worthing, 

Per  Dials,  Scales,  Namt-plates  and  Address  Pities, 
aad  Instruction  Plates,  in  Metal,  Ivorine,  Etc, 

Eithsr  Chemically  Eagraved  or  Machined. 


/  FOX  ELIOTT &  CO., I™ 


?;  Sjf* 


limber  Importers, 
::  PLYMOUTH  .: 


Walnut, 
Mahogany  and 
Silver  Spruce 


Talagr-ima   "  Baltic,  Plymouth,-'     Teiephone :  1217  (a  Una*). 


!   Springs  I   Spring*)  I 

We  make  a  speciality  of 
Springs  for  Aeroplanes. 
SEND  FOR  PRICES. 
Spring  Co.,  West  Bi»omw3oAfi, 


SCREW-  DRIVING 

RUSSELL  BROTHERS,  Ltd,,  RED  DITCH 

ACHINES. 


The  INTEGRAL  PROPELLER  Co.,  Ltd. 

guarantee  nighest  efficiency  in  theii 
design  and  manufacture  of  propellers 
ior  any  type   of  engine   or  machine. 

THE  INTEGRAL  PROPELLER  CO..  LTD., 
Edgw&re  Road,       The  Hyde,       Hendon  N.W.9. 

Telephone  :   Kingsbury  104. 


SHEET  METAL  WORK  FOR  AUTOMOBILES  &  AIRCRAFT 

Domed  Motor  Wines.  Radiators.  Petrol  and  Oil  Taoke,  Panels, 
Cowlings.  Fairings,  etc.,  supplied  new  or  repaired  'Wheel  Discs 
for  Ford  and  other  cars  supplied  frcm  stock.  All  tic  (3  b  of  Sheet 
Metal  Work  Brazing  or  Acetylene  Welding  undertaken.  Metal 
Sidecar  Bodies  and  Aluminium  Number  Plates  supplied  promptly. 
Improved  Silencers  and  Racing-type  Exhaust  Pipes  fitted 
to  any  car  at  snort  notice. 

OWEN    DAVIES   ENGINEERING   Co.,  Ltd. 

(E.  Owen  Davies,  Managing  Director.) 
44-46  QUEENSLAND  ROAD,  HOLLOW  AY,  N.7.1  Phone  North  2964 


EBORA  PROPELLER  COMPANY,  Ltd. 


Telephone  : 
KlHOSTOM  672. 


Telegrams 
"Ebora,  Kingston.' 


PROPELLERS 

Oontraotors  to  the  ADMIRALTY  ft  WAR  OFFICE. , 
■  IK  12,  Surbiton  Park  Terrace,  Kingaton-on~Tham«s,> 


EGAMOID 


BRAND 

LEATHER  CLOTH. 


The  Best  Waterproof  Covering  for  Railway.  Tram- 
way, Aeroplane,  Motor  Boat,  Cushions,  Seats,  etc 

£±7  NEW  PEGAMOID  LIMITED,  SUSTb'^ A' 


Telegrams — Pegamoid,  Phone,  London 
ffslnphone— 0i4y  9704  (2  lines). 


Cables  ABO  5th  Edition  and  Private. 


RUBBER 


PETROL  &  OIL  RESIST 
ING  HOSE  &  TUBING, 
WASHERS,  BUFFERS,  MATTING.  SHEET, 
STRIP.      CONNECTIONS,       GASKETS  ETC. 

 Aircraft  Specialists  

JAMES   LYME  HANCOCK.  LTD  , 

266.  GOSWELL  ROAD,  LONDON,  E.Cl. 


Aircraft  Company,  Ltd. 

All  Metal  Parts  for  Aircraft  made,  comprising  th# 
I  following   machine  work:     Milling,  Turning, 
Prass  Work.    Slotting,- Drilling,    Grinding  and 
Metal  Work.       Well-equipped  Welding  and  Brazing  Plant. 


is  to      P.D.V.  AIRCRAFT  COMPANY,  Ltd., 
Ogiets;  Prlnoee  Street,  Rlohmond,  Surrey. 

4m»  Bie&mond.  Telephone ;  1681  Richmond, 


Adopted  by  so  many,  can 
you  afford  to  be  without 

AUTO 
"START  AND 
CEASE  WORK 
Sound  Signals 

and 

Modern  Methods 

of 

•Soring;  Minuteii 


L*"  The  Shortened 

Working-  Week  Makes 
GENTS'  PULSYNETIC 
iVSTEM  ESSENTIAL 
SN   MODERN  WORKS 
Send  for 
Illustrated  Literature  Book  "A  25." 

;nt  &  C°-  LTD  '^k^  Leicester 

London ;  Newcastle-on-Tyri j : 

Victoria  St.,  S.  W  ,I(      5Jf  Blackett  St. 


Tratde     |MENDINE[     Mar*.  . 

LIQUID  SCOTCH  GLU  E 

USED  BY  THE  LEADING  AEROPLANE  CONSTRUCTORS. 

MOISTURE  PROOF. 
Writt  for  Price  List  oKd  Particular* 
MENDIHE  CO.,  8,  Arthur  Street,  London  Bridge,  E.C. 


KINDLY    MENTION    "  THE  AEROPLANE 


WHEN    CORRESPONDING    WITH  ADVERTISERS 


Jul*  23,  igiy 


The  Aeroplane 


375 


yWLIMllED  LENGTH  w.th  INCREASED  STRENGTH 


SPARS 

STRUTS 
LONGERONS 


Patentees  &  Makers 


tubES 

AYLING'S 


COMBINED 
METAL  AND 
WOOD  STRUTS 


TtL£CRAM3 
AY  L  I  NC'S 
PuTN  IV 


Riverside    Putney  ,  5.W. 


fniw^f  if  t  cn  aM  maMers 

WllJUll  connected  witk 
Ccatmercial  and  Pleasure  Flying, 
A  ir  ft  sulk  Design  &  Manufacture, 

|  A  Years'  Practical  expemoc* 
•        in  all  Branches, 


CG0R»^GL4ND 


A  FR  Ae.5 


Phone  Reg  nt  4  1  4 

St.  George's  House, 
193,  Regent  Street, 

L0ND0N.W.1. 


IRA  STEPHENS 


FOR 


Rawhide  Hammers  and  Mallets* 


Once  Used  on 

AIRCRAFT  or  any 
High-class  Wood  or 
Meta]  Work 
Always  Used. 
It  is  not  an 
experiment. 
ASK  I 

Stocked  by  all  good 
Machinery  Merchant*, 


Admiralty  and  War 
Office  Contractor. 


ALL  BRITISH 


IRA  STEPHENS 

Asbtron-under  Lyne* 
England. 

Currier.  Maker  of 
Round  and  Flat 
Behcng      and  other 
JLealltoer  Mechanical 
Specialities. 
Telephone  : 
709  Ashton-under-Lyne. 


The  Air  Navigation  Go*,  Ltd. 

BLERIOT  &  SPAD, 

ADDLESTONE  (SURREY). 


Contractors  to  War  Office  and 
Admiralty : 


Flying   Ground—  Brook  lands  Aerodrome, 

NORBERT  CHEREAU,    Managing   Director.  _ 

Telsgrams— Bleriot,  Weybridge.         Telephone— 358  Weybridge. 


MISCELLANEOUS  ADVERTISEMENTS 

SPECIAL  PREPAID  RATE  :  18  words  1'6  :  Situations  Wanted  ONLY,  18  words  1  -  ;  Id-  per  word  after.  TRADE  ADVERTISEMENTS 
in  these  columns,  3  lines  3'-  ;  10d  per  line  after.  Public  Announcements,  Legal  Notices,  Auctions,  Contracts,  etc.,  1'6  per  line. 
For  the  convenience  of  Advertisers,  replies  can  be  received  at  the  offices  of  "  THE  AEROPLANE,"  61,  Carey  St  ,  London,  W.C.2. 


PATENTS. 

PAGE  &  ROWLINGSON,  Chartered  Patent 
Agents  (Consulting  Engineer,  Mr.  S.  E. 
Page,  A.M. Inst. C.E.),  27,  Chancery  Lane, 
London,  W.C.    Tel.  332  Central.  - 


Henry  Skerrett  (H.  N.  Skerrett,  A.I.A.E., 
A.I.Mech.E.,  Associate  I.E.E.,  Fellow  of  the 
Chartered  Institute  of  Paieit  Agents),  Patents, 
designs  and  trade  marks. — 24,  Temple  Ro.v, 
Birmingham. 


Mr.  Chatwin,  A.I.E.E.,  Patent  Agent.  Air- 
craft Engineer  and  Inspector,  recently  on  war- 
work. — 253,  Gray's  Inn  Read,  London. 


J.      HAROLD     BEAUMONT,  Registered 

Patent  Agen!,    29,    Southampton  Buildings, 

London,'  W.C. 2.—  Patents,  Trade  Marks  and 
Deigns. 


SITUATIONS  VACANT. 

TERRITORIAL    FORCE  ASSOCIATION 
OF  THE  COUNTY  OF  LONDON. 

CADET  ORGANISATION. 

Wanted  Ex. Officers,  Warrant  Officers  and 
N.C.Os.  of  the  Royal  Air  Force  to  act  as 

INSTRUCTORS,  ASSISTANT  INSTRUC- 
TORS and  DEMONSTRATORS  in  connec- 
tion with  the  Sections  in  Aircraft  construc- 
tion (Rigging,  Engines  and  Navigation)  now 
being  formed  in  connection  with  the  various 
Cadet  Battalions  affiliated  to  the  London 
Territorial  Regiments.  The  work  is  entirely 
voluntary  and  Commissions  are  offered  to 
suitable  gentlemen. 

Apply.  -°n  .writing  to  : — 

THE    ORGANISING  OFFICER, 
Territorial  Force   Association   of  the  Countv 
ol    London,    Duke  of.  York's  Headquarters, 
S.W.,  marking  the  envelope  "Cadet  Instruc- 
tors." 


Wanted  for  West  of  ScotlanJ,  good  Draughts- 
men used  to  first-class  aero  engine  design. — 
Reply,  giving  particulars  of  age,  experience, 
and  salary  required,  to  "  Aero,"  Wm.  Por- 
teous  and  Co.,  Advertising  Agents,  Glasgow. 


Draughtsmen.— Finn  in  Eastern  Counties  en- 
gaged on  aircraft  design  require  services  of 
a  number  of  draughtsmen,  senior  and  junior. 
Previous  experience  on  aircraft  is  desirable  but 
not  essential.  Applicants  must  be  quick  and 
accurate,  and  should  in  every  case  state  quali- 
fications, age,  and  salary  expected.  The 
positions  are  permanent  for  suitable  men.  — 
Apply  Box  No.  4722,  TiiE  Aeroplane,  61, 
Carey  Street,  W.C.2. 


Wanted,  Jig  and  Tool  Draughtsman ;  one 
used  to  aeroplane  and  motor  work ;  also 
knowledge  of  draw  press  work  in  aluminium. 
— Apply,  stating  experience,  age,  and  salary 
required,  to  Box  No.  467,  Samson  Clark  and 
Co.,  Ltd.,  58,  Great  Portland  Street,  London, 
W.i. 


Draughtsmen  having  aeronautical  or  mechani- 
cal experience,  also  one  coach  decorative  de- 
signer, required  by  firm  in  N.W.  London. — 
Write  Box  422,  Sells,  Ltd.,  16S,  Fleet  Street, 
E.C.4. 


KINDLY    MnNTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


The  Aeroplane 


*  i 

July  23,  1919 


SITUATIONS  WANTED. 

Draughtsman,  junior,  seeks  post;  z\  years' 
experience  on  Aircraft  Drawing.— H.  M.(  10, 
Wellington  Square,  Oxford. 

Pilot,  age  26  years;  700  hours'  flying;  prac- 
tical engineer  (steam,  oil,  gas  and  petrol), 
desires  employment  as  pilot,  competition 
driver  or  rider.  Willing  t3  undertake  any- 
thing at  home  or  abroad  with  £,ood  prospects. 
— Box  No.  4719,  The  Aeroplane,  61,  Carev 
Street,  W.C.2. 

ExCorpI. -Mechanic,  four  years  R.N.A.S.  and 
R.A.F.,  desires  position  with  aircraft  firm  as 
engine  mechanic.  Good  knowledge  of  sta- 
tionary engines ;  used  to  ferry  work. — Box 
No.  4720,  The  Aeroplane,  61,  Carey  Street, 

W.C.2. 

Regular  Cavalry  Officer,  educated  Eton  and 
Sand/hurst,  8  years'  service,  jate  squadron 
commander  R.A.F.,  4  years'  flying  experi- 
ence, day  and  night,  at  home  and  abroad, 
wants  good  situation  in  aviation  company, 
either  instructional,  commercial,  or  passen- 
ger flying.  No  objection  going  abroad,  but 
good  salary  and  prospects  essential. — Box 
No.  4721,  The  Aeroplane,  61,  Carey  Street, 

W.C.2. 

Licensed  Ground  Engineer  requires  situation. 
Fourteen  years'  practical  exjverience  ;  qualified 
under  Sections  "  C  "  and  "  D  "  (Air  Navi- 
gation Act).  Preparation  of  aircraft  engines 
and  installation  for  flying ;  aircraft  engine 
construction  and  testing  for  periodic  overhaul. 
Ex-serjeant-mechanic,  R.&.F. — Apply  W.,  34 
Grantham  Street,  Coventry. 

Demobilised  N.C.O.,  26  (rigger),  4  years 
R.F.C.  and  R.A.F.,  desires  situation  with 
firm  in  connection  with  civilian  flying.  Cap- 
able of  erecting  and  maintenance  of  any  type 
of  machine ;  sound  theoretical  knowledge ; 
highest  credentials.  Willing  to  go  abroad. — 
Box  No.  4723,  The  Aeroplane,  61,  Carey 
Street,  W.C.2. 

Junior  Draughtsman  seeks  post ;  4J  years'  ex- 
perience on  Aircraft  Drawing.— D.  R.,  57, 
Winchester  Road,  Edmonton,  N.9. 

R.F.C.  Officer,  young,  energetic,  five  years' 
experience  in  aeroplane  factory,  drawing  olfice, 
etc.,  pilot's  certificate,  late  of  Technical  De- 
partment, Aircraft  Production,  desires  situa- 
tion where  qualifications  would  be  of  use. — 
Box  No.  4724,  The  Aeroplane,  61,  Carev 
Street,  W.C.2 


AEROPLANE  LECTURES  NOTE  BOOK. 

Students  attending  lectures  on  aeroplanes 
and  aero-engines  find  the  task  of  note-taking 
very  trying  if  they  would  keep  their  attention 
fixed ~ on.  the  lecturer.  Mr.  O.  Ford-Jones,  as 
the  result  of  his  observation  of  the  student's 
need,  has  devised  a  loose-leaf  note-book.  One 
set  of  leaves,  40  in  number,  is  for  "Particulars 
of  Aeroplane,"  a  second  for  "Particulars  of 
Engine."  All  the  student  has  to  do  is  to  insert 
notes  in  the  spaces  left — thus  : 

Speed  :   Flying  m.p.h.   Landing  m.p.h. 

Maximum  m.p.h. 

The  book  will  fit  into  an  ordinary  pocket, 
and  the  essentials  of  40  lectures  can  be  re- 
ceded with  a  minimum  of  trouble.  The  leaves 
r.an  be  easily  removed  for  ultimate  filing.  The 
A«os>!ane  Note  Book  costs  5s.  net ;  refills,  2s. 
net  per  set.  Order  of  any  newsagent  or  direct 
from  : — 

The   Aeroplane  &   General   Publishing  Co., 
Ltd.,  61,  Carey  Street,  W.C.2 

KINDLY    MENTION    "  THE 


MISCELLANEOUS  AND  TRADE. 

Lampion  gh  Radiators. — New  designs,  in- 
creased efficiency.  Radiators  repaired  or  re- 
made. Private  and  commercial  cars  over- 
hauled, repaired  and  refitted  for  the  road. 
First-class  staff  and  machinery  available  for 
the  best  work. — Lamplougih  &  Co.,  Highfield 
Works,  Feltharn,  Middlesex.  'Phone  33  Felt- 
ham.  ' 


AIRCRAFT  PARTS, 

Hardwood  for  Aeroplanes. — Specially  Selected 
air-dried  timber  as  supplied  to  leading  con- 
structors in  Britain  and  the  Continent.  Silver 
Spruce,  Ash,  Poplar ;  Hickory  and  Ash 
Skids  ;  Three-ply  ;  Thin  Cedar  and  Mahogany 
for  Floats ;  Walnut  for  Propellers. — William 
Mallinson  and  Sons,  Ltd.,  Hackney  Road. 
'Phone,  3845  Central,  4770  Wall. 


Tapes,  Webs,  Cords  and  Threads  in  all  quali- 
ties suitable  for  Aircraft  Work.  Delivery  from 
stock. — John  MacLennan  and  Co.,  30,  New- 
gate Street,  London,  E.C.i.  (See  Advertise- 
ment Page  III  of  Cover  and  Buyers'  Guide). 


FOR  SALE. 

Transfers.  Firms  requiring  Transfers  should 
write  to  the  makers. — A  Bird  &  Co.,  Latimer 
Street,  Birmingham. 

Sunbeam,  150  h.p,  8-cyiind<;r,  and  225  h.p.  12- 
cylinder  Aero  Engines.  Guaranteed  as  new, 
for  sale. — Apply,  The  Cambridge  Automobile 
and  Engineering  Co.,  Ltd.,  21,  Hobson  Sfreet, 
Cambridge. 

For  Sale,  no  h.p.  Le  Rhfine.  Perfect  condi- 
tion. What  offers? — Box  No.  4717,  The 
Aeroplane,  61,  Carey  Street,  W.C.2. 


ENGINEERING 

British  Correspondence  School  of  Aeronautics 

(Estab.  1908). — Engineering  course,  17s.  6d. 
Advanced  course  in  design,  engines,  draughts- 
manship, 42s.  Diplomas  granted. — Penning- 
ton's, 254,  Oxford  Road,  Manchester. 


MODELS. 

Model  Petrol'tnotors,  \  h.p.,  tooled  or  rough; 
interesting ;  Water-cooled  or  Air-cooled.  List 
3d. — Littleover  Aeros,  Derby. 


Model  Avro  for  sale ;  wing  tip  to  wing  tip, 
67  ft.  ;  length  of  fuselage,  5  ft.  Made  by 
expert  riggers ;  correct  in  every  detail ;  ex- 
cellent souvenir  ;  packed  in  small  case. — Craig 
Ard,  Pitlochry,  Scotland. 


An  Interesting  Hobby. — Send  for  illustrated 
catalogue  of  "  M.S.C.  "  Parts  for  making 
Model  Aeroplanes.  Also  wide  range  of  com- 
pleted models.  Accessories,  spare  parts.— 
Murray,  Son  and  Co.,  387a,  High  Road, 
High  Cross,  Tottenham,  N.  Telephone  : 
Tottenham  178. 

AEROPLANE  "    WHEN  CORRESPONDING 


PUBLICATIONS. 

Sixpence  Post  Free. — Technical  Essays  of  an 
Aviator  by  W..  R.  D.  Shaw.  60  pages.  Illus» 
crated.  World  on  Wings  Publicity  Bureau 
(Registered),  180,  Sutherland  Avenue,  Maida 
Vale,  London,  W.9. 


The  following  books  may  be  obtained  post 

free  by  application  to 

The  Aeroplane  and  General  Publishing  Co., 
Ltd.,  Union  Bank  Chambers,  61,  Carey 
Street,  W.C.2  : — 

McCudden's  "Five  Years  in  the  R.F.C.,"  8». 

Butler's  '"Plain  Impressions,"  2s.  9d. 

Sylvester's  "The  Design  and  Construction  of 
Aero  Engines."    6s.  6d. 

Loening's  "Military  Aeroplanes,"  22s. 

Richthofen's   "The  Red  Air  Fighter"  (2nd 

Edition),  3s.  9d. 

Blakeney's  "How    an   Aeroplane    is  Built" 

(2nd  Edition),  5s,  4d, 

Dixie's  "Air  Navigation  lor  Flight  Officers," 
lis. 

Saundby's   '"Flying   Colours"    (Popular  Edi- 
tion), ISs.  6d.    Edition  de  Luxe,  £2  2s. 

Barber's    "  The    Aeroplane    Speaks  "  (7th 

Edition),  9s. 

Baiber's  "'  Aerobatics,"  Us.  -J 
Barber's  "Airy  Nothings,"  3s.  9d. 
Aviation  Pocket  Book,  6s.  4d. 
Songs  of  the  Submarine,  2s,  3d. 
Ballads  of  the  Flying  Corps,  2s.  9d. 
The  Flying  Book  (1918  Edition),  Ss.  4d. 
Practical  Flying,  Ss.  4d. 

"The    £    S    D    of   Flying "  (Commercial 

Aviation  and  Its  Possibilities).  By  Captain 
Arthur  Swinton,  6s.  4d. 

Selwyn's  Metric  Conversion  Tables,  2s.  9d. 

"The   Revelations   of   Roy,"   Air  Mechanic 

(With  Apologies  to  Artemas),  Is.  3d. 

"The  Aeroplane,"  Vols.  XIII  XIV,  XV,  25s. 

net  each. 

"  The  Aeroplane,"  Vols  IX,  X,  XI,  XII,  21$. 

net  each. 

WITH  ADVERTISERS 


July  23,  1919 


The  Aeroplane 


Contractors  to  H.M,  Government. 

Hors  Concours  Membre  du  Jury:    Brussels  International  Exhibition,  1910. 
Grand  Prix  London,  1008,  and  Buenos  Aires,  1910. 


On  "Lloyd's  Register." 


Telegrams  : 
JONAS, 

SHEFFIELD. 


TRADE  "MARKS 


Telephone : 
No.  466\ 
Private  Branch 
Exchange, 


JONAS  &  COLVER,  LTD. 

Manufacturers  of  Steel  of  every  description,  including 

HIGH  GRADE  NICKEL  STEEL  &  FORGINGS 


Special  Heat 

S.S.G. 
3.G.W. 
G.P.S. 


for  Naval  and  General  Marine  Purposes. 

Treated  Alloy  and  other  Steels  Automobile  Purposes 

IMPORTANT  SPECIALITIES  : 

A  SPECIAL  NICKEL  CHROME  GEAR  STEEl. 

FOR  AIR  OR  OH.  HARDENING.  When  treated  th  s  steel  has  exceedingly  tough  properties  and  is 
specially  suitable  for  Gear  Wheels,  Connecting  hods,  etc. 

A  NICKEL  CHROME  STEEL  IN  FOUR  GRADES. 

Eminently  suitable  and  ctronglv  recommended  for  Gears,  Crankshafts,  and  other  highly  stressed  parts  and 
having  exceptional  machin  ng  qualities.  Ccmbines  unusually  heavy  shock-resisting  and  wearing  properties 
with  silent  running, 

A  HIGH  GRADE  ALLOY  CASE  HARDENING  STEEL. 

For  severely  strained  parts,  such  as  Gear  Wheels,  Gudgeon  Pins,  etc. 


SHEFFIELD. 


i^UBWiliiiiimuuwiiiitiiiiii ,  (IUnefQiruuimnmiHi)i!Hiuijri*uiii iniri n :l;t^II^l^r^^;!.^^ nfi;ji mi  1 1 n 1 1 ) ) 1 1 njj3jHTT)/H MiPfjninMi;MfJin:a3npini)n)iHH)K;Mt:LHUiiitMiniiHMiMinri)/JFJiMii/fMniiMMtMiiiMiitn*Mitiiiinjiti/:Niin mi ; mmiiij f itniiturHwrM^ 


Tubular  Framework. 
:    Underc  arria  ges: 
V    Tail  Units  Etc . 


Thompson  Bros.  (BILSTON)  Ltd. 

Aircraft  Department  Bilston. 

Contractor*  to  H.M.  Air  Ministry. 


Telephone. .^TY  31  iS.  V^Jy/  Telegrams :  VAMDUARA.CEMT  LOMDOfl " 

Contractors  to  H.M.  Government. 

AeronajItig"-  TAPES,  WEBS,  CORDS  &  TH  READS 

DELIVERY  FROM  STOCK: 

JOHN  MACLENNAN  &  C9. 

30.  NEWGATE    ST.,   LONDON,  E. CI: 

 (  AND  AT  GLASGOW.}  ,  1   * 


VT.MDLY    MENTION    "  THE    AEROPLANE  "      WHEN    CORRESPONDING    WITH  ADVERTISERS. 


It  The  Aeroplane                                July  23,  1919 

^.f  illlllf IHIIIf ff llllf III! lllllllllf II f  I  Iff  111  II I M II  I*f  1  Ml  I  li  II II M II I  a  f( B 1 1 II  I! 1111  III  1 1 1 1 tI  Itlllllllllf  If  ITIIIIIIIlIf  II  III llllllllllllf If III  If  llltllllllf Illllll^ 

1  THE  GREEN  ENGINE  Co.,  Ltd.  j 

J  FIRST   IN    1909.  J 

!  THE  AVRO  BABY  GREEN  | 

I  35  H.P.  I 

1  Winner  of  the  1919  ( 

I  Victory  Aerial  Derby  Handicap. 

I  FOREMOST  IN   1919.  I 


|  166,  PICCADILLY,  W.I.  j 

=  Telegrams  :  "Air engine.  London."  Telephone  :  Gerrard  8165  ;  Richmond  1293.  = 

illllMIIIIHNIIMIHIIIIIM 


AND 

FOR  ALL  PURPOSES. 

W.  WESSON  &  CO.,  LTD., 

Iron  &  Steel  Manufacturers, 

MOXLEY,  nr.  WEDNESBURY. 


EDITORIAL  OFFICES,  166,  PICCADILLY,  W.l. 

ADVERTISEMENT  OFFICES,  61,  CAREY  STREET,  W.C.2. 

Printed  for  The  Aeroplane  and,Gbneral  Publishing  Co.,  Ltd.,  bv  Bonner  &  Co.,  The  Chancery  Lane  Press,  Rolls  Passage 
London  ;  and  Published  by  The  Aeroplane  and  General  Publishing  Company,  Ltd.,  at  Union  Bank  Chambers, 

6.1,  Carey  Street,  London,  W.C  a. 


July  30,  19 19 


The  Aeroplane 


BRITAIN'S  AERIAL  LINERS 

R33  and  R34 

Outer  Covers  Proofed  with 


Airship  Doping  Scheme  "P 


5  9 


THE  BRITISH  EMAIL  LITE  CO.,  LTD., 

Doping  Scheme  Specialists, 
5,    HYTHE    ROAD,    WILLESDEN    JUNCTION,  N.W.IO. 
Wire:  Ridley,  Pren.  London.  'Phone:  Wiltesden  2346  &  2347, 


r 

I  Handley  Page 

Aeroplanes 

■  have  flown  from  ■ 

ENGLAND  to  INDIA 

LONDON  to  CONSTANTINOPLE 
ENGLAND  to  CENTRAL  AFRICA 

■  and  have  carried  ■ 

PILOT    and    40  PASSENGERS 

■  over  6  500  feet  high.  ■ 

The  whole  of  the  experience  of  the  Handley  Page  Company  is  at  the  disposal 
of  any  Government  or  Business  House  desirous  of  starting  a   service  for 

conveying  passengers  or  goods  by  Air. 


I 

J 


Telegrtnu:                                             J                "             0>—  .^uphooe. 

••rTDROPHID.CRICKLE.  HAMPSTEAD 

London."         Aeroplane  Manufacturers  to  British  &  Other  Governments.  ?"oo  10  lines). 

CRICKLEWOOD,  LONDON.  N.W.2. 

KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING   WITH  ADVERTISERS. 


382 


The  Aeroplane 


July  30,  igi 


I  BLACKBURN 

MANCHESTER 
^LIVERPOOL  • 

CHESTER 


NOTTTNOHAM 
DERBY  # 


y.  STAFFORD 

SHREWSBURY 

BIRMINGHAM  9* 


I  ABERYSTWYTH 


I  CARDIGAN 


WORCESTER 
HEREFORD 


NORTHAMPTON  CAMBRIDGE 


GLOUCESTER  OXFORD 


w 

LONDON 


DOVER 


The  Super- 
Special  Train 


/^•ALLED  urgently  to  Dublin 
^  one  morning  recently  on 
business,  and  not  wishing,  if  he 
could  avoid  it,  to  spend  a  day  on 
the  journey  by  train  and  steamer, 
Mr.  Gordon  Selfridge  telephoned 
to  the  Private  Hire  Department 
of  Aircraft  Transport  and  Travel, 
Ltd.,  and  arranged  to  make  the 
trip  in  an  Airco  9  biplane,  piloted 
by  Captain  Gathergood. 

After  finishing  his  morning's 
work  in  his  office,  Mr.  Selfridge 
lunched  and  then  motored  to 
Hendon,  ascending  at  2.30  p.m., 
and  flying  non-stop  to  Shotwick, 
near  Chester,  where  a  halt  was 
made  for  tea  and  to  obtain  a 
report  as  to  the  weather  over  the 
Irish  Sea.  The  flight  was  then 
resumed,  and  Dublin  reached  at 
6.30  p.m.,  in  ample  time  for 
dinner. 

The  next  day  Mr.  Selfridge  de- 
voted to  his  business  in  Dublin, 
returning   again   to   London  by 


air,  at  more  than  100  miles  an 
hour,  on  the  following  after- 
noon. To  quote  Mr.  Selfridge's 
own  words  on  alighting :  "By 
the  use  of  the  aeroplane  as  a 
super-special  tram  I  have  been 
able  to  transact  business  with  a 
rapidity  which  would  have  been 
quite  impossible  by  any  other 
means. 

"The  return  journey  between 
London  and  Dublin,  if  made 
by  train  and  steamer,  would  have 
taken  me  about  20  hours  ;  but  by 
aeroplane  I  have  just  been  able  to 
make  this  return  journey  of  roughly 
700  miles  in  an  actual  flying  time 
of  only  6f  hours. 

"  If  pioneer  flights  like  these 
are  can  be  made  already,  be- 
fore aerial  routes  are  properly 
organised,  it  only  shows  what  an 
enormous  convenience  the  high- 
speed aeroplane  is  destined  to  be- 
come to  the  business  man  when  he 
is  in  a  hurry." 


AIRCRAFT  TRANSPORT 
AND  TRAVEL,  LTD. 

(Chairman  :  Mr.  G.  HOLT  THOMAS.) 

By  telephoning  to  the  Private  Hire  Department,  27, 
Buckingham  Gate,  S.W.  (Victoria  7932),  a  high-speed 
aeroplane  can  now  be  engaged  for  an  immediate  journey 
in  a,\y  direction,  the  rates  for  hire  being  5/-  per  mile  for 
a  machine  carrying  two  passengers,  and  10\-  per  mile 
for  one  accommodating  four  passengers. 


KINDLY    MENTION    -'THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS 


July  3o,  i9i9  The  Aeroplane  383 


f  ^ARM  strong  \ 


SIDDELEY 

2     6  -  CYLINDER     CAR  i 

y           T^HE  moderate  price  of  the  Armstrong  Siddeley  6-Cylinder  is  ^| 

A            J_      due   in    great  measure  to  the  simplicity  of  its  design.  0* 

M                    There  are  fewer  and  lighter  parts  :  less  metal  is  used  and  Jj 

W          less  labour  involved  and  production  is  on  an  immense  scale.  M 

«          Our  factory  is  ten  times  larger  than  it  was  five  years  ago— our  y 

^          machine  tools  and  plant  are  the  most  modern.    The  works  are  A 

m          laid  out  on  the  most  up-to-date  lines.     The  total  result  is  a  m 

|?i          tremendous  increase  in  productivity  with  a  decrease  in  manufac-  flu 

p'          turing  costs.  ^ 

d,  The  experience  gained  by  our  staff  in  turning  out  the  j& 
largest  output  of  aero  engines  during  the  war  has  evolved  a  high 


(The  Motor  Car  Dept.  of  Sir  W.  G.  Armstrong  Whitworth  &  Company,  Limited). 
SERVICE    DEPARTMENTS    AT    LONDON    AND  MANCHESTER. 


JB  degree  of  skill  in  the  mass-production  of  units   of  supreme 

\^          accuracy.  y, 

C,  Behind  this  magnificent  plant  and  highly-skilled  staff  lie  the  M 

M          vast  resources  of  Sir  W.  G.  Armstrong  Whitworth  &  Company,  Wi 

jfl          Limited.  j» 

y                             PRICE    OF    CHASSIS,    EQUIPPED    WITH  \j 

A                                Electric  Lighting  and  Starting  Set,  Five  Lamps,  ^ 

M                                Four  Tyres,  Stepboards,  All  Wings  and  Dashboard  |k 

1                             £660  I 

Order  now  and  be  assured  that  you  ka^e  done  right.        You  cannot  buy  a  better  car.  jjf 

(Deliveries   will   be   made   in   the   sequence   in   which   orders    are   accepted.  h 

The  SIDDELEY-DEASY  MOTOR  CAR  CO.,  Ltd.,  COVENTRY  ff 


1 

A  Write  for  "Brochure  "  Three  ^Announcements."  |v 

ffj        it  ill  1  ti  II 11  it  1  it  1 1 11  iiri  1  tin  1 1 11 11 1  in  if  111 1 1 1 111 11 1  if  11  n  1  n  ii  1 141 1 1  Mm  1 1 1 1 111 1 11 1 111  i  1 11 111111 1 1 1 1  ij  1 1 1  h  1 1 1 1  n  1 1 1 1 11  u  j  1 1 1  ti  1 1  m 

S      YOU  CANNOT  BUY  A  BETTER  CAR  W 


I  

OR 


KINDLY    MENTION    "  THE    AEROPLANE  "      WHEN    CORRESPONDING    WITH  ADVERTISERS 


KINDLY  MENTION   "  THE  AEROPLANE  "     WHEN    CORRESPONDING    WITH  ADVERTISERS. 


JULY  30, 
1919. 


NE 


VOL.  XVII. 
No.  5. 


THEAER0PM 


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ON  INTERNATIONAL  AIR  NAVIGATION  AND 

CIVIL  AVIATION. 


On  July  24th  the  Air  Ministry  issued  the  text  of  "  The 
International  Convention  for  the  Regulation  of  Inter- 
national Air  Navigation,"  as  agreed  "by  the  repre- 
sentatives of  the  Allied  and  Associated  Powers  serving 
on  the  International  Commission  dealing  with  aerial 
navigation  and  appointed  as  a  sub-Commission  of  the 
Peace  Conference." 

It  is  stated  that  "  the  Convention  has  been  agreed  to 
by  all  the  representatives,  subject  to  certain  reservations. 
The  Convention  has  not  been  formally  approved  by  the 
Supreme  Council  of  the  Peace  Conference.  It  has,  how- 
ever, been  agreed  that  it  should  be  issued  for  the  in- 
formation of  the  public  of  the  Allied  and  Associated 
States." 

Hitherto  it  has  been  the  custom  of  this  paper  to  pub- 
lish the  text  of  all  important  official  documents  for  the 
benefit  of  its  readers.  In  this  case  it  is  impossible  to 
do  so,  for  the  convention  covers  43  pages,  each  somewhat 
larger  than  a  page  of  The  Aeroplane.  Therefore  one 
can  only  quote  important  points  in  the  document  and 
comment  thereon. 

The  official  "white  paper"  containing  the  full  text 
can  be  had  for  ninepence  from  any  bookseller,  or  for  a 
shilling  post  free  from  the  Publishing  Department  of 
The  Aeroplane,  6i,  Carey  Street,  W.C.2.  It  should  be 
unnecessary  to  say — but  knowing  the  carelessness  of 
aviators  one  does  so  none  the  less — that  everybody  who 
has  to  do  with  Civil  Aviation  ought  to  have  a  copy  of 
this  document,  for  on  the  understanding  and  observation 
of  its  provisions  depends  the  smooth  running  of  all  future 
aerial  traffic  outside  this  country. 

It  cannot  be  too  widely  known  that  ignorance  of  the 
law  is  no  defence  against  prosecution  for  breaking  it. 
Therefore  every  pilot  who  hopes  for  a  job  in  civil  avia- 
tion, every  ground  engineer  who  hopes  for  a  job  with 
a  civil  aerial  transport  firm,  every  owner  or  prospective 
owner  of  an  aeroplane  who  hopes  to  fly  abroad,  and  in 
fact  everybody  in  any  way  concerned  with  the  flying, 
equipment,  management,  or  sale  of  commercial  aircraft 
ought  to  be  thoroughly  well  educated  in  the  contents 
of  this  all-important  document  before  they  venture  on 
any  international  work. 

A  Matter  of  Life  or  Death. 

It  ought  to  be  fairly  plain  to  anybody  with  moderate 
intelligence  that  the  whole  future  of  aviation,  the 
whole  life  of  the  Aircraft  Industry,  and,  as  a  corollary, 
the  efficiency  of  our  Flying  Services  in  the  next  war, 
depends  on  International  Air  Navigation.  If  we  develop 
our  international  air  navigation  in  an  intelligent  and 
enterprising  way  we  shall  become  the  world's  leading 
Air  Power.  If  we  are  content  to  fiddle  around  with 
"  joy-rides  "  and  "  exhibition  stunts  "  in  our  own  coun- 
try for  the  next  few  years,  then  we  can  say  "  Good-bye  " 
to  Air  Power  and  sink  again  into  the  fourth-rate  position 
which  we  held  before  the  recent  wax. 

America  will  acquire  our  foreign  trade  in  commercial 


aircraft  just  as  she  acquired  the  world's  motor  trade 
through  the  self-sufficiency,  lethargy,  obtuseness,  and 
conceit  of  British  motor  makers.  Germany  will  acquire 
the  world's  trade  in  war  machines  just  as  she  acquired 
the  world's  trade  in  guns,  small-arms,  and  ammunition 
before  the  war. 

It  is  true  that  Germany  is  forbidden  by  the  Peace 
Treaty  to  make  war  aircraft,  but  the  German  is  much 
too  clever  to  be  defeated  by  such  a  clause  in  a  treaty. 
A  high-speed  racing  aeroplane  or  a  specially  designed 
acrobatic  machine  only  needs  a  gun  or  two  and  it  be- 
comes forthwith  a  first-class  fighting  machine.  And 
just  as  sawing  the  forward  gunner's  cockpit  off  a  big 
bomber  makes  it  into  a  perfectly  peaceful  passenger 
machine  (vide  certain  illustrations  in  this  paper),  so 
sticking  a  projecting  nose  onto  a  passenger  machine  will 
make  it  a  self-protecting  bomber. 

Remember  how,  when  Napoleon  decreed  that  Prussia 
should  only  have  an  Army  of  20,000  men,  the  Prussians, 
introduced  the  short-service  S3'stem  and  put  100,000  men 
through  their  Army  in  a  few  }^ears.  Germany  will  do 
something  very  similar  in  the  matter  of  aircraft. — And 
we  shall  be  mighty  glad  of  it  in  years  to  come,  when 
the  real  race-war  against  the  Slavs  comes  upon  us. — But 
meantime  Germany  will  be  capturing  our  foreign  trade 
in  aircraft. 

Therefore  it  is  a  matter  of  life  and  death  to  the  British 
Aircraft  Industry  whether  we  get  going  on  International1 
Air  Navigation  before  our  competitors  or  not.  And  pre- 
cisely when  we  get  going  depends  very  largely,  if  not 
entirely,  on  the  Air  Ministry,  and  more  particularly 
011  the  Department  of  Civil  Aviation. 

Departmental  Hindrances. 

vSo  far,  we  have  110  reason  to  be  pleased  with  the  work 
of  our  Civil  Aviation  officials.  One  is  prepared  to  make 
every  allowance  for  Sir  Frederick  Sykes,  Controller- 
General  of  Civif  Aviation,  for  he  has  been  up  against 
many  difficult  problems.  In  the  early  days  of  his 
Department  most  of  his  time  had  to  be  spent  in  Paris 
debating  this  very  Convention  which  is  now  under  dis- 
cussion. Also,  he  had  no  staff  with  which  to  carry  on 
the  work  of  his  Department  in  his  absence. 

Being  a  singularly  far-sighted  man,  he,  no  doubt,  de- 
cided that  the  ultimate  good  of  Civil  Aviation  would 
be  better  served  by  influencing  the  International  Con- 
ference in  the  right  direction  than  by  stopping  at  home 
and  confining  his  energies  to  regulating  joy-rides  and 
exhibitions.  Wherein  he  was  absolutely  right.  But. 
while  he  has  been  away  the  mice  at  home  have  been 
not  so  much  playing  as  gnawing  at  the  roots  of  our 
Aircraft  Industry. 

When  most  of  the  work  of  the  International  Confer- 
ence was  done  General  Sykes  had  a  bad  smash  at  Ken- 
ley,  and  that  must  have  hindered  his  work  still  further. 
And  since  he  has  recovered  and  has  been  trying  to  build' 
up  a  staff  for  his  Department  it  seems  that  he  has  had 


336 


The  Aeroplane 


July  30,  1919 


foisted  upon  him  just  about  the  most  useless  set  of 
individuals  who  have  ever  been  collected  into  a  Govern- 
ment office. 

It  is  onljr  fair  to  say  that  General  Sykes's  Depart- 
ment is  not  always  directly  to  blame  for  the  hindrances 
which  have  been  placed  in  the  way  of  civilian  flying. 
But  it  is  certainly  indirectly  to  blame,  for  its  duty  is  to 
develop  civil  aviation,  not  merely  to  control  it.  And 
a  very  important  part  of  that  duty  should  consist  in 
removing  hindrances  which  are  raised  by  other  Depart- 
ments in  the  Air  Ministry.  The  Department  of  Civil 
Aviation  should  be,  in  fact,  a  kind  of  foster-mother 
which  should  take  up  the  defence  of  any  civil  aviation 
venture  which  was  being  put-upon  by  other  Departments. 

A  Case  in  Point. 

Take  for  example  the  case  of  the  machines  and  engines 
which  certain  firms  in  the  Aircraft  Industry  were  for- 
bidden to  use  in  the  Aerial  Derby,  just  when  British 
aeroplanes  needed  a  big  International  advertisement  as 
an  off-set  to  the  fine  performances  put  up  by  our  friends 
in  France  and  Italy.  The  reasons  given  by  the  Suppty 
Department,  which  seems  to  have  been  the  Department 
which  prohibited  the  use  of  these  machines,  were  so 
utterly  futile  that  they  could  hardly  have  deceived  even 
a  Member  of  Parliament  or  a  daity  journalist.  It  should 
have  been  the  duty  of  the  Civil  Aviation  Department 
to  defeat  the  Supply  Department  and  to  have  obtained 
permission  for  the  machines  to  fly.  Yet  the  Civil  Avia- 
tion officials  did  nothing  to  help. 

Everything  good  that  was  done  during  the  war  was 
only  done  by  one  Department  defeating  another,  and 
it  was  commonly  said  that  the  war  on  the  Bolo  Sector 
of  the  Strand  Front  was  the  bitterest  of  any.  So  in 
civilian  flying,  success  will  only  be  attained  if  the  Civil 
Aviation  Department  makes  up  its  mind  to  defeat  all 
the  other  Departments. 

A  Public  Scandal. 
Take  another  example.  The  Suppby  Department,  in 
an  effort  to  achieve  econoni}-,  doubtless  praiseworthy 
though  it  may  lead  to  a  particularly  dirty  form  of  graft, 
appears  to  be  buying  in  the  cheapest  market,  regardless 
of  quality,  and  in  doing  so  seems  to  be  going  the  right 
way  to  work  to  kill  enterprise  and  originality,  which 
means  killing  progress  in  Civil  Aviation,  and  so  destin- 
ing the  eflicieucy  of  the  equipment  of  the  Royal  Air 
Force. 

In  a  very  forcible  letter,  which  under  the  intriguing 
title  "  Embusque's  Grab  "  appears  on  page  438  of  this 
issue,  a  necessarily  nameless  victim  of  the  Supply  De- 
partment describes  in  detail  how  well-designed  and  well- 
made  components  of  aircraft  are  practical^  stolen  by 
the  Department  and  farmed  out  to  be  made  as  cheaply 
as  possible.  And,  in  one  of  the  strongest  and  most 
closely  reasoned  of  the  rnany  brilliant  articles  which 
have  appeared  under  his  pseudoirym,  "Strasbourg"  lays 
out,  on  page  413,  the  idiocy  of  the  officials  who  practise 
these  false  economies.  But  one  notices  that  he  refrains 
from  pointing  out,  as  he  might  have  done,  that  the  out- 
sider who  will  take  on  the  cheap  and  nasty  reproduction 
of  another  man's  good  design  is  quite  possibly  the  very 
type  of  man  who  will  bribe  minor  officials  to  influence 
the  order  in  his  direction  and  who  will  bribe  minor  in- 
spectors to  pass  bad  work. 

Such  methods  of  doing  official  business  spell  death 
and  damnation  to  British  Aeronautics  and  all  concerned 
therewith.  Cheap  reproductions  of  aeroplanes,  engines, 
fittings,  or  instruments  mean  fatal  accidents  in  the 
Royal  Air  Force,  and  a  bad  name  for  British  aircraft 
abroad.  Depriving  the  actual  designers  of  their  just  due 
in  the  way  of  orders  and  profits  means  putting  them 


out  of  business,  and  so  killing  progress.  As  the  adT 
vertisement  of  the  London  and  Provincial  Aviation  Co. 
said,  when  they  retired  from  business  with  their  profits 
in  their  pockets  instead  of  spending  their  profits'  on 
hoping  for  the  best,  "  One  might  as  well  pla3'  for  nothing 
as  work  for  nothing." 

The  Handicap  of  a  Uniform. 

It  is  precisely  when  such  things  as  this  occur  that 
the  Department  of  Civil  Aviation  should  step  in  and 
see  that  the  Aircraft  Industry  has  fair  play.  But  appa- 
rently none  of  the  officials  in  that  Department  have 
either  the  brains,  or  the  pluck,  or  the  initiative,  to  start 
out  and  raise  a  row  in  the  interests  of  Civil  Aviation. 

Moreover,  it  seems  that  the  said  officials  are  still 
handicapped  by  being  in  uniform,  and  so  cannot,  even 
if  they  they  had  the  pluck,  do  their  duty  properly.  Ob- 
viously a  captain  or  a  major  or  a  lieutenant-colonel  in 
one  Department  cannot  go  to  a  General  of  one  sort  or 
another  in  a  different  Department,  and  tell  him  that 
his  subordinates  are  either  a  set  of  amazing  fools  or 
else  a  crowd  of  crooks. 

A  civilian  could  do  so,  just  as  easily  as  one  can  one- 
self, though  perhaps  he  might  do  it  more  politely.  And 
that  is  what  ought  to  be  told  to  the  Chiefs  in  the  Supply 
Department.  And  the  sooner  they  realise  the  fact  the 
better. 

The  Official  Rubbish  Heap, 

During  the  war  one  pointed  out  over  and  over  again 
that  the  technical  people  in  the  Air  Ministry  with  very 
few  exceptions  were  the  "  throw-outs  "  of  the  Aircraft 
Industry  and  of  the  Motor  Trade.  Almost  everybody 
who  was  any  real  good  was  producing  aircraft,  and  not 
sitting  in  the  Hotel  Bolo. 

To-day  the  position  is  obviously  worse.  Since  the 
Armistice  removed  the  immediate  need  for  dodging 
trenches  even  those  who  could  not  get  jobs  in  the  Air- 
craft Industry  have  cleared  out  of  the  Hotel  Bolo.  A 
vast  percentage  of  the  Air  Ministry  "  experts  "  have 
returned  to  their  pre-war  avocations  as  motor  touts, 
book-makers,  advertisement  canvassers,  and  so  forth. 
Consequently  the  people  who  are  still  left  in  the  technical 
jobs,  and  have  the  fate  of  British  Aeronautics  in  their 
hands,  are  those  who  are  so  astoundingly  bad  that  they 
cannot  get  a  job  of  any  sort  anj'where  except  in  the  Air 
Ministry. 

There  are,  of  course,  a  few  exceptions,  such  as  regular 
officers  in  the  R.A.F.  whose  whole  career  is  wrapped 
up  in  the  King's  Service,  and  a  few  enthusiasts  who 
see  that  it  is  their  duty  to  stay  in  the  R.A.F.  and  try 
to" make  a  success  of  its  technical  work.  But,  taking  it 
by  and  large,  one  is  fairly  safe  in  sa3ring  that  whereas 
the  various  Technical  Departments  during  t-he  war  were 
merely  the  scrap-heap  of  the  Aircraft  Industry,  they  are 
now  the  rubbish-heap  of  all  British  trades.  And  nobody 
will  agree  more  cordially  with  this  dictum  than  will  the 
few  remaining  good  men  who  are  condemned  to  work 
with  this  commercial  residue. 

A  Crying  Need.. 

Naturally  this  state  of  affairs  cannot  continue.  It 
cannot  be  allowed  to  continue.  And,  above  all,  the 
people  who  have  up  to  the  present  made  such  an  unholy 
mess  of  commercial  aeronautics  within  the  British  Isles 
cannot  be  allowed  to  extend  their  dire  influence  to  Inter- 
national Air  Navigation. 

There  is  a  crying  need  for  drastic  reform  in  the  three 
Departments  which  affect  commercial  aeronautics,  the 
Civil  Aviation  Department,  the  Supply  Department,  and 
the  Aeronautical  Inspection  Department.  The  purely 
Military  (including  the  Naval)  side  of  the  Air 
Ministry  is  doing  very  well  indeed.    So  is  the  Research 


July  30,  1919 


The  Aeroplane 


38; 


Department — which,  one  hears,  is  displaying  an  intelli- 
gent appreciation  of  good  work  and  is  operating  in  a 
way  which  would  have  made  a  vast  difference  to  the 
R.A.F.  in  the  Field  if  only  it  had  been  in  similarly 
capable  hands  during  the  war. 

The  Air  Ministry  to-day  rejoices  in  a  Department  of 
Information  under  a  very  able  officer  who  has  already 
done  much  valuable  work.  One  would  like  to  suggest 
that  perhaps  the  most  valuable  information  which  this 
Department  could  issue  at  the  moment  would  be  a  com- 
plete list  of  all  the  officials  in  the  three  Departments 
before-mentioned,  together  with  an  account  of  the  quali- 
fications for  his  job  of-  each  of  the  officials  in  that  list. 
One  believes  that  the  resultant  document  would  be  both 
entertaining  and  educative,  as  well  as  funny  without 
being  vulgar. 

Reform  Agitation. 

In  any  case  reform  is  needed,  and  reform  will  have  to 
come.  All  reforms  are  preceded  by  agitation,  as  witness 
every  reform,  from  Wat  Tyler's  Rebellion  and  earlier, 
down  to  the  Yorkshire  Coal  Strike.  The  agitations  of 
1915  and  early  1916  resulted  in  the  Air  Enquiry  Com- 
mittee of  1916  and  the  reforms  which  resulted  in  the 
R.F.C.  winning  the  command  of  the  air  in  1917; 

Something  of  a  very  similar  nature  seems  to  be  afoot 
to-day.  One  hopes  that  it  will  not  be  necessary  to  hold 
another  Air  Enquiry,  but  if  it  becomes  necessary  it 
ought  to  be  more  amusing  than  the  1916  Enquiry,  if 
only  because  the  manufacturers  will  have  no  fear  of 
losing  Government  orders,  because  at  the  present  rate 
of  progress  they  will  have  none  to  lose.  Those  whose 
Departments  are  at  fault  will  do  well  to  set  their  houses 
in  order  without  waiting  for  the  agitation  to  develop 
further,  for  thus  they  may  hold  their  jobs.  If  they  do 
not  reform  their  Departments  themselves  they  are  bound 


to  suffer  accordingly,  for  even  though  they  may  not 
themselves  be  to  blame  they  are  none  the  less  officially 
responsible  for  the  misfeasances  of  their  underlings. 

Lack  of  Faith. 
It  is  true  that  the  Air  Ministry  is  not  alone  to  blame 
for  the  present  state  of  affairs.  In  a  particularly  amus- 
ing article,  on  page  445  of  this  issue,  that  humorous  but 
eminently  practical  writer  "  Med  way  "  discourses  on 
"Men  of  Little  Faith,"  and  one  fears  that  he  is  only 
too  right  in  his  belief  that  some  people  in  the  Aircraft 
Industry  themselves  lack  faith  in  the  future  of  com- 
mercial aeronautics.  Magnificent  chances  of  securing 
foreign  business  are  being  lost,  largely  through  lack  of 
enterprise.  And  that  lack  of  enterprise  is  simply  caused 
by  lack  of  faith,  for  those  who  are  losing  the  oppor- 
tunities have  shown  plenty  of  enterprise  in  other 
directions. 

The  Aircraft  Industry  must  convince  itself  that  there 
is  money  to  be  made  out  of  International  Air  Navigation. 
It  is  no  use  sitting  still  and  waiting  for  the  money  to 
make  itself  out  of  Government  orders,  and  out  of 
foreign  Governments  who,  it  is  hoped,  will  come  over 
here  and  beg  us  to  let  them  buy  aeroplanes. 

Not  long  ago  one  was  arguing  with  a  very  astute  busi- 
ness man  who  was  hesitating  whether  to  spend  some 
of  his  war  profits  on  commercial  aviation.  One  pointed 
out  to  him  that  if  he  got  hold  of  a  railway  concession 
in,  say,  China  he  would  not  hesitate  to  spend  a  few 
millions  and  would  not  expect  any  return  for  his  money 
for  three  or  four  years,  and  that  he  could  well  afford 
to  do  the  same  with  aviation.  His  reply  was  simply  that  if 
he  built  a  railway  he  would  know  that  as  soon  as  the 
railway  began  running  he  would  be  assured  of  a  definite 
number  of  third-class  fares  and  a  definite  amount  of 
<»oods  traffic. 


THE  HARBOUR,  PORT  SAID, — A  German  aerial  photograph  showing  the  Mole  at  Port  Said  Hitboiif. 


388 


The  Aeroplane 


„  July  30,  191^ 


The  reply  was  ingenious,  but  not  convincing.  One 
holds  firmly  to  the  belief  that  it  is  possible  to  go  out 
and  make  a  market  for  civil  aerial  transport  if  one  sets 
to  work  the  right  way.  And  it  is  just  this  faith  which 
is  lacking  in  so  many  who  could  afford  to  go  out  and 
make  their  own  markets  if  so  disposed. 

The  Monopoly  Question. 

Major  C.  C.  Turner,  in  his  latest  article  in  the 
"Observer,"  raises  another  point  which  has  a  bearing 
on  the  present  "  hold-up  "  in  commercial  aeronautics,  if 
one  admits  his  premises.    He  says  :  — 

"  There  is  too  much  evidence  of  internal  strife,  which 
is  certain  to  increase  as  the  situation,  owing  to  the  lack 
of  Government  encouragement,  makes  it  increasingly 
difficult  for  individual  firms.  There  are  some  who  say 
this  situation  has  been  brought  about  deliberately.  There 
is  a  struggle  to  secure  absolute  control  by  one  monopoly 
working  side  by  side  with  the  Government  establish- 
ment. The  movement  goes  so  far  as  to  include  the 
aeronautical  bodies.  The  Royal  Aero  Club  is  probably 
regarded  as  a  nuisance,  since  its  insistence  upon  the  care 
for  the  sporting  and  private  side  of  flying  runs  counter 
at  almost  every  point  to  monopoly,  State  or  private. 
The  Royal  Aero  Club  gets  stronger  and  stronger,  in 
spite  of  insidious  influences  and  counter-mining.  The 
Ro}'al  Aeronautical  Society  is,  in  the  nature  of  things, 
easier  prey. 

"  But  the  nation's  best  interests  are  too  closely  con- 
cerned with  the  maintenance  of  a  virile  industry,  with 
room  and  freedom  for  every  capable  designer  and  for 
the  greatest  versatility  and  diversity  of  talent,  for  anyone 
who  has  those  interests  at  heart  to  submit  to  influences 
that,  working  on  no  matter  how  reasonable-seeming  ex- 
cuses and  motives,  are  essentially  inimical  to  the  coun- 
try's welfare." 

The  "  congealed  inuendo,"  as  Mrs.  Malaprop  called 
it,  is  not  hard  to  follow.  According  to  Major  Turner, 
if  one  reads  aright,  some  firm  or  other  is  trying  to 
"corner"  commercial  aeronautics,  and  to  queer  every- 
body else's  pitch  in  the  process.  The  only  question  is, 
which  firm  ? 

Obviously  one  thinks  of  Mr.  Holt  Thomas's  group 
first.  The  Aircraft  Mfg.  Co.,  Ltd.  ;  Aircraft  Transport 
and  Travel,  Ltd. ;  Airships,  Ltd. ;  The  Gnome  and  Le 
Rhone  Engine  Co.,  Ltd.;  Peter  Hooker,  Ltd.;  and  per- 
haps a  few  more  of  which  one  is  ignorant,  make  a  for- 
midable list  of  producing  firms.  And  when  one  con- 
siders Major-General  Brancker,  Brigadier-General  Fest- 
ing,  Lieut. -Col.  O'Gorman,  Mr.  Alfred  Turner,  and  sun- 
dry other  ex-officers  and  ex-officials,  one  perceives  a 
galaxy  of  talent  which  might  well  make  a  successful 
effort  to  secure  a  monopoly  of  civil  aerial  transport. 


THE  QUEEN  OF  NORWAY  AND  AVIATION. 

Her  Majesty  Queen  Maud  of  Norway,  accompanied  by  the 
British  Charge  d'Affaires,  Mr.  Estnondovev,  went  for  a  flight  in 
an  aeroplane  on  July  24th. 

AN  R.N.A.S.  DINNER. 

It  is  proposed  to  hold  a  dinner  for  officers  of  the  late  R.N.A.S. 
who  were  at  Hendon  between  August  4th,  1914,  and  March  3rst, 
1915.  It  is  proposed  that  this  dinner  be  held  at  .trft  Caf£  Royal 
011  August  i6tlh  next.  The  tickets  should  work  out  at  about 
£2  2S.  to  include  wines  and  breakages.  Would  any  officer  desirous 
of  attending  such  a  dinner  write  Captain  H.  H.  Square  at  3, 
Clifford  Street,  as  soon  as  possible? 

PAY  IN  THE  R.A.F. 

The  following  letter  has  been  received  : — 

Sir, — In  last  week's  issue  of  The  Aeroplane  I  note  you  say, 
"  That  officers  in  the  Royal  Air  Force  will  now  be  able  to  live 
on  the  new  rates  of  pay.  This  does  not  apparently  appear  to  be 
the  view  of  the  remaining  officers  in  the  Force. 

An  infantry  captain  is  encouraged  to  marry  at  that  rank,  but 
can  you  inform  me  how  a  married  Air  Force  captain  can  live, 
according  to  his  position,  on  29s.  a  day  (a  decrease  of  4s.  6d.  per 
day  on  present  pay)?  Woe  to  him,  indeed,  if  he  is  blessed  with 
children  ! 


But  then  again  there  is  Sir  Samuel  Waring 's  group, 
the  Alliance  Aeroplane  Co.,  the  Bat  Co.,  the  A. B.C. 
Engine  Co.,  and  a  few  more;  and  a  number  of  astute 
business  men  concerned  therewith.  Also  there  is  that 
benevolent  autocracy  known  as  Handley  Page,  Ltd. 
And  there  is  a  little  affair  called  Vickers,  Ltd.,  which 
has  a  few  stray  Admirals,  Generals,  officers  of  lower 
rank,  any  quantity  of  M.Ps.,  and  several  millions  of 
capital,  which  it  can  use  to  fight  or  to  create  a  mono- 
poly. And  there  is  a  concern  named  WilHarn  Beard- 
more  and  Co.,  Ltd.,  which  carries  some  weight.  And 
another  familiarly  known  as  Armstrong-Whitworths. 
Not  to  mention  the  variegated  ramifications  pertaining 
to  Boulton  and  Paul,  Ltd.,  and  the  solidly  compact  Sop- 
,with  Co.,  Martinsyde,  Ltd.,  and  sundry  others. 

Any  or  all  or  each  of  them  might  be  severally,  sepa- 
rately, or  conjointly  trying  to  create  a  monopoly.  And 
the  more  they  try  the  better  for  trade.  Competition  is 
the  life-blood  of  business,  and  commercial  progress  in 
aeronautics  as  in  everything  else  depends  on  a  chronic 
infraction  of  the  Tenth  Commandment.  Therefore  good 
luck  to  whomsoever  may  be  trying  to  secure  a  monopoly. 
By  trying  they  will  stir  up  competition.  And  that  will 
be  just  exactly  what  is  wanted  to  stir  up  the  Air 
Ministry: 

International  Air  Navigation. 

Meantime  International  Air  Navigation  is  not  yet  a 
practical  proposition.  Although  the  Convention  has 
been  signed  it  has  not  yet  been  ratified  or  passed  for 
necessary  action,  or  whatever  it  is  called,  by  the  various 
High  Contracting  Powers.  Apparently  one  cannot  yet 
pack  one's  grip  and  take  an  air  trip  to  one's.old  home 
town  in  a  foreign  country,  nor  can  one  start  from 
Lympne  (pronounced  Limb)  in  Kent  after  lunch  for  a 
tour  of  the  battle-fields  of  France  before  returning  to 
dinner.    International  politics  still  intervene. 

-Perhaps  by  the  time  International  Flying  becomes 
legal  the  Departments  of  Civil  Aviation,  Supply,  and 
Aeronautical  Inspection  will  have  reformed  themselves 
and  all  will  have  become  well.  But  one  doubts  it.  Even 
International  Politics  work  more  quickly  than  does  the 
internal  reform  of  Government  Departments.  Still,  the 
said  Departments  cannot  plead  that  they  have  not  had 
fair  warning. 

One  notices  that  so  far  one  has  said  nothing  about 
the  text  of  the  International  Air  Convention.  Perhaps 
therefore  one  had  better  postpone  writing  about  it  till 
next  week.  One  hopes  that  by  then  all  readers  of  these 
notes  will  have  procured  a  copy  and  so  will  be  better 
able  to  follow  the  arguments  thereon. — C.  G.  G. 

I  am  detailing  a  rough  statement  of  my  brother's  expenditure, 
and  defy  am  one  to  show  extravagance  or  unnecessary  items.  ] 
am  also  omitting  any  sum  for  the  education  and  clothing  of  his 


two  children  :  — 

£ 

Mess  expenses    (yearly)    72 

Uniform   ■   60 

Rent  and  rates    65 

Maid   .-   '   20 

Household  expenses  (food,  etc.)   200 

Clothing  (wife)    60 


477 

These  items  are  absolutely  at  the  lowest  computation,  and  the 
balance  of  ,£54  is  supposed  to  cover  incidental  expenses,  travel- 
ling, income-tax,  etc.    Obviously  it  is  inadequate. 

My  brother  has  completed  some  hundreds  of  hours'  flying,  and, 
to  (he  best  of  my  knowledge,  is  still  competent.  He  is  also  a 
pre-war  soldier,  and  is  acquainted  with  army  routine  in  all  its 
phases.  However,  unless  someone  can  suggest  a  sane  and  sen- 
sible solution  of  how  to  live  on  the  existing  rates  of  pay  he  will 
have  to  leave  the  Force. 

Apologising  for  writing  at  such  length. 

Late  Major,  R.E. 


July  30,  1919 


The  Aeroplane 


389 


CIVIL  FLYING 

WITH 


THE  SOPWITH  "GNU"  3  SEATER 


COMFORT  AND  ECONOMY 

The  Sopwith  "  GNU  "  is  a  Touring 
and  Business  Aeroplane  of  high  per- 
formance. Passengers  and  luggage  are 
accommodated  in  a  covered-in  cabin. 

Pilot  is  in  the  open  and  well  protected. 
Full  details  of  performance,  and  appoint- 
ments for  demonstration 

on  application  to 

The  Premier  Designer-Constructors, 

The  Sopwith  Aviation  &  Engineering  Co., 


Registered  Offices  and  Worksj 

KINGSTON-ON-THAMES 

Telephone:  Kingston  1988  (8  lines), 


Paris  Office:  ai,  RUB  DU   MONT ITHABOR.  Telephone:   Central  80.44. 

Australia:   THE  LARKIN-SOPWITH  AVIATION  CO.  OF  AUSTRALASIA.  LTD., 
18,  OURNER  STREET,  ST.  KILDA,  MELBOURNE. 

KINDL  Y    MENTION    "  THE    AEROPLANE  "      WHEN    CORRESPONDING    WITH  ADVERTISERS. 


390 


The  Aeroplane 


July  30,  1919 


THE    PAY   OF    THE    ROYAL    AIR  FORCE. 

By  HENRY  FORESTER. 


Pay  for  officers  in  the  fighting  services  of  great 
countries  has  never  through  the  ages  been  an  affair  of 
first  importance.  To  fight  for  the  king  and  for  the 
nation  has  been  both  the  privilege  and  the  duty  of  those 
born  in  gentle  estate.  It  was  the  price  paid  for  lineage, 
and  it  was  at  the  same  time  an  exclusive  joy.  None  can 
imagine  even  the  most  material  of  paymasters  assessing 
in  the  metal  of  commerce  the  national  daily  value  of 
Sir  Philip  Sidney.  Neither  Wolfe  nor  Sir  John  Moore 
nor  Nelson  nor  his  Grace  of  Wellington  would  have 
served  the  king  with  less  devotion  had  the  rates  of  pay 
been  less  than  they  were,  or  had  even  they  been  non- 
existent. These  were  leaders  in  the  art  of  war,  the  in- 
spiration of  the  age,  and  it  is  perhaps  unfair  to  quote 
them  as  instances  of  the  futility  of  daily  money  values 
in  the  military  Services  of  the  Crown,  but  it  is  never- 
theless true  that  soldiers  or  sailors  have  never  in  recent 
centuries  selected  their  professions  with  a  view  of  earthly 
prosperity.  Piracy,  the  Stock  Exchange,  the  law,  and 
other  professions  of  a  similar  nature  all  held  and  still 
hold  greater  and  more  certain  possibilities  of  wealth. 
It  is  the  soul  and  not  the  substance  which  makes  the 
great  soldiers. 

Yet  it  is  unfair  to  historic  truth  to  forget  that  in- 
adequacies of  pay  in  the  lower  ranks  were  made  up  in*- 
time  of  war  by  loot  gained  by  vigour  in  action.  Loot 
to-day  is  the  privilege  of  the  civilian  who  serves  his 
country  best  by  remaining  far  from  the  fields  of  war 
in  a  security  gained  at  the  cost  of  those  in  whom  the 
old  spirit  of  service  survives.  Hence  it  is  necessary  that 
the  soldier  of  to-day  should  be  paid  a  living  wage.  No 
longer  is  the  officer  drawn  exclusively  from  a  class  in 
which  wealth  was  common.  The  noble  and  the  gentle 
classes  of  to-day  are  in  general  possessed  of  but  mode- 
rate means,  and  it  is  no  longer  possible  for  them  to  serve  r 
the  country  entirely  at  their  own  expense. 

The  Great  War  has  passed,  and  with  it  many  of  the 
habits  and  customs  of  long  gone  days.  The  world  is 
changed,  and  the  conditions  of  existence  are  no  longer 
the  same.  It  is  no  longer  possible  to  rely  on  the  spolia- 
tion of  a  defeated  enemy  for  the  maintenance  of  officers 
and  men  of  the  victorious  army.    Wars  are  too  few  to 


make  such  a  system  profitable  to  the  military  or  charm- 
ing to  the  civilian.  Hence  the  three  Services  have  in 
the  past  few  weeks  reorganised  the  conditions  of  service 
which  formerly  were  the  rule.  On  July  21st  the  Air 
Ministry  issued  a  minute  outlining  the  new  scale  of  pay 
in  the  Royal  Air  Force  in  so  far  as  officers  were  con- 
cerned, and  it  is  with  that  minute  that  I  propose  to  deal 
in  this  paper. 

The  most  prominent  feature  of  the  new  scale  is  the 
disappearance  of  flying  pay.  No  longer  is  any  officer 
to  receive  any  additional  remuneration  because  he  is 
called  upon  to  fly.  With  the  exception  of  certain 
specialist  services  of  a  non-executive  kind  (such  as  the 
chaplains,  the  dentists,  and  the  doctors),  all  officers  of 
equal  rank  in  the  Royal  Air  Force  will  receive  an  equal 
rate  of  pay.  It  is  true  that  in  order  to  allay  criticism 
it  is  laid  down  that  all  executive  officers  in  the  Service 
shall  be  trained  as  pilots,  and  will  be  liable  to  carry  out 
flying  duties  at  any  time.  But  in  practice  the  difference 
fiom  present  conditions  will  be  but  slight.  No  man  can 
do  two  things  at  once  with  adequacy  and  efficiency,  and 
it  is  absurd  to  expect  staff  officers  or  those  specially 
engaged  in  administrative  or  technical  work  to  do  the 
duties  of  a  pilot  as  well,  even  though  these  duties  may. 
be  intermittent. 

Many  flying  officers  have  held  the  opinion  that  the 
risks  attendant  on  their  mode  of  life  should  be  recom- 
pensed by  additional  payment.  They  have  regarded 
with  faintly  concealed  contempt  such  officers  as  have 
been  engaged  exclusively  in  non-flying  duties.  They 
have  never  given  proper  credit  to  these  others  for  the 
hard  work  and  the  mental  capacity  which  was  demanded 
by  an  efficient  execution  of  the  work  allotted  to  them. 
As  a  parallel  instance,  it  is  generally  known  that  the 
man  in  the  trenches  thinks  that  the  staff  officer  lives 
an  easy  and  guarded  existence,  and  that  his  uses  in  life 
are  not  very  high.  It  is  a  fallacy  which,  like  the  majority 
of  fallacies,  is  strongly  held  by  the  majority  of  people. 

The  service  of  the  King  is  not  and  cannot  be  a  career 
of  profit.  It  does  not  produce  millionaires.  Glory  may 
be  achieved,  but  never  fortune.  Heroism  cannot  be 
scaled  in  money  values,  nor  can  devotion  to  duty.  Nor 


: 


July  30,  1919 


The  Aeroplane 


391 


MARTINSYDE 

DESIGNERS  OP  THE  FAMOUS 

F4  FIGHTER 

WHIOH    ESTABLISHED  THE 

WAR  RECORD 

FOR   CLIMB   AND   SPEED   AT  HEIGHT. 


A  ROLLS -MARTINSYDE 


OF  THIS  TYPE  HOLDS 


THE  LONDON-PARIS  SPEED  RECORD, 

1    HOUR   15  MIN. 


COMMERCIAL  TYPE  A. 

ItNftUiBIBB  INVITED  FOR   PASSENGER — OH  MAIL — CARRYING  MACHINB8  OF  THIS  TYPB. 

SPECIFICATIONS  WILL  INCLUDE 

ROLLS-ROYCE  ENGINES, 

"FALCON"  285  H.P.,  or  "  EAGLE"  350  H.P. 


Loudon  Office  : 
17.  WATERLOO  PLACE, 

REGENT  STREET,  S.W.I. 
Talaphonea — 889  Recant;  4600  Garrard. 


MARTINSYDE,  LTD., 

WOKING,  ENGLAND. 

Talapbonat— 661,  662  and  663  Woking. 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING   WITH  ADVERTISER3 


392 


lHe  Aeropiane 


July  30,  1919 


does  it  cost  a  hero  (flying)  any  more  to  buy  a  beef- 
steak than  it  does  the  humbler  non-flying  officer.  Hence 
in  arranging  a  scale  of  pay  the  simplest  and  fairest  plan 
is  to  provide  each  rank  with  the  emoluments  necessary 
to  decent  existence,  irrespective  of  the  specific  duties  of 
each  category  of  the  rank.  It  is  a  privilege  to  be  heroic, 
and  bravery  is  not  a  financial  asset.  Each  officer  in  the 
Service,  so  long  as  he  does  his  duty,  is  essential  in  the 
scheme  of  things,  and  he  could  not  well  be  eliminated 
if  success  is  to  be  attained.  One  is  therefore  convinced 
that  the  Air  Ministry  have  chosen  the  right  course  in 
this  matter. 

The  special  rates  of  pay  (consolidated)  paid  to  staff 
officers  in  the  Royal  Air  Force  have  disappeared,  save 
in  the  case  of  officers  serving  at  the  Air  Ministry,  who 
all  receive  additional  pay  ranging  from  ^75  to  £100  a 
year.  This  is  intended  to  represent  the  additional  cost 
of  living  in  London.  Directors  and  Deputy  Directors 
who  sit  in  solitary  glory  in  whatever  evacuated  hotel 
or  other  building  may  from  day  to  day  house  the  Air 
Ministry   receive  special  rates,   irrespective    of  ranks. 


CONCERNING   KITE  BALLOONS. 

By  the  Late  W.  L.  Wade. 

To  the  older  readers  of  The  Aeroplane  the  early  history  of  the 
kite  balloons  in  this  war  is  fairly  well  known,  but  for  the  benefit 
of  those  wlho  have  but  recently  acquired  an  interest  in  aeronauti- 
cal matters  it  may  be  well  to  point  out  that  the  invention  of  the 
kite  balloon,  as  an  improvement  on  the  ordinary  spherical  captive 
observation  balloon,  must  be  credited  to  the  Germans. 

The  first  of  these  balloons  was  used  a  considerable  time  before 
the  outbreak  of  war,  and  the  Germans  employed  quite  a  number 
of  them  in  the  military  manoeuvres  of  the  years  immediately  pre- 
ceding hostilities. 

In  1914  neither  the  British  nor  French  Armies  possessed  a  single 
kite  balloon,  and  considerable  scepticism  evidently  existed  as  to 
their  probable  usefulness  in  war  time. 

Curiously  enough,  the  only  kite  balloon  in  the  possession  of  the 
Allies  at  the  outbreak  of  war  belonged  to  the  Belgian  Army,  to 
whom  it  had  been  sold  by  Germany,  probably  in  a  moment  of 
commercal  enthusiasm. 

The  Germans  very  quickly  put  large  kite  balloons,  which  inci- 
dentally were  known  by  the  name  of  the  firm  which  produced 
them,  Parseval-Siegsfeld,  into  operation  on  the  Western  front, 
and  they  soon  proved  a  valuable  adjunct  to  aeroplanes  in  con- 
nection with  artillery  spotting,  and  in  practice  they~  were  found 
to  be  a  great  deal  more  difficult  to  destroy  by  hostile  artillery  fire 
than  might  be  imagined.  In  those  days  also,  anti-aircraft 
measures  of  all  kinds  had  not  reached  a  very  high  state  of  effec- 
tiveness, so  that  the  Parseval-Siegsfeld  kite  balloons  were  found 
to  enjoy  a  considerable  degree  of  safety. 

The  Result  of  an  Agitation. 

Although  the  operations  of  these  machines  quickly  attracted 
the  interest  of  many  soldiers  on  active  service,  particularly  certain 
progressive  artillery  officers,  it  was  difficult  to  arouse  enthusiasm 
in  high  places  concerning  their  possibilities,  and  a  public  agita- 
tion arose,  'in  which  The  Aeroplane  took  a  pron  inent  part. 

Finally  tire  Royal  Naval  Air  Service  decided  to  add  one  more  to  its 
wide  range  of  activities,  and  therefore  established  a  Kite  Balloon 
Section,  an  experimental  and  instructional  station  being  estab- 
lished at  Roehampton  under  Lt.-Col.  (now  Prig -Gen.)  E.  M. 
Maitland,  with  Squadron-Commander  DelaComle  as  his  "Number 
One." 

A  number  of  balloon  units  were  organised  and  personnel  trained, 
and  before  long  a  number  of  balloons  were  sent  to  France  to 
assist  a  somewhat  sceptical  Army  in  the  punctual  and  correct  de- 
livery of  its  shells. 

The  possibilities  of  the  kite  balloon  as  a  purely  Naval  weapon 
were  also  appreciated,  and  certain  steamships  were  adapted  to 
carry  a  balloon'  for  observation  purposes  at  sea,  one  of  the  ships  ' 
being  sent  at  an  early  date  to  the  Dardanelles,  where  some  ex- 
tremely amusing  episodes  arose  as  the  result  of  the  lack  of  faith 
on  the  part  of  certain  "stick  and  string"  Naval  officers. 

After  a  short  experience  with  the  Naval  balloons  the  military 
authorities  were  so  impressed  with  the  results  that  they  promptly 
took  measures  for  the  acquisition  of  a  supply  of  balloons  manned 
by  personnel  drawn  from  the  Royal  Flying  Corps  ;  whereupon  the 
Naval  balloonists  were  told  to  look  for  other  spheres  of  activity. 
On  the  Western  Front. 

Before  very  long  the  chain  of  kite  balloons  which  appeared  to 
the  rear  of  either  side  of  the  fighting  line  became  such  a  source 
of  annoyance  and  danger  to  the  troops  which  served  as  the  targets 
of  the  guns  which  were  directed  by  the  different  balloons,  that  all 
belligerents  arrived  at  a  mutual  decision  to  clear  their  opponents' 
balloons  out  of  the  sky,  and  all  sorts  of  unpleasant  tactics  were 
adopted  with  this  end  in  view. 


Directors  have  an  increase  of  £500  per  annum  in  some 
cases  and  £1,000  in  others,  the  fixed  rate  being  ^2,000 
a  year.  Corresponding  improvements  are  made  in  the 
case  of  Deputy  Directors. 

But  these  aristocrats  of  the  administration  are  not 
interesting.  It  is  with  the  lower  ranks  of  officer  that 
one  must  first  deal.  Second  lieutenants  of  all  types 
now  receive  the  rate  of  pay  formerly  given  to  junior  fly- 
ing officers — 18s.  a  day — while  all  lieutenants  receive  23s. 
a  day,  rising  to  25s.  after  two  years'  service  in  the  rank 
— that  is  to  say,  a  final  increase  of  is.  a  day  over  the 
former  highest  rate  for  the  rank.  Thus  flying  officers 
gain  but  little  in  the  new  rates,  while  administrative 
subalterns  double  their  previous  pay.  There  will  be 
jubilation  amongst  the  office  files,  and  the  adjutant  will 
feel  that  he  has  not  lived  in  vain.  Even  staff  officers 
do  not  lose  under  the  new  system,  though  the  fact  that 
they  do  not  get  higher  pay  for  their  more  responsible 
and  more  wearying  work  will  reduce  the  desire  to  be 
posted  to  the  staff. 

(To  be  continued.) 


The  offensive  was  made  both  from  the  air  and  from  the  ground. 
Incendiary  bullets  had  not  then  reached  a  high  state  of  develop- 
ment, and  aftar  more  or  less  ineffectual  attempts  to  bomb  the 
balloons  from  overhead,  aeroplanes  were  specially  fitted  up  with 
batteries  of  rockets  which  proved  to  be  fairly  successful 

From  the  ground  anti-aircraft  guns  attaoked  the  balloons  .in 
the  air,  and  long-range  artillery  of  the  ordinary  type  made  it 
their  business  to  shell  the  winches  on  the  ground  with  the  object 
of  severing  the  mooring  cables.  These  latter  guns  were,  on  the 
whole,  much  more  successful  than  the  anti-aircraft  guns,  and  ren- 
dered it  necessary  for  the  balloon  operators  constantly  to  alter  the 
position  of  their  winches. 

Balloon  casualties  became  unpleasantly  frequent,  and  as  the 
destruction  of  their  crews  was  usually  a  secondary  result  of  the 
destruction  of  the  balloons,  it  became  necessary  to  devise  a  means 
of  escape  for  the  observers  when  their  balloons  were  set  on  fire. 

Then,  for  the  first  time  in  the  war,  the  parachute  was  put  into 
general  use,  and  although  it  constituted  a  measure  of  safety_  to 
the  balloon  observers  it  also  added  one  more  trial  to  their  lives, 
owing  to  its  then  comparative  uncertainty  of  operation  ;  and  it 
must  be  remembered  that  practice  jumps  were  necessary,  these 
being  a  great  deal  more  trying  to  the  nerves  than  forced  jumps  at 
moments  of  danger. 

As  a  rule,  the  early  parachutes  opened  properly  provided  they 
were  given  sufficient  time,  but  on  occasion  the  time  taken  was  so 
long  that  the  unfortunate  observer  fell  some  hundreds,  and  occa- 
sionally some  thousands,  of  feet  before  he  received  any  support. 
It  must  have  been  enough  to  deprive  almost  any  man  of  his  reason 
to  feel  himself  whizzing  through  the  air  and  to  look  up  overhead  - 
and  see  his  parachute  trailing  behind  him  looking  very  much  like 
a  crumpled  sheet. 

At  the  present  time,  of  course,  the  parachute  has  become  as  re- 
liable in  its  operation  as  almost  any  other  form  of  mechanical 
apparatus,  but  it  must  have  been  a  veritable  nightmare  in  the 
early  days. 

Important  Improvements. 

The  kite  balloon  as  produced  by  the  Germans  was  a  fairly 
crude  arrangement,  and  it  was  promptly  improved  by  the  Allies, 
notably  as  a  result  of  the  work  of  Capt.  Caquot,  of  the  French 
Army,  who  redesigned  the  balloon  in  such  a  manner  as  .  to  in- 
crease its  stability,  and  to  reduce  its  head  resistance,  which  re- 
sulted in  the  diminution  of  the  strain  on  the  mooring  cable  and 
thenceforth  throughout  the  war  it  was  regarded  as  indispensable 
to  the  efficient  use  of  artillery. 

In  the  meantime  the  Royal  Naval  Air  Service  had  been  left  to 
go  its  own  way  with  the  development  of  the  kite  balloon  as  a 
naval  instrument,  which  chiefly  found  service  in  connection  with 
anti-submarine  patrols  and  escorts  to  transport  and  mercantile 
shipping,  and  no  other  measure  did  more  to  destroy  the  morale  of 
the  crews  of  enemy  submarines.  In  this  connection  the  kite 
balloons  did  not  operate  only  from  special  ships,  but  they  were 
also  towed  from  the  sterns  of  destroyers,  patrol  boats,  and  in 
certain  instances  by  merchant  ships. 

The  last  use  to  which  kite  balloons  were  put  was  in  connection 
with  defence  against  hostile  bombing  aeroplanes,  kite_  balloons 
being  set  up  in  rows,  which  supported  rows  of  steel  wires  tech- 
nically known  as  "  aprons,"  which  were  calculated  to  obstruct  the 
passage  of  aeroplanes  in  the  dark.  These  kite  balloon  aprons  re- 
sulted both  in  moral  and  material  damage  to  the  raiders. 

Taking  it  all  round,  therefore,  the  kite  balloon  has  been  a  de- 
decidedly  important  factor  in  the  war,  and  it  is  not  beyond  possi- 
bility that  further  may  be  heard  of  its  activities  in  connection  with 
civil  aerial  transport. 


July  30,  1919 


The  Aeroplane 


393 


KINDLY    MENTION    "  THE    AEROPLANE  »    WHEN    CORRESPONDING  WITH 


ADVERTISERS. 


394 


The  Aeroplane 


July  30,  19 19 


®*  WORLD. 


WNAUTICS 


^NEWS  OF  THE  WEEKrFROM  /ILL  QUARTERS^) 


An  Aeria!  Black  Maria. 

It  is  reported  from  the  United  States  of  America  that  for  the 
first  time  in  history  a  prisoner  is  to  be  transported  by  aeroplane 
from  the  place  where  he  was  captured  to  the  appointed  court  of 
trial. 

It  is  believed  that  by  this  system  of  giving  joy  rides  to  crimi- 
nals the  pre-dry  average  of  crime  may  be  kept  up,  as  it  is  said 
that  since  the  happy  days  of  dampness  law-breaking  has  de- 
creased, and  unless  some  inducements  are  given  to  criminals  it 
it  feared  that  some  of  the  police  will  be  thrown  out  of  employ- 
ment. 

Heavy-Weight  Aviators. 

A  writer  in  "  Country  Life  "  states  that: — "  Increase  in  size 
In  airships  means  an  increase  in  their  crew,  but  not  necessarily 
proportional  to  that  in  the  ship  itself.  Thus,  whereaa  the  crew  of 
the  R.34  weighed,  say,  five  tons — which  is  a  generous  allowance, 
as  we  are  not  actually  quoting  from  definite  figures — the  crew 
of  an  airship  of  five  times  the  size  and  nearly  ten  times  the  lift- 
ing capacity  might  be  reasonably  expected  pot  to  exceed  10  tons.'' 

One  agrees  that  the  estimate  of  five  tons  as  the  weight  of  the 
ciew  of  the  R.34  is  a  generous  one,  as  it  implies  that  each 
member  of  the  crew,  even  including  the  cat,  must  have  weighed 
about  25  stone. 

The  Flying  Ring. 

According  to  "The  Aerial  Age"  of  America  : — 

"  The  recruiting  service  of  the  Army  has  planned  a  novel  stunt 
in  connection  with  their  recruiting  campaign.  A  boxing  match 
aboard  an  aeroplane  will  take  place  over  Camp  Dix,  providing  the 
New  Jersey  State  Boxing  Commission  enters  no  objection,  though 
how  far  above  the  earth  the  authority  of  the  commissioners  may 
run  is  a  question. 

"Lieut.  John  S.  Donaldson,  of  the  First  Pursuit  Squadron, 
challenged  all-comers  to  meet  him  with  gloves.  The  challenge 
was  accepted  by  Lieut.  Leroy  M.  Wightman,  a  machine-gun  offi- 
cer handy  with  the  padded  mits.  The  boxers  will  be  belted  within 
a  tiny  ring  in  the  tonneau  of  a  large  bombing  plane  so  that  there 
will  be  no  danger  of  a  plunge  to  earth  in  rase  of  a  knockout. 
The  flying  ring  will  be  driven  by  Sergeant  John  Moore,  and  it  is 
planned  to  have  the  referee  and  timers  in  another  plane  that  will 
keep  alongside  the  boxers'  plane  so  that  they  can  judge  the  points 
and  time  the  rounds." 

The  chief  difficulty  seems  to  be  the  provision  of  view  points  for 
spectators.  If  hundreds  of  aeroplanes  carrying  sport-loving  pas- 
sengers circle  round  the  "  flving  ring  "  there  may  be  an  exciting 
time. 

Flying  Chaperones. 

An  American  periodical  reports  that  : — "Because  a  student  at 
Vassar  took  a  long  air  ride  with  a  young  lieutenant  in  the  U.S. 
Air  Service,  the  possibilities  are  that  aeroplane  joy  rides  may 
become  prohibited  by  the  social  laws  of  Vassar  College.  The 
student's  name  has  been  withheld,  but  because  of  her  exploit  the 
students  have  considered  inserting  rules  for  aeroplaning  into  the 
laws,  which  are  made  and  enforced  by  the  students'  association. 

"An  army  aviator  was  flying  over  the  college  grounds,  and 
landed  in  the  driving  park.  He  asked  one  of  the  students  stroll- 
ing nearby  whether  she  would  care  to  ^o  up  with  him,  and  she 
accepted.  It  is  not  yet  decided  whether  this  is  a  violation  of  the 
rule  against  going  riding  unchaperoned,  but  aviators  are  advised 
for  the  present  to  use  three-passenger  planes." 

The  point  that  is  not  clear  is  whether  each  young  army  aviator 
is  expected  to  carry  his  own  chaperone  in  his  three-seater  or  if  he 
is  to  rely  upon  local  resources  for  the  supply  of  one  when  the 
exigency  arrives. 

One  suggests  that  the  former  is  the  more  practical  scheme,  and 
that  an  official  corps  of  flying  chaperones  should  be  organised, 
and  that  they  should  wear  the  observer's  wings,  with  perhaps  a 
heart  in  place  of  the  conventionalised  eye. 

Conductors  to  

In  view  of  airship  accidents  a  number  of  writers  in  the 
lay  Press  have  been  suggesting  that  all  airships  should  be  fitted 
with  lightning  conductors.  The  columns  of  hot  air  written  on 
this  subject  would  form  excellent  conductors,  doubtless,  but  the 
people  who  make  the  brainy  suggestion  do  not  point'  out  a  practi- 
cal method  of  conveying  the  electric  fluid  to  earth.  An  unearthed 
conductor  would  be  an  invitation  to  lightning.  Can  it  be  that 
this  sort  of  thing  is  part  of  the  Bolshcvic  propaganda? 


In  the  Fashion. 

Reuter  has  announced  a  strike  of  mail  pilots  in  the  United 
States  of  America.  It  was  declared  on  Friday,  July  25th,  fol- 
lowing on  the  refusal  of  the  Post  Office  Department  to  reinstate 
two  pilots  who  had  been  discharged  on  account  of  refusing  to 
ascend  in  fog  recently.  The  New  York-Chicago  air  .mail  service 
is  affected.  , 

His  Master's  "  Hum.'1 

"  A.  R.  E.  M.,"  in  the  "  Dundee  Advertiser,"  has  been  telling 
some  dog  stories.    He  writes  : — 

"  During  the  war  most  air  stations  had  their  full  complement 
of  canine  mascots.  Quite  a  number  of  these  dogs  were  confirmed 
fliers,  and  I  knew  several  of  them  who  had  done  enough  hours  in 
the  air  to  qualify  for  their  '  wings  '  long  before  the  Armistice. 

"  A  .  .  .  remarkable  animal  is  a  fox-terrier  which  belongs  to 
one  of  our  best-known  airship  pilots.  The  first  time  this  dog  was 
taken  for  a  flight  he  got  so  terrified  that  he  jumped  out  of  the  ship 
and  fell  fully  twenty  feet  to  the  grcund. 

When  he  was  taken  up  on  subsequent  occasions  the  precaution 
was  taken  of  tying  him  in,  but,  strangely  enough,  he  showed  no 
ftar  afterwards,  and  made  no  efforts  to  get  swiftly  back  to  earth. 
This  dog  has  up  to  date  done  considerably  over  100  hours'  flying. 

"  The  most  remarkable  thing  about  him,  however,  was  this.  By 
some  wonderful  means  he  always  knew  his  master's  airship  when 
it  was  coming  home.  Two  or  three  ships  might  come  in  from 
patrol  perhaps  at  dusk,  and  he  would  pay  no  attention  to  them. 
Then  presently  his  master's  ship  would  be  sighted,  and  away  he 
would  go  down  to  the  landing-ground  to  welcome  it. 

"  None  of  those  who  noticed  him  doing  this  time  after  time 
knew  how  he  was  able  to  distinguish  one  ship  from  the  other. 
Perhaps  there  was  something  in  the  hum  of  the  engine  that  he 
recognised,  or  perhaps  it  was  just  instinct — >out  the  fact  remains 
that  he  undoubtedly  did  know." 

An  Aerial  Grand  Stand. 

According  to  a  correspondent  of  "  The  Times,"  "  an  aerial 
wedding  was  the  feature  of  the  New  York  police  athletic  meeting 

 when  Miss  Wily  Schaeffer,  of  this  city,  and  Lieutenant 

George  Burgess,  of  the  United  States  Aviation  Corps,  were 
married  in  mid-air  with  the  assistance  of  the  wireless  telephone. 
The  ceremony  was  performed  by  the  Rev.  Alexander  Wouters  in 
the  presence  of  thousands  of  people  at  a  height  of  2,000  feet. 

"The  young  couple  ascended  in  one  machine  while  the  clergyman 
was  a  passenger  in  a  second  aeroplane,  from  which,  using  a  wire- 
less telephone,  he  read  the  marriage  service  and  heard  the  bride 
and  bridegroom  exchange  their  vows.  The  witnesses,  the  best 
man,  and  the  bridesmaid  remained  on  terra  firma,  where,  together 
with  the  crowd  which  filled  the  grand  stand,  they  could  hear  every 
word  of  the  service  by  means  of  megaphones  attached  to  wireless 
telephone  receivers." 

After  reading  of  the  attendance  of  "  thousands  of  people  at  a 
height  of  2,000  feet."  one  is  disappointed  to  read  in  the  second  para_ 
graph  that  these  wedding  guests  were  in  a  grand  stand  on  the 
ground. 

One  wonders  how  much  further  this  kind  of  imbecility  can  go. 

In  Haste. 

According  to  the  "Aerial  Age,"  of  America,  "  Lieut.  Warren 
P.  Kite,  for  twenty-two  months  instructor  at  Kelly  Field,  eloped 
with  Miss  Orpha  Kate  Arnold,  ranch  owner  and  oil  operator  of 
Lamed,  Kans.  After  a  55-mimite  flight  he  landed  at  Hays,  where 
the  ceremony  took  place.  Lieut.  Kite  arrived  at  Larned  nine  days 
previous  to  the  wedding,  in  order  to  participate  in  local  home- 
coming celebrations,  during  which  he  became  acquainted  with  the 
bride. " 

One's  experience  of  American  methods  of  non-production  of 
aeroplanes  during  the  war  led  one  to  believe  that  the  reputation  for 
"  hustle  "  previously  held  by  the  U.S.A.  was  overrated.  But 
Lieut.  Kite  is  evidently  one  of  the  much-advertised  "  do-it-now  " 
type.  To  have  eloped  by  aeroplane  with  a  lady  he  had  met  only 
nine  days  previously  indicates  enterprise.  One's  good  wishes  are 
with  the  couple. 

A  Generous  Gift. 

Captain  Sir  John  Alcock  and  Sir  A.  Wliitten-Brown  have 
given  ^2,000  to  the  employees  at  Vickers'  Weybridge  works 
who  constructed  the  aeroplane  in  which  they  crossed  the  Atlan- 
tic. The  firm  is  supplementing  the  amount  to  make  it  sufficient 
to  pay  one  week's  wages  to  all  the  employees  aj  the  works. 


July  30,  1919 


The  Aeroplane 


395 


TURIN -LONDON 

via  Rome  and  Mont  Blanc 

1,500  miles  accomplished  on  a  700-h.p. 

FIAT 

BIPLANE 

at  speeds  varying  from  120 
to  160  m.p.h. — the  last  stage, 
Paris  to  London  (225  miles), 
being  covered  in  one  hour 
and  a  half.  The  12-  cylinder 
FIAT  engine  was  lubricated  with 


Mobiloils 

A  grade  for  each  type  of  motor 

VACUUM  OIL  COMPANY,  Limited, 
CAXTON    HOUSE,    WESTMINSTER,  S.W.i. 

Telegrams  :  "Vacuum,  'Phone,  London."  Telephone  :  Victoria  66ao  (6  lines). 


KINDLY    MENTION    '    THE    AEROPLANE"    WHEN    CORRESPONDING    WITH  ADVERTISERS 


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The  Aeroplane 


July  30,  1919 


EWORLD  of  AERONAUT 


On  Peace  Night. 

In  the  "  Referee  "  of  July  20th,  "  Dagonet  "  wrote  : — 
"  I  have  always  respected  peace,  but  on  the  night  of  July  19th 
I  looked  down  upon  it.  I  looked  down  upon  it  from  the  heavens 
above.  What  a  sight  !  At  first  I  hesitated  about  looking  down, 
because  I  was  afraid  it  would  make  me  giddy.  But  it  didn't.  My 
giddy  days  are  evidently  over.  I  felt  so  comfortable  that  I  was 
able  to  write  in  the  notebook  that  I  took  up  with  me.  I  thought 
of  writing  a  full  account  of  peace  night  as  I  saw  it  from  the 
aeroplane  and  dropping  the  sheets  down  one  by  one  addressed  to 
the  Editor  of  the  'Referee,'  with  a  written  request  that  anyone 
picking  them  up  would  carry  them  at  once  to  the  'Referee' 
office.  But  I  realised  that  there  might  be  more  difficulty  in  get- 
ting about  down  below  than  I  was  experiencing  up  above.  So  I 
reserved  my  description  for  a  more  convenient  occasion,  and 
asked  my  friend  to  put  me  down  near 'Salisbury  Square.  He  ex- 
plained that  it  was  within  the  four-mile  radiance — I  beg  pardon, 
radius — and  that  he  couldn't,  but  that  he  would  drop  me. on  the 
edge  of  the  radius.    And  he  did  " 

The  Production  of  Gas. 

The  world  of  aeronautics  and  the  production  of  gas — or  hot  air 
in  lieu  thereof — have  long  been  indissolubly  connected.  The  pre- 
sent note  deals,  however,  with  that  rarer,  more  silent,  and  efficient 
branch  of  the  subject  which  has  to  do  with  the  chemistry  and 
manufacture  of  hydrogen. 

Major  P.  Litherband  Teed,  A.R.S.M.,  A.I.M.M.,  has  during 
the  war  been  very  intimately  connected  with  the  production  of  the 
hydrogen  used  for  the  inflation  of  the  numerous  ligbter-than-air 
craft  which  have  been  used  in  H.M.  Service  during'  the  war,  and 
in  "  The  Chemistry  and  Manufacture  of  Hydrogen  "  (Edward 
Arnold;  price  10s.  6d.)  he  lias  embodied  the  latest  and  most 
up-to-date  information  as  to  the  qualities  of  hvdrogen  and  the 
various  processes  by  which  it  may  be  manufactured. 

The  chemistry  of  hydrogen  in  its  inorganic  combinations  and 
in  certain  of  its  more  'important  organic  compounds  is  dealt  with 
briefly,  but  in  a  manner  intelligible  to  those  whose  chemical 
knowledge  is  of  the  most  elementary.  Both  the  chemistry  and 
the  practical  methods  employed  in  the  various  methods  which  mav 
be  used  for  the  commercial  production  of  the  gas  are  described 
in  detail  and  the  advantages  and  disadvantages  of  each  process 
are  discussed. 

The  book  gives  lists  of  the  existing  patent.-,  which  affect  the 
various  papers,  and  terminates  with  an  appendix  giving  the  phy- 
sical constants  of  hydrogen  in  a  form  applicable  to  aeronautical 
use. 

A  Literary  Effort. 

The  story  of  their  pioneer  attempt  to  cross  the  Atlantic  is  told 
by  Mr.  H.  G.  Hawker,  M.B.E.,  A.F.C.,  and  Lieut. -Commander 
K.  Mackenzie  Grieve,  A.F.C.,  R.N.,  in  their  book,  "Our  Atlantic 
Attempt,"  published  on  July  15th  (Methuen.    3s.  6d.  net). 

The  preface  is  written  by  Major-General  the  Right  Hon.  J.  E. 
B.  Seely,  C.B.,  C.M.G.,  D.S.O.,  M.P.,  the  Under-Secretary  of 
State  for  Air.  Mr.  Hawker  has  written  most  of  the  chapters, 
and  seems  very  pleased  with  everyone,  and  showers  praise  on  the 
"  Daily  Mail,"  the  machine,  and  everything  connected  with  the 
flight. 

Lieut. -Commander  Grieve  tells  about  the  difficulties  of  navigat- 
ing, and  supplies  some  notes  on  the  flight. 

The  story  is  somewhat  disconnected,  and  there  is  some  duplica- 
tion of  facts,  but  it  is  quite  interesting  reading. 

Captain  Gordon  Aston 's  introduction  is  extraordinarily  sound 
and  well  written. 


The  Old  (1914-15.) 

R-otj.  Fir  Sol; -Lieut.  R.N.A.S 
055  Duty. 


Transport  in  the  Air  Services. 


Trxe  New 

(1918-19.) 
Deputy  Asst. 
Director  a\  Salvage 
irv  Pig-W&sW  ' 
or.  duty. 


The  Projected  Australian  Flignt. 

The  following  letter  has  been  received  : — 

Sir, — With  reference  to  the  scheme  for  the  formation  of  an 
Imperial  Aerial  Survey  Corps  which  I  have  seen  outlined  in  a 
contemporary  service  paper  I  trust  that  I  may  be  permitted  to 
express  an  opinion  on  this  matter,  which,  as  a  traveller  and  a 
soldier,  is  one  which  is  deeply  interesting  to  one  such  as  myself. 

It  is  indeed  gratifying  to  note  the  position  the  Australian 
Government  has  taken  with  regard  to  the  projected  Australian 
flight,  and  as  one  who  is  conversant  with  the  general  policy  of 
the  Commonwealth  Government,  I  think  we 'shall  find  that  our 
Overseas  Dominions  will  be  scoring  over  the  Mother  Country  as 
regards  commercial  aviation.  I  say  this  having  in  mind  the 
persistent  procrastination  of  the  responsible  authorities  at  Home 
dealing  with  this  crucial  matter. 

We  have  sufficient  evidence  ro  confirm  what  I  have  previously 
said  when  we  read  that  the  Australian  Government  are  doing 
everything  that  is  possible  to  assist  their  flying  men  in  obtaining 
a  thorough  training  before  undertaking  the  more  serious  work 
of  piloting  machines  across  the  southern  seas. 

If  only  our  own  official  mandarins  would  take  a  more  broad- 
minded  view  of  the  matter  and  dispense  with  the  innumerable 
Governmental  channels  there  is  every  reason  why  we  too  should 
now  open  a  much  brighter  prospective  future  for  those  numerous 
pilots  who  at  present  see  no  hope  of  utilising  their  war  experience 
on  a  profitable  basis.  By  this  principle  we  can  show  our 
Colonies  that  we  have  a  sporting  Government  out  to  play  the 
game  by  our  fighting  men  in  addition  to  furthering  our  aviation 
future.         F.  W.  Nicholson  (late  B.E.F.,  and  W.  Australia). 

The  War  and  Victory  Medals. 

The  following  letter  has  been  received  : — 

Sir, — May  I  bring  to  your  notice  the  fact  thai  the  men  who 
manned  the  anti-aircraft  searchlights  and  guns  in  England  are 
not  included  in  the  award  of  the  British  war  and  victory  medals? 

Many  of  us  during  the  war  volunteered  for  service  overseas, 
but  were  refused  on  the  grounds  that  we  were  just  as  much  on 
active  service  repelling  hostile  aircraft  at  home  a^  if  we  were  in 
France. 

Now,  at  the  end  of  the  war  we  find  ourselves  with  nothing 
to  show  for  our  services,  while  several  people  who  "entered  a 
theatre  of  war  "  and  are  entitled  to  the  medals  never  heard  a 
shot  fired. 

In  view  of  the  fact  that  the  old  R.F.C.  and  R.A.F.  -airmen  who 
composed  the  Home  Defence  squadrons  are  to  receive  the  tnedai, 
surely  we,  who  contributed  in  no  small  measure  to  the  success  of 
the  Anti-Aircraft  Defence,  are  entitled  to  some  recognition? 

Ex'Sappf.k. 

Pensions  for  R  A  F.  Officers. 

Sir, — I  should  be  glad  if  you  would  kindly  allow  me  to  draw 
the  attention  of  your  readers  to  a  misleading  paragraph  in  The 
Aeroplane  entitled  "  Pensions  for  R.A.F.  Officers." 

No  doubt,  a  number  of  ex-officers  will  regard  this  announce- 
ment as  a  genuine  offer  to  consider  their  claims,  but  the  majority 
will  probably  regard  it  as  a  farce,  which  I  can  prove  it  is. 

In  June,  1916,  whilst  serving  in  France  as  a  private,  my  O.C. 
advised  me  to  apply  for  a  commission.  I  acted  upon  his  in- 
structions, and  applied  to  the  R.F.C.  people,  who  sent  me  chasing 
over  half  of  France  to  be  examined  by  various  doctors.  Not 
satisfied  with  their  findings,  which,  strange  to  say,  all  agreed 
that  I  was  Ai  and  fit  to  fly,  the  Great  Ones  told  me  to  report 
in  London  at  the  Hotel  Cecil,  where  I  was  again  examined  by 
a  civilian  doctor,  the  only  gentleman  I  ever  met  in  the  R.F.C. 
holding  an  official  position,  as  distinguished  from  the  R.F.C. 
who  did  fly.  This  doctor  agreed  with  my  former  examiners, 
and  I  was  sent  back  to  France  to  await 
developments.  About  the  last  week 
in  July  I  received  a  telegram  from  the 
War  Office  .to  inform  me  that  I  was  a 
full-blown  second  lieutenant.  A  few 
days  later  a  letter  arrived  from  the 
War  Office  containing  instructions  re 
kit  and  reporting  orders. 

Whilst  in  training  in  England,  I  ex- 
perienced pains  in  my  body,  which 
became  so  acute  that  I  was  one  day 
carried  from  the  aerodrome  to  my 
quarters,  a  draughty,  leaky  hut,  and 
I  lay  there  until  the  doctor  arrived. 
Certain  other  events  transpired,  and  I 
was  sent  for  a  Medical  Board  to  the 
Hotel  Cecil,  where  I  was  pronounced 
"Unfit  any  duty  for  three  months." 
At  the  expiration  of  this  period  I 
was  again  "boarded  "  and  pro- 
nounced "  Unfit  for  any  duty  for  six 
weeks."  Eventually  I  was  kicked  out 
as  "Unfit  as  pilot  or  observer"  and 
granted  ^33 .  For  over  twelve  months 
1    was    under    my    own  doctor's  in- 


July  30,  1919 


The  Aeroplane 


397 


Machine  design  Regd.  No.  668379. 


"Through -Express"  to  Anywhere 

It's  great  to  feel  the  glorious  freedom  of  the  Open  Road :  to  be  able  to 
laugh  at  railway  stations,  barriers  and  straps.    A  wonderful  independence 

is  yours  if  you  own  an 


TRADE  MARK 


the  dependable  little  motor-machine — that  will  take  you  where  you  want 
to  go  in  comfort,  at  lif&le  cost  and  with  safety — anywhere,    any  time. 

And  the  A.B.C   Skootamota  is  priced  at  a  price  you  are  willing  to  pay. 

Full  particulars  in  Booklet  No.  24  from  the  sole  manufacturers  : — 

GILBERT  CAMPLING,  Ltd.   (Members  M  T.  A  ), 


1,  Albemarle  Street, 


Piccadilly,  London,  W.  1 


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398 


The  Aeroplane 


July  30,  1919 


^WORLD  °f AERONAums  o 

structions  and  received  treatment  for  rheumatism.  I  was  treated 
at  various  military  hospitals  for  the  same  complaint,  and  although 
I  frequently  sent  particulars  of  my  case  to  the  Ministry  of  Pen- 
sions, accompanied  by  medical  certificates,  I  could  not  get  any 
satisfaction  until  I  threatened  to  state  my  case  in  the  Press. 
Then  the  "  Heroes  of  the  Great  War  "  sat  up,  rubbed  their 
eyes,  and  did  something  in  this  fashion. 

One  morning  at  10  o'clock  an  orderly  in  the  R.A.M.C.  arrived 
at  my  home  and  presented  me  with  a  note  instructing  me  "  to 
report  at  the  2nd  Western  General  Hospital,  Manchester,  at 
9.30  a.m.,  February  12th,  1918,  for  a  Medical  Board."  It  was 
then  half  an  hour  after  time,  but  I  went  to  the  hospital  and 
received  a  "  ticking-off  "  from  a  colonel  for  coming  late.  I 
allowed  the  gentleman  (?)  to  finish  his  speech,  and  then  pointed 
out  to  him  what  had  taken  place.  He  merely  grunted,  "  Sit 
down  ;  I'll  see  you  presently,"  and  he  left  me.  A  few  minutes 
later  I  was  joined  by  a  captain  of  the  R.A.M.C.  on  leave  from 
the  East,  and  seeking  an  extension  of  leave  on  the  grounds  of 
being  "  unfit  to  travel."  The  colonel  then  returned,  accom- 
panied by  a  corporal,  and  after  a  few  words  with  my  captain 
acquaintance  he  turned  to  me  and  said,  "  Oh,  yes,  now  and 
how  do  you  feel?" 

They  all  three  then  sat  round  a  table,  and  the  corporal 
R.A.M.C.  began  to  question  me.  I  at  once  asked  the  colonel 
if  this  sitting  was  my  Board,  and  he  replied,  "  Yes,  we  are 
conducting  this  hospital,  not  you."  To  which  I  replied,  "  Well, 
sir,  if  you  can  derive  any  satisfaction  from  that,  you  are  wel- 
come to  it ;  but  I  shall  take  this  matter  further.  You  first  of 
all  bungle  the  appointment,  then  you  press  into  service  an  officer 
who  is  not  fit  for  duty  on  his  own  admission,  and,  to  crown  the 
lot,  you  sit  there  whilst  a  corporal  performs  the  duties  of  a 
qualified  medical  man."  The  corporal  then  picked  up  a  sheet, 
which,  I  presume,  was  my  medical  histcy,  and  said,  "  He  is  all 
right,  sir;  only  post-influenza."  I  was  then  told  to  go,  and  a 
few  days  later  I  received  a  letter  from  the  Ministry  of  Pensions 
which  read,  "  As  your  disability  was  not  due  to  nor  aggravated 
by  Military  Service,  you  are  not  eligible  for  any  further  grant 
from  the  funds  at  the  disposal  of  this  Department."  The 
Ministry  of  Pensions  has  in  its  possession  all  these  facts  and 
offers  from  me  to  prove  all  that  I  have  said,  and  an  offer  to 
place  my  correspondence  before  them,  and  yet  nothing  is  done. 
I  was  never  treated  for  influenza  in  my  life,  but  my  protests  are 
of  no  avail. 

Now,  if  any  of  your  readers  expect  genuine  consideration  after 
what  I  have  written  and  can  prove,  they  are  indeed  optimists  of 
a  high  order.  In  conclusion  let  me  say  that  I  have  been  in 
communication  for  the  past  two  years  with  the  Ministry  of 
Pensions.  An  Engineer. 


Martinsyde,  Ltd.'s,  Athletic  Sports. 

On  July  iqth,  Martinsyde,  Ltd.,  of  Woking  and  Brooklands, 
held  their  annual  athletic  sports  meeting  under  the  auspices  of  the 
Martinsyde  Recreation  Club.  The  meeting  was  a  great  success 
despite  the  Tact  that  it  was  held  on  the  day  rhosei'  for  the  official 
celebration  of  Peace,  and  also  that  the  weather  was  not  all  that 
might  have  been  desired. 


THE  ROYAL  AERO  CLUB. 

A  meeting  of  the  Flying  Services  Fund  Committee  was  held  on 
Wednesday  last,  July  16th,  1919,  when  there  were  present  :  — Lieut. -Col. 
T.  O'B.  Hubbard,  M.C.,  R.A.F  (in  the  chair),  Mr.  Chester  Fox  and  Mr. 
Stevenson  (Assistant  Secretary). 

Grants  and  Allowances. — The  following  Grants  and  Allowances  were 
made  :  — 

(41)  An  allowance  of  £3  a  month  for  three  months  to  the  mother  of 
a  C.P.O.II  in  the  Royal  Naval  Air  Service- who  had  been  killed  on 
active  service. 

(45)  A  Grant  of  &x  to  an  Ex-ist  Class  Air  Mechanic  in  the  Royal 

Flying  Corps  who  had  been  incapacitated  on  active  service. 
(74)  A  Grant  of  /,io  to  the  mother  of  a  Corporal  in  the  Royal  Flying 

Corps  who  had  been  killed  on  active  service 
(83)  An  allowance  of  £3  a  month  for  six  months  to  the  widow  of  a 
1st  Class  Air  Mechanic  in  the  Royal  Flying  Corps  who  had  been 
killed  on  active  service. 

(116)  An  allowance  of  £4  a  month  for  six  months  to  the  widow  of  a 
3rd  Class  Air  Mechanic  in  the  Royal  Air  Force  who  had  been 
killed  on  active  service. 

(132)  An  allowance  of  £1  a  month  for  six  months  to  the  mother  of  a 
Private  in  the  Royal  Air  Force  who  had  died  on  active  service. 

(134)  An  allowance  of  £2  a  month  for  six  months  to  the  widow  of  a 
Sergeant  in  the  Royal  Flying  Corps  who  had  died-  on  active  ser- 
vice. 

'138)  The  school  fees,  etc.,  for  at  least  one  year,  of  the  child  of  the 
widow  of  a  Private  in  the  Royal  Air  Force  who  had  died  on  active 
service. 

(188)  An  allowance  of  £1  a  month  for  six  months  to  the  widow  of  a 
Private  in  the  Royal  Air'Force  who  had  died  on  active  service. 

(22p)  An  allowance  of  £2  a  month  for  twelve  months,  to  pay  the  rent 
of  her  house,  to  the  mother  of  a  Sergeant  in  the  Royal  Air  Force 
who  hadljecn  killed  on  active  service. 

(221)  An  allowance  of  £z  10s.  a  month  for  six  months  to  the  widow 
of  a  Sergeant  in  the  Royal  Air  Force  who  had  died  on  active  ser- 
vice. .  --v 
223)  An  allowance  of  £2  a  month  for  six  months  to  the  widow  of  a 
2nd  Class  Air  Mechanic  in  the  Royal  Air  Force  who  had  died  on 
active  service. 


The  Deatn  of  Madame  de  la  Roche. 

On  July  18th  Madame  de  la  Roche,  wrongly  called  Baroness 
by  the  daily  Press,  was  killed  while  living  as  a  passenger  with 
M.  Barrault,  at  the  Crotoy  Aerodrome.  The  pilot  also  was 
killed. 

Originally  an  actress,  she  learned  to  fly  on  a  \  oisin  of  the 
earliest,  type — fitted  with  side  panels,  Vivinus  engine,  and  all  the 
other  horrors  of  immaturity — at  Mourmelon  in  the  autumn  of 
1909,  taking  her  pilot's  certificate  on  October  21st  of  that  year. 
Towards  the  end  of  the  year  or  the  beginning  of  1910  she  had 
her  first  serious  flying  accident  and  broke  her  leg.  Undeterred 
she  flew  again  immediately  after  her  recovery,  and  in  June,  1910, 
she  was  a  competitor  at  the  second  aviation  meeting  at  Reims. 
Here  on  one  fatal  day  she  was  brought  to  ground  through  be- 
coming involved  in  the  backwash  of  another  machine,  the  pilot 
of  which  was,  perhaps  unjustly,  thought  to  have  brought  about 
the  accident  -  deliberately.  Her  injuries,  were  serious,  both  her 
legs  and  one  of  her  arms  being  fractured. 

Though  she  might  at  this  stage  have  relinquished  the  practice 
of  aviation  without  discredit,  she  again  took  to  the  upper  atmo- 
sphere so  soon  as  she  was  fit.  This  ti  ne  -she  transferred 
her  loyalty  to  the  Farman  firm,  and  created  several  world's 
records  for  height  and  duration  in  women's  classes.  She  and 
Madame  Dutrieu  were  keen  rivals,  and  shared  such  glory  as  was 
then  open  to  women  in  the  new  art. 

Recently,  on  a  Caudron  biplane  she  raised  the  height  record 
for  women  pilots  to  16,000  feet. 

During  the  war  it  is  said  that  she  made  a  series  of  endeavours 
to  enter  the  French  Aviation  Service,  but  naturally  without 
success. 

Singularly  beautiful,  she  was  imbued  with  a  high  spirit  of 
courage.  She  descended  to  no  cheap  methods  of  self-advertise- 
ment, and  devoted  her  sincerest  efforts  to  the  furtherance  of  the 
best  interests  of  aviation.  Though  she  excelled  in  what  is  at 
present  essentially  a  man's  sport  and  profession,  she  never  lost- 
that  feminine  charm  which  enthralled  all  who  knew  her.  Beauty 
.done  gains  many  adherents,  but  when  it  is  allied  with  the  subtle 
attraction  which  made  all  France  the  slave  of  Ninon  de  l'Enclos 
there  are  none  who  fail  to  be  enthralled. 

Coming  Events. 

August. 

Friday,  August  1st. — Amsterdam  Aircraft  Exhibition  opens. 

Saturday,  August  2nd,  Sunday,  August  3rd.  and  Monday,  August 
4th. — Tenth  London  Aviation  Meeting  at  Hendon. 

Tuesday,  August  5th. — Handley  Page  Social  and  Athletic  Club's 
Sports.    Starting  at  12  midday  at  Cricklewood  Lane. 

Saturday,  August  16th. — R.N.A.S.  Officers'  (Hendon)  Dinner  at 
the  Cafe"  Royal. 

Thursday,  August  21st.— R.A.F.  Annual  Athletic  Meeting  at 

Stamford  Bridge. 

Sunday,  AmfuVt  24th  to  Sunday,  August  31st. — The  "Avenir's" 
Tour  de  France  AeYien  is  due  to  start. 

Saturday,  August  30th. — Hendon-Brighton-Tiendon  Air  Race  at 
Hendon  Aerodrome. 

September. 

Wednesday,  September  10th. — Schneider  Cup  Competition, 
Bournemouth; 

Saturday,  Sept.  20th. — Hendon-Manchester-Hendon  Air  Race  at 
Hendon  Aerodrome. 

Date  to  be  Announced  Later. 
•  Hendon-Pnns-Hendon  Air  Race. 

(22b)  An  allowance  of  £2  a  month  for  six  months  to  the  widow  of  a 
Corporal  in  the  Royal  Air  Force  who  had  died  on  active  service. 

(227)  An  allowance  of  £2  a  month  for  six  months  to  the  mother  of  a 
2nd  Class  Air  Mechanic  in  the  Royal  Air  Force  who  had  been 
killed  on  active  service. 

(229)  An  allowance  of  £2  a  month  for  six  months  to  the  mother  of  a 
2nd  Class  Air  Mechanic  in  the  Royal  Air  Force  who  had  died  on 
active  service. 

(230)  An  allowance  of  £1  10s.  a  month  for  three  mouths  to  the  mother 
of  a  3rd  Class  Air  Mechanic  in  the  Royal  Air  Force  who  had  been 
killed  on  active  service 

(2-,i)  An  allowance  of  £2  a  month  for  three  months  to  the  mother  of 

a  2nd  Class  Air  Mechanic  in  the  Royal  Air  Force  who  l.ad  been 

killed  on  active  service 
(232)  An  allowance  of  ^1  10s.  a  month  lor  three  months  to  the  widow 

of  a  1st  Class  Air  Mechanic  in  the  Royal  Air  Force  who  had  died 

on  active  service 

(25-,)  An  allowance  of  £1  a  mouth  for  six  months  to  the  widow  of  a 
Trivate  in  the  Royal  Air  Force  who  had  died  on  active  service. 

JACQUES  SCHNEIDER  INTERNATIONAL  RACE. 

The  race  for  the  Jacques  Schneider  International  Trophy  will  be  held 
on  Wednesday,  September  10th,  1919,  at  Bournemouth.  The  course  will 
be  over  a  circuit  of  about  30  miles,  starting  from  Bournemouth,  and 
taking  in  Swanage  and  Christehurch 

Messrs.  S.  E.  Saunders,  Ltd.,  the  well-known  yacht  and  aircraft 
builders,  of  Cowes,  Isle  of  Wight,  have  kindly  placed  their  new  erecting 
.shops  and  slipways  at  the  disposal  of  the  Club  for  the  accommodation 
of  the  competing  machines. 

Machines  representing  the  British  Empire  must  be  ready  not  later 
than  September  isT,  1919 

The  Committee  of  the  Royal  Aero  Club  will  select  the  three  com- 
petitors to  represent  the  British  Empire,  and  reserves  to  itself  the 
right  to  hold  eliminating  trials 

Entries  are  to  be  made  to  the  Royal  Aero  Club,  3,  Chffoid  Street, 
London,  W.i,  not  later  than  July  31st,  1919.  Each  entry  must  be 
accompanied  by  the  Entry  Fee  of  £20. 


V 


July  3o,  i9i9  Xhe  Aeroplane  399 


KINDLY    MENTION    "THE    AEROPLANE"    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


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The  Aeroplane 


July  30,  191 9 


THE  R34 

On  Wednesday,  July  23rd,  the  Royal  Aero  Club  entertained  the 
officers  and  crew  of  R.  34,  togtther  with  a  number  of  distin- 
guished guests,  at  a  dinner  at  Princes'  Galleries.  Unfortunately, 
owing  to  the  extremely  bad  acoustic  properties  of  the  room,  it 
was  extremely  hard  to  iiear  what  anybody  was  saying. 

The  Duke  of  Atholl,  chairman  of  the  Royal  Aero  Club,  in  pro- 
posing the  toast  of  the  guests,  said  that,  thanks  to  the  Air 
Ministry,  we  had  not  got  stagnation  in  aviation  in  this  country. 
(One  may  here  .interpolate  the  remark  that,  as  his  Grace  of  Atholl 
said,  we  have  not  got  stagnation,  we  have  in  fact,  got  full 
speed  astern.  Perhaps  being  a  Scot  the  chairman  was  merely 
being  sarcastic.) 

Continuing,  the  Chairmari  said  that  throughout  the  voyage  the 
R.  34's  sorrows  were  our  sorrows,  and'  everybody  had  followed 
their  adventures  with  the  deepest  interest.  At  the  same  time  there 
was  nothing  new  under  the  sun,  and  man?  of  the  R.  34's  adven- 
tures were  quite  old.  He  himself  remembered  as  a  small  boy 
going  to  the  Royal  Aquarium  and  seeing  a  beautiful  lady  dressed 
in  blue  descend  from  the  air  after  being  fired  out  of  a  cannon.  The 
Americans  similarly  saw  a  beautiful  figure  in  blue  descend  from 
R.  34  when  she  arrived.  Also,  they  had  heard  that  the  favourite 
position  for  the  officers  of  R.  3-1  was  asleep  under  the  table.  There 
was  certainly  nothing  new  about  that. 

Becoming  serious,  the  Chairman  said  that  the  feat  was  one  of 
the  greatest  skill  and  endurance.  We  had  to  thank  our  late 
enemies  for  giving  our  Air  Force  its  chance.  The  first  Zeppelin 
that  came  over  this  country  did  more  good  than  any  other  mistake 
which  the  Germans  made.  This  voyage  of  R.  34  brought  America 
closer  to  England,  and  he  congratulated  the  officers,  crew,  de- 
signers, and  constructors  of  R.  34. 

Mr,  Davis,  the  American  Ambassador,  supporting  the  toast,  re- 
ferred to  the  personnel  of  R.  34  as  being  the  most  distinguished 
company  who  had  ever  visited  America.  Referring  to  the  chair- 
man's recollections  of  his  childhood,  he  said  that  he  himself  at 
country  fairs  remembered  beautiful  ladies  in  spangled  tights  de- 
scending by  parachutes  from  balloons,  but  he  had  never  been  able 
tc  reach  the  spot  where  they  fell  before  they  had  been  picked  up. 

Mr.  Davis  referred  to  a  note  of  Horace  Walpole's  written  in 
1785,  in  which  he  said  that  three  more  balloons  had  gone  up  that 
week,  and  added,  "  Now  that  we  have  an  aerial  fleet,  what  signi- 
fies the  loss  of  the  sea?  "  (It  would  be  well  if  people  in  these 
days  realised  the  truth  of  that  remark.)  The  Ambassador  con- 
cluded by  saying  that  America's  onlv  complaint  was  that  the  dis- 
tinguished gentlemen  of  R.  34  had  not  remained  longer  on  their 
shores. 

Major-General  Seely,  as  fluent  as  ever,  was  another  sup- 
porter. He  said  that  the  most  striking  feature  of  the  voyage  was 
the  reception  of  the  crew  in  the  United  States,  and  the  voyage 
was  worth  while  a  hundred  times  over.  He  remarked  that  the 
officers  of  R.  34  said  that  their  crew  were  the  -finest  chaps  they 
had  ever  sailed  with. 

Major-General  Sir  Hugh  Trenchard  who  also  supported  the 
toast  was  received  with  prolonged  applause.  He  said  that  the 
crew  of  R,  34  not  only  commanded  success,  but  deserved  it.  The 
R.A.F.  was  not  only  first  as  a  fighting  service,  but  remained  first 
in  the  paths  of  peace,  and  this  voyage  was  the  keystone  of  the 
arch  in  the  path  of  aircraft  progress  in  the  world's  peace.  -"He 
was  certain  that  there  must  have  been  perfect  confidence  and  co- 
operation between  all  ranks  in  the  ship. 

Confidence  would  always  win,  and  confidence  was  only  got  by 
sound  team  work,  and  that  again  was  only  got  by  hard  work  all 
round.  The  crew  of  R.  34  had  learned  to  work  thoroughly  to- 
gether. They  had  added  to  the  best  traditions  of  the  flying  ser- 
vices in  the  war,  and  had  set  a  new  tradition  for  the  Royal  Air 
Force. 

Mr.  H.  White  Smith  conveyed  the  congratulations  of  the  Society 
of  British  Aircraft  Constructors,  and  was  proud  that  the  construc- 
tors had  a  partnership  in  this  great  deed.  The  constructors  could 
now  turn  their  attention  to  commercial  purposes.  We  were  not 
yet  ahead  in  airships,  and  the  R.  34  was  very  like  the  Zeppelins  of 
1016.  There  was  need  for  development  in  aircraft  and  in  engines 
also.  People  rather  lost  sight  of  the  possibilities  of  airships,  but 
th°y  had  a  great  future. 

R.34's  Rept.ies. 

The  toast  of  the  R.34  having  been  duly  honoured,  Brig.- 
General  Maitland,  D.S.O.,  in  replying,  laid  particular  emphasis 
or.  the  fact  that  he  was  only  a  passenger  on  R.  34,  and  that  none 
of-  the  credit  for  the  voyage  was  due  to  him  He  stated  that  this 
fact  gave  him  a  better  opportunity  of  observing  the  splendid  work 

MANNERS  AND  CUSTOMS  IN  NE'V  YORK. 

Sir  Charles  Allom,  of  White,  Allom  and  Co.,  and  the  Gosport 
Aircraft- Co.,  was  ejected  from  the  lobby  of  the  St.  Regis  Hotel 
on  June  25th,  following  a  heated  argument  arising  out  of  the 
action  of  two  girls  in  soliciting  subscriptions  to  Mr  De  Valera's 
000,000  loan  for  the  "Irish  Republic." 

The  girls  displayed   a  Sinn   Fein  emblem    which  caused  Sir 


DINNER. 

done  by  the  officers  and  crew,  and  he  paid  a  most  glowing  tribute 
to  Major  Scott  commanding  R.  34.  He  recalled  that  an  Ameri- 
can paper  had  described  Major  Scott  as  "  a  portly,  ruddy-faced 
individual."  Personally  he  thought  that  these  qualities  gave  one 
confidence  in  Major  Scott.  His  men  had  followed  him  from  the 
Old  World  to  the  New,  and  from  the  New  to  the  Old,  and  he 
believed  that  they  would  follow  him.  from  this  world  to  the  next. 
Major  Scott  was  quite  imperturbable  in  any  emergency.  General 
Maitland  also  gave  thanks  to  the  Admiralty  Wireless  people,  to 
the  Marconi  Company,  and  to  the  Beardmore  and  Sunbeam  firms 
for  their  shares  in  the  enterprise. 

Turning  to  the  voyage  itself,  General  Maitland  said 'that  the 
Air  Ministry  had  sent  them,  firstly,  to  get  scientific  data,  secondly, 
to  demonstrate  the  possibilities  of  rigid  airships,  and,  thirdly,  to 
visit  Newfoundland  and  America.  They  had  learnt  a  great  deal, 
considering  that  airships  were  still  experimental.  For  instance, 
they  had  learnt  that  electrical  storms  could  be  surmounted.  They 
always  felt  perfectly  safe  with  Major  Cook  as  navigator.  Major 
Harris,  their  meteorologist,  was  a  real  wizard  in  his  own  science, 
and  he  believed  that  meteorology  would  become  a  popular  study. 
Captain  Durrant's  wireless  worked  well,  but  their  directional 
wireless  was  none  too  good.  Their  experiences  made  them  appre- 
ciate all  the  more  the  magnificent  performance  of  Read,  Alcock, 
Brown,  Hawker,  and  Grieve. 

As  to  the  utility  of  airships,  he  thought  that  they  would  be  use- 
ful in  locating  ice  fields,  which  were  a  danger  to  navigation,  and 
in  forestry  and  survey  work.  Also  airships  were  certainly  a 
method  of  avoiding  seasickness,  and  if  for  this  reason  only  he 
thought  airships  had  a  commercial  future.  As  regards  the  posi- 
tion of  our  airships,  he  thought  that  we  were  now  well  on  terms 
with  Germany  and  ahead  of  all  other  nations.  The  present  time 
offered  a  fine  opportunity  for  British  enterprise.  The  role  of  the  5 
airship  was  that  of  a  long-distance  non-stop  vehicle.  Aeroplanes 
would  work  in  with  airship  lines.  Each  type  had  its  own  advan- 
tages. General  Maitland  concluded  by  paying  a  warm  tribute  to 
the  reception  which  they  had  all  had  in  America. 

Major  Scott,  skipper  of  R.  ^4,  said  that  he  had  absolute  confi- 
dence all  along  in  his  ship  and  crew.  The  brain  of  an  airship 
pilot  had  to  be  full  of  figures,  and  he  had  to  be  for  ever  calculat- 
ing what  to  do  with  the  ship.  For  example,  owing  to  the  varia- 
tions in  temperature  an  airship  was  always  inclined  to  fly  nose 
down  in  the  evening  and  to  fly  nose  up  in  the  morning.  Electri- 
cal storms  had  the  effect  of  throwing  the  ship  about  suddenly 
without  warning,  and  their  effects  would  have  to  be  closely 
studied. 

Major  Scott  further  said  that  nothing  could  have  been  more 
perfect  than  the  arrangements  made  for  handling  the  ship  in 
America,  where  she  was  moored  out  for  a  hundred  hours  without 
shelter  of  any  kind.  He  said  that  Major  Cook's  navigation  was 
marvellous,  as  was  Major  Harris's  meteorology.  Officers  and 
men  backed  him  up  enthusiastically  right  through  ;  in  fact,  he  had 
to  order  Captain  Shotter,  the  engineer  officer,  to  go  to  bed 

Major  Cook  the  navigator,  remarked  that  on  this  voyage  he  did 
not  use  any  "  new-fangled  gilguys."  He  stuck  to  the  old-fashioned 
sextant  for  his  navigation.  He  had  had  good  advice  from  Lieut. - 
Commander  Grieve:  He  had  had  a  patent  gyroscopic  horizon 
sent  to  him  before  starting,  but,  unfortunately,  the  inventor  had 
forgotten  to  explain  how  it  worked.  He  found  that  a  cloud  hori- 
zon worked  quite  sufficiently  well.  An  ordinary  bomb  sight  was 
quite  useful  for  judging  drift  and  speed. 

Major  Harris,  the  meteorologist,  said  that  the  upper  air  was 
like  a  great  unexplored  world,  but  he  believed  that  future  study 
would  make  it  possible  that  the  danger  areas  could  be  buoyed  out. 
Cloud  strata  should  always  be  observed,  as  the  clouds  indicated 
almost  better  than  anything  else  the  actual  state  of  the  atmo- 
sphere. There  was  an  enormous  amount  of  investigation  to  be 
done.  He  suggested  that  there  should  be  a  meteorological  officer 
mi  every  airship  until  they  had  plotted  things  cut  a  bit.  He  also 
suggested  that  meteorological  information  from  land  stations 
might  well  be  boosted  up  by  two  or  three  hours.  All  countries 
should  help  in  compiling  the  world's  meteorological  knowledge. 

Major-General  Brancker,  proposing  the  health  of  the  chairman, 
referred  to  his  memory  of  transferring  the  Army  airships  to  the 
Admiralty,  when,  as  he  said,  the  airship  personnel  were  "  handed 
over,  kicking  and  biting,  to  the  Navy."  As  regards  the  future  of 
aeronautics,  he  said  that  we  had  now  got  to  face  hard  facts.  We 
had  been  absolutely  on  top  in  the  war,  and  we  must  keep  there 
in  peace.  The  future  of  the  British  Empire  depended  on  aviation, 
and  the  future  of  aviation  depended  on  the  Air  Ministry,  the 
Royal  Air  Force,  and  the  Royal  Aero  Club. 

Charles  to  protest  to  the  manager,  Mr.  Haan,  that  persons 
inimical  *.o  the  interests  of  the  Allies  were  being  harboured. 

Some  furfher  words  passed,  in  the  rourse  af  uhich  Sir  Charles 
declared  that  such  persons  were  traitors,  whereupon  he  was 
"•rasped  by  three  porters,  who  pushed  him  out  to  th(  pavement. 

Sir  Charles  offered  considerable  resistance,  and  his  hat  and 
cane  were  left  in  the  lobby.  The  incident  was  watched  by  a 
fashionable  crowd. 


July  30,  19 19 


The  Aeroplane 


* 

401 


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Since  the  Armistice,  the  subscription  list  01  the  Aeroplane  has  steadily  increased  :  an 
eminently  satisfactory  development  which  we  are  anxious  to  encourage. 

Of  the  many  books  published  on  the  war  on  the  Western  front,  none  conveys  a  more 
realistic  impression  of  the  work  of  a  particular  arm  than  FLYING  COLOURS 
by  Captain  H.  M.  S,  Saundby,  A.F.C.,  R.A.F.,  M.C.,  published  at  £2  2s.  net 
(Edition  de  luxe)  and  15/-  net  (Popular  Edition). 

Among  the  art  books  published  in  the  last  year  or  two,  none  can  claim  to  be  a  more 
faithful  reproduction  of  the  artist's  colour  scheme  and  that  indefinable  thing 
atmosphere. 

FLYING  COLOURS  is  a  permanent  memorial  of  the  life  of  "  the  pilot  in  action," 
as  Major-General  C.  B.  Ashmore  calls  him.  It  was  very  costly  to  produce,  and 
necessarily  the  price  to  the  public  had  to  be  high. 

Many  would  like  to  possess  it  who  do  not  feel  disposed  to  put  down  Two  Guineas  for 
the  larger  edition  or  Fifteen  Shillings  for  the  smaller. 

How  to  meet  their  views  ?  We  make  a  special  offer  to  any  subscriber  for  one  year 
to  the  Aeroplane  :  namely  to  give  him  the  right  to  purchase  either  edition 
at  half  price. 

All  he  need  do  is  to  send  us  the  accompanying  order  form  with  cheque  for  one  year's . 
subscription,  plus  £1  Is.  or  7s.  6d.  according  to  the  Edition  he  wishes  to  have. 

In  order  to  be  fair  to  current  yearly  subscribers  we  extend  the  ha!f-j  ice  concession  to 
them  also.  If  a  subscriber  has  paid  a  quarterly  or  half-yearly  subscription,  then  to 
secure  the  right  to  participate  he  should  send  the  balance  for  the  year. 

Subscribers  who  have  given  their  orders  through  the  trade,  and  not  direct  to  the  Aeroplane 
Office,  must  sign  the  form  below  or  a  copy  thereof,  and  hand  it  with  the  balance  on 
account  of  the  book  to  their  retailer  for  transmission  to  the  Aeroplane. 

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(7s.  6d.) ;  Richthofen's  "  Red  Air  Fighter  "  (3s.  6d.),  and  Gill's  "  The  Aerial  Arm  " 
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KINDLY  MENTION 


THE    AEROPLANE ' 


WHEN 


CORRESPONDING    WITH  ADVERTISERS 


402 


The  Aeroplane 


July  30,  1919 


THE   REORGANISATION   OF   THE  R.A.F. 


The  leader  in  The  Aeroplane  of  Wednesday,  June  18th,  makes 
one  think,  and  reporting,  as  it  does,  General  Trcnchard's  speech 
at  the  Independent  Air  Force  dinner,  makes  one  read  what  one 
might  otherwise  skip  with  alacrity.  What  is  the  gist  of  it  all? 
What  is  likely  to  develop  in  the  R.A.F.  ?  As  a  4-year  victim  of 
uniform  (in  aviation),  one  wonders. 

I,  unlike  you,  have  always  had  faith  in  the  Royal  Air  Force — 
the  single  control  of  flying  instead  of  the  dual  muddle  existing  in 
1014.  But  my  ideal  has  lived  as  an  ideal  only,  and  has  been  poor 
in  health  ever  since  April  1st,  1918. 

The  single  Air  Force  is  right,  without  question.  One  force  for  ' 
land,  one  force  for  sea,  one  force  for  air — -that  is  the  ideal.  Inter- 
communication of  the  widest  sort  follows  after — sailors  fighting 
alongside  soldiers  on  land,  soldiers  transported  on  ships  by  sailors, 
the  airmen  dealing  with  both.  Let's  put  that  idea  down  as  the 
basis  of  this  talk — a  single  independent  Air  Force  is  right  and 
necessary.  Now  to  talk  about  its  practical  realisation,  in  the 
present  circumstances. 

A  practical  air  force  will  train  its" own  people,  in  its  own  schools, 
for  its  own  job,  yet  keeping  always  in  touch  with  its  sister  ser- 
vices. The  education  required  will  be  a  liberal  one — more  liberal 
than  either  Army  or  Navy,  and  yet  lighter  than  either  in  that  deep 
knowledge  of  any  particular  subject  should  not  be  requisite.  The 
force  will  be  composed  of  engineers  as  its  head  people,  with  a  per- 
sonnel of  pilots,  mechanics,  clerks,  etc.,  etc. 

For  once  the  engineer — the  son  of  Martha; — should  come  into  his 
own.  He  made  flying  and  he  alone  has  nursed  the  baby.  Civil 
aviation  must  surely  be  run  by  the  Air  Force,  so  far  as  its  regula- 
tion is  concerned.  Regulation  implies  a  good  deal,  and  must  cer- 
tainly in  this  case  control  a  great  deal. 

All  air  stations,  civil  and  military,  must  be  supervised  by  the  Air 
Force,  and  therefore  the  Air  Force  will,  more  largely  than  either 
Navy  or  Army,  be  a  force  for.  both  peace  and  war. 

Perhaps  even,  in  view  of  the  League  of  Nations,  it  may  be  a 
peace  arm,  more  than  a  war  preventative.  Passenger  carrying, 
the  dream  of  the  novelist,  is  never  likely  to  bulk  largely  in  air 
councils  of  the  future.  It  can  only  be  done  at  a  prohibitive  price, 
and  therefore  cannot  become  a  large  business.  But  mail  service  ■ 
must  gradually  develop  to  an  unimagined  extent,  and,  by  its  size 
and  importance,  necessitate  control  by  a  large  State  Department. 

The  Air  Force  logically  comes  into  its  own  here.  In  war — 
fighting,  reconnaissance,  spotting,  bombing,  etc. — in  peace,  the 
transport  of  the  world's  news  and  communications — that  must 
inevitably  be  the  future.  How  does  all  this  apply  to  General 
Trenchard's  speech? 

Not  one  word  has  been  reported  as  to  any  utterance  of  the 
General's  regarding  civil  aviation  !  Many  of  the  older  officers  in 
the  R.A.F.  are  hanging  on  to  office  simply  because  they  are  re- 
luctant to  leave  aviation,  and  yet  can  see  no  possible  opening  for 
civil  aviation  divorced  from  the  State.  How  can  there  be  any 
opening  if  it  is  accepted  that  the  future  lies  as  the  present  exists. 

One  hears  wild  talk  by  various  officers  in  high  position  regard- 
ing the  future  (General  Trenchard  is  not  ranked  amongst  them  by 
the  writer)  including  statements  to  the  effect  that  flight  is  safer 
than  any  other  transport,  and  passenger  flight  is  a  commercial  pos- 
sibility;  but  attempts  to  establish  a  definite  mail  service  appear 
to  be  lacking. 

Unless  some  strong  action  is  quickiv  taken  by  the  Air  Force 
authorities,  much — I  guess  most — of  the  meu  phorical  ground 
gained  by  mechanical  flight  will  be  lost. 

The  large  engineering  firms,  roped  into  aviation  for  the  war, 
will  abandon  an  ungrateful  child,  and  take  to  their  legitimate 
and  more  profitable  offspring.  These  large  firms  can  be  made 
the  backbone  of  the  aviation  industry  now  by  encouragement,  and 
the  declaration  of  a  practicable  policy.  War  alone  cannot  support 
a  large  industry,  and,  in  my  opinion .  passenger  carrying  by  aero- 
plane will  also  fail, 

A  State  mail  service,  on  the  other  hand,  will  mean  a  constant 
supply  of  machines,  and  a  growing  demand  as  the  service  widens.' 
This  will  bring  in  its  train  the  necessary  maintenance  of  aviation 
works,  and  all  they  include. 

Let  me  suggest  that  a  definite  movement  should  at  once  be  made 
to  start  a  State  mail  seivice,  and  that  a  definite  pronouncement  of 
policy  appertaining  thereto  should  be  given. 

The  present  situation  is  intolerable — one  not  to  be  borne.  Our 
heads  speak  about  things  with  the  beautiful  carelessness  born  of 
no  work.  Passenger  carrving  from  England  to  Australia,  lobsters 
from  France  to  England,  fruit  from  California  to  England — it's 
all  talked  about.    Meanwhile,  nothing's  done. 

There  have  been  various  stunts,  such  as  London  to  Madrid, 
London  to  Egypt,  etc.  Has  anyone  ever  worried  to  work  out  these 
flights?    A  few  facts  might  be  useful  here. 

The  London-Egypt  flight  worked  out  at  i\  miles  per  hour — I 
don't  know  the  cost. 

The  Atlantic  crossing  by  Alccck  (assuming  his  mail  to  weigh 
■^o  lbs.)  works  out  at  £500  per  ton  mile. 

The  N.C.4  flight  across  the  Atlantic  works  out  at  £700  per  ton 
mile  if  the  useful  load  carried  amounted  to  50  lbs. 

These    are    facts    ascertainable    by    everybody.  Meanwhile, 
colonels  sit  and  answer  minutes — minutes  as  stupid  as  the  answers  . 
civi-n  by  the  colonels.    Majors  arc  i.i  charge  of  sections,  section* 
that  are  represented  by  half  a  dozen  letters  of  the  alphabet — and 


that  mean  as  much.  Captains  are  in  charge  of  subsections — a 
busy  one  deals  with  one  item,  of  aeroplane  equipment. 

Everyone  asks  as  to  a  policy — none  is  declared.  In  the  meantime 
the  lighter-than-air  section  (to  which  I  was  originally  attached) 
makes  capital  (temporary  capital,  be  it  said)  out  of  public  ignor- 
ance. "R.34  flies  to  Germany."  "Wind  put  up  the  Huns,"  etc., 
etc. 

A  refreshing  article  appeared  in  the  "Daily  Mail"  signed  by 
Lieut.-Commdr.  Kenworthy  on  "lighter-than-air."  Like  all  air- 
craft matter  at  the  present  day,  It  is  hard  to  give  the  exact  cost 
of  flights,  but  I  will  attempt  an  estimate  of  cost  of  lighter-than- 
air  flight. 

A  rigid  costs  about  ,£400,000 

The  shed  costs  about  £400,000. 

The  landing  party  of  500  men  costs  about  £100,000  per  year. 

The  life  of  the  machine  (by  Hun  figures)  is  about  one  year. 

The  available  flying  days  (according  to  Hun  figures)  at  24  hours 
per  day,  is  about  50  as  a  maximum. 

The  average  speed  (according  to  Hun  figures)  is  about  40  m.p.h. 
The  average  load  carried  (useful)  is  about  10  tons. 

Estimate  of  Service  with  One  Rigid  Airship  between  Points- 
5,000  Mtles  Apart. 
Assumptions  made. — 1.  Average  speed  of  40  miles  per  hour. 

2.  Average  load  of  10  tons  (useful) 

3.  Flying  days  (24  hours  per  day),  amount 

to  50  per  year. 

4.  Effective  life  of  airship  is  50,000  miles' 

flying,  or  1,250  hours  in  one  vear. 

Per  cent  of 

Cost  per  total 

year  cost. 

Rigid. — Life  one  year.    Cost  ,£400,000,  including 

repairs,  new  engines,  etc.,  and  value  as  scrap... £400,000  45, 
Sheds. — Life  15  years.     Cost  £400,000.  Two 

sheds   ,  ,                        53.300  6 

Handling  crews. — 500  men  at  £200  per  year. 

Two  crews   ,                200,000  22 

Mechanics. — 50  at  £300  per  year.    Two  squads...     30,000  3 

Riggers. — 50  at  £300  per  year.    Two  squads               30,000  3 

Pilots. — 10  pilots  at  £600  per  year                               6,000  1 

Petrol. — 50,000  gallons  at  2s.  6d                                 ^250  1 

Oil. — 2,500  gallons  at  5s                                               625  i/io^ 

Insurance. — 30  per  cent,  of  value  of  airship               120,00c  13 

Offices. — At  £2,000  a  year.    Two  offices                     4,000  5/10 

Management. — Say                                                  10,000  1 

Aerodromes. — £10,000  a  year,  including  water, 

light,  etc.    Two  aerodromes                                   20,000  2 

Car  Services. — £2,000  a  year.     Two  services                 4,000  5/10 

Gas,  and  gas  plant. — Say   15,00019/10 


Say 


£900,000 


Miles  flown  per  year  .   50,000. 

Cost  per   mile  £18. 

Load  carried   10  tons — 500,000  ton  miles. 

Cost  per  ton  mile  £1.80 — 36s. 

The  total  cost  of  flight  per  ton  mile  now  amounts  to  36s.,  which 
is  eaual  to  an  estimated  cost  of  h-javier-than-air  flight  at  100 
miles  per  hour  (not  40  m.p.h.)  average  speed. 

Lighter-than-air  policy  could  not  exist  for  a  moment  were 
people  akin  to  men  of  the  world  in  charge  of  affairs.  As  it  is, 
we  drift  on,  hoping  and  praying  for  a  leader. 

Let  it  be  stated  again — let  the  ghosts  of  the  pioneers  of  flight 
state  it  again — the  whole  object  and  use  of  flight  lies  «'n  extreme 
speed. 

You  can  push  a  load  of  one  ton,  on  rails,  at  20  m.p.h  ,  for  one 
mile  for  'd.  (ascertained  cost). 

You  can  push  a  load  of  one  ton,  on  rails,  at  50  m.p.h.  for  one 
'mile  for  iod.  (estimated  cost). 

You  can  fly  a  load  of  one  ton,  in  the  air,  at  100  m.p.h.,  for  one 
mile,  for  40s.  (estimated)  by  aeroplane. 

You  can  fly  a  load  of  one  ton,  in  the  air,  at  40  m.p.h.  for  one 
mile,  for  36s.  (estimated)  by  airship. 

You  can  fly  a  load  of  one  ton,  in  the  air,  at  400  m.p.h.  for  one 
mile  for  £100  (estimated)  by  aeroplane. 

The  conclusion  is  obvious.  The  load  carried  js  too  small,  and 
too  expensive,  to  he  worth  while  from  the  passenger  point  of  view, 
but  is  quite  sufficient  for  the  mail. 

Mail — reduced  as  necessary  by  microphotography — is  the  future 
load,  and  mail  carrying  must  be  carried  out  by  State  Government. 

Admitted  that  private  firms  may  tender  for  the  carriage  of  mails 
as  for  present  G.P.O.  services,  but  the  super-control  of  all  must 
come  under  the  Air  Force,  and  the  Air  Force  will  therefore  run' 
war  and  peace  services  at  the  same  time. 

And  yet — not  a  word  from  our  chiefs  re  this  !  Only  wild  state- 
ments in  the  Press,  and  no  results. 

Unless  the  matter  is  tackled — strongly — immediately — the  new 
Air  Force  will  dissolve,  the  public  will  be  disgusted,  and  flight 
affairs  put  back  half  a  century. 

\  Stale  air  mifl  service'  stroiiM  Ke  started  hv  the  Royal  Air  Force 
now\  Engineer  Officer. 


July  30,  igig 


Aeronautical  Engineering 


(Supplement  to  The  Aeropwnx.) 


403 


WALTON  MOTORS  LIMITED 
WALTON  -  ON  -  THAMES 

cJelepfione  . .  (fs/ier*  319 
Ue/e'grams..  "Hoiors.  Waif  on -on- Jfiames 


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Contractors 

to  the 
War  Office, 
Admiralty 
and 

/    Air  Ministry, 


Gnome 


and  Le  Rhone 
Engine 
Company 


MANUFACTURERS    AND    SOLE  LICENSEES 
for  the  British  Isles,  and  Licensees  for  Overseas  Dominion* 
of  the  Gnome  and  Le  Rhone  Aero  Engines. 


The  Gnome  and  Le  Rhone  Engine  Co.  beg  to  give  notice 
that  they  cannot  accept  any  responsibility  for  Engines  and 
Spares  which  have  not  been  supplied  direct  from  them,  or 
which  have  not  been  overhauled  and  tested  by  their  stall 


LONDON  OFFICB 

27,  BUCKINGHAM  GATE,  S.W.I. 

WORKS  and  OFFICES 

BLAGKHORSE  LANE,  WALTHAMSTOW.  E.17, 


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R. 

B\    DIRECTION    OF    THE    DISPOSAL  BOARD. 
AIRCRAFT  DISPOSAL  DEPARTMENT. 

FOR  SALE 

A  limited  number  of  new 

HANDLEY  PAGE  Machines 

fitted  with  twin  Rolls-Royce  Engines 

complete. 

Also  Two  second-hand 

HANDLEY  PAGE'S 

as  above — practically  new — the  latter  to  be 
seen  at 

GRANWELL  AERODROME, 

SLEAFORD,  LINGS. 

Tenders  are  invited.      Forms  and   further  particulars  and 
permits  to  view  may  be  obtained  from  the 

Controller,  Aircraft  Disposal  Department, 

Kings  way,  W.C. 

See  our  Special  Announcement   ^    on  page  443. 

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July  30,  1919 


10,000  FEET  IN  5  MINUTES  25  SECONDS 

AT  FARNBOROUGH  IN  APRIL,  1919,  A  BRISTOL  SCOUT  FITTED 
WITH  A  "  MERCURY  "  ENGINE  CLIMBED  10,000  FEET  IN  5  MINS. 
25  SECS.,  &  20,000  FEET  IN  16  MINS.  15  SECS.,  SPEED  AT  10,000 
FEET  143  M.P.H.  OFFICIAL    CORRECTED    BAROGRAPH  FIGURES. 

CONSTITUTING      TWO      BRITISH  RECORDS 


300   H.P.    MERCURY  ENGINE. 


The  Cosmos  Engineering  Go.,  Ltd. 

ENGINES  for  AIRCRAFT, 


JUPITER  (UNGEARED) 

MERPURY 

LUCIFER 


450  H.P. 
300  H.P. 
100  H.P. 


WEIGHT  636  LBS. 
WEIGHT  87  LBS. 
WEIGHT    220  LBS. 


CONTRACTORS   TO    THE   AIR  MINISTRY. 


SUPREME  IN 


POWER  for  WEIGHT. 


WORKS  : 
Fishponds,  Bristol. 


Trade  ts^  Mark 

SALES  DEPT.  &  SHOWROOMS 


16  &  17.  PALL  MALL.  S.W. 


Telegrams  : 
RADIARY.  CHARLES.  LONDON, 


Telephone  : 
1476  REGENT 


HEAD  OFFICE: 

Orient  House, 
New  Broad  St.,E.C 


20,000  FEET  IN  16  MINUTES  15  SECONDS 


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407 


Nothing  can  be  better  than  the  best 
Nothing  can  be  better  than  "  Cellon 
Therefore  "  Cellon  1  is  the  best. 


The  above  is  a  self-evident  truth  which  requires  no  proof ; 
Nevertheless  : 


c 


ELLON 


SILY 


OPE 


L 


ASTING 


WITH 


FFICIENCY 


N 


AEROPLANES  IHD  SEAPLANES  PROVED  ITS 
SUPERIORITY 


Before  and  during  the  War  and  continues  to  do 
so  to-day. 


CELLON  LTD., 


22,  Cork  Street,  London,  W.  1. 

T«U*rams-AJAWB,  REG,  LONDON.  Telephones— QERRARD  440  (a  lines.) 


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The  Name  thafe  known  and 

st     3  .alone - 

Wher^qOeiitBfe-  con- 
cerning the  ^  Mtlua 
^^^^^^1  ecuiiomic 
Aircraft  rmishJltTopup 


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Aeronautical  Engineering 


July  30,  1919 


1 


H  I  STORY 


IS  THE 


HISTORY 


OF 


AIR  SUPREMACY. 


Mil 


Before  the  War,  RECORD  upon 
RECORD  was  created  by  this 
Master     of     Aero    \  Engineering. 


For    Simplicity,    Reliability,  Long 
Life  and  Economy  BEARDMORE 
AERO    ENGINE   is  still  UN- 
EQUALLED.  :: 


WATCH  BEARDMORE 
DEVELOPMENTS.  Many 
Leading  Aircraft  Manufacturers  are 
adopting  this  Engine  as  a  STAN- 
DARD    Post-war    Power  Unit. 


THE  BEARDMORE  AERO   ENGINE,  LIMITED, 

Chairman  :  Sir  William  Beardmore,  Bart. 

London  Showrooms  and  Depots  : 

112,  QT.  PORTLAND  STREET,  LONDON,  W.i. 

Telephone  ;    238  Gerrard. 


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41 


Enrol  Now 

THE 

Central  Aircraft 
Company's 

SCHOOL  of  AVIATION 


The  most  modern  and  best  method  of  Instruction  in  Flying  is  now  being 
given  at  the  Company's  Aerodrome  at  Northolt. 

This  Flying  Ground  covers  an  area  of  about  350  acres,  and  forms  probably  the 
Finest  Training  Aerodrome  in  the  country.    Sleeping  accommodation  available. 

Commence  your  Training  NOW. 


The  School  is  under  the  personal  supervision  of  Mr.  HERBERT  SYKES, 
O.B.E.,  the  well-known  Test  and  Exhibition  Pilot,  assisted  by  a  large  staff  of 
qualified  and  experienced  instructors. 

Tuition  on  80  H.P. 

DUAL  CONTROL  "C.A.C."  Tractor  Biplanes, 

the   Finest  Training   Machines  yet  produced. 


Write  for  Illustrated  Handbook  and  all  particulars  to: — 

The  CENTRAL  AIRCRAFT  Company 

179,  High    Road,    Kilburn,    N.W.  6. 


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July  30,  1919 


r 


Every  type  of  Engine 

Overhauled 
&  Repaired 


During  a  period  of  twelve  months  we 
overhauled  and  repaired  2,000  Engines, 
amongst    which    were   the  Hisp&AO* 

Suiza,  B.H.P.,  Beardmore,  R.A.F., 
Rhone,  Clergct,  Gnome,  etc.,  etc.,  and 

gave  satisfaction  in  every  case. 

The  High  Quality  and  Reliability  oi 
our  work  are  guarantees  that  you  will 
get  the  highest  service  and  satisfaction. 

Our  works  rank  as  one  of  the  largest 
and  best  equipped  in  the  Kingdom  and 
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promptly  and 
thoroughly 


CARS  RENOVATED  &  REPAIRED 

Paintwork,  Upholstery  and  Coach  Building  in  all 
branches.  Cars  collected  at  our  London  Depot 

31  Brook  Street,  Bond  Street,  W. 

Cyril  T.  Chamberlain,  London  Manager, 
or  at  any  address  by  appointment.  In  cases  of  urgency  'phone  up 

2966  May  fair   or   550  Weybridge. 


MERCEDES  SPECIALITY. 

Works        -  -       -       -       -  WEYBRIDGE 

Telephone — 550  Weybridge.  '     Telegrams — "Mercedes  W 'evbridge .' " 


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4i3 


INCORPORATING  AIRCRAFT  ENGINEERING,  AERODYNAMICS,  AIRCRAFT  FINANCE  AND  COMMERCIAL  AERONAUTICS 
AND  MATTERS  PERTAINING  TO  THE  AERONAUTICAL  ENGINEER  AND  THE  AIRCRAFT  TRADER. 


THE   WEEKLY  COMMENTARY. 


The  subject  of  the  leading  article  by  "  Strasbourg  " 
in  this  issue  is  one  which  applies  to  a  very  much  wider 
field  than  that  of  Aeronautical  Engineering.  It  has, 
however,  its  definite  bearing  upon  this  subject,  and  the 
sting  thereof  is  mainly  to  be  found  in  its  tail. 

A  letter  from  an  anonymous  correspondent,  which  com- 
plains of  a  practice  to  which  "  Strasbourg  "  has  drawn 
attention,  will  also  be  found  in  this  issue. 

It  becomes  daily  more  and  more  clear  that  the  methods 
adopted  by  British  Government    Departments    for  the 


encouragement  of  industry  constitute  a  grave  menace  to 
the  prosperity  of  the  country. 


The  series  of  articles  upon  "  Modern  British  Aero- 
planes "  has  been  interrupted  temporarily  in  this  issue. 
As  a  slight  variant  a  page  of  illustrations  of  certain 
machines  which  are  typically  German  in  design,  with  a 
brief  comment  on  the  peculiarities,  is  given. 


The  article  by  M.  Frantzeu  on 
systems  is  continued  on  page  435. 


French  parachute 


ON   THE    EVILS    OF   LOW  PRICES. 

AN    ESSAY   IN    ECONOMICS   WITH   AN    AERONAUTICAL  APPLICATION. 

By  "  STRASBOURG." 


Great  Britain  has  just  emerged  from  a  great  war  into 
what  is — so  one  is  assured — a  victorious  and  a  profitable 
Peace.  ~- 

As  a  result,  if  not  entirely  of  that  Peace,  at  least  of 
some  of  the  methods  employed  in  attaining  it,  the  price 
of  every  commodity  in  the  country  has  approximately 
doubled,  and  Industry,  if  not  actually  at  a  standstill, 
is  in  a  parlous  state. 

The  British  were  ever  a  feeble-minded  race,  and  in 
no  manner  is  this  so  plainly  shown  as  in  the  effect  upon 
them  of  figures. 

Figures  constitute  the  simplest  and  the  most  definite 
of  the  many  forms  which  can  be  used  for  the  expression 
of  fact.  The  Briton  being  just  sufficiently  instructed  to 
imagine  that  he  knows  what  a  figure  means,  particularly 
if  that  figure  bears  the  prefix  £,  is  most  easily  put  into 
fear  by  their  use. 

When,  however,  there  is  question  of  some  matter  too 
complex  to  be  expressed  in  such  a  simple  form  which 
needs,  therefore,  be  talked  around,  he,  understanding 
nothing,  but  being  soothed  by  the  sound  of  many  voices, 
uttering  familiar,  but  usually  meaningless,  words,  will- 
ingly and  of  a  light  heart,  embarks  on  the  most  perilous 
and  speculative  of  enterprises. 

Thus  this  great  nation  is  paralysed  with  fear  at  the 
idea  of  an  advance  in  the  price  of  coal  of  6s.  per  ton, 
having  barely  noticed  three  times  that  increase  in  the 
past  few  years,  but  rejoices  exceedingly  at  the  signing 
of  a  Treaty  of  Peace,  which,  were  it  to  be  enforced 
according  to  the  popular  interpretation  thereof,  would 
probably  involve  the  world  in  irretrievable  disaster. 

There  be  those  who  doubt  the  reality  of  such  rejoicing. 
To  such  one  can  only  point  to  the  worthy  citizens  of 
Luton,  whose  enthusiasm  led  to  the  use  of  their  own 
Town  Hall  as  a  bonfire. 

On  the  other  hand,  no  one  can  doubt  the  reality  of 
that  fear — panic  were  an  almost  better  word — which  is 
caused  by  the  present  high  level  of  prices. 


Even  in  Government  departments  its  effects  have  been 
noticed.  That  such  effects  should  in  the  main  have 
tended  to  a  still  greater  rise  is  interesting,  not  in  itself 
particularly  curious,  but  may  have  a  very  definite  rela- 
tion to  the  hitherto  unexplained  phenomenon  that  this 
country,  despite  its  collective  idiocy,  continues  to 
prosper. 

It  is  an  old  and  apparently  a  well-substantiated  belief 
that  there  is  something  of  the  nature  of  a  special  pro- 
vidence which  watches  over  the  welfare  of  drunkards 
and  fools. 

Is  not  the  explanation  merely  that  the  efforts  of  such 
are  usually  so  ill-directed  that  they  produce  an  effect 
quite  contrary  to  that  which  might  be  expected ;  and, 
similarly,  may  not  the  prosperity  of  this  country  be  due 
to  the  fact  that  its  policies— social,  industrial,  and 
foreign — have  been  invariably  directed  with  idiotic  in- 
tent, and  invariably  carried  out  in  an  imbecile  manner  ? 
Thus  the  results  produced  have  generally  been  excellent 
and  the  exact  contrary  to  those  which  logically  might 
have  been  deduced  from  the  proclaimed  intentions  upon 
which  those  policies  have  been  based. 

A  general  high  level  of  prices  throughout  the  markets 
of  any  community  may  indicate  one  of  two  things. 

Either  there  is  an  actual  shortage  of  supplies,  or  that 
the  community  lives  well,  works  well,  earns  well,  and 
pays  well.    Money  is  cheap  amongst  such  a  community. 

To  a  very  large  extent  prices  are  high  in  this  country 
and  throughout  the  world  because  there  is  a  shortage 
of  all  classes  of  consumable  goods. 

For  the  last  four  and  a  half  years  a  very  large  pro- 
portion of  the  world's  labour  and  of  its  manufacturing 
appliances  have  been  diverted  from  the  production  of 
useful  articles  to  the  manufacture  of  goods  intended 
either  to  be  themselves  reduced,  or  to  reduce  other 
goods,  to  smoke  and  ashes. 

This  part  of  the  world's  industry  has  been  so  effec- 


4M 


(Supplement  to  The  Aeroplane.) 


Aeronautical  Engineering 


July  30,  19 19 


tively  directed  that  to-day  that  surplus  over  the  bare 
needs  of  existence  which  normally  provides  man  with 
those  comforts  and  conveniences  which  distinguish  his 
life  from  that  of  the  brute  has  nearly  ceased  to  exist. 

For  that  shortage  there  is  one  remedy,  and  one  only. 
That  remedy  is  work— work  efficiently  directed  to  make 
up  the  past  four  and  a  half  years'  waste. 

Provided  the  work  is  done  and  the  goods  are  pro- 
duced, the  prices  will  fall— effectively  if  not  nominally. 

If  the  goods  are  not  produced,  or  are  ill  and  in- 
efficiently produced,  it  were  fatal  for  prices  to  fall. 

High  prices  at  least  discourage  extravagance  and 
waste,  and  extravagance  and  waste  mean  merely  use- 
less production. 

Dow  prices  artificially  maintained  in  the  face  of  a 
shortage  of  goods  can  but  penalise  the  thrifty  and  econo- 
mical to  the  benefit  of  the  wasteful  and  extravagant. 
The  Low  Price  Fallacy. 

This  country  has  already  suffered  too  much  from  low 
prices.  In  particular  it  has,  and  still  does,  suffer  from 
low-priced  and  nasty  labour. 

Low-priced  labour  is  nearly  always  uneconomical 
labour. 

tow-priced/  colliers,  working  in  meanly  equipped 
collieries  in  Britain,  produce  roughly  one  quarter  of  the 
output  of  coal  per  man  per  year  which  is  produced  by 
higher-priced  labour  in  decently  equipped  collieries  in 
the  United  .States  of  America,  and  produce  that  quarter 
at  a  higher  cost. 

Low-priced  labour  lives— has  to  live— under  mean 
conditions,  and  grows  a  mean  habit  of  mind. 

Low  prices,  cheap  labour,  and  a  mean-minded  popu- 
lation all  go  one  with  the  other,  and  this  country  has 
far  too  much  of  all  three.  * 

The  lowness  of  prices  and  the  cheapness  of  labour  do, 
it  is  true,  appear  to  be  vanishing,  but  the  mean-minded- 
ness  is  not  declining. 

The  type  of  mean  mind  from  which  this  country  has 
most  to  fear  is  not  the  mind  of  the  striking  trade  unionist 
so  much  as  the  mind  of  that  semi-educated  class  which  it 
has  pleased  some  power — it  were  irreverent  to  suggest  the 
Almighty — to  put  into  effective  control  of  our  Govern- 
ment, its  various  offshoots,  our  commerce,  and  our 
industry. 

The  herd  is  acutely  aware  of  the  present  shortage  of 
supplies  of  all  kinds.  To  its  mind,  if  mind  it  can  be 
called,  this  shortage  appears  not  as  a  matter  to  be  made 
good  by  hard  work  and  thrift,  but  one  remediable  by 
Act  of  Parliament  decreeing  that  prices  shall  fall. 

Our  good  Government,  being  entirely  composed  of 
people  just  sufficiently  intelligent  to  choose  the  simpler 
paths  of  temporary  popularity,  ordains  that  prices  shall 
fall,  and  makes  good  the  resulting  deficit  by  piling  on 
taxation. 

Thereon  further  yowls  of  anguish  from  the  herd, 
alleging  extravagant  expenditure  on  the  part    of  the 


Government  and  its  departments,  the  which,  to  placate 
the  populace,  are  set  about  economising. 

Of  their  methods  in  this'  effort  the  greater  number  are 
ludicrous,  but  there  is  one  such  method— and  it  is  a 
method  from  which  the  Aircraft  Industry  has  suffered 
much— which,  if  persisted  in,  must  lead  to  disastrous 
consequences. 

At  the  outbreak  of  war  the  British  Aircraft  Industry 
was  a  very  small  affair,  and  the  number  of  those  who 
had  experience  in  the  design  and  manufacture  of  air- 
craft was  entirely  insufficient  to  meet  the  war  demands 
of  the  country. 

Those  concerns  which  had  such  experience  were  set 
to  designing  machines  such  as  were  needed,  producing 
as  many  of  them  as  was  possible ;  to  supplying  draw- 
ings or  samples  to  all  sorts  and  conditions  of  people 
who  could  divert  their  labour,  plant,  and  tools  to  the 
purpose  of  making  aircraft  or  aircraft  components. 

The  majorit}'  of  such  firms  were  pure  copyists,  and, 
having  no  experience  of  a  specialised  and  refined  ih- 
dustry,  it  became  necessary  to  improvise  a  very  compli- 
cated official  inspection  department.  Thus  alone  was 
it  possible  to  maintain  a  passable  standard  of  workman- 
ship. 

Their  ignorance  of  all  the  problems  and  principles  of 
aircraft  construction  made  necessary  that  wonderful 
organisation  known  as  the  Technical  Department  of  the 
Department  of  Aircraft  Production,  in  order  that  they 
might  be  assisted  over  those  difficulties  and  problems. 

All  such  new-comers  to  the  Industry  were  thus  sup- 
plied, often  very  ineffectively,  with  that  knowledge  and 
experience  which  the  pioneer  firms  had  ^purchased  for 
themselves  at  a  cost  not  to  be  expressed  in  terms  of 
cash. 

This  state  of  affairs  was  justifiable  under  the  condi- 
tions of  the  late  war.  Those  whose  faith  ^nd  foresight 
had  laid  the  foundations  of  the  Industry  were  rewarded 
—perhaps  inadequately,  but  at  least  appreciably — for 
their  enterprise. 

To-day  this  state  of  affairs  can  no  longer  be  tolerated. 

It  cannot  be  expected  that  any  business  concern  shall 
maintain  a  competent  experimental  and  design  staff  to 
work  out  those  problems  which  must  be  solved  if  the 
Industry  in  which  they  are  concerned  is  to  prosper 
unless  they  are  to  reap  some  fair  proportion  of  the  re- 
ward of  their  own  enterprise. 

An  Air  Ministry  Fraud. 

The  Air  Ministry  is  at  this  present  moment  engaged 
in  an  effort  to  defraud  such  as  have  carried  out  design 
and  experimental  work  of  all  reward  for  their  labour. 

The  process  adopted  is  simply  to  persuade  firms  to 
attempt  the  production  of  some  machine,  instrument, 
or  appliance  which  is  thought  to  be  necessary. 

When  any  such  article  is  produced  to  their  satisfac- 
tion, a  small  order  is  placed  with  the  originators,  and 


A  MODIFIED  GERMAN  BOMBER. — A  twin  tractor  Gotha  Bomber  showing  the  abolition  of  the  front  gunnei  observer's  cockpit. 
It  is  noticeable  in  this  and  other  pictures  recently  reproduced  that  the  German  designers  are  now  devoting  much  attention  t» 

cleanness  of  outline  in  their  large  machines. 


July  30,  1919  Aeronautical  Engineering  (SminlpniP  „  T  .       ,  415 

o  O    (Supplement  to  The  Aeroplane.) 


t-  (Supplement  to  The  Aeroplane.) 

Aeronautical  Engineering  July  30,  1919 


complete  drawings  and  specifications  are  called  for,  on 
the  pretence  that  these  are  necessary  for  inspection 
purposes. 

These  drawings  are  reproduced,  and  are  then  issued 
to  all  and  sundry  who  may  care  to  tender  for  the  manu- 
facture of  the  article. 

Contracts  are  placed  on  the  basis,  common  to  all  mean- 
minded  concerns,  of  the  lowest  tender. 

As  an  inevitable  result  the  bulk  of  the  orders  go  to 
firms  who  have  spent  nothing  upon  experimental  and 
design  work,  who  know  to  a  nicety  how  far  they  may 
venture  in  submitting  bad  work  and  poor  materials  to 
the  inspecting  authority,  and  who  stand  to  lose  nothing 
in  reputation  by  the  faulty  functioning  of  their  products 
because  they  have  no  reputation  to  lose,  and,  even  had 
they,  they  can  always  disclaim  responsibility  for  the 
design. 

ft  is  recorded  that  the  principal  of  one  firm  which 
found  itself  in  the  act  of  suffering  from  this  process 
laid  his  case  before  the  particular  official  of  the  depart- 
ment encharged  with  the  matter,  and  pointed  out  the 
hardship  involved.- 

In  reply  "the  said  official  replied:  "Well,  of  course, 
it's  rather  hard  on  you,  but  what  would  you?  Business 
is  business  after  all.    If  you  go  to  an  Oxford  Street 

A  GLOSSARY  OF  TECHNICAL  TERMS. 

Whenever  a  new  and  experimental  industry  gathers  together 
into  one  or  two  colonies  an  assemblage  of  imaginative  and  in- 
genious people,  it  is  extremely  likely  that  that  industry  will  within 
a  short  while  improvise  a  specialised  vocabulary. 

Such  a  vocabulary  is  usually  picturesque — frequently  vivid-- 
often  unprintable — and  always  arouses  the  wrath  of  those  of  a 
pedantic  mind. 

The  vocabulary  developed  amongst  the  pioneers  of  British 
aviation,  congregated  at  Brooklands,  Eastchurch,  Hendon,  and 
the  like,  was  all  these  things  and  often  more. 

Brooklands,  Eastchurch,  and  Hendon — as  they  once  were — have 
departed  for  ever. 

Aviation  has  become  respectable — the  leaders  of  the  industry 
are  now  to  be  found  ensconced  in  comfortable  chairs  in  expensive 
offices  rarely  very  far  from  Piccadilly,  and  it  has  become  neces- 
sary that  its  proceedings  s'hould  be  described  in  terms  which  could 
not  cause  the  readers  of  the  "  Dailv  Mail  "  to  blush - 

If  is  in  many  ways  regrettable — it  is  certainly  less  amusing  ;  it 
is,  however,  inevitable. 

A  loose  terminology — loose  in  any  sense — inevitably  leads  to  con- 
fusion of  one  kind  or  another. 

This  has  been  the  case  with  the  Aeronautical  Industry  to  a  very 
marked  extent.  > 

It  has  increased  and  become  an  important  branch  of  engineering 
in  far  too  short  a  time  for  the  vocabulary  of  \ts  pioneers  to  have 
settled  down  to  definite  and  generally  understood  terms. 

The  publication  by  the  Royal  Aeronautical  Society  of  ''  A 
Glossary  of  Aeronautical  Terms  "  is  thus  an  important  and  a 
welcome  event.  This  glossary  represents  the  labour,  of  some 
years. 

As  far  back  as  December,  1009,  the  Aeronautical  Society  ap- 
pointed a  committee  to  draw  up  a  list  of  words  more  or  less  special 
to  the  technics  of  aeronautics.  In  September,  1914,  the  list  ;ssued 
by  this  committee  was  enlarged,  and  again  in  October,  1916,  it 
was  felt  that  it  was  necessary  to  extend  the  list  still  further. 

The  Technical  Terms  Committee  of  the  Royal  Aeronautical 
Society  was  thereupon  appointed,  and  has  continued  its  labours 
to  the  production  of  the  Glossary  now  in  question. 

It  has  worked  in  collaboration  with  the  Aircraft  Committee  of 
the  Engineering  Standards  Association  has  been  recognised  by 
them  as  the  Aeronautical  Terms  Sub-Committee  of  the  Engi- 
neering Standards  Association,  and  has  been  assistee'.  by  officials 
of  the  Air  Ministry. 

A  member  of  the  American  Aviation  Headquarters  in  London 
has  acted  as  liaison  officer  between  the  American  National 
Advisory  Committee  on  Aeronaufics,  and  generally  every  effort  has 
been  made  to  render  the  results  of  their  work  as  universally  accept- 
able as  possible. 

It  is  recognised  that  a  glossary  such  as  *hh  can  only  be  pro- 
visional, as  only  the  language  of  a  dead  nation  or  the  vocabulary 
of  a  dead  industry  can  be  fixed,  and  it  is  proposed  to  issue  suc- 
cessive editions  of  the  Glossary  with  improvements,  extensions,  and 
emendations  as  these  are  suggested  or  found  necessary.  The 
Glossary  itself  covers  a  very  extensive  field,  and  has  been  made  to 
embrace  all  the  adjuncts  to  aeronautics,  even  where  these  adjuncts 
are  common  to  other  branches  of  applied  science. 


tailor  and  ask  him  to  quote  you  for  a  suit,  he  will  ask 
you  ten  guineas.  If  you  go  to  a  tailor  m  the  suburbs 
you  can  get  a  suit  made  of  similar  material  and  of  the 
same  cut  for  five.  Wouldn't  you  buy  the  five-guinea 
suit?" 

To  the  parliamentary  or  other  popular  type  of  economist 
an  argument  unanswerable — except  at  the  cost  of  votes, 
popularity,  or  the  like  testimonial  to  incapacity. 

Fortunately  he  who  was  thus  admonished  possessed, 
possibly  unconsciously,  some  truer  sense  of  proportion, 
and  replied  :  "As  a  matter  of  fact  I  don't  do  either.  I 
go  to  a  Saville  Row  tailor  and  pay  fifteen  guineas. 

"  What  I  do  not  do  is  to  buy  one  first-class  suit  that 
fits  me,  rip  it  to  pieces,  and  make  patterns  from  it, 
and  then  have  it  reproduced  by  East  End  aliens  of  shoddy 
and  at  sweated  prices." 

Just  as  it  is  -undesirable  from  the  national  point  of 
view  that  there  should  be  an  East  End  populated  by 
people  of  doubtful  nationality,  of  dubious  habits,  sustain- 
ing a  filthy  existence  by  dint  of  underpaid  bad  work, 
and  ever  ready  to  initiate  either  a  riot  or  an  epidemic, 
so  is  it  undesirable  in  the  Aircraft  and  in  all  other 
industries  that  there  should  be  any  attempt  made  to 
reduce  prices  by  methods  which  deprive  the  honest 
worker  of  a  fair  reward  for  work  well  done. 


The  general  principles  which  have  guided  the  Technical  Terms 
Committee  in  compiling  this  work  are  summed  up  by  the  Com- 
mittee itself  as  follows  : — 

The  compilation  of  the  Glossary  has  been  framed  on  the  follow 
ing  basis  :— 

(a)  The  coining  or  creation  of  new  terms  has  been  avoided. 

(b)  Terms  which  though  used  in  aeronautics  have  the  same 
sense  as  in  their  ordinary  usage  have  been  excluded  with  few 
exceptions. 

(c)  When  current  usage  has  been  lax,  a  term  has  been  restricted 
to  that  employment  which  was  either  dominant  or  most  logically 
defensible. 

(d)  Terms  already  in  common  use  have  bte  1  crystallised  by 
clearly  defining  their  application. 

(e)  Cross  reference  has  been  made  to  many  colloquialisms  which 
have  a  reasonably  wide  use,  but  formal  status  has  not  been, given 
to  them. 

.(f)  An  agreed  series  of  symbols  has  been  introduced  for  those 
mathematical  calculations  which  relate  to  aerodynamics. 

(g)  Terms  of  which  the  meaning  in  aeronautics  has  been  nar- 
rowed down  to  some  specialised  significance  have  usually  been 
included. 

(h)  The  names,  used  in  aircraft  stores,  of  parts  and  materials 
have  been  listed  and  defined  where  necessary. 

(i)  Meteorology  and  its  terms  have  been  included  as  a  part  of 
the  science  of  Aeronautics. 

It  remains  only  to  be  said  that  generally  the  terms  which  have 
been  standardised  appear  to  be  on  the  whole  well  chosen  and 
clearly  defined. 

There  are  certain  cases  where  improvement  might  be  made — as, 
for  instance,  on  page  44,  where  "  small  end  bush  "  of  an  aero- 
engine is  defined  as  "  a  part  in  the  connecting  rod  easily  replace- 
able in  the  event  of  wear,  employed  when  the  gudgeon  pin  is  fixed 
relatively  to  the  piston."  Not  only  does  this  leave  one  free  to 
apply  the  term  to  Any  part  in  a  connecting  rod  which  may  be  easily 
replaceable  and  which  is  employed  under  the  particular  conditions 
iaid  down  therein,  but  it  expressly  excludes  ihat  large  number  of 
small  end  bushes,  properly  so  called,  which  are  not  easily  replace- 
able. 

Unquestionably,  the  Glossary  should  have  a  place  in  the  library 
of  every  student  of  Aeronautics.  » 

A  GERMAN  RUMOL'R. 

It  is  reported  from  Zurich  (via  Paris)  that  certain  large  German 
firms,  including  Krupps,  are  engaged  on  experimental  work  with 
an  internal  combustion  turbine  suitable  for  aeroplanes,  and  that 
machines  fitted  with  this  engine  have  already  been  built. 

If  there  is  any  foundation  for  this  statement,  it  is  highly  im- 
probable that  the  turbine  employed  is  actually  an  internal  com- 
bustion engine. 

It  is  just  possible  that  a  satisfactory  diluted  gas  or  oil  turbine 
may  have  been  produced,  in  which  fuel  is  burnt  under  compres- 
sion in  a  combustion  chamber  into  which  water  is  injected  in 
fairly  large  quantities. 

This  has  the  effect  of  greatly  reducing  the  temperature  of  the 
gas  flowing  past  the  turbine  blades  and  immensely  simplifies  the 
construction  of  the  turbine. 


July  30,  191 9  Aeronautical  Engineering  (Supplement to  THE AER0Pl,ANE,  417 


THE    TRANSATLANTIC  FLIGHT 


"  VICKERS- VIMY-ROLLS. 

The  first  direct  flight  from  Newfoundland  to  Ireland 
was  accomplished  by  this  Aeroplane  in  15hrs.  57mins. 


99 


AEROPLANES 
for  COMMERCIAL  and 
MILITARY  use. 


FLYING  BOATS 
for  COMMERCIAL  and 
NAVAL  use. 


CONTRACTORS   TO  H.M.  GOVERNMENT. 


Telegraphic  Address  ; 
Vickerfyta,  Knights,  London 


Aviation  Department, 
Imperial  Court,  Basil  Street, 
KNIGHTSBRIDGE,  S.W.3. 


Telephone : 
Kensington  6520  (4  lines) 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


4iS 


(Supplement  to  The  Aeroplane.) 


Aeronautical  Fngineerin£ 


JULV  30,  191 


SOME    INTERESTING   GERMAN  MACHINES. 


A  fourengined  Siemens  Schuckert  Biplane  with  4010  h.p    Mercedes  Engines. 


A  Linke  Hoffmann  Multiple  engine  Biplane  with  engines  inside  the  fuselage. 


A  Junker-Fokker  All  metal  Monopifiie. 


The  pictures  reproduced  upon  this  page  are  typical  of  certain 
developments  of  German  aeroplane  design.  The  four-engined 
Siemens-Schuckert  biplane  represents  one  of  the  earliest  efforts 
at  producing  a  multiple-engined  ma- 
chine, and  is  largely  based  upon  Sikor- 
sky practice. 

At  the  same  time  as  this  machine 
was  being  built  (early  1915)  the  Sie- 
mens-Schuckert firm  were  experiment- 
ing with  a  number  of  engines  enclosed 
in  the  fuselage  driving  airscews  on  the 
wings  by  gearing.  Though  not  a  Sie- 
mens-Schuckert product,  the  Linke- 
Hoffmann  "Giant"  is  of  this  type 
— so  far  unexploited  in  any  other 
country. 

The  third  picture  gives  an  ex- 
cellent idea  of  the  general  fea- 
tures of  the  All-metal  Junker-Fokker 
monoplane,  devoid  of  all  wing  brac- 
ing.    The  corrugations    in    the  thin 


sheet  metal  forming  the  fuselage,   wing  and  tail  coverings  can 
be  plainly  seen.    The  parasol  monoplane  is  one  of  the  steps  in 
th';  development  of  the  Junker-Fokker  tvpe. 


The  All-metal  Fokker  Parasol  Monoplane  (rotary  engine). 


July  30,  1919 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplane.) 


419 


Westland  Seaplan 


Short  Seaplane 
too  hp.  Canton 


Sopwith  i£'  Strutter 


Westland  Wa^^U 


Westland 


Weasel 


These  Illustrations  give  an  idea 
of  the  range  of  our  War 
production,  which  included 
machines  of  Westland  design. 

Westland 

Aircraft 

Works 


(Branch  of  Petters  Limited) 


Yeovil 


The  same  design  staff"  and  or- 
ganization will  deal  with  Peace 
enquiries,  and  our  private  aero- 
drome is  available  for  testing. 


Short  Seaplane 
225  hp.  Sunbeam 


D.H.  9A 


Telephone  :  Yeovil  141 
Telegrams  :  Aircraft,  Yeovil 


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420  (Supplement  to  The  Aeroplane.)    AerOnaUllCal  Engineering 


July  30,  1919 


The  Alliance 

Aeroplane  Company  Ltd. 


CONTRACTORS 

TO 


Ministry  of  Munitions  of  War 
Air  Board® 


CAMBRIDGE  ROAD 

HAMMERSMITH. 


Registered  Office*  I 

45,  EAST  CASTLE  ST. 
LONDON 

W.l. 


NOIL  ROAD 

ACTON. 


TELEPHONES 
ROLFE  ST.  :    289  SMBTHWICK. 
DARTMOUTH  RD:  212 


TELEGRAMS 
RAFV\  ORK  '  SMETMWICK. 


THE 


MIDLAND  MOTOR  CYLINDER  C?  1™ 

ETNA  WORKS      "     DARTMOUTH  R?. 
ROLFE  STREET  A  FOUNDRY 

SMETHW1CK  BIRMINGHAM 

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Aeronautical  Engineering  ,4^^i»^oim*.i  421 


FOR  ALL  PURPOSES. 

W.  WESSON  &  CO.,  LTD., 

Iron  &  Steel  Manufacturers, 

MOXLEY,  nr.  WEDNESBURY. 


MOSS- 
AERO-ENGINE  GEARING 


Our  Aero  parts  are  made  in  specially 

High  Tensile  Steel, 

heat  treated  and  all  parts  corrected  for 
distortion. 


GEARING,  CAMSHAFTS,  R.A.F. 


PROPELLER  BOSSES. 

Manufactured  on  principles  ensuring  greatest  / 


STRENGTH  and  ACCURACY. 


GEARING 


THE  MOSS  GEAR  CO.,  LTD.,  BIRMINGHAM 

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422     (supplement  to  the  aeropWNe  >  Aeronautical  Engineering 


July  30,  1919 


Telephone 

WILLESDEN  2214. 


THE 


CONTRACTORS  TO 
H.M.  GOVERNMENT. 


BRITISH  ANZANI  ENGINE  % 

SOLE    BUILDING   AND    SELLING  RIGHTS 

  FOR   

THE   BRITISH   EMPIRE   AND  DEPENDENCIES. 
MANUFACTURERS  OF  ANZANI  AIR  ENGINES  OF  ALL  TYPES 

MAGNETOS. 

MOTOR  CYCLE,  CYCLE  CAR,  LIGHT  CAR,  AND  MOTOR  BOAT  ENGINES. 

THE    ANZANI     ENGINE    HAS    THE    BIGGEST  RECORD  FOR 
SCHOOL  AND  CROSS-COUNTRY  FLYING. 

It  Is  the  most  reliable,  cheapest,  economical  and  simplest  in  the  World 
And  was  THE  FIRST  TO  FLY  THE  CHANNEL. 

Works  &  Registered  Offices:  SCRUBBS  LANE,  WILLESDEN  N.W.10. 


British 

Light 
Cars 

Specially  designed  for  the  Owner -Driver' 

His  Standard  of  Comfort,  Easy  Control, 
Stability,  Economy  and  Ample  Power. 

Price  £350  complete. 


THE  STANDARD   MOTOR   CO.,  LTD.,  COVENTRY. 

London  Showrooms :  49,  Pall  Mall,  S.W.i. 


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VER  TISERS. 


July  30,  19 19 


Aeronautical  Fngineering  (SUppiement  to  the  aeroplane.)  423 


THE  ENGLISH  ELECTRIC  CO.,  LTD. 

DESIGNERS  AND  CONSTRUCTORS  OF  ALL  CLASSES  OF 

AIRCRAFT 

SPECIALITY  LARGE  FLYING  BOATS  TO  OWN 

AND   OFFICIAL  DESIGNS. 


THE  ENGLISH  ELECTRIC  CO..  which  incorporates  the  works 
of  Messrs.  COVENTRY  ORDNANCE,  DICK  KERR  and  PHCENIX 
DYNAMO  CO.,  has  consolidated  the  joint  aircraft  experience  and  plant 
of  the  three  concerns  in  one  large  central  factory  having  exceptional 
manufacturing  and  testing  facilities. 


Correspondence  relative  to  Aircraft  to  be  addressed  to:— Aircraft  Offices,  Thornbury  Works,  Bradford. 


Works  :    THORNBURY  and  SCOTSTOUN, 
Central  Offices  :    QUEENS  HOUSE,  KINGSWAY,  LONDON. 


TELEPHONE 

BRADFORD  3700  (7  lines). 

COVENTRY 

PHOENIX 

DICK 

PRIVATE   BRANCH  EXCHANGE. 

ORDNANCE 

KERR 

HOLBORN  ;830 

TELEGRAMS 

Dynamo,  Bradford, 
Enelectico.Westcent,  London. 

CABLES 

En  lectico,  London. 


£^  Leading  ern<Z  Lar^esi 
Non -leprous  ^mo^tal 


BARNARD 


CLYN  STREET  •^VAUXHALL4 LONDON ♦  S0E11 


Merchants -ManulactuKP^'  Refiners  <  Smelters 

Are  always  buyers  of  


INDUSTRIAL  SCRAP 
BRASS'COPPER»GIMMETj\L 
.TURNINGS  'BORINGS 

Sfeajr-PKMPT  CASH 


""mi 


ziuuubLUiiiiiiii 


-«  ii-'i.ni^JS 


Tetephone  —  H0P4520 


Tele, 


•  METALCIBLES  VAIM  LONDON 


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424     (Supplement  to  the  aeroplane. i  Aeronautical  Engineering 


July  30,  1919 


Allen  narrow-surface  com- 
tact   rings  give  greatest 
power  and  least  friction 
<with  gas-tightness. 

**  Stressed  "  ivith  mathe- 
matical precision  by  patent 
method  cf  machine  stress- 
ing in  one  operation. 


ALLEN  &  SIMMONDS,  Ltd., 

Piston    <S-    Piston    Valve  Engineers 

READING. 


Telephones  : 
Gosport  217. 
Southampton  1861 
London  :    Gerrard  5716. 


Telegrams  : 

"  Flight,  Gosport." 

"Flying,  Southampton." 


GOSPORT  AIRCRAFT  C* 

DESIGNERS      AND      BUILDERS  OF 

FLYING  BOATS 

FOR 

THE  AIR  MINISTRY  AND  FOR  COMMERCIAL  AND  PLEASURE  USE. 


HEAD  OFFICE:  GOSPORT. 
WORKS:  GOSPORT  &  SOUTHAMPTON. 


Sir  Charles  Allom. 
Charles  E.  Nicholson. 

M.  H.  Volk,  A.F.Ae.S.  (General  Manager). 


London  Office  :   15,  George  Street, 
Hanover  Square,  W.i. 

Te'egrams — "  Embellishment,  London." 

New  York  Office  : 

19,  East  52nd  Street. 

Telegr?ns — "Embellishment,  New  York." 


KINDLY    MENTION    "  THE    AEROPLANE  "        WHEN    CORRESPONDING    WITH  ADVERTISERS. 


July  30,  191 9 


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(Supplement  to  The  Aeroplane.) 


425 


CAMOUFLAGE   HAS   ITS   USES,  BUT 


NEEDS   NO    PROTECTIVE  COVERING. 


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426 


(Supplement  to  The  Aeroplane.) 


Aeronautical  Engineering 


July  30,  1919 


^UIIIIIIIIIIIIIIIIINIIIIIl 


Accumulators— 

The  Chloride  Electrical  Storage  Co.,  Ltd., 
Clifton  Junction,  near  Manchester. 
"Chloridic,  l'endlebury  "  Central  Man- 
chester,   1638.  Pendleton,  n. 


=        Acetylene  Welding  Plant— 

—  Acetvlene    Corporation    of    Great  Britain, 

—  Ltd.,   The,   49,    Victoria    Street,  West- 

—  ruinster,      S  W.i.        "  Flamtna,  Vic, 

—  London "  Vic  48.10. 
=  Imperial  Light,  Ltd.,  123,  Victoria  Street, 

—  London,     S.W.i.     "  Edibrac,  'Phone. 

—  London."  5540  Victoria  (3  lines). 


Aeroplane  Manufacturers- 
Aircraft  Manufacturing  Co.,  Ltd.,  Hendon. 
"Airmanship,  Hyde,  London." 

Kingsbury  220. 
Armstrong,  Sir  W  ,  Whitworth  8:  Co.,  Ltd., 
Newcastle  -  on   -  Tyne.  "Armstrong 
Aviation,  Newc-islle-on-Tyne." 

Gosforth  500. 

Blackburn  Aeroplane  &  Motor  Co.,  Ltd, 
Olviii'iia,  Leeds.     "  Proi>ellors,  Leeds." 

Rouudhay  345  (3  lines). 

Boulton  &  Paul,  Ltd.,  Rose  Lane,  Norwich, 
'•  Aviation,  Norwich  "        Norwich  851. 

llritish  Aerial  Transport  Co.,  Ltd.  Head 
Office  :  18,  Conduit  Street,  London, 
W.i  "Batigram    Reg    London  " 

Mayfair  637,  638. 
Works  :  Hythe  Road,  Willesden,  Lon- 
don, N  W.io.  "Aerbrirans,  Phone, 
London."  Willesden,    2272,  2273 

Bilti^h  &  Colonial  Aeroplane  Co.,  Ltd. 
(The  Bristol  Co.),  Filton,  Bristol. 
"  Aviation,  Briscol."  Bristol  3006. 

Central  Aircraft  Co ,  High  Road,  Kilburn, 
N.W.6.   "  Aviduction,  Phone,   London  " 
Hampstead  .1403  and  4424. 

Dawson,  John,  &  Co,  Ltd.,  Newcastle-on- 
Tyne.  "  Dependable,  Newcastle-on- 
Tync."  Central  2604  (2  lines). 

Eastbourne  Aviation  Co.,  Ltd.,  Eastbourne. 
"  Aircraft,  Eastbourne." 

Eastbourne  1176. 

Gosport  Aircraft  Co.,  Gosport 

"Flight  Gospo'-t.''  Gosport  217. 

Grahame-White    Company,    Ltd.,  London 

Aerodrome,  Hendon.    "Volplane,  Hyde, 

London."  Kingsbury  120. 

London     Office,     12,     Regent  Street, 

S.W.i:  '  Regent  2084. 

Handlev  Page,  Ltd.,  110,  Cricklewood  Lane, 

N.W  2     "  Hydrophid,  Crickle,  London." 

Hampstead  7420. 
Hooper    &    Co.,    Ltd.,    54,    St.   James  St., 

Piccadilly,    London,   S.W.      "  Sociable, 

St   James,  London."  Regent  912. 

Mann,    Egerton    &    Co  ,    Ltd.,  Norwich. 

•'  Motors,  Norwich." 

Norwich  482  (4  lines). 
Martinsyde,     Ltd,     Brookiands,  Byfleet, 

"  Martinsyde,  VVeybridge." 

Woking  331;  Byfleet  171. 
"  Nieuport  "     8:     General     Aircraft  Co., 

Cricklewood,  London,  N.W. 2.     "  Nieu- 

scout,  Crickle,  London." 

Willesden  2435 

Phoenix  Dynamo  Manufacturing  Co.,  Ltd., 

Thornbury,        Bradford.  "Dynamo, 

Bradford."  Bradford  3700  (4  lines). 

The  Regent  Carriage  Co.,    Ltd.,  126/132, 

New    King's    Road,    Fulham,    S.W. 6. 

"  Carbodis,  London."    Putney  2240-2241. 
Roe,    A.    V.,    &    Co,    Ltd.,  Manchester. 

"  Triplane,  Manchester  " 

City  8530-8531,  Manchester. 
Saunders,  S.  E.,  Ltd.,  East  Cowes,  I.O.W. 

"  Consuta,  East  Cowes."       Cowes  193. 
Short    Bros.,    Rochester,    Eastchurch  and 

Whitehall  House,  S.W.  "Ts&ted,  Phone, 

London."  Regent  378. 

The  Siddeley  Deasy  Motor  *ar  Co.,  Ltd., 

Coventry.       Coventry  954         "  Deasy, 

Coventry." 

Sopwith  Aviation  Co.,  Ltd.,  Kingston-on- 
Thames.     "  Sopwith,  Kingston  " 

Kingston  1988  (8  lines). 

The  Superniarine  Aviation  Works,  Ltd., 
Southamiron.     "  Supermarin." 

Woolston  37  (2  lines). 

Vickers,  Ltd  ,  Imperial  Court,  Basil  Street, 
Knightsbridge,  S.W. 3.  "  Vickerfyta, 
Knights,  London."       Kensington  6S10. 

Waring  &  Gillow,  Ltd.,  Hammersmith. 
"  Warisen,  Ox,  London."  Museum  5000. 

Westland  Aircraft,  Yeovil  "Aircraft,  Yeo- 
vil." Veovil  129. 

White,  J.  Samuel,  &  Co.,  Ltd.,  East  Cowes. 
"  White,  East  Cowes."  Cowes  3. 


•  Meroplane 


AirShipS- 
Airships,  Ltd.,  High  Street,  Merton. 

Wimbledon  1314. 
The     North     British    Rubber    Co.,  Ltd., 
Castle     Mills,     Edinburgh.  "Weba, 
Edinburgh.  '    Edinburgh  3880  Central. 

(5  lines.) 

Short  Bros  ,  Rochester,  Eastchurch,  and 
Whitehall  House,   S.W.  "  Tested, 

'Phone,  London  "  Regent  378. 

C.  G.  Spencer  and  Sons,  Ltd. 
(See  under  "  Balloons  "). 

Aluminium  Castings  (Sand  and  Die) 

Coan,  R.  W.,  219,  Goswell  Road,  London, 
E.C.i     "  Krankases,    Isling,  London." 

City  3846. 

Balloons— 

The  North  British  Rubber  Co.,  Ltd., 
Castle  Mills,  Edinburgh.  "Weba, 
Edinburgh."    Edinburgh  3880  Central. 

(5  lines.) 

C.  G.  Spencer  and  Sons,  Ltd.,  50A,  High- 
bury Grove,  N  5.    "Aeronaut,  London." 

Dalston  1S93. 

Bent  Timber  Parts— 

Hopton  &  Sons,  George  Street,  Euston 
Square,  London,  N.W.i.  "  Hoptons, 
Eusquare,  London  "  Museum  496. 

Also  at  Market  Harborough,  Leices- 
tershire. •'  Hoptons,  Market  Har- 
borough '       Market    Harborough  13. 

Bearings  (Etonia  Cast  Phosphor  Bronze) 
Brown  Bros.,  Ltd  ,  Gt.  Eastern  St.,  E.C.i. 
Yorkshire     Engineering     Supplies,  Ltd., 
Wortley,  Leeds.     "  Yes,  Leeds." 

Central  3927. 

Blowpipes  (Oxy-Acetylenc)— 

Acetylene  Corporation  of  Great  Britain, 
Ltd  ,  The,  49,  Victoria  Street,  Westmins- 
ter, S.W. 1    "  Flamma,  Vic,  London." 

Vic.  4830 

Imperial  Light,  Ltd ,  123,  Victoria  Strict, 
London,  S.W.i.  "  Edibrac,  'Phone, 
London."  Vic.  3540*  (3  lines). 

Bolts— 

.Mitchell  Wedgewood  &  Co.,  Campbell 
Works,  Stoke  Newington,  London, 
N  16  Dalston  2500  (2  lines). 

Books  (Aero  Engines) — 

Dykes'  Auto  Encyclopedia,  Gillam,  149, 
Strand,  W.C  2 

Buildings— 

Boulton  \  Paul  Ltd  ,  Rose  Lane,  Norwich 
"Aviation,  Norwich."        Norwich  851 

Rubery  Uwcn  ii  Co.,  Darlaston,  South 
StatTs 

Cable    Coverings    and  Cable 
Controls— 

The  BoM'den  in. 1^1  Co.,  Ltd.,  Tyseley,  Bir- 
mingham.    "  Bowden,  Acock's  Green."  " 
Acock's  Green  103  &  104 
Bowden     Wire,    Ltd  ,   Wilksden  Junction, 
"  Bowirelim,  Harles,  Loudon." 

Willesden  2400  (3  lines). 
Herbert    Terry    &    Sons,    Ltd.,  Redditch, 


Springs,  Redditch. 


Ledditch  01. 


Carburettors— 

Hobson,  IJ.  M.,  Ltd.,  29,  Vauxhall  Bridge 
Road,  S.W. 2.  Victoria  4670. 

Casein— 

Nteuwhof,  Surie  &  Co.,  Ltd.,  5,  Lloyds 
Avenue,  London,  E-C  3  "  Suricodon, 
Fen,  London."  Avenue  34  and  35. 

ClOthing- 
Burberry's,  Ltd,  Haymarket,  S.W.i 

Regent  216s 

Dunhill's  Ltd.,  Euston  Road,  N.W.i. 
"  Dunsend,  London."  North  3405-6. 

The  North  British  Rubber  Co.,  Ltd., 
Castle  Mills,  Edinburgh.  "Weba, 
Edinburgh."    Edinburgh  3880  Central. 

(5  lines.) 

Component  Parts— 

Accles  8:  Pollock,  Ltd.  .  ( >ldbury,  Birming- 
ham    "Accles,  '  Oldbury." 

•  Jluoui y  in  (4  lines). 

Brown  Bros.,  Ltd  ,  Gt.  Eastern  St.,  E.C.I. 

Central  Aircraft  Co.,  High  Road,  Kilburu, 
N.W. 6.    "Aviduction,  'Phone,  London." 

Hampstead  4403  &  4404. 

Thompson  Bros.  (Bilston),  Ltd.,  Bradley, 
Bilston,  England  "  Thompson  Bros., 
Bilston."  .  Bilston  10. 


Cords,  Tapes,  and  Threads— 

MacLenuau,  J  ,  &  Co.,  30,  Newgate  Street, 
E.C  1.   .And  at  Glasgow.       City  3115. 


■J 

12 


Dopes— 

Titanine,      Ltd.,      175,     Piccadilly,  W 
"Tetrafree,  Piccy,  Lonion."  Gerrard  23 

British  Cellulose  Co.,  8,  Waterloo  Place, 
S.W.i.     "  Cellutale,  London." 

Regent  4046, 

The  British  Emaillite  Co.,  Ltd.,  30,  Regent 
Street,  S.W.i.  "  Ridleypren,  Piccy, 
London  "  Gerrard  280. 

Cellon,  Ltd.,  22,  Cork  Street,  London,  W.i. 
"  Ajawb,  Reg,  London."     Gerrard  440. 

Robt.  Ingham  Clark  &  Co.,  Ltd.,  West 
Ham  Abbey,  E15.  "  Oleotine,  Strat. 
London."  East  955. 

Engines  and  Parts— 

Allen,  W.  H.,  &  Co.,  Ltd.,  Bedford.  "Pump, 
Bedford."  Bedford  No.  1. 

Arrol-Johnston,  Ltd.,  Dumfries.  "  Mocar, 
Dumfries  "  Dumfries  281-282- 

Beardmore  A'-ro  Eng.,  Ltd  ,  112,  Great  Port- 
land Street,  W.i.  "  Beardmore,  Lon- 
don." Gerrard  238. 

The  Cosmos  Engineering  Co.,  Ltd.,  Fish- 
ponds, Bristol. 

Dudbridge  Iron  Works,  Ltd  iSaimson),  87, 
Victoria  Street,  London,  S.W.i.  "Aero- 
flight,  Vic,  London."  Vic  7026. 

Gordon  Watney  8:  Co.,  Ltd.,  Weybridge. 
"  Mercedes,  Weybridge." 

Weybridge  550  (7  lines). 

Green  Engine  Co  ,  Ltd.,  Twickenham. 

Richmond  1203. 

Gwynnes,  Ltd.,  Hammersmith,  W. 
"  (.wynne,  Hammersmith." 

Hammersmith  1910. 

Napier  &  Son,  D.,  Ltd  ,  14,  New  Burlington 
Street,  London,  W.,  and  at  Acton,  W. 
"  Nitrifier,   London  "        Gerrard  8926. 

Rolls-Royce,  Ltd  ,  14  and  15,  Conduit  Street, 
W.i.     "  RolheaJ,  London." 

Gerrard  1654-5-6. 

'lhe  Siddeley-Deasy  Motor  Car  Co.,  Ltd., 
Coventry.  Coventry  954.  "Deasy, 
Coventry." 

Sunbeam  Motor  Car  Co.,  Ltd.,  Wolverhamp- 
ton      "  Moorrield,  Wolverhampton." 

Wolverhampton  985- 

The  Gnome  &  Le  Rhone  Engine  Co.,  Ltd., 
27,  Buckingham  Gate,  S.W.i.  "Eleven- 
fold, London.''  Wakhainstow  bn  (2 
lines).  - 

Walton  Motors,  Ltd.,  Walton-on-Thames. 
"  .ilutui a,    u  allou-on-i  hanics." 

\i  u.toii  un- 1  hames  220 

Electrical  Accessories— 

Belling  8:  Co.,  Montague  Road,  Upper 
Edmonton,  N.iS.  "  Belling,  Edmon- 
ton." Tottenham  1984. 

Brown  Bros.,  Ltd.,  Gt.  Eastern  St.,  E  C.i. 

Johnson  &  Phillips,  Ltd.,  Charlton,  Lou- 
don, S.E-7-       "  Juno,  London." 

Central  2207;  I. un  ion  Wail  1564. 

The  Rotax  Motor  Accessories  Co.,  Lid.,  Vic- 
toria Koad,  Willesden  Junction,  NW'.io. 
"  Kouyuaiue,    'Phone,   Loudon  " 

Wnleoden  2480. 

Electric  Cables— 

E-  Kalker  and  Co.,  Coventry.  "  Kalker, 
Coventry. "  Coventry  24X. 

Johnson  8:  Phillips,  Ltd.,  Charlton,  Londou. 
.•5.E7.    "Juno,  London." 

Central  2-0;  ;  London  Wall  1564. 

Electric  Lighting  and  Power— 

Johnson  &  Phillips,  Ltd.,  Charlton,  Lou- 
don, S.E-7-     "  Juno,  London." 

Central  2207;  London  Wall  1564. 

Mann,  Egercon  81  Co.,  Ltd.,  117,  Cleveland 
Street,  Loudon,  W.  "  Installing,  Lus- 
ruau.'  Museum  70  (4  lilies). 

Electro    Platers    and  Metal 
Polishers'  Engineers— 

W.  Canning  a  „u.,  15.1-137,  Greal  j.j.amplon 
Street,  Birmingham.     "  Materials,  llir- 

Birmiugham  3622  Central  (3  lines) 

Fireproof  Petrol  Tanks — 

The  Aircraft  Improvements  Co.,  Morning- 
ton  Works,  Arlington  Road,  Camden 
Town,  N.W  1 

Flare  Lights— 

Imperial  Light,  Ltd.,  125,  Victoria  Street, 
London,  S.W.i.  "Edibrac,  'Phone, 
Lor.don  "  Victoria  3540  (3  lines). 

Flexible  Shafts- 
Herbert  Terry    8;    Sons,   Ltd.,  Redditch. 
"  Springs,   Redditch."         Redditch  61. 


I 


July  30,  19 19 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplane.) 


427 


•  (f)uj/ers'  •  Guide.] 


FlUXeS- 
Iraperial  Light,  Ltd.,  123,  Victoria  Street, 
London,     S.W.I.      "  Edibrac,  'Phone, 
London."  Victoria  3540  (i  lines). 

The  Auto  Controller  Co.  (Fluxite),  Vienna 
Road,  Berinondsey,  Eng. 


Flying  Boat  Builders — 

Gosport  Aircraft  Co.,  Gosport. 


Flight, 


Gosport."  Gosport  217 

Galvanising— 

Boullon  &  Paul,  Ltd.,  Rose  Lane,  Norwich. 
"  Aviation,   Norwich."       Norwich  851. 

Gauges— 

J.    A.    Prestwich    &    Co.,  Northumberland 

Park,  Tottenham,  N.17. 
Voucher,  Co.,  Auto  Tool  Works,  Walsall 

"  Voucher   Walsall."  Walsall  0196. 

GearS- 
Moss  Gear  Co.,  Ltd.,  Thomas  Street,  Aston, 
Birmingham.  "  Mosgear,  Birmingham  " 

Glue—  East  407 

Cannon,  B.,  &  Co.,  Ltd  ,  Lincoln.  London 
Office,  no.  Cannon  Street,  EC. 4. 
"  Bececolin,  Cannon,  London." 

City  1206. 

Improved  Liquid  Glues  Co.,  Ltd  ,  Gt.  Her- 
mitage Street,  E.  (Croid.)  "Excroiden, 
'Phone,   London."  Avenue  4611-2. 

Meudine  Co.,  S,  Arthur  Street,  E.C. 

Bank  587;. 

GOggleS- 
Tiiplex  safety  Glass  Co.,  Ltd..  1,  Albemarle 
Street,  Piccadilly,   W.i.       "  Shatterlys, 
Piccy,  London  "  Regent  1340 

Heating  and  Ventilating— 

Chas.  P.  Kinnell  and  Co.,  Ltd.,  65  &  65A, 
Southwark  Str.et,  London,"  S.E.i. 
"  Kinnell,  London."    Hop  372  (2  lines). 

The  Thames  Bank  (Blackfriars)  Iron  Co., 
Ltd  ,  Upper  Ground  Street,  London, 
S  E  1.      "  Hot  Water,  Friars,  London." 

Hup  703. 

Instruments- 
British    Wright    Co  ,  Ltd.,    13,  Chancerv 
Lane,  W.C.2.  Holborn  1308. 

Instruments  (Scientific,  Altimeters, 
etc.) — 

Short  &  Mason,  Ltd.,  Macdonald  Road, 
Walthamstow,  E17.  .  "  Aneroid,  Phone, 
London."  Walthamstow  180. 

Insurance- 
Aviation   Insurance  Association,  1,  Royal 
Exchange  Avenue,  E.C. 3 

London  Wall  9044. 
Bray,    Gibb  &    Co  ,    Ltd.,    166,  Piccadillv, 

jsgrT   w  1   ■  .  ^- 

S    Sa  kville  &  Sons,  Duchy  Chambers,  4, 

Clarence   Street,  Manchester. 
Harold    Towneirl,    Ltd.,    13-14,  Abchurch 
Lane,    King     William    Street,     E.C. 4. 
"Carinsur,  London." 

Central  '.36  (2  lines). 
Percy     Wingfie'd,     22,     Newgate  Street, 
fyj     /C  1.  City,  4672. 

Leather  Cloth- 
New  Pegamoid,  Ltd.,  134,  Queen  Victoria 
Street,     Londou  "  Pegamoid,  Cent., 
London."  City  9704  (2  lines). 

Lubricating  Oil   Refiners  and 
Merchants- 

W.  B.  Dick  &  Co  ,  Ltd  ,  90,  Fenchurch 
Street,  E  C. 3  Teh  grams,  Dicotto  Fen, 
London.  Avenue  7S54  (2  lines.) 

Magneto  Driving  Pieces- 
Herbert    Terry  S-  Sons,    Ltd.,  Redditch. 
"  Springs,  Redditch."  Redditch  61. 

Magnetos— 

The  British  Lighting  &  Ignition  Co.,  Ltd., 
204,  Tottenham  Court  Road,  W.I. 
"  Yicksmag,  Phone,  London." 

Museum  430. 

The  British  Thomson  Houston  Co.,  Ltd., 
Lower  For  1  street,  Coventry.  "  As- 
ttroidal,  Coventry."  Coventry  278. 

Metal  Casement  Manufac- 
turers— 

:  Henry  Hope  &  Sons,  Ltd.,  53,  Lionel  Street, 
V.  rmingua  n.  Conservatory,  Birming- 
ham." Central  999  (2  lines). 

Metal  Manufacturers- 
Clifford,  Chas  ,  \  Sous,  Ltd.,  Birmingham. 
"  Clifford,  Birmingham."    Central  42-43. 

Avenue  1432. 


Metals  in  General— 

Samuel  Mercer  &  Co.,  198,  Upper  Thames 
Street,  E.C  4  "  Reconciled,  Cannon, 
London."  City  6342. 

Metal  Parts  and  Fittings— 

Accles  &  Pollock,  Ltd.,  Oldbury,  Birming- 
ham.   "  Accl.  s,  Oldbury." 

Oldbury  in  (4  I;n<-  1 

Arnott  &  Harrison,  Ltd ,  Hythe  Road, 
Willesden  Junction.  Willesden  2207. 

Bayliss,  Jones,  X;  Bayliss,  Ltd.,  Wolver- 
hampton. (Bolts  and  Nuts.)  "  Bayliss, 
Wolverhampton."    Wolverhampton  1041. 

Blackburn  Aeroplane  &  Motor  Co.,  Ltd., 
Olympia,  Leeds.      "  Propellors,  Leeds." 

Rorindhay  345  (3  lines). 

British  Metal  (Kingston),  Ltd.,'  Kingston- 
011  Thames. 

Brown  Bros.,  Ltd.,  Gt.  Eastern  St.,  EC.i. 

Mann,  Egerton  8:  Co.,  Ltd.,  777,  Cleveland 
Street,     London,     W.i         "  Installing,  . 
Eusroad,  London."  Museum  70. 

Rubery  Owen  &  Co.,  Darlaston,  South 
Staffs. 

Sankry,  Joseph,  &  Sons,  Ltd.,  Wellington, 
Shropshire.  "  Sankcy,  Wellington, 
Salop."  Wellington  66. 

The  Pulvo  Engineering  Co.,  Ltd.,  10  to  16, 
Dane  Street,  High  Holborn,  London, 
W  C  1.       "  Pulvipult,  Phone,  London." 

Holborn  410. 

The  Selsdon  Aero  &  Engineering  Co.,  Ltd., 
1,  Albemarle  Street,  Piccadilly,  W.i. 
"  Seliero,  Phone,  London  "  Regent  1181. 

The  Potax  Motor  Accessories  Co..  T  td.', 
Victoria  Road,  Willesden  Junction, 
N  W.io.    "  Rodynalite,  Phone,  London." 

Willesden  2180. 

Thompson  Bros.,  Ltd.,  Bradley,  Bilston. 
"Thompson  Pros,  Bilston."    Bilston  10. 

Metric  Bolts— 

Cashmore  Bros  ,  Hild-eth  Street,  Balham, 
S  W.  Battersea  415- 

Rubery   Owen    &    Co.,     Darlaston,  South 

Staffs. 

Miscellaneous- 
Anderson,     D.,     S     Son.    T  td.  (Roofs), 
Belfast.    "  Anderson,  Belfast." 

Belfast  .;033-<ov-'""~ 
British  Metal   (Kingston),  Ltd.,  Kingston- 
on-Thames. 
Brown   Bros.,   Ltd.,  Great  Eastern  Street, 
E  C  1  "  Imbrowncd,  Bethmad,  London  " 
London  Wall  6300. 
Herbert  Frood  Co.,  Ltd.,  Chapel-en-le-Frith. 
"  Frodobrake,  Birmingham." 

Central  793 

Macl.ennan,  J.,  &  (  o  ,  30,  Newgate  Street, 
E  C. 1.,  and  at  Glasgow.  Tapes,  Cords, 
and  Thread-  City  3115. 

Motor  Cars— 

Arrol  Johnston,  Ltd.,  Dumfries,  "  Mocar, 
Dumfries."  Dumfries  281-282. 

Mann.  Egerton  &  Co.,  Ltd.,  379/381,  Euston 
Road,  London,  N.W.i.  "  Manege-ear, 
Eusroad,  London."  Museum  70. 

Standard  Motor  Car  Co.,  Coventry.  "Fly- 
wheel, Coventry." 

Coventry  530  (4  lines). 

Nameplates  and  Labels- 
British  Metal  (Kingston),  Ltd  ,  Kingston- 
on-Thames,, 
The    Clegg    Metal    Engraving    Co.,  Ltd., 
Worthing.    "Clegg,  Worthing." 

Observation  Panels  — 

Triplex  Safety  Glass  Co.,  Ltd.,  1,  Albemarle 
Street,  Piccadilly,  W.i,  "  Shatterlys, 
Piccy,  London."  Regent  1340. 

Oils- 

'C.  C.  Wakefield  X  Co.,  Ltd,  Wakefield 
House,  Cheapsi.le,  E  C.2.  "  Cheery, 
Cent,  Londou  "    Central  11305  &  13466. 

Parachutes— 

E.  R  Calthrop's  Aerial  Patents,  Ltd., 
Klclon  Street  House,  Eldon  Street, 
London,  E  C.  "  havemalivo,  Ave,  Lon- 
don." London  Wall  3266-3267. 

The  North  British  Rubber  Co'.,  Ltd., 
Castle  Mills,  Edinburgh.  "Weba, 
Edinburgh."    Edinburgh  3880  Central. 

(5  lines.) 

C.   G.  Spencer  &   Sons,  Ltd. 
(See   under   "  Bailoons  "). 

Piston  Rings— 

The  Standard  Piston  Ring  and  Engineering 
Co.,  Ltd.,  Don  Road,  Sheffield.  '•  Ocean, 
Sheffield."  Sheffield  2149 

Presswork— 

Rubers  Owen  &  Co.,  Darlaston,  South 
Staffs. 

Terry.  Herbert,  &  Sons,  Ltd.,  Redditch. 
"Springs,  Redditch  "  Redditch  61. 


Propellers— 

The  Aircraft  Improvements  Co.,  Morning- 
ton   Works,    Arlington    Road,  Camden 
Town,  N.W.i 
Blackburn   Aeroplane   &   Motor  Co.,  Ltd., 
Olympia,  Leeds      "  Propellors,  Leeds." 

Round-hay  ?45  (1  lines). 
Boulton  &  Paul,  Ltd.,  Rose  Lane,  Norwich, 
"  Aviation,  Norwich."        Norwich  851. 
Ebora   Propeller   Co.,    11    &    12,  Surbitbn 
Park      Terrace,  Kingston-on-Thames 
"  Ebora,  Kingston."  Kingston  672. 

Integral  Propeller  Co.,  Ltd.,       "  Aviprop, 
Hyde,  London." 

Hendoa  9.     Kingsbury  104 
Lang  Propeller,  Ltd.,  VVeybridge.  "Aero- 
sticks,  Weybridge.1'    Weybridge  520-521. 
Oddy,  w.  D.,  &  Co.,  Leeds.  "Airscrews, 
Leeds."  Leeds  20547-s. 

Westland  Aircraft,  Yeovil.     "  Aircraft,  Yeo- 
vil "  \eovil  129. 


Pyrometers— 


The  Foster  Instru  ncnt  Co.,  Letchworth, 
Her.S.  "Fost.r  instruments,  Letch- 
u  Letchworth  2b. 

Rawhide  Hammers— 

Ira  Stephens,  AiiUiiands  Leather  Works, 
Ashton  undtr-Io  ue.  "Stephens,  709, 
Ashton."  Ashton  709. 

Rigging  for  Aircraft— 

Cradock,  Geo.,  &  Co.,  Ltd.,  Wakefield 
England.    "  Ciadock,  Wakefield." 

Wakefield  466. 

Rubber  Tubing  &  Accessories- 
Hancock,  Jama  Lyric,  Ltd.,  .00,  l.oswell 
Road,   London,   E.C  1       "  Masticator-, 
Isling,  London.'  City   j<Sn  &  1812 

The     North     British     Rubber    Co.,  Ltd., 
Castle     Mi. Is,     Edinburgh.  "Weba) 
Edinburgh."     Edinburgh  3SS0  Central. 
_■•   -  (5  lines.) 

Safety  Belts- 

C,  11.  Holmes  &  Sou,  38,  Albert  Street, 
Manchester.    "  Semloh.  Manchester." 

City  4433. 

Screwing  Die  Heads — 

Voucher,  Co.,  Auto  Tool  Works,  Walsall. 
"  Voucher    Walsall  "  Walsall  0196 

Screw-driving  Machines— 

Russell  Bros.  (Redditch  I,  Ltd.,  Liltleworth, 
Redditch.     "  inventors,  Redditch." 

Redditch  74. 

Seaplane  Manufacturers— 

Blackburn  Aeroplane  &  Motor  Co.,  Ltd., 
Olympia,  Ljeds.     "  Propellors,  Leeds." 

Roundhay  345  (3  lines). 

Phccnix  Dynamo  Manufacturing  Co.,  Ltd., 
Ihornbury,  Bradford.  "Dynamo,  Brad- 
ford." Bradford  3700   (7  lines). 

Short  Bros.,  Rochester.  "  Seaplanes, 
Rochester."  Chatham  627. 

Supefmarine  Aviation  Works,  Ltd.,  bouih- 
auipten  "  Superniarm,  Southamp- 

ton." Woo.ston  37. 

Searchlights  &  Landing  Lights 

Brown  l.. us.,  Ltd.,  Great  Jiastern  St.,  E-C.i. 

Imperial  Light,  Ltd.,  123,  Victoria  Street, 
London,  S.VV'.i.  "  Edibrac,  Phone,  Lon- 
don "  3540  Victoria  (3  lines). 

Ihe  Kotax  Motor  Accessories  Co.,  Ltd., 
Victoria  Road,  Willesden  Junction, 
N  W.io    "  Rodynalite,  Phone,  London.' 

Willesden  2480 

Shock  Absorbers- 
Luke  Turner  &  Co.,  Deacon  Street,  Leices- 
ter Leicester  967. 
Tubbs,  Lewis  ix  Co.,  Ltd.,  29  &  30,  Noble 
Street,  EC. 2     "Elastics,  London." 

City  22. 

Sheet  Metal  Pressings— 

Accles  &  Pollock,  Ltd  ,  Oldbury,  Birming- 
ham.   "  Accles,  Oldbury." 

Oldbury  111  (4  lines) 

Blackburn  Aeroplaae  &  Motor  Co.,  Ltd., 
Olympia,  Leeds.     "  Propellors,  Leeds." 

Roundhay  ;45  (3  lines) 

British  Metal  (Kingston),  Ltd.,  Kingston- 
on-Thames. 

Rubery  Owen  &  Co.,  Darlaston,  South 
Staffs. 

Sheet  Metal  Work— 

The  Acetylene  Corporation  of  Great  Britain, 

Ltd.,      49,      Victoria     Street,  S.W.i. 

"  Flamma,  Vic,  London."  Vic  4830 

British  Metal   (Kingston),  Ltd.,  Kiugston- 

on-Thames.  [Staffs. 
Rubery  Owen  ft  Co,  Darlaston,  South 
The  Selsdon  Aero  &  Engineering  Co.,  Ltd., 

1,    Albemarle    Street,    Piccadilly,  W.i. 

*'  Selaero,  Phone,  London." 

Regent  11S1 

Imperial  Light,  Ltd.,  123,  Victoria  Street, 
London,  S.W.i.  "  Edibrac,  Phone,  Lon- 
don." Victoria  .5540  (3  lines). 


Aeronautical  Engineering 


July  30,  1910 


^Jllllllllllllllllllllllin 


Accumulators— 

The  Chloride  Electrical  Storage  Co.,  Ltd., 
Clifton     Jmut...",  near 


=       Acetylene  Welding  Plant— _ 


Bonlton  &  Paul,^Ltd\  Rose  ^-^j"™^! 

British  Aerial  Transport  Co.,  Ltd.  Head 
Office:  A  Conduit  ^-a,  London, 
...  "BaHijraai    ReZ  London 

Mayfair  637,  P3R 
Work*:  Hythe  Rood,  Willt-sdcii,  Lon- 
don N  W  10  "  Aerbnrnns,  Phone, 
I/inilon  "            Willesden.   3273,  2:73 


Cenlril 

N.W. 

Dawson, 


Lo 


•a.),  Filbon,  Bristol. 
,1  Bristol  3006. 

High  Road,  kilburn, 
ion.    Phone,  London" 

• ,  Ltd.,  Newcastle-on- 


ucrnft  Co  ,  Cosport  ^         (  ^ 

Vhite  Oonipnnv  Ltd.,  London 
ome,  Hendon.  '"Vr.lplan-',  Hyde. 

1'    Office,     is,     Regent  Street, 


Handlev  Pa?e,  Lid  .  no,  Cricklewood  Lane. 

\-  w  -    ■■  l^dw;.<w).  Cnckle,  London 
Hamnstcud  T1-*o 
Hooper   &   Co  .    Lid  ,   54.   St.  James  St., 

Piccadilly,    l.on  l.m,   S  W.  "sociable, 

St  James,  London."  Resent  912 

Mann,    Egcrton    ft    Co .   Ltd.,  Norwich. 

•'  Motors,  NorwL-h." 

Norwich  &2  (4  lines). 
Martinivdc,     Lid  ,     Brooklands,  Byflcet, 

"  ManinsvdL  ,  Weybndge." 

Woking  311;  Byflcet  in 
» Nieuport  "     ft     General     Aircraft  Co., 

Cricklewood,  London,  N.W  =.     "  Nieu- 

scout,  Criekle,  London."  ^  ^  ^ 

Phoenix  Dynaniu  Manufacturing  Co..  Ltd  , 
Tbornfeury,  Bradford  "Dynamo, 
Bradford."  Bradford  3700  (4  lines) 

The  Regent  Carriage  Co.,    Ltd  ,  118/131, 
New    King's    Roil,    Fnlliam,  S.W.6. 
"  Carbodis,  London."    Putney  3240-2241. 
Roe,    A.    V.,    &    Co.,    Ltd.,  Manchester. 
"  Triplatu,  Manchester  " 

City  8530*531,  Manchester- 
Saunders,  S.  E  ,  Ltd  ,  Last  Cowes,  I.O.W. 

Short  Bros.,  Rochester,  Eastchurch  and 
Whitehall  House,  S.W;  "Tpeted,  Phone, 
London."  Regent  37S, 

The  siddeley  Deasy  Motor  »ar  Co.,  Ltd., 
Cm-entry.  Coventry  954  "  Deasy, 
Coventry." 

Sopwilh  Aviation  Co.,  Ltd.,  Kingston-on- 
Thames.    "  Sopwilh,  Kingston  " 

Kingston  1988  (8  lines). 
The  Supermarine   Aviation    Works,  Ltd, 
Southampton.     "  Supcrmarin." 

Woolston  37  (1  lines). 
Vickers,  Ltd  ,  Imperial  Court,  Basil  Street. 
Knighubndg. ,     S  W.3.      "  Vickerfyta, 
Knights,  Ixtndon."       Kensington  6810. 
Wai™?.   *    Gillow,    Ltd  ,  Hammersmith. 


'x,  Lo 


'  Must 


vil 


raft, 


6Z&  •  MeroplariQ  \ 


AirShipS- 
Ai^hips,  Ltd.,  Higb  Strei 


Aluminium  Castings  (Sand  and  Die) 

r  K    \\  Gnsw  11    Road,  I.<iiidnn, 

"kranknses,    Is.ing,  London/; 

Balloons—  < 

The    North    Brilish    Ruhber    Co,  Ltd, 
Castlt     Mill-,     Edinburgh  "Weba, 
Edinburgh."    Edinburgh  3.^0  Centra L 
(5  lines.) 

C  G  Snencer  and"  Sons,  Ltd,  v.n,  Ehuh- 
'    bnrv  Grove    N  s.    "Aeronaut,  London." 

Dalston  tbvj 

Bent  Timber  Parts— 

Hopton   &   Sons,   George  Street,  Fusion 
Square,    London,    N.W.I.      "  Hop  tons, 


Abo  at  Market  Harboro.ueh,  Leices- 
tershire. •'  Hoplnns,  Market  Har- 
borough  '       Market    Harborough  ij- 

Bearings  (Eior.ia  past  Phosphor  Bronze) 


Blowpipes  (Oxy-Acetylenc) — 

AttLt!l?  TIk-,       Vi.K.ria  street,  1 
tcr,  S.W.i    "  Flanmia,  Vic,  L 

Imperial  Light,  Ltd,  victor 


Mitchell  Wednewoid  &  Co,  Campbell 
Works,  Stoke  Newinglon,  London, 
N  16  Dalslou  ajbo  (2  lines). 

Books  (Aero  Engines)— 

Dykes'  \11to  Rncycilouedia,  Gillam,  149, 
Strand,  W.C  2 


Buildings- 


Cable    Coverings    and  Cable 

ContrOlS- 


Terry    St    Sons,  Lt 


Carburettors— 


whof,  Surie  &  Co.,  Ltd.,  s,  Lloyds 
venue,  London,  EC 3  "Suricodon, 
en,  London  "  Avenue  ij  and  ;j 


Clothing- 


Burberry's,   Ltd,   Haymarket,  S.W.i 

Regent  3fb$ 

Dunhill's  Lid.,  Fusion  Road,  N.W.i. 
"  Dunsend,  London."  North  340S-0. 

The  Noriii  Itriti.-Ii  Rubber  Co.,  Ltd., 
Castle  MilN,  Edinburgh.  "Weba, 
Edinburgh."    Edinburgh  3880  Central. 

{5  lines.) 

Component  Parts— 

Accles  &  Pollock,  Lid.  nldluiry,  Birming- 
ham   "Accles,  'Jldbury." 

•Jluou.j  in  (4  lines) 
Brown  Bros,  Lid,  C.t  Eastern  St.,  E.-C.i. 
Central  Aircraft  Co.,  llich  K.jad,  Kilburn, 
N.w.o.    "Aviilm  linn,  'Phone,  London." 


Cords,  Tapes,  and  Thread* 

MacLenmm,  J  ,  &  Co.,  30,  N,Wl.  a. 

.  <-i — '         *u"  street 


Tifniiine.  Ltd.  17  s,  Piccadilly,  w, 
"Tetrafre-,  1'iccy.  Lnti  Ion  "  C,tTrard,;, 

British  Cellulose  Co..  8,  Waterloo  p]^  J 
S.W.1,     ■'Cellulate.  London-  llaet- 

The  Urilisli  Emailllte  Co.,  l.t-1  '^^"r.I?6. 
Street,  S.W.i.  "  Ridleyprcn  pfl 1 
Lo-idon  "  Gcrrard  Ufa' 

Cellon,  Lid  ,  22.  Cork  Street,  I^ndon.  w? 

'■  Ajawb,  Reg,  London  "     Gerrard  iio 
Kubt     Inyliarr,    Clark    ,\    Co,    It,]  w«i 
Ham   Abbey,   F.15.      "  Olcoltne;  stral. 
Last  oss 


Engines  and  Parts— 

Allen,  W.  II  ,  &  Co.,  Ltd  ,  Bedford  "Pumi. 

Bedford."  Bedford  No  t 

Arrol-Johnston,  I.td-,  Dniufn.  -      "  Jiotar, 

Beardmorc  A^-rr.  Ens.,  Ltd  ,  iu,  \>ari'. 


F,n 


The  Cosm 

ponds,  Bristol. 
Dudbrid^-e  Iron  Works,  Ltd    , Silmson),  87 
Victoria  Slre..t,  Loudon,  S.W.I  "Aero 
flight,  Vie,  London."  Vic 
Gordon  Watncy        Co.,   Ltd  ,  WeybridBc 
"  Mercedes,  Weybriri-e." 

Weybridye  550  17  lines). 
Green  Engmc  Co,  Ltd,  Twickenham 

Richmond  udl 

Gwynues,       Ltd.,       Haminersmilh,  W 


.Naiuer  S.  Son,  iJ.,  I.td  ,  ],, 
Street,  London,  W.,  a 
"  Nilrificr,    Lon  lon  " 

Koils-Kovcr-,  I.td  ,  it  and  1 
W  1       "  RolhcaJ,  Lou 


iiirliiigiua 


Electrical  Accessones- 

llelliuu    S:    Co.,    MoulayiR  Ho. 


Electric  Cables— 

E  KaliJrT  and  CO.,  Coventry  » Kalk^ 
Johnson  &  piilliW,  I.Ul  .  ClmrUun. 

S  E  7      cinia  V°°'!0,,.,„',',.lo,1  Wall  1=61 

Electric  Lighting  and  Power- 


Electro    Platers    and  Metal 
Polishers'  Engineers- 


Fireproof  Petrol  Tanks- 


Flare  Lights— 

Impo-ial  I. mlu,  Ltc 
London,  S.W.I- 

Flexible  Shafts 


„3,  victoria  SOT* 


K    Ltd.,  "'^'t, 


JULV  3°' 


i9'9 


Aeronautical  Engineering 


(Supplement  to  The  Ap.roplanb.)  427 


icrmomlscy,  En*. 

cuins  Boat  Builders— 

Flying  "     (       r.osport.  "niisht, 

Galvanising— j  trt  ^  Rose  Nonrifh 

^'.."ui  iHiiii,  Norwich."      Norwich  S^r. 


-t^lwich    S:    Co.,  Northumberland 
"  ',Vu   Vnlieiiham,  N.I7 
u«,,riier   Co ,  Aulo  Tool   Works,  Walsall 
y0U"volicher  Walsall:"  Walsall  ot,,6 


Mo«  n.nr  Co  ,  l  id  ,  Thomas  Street,  Aston, 
'    Birmingham   "  Mosgear,  Birminshani  " 
East  407 

^Cmtnfi".  B  .  x  Co  >  •  Lincoln.  London 
Office,  no,  Cannon  Street,  B.C. 4. 
"  Rereco'in    Cannon,  London." 

City  1:06 

imr,rovMl  Liquid  Gbios  Co.,  Ltd,  Gl.  Her- 
nui.n"   -tri'i,  H    iCroid.)  "Exeroiden, 


Goggles- 


.ty  Glass  Co.,  Ltd..  1,  Albemarle 
Piccadilly,  W.I  "  Shnlterlys, 
otidoTi  "  Reueiit  1.140 


Heating  and  Ventilating— 

Cba-  P  Kiniall  and  Co.,  Ltd.,  (>=;  & 
Soiithwnrk      Slrjel,      London,     S.'E  1 
"  Kwin.  II.  Lnado.i."    Hop  ^2  (2  linesi. 

The  Thames  Ban1;  (Biackfriars)  Iron  Co, 
l.l.l,  l-pper  r.roar.d  Street,  London, 
sLi      "Hot  Water,  Friars,  London." 

Hup  -by 

Instruments- 
British   WnuhL   Co,  Ltd,    13,  Chnncerv 
Lane,  W.C. 2.  HDlbom  1308, 

Instruments    (Scientific,  Altimeters, 

etc.)— 

Shorl  (i  Mason,  Lt  l,,  Macrlonnld  Road, 
Walttinnislou ,  L.i;.  »  Aneroid,  Phone, 
London  "  Walthamstow  iBu- 

Insurance— 

Arial'in  In-nrance  Association,  1,  Royal 

Exchauye  Avenue,  E.Ci 
n       _.  London  Wall  c/)44- 

uray,  c.ibh  &    Co  ,    Ltd.,    166,  Piccadilly, 


Leather  Cloth- 


Ural   'S6  12  lines). 

City.  tf72. 

14,  Queen  Victoria 
IVc-mir.i.l.  Cent., 
Cily  0704  {2  lim-si. 


'  •  Guide. \ 

— \ 


^Me&s5!'  Refiners  and 


MSS°rDi-iving  Pieces-  : 

"  SwfeBBMM  Ud-;  "«Wil* 

"aenetos- 


Metai 


":r%  T.hori'0»  Houston  O 
"'ial/cov-ni™1"'  ^"VL'ury 


,.  'Urers 


Casement 


Manufac- 


M^„Manu,act 


Central  tiog 

urers— 


Metals  in  General- 

SSL?*       "Keconctal,  c„„,,„„, 
City  6342. 

Metal  Parts  and  Fittings- 

Accles  &  Pollock,  I.id  ,  Oldbnry,  ninninc- 

Arnott    S;    Harri~,on    Lld^'^HvIh..'11  i'L' 
Willesden  j,,M,  ii,,'u    "      '  u  .n,   ,.  „  -' 
Bayliss,    Jones,    X    llaylis^,  U-.hvr- 

W'dverilamo-I',','"  '\v. -.Iv.-Ht amnion  V.n«' 
Blatkb.irn    Aer., ,,!,,„,.    v,    m,,,  ,  ,r    r,.      1  .,• 


British  Mclat 
on  Tbnnie 
Brown  Bros., 

Street,  L 


W.i 


Ruberv    Owen    &  Ci 
Staffs. 

Sank.y,  Joseph,  &  .Vius,  Ltd,  Wellingto 
Sbrnpsbire  "  Sankey,  W.  IHnirtf 
Salop."  Wellington  < 

The  Pulvo  Enrjineerinc  Co.,  Ltd., 


Dane  Street,  Tliyli  HMNorn,  Loudon, 
WCi.      "  Pulvipnlt,  Phone,  London." 

Holborn  jio 

The  SeLsdon  Aero  .\  I^ucineeriur.  Co.,  Ltd 
J,  Albemarle  Str.-et.  Pt.radillv,'  W  i" 
"  Sel  iero,  Pliotv  ,  London  "    Recent  1181. 

The  l'.Otax  Motor  Accessor*  -  Cm.  I  i,|  , 
Victoria  iioad,  Willesden  Junction, 
NW.io.    "  Kodinalite,  I'h'.-..-.  Lnmimi  " 

Will.sd.-n  2iHr, 

Thompson  Bros  ,  i.td.,  Bradley,  Bilston. 
"Thomiison  Bros,  Bilston"    Bilston  10. 

Metric  Bolts— 

Cashmore  Bros ,  Hildreth  Street.  Bnlbam, 
S  W.  Battersca  415. 

Rubery  Oiven  &  Co,  Darlasiuii,  South 
.staffs 

Miscellaneous— 

Anderson,     P..  Son.     I  til.  (Roofs), 

ILlfist.    "  An.b  r-on,  tielfast." 

Belfast  jov.-'oi'-- 

British  Metal  f Kingston),  Ltd.,  Kingston- 
on-Thanies 

Brown   Bros  ,  Ltd  ,  C.rcat   Eastern  Street, 
E-C  1  "  Imbrawnad,  Bethroad,  London  " 
London  Wnll  6^oo, 
Herbert  Frood  Co,  T.irl.,  Chapel-cn-le-FriiU. 
"  Frndolir.ik!  ,    liiriiiiimti.'iin  " 

Central  701 

MneT.eminn,  J^.  S-  lo,  -,o,  Newgate  Si  reel, 
and  Thread-  City  3115! 

Motor  Cars— 

Arrbl  Johnston,  Ltd.,  Dumfriei  "  Mocar, 
Du-nfries."  nuiufries  281-282. 

Mann.  Egerton  X'  Co..  Ltd  ,  =7o'.-M.  I^islon 
Rnad,  London,  N.W.i.  "  Manegecar, 
Ensroad,  I.ondoti."  Museum  70. 

Standard  Molnr  Car  Co,  Coventry  "Fly- 
wheel, Coventry" 

Coveiitrv  «?o  14  lines). 


Observation  Panels— 

I'mi  Ilk  >afei\  Cm.,  Ltd  .  1,  Albemarle 

sir-  t,    Piccadilly,    W.i         "  Sliallerh-, 

l'iccy,  London  "  Regent  1540- 

Oils- 

"C  C  Wakefiebl  S  Co.,  Ltd,  W.tkeh.  Id 
House,  Cluapsi.le,  EC  2  "Cheery, 
Cent,  London"    Central  11505  S;  13466 

Parachutes— 

E  K  Calthrop's  Aerial  Patents,  Ltd., 
Eldon  Street  House,  Eldon  Street, 
London,  E  C.  "  savenialivn,  Ave,  Lon- 
don "  London  Wnll  -,:w>  w"7 

The  North  Brili.-h  Rubber  Co.,  Ltd., 
Ca-lk  Mill.--,  l-iiinbur^h.  "Weba, 
Etlinburgh  "  EdinlmrL'h  3880  Central.- 
(5  lines.) 

C.  C.  Spen 


Piston  Rings- 

The  SLmdard  Pjsjj 


Presswork- 


en    &    Co.,  Darlast 


'  Springs.  Redditch 


Ltd  ,  Redditch 


IIIIIIIIIIIIIIIIIIIIIMHi 


rtoullon  &  Paul,  Ltd. 


Propellers— 

The  Aircraft  Improvements  Co.,  Morning- 
Towii    Nt'   Arlington    Road,  Camden 
Blnckbur,',  Aeroplane  &    Motor  Co.,  Ltd., 
Olynima,  Leeds      ■■  Propellors,  Leeds." 

undhay  345  (3  lines). 
Rose  Lane,  Norwich, 
...      "'"i"!!,    .vt.rwidi  "         Nnnvieh  S^i. 

,'l,"1rit  1,1  r  ClJ-   11   «    w.  Surbiton 

1,  rri  "■  kin.^ion*n-Thames 

■         ,  Hen.lon  9.     Kingsbury  104 

Lang  Propeller,  Ltd.,  Weybridge      "  \ero- 

sticks,  Weybrid2e.''  Weybridge  52^:1. 
Oddy  W  D.,  &  CO.,  Leeds.  -  Airbus, 
Leeds."  _  Leeds  20.47^ 

Wtsttancl  Aircrait,  Yeovil.    "  Aircraft,  Yeo- 

Vl1  \eovil  129, 

Pyrometers— 

The  Poster  Jnstruuent  Co.,  Letchwortli, 
WT  s  .,  i'ual  r  lust  rumen  is,  Letch- 
"  Lctchworth  26. 

Rawhide  Hanamers— 

lra  sic-ph.  il>,  ,i„,  iiuiils  Leather  Works, 
Ashton  1111  kr  lo.ie  "  ijtirphens,  700, 
Asuluu."  Ashton  709. 

Rigging  for  Aircraft- 

Cradock  Geo,  &  Co.,  Ltd.,  Wakefield, 
fciigland,    "  Cia<lock,  Wakefield." 

Wakelield  466. 

Rubber  Tubing  &  Accessories— 

Hauccnk,  Jbiul,  Lytir,  I  id  i.o>vccll 
Road,  London,  K.c  1  ■■  Ma- lienor 
Isling,  London  '  City  ,dn  i  i8u' 

The  North  British  Rubber  Co  I  td 
^-tb       Mi  IMilibur^li  '"Wi-l-n' 

Edinburgh. ■'    Edinburgh  3880  Central, 

Safety  Belts-  '5  ' 

C    H    Hmiii.s  &   Sou.  38,  Albert  Slr.-et, 
Maneheaier     "  Semloh.  Manchester  " 
n  .         _  cit?  W 

Screwing  Die  Heads — 

Voucher,  Co.,  Auto  Tool  Works,  Walsall 
"  Voucher    Walsall  "  Walsall  0196 

Screw-driving  Machines— 

Russell  Bros.  iReddiuhl,  Ltd.,  Liitlewortb, 
Redditch     "  inventors,  Red  litch  " 

Redditch  74- 

Seaplane  Manufacturers— 

Bluckb:irn   Aeroplane  &    Motor  Co.,  Ltd., 
Ulympia,  L-eds.     "  I'roitellors,  Leeds,'1 
Roundbay  145  lines)- 
Phcenix  Jtvnamo  Mau-ifa^lurim:  Co,  Ltd. 
Ihornbury,  Bradford.    "Dynamo,  Brad- 
ford."  Braiiford  5700  (7  liiusj. 


Bro 


Uucll 


Works, 


Chatham  627.  — 


Roches 
SupcTmarine  Av 

Searchlights  &  Landing  Lights 


l  ;  line: 


N  W.io    "  Kodvualiie,  I'hoiic,  London.' 

Willesden  2480 

Shock  Absorbers- 
Luke  Turner  &  Co.,  Deacon  Street,  Leices- 
ter Leicester  967- 
Tubbs,  Lewis  \-  Co.,  Ltd.,  29  &  30,  Noble 
Slrett,   !■  C.J      "Elaslits,  London" 

City  31. 

Sheet  Metal  Pressings— 

Accles  .S:  Pollock,  L'  I  ,  Oldbnry,  Birming- 
ham.   "Accles,  Oldbary." 

Oldbnry  til  (4  lines) 

Blackburn   Aeropla.ie  &    Molnr  Co.,  Ltd.. 
Olympia.  Leeds.     "  Propellors,  Leeds." 

Roundbay  145  (3  lines) 

British   Metal  (Kingston),  Ltd,  Kingston- 
on-Thames. 

Kuberv    Uweu    ft    Co.,    Darlastou,  South 
Staffs. 

Sheet  Metal  Work— 

The  Ai  t  lyleii'.'  Corp"'  uion  ol  '".rent  Britain, 

"  Flamina,  Vic,  Lon  lon."         Vic  4830 
British  Metal   ( Kingston),   Ltd  ,  Kingston- 
on-Thames.  iStaffc. 
Rubery    Owen    &  Co.,    Darlastou,  South 
The  Sets  Ion  Aero  .\:  I-ji^ineering  Co.,  Ltd., 
i,    Albemarle    street,    Pi-:cadill»,  W.i. 
"  Selaero,  Phone,  Loudon." 

Regent  11B1 

Imperial  Light,  Ltd.,  I2J,  Victoria  Street, 
London,  S  W.i.   "  Edibrac,  Phone^Lon- 


28 


(Supplement  to  The  j°  ehoi'l«/ve  i 


Aeronautical  Engineering 


July  30,  1919 


<6  The   Aeroplane  99   Buyers'  Guide.-tonf/nued. 


Solder  Manufacturers- 
samuei  ?.Iercer  &  Co.,  19S,  Upper  Thames 
Street,  E.C.4-       "  Reconciled,  Cannon, 
London."  City  6342. 

Sparking  Plugs- 
Brown  Bros.,  Ltd.,  Great  Eastern  St.,  E-C.i 
Lodge   Sparking   Plug   Co.,  Ltd.,  Rugby. 

"  Igniter,  Rugby. ,:  Rugby  235. 

Ripault,  Leo.,  &  Co.,  Ltd.  (Oleo  Plugs),  64a, 

Poland  Street,  W.i.       "  Ripault,  Reg, 

London."  Gerra.-d  7758. 

The  Robiuhood  Engineering  Works,  Ltd., 

Newlauds,      Putney      Vale,      S.W. is. 

Makers    of    KLG   Plugs.      "  Kaelgee, 

Phone,  London." 

Putney  2132-3. 

Springs- 
Dart  Spring  Co.,  West  Bromwich.    "  Dart, 
West  Bromwich.."    West  Bromwich  322. 
Terry,  Herbert,   h   Sons,   Ltd.,  Redditch. 
"  Springs,  Redditch." 

Redditch  61  (3  lines) 

Steel- 
Allen,    Edgar,     S.     Co.,    Ltd.,  Sheffield. 

"Allen,  Sheffield."  Sheffield  4607.  ( 

Brown  Bros  ,  Ltd.,  Great  Eastern  St.,  E  C.i. 
Firth,  Thos.,  &   Sous,  Sheffield:-  "Firth, 
Sheffield."  Sheffield  1230  to  52-7. 

Nicklin,  Bernard,  &  Co.,  Birmingham. 
"  Bernico,  Birmingham." 

Smith  wick,  224. 
Spear  &  jaekson,  Ltd.,  Jitna  Works,  Shef- 
field.    "  Sptar, .  Sheffield." 

Central  4522-3-4. 

Steel  Tubes  for  Aeroplanes— 

Acclcs  i'  Pollock,  Ltd  ,  Oldbury,  Birming- 
ham.   '■  Arties,  Oldb.irv." 

OldBiiry  111  (4  lines) 

Tapes  and  Smallwares— 

MacLennan,  John,  &  Co.,  30,  Newgate 
Street,  E  C.i.    And  at  Glasgow. 

City  3115. 

C.  E.  Matthews  &  Co  ,  Ltd.,  Castle  Works, 
Bermondsey  Square,  S.E-i.  "Webbance, 
Berm,   London."  Hop  4058. 


Timber— 

Hopton  &  Sons,  George  Street,  Euston 
Square,  London,  N.W.i.  "  Hoptons, 
Eusquare,  London.  Museum  496. 

Also  at  Market  Harborough,  Leicester- 
shire.   "Hoptons,  Market  Harborough." 

Market  Harborough  13. 

Time  Recorders— 

Gledhill  Brook  Time  Recorders,  Ltd.,  26, 
Victoria  Street,  S.W.i.         Victoria  1310. 

TOOlS- 
Richard  Mather  &   Son,    Shoreham  Street 
.  Works,  Sheffield 

Sheffield  4349. 

Turnbuckles— 

Brown  Bros.,  Ltd.,  Great  Eastern  St.,  E.C.i. 
Rubery   Owen    &    Co,    Darlaston,  South 
Staffs. . 

Tyres  and  Wheels— 

'   The  North  British  Rubber  Co.,  Ltd.,  Castle 
Mills,  Edinburgh.  "Weba,  Edinburgh." 

Central  3880   (5  lines). 
The     Palmer     Tyre,     Ltd.,  Shaftesbury 
Avenue.    "  Tyricord,  Westcent." 

Gerrar'd  1214  (5  lines). 

Undercarriages- 
Thompson  Bros.  •  Bilston),   Ltd.,  Bradley, 
Bilston,    England.     "  Thompson  Bros., 
Biktou  "  Bilston  10. 

Varnishes— 

The  British  Emaillite  Co.,  Ltd.,  30,  Regent 
Street,  S.W.i.  "  Ridleypren,  Piccy, 
London."  Gerrard  280. 

Thomas  Parsons  &  Sons,  315  &  317,  Oxford 
Street,  London,  W.i.  "  Varjap,  Phone, 
London."  Mayfair  6347  (3  lines). 

Robt.  Ingham,  Clark  &  Co.,  Ltd.,  West 
Ham  Abbey,  E.15.  "  Oleotine,  Strat, 
London."  East  955. 

Harland,  W.,  &  Son,  Merton,  London, 
S:W.i9.    "  Harlan  1,  Wimbledon  45  " 

Wimbledon  45  and  1395. 

Naylor  Bros.,  Ltd.,  Southall,  Middlesex. 
"  Naylor,  Southall."  Southall  30. 


Washers- 
Terry,  Herbert,  &  Sons,  Ltd  ,  Redditch. 
"  Springs,  Redditch."  Redditch  61 

Welding  and  Cutting  Plant— 

Acetylene  Corporaciou  of  Great  Britain,. 
Ltd.,  1  The,  49,  Victoria  Street,  West- 
minster, S.W  1.  "  Flamma,  Vic,. 
London  "  Vic  4830. 

Imperial  Light,  Ltd  ,  123,  Victoria  Street, 
London,  S.W  1  "  Edibrae,  Phone, 
London."  Victoria  5540  (5  lines). 

Welding  Repairs- 
imperial  Light,  Ltd  ,  123,  Victoria  Street,. 
London,     S.W.i.      "  Edibrac,"  Phone, 
London  "  Victoria  3540  (3  lines) 

Wind  Shields— 

Auster,  Ltd.,  .13?,  Long  Acre,  W.C.  "Win 
fleeter,  London  Regent  5910 

The    Rotax    Motor    Accessories  Co.,  Ltd., 
Victoria     Road,     Willesden  Junction,, 
N.W.io.    •'  Rodynalite,  Phone,  London  " 
Willesden  24S0 

Triplex  Safety  Glass  Co.,  Ltd.,  1,  Albemarle 
Street,  Piccadilly,  W.i.  "  Shatterlys, 
Piccy,  London."  Regent  1340. 

Wire  Gauze- 
Greening,  N.,   &  Sons,  Ltd  ,  16,  Finsbury 
Street,     London,     E  C.2.       "  Setscrew, 
Finsquare,  .London."   London  Wall  1082. 

Wire  and  Cables— 

Bruntons,  Musselburgh,  Scotland.  "  Wire- 
mill,  Musselburgh."      Musselburgh  28. 

Cradock,  Geo.,  &  Co.,  Ltd.,  Wakefield. 
England.    "  Craiook,  Wakefield." 

Wakefield  466  (3  lines). 

Wirework— 

Terry,  Herbert,  &  Sons,  Ltd.,  Redditch. 
"  Springs,  Redditch."  Redditch  61. 

Woodworking  Machinery- 
Robinson,  Thomas,  &  -Sou,  Ltd.,  Rochdale, 
"  Robinson,  Rochdal.»  "      Rochdale  467. 
Sagar,  J.,   &  Co.,  Ltd.,  Halifax       *«  Saw- 
tooth," Halifax.1'  Halifax.  136. 
Wadkin  81  Co  ,  l^eicester.      "  Woodworker, 
Leicester  "                        Leicester  3614 


UY  your  cast- 
ings from  the 
pioneers  of  the 
Aluminium  Foundry 
Industry,  who  have 
the  experience  and 
confidence  brought 
about  by  many  years 
in  this  line  of  busi- 
ness. 

Consult  us  in  your 
pattern-making  :  by 
doing  so  we  can  save 
endless  trouble  in 
the  production  of 
castings. 


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July  3o,  1919  Aeronautical  Engineering  (Suptffementto 429 


NOW  READY. 

Six  Shillings  and  Sixpence  net. 

THE  AERIAL  ARM 

Its  Functions  and  Development 

BY 

Lieut.-Colonel  N.  J.  GILL,  C.B.E.,2M.C. 

With  an  Introduction  by 

Major-General  Sir  W.  SEFTON  BRANCKER,  K.C.B.,  AF.C. 

CONTENTS. 

CHAP, 

i.    The  Atmosphere. 

Appendix  A.  Tabular  statement  of  the  several  types  of  clouds. 
Appendix  B.  The  Beaufort  Scale. 

11.  Airships. 

Appendix  A.  British  Airships. 
Appendix  B.  French  Airships. 
Appendix  C.  Italian  Airships. 
Appendix  D.  German  Airships. 

in.    The  Aeroplane. 

Appendix  A.  The  Construction  of  Planes. 
Appendix  B.  Under-Carriages. 

iv.  Progress  in  Aeroplane  Design. 

v.  The  Evolution  of  Types. 

vi.  Navigation  of  the  Air. 
vii.  The  Military  Use  of  Aeroplanes. 

viii.    Co-Operation  Afloat, 
ix.    Air  Power. 


ORDER  FORM. 

To  THE  AEROPLANE  &  GENERAL  PUBLISHING  CO.,  61,  Carey  Street,  W.C.2. 

Please  send  me  one  copy  (post   free)  of  THE  AERIAL  ARM,  for  which  I 
enclose  7s. 

Name  ..  

Address  

Date  


Lieut. -Col.  Gill's  succinct  and 
skilfully  illustrated  treatise  is 
a  valuable  and  important  con- 
tribution to  the  special  litera- 
ture of  this  matter.  It  treats 
briefly  and  intelligibly  of  the 
structure  and  peculiarities  of 
the  atmosphere,  describes  the 
chief  types  of  airship  and  aero- 
plane, investigates  their  evolu- 
tion, and  discusses  their  navi- 
gation, their  military  uses,  and 
their  capacity  and  possibilities 
of  co-operation.  An  instructive 
account  of  the  limitations  and 
the  constantly  increasing  value 
of  air-power  appropriately  con- 
cludes a  work  that  will  be  read 
with  profit  by  everyone  in- 
terested in  aerial  locomotion. 

-■  The  Scotsman. 


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430 


(Supplement  to  The  Aeroplane.) 


Aeronautical  Engineering 


July  30,  1919 


THE 


Policies  Issued  by  Underwriting  Members  of  Lloyd's  the  Eagle,  Star 
and  British  Dominions  Insurance  Co.,  Ltd.,  and  the  Excess 
Insurance  Co.,  Ltd,,  for  whom  the  Association  acts  as  Agents. 


POLICIES 


Cover  all  classes  of 
Aviation  Bisks. 


Accidental  Damage  under  all  circumstances  to 
Aircraft  of  all  descriptions,  including  Fire,  Burglary, 
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Covering  Policies  of  various  kinds  to  meet  the 
requirements  of  Carriers  by  Air. 

MINIMUM 
RATES. 


Accidental  Damage  to  Cargo. 

Personal  Accident  to  male  Pilots  of  Aircraft, 

to  Crew  and  Passengers. 

Third  Party  Risks  of  all  descriptions. 
Accidental  Damage  from  Aircraft. 

MAXIMUM 
SECURITY. 


1,     ROYAL      EXCHANGE      AVENUE,      LONDON,  E.C.3. 


Telephone  :    LONDON  WALL  9944. 


Oven  Furnaces  constructed  and  fired 
on  the  DAVIS  Patent 

Revergen, 

m     ^»  REGD.  TRADE  MARK) 


PRINCIPLE 


show  a  Saving  in  77I  o 
Gas  Consumed  of 


33^  °/o 


as  compared  with  any  other 
known  system  of  Oven  Fur- 
nace Firing  with  Town's  Gas 


PROOF  BY  DEMONSTRATION  ARRANGED 


PAMPHLET  GRATIS 


The  DaViS  FUrnaCe  Company    (Proprietors :  The  Davis  Gas  Stove  Co.  Ltd.) 

THE  DIAMOND   FOUNDRY,  LUTON 


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Aeronautical  Engineering 


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Aeronautical  Engineering 


(Supplement  to  The  Aeroplane. 


435 


AERIAL   SAFETY   AND   THE   AEROPLANE  PARACHUTE.-(C^md). 

By  L.  P.  FRANTZEN. 


The  French  Ors  Parachute  (191S  Type). 
The  Oi-s  parachute  is  10  metres  in  diameter,  and  is  made  of 
French  silk. 

This  parachute  is  folded  up  upon  12  circular  wood  frames 
which  are  attached  one  to  another  by  small  cords.  It  being  so 
folded,  the  12  frames  are  placed  together  and  the  suspension 
ropes  carefully  folded  so  as  to  avoid  their  becoming  entangled. 

The  Ors  type  of  parachute  has  two  special  features — (1)  cer- 
tainty of  opening  and  (2)  positive  extension  (i.e.,  it  is  draw.)  out 
directly  by  the  weight  of  the  falling  aviator). 

In  opening,  air  passes  through  the  wooden  rings  and  inflates 
the  upper  portion  of  the  parachute  first,  the  parachute  opens 
gradually  and  produces  a  gradually  increasing  negative 
acceleration. 

This  type  is  amongst  the  most  interesting  and  most  certain 
of  aeroplane  parachutes. 

M.  Jean  Ors  himself  has  even  descended  from  an  aeroplane 
in  one  holding  on  by  his  hands  alone. 

Trials  of  the  Ors  Parachute. 

1st  test.  Parachute  10  metres  diameter.  Parachute  opened 
gradually  and  with  little  shock,  and  descended  at  an  average 
of  15  ft.  per  second. 

2nd  test.  Parachute,  8  metres  diameter,  fitted  beneath  the 
body  of  a  Br^guet  biplane.  Dropped  at  about  300  ft.  I  he  para- 
chute opened  gradually  and  descended  at  an  average  speed  of 
17  ft.  per  second. 

3rd  test.  Parachute  9  metres  diameter.  Dropped  from  325  ft. 
The  parachute  commenced  to  open  at  once,  and  opening  was 
completed  in  4  seconds,  the  upper  part  inflating  first,  and  the 
parachute  extended  itself  steadily  to  its  full  spread  as  it  dropped. 

The  opening  is  so  slow  that  the  shock  produced  is  very  slight. 

The  Juchmes  Balloon  Parachute  (Military  Type). 
{Invented  by  M.  Juchmes,  Airship  Pilot.) 

Description.  The  case  containing  the  parachute  is  made  of 
rubber-proofed  fabric,  and  is  placed  at  the  side  of  the  nacelle. 
It  is  in  form  a  truncated  cone,  fitted  with  wooden  rings  at  each 
end.  The  case  is  fixed  to  the  nacelle  by  a  pyramid  of  cords 
which  terminate  in  two  rings. 

The  parachute  is  arranged  at  the  base  of  the  cone,  and  is 
held  in  the  throat  of  the  wooden  ring  by  a  spring  clip  which 
will  stand  a  pull  of  30  kgs.  There  emerges  from  the  cone  only 
a  rope  3  metres  long,  which  is  attached  to  the  aviator's  harness 
by  a  snap-hook. 

Dimensions  of  the  case: — Height,  0.60  m.  ;  diameter;  summit, 
0.25  m.  ;  base,  0.40  m.  Overall  length  of  drawn  out  parachute  : 
— Parachute,  5  m.  cord  fans,  5  m.  ;  suspension  ropes,  8.95  111.  ; 
harness  rope,  3.0  m.  snap-hook,  0.05  m.    Total  :  22  m. 

The  parachute  has  roughly  a  diameter  of  10  metres.  It  is 
made  in  five  zones,  made  up  in  panels,  each ,  1  metre  wide, 
making  a  total  length  of  5  metres  when  the  closed  parachute  is 
pulled  out.  The  four  inner  zones  are  of  fine  silk.  The  exterior 
zone  is  in  heavier  silk,  or  ponghee.,  with  a  corded  edge. 

The  upper  part  of  the  parachute  is  pierced  with  a  hole  of  about 
0.5  metres  diameter,  which  is  cross-tied  with  cords.     The  sus- 


pension is  in  the  form  of  8  fans  each  of  three  branches,  leading 
to  eight  suspension  cords. 

This  parachute,  which  has  saved  the  lives  of  numerous  kite 
balloon  observers,  has  also  been  tried  from  aeroplanes,  but 
although  it  has  given  some  results,  it  does  not  seem  to  be  suffi- 
ciently developed  for  this  application. 

In  the  technical  and  practical  tests  a  diagonal  system  of  sup- 
port and-  an  internal  collar  were  used,  but  the  arrangement 
gave  too  little  elasticity,  aricl  resulted  in  too  sudden  an  opening, 
althougii  the  shock  was  not  very  great. 

On  July.  31st,  1918,  Captain  Aviator  Sarret  made  a  test  in 
Lorraine  by  leaving  a  two-seater  Salmson  biplane  from  a  height 
of  500  metres  with  a  Juchmes  parachute  with  no  special  arrange- 
ments. This  exploit  gained  for  him  the  Cross  of  the  Legion  of 
Honour. 

The  "  Service  de  l 'Aviation  Militaike  "  Parachute 
(S.E.  Ae.  Type). 

The  model  first  tried  was  derived  from  the  Juchmes  balloon 
parachute,  but  a  number  of  holes  around  the  summit  were  added. 
'I  hese  holes  were  fitted  with  an  elastic  device  which  allowed  of 
their  expanding  under  pressure.  This  arrangement  was  designed 
to  halve  approximately  the  shock  of  opening,  bur,  on  the  other 
hand,  it  increased  the  rate  of  descent.  The  shock-absorbing 
qualities  were  good,  but  it  was  necessary  to  increase  the  dia- 
meter to  reduce  the  mean  speed  of  descent. 

This  parachute  was  7  metres  diameter,  with  a  radius  of  curva- 
ture of  9  metres,  and  was  made  in  12  sectors,  with  12  suspen- 
sion ropes.  It  was  made  of  cotton  fabric,  and  weighed,  with 
its  envelope,  about  20  lbs. 

The  parachute  is  folded  accordeon-vvise  in  a  waterproof  en- 
velope. The  suspension  ropes  are  folded  up  in  a  separate  com- 
partment of  the  envelope.  A  cover  is  fitted  to  the  en\ elope,  held 
in  place  by  cords. 

This  parachute  has  been  tried  from  various  heights.  It  was 
fitted  in  a  compartment  behind  the  observer  in  a  Brdguet,  ami 
so  arranged  that  it  could  be  dropped  over  one  side  and  hang 
just  below  the  fuselage  when  the  dummy  or  weight  was  to  be 
dropped. 

A  dynamometer  was  fitted  into  the  suspension  system,  which 
registered  the  maximum  shock. 

At  the  first  trial  the  parachute  dropped  a  long  way  before  open- 
ing. Then  it  opened  suddenly  and  with  a  fairly  large  shock. 
The  speed  of  descent  averaged  15  ft.  per  second.^ 

As  a  result  it  underwent  several  modifications,  and  was  again 
tried  upon  a  Br^guet,  upon  which  it  was  fitted  in  the  same  place 
and  manner. 

Launched  from  150  ft.,  it  made  a  bad  opening,  which  pro- 
duced a  sudden  change  of  speed  and  a  shock  which  reached 
1,000  lbs. 

It  was  necessary  then  to  make  -radical  alterations  in  the  sys- 
tem, and  particularly  in  the  suspension. 

A  further  test  was  made  at  600  ft.,  the  parachute  being  carried 
in  the  cockpit.  It  was  hung  out  over  the  body  just  before 
releasing. 


436     .suppWnttoTHBABKOPu.,,  Aeronautical  Engineering  July  3o,  i9i9 


The  result  was  bad,  because  the  parachute  fell  owing  to  the 
small  cords  which  held  it  in  the  case  breaking-  through  getting 
entangled  in  the  tail, .  an  accident  which  obliged  the  pilot  to 
make  a  forced  and  brutal  landing,  thus  demolishing  the 
machine. 

This  has  been  the  only  accident  in  all  the  long  series  of  tests 
made  by  the  commission  charged  with  the  examination  of  aero- 
plane parachutes,  but  it  formed  a  good  lesson  as  to  the  precau- 
tions which  must  be  taken  in  the  future.  It  should  be  said  that 
this  ^parachute  should  be  perfected  shortly,  and  that  it  ought  to 
be  completely  satisfactory. 

To  conclude  this  essay  a  diagram  is  given  here  of  the  divers 
forms  which  can  be  given  to  parachutes.  The  reader  will  be 
enabled  to  take  account  of  the  advantages  and  disadvantages  of 
each  system,  and  will  probably  conclude  that  the  problem  of  the 
aeroplane  parachute  is  still  far  from  being  settled,  even  in  re- 
gard to  the  shape  of  parachute  to  adopt. 

Description  of   the  Diagram. 

Fig.  i. — Primitive  type  of  parachute.  Hemispherical  (inverted 
bowl)  without  hole  in  the  top  for  the  passage  of  the  air  current. 

Disadvantage  :  Great  pendulum  oscillations  due  to  eddies  set 
up  within   the  parachute. 

Fig.  2. — Garnerin  parachute,  with  "  Lalande  hole  "  (T),  giv- 
ing a  better  air  flow. 

Fig.  3. — Modern  parachutes  :  Types  1  :  Less  than  a  hemi- 
sphere ;  type  2  :  flattened  hemisphere.  The  majority  are  fitted 
with  a  single  escape  hole,  but  some  have  multiple  openings. 
These  types  give  good  air  flcSw,  but  oscillate  more  or  less,  to  an 
extent  which  depends  on  the  shape  and  proportion  of  each  para- 
chute. 

Fig.  4. — Hemispherical  parachutes  cut  out  too  much  at  the 
top.  This  excessive  cutting  away,  which  greatly  diminishes 
the  surface,  greatly  accelerates  the  rate  of  descent,  even  to  a 
dangerous  extent.  Also  the  oscillations  are  in  no  wise  reduced 
by  enlarging  the  hole. 

Fig.  5. — Mouillard  type  parachute  (1895).  Tests  made  with 
rigid  hemispherical  parachutes  turned  upwards.  Very  good  air 
flow  and  good  sustentation  were  obtained.  The  experiment  can 
be  easily  made  with  an  umbrella  turned  inside  out.  Very  little 
oscillation.    The  air  reaction  is  shown  by  E. 

Fig.  6. — -Throttling  (suction)  effect  (at  E),  which  occurs  with 
all  ordinary  types  of  non-rigid  parachutes  at  the  beginning  of 
the  fall.  This  may  become  very  dangerous  in  a  strong  wind 
(or  at  a  high  speed),  and  may  prevent  the  parachute  opening  at 
all. 

Fig.  7. — Steering  a  parachute  by  shortening  the  suspensions  on 
one  side. 

Fig.  8. — Inverted  cone  type  parachute.  Badly  carried  out  by- 
Cocking  in  1834.  An  excellent  shape,  recognised  by  Sir  George 
Cayley,  and  shown  to  be  correct  by  Renaud,  but  difficult  to 
make  in  practice.  The  descent  of  the  inverted  cone  parachute  is 
pei  feet,  and  is  without  oscillations. 

Pig-  9- — Annular  parachute,  single  or  multiple  (System  A. 
Dauphin).    Rigid  or  semi-rigid  type. 

On  either  theoretical  or  experimental  grounds  this  is  the  best 
shape  yet  known,  but,  like  the  previous  type,  it  is  difficult  to 
make. 

A  parachute  of  this  shape,  however  dropped,  automatically 
reverts  to  its  normal  position.    It  has  no  pendulum  motion. 

Further,  this  system,  known  as  the  "  Reaction  type,"  only 
needs  half  the  surface  necessary  for  the  ordinary  types,  which 
is  remarkable.    This  fact  will  be  referred  to  again. 

Amongst  the  types  of  parachute  of  French  invention  one  must 
mention  that  due  to  M.  Jean  Stroescu,  which  is  interesting  on 
account  of  its  turned-up  edge.  This  inventor  has  obtained  very 
striking  results  by  making  his  parachutes  to  the  profile  shown 
diagrammatically  in  Fig.  10. 

In  this  it  will  be  seen  that  the  air  currents  are  more  dis- 
persed, and  that  a  larger  region  of  low  pressure  (D)  is  set  up  by 
the  turned-up  edges  than  is  the  case  with  the  usual  form  (Fig.  11). 

It  is  interesting  to  note  that  this  principle  of  the  turned-up 
edge  is  mentioned  in  an  essay  of  Mouillard's  upon  dirigible  para- 
chutes dated  1895. 


■  It  should  be  remembered  that  Mouillard  made  very  careful,  ex- 
peiiments  with  parachutes,  and  that  he  rejected  in  principle  the 
Garnerin  spherical  or  inverted  bowl  type  of  parachute,  and  re- 
cognised that  the  inverted  umbrella,  or  "  bowl  right-way  up,"  as 
theoretically  better.  But  to  make  a  practical  flexible  parachute 
of  this  form  is  a  quite  different  affair. 

The  same  is  the  case  with  the  inverted  cone  type  recommended 
by  Sir  George  Cayley,  and  tried  with  such  unfortunate  results 
by  the  English  painter,  Cocking.  It  has  not  been  possible  to 
carry  out  this  system  yet  without  a  rigid  skeleton,  which  has 
caused  it' to  be  rejected  for  aeroplane  work. 

Nevertheless  the  principle  is  good.  It  is  the  same  "with  the 
annular  type  of  parachute  devised  by  Dauphin. 

Since  Garnerin  the  shape  of  the  parachute  has  remained  prac- 
tically unchanged,  and  it  was  only  towards  1910  that  attempts 
have  been  made  to  devise  parachutes  for  aeroplanes  which  are 
automatically  thrown  clear  of  the  machine. 

It  is  correct  to  say  that  all  modern  aeroplane  parachutes  have 
been  designed  on  this  line.  It  is  the  author's  opinion  that  this 
is  not  sufficient. 

It  is  only  necessary  to  read  Mouillard  on  this  subject  His 
cihicisms  are  imperative,  and  to  anyone  who  has  studied  in  its 
entirety  the  parachute  question  it  is  impossible  to  accept  as  final 
the  present  spherical  type,  on  account  of  the  violent  pendulum 
oscillations  which  occur  during  descent. 

It  has  been  extremely  difficult  to  find  suitable  methods  of 
carrying  parachutes  upon  the  various  types  Of  Allied  machines  in 
sei  vice. 

In  horizontal  flight  the  matter  is  relatively  simple,  but  when, 
as  in  the  case  in  accidents,  the  machine  may  take  up  any  posi- 
tion whatever,  the  problem  becomes  very  difficult  to  solve.  It 
has,    however,    been    accomplished  now. 

The  pre-war  and  early  war  trials  with  parachutes  placed 
below  the  fuselage,  only  met  the  one  particular  case,  and  could 
not  be  considered  conclusive.  A  parachute  should  be  always 
rea3*y  to  operate,  no  matter  what  the  conditions.--  The  best 
methods  ("L'Aerophile,"  March,  1919)  in  actual  use.  are  eilher 
to  carry  the  parachute  upon  the  aviator's  back,  or  to  place  it  in 
a  special  case  which  is  carried  in  the  fuselage  immediately  behind 
each  aviator's  seat. 

A  flat  parachute  (Fig.  3)  produces  a  very  decided  sideways 
movement,  a  kind  of  glide. 

A  parachute  too  deeply  curved  gives  rise  to  great  pendulum 
oscillations. 

A  parachute  with  a  large  number  of  vent  holes  beside  the  cen- 
tral hole  has  a  reduced  shock  when  opening,  but  must  have  a 
large  surface  to  prevent  excessive  speed  of  fall. 

Most  parachutes  have  been  made  either  of  silk  or  of  cotton. 
Silk  is  incontestably  the  better  material  on  account  of  its  light- 
ness and  its  strength.  Silk  allows  of  folding  into  a  very  small 
space,  and  is  little  damaged  by  being  folded. 

Parachutes  should  never  be  folded  when  wet. 

Parachutes  which  have  been  used  and  repaired  should  never  he 
used. 

Parachutes  which  have  been  used  and  repaired  and  stowed  very 
carefullv.    This  needs  in  many  cases  a  considerable  time. 

It  is  obvious  that  the  case  which  contains  the  parachute  should 
be  fireproof.  The  parachute  itself  should  he  so  treated.  The  Ger- 
mans did  not  neglect  this  precaution,  doubtless  thinking  that 
their  parachutes  might  be  attacked,  although  naturally  it  was  the 
inverse  which  occurred. 

INADEQUATE  SENTENCES. 

On  Thursday.  July  17th,  at  the  Sheffield  Police  Court,  VV.  S. 
Laycock,  Ltd.  ;  James  Sedcole,  manager  of  the  engine  depart- 
ment ;  Fred  Miller,  commercial  manager  ;  William  Hunter,  works 
manager  ;  Edward  Clarke,  foreman  fitter  ;  and  William  Margeri- 
son,  stores  clerk,  were  charged  under  the  Defence  of  the  Realm 
Regulations  with  misleading  an  official  of  the  Department  of  Air- 
craft 'Construction  as  to  the  quality  of  certain  parts  of  an  aero- 
plane engine  by  substituting  for  parts  which  had  been  inspected 
and  approved  by  t/he  Aeronautical  Inspectorate  Department  certain 
other  parts  not  so  inspected  and  approved. 

It.  was  alleged  that  workmen  were  called  upc-n  to  work  during 
the  might  and  in  the  absence  of  the  inspectors  to  substitute  defec- 
tive-cylinders for  tested  and  approved  cylinders  upon  engines  manu- 
factured by  the  firm  and  approved  for  de'ivery  by  the  A.I.D. 
inspectors,  and  evidence  was  given  by  certain  of  the  firm's  work- 
men to  ihat  effect. 

The  defendants  were  convicted  and  fined  :  the  firm  £200  and 
100  guineas  costs  ;  James  Sedcole,  £50;  Fred  Miller,  £10;  Writ. 
Hunter,  .£20;  Edward  Clarke,  ^2  ;  and  Wm.  Margerison,  £30. 

A  FACTORY  FIRE. 

Owing  to  the  devotion  of  the  staff,  of  which  the  majority  were 
girls,  nearlv  all  the  "  spares  "  were  safely  removed  from  the 
building  of  Aero  Coverings,  Ltd.,  of  Kilburn,  on  July  14th,  when 
they  had  rather  a  bad  fire.  Two  days  after  the  occurrence  work 
was  resumed  with  full  output. 


July  3o,  1919  Aeronautical  Engineering  (Supplement  t0  Tm  a^^.,  43/ 


GWYNNES 

LIMITED. 


CONTRACTORS  TO   H.M.  GOVERNMENT 
MANUFACTURERS  AND  SOLE   LICENSEES  IN  THE   BRITISH  EMPIRE 

"CLERGET"  PATENT  AERO  ENGINES 


ENGINEERS,  LONDON. 

'9WYNNE  LONDON." 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


438 


(Supplement  to  The  Aeroplane.) 


Aeronautical  Engineering 


July  30,  1919 


EMBUSQUE'S  GRAB. 

The  following  letter  has  been  received  : — ■ 

Sir, — We  hear  nowadays  a  considerable  outcry  from  trade  union 
circles  demanding  that  certain  customs  and  privileges  enjoyed  by 
trade  unionists  which  had  to  go  to  the  wall  during  the  war  shall 
now  be  re-introduced.  Of  the  rights  and  wrongs  of  this  question 
I  do  not  wish  to  debate  to-day,  but  it  does  seem  to  me — and,  1 
should  imagine,  to  the  great  majority  of  your  readers — that,  as 
well  as  trade  unionists,  other  folk  may  also  claim  the  return  of 
their  rights  and  privileges. 

Few  fair-minded  men  will  deny  that  designing  and  inventive 
people  during  the  war  were  subject  to  many  haidships,  particu- 
larly, for  example,  the  more  or  less  forcible  seizing  of  their 
df  signs  by  the  State,  to  be  sub-contracted  with  all  types  of  firms- 
good,  bad,  or  indifferent — at  the  sweet  will  of  the  Government 
Department  concerned.  They  were  always  assured  that  it  was  for 
the  national  cause  and  the  national  good,  and  therefore  acquiesced. 

Surely  the  necessity  for  this  procedure  is  now  long  past. 
Under  urgent  war  conditions  this  custom  may  have  been  neces- 
sary, and  in  many  instances  unquestionably  did  good,  but  under 
peace  conditions  I  cannot  see  how  any  thinking  man  can  see 
anything  in  it  but  bad.  A  designing  firm  may  incur  very  heavy 
expenses  in  producing  some  new  type  of  jeropiane,  engine,  cr 
fitting,  yet  if  this  system  is  to  go  on  his  designs  may  be  grabbed 
by  the  residue  left  in  the  Bolo  muck-heap.  He  has  then  to  enter 
into  cut-throat  competition  for  the  honour  of  building  at  the 
cheapest  possible  rate  his  own  choicest  prediction  against — in 
many  instances — war  firms  of  mushroom  growth,  whose  only  right 
to  existence  was  the  urgent  needs  of  the  war  and  the  demands  for 
•enormous  production  and  the  continual  surplus  of  orders. 

Many  of  these  firms  are  willing  to  take  on  work  at  any 
price  to  keep  their  organisation  together,  "  alwavs  with  the  hope 
■of  something  turning  up,"  and  are,  of  course,  entirely  saved  the 
heavy  expenses  of  a  designing  office,  drawing  staff,  the  frequent 
occasions  on  which  the  attempts  to  produce  a  des'gn  are  abortive 
:(but  which  have  frequently  resulted  on  further  trials  in  a  high1}- 
satisfactory  production),  not,  of  course,  loaded  with  the  heavy  cost 
•of  experimental  machines  which  often  have  to  bo  scrapped  in 
at  riving  at'  the  result,  or  the  maintenance  of,  or  pa\  ments  to,  an 
experimental  pilot. 

I  will  inflict  my  opinions  on  your  unhappy  readers  only  by  one 
final  example,  which  is  perhaps  the  most  important  of  all.  In 
many  cases  in  the  past  where  Governments  have  been  buying  in 
the  cheapest  market,  some  firm — whose  design  was  its  outstanding 
merit — continued  to  supply  Che  trade  (whatever  '  it  might  be — 
engineering,  shipbuilding,  etc.)  with  their  production,  and  sure 
enough,  in  a  year  or  two,  the  supreme  excellence  of  their  produc- 
tion was  so  apparent  to  the  Government  that  their  production  was 
finally  purchased  from  this  firm  to  the  satisfaction  of  all  parties 
concerned. 

Under  this  new  game  of  "Embusque's  Grab,"  as  played  on  the 
Bolo  Rubbish  Heap,"  the  designs  of  th;s  excellent  firm  would 
have  been  seized,  executed  by  some  firm  which  we  will  call 
Messrs.  Blackleg,  Ltd.,"  to  the  worst  possible  limits  which 
could  be  squeezed  through  the  A.I.D.,  some  i.,r  deriving  principle 
of  the  design  quite  ignored,  and  the  design  would  have  been  a 
failure.  Not  only  would  the  Government  have  acquired  a  cheap 
and  shoddy  article — which,  always  remember,  matters  very  little 
to  the  gentleman  whose  greatest  danger  is  that  he  might  do  a  flat 


spin  on  his  revolving  office  chair — but  this  ery  design  acquires 
such  a  bad  name  that  the  unhappy  firm  cannot  even  do  a  reason- 
able trade  with  its  own  well-built  article  amongst  its  trade 
Iriends.  For  the  sake  of  the  spirit  of  fair  olav  which  one  still 
believes  is  uppermost  in  all  English  hearts— whether  they  are 
trade  or  not — the  time  appears  to  be  quite  ripe  for  a  really  deter- 
mined stand  to  be  taken  against  this  insidious  form  of  "  Boloism" 
at  its  worst. 

Like  other  trade  unionists,  I  do  not  sign  this  as  I  fear  victimisa- 
tion. 

[Note. — The  practice  of  which  complaint  is  made  in  this  letter 
is  the  subject  of  a  leading  article  bv  -'Strasbourg"  in  this  issue. 
-  Ed.] 

RADUTORS. 

At  the  invitation  of  the  Motor  Radiator  Manufacturing  Co.  a 
smalLparty  of  the  technical  Press  and  the  motor" trade  visited  the 
works  of  the  above  firm.  , 

As  mentioned  by  one  of  the  members  of  the  party,  "  a  radiator 
was  a  thing  tint  nobody  took  any  notice  of  until  it  began  to  leak," 
and  then  the  words  of  the  English  language  were  inadequate  to 
express  one's  feelings  for  both  the  radiator  and  its  maker. 

Having  seen  how  a  radiator  should  be  made  in  an  all-too-short 
inspection  of  the  works,  one  feels  convinced  that  the  only  radiators 
that  do  leak  do  not  em  mate  from  the  factory  in  Grete,  Birming- 
ham. Mr.  Serck,  the  enlerprising  proprietor  of  the  company, 
started  making  radiators  back  in  1907  in  Bermondsey,  and  from 
that  time  the  business  has  expanded  to  its  present  state,  where  in 
a  factory  covering  an  area  of  something  over  four  acres  it  is 
estimated  that  when  in  full  swing  50,000  radiators  can  be  produced 
per  annum,  as  well  as  supplying  from  their  own  tube  mills  suffi- 
cient tubing  for  all  the  aeroplane  and  car  radiators  manufactured 
in  the  United  Kingdom. 

During  the  latter  pa;  t  of  the  war  the  factory  was  taken  over 
as  a  national  one  and  its  entire  efforts  were  devoted  to  the  needs 
of  the  Aircraft  Industry,  with  the  exception  of  a  contract  for  a 
certain  number  of  Tank  radiators. 

In  the  hurried  tour  of  the  factory  one  saw  the  presses  and 
drawing  mills  making  the  tubes  from  blanks,  the  testing  of  th^ 
tubes  for  leaks  by  a  water  test,  the  cutting  off  into  short  lengths, 
annealing,  and  the  shaping  of  the  ends. 

The  finished  radiator  tubes  are  then  assembled  in  frames  ready 
for-the  soldering  process,  both  sides  of  the  radiator  block  being 
submerged  to  a  depth  of  about  3-i6ths  of  an  inch  in  an  acid  bath 
and  then  in  the  solder. 

The  water  spaces  are  then  connected  up  and  mounted  ready 
for  the  final  tests. 

In  the  first  test  the  whole  radiator  is  submerged  in  water  and  - 
blown  up  with  air  to  detect  leaks.    In  the  second  it  is  filled  ^vith 
water  to  a  pressure  of  7  lbs.  In  the  third,  known  as  the  flow  test, 
the  water  is  forced  through  the  radiator  in  order  to  detect  any 
obstructions,  etc. 

It  is  again  filled  with  water  to  a  pressure  of  7  lbs.  and  is  then 
ready  for  packing  and  dispatch. 

Now  that  the  factory  has  been  released  by  the  Government,  Mr. 
Serck  has  again  assumed  control,  and  one  feels  confident,  having 
seen  the  thoroughness  and  keenness  he  displays  in  turning  out  the 
best  article  only,  that  he  is  going  to  improve  on  his  old  reputation 
if  that  be  possible,  more  particularly  in  quantify  production. 


A  GERMAN  CURIOSITY. — A  Twinengined  Schiitte-Lanz  Biplane  of  early  1915.     It  is  apparently  built 

metal.    The  engine  and  airscrew  mounting  is  of  particular  interest. 


almost  entirely  of 


July  30,  191 9 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplane.) 


439 


YOU    MUST   HAVE   AN  EFFICIENT 
AND   RELIABLE  RADIATOR. 

JOHN  MARSTON 
LIMITED, 

OF  WOLVERHAMPTON, 


Have  for  more  thao  a  ceotury 
been  engaged  in  the  manu- 
facture of  Sheet  Metal  Ware. 

AIRSHIP  R34 

which  has  just 

CROSSED  the  ATLANTIC 

TWICE 

was  fitted  with 

RADIATORS 

made  by  this  firm. 


MARSTON 
HONEYCOMB 
RADIATOR 


©W( 
N 


JOHN  MARSTON  L? 
WOLVERHAMPTON 


TELEPHONE  >    500    GOS FORTH. 
TELEGRAMS*.-    ARMSTRONG  AVIATION, 

NEWCASTLE  -  ON  ~TYNE. 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING   WITH  ADVERTISERS. 


440     (Supplement  to  the  aeroplanej  Aeronautical  Engineering 


PATENTS  INDEX 

The  subjoined  list  of  recent  inventions  has  been  specially  com- 
piled by  The  Aeroplane  from  the  Current  Official  Patents 
Records  : — - 

Patents  Applications. 
Baker,  W.  J.    Providing  forced  induction  for  engines  of  aircraft, 

motor-cars,  etc.  No.  13113.  May  24th. 
Boothby,  F.   I.  M.     Fuel  tanks  for  aircraft,  etc.      No.   13 137. 

May  24th. 

Busteed,  H.  R.  Flotation  gear  for  aircraft.  No.  12666.  May 
20th. 

Cordener,  J.  Aeroplanes,  hydroplanes,  boats,  floats,  etc.  No. 
12605.    Ma}'  19th. 

Feary,  N.  A.  T.  N.  Constructional  material  for  seaplanes.  No. 
13124.    May  24th. 

Fryman,  H.  Signalling  apparatus  for  road  vehicles  and  aero- 
planes.   No.  12513.    May  19th. 

Jones,  E.  A.  Level-indicators  for  aerial  machines,  etc.  No. 
12828.    May  2 1  st. 

Joseph,  R.    Toy  aeroplanes.    No.  13103.    May  24th. 

Kemp,  j.  R.     Clinometer  for  aircraft.     No.  12837.     May  21st. 

Kent,  L.  H.     Screens  for  aircraft.    No.  13039.     May  23rd. 

Leeming,   J.   F.     Device  for  stopping  aeroplanes.     No.    12617.  - 
May  20th. 

Lord,  II.    Means  for  directing  aircraft  during  fog  at  night.  No. 

12996.     May  23rd. 
Lynch,  G     Helicopters  used  in  aircraft.    No.  12687.    May  ,20th. 
Mackworth,  J.   D.    Stabilisers  and/or  brakes  for  aircraft.  No. 

12677.     May  ioth. 
Martens,  H.    Hangar    or    housing    for    airships.    No.  12592. 

May  19th. 

Parker,  E.  W.    Toy  aeroplanes.    No.  12912.    May  22nd. 
Peterson,  W.    Safety  suits  for  aviators.    No.  12723     May  20th. 
Potter.,  E.  B.    Aircraft.    No.  12748.    May  21st. 
Tebaldi,  A.    Aeroplanes.    No.   12597.    May  191I1 
Thornton,  R.    Aeroplanes.     No.   13109.     May  24th. 
Wake,  A.  J.    Flying  machines.    No.  12609.    May  20th. 
Weis,  J.  A.    Aeroplanes.    No.  12791.    May  21st. 
Wells,  T.  R.     Aerial  navigation  instrument.     No.   13078.  May 
24th. 

Bage,  A.  A.  Elevator  and  rudder  control  on  large  aeroplanes. 
No.  12066.    May  14th. 

Bearcroft,  R.  L.  C.  Universal  angle  or  inclination  gauge  for 
use  on  aircraft.    No.  12052.    May  14th. 

Blair,  C.  Petrol  or  oil  motor  for  motor-cars,  motor-cycles,  aero- 
planes, etc.    No.   1 1945.    May  13  th. 

Butler,  R.  T.  R.  P.  Ascertaining  position  on  land  cr  water  or  in 
the  air.    No.  12075.    May  14th. 

Cave,  T.  R.  Cave-Browne.    Aitships.    No.  12476.    May  17th. 

C<ive,  T.  R.  Cave-Browne.    Airships.    No.  12478.    May  17th. 

Cave,  T.  R.  Cave-Browne.  Envelopes  for  airships.  No.  12447. 
May  17th. 

Dacey,  W.  D.    Apparatus  for  balancing  and  st-ibilising  aircraft. 

No.  12010.    May  13th. 
Feary,  N.  A.  T.  N.    Manufacture  of  fabric  for  aircraft.  No. 

12265.    May  15th. 
Feary,  N.  A.  T.  N.    Flexible  material  for  aircraft.    No.  12266. 

May  15th. 

Finer,  H.  J.  Landing  lights  or  ground  flares  for  aerodromes, 
etc.    No.  12034.    May  13th. 

Heiser,  C.  R.    Parachutes.    No.  12482.    May  17th. 

Hinkler,  B.  Instrument  for  obtaining  calculus  for  aerial  naviga- 
tion.   No.  12117.    May  14th. 

Hobbs,  H.  T.    Aeroplane  petrol  tank.    No.-  12086.    May  1 4 C . 

Mayers,  C.    Aerial  transport  system.    No.  12026.    May  13th 

Medworth,  A.    Model  balloon  or  airship.    No.  12222.    May  15th. 

Mendel,  L.  T.  Aeroplanes.    No.  11821.    May  12th. 

Rowles,  S.  G.  Clinometers  for  aircraft,  submarines,  etc.  No. 
12130.    May  14th. 

Thompson,  N.  A.    Aircraft.    No.   12485.    May  17th. 

Walker,#S.  T.    Aircraft.    No.  12188.    May  }£t% 

Wright,  M.  E.  A.    Toy  aeroplanes.    No.  11867.    May  12th. 

Boullon  ind  Paul.  Metal  spars  for  wings  of  aircraft.  No. 
14307.    June  5th. 

Biown,  J.  E.  Chinnery.  Apparatus  for  propulsion  of  tapering 
bodies  through  air  and  water.    No.  1413 1 .    June  4th. 

Christie,  H.  F.    Aircraft.    No.  13957.    June  2nd. 

Davis,  R.  H.    Head-coverings  for  aviators.    No.  143 14.    June  5. 

Finer,  H.  J.  Means  for  directing  fire  of  ground  batteries  froin 
aircraft.    No.  14351.    June  5th. 

Hancock,  W.  H.    Metal  planes  for  aircraft.    No.  14356.    June  5.. 

Hooper,  C.  T.  Glass-.  Hauling  down  and  housing  of  aircraft. 
No.  14317.    June  5th. 

Lender,  M.  Apparatus  for  instruction  in  management  of  aero- 
planes.   No.  13963.    June  2nd. 

Liversedge,  A.  J.    Aerodromes.    No.  14181.    Jun^  4th. 

Mooney,  D.  J.    Metal  members  for  aircraft.    No.  1405 1.  June  4. 

Neighbour,  R.  C.    Toy  aeroplane.    No.   14136.    June  4th. 

Roberts,  H.  J.    Model  aeroplanes.    No.  14541.    June  7th. 


July  30,  1919 


Complete  Specifications  Accepted,  prints  of  which  can  be 
obtained  on  and  after  June  12TH,  1919. 

126,342.    Dec.  28th,  1916.    Moore,  E.  H.  Aeroplanes. 

126,347.  Dec.  29th,  1916.  Dreyfus,  C.  Manufacture  of  hydro- 
gen or  other  gas  bags  or  containers  and  sheets  applicable 
therefor. 

126,350.    Jan.  2nd,  1917.'    Roe,  A.  V.    Mechanism  fot  tilting  or 

warping  planes  on  aerial  craft. 
126,354.    Jan-  6th,  1917.    Sage  and  Lo  ,  F.,  and  Tinson,  C.  W. 

Aeroplanes. 

126,360.    Jail,   ioth,  1917.    Smith,  H.  Aeroplanes. 
126,365.    Jan.  nth,  1917.    Roe,  A.  V.  Aircraft. 
126,386.    Jan.  25th,  1917.    Vickers,  Ltd.,    and  Savage,   H.  A. 
Guns  carried  by  aircraft. 

126.391.  Jan.  29th.  1917.  Brown,  E  E.  'Metal  spars  or  girders 
for  aircraft. 

126.392.  Jan.  29th,  1917.  Sopwith  Aviation  Co.,  and  Kauper, 
H.  A.  Means  for  synchronising  the  firing  of  a  gun  with  the 
rotation  of  a  propeller  upon  aeroplanes. 

126.393.  Jan-  29th,  1917.  Lang,  A.  A.  D.  Hubs  or  bosses  c{ 
aeroplane  propellers. 

126,399.  Aug  4th,  1917.  Dodson,  E.  Method  of  altitude  con- 
trol for  carburettors  of  aircraft  and  like  engines,  and  appa- 
ratus therefor. 

126,417.  April  4th,  1918.  Sykes,  H.  W.  Interrupter  gears  for 
aircraft  guns. 

126,432.    May   1st,   1918.    Bowden^Wire,  JLtd.,    and  Sentinella, 

A.  E.    Bowden  wire  and  like  mechanism. 
126,437.    May  3rd,    1918.    Gray,    C.    H.    FYame-members  lor 

aeroplanes. 

126,461.  May  9th,  1918.  Sage  and  Co.,  F.,  and  Feary,  N.  A. 
T.  N.    Armouring  fabrics. 

126,492.  May  22nd,  1918.  Willson,  E.  A.,  and  Dewar,  J.  Aero- 
plane hangars  and  the  like. 

126,496.  May  23rd,  1918.  Thomas,  G.  H.,  and  Kettlewell,  H. 
M.    Fairings  for  use  on  aircraft. 

126,505.  June  4th,  1918.  Cuilen,  W.  H.  Control  levers  of 
aeroplanes. 

126,510.  June  nth,  1918.  Embiricos,  A.  A.,  and  Fcure,  G.  de. 
Aeroplanes. 

126,515.  June  14th,  1918.  Nieuport  and  General  Aircraft  Co., 
Folland,  H.  P.,  and  Preston,  H.  E.  Attachment  of  the  aero- 
foils of  aeroplanes. 

126,514.  June  14th,  1918.  Nieuport  and  General  Aircraft  Co., 
and  Folland,  H.  P.  Bodies  or  fuselages  for  aeroplanes  and 
other  aircraft. 

118,839.  June  26th,  1917.  Bouteille,  J.  Internal-combustion  en- 
gines particularly  for  use  on  aircraft. 

126,556.    Sept.  9th,  1918.    Frassinetti,  R.  Aeroplanes. 

126,568.    Oct.  8th,  1918.    Verner,  J.  F.    Aeroplane  controls. 

126,575.  Dec.  23rd,  1918.  Hiscocks,  S.  W.,  and  Edgar,  E.  J. 
Wheels  for  aircraft. 

123,524.  Feb.  22nd,  1918.  Schultz,  E.  J.  A.  Device  for  reduc- 
ing or  multiplying  speed. 

126.665.  Feb.  1st,  1917.    Porte,  J.  C.    Floats  for  seaplanes. 

126.666.  Feb.   1st,  1917.     Porte,  J.  C.     Flying-boat  hulls. 
126,669.    Feb.  1st,  1917.    Aircraft  Manufacturing  Co.,  Havilland, 

G.  de,  and  Chapman,  J.  S.    Liquid  fuel  tanks. 
126,674.     Feb.  5th,  1917.     Brown,  E.  E.     Girders  and  the  like 
for  aircraft. 

126,680.  Feb.  nth,  1917.  Dodson,  P.  L.  H.  and  Hugh,  P.  G. 
Winches  or  hauling  apparatus  for  kites,  observation  or  tar- 
get balloons,  and  the  like. 

126,683.  Feb.  9th.  1917.  Bolotoft,  S.  V.  de.  Hydrocraft  plan- 
ing surfaces. 

126,705.    Feb.   20th,  1917.    Nicholson,   A.    F'uel  tanks. 
126,710.      Feb.  21st,  1 91 7.      Vickers  Ltd.,  and  Burgoine,  S.  F. 
Aircraft. 

126,718.  Feb.  24th,  191 7.  Dunlop  Rubber  Co.,  and  Keegan, 
F.  J.    Wheels  for  vehicles,  particularly  aeroplanes. 

126,727.  March  3rd,  1917.  Davis,  R.  H.  Apparatus  for  use 
in  testing  breathing-appliances,  and  for  other  purposes. 

126,730.  March  6th,  1917.  Vickers  Ltd  ,  and  Challenger,  G.  H. 
Girders  for  aeroplanes,  and  airship  and  other  construction. 

126,827  May  28th,  1918.  Gibbons,  F.  J.  J.  Appliance  for 
safely  carrying  and  dropping  objects  from  aircraft. 

126,858.  July  ioth,  1918.  Blackburn  Aeroplane  and  Motor  Co., 
and   Booth,    H.     Controlling-devices  for  aircraft. 

126,860.  July  13th,  1918.  Morris,  A.  Aviator's  level  or  inclino- 
meter 

126,872.  August  15th,  1918.  Saunders,  S.  E.  Hollow  spars 
for  use  in  aircraft  construction  and  for  other  purposes. 

126,875.  August  17th,  1918.  Duncan,  B.  A.  Construction  of 
girder-like  parts  of  aeroplanes  and  airships. 

126,909.    Nov.  28th,  1918.    Palson,  H.  Aircraft. 

126,01 1 .  Dec.  5th,  1918.  Lesseps,  P.  de.  Means  for  actuat- 
ing the  ailerons  of  aeroplanes. 

126,934.  March  14th,  1918.  Vickers  Ltd.,  and  McKechnie,  Sir 
J.    Cars  for  aerial  machines. 


July  30,  1919 


Aeronautical  Engineering  (supplement  to  the  aeropmne.)  44* 


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(Supplement  to  The  Aeroplane.) 

Aeronautical  Engineering 


July  30,  1919 


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Aeronautical  Engineering 


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The  Aeroplane 


445 


MEN   OF   LITTLE  FAITH. 

By  "  MED  WAY." 


*'  What  Horace  says  is, 
'  Eheu,  fugaces 

Anni  labuntur,  postume,  postume.' 
Oh,  for  the  years  that  are  lost  to  me,  lost  to  me! 
Now,  when  the  folk  in  the  dance  point  their  merry  toes, 
•Sighing,  I  murmur,  '  0  mihi,  preteritos !  '  " 


I  believe  this  to  be  a  perfectly  good  quotation  from 
'•'  The  Ingoldsby  Legends,"  but  as  I  am  depending  on 
my-  unpelmanised  memory  it  may  be  a  little  loose  in 
details.  Anyhow,  it  has  the  proper  classical  aroma,  and 
the  moral  is  above  criticism. 

I  have  put  it  at  the  head  of  this  page  mainly  out  of 
deference  to  the  example  of  C.  G.  G.,  who,  in  a  recent 
leader  on  "  The  Writing  on  the  Wall,"  referred  poetically, 
to  the  casual  behaviour  of  Daniel  when  called  upon  to 
act  as  a  court  interpreter.  Daniel  has  been  honoured  by 
the  attentions  of  more  than  one  poet ;  for  instance,  of 
the  gentleman  who  wrote  : 

"  Daniel  in  the  lion's  den, 

The  lion  as  tame  as  a  spaniel; 
_        Daniel  didn't  care  a  damn  for  the  lion, 
Or  the  lion  a  damn  for  Daniel." 
By  which  I  mean  to  imply  that  I  am  not  concerned 
with  any  question  as  to  whether  my  opinion  coincides 
with  that  of  C.  G.  G.,  though  he  may  take  his  choice 
between  the  parts  of  Daniel  and  the  lion..  I  recommend 
to  him  the  former,  who  was,  I  am  credibly  informed,  a 
major  prophet..    On  the  other  hand,  I  would  back  the 
lion  in  a  disagreement  without  gloves. 

Method  in  His  Madness. 
First  and  foremost,  I  venture  the  view  that  the  British 
aircraft  manufacturer  is  not  such  a  red-corpuscular  vital- 
serumy  fool  as  he  looks.  There  is  method  in  his  mad- 
ness. If  he  will  not  lay  his  shirt  on  the  commercial 
feasibility  of  an  aerial  service  between  Lapland  and 
Timbuctoo,  it  is  not  because  he  shirks  the  job  of  con- 
vincing others,  but  rather  because  he  cannot  convince 
himself. 

In  some  ways  we  are  a  modest  nation.  We  underrate 
ourselves  and  our  products.  I  have  an  uncomfortable 
feeling  that,  when  I  recently  suggested  a  full-blown  pro- 
paganda department  in  the  interests  of  Commercial  Aero- 
nautics, I  started  at  the  wrong  step.  I  am  inclined  to 
think  that  the  first  thing  needed  is  to  make  the  Industry 
itself  feel  perfectly  certain  that  it  is  on  a  good  thing. 
There  is  a  curious  strain  of  honesty  running  through 
even  the  best  business  man  among  us.  We  are  no  good 
.  at  pushing  a  thing  we  don't  believe  in.  Once  our  belief 
is  sure,  we  go  to  the  other  extreme.  We  know  that  we 
are  a  stupid  nation,  and  we  argue  thus: 

"  If  /  can  see  it,  it  must  be  obvious.    Any  fool  can 
see  it.    In  that  case,  why  bother  to  tell  him." 

And  we  lie  down  on  the  backs  of  our  tummies,  waiting 
for  orders  that  never  come. 

The  Second  Stage. 
This,  however,  is  the  second  stage,  when  we  are  sure 
that  we,  and  the  things  we  have  to  offer,  are  right.  As 
yet  I  feel  certain  the  Industry  is  not  through  the  fir=t 


stage.  It  cannot  believe  in  its  own  achievement,  and, 
until  it  does,  it  cannot  force  belief  upon  others.  It  re- 
cognises that  it  has  created  a  fine  weapon  of  war.  It  is 
not  so  sure  that  its  sword  can  be  beaten  into  a  plough- 
share and  its  products  modified  to  form  a  really  valuable 
w  eapon  of  peace. 

There  are  a  few  men  in  the  Industry  who  know. 
Others,  who  hesitate  to  share  their  instinctive  knowledge, 
are  prone  to  regard  them  as  unbalanced  enthusiasts. 
The  pioneers  become  annoyed  by  the  atmosphere  of  half- 
contemptuous  tolerance,  and  are  driven  to  extremes. 
Then  they  go  too  far,  claim  too  much,  and  end  by  setting 
the  open-minded  man  against  them.  The  magnificent 
aerial  performances  over  the  Atlantic  have  had  just  the 
effect  that  I  feared  and  anticipated.  They  have  caused 
a  swing  of  the  pendulum  in  the  wrong  direction,  due  to 
a  somewhat  sudden  and  general  realisation  of  the  amount 
that  we  have  yet  to  learn.  The  more  we  know,  the  more 
we  appreciate  the  gravity  of  the  difficulties  that  lie  ahead, 
and  the  less  are  we  disposed  to  take  commercial  risks. 

This  is  why  I  am  so  much  more  certain  of  the  great 
future  of  commercial  aviation  than  are  many  of  the  men 
whose  business  it  is  to  build  and  sell  aircraft. 

•  A  Good  Salesman. 

Now  the  first  essential  of  a  good  salesman  is  confidence. 
He  must  have  it  and  convey  it.  He  will  then  have  gone 
a  long  way  towards  ensuring  the  subsequent  success  of 
-the  thing-  sold.  The  buyer  starts  by  believing  in  it  im- 
plicitly. If  he  has  trouble,  he  then  ascribes  the  fault 
to  himself  rather  than  to  the  machine.  He  studies  it 
carefully  to  avoid  further  mistakes  in  the  future. 

On  the  other  hand,  if  he  is  wheedled  into  buying  some- 
thing in  which  he  has  no  faith — because  the  salesman 
himself  never  had  any — the  first  failure  will  convince 
him  of  his  own  folly  and  tend  to  make  him  cut  his  losses 
and  give  up  trj-ing. 

It  takes  a  born  politician,  or  some  other  inspired  liar 
of  almost  equal  calibre,  to  instil  faith  that  he  does  not 
possess.  The  British  business  man  certainly  cannot  do 
so.  The  first  thing,  then,  is  to  stiffen  our  own  beliefs 
and  cultivate  a  consummate  confidence  in  the  future. 
By  consistent  effort,  it  is  possible  to  train  oneself  to 
believe  almost  anything.  In  the  case  under  considera- 
tion, no  great  effort  should  be  needed,  because  there  is 
really  so  much  to  be  said  for  the  proposition. 

I  admire  the  man  who  will  not  glorify  his  own  wares 
at  the  expense  of  others,  but  no  one  admires  the  man 
who  lacks  confidence  in  his  own  utility.  Nothing  big 
was  ever  pulled  through  by  people  who  believed  that  it 
could  not  be  done. 

The  case  is  straightforward  enough  :  — 

Commercial  aerial  services  will  undoubtedly  be  a 
big  factor  in  the  future  of  the  world's  transport. 

We  can  build  machines  and  engines  unexcelled 
by  the  products  of  any  other  country. 

We  have  magnificent  experience  at  our  backs. 
We  led  the  world  in  the  development  of  rail  and 
ocean  transport. 

We  have  a  scattered  Empire  crying  aloud  for  im- 
proved communications. 


446 


The  Aeroplane 


July  30,  1919 


We  are  an  engineering  alid  a  pioneering  nation. 
We  can  start  fair  in  the  race  for  the  world's  trade 

in  aircraft. 

We  have  a  heaven-sent  opportunity  of  showing 
that  when  a  British  industry  is  not  stupidly  handi- 
capped  it  can  hold  its  own  with  anyone. 

The  Handicap. 
The  handicap  we  have  most  to  fear  is  .one  of  our  own 
making  We  can  wait  for  others  to  prove  that  traffic 
can  be  built  up  to  render  aerial  services  commercially 
successful.  If  we  do,  we  shall  then  have  the.  doubtful 
pleasure  of  watching  those  who  took  the  risk  reaping 


their  reward,  and,  as  Horace,  with  the  assistance  of_ 
Barham,  has  pointed  out,  we  shall  watch  people  doing 
the  Monkey  Search  (or  whatever  the  dance  of  the  period 
may  be)  while  we  lament  the  "  fugaces  anni  "  that 
"  labunted  "  while  we  were  making  up  our  minds. 

The  first  step  towards  success  is,  then,  to  put  our 
backs  into  the  job.  To  my  mind,  the  next  steps  are 
largely  in  the  nature  of  intelligent  propaganda,  prefaced 
by  the  lynching  of  a  few  obstructive  officials. 

I  must  warn  my  reader's  that  I  have  not  done  with  this 
subject.  In' fact,  I  have  only  just  begun  it,  and,  whether 
they  like  it  or  not,  I  intend  to  elaborate  some  of  my 
ideas  on  the  subject  of  propaganda  in  subs_equent  articles.: 


AERODROME  LAY=OUT. 


By  Captain  M.  G.  Kiddst  (late  R.A.F.),  A;, 
Some  of  the  illustrations  for  Aeroplane  Hangars  which  one 
sees  in  contemporary  papers  are,  from  the  point  of  view  of  im- 
possibility, rather,  amusing.  In  one  of  them  the  Hangar,  a  tent- 
construction  of  the  "Bessonneau"  type,  is  shown  in  the  middle  of 
the  aerodrome,  with  both  sides  open.  One  Handley  Page  is  de- 
picted in  the  act  of  landing  into  (he  hangar  from  one  end  of  the 
aerodrome,  whiist  a  second  "takes-off"  from  the  other  side  of  the 
hangar,  executing  an  alarmingly  quick  turn  on  the  ground  as  i,t 
does  so. 

This  might  be  feasible  if  the  wind  were  considerate  enough  to 
remain  consistently  in  one  direction.  Aviators  know,  and  archi- 
tects desirous  of  facilitating  the  quick  landing  and  getting  away 
of  machines  should  learn,  that  an  aeroplane  rarely  leaves  the 
ground  or  lands  in 'the  same  direction  for  two  days  running,  the 
direction  being  governed  by  the  quarter  from  which  the  wind  is 
olowing.  "'Side-slip"  and  "stunt"  landings  are  no  longer  pos- 
sible under  the  new  Air  Ministry  Regulations  for  the  control  of 
Civil  Aviation. 

Artistic  but  Not  Practical. 

The  bird's-eye  view  of  the  aerodrome  lay-out,  whether  imaginary 
or  not,  which  generally  accompanies  the  illustrations  is  often 
good  from  an  artistic  point  of  view,  but  not  from  that  of  the 
aviator.  The  position  of  the  offices,  dwelling  quarters,  etc.,  is  of 
comparatively  secondary  consideration  in  planning  the  lay-out  of 
an  aerodrome,  though  it  is  naturally  more  convenient  to  have 
them,  particularly  the  workhops,  in  as  close  proximity  to  the 
hangars  as  possible.  But  it  is  the  hangars  themselves  that  matter. 
In  typical  illustrations  they  are  built  in  several  parallel  rows, 
face  to  face  and  end  to  end,  with  the  edge  of  each  row  of  hangars 
against,  and  at  a  right-angle  to,  the  edge  of  the  meadow-surface 
of  the  aerodrome. 

This  would  mean  that  all  the  machines  would  have  to  be  man-' 
handled  to  and  from  their  sheds — a  state  nf  affairs  that  would 
cause  an  R.A.F.  commanding  officer  to  tear  his  hair  !     An  aero- 


•istant  Secretary,  The  Society  of  Architects. 

plane,  particularly  of  the  twin-  or  muki-engined  type,  takes  a  great 
deal  of  man-handling,  any  number  up  to  twenty  men  being  re- 
quired to  move  the  ordinary  twin-engined  Handley  Page  ;  and  this 
is  a  waste  of  power,  to  say  the  least  of  it.  In  addition,  the 
machines  in  the  sheds  farthest  from  the  edge  of  the  aerodrome 
would  have  to  be  wheeled  along  some  200  yards  of  the  tarmac 
before  reaching  the  freedom  of  the  meadow. 

An  ideal  lay-out,  from  an  aviator's  point  of  view — which  is  the  4 
point  that  matters — must  include  hangars  every  one  of  which  opens 
directly  on  to  the  meadow-surface  of  the  aerodrome,  so  that 
machines  can  leave  the  sheds  under  their  own  power,  with  a  mini- 
mum of  man-handling,  and  can  then  taxi  straight  away  prepara- 
tory to  "  taking-off . " 

The  Things  that  Matter. 
Practical  considerations  are  of  first  importance  to  the  average 
aviator,  but  there  is  nothing  to  prevent  an  artistic  lay-out  with 
the  hangars  in  the  proper  position.  Too  much  importance  cannot 
be  attached  to  the  latter  consideration,  even  if,  as  is  the  case  in 
the  majority  of  aerodromes,  two  sides  of  the  meadow  are  taken 
up  by  the  sheds.  And  the  lower  the  hangars,  and  the  flatter  the 
roofs,  the  better  wili  the  pilots  be  pleased.  One  has  known  per- 
sonally pilots  who  have  been  killed  by  gables  on  th'  roofs  of 
hangars,  where  a  flat  roof  would  have  saved  both  pilot  and 
machine. 

Another  point  worth  noting  is  that,  where  possible,  the  row, 
or  two  rows,  of  hangars  should  open  into  the  prevailing  wind,  so 
that  nine  days  out  of  ten  the  machine  can  fly  straight  from  its  shed) 
into  the  air,  with  no  obstacles  to  pass  over  before  it  gains  height. 
This  has  additional  recommendations,  such  as  facilitating  the- 
'; running-up"  of  engines  into  the  wind,  without  turning  machines, 
round,  and  similar  technical  details. 

In  the  opinion  of  the  writer,  in  ideal  aerodiome  in  every  respect 
i-.  that  at  Catterick,  in  Yorkshire. 


July  30,  191 9 


The  Aeroplane 


447 


ROYAL  AIR  FORCE 

noiv  being  organised  on  PEACE  BASIS. 

SPLENDID  OPENING 

for 

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SPECIAL  OPPORTUNITY 

for 

EX-AIRMEN,     EX-SAILORS,  EX-SOLDIERS 
and  Men  with  TRADE  QUALIFICATIONS. 

In  addition  to  Skilled  Mechanics,  etc,  men  without  technical 
qualif ic  [ions  are 

URGENTLY  WANTED. 

VERY  GOOD  CHANCES  OF  PROMOTION. 
MANY    VACANCIES    NOW    FOR  N.C.O.'S, 

for  which  men  can  enlist,  subject  to  trade  test  and  qualifications, 
PAY,  PENSIONS  AND  LEAVE  ON  LIBERAL  SCALE. 

Men  may  enlist  under  any  one  of  the  following  terms,  according  to 
the  requirements  of  the  S'  rvice. 

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Rations  and  clothing  are  provided  free. 

Apply  to  nearest  R.A.F.  Recruiting  Depot  for  full  particulars  as  regards 
conditions  of  service,  pay,  etc. 

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io.  Sydenham  Terrace,  North  Road, 
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Carlton  Chambers,  Paradise  Street. 
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Telephones  : 
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Telegrams  : 
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A  practical  clip 
at  last !— the 
Mark  1M 
Clip. 


WATER  IS  CHEAP 

enough  but  the  necessary  labour  entailed 
to  keep  it  within  the  water-circulation 
system,  when  cheap  and  in  efficient  hose 
clips  ire  used,  is  a  cosrry  item.  A  post 
card  t>  us  will  put  you  in  possession  of 
details  of  a  clip  which  will  save  you  much 
money,  time  and  annoyance. 


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A  PERFECT  finish  is  assured  if  ou 
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KINDLY    MENTION    "  THE  AEROPLANE 


WHEN    CORRESPONDING    WITH  ADVERTISERS 


448 


The  Aeroplane 


July  30,  1919 


AIR   TOUR   AND   TRAVEL    IN   THE  NORTH. 


The  Avro  Company's  air  lines  are  developing  rapidly  up  north. 
Starting  in  May  with  stations  at  Blackpool  and  Southport,  the 
company  has  now  opened  landing  grounds  at  Windermere  (sea- 
planes), Morecambe,  Fleetwood,  Liverpool  (Waterloo  sands), 
Rhyl,  and  Douglas  (Isle  of  Man).  Six  other  air  stations  are 
in  course  of  formation,  which  will  make  it  possible  for  most 
people  in  Lancashire  to  travel  by  air  to  the  South  or  West  of 
England  without  long  journeys  to  Government  aerodromes. 

The  table  below  shows  the  distances  by  train  between  well- 
known  points,  and  the  distance  saved  by  going  by  air  is  shown 
alongside  each  : — 


visit  of  Alderman  A.  Parkinson,  J. P.,  M.P.,  Mayor  of  Blackpool, 
and  Mr.  Little,  Vicar  of  Blackpool,  to  Bolton  by  air,  where  they 
addressed  meetings  and  returned  to  Blackpool  by  air. 

Another  interesting  event  was  the  flying  of  an  entire  wedding 
party  of  guests,  bride,  and  bridegroom  and  best  man  at  South- 
port.  Altogether  fifty  people  were  flown  after  the  wedding 
breakfast,  and  this  in  spite  of  clouds  and  mist  within  a  hun- 
dred feet  of  the  ground. 

Another  novelty  was  the  flying  from  Southport  in  an  "  Avro  '* 
experimental  scout  of  a  pilot  who  appeared  from  his  machine 
at  the  dinner  party  to  Sir  John  Alcock,  K.B.E.,  D.S.C.,  at 


Train 

Air 

Train 

Air 

Train 

Air 

Train 

Air 

Train 

Air 

Train 

Air 

Train 

Air 

Train- 

 :  

Air 

Train 

Air 

Train  Air 

Train 

Air 

Blackpool  . . 

9 

1 

89 

26 

33 

J3 

81 



19 



48  " 



20 



49 



8 

130 



39 

35 

18 

3 



:  33 



21 

Fleetwood  . . 

9 

I 

92 

32 

24 

10 

84 

23 

51 

15 

52 

.8 

123 

38- 

28 

16 

.  21 

4 

34 

16 

Harrogate 

8q 

26 

92 

32 

70 

18 

18 

4 

93 

21 

61 

T4 

5°  I 

8 

74 

19 

71 

v  .86 : 

21 

Lancaster  . . 

33 

13 

24 

10 

70 

18 

65 

11 

51 

5 

52 

16 

99 

"26 

4 

1 

22 

1 

36 

6 

Leeds 

81 

19 

84 

23 

18 

4 

65 

II 

75 

10 

43 

7 

68 

13 

69 

14 

63 

15 

76. 

15 

Liverpool  . . 

48 

20 

51 

15 

93 

21 

51 

5 

75 

10 

32 

2 

143 

35 

35 

9 

30 

3 

20 

4 

Manchester 

49 

8 

52 

8 

61 

14 

52 

6 

43 

7 

32 

2 

in 

24 

56 

8 

31 

35 

1 

Middlesboro' 

r30 

39 

123 

38 

50 

8 

99 

26 

68 

13 

143 

35 

in 

24 

103 

28 

120 

38 

135 

38 

Morecambe 

35 

15 

28 

16 

74 

19 

4 

1 

-  69 

14 

35 

9 

56 

8 

103 

28 

29 

9 

54 

24 

Preston 

18 

3 

21 

4 

7i 

■IX 

22 

1 

63 

15 

3° 

3 

31 

3 

120 

38 

29 

9 

15 

1 

Southport  .  . 

33 

21 

34 

16 

86 

21 

36 

6 

76 

15 

20 

4 

35 

1 

135 

38 

54 

24 

15 

1 

Black 

pool 

Fleetwood 

Harrogate 

Lancaster 

Leeds 

Liverpool 

Manchester 

Middl'sboro' 

Morecambe 

Preston 

Southport 

This  chart  is  most  instructive,  as  it  illustrates  that  there  is 
a  great  saving  not  only  in  distance,  but  also  in  time,  to  be 
obtained  by  air  travel  as  against  the  railways. 

Business  in  joy  flying  at  Blackpool  and  Southport  has  been 
well  maintained,  the  outstanding  features  of  the  week  being  the 


Manchester  aerodrome,  having  come  over  already  dressed.  He 
flew  back  between  10  and  n  p.m.  in  the  same  garb. 

The  "  Avro  "  seaplanes  are  now  installed  at  Windermere, 
Capt.  Pixton,  one  of  the  pioneer  pilots  of  the  early  days,  being  in 
charge  there. 


THE  CENTRAL  AIRCRAFT    COMPANY  AT  NORTHOLT. 

The  one  drawback  to  flying  from  London  to  another  town  or 
to  the  Continent  is  that  one  has  to  journey  so  far  out  of  London 
before  reaching  an  aerodrome.  The  Handley  Psge  aerodrome  at 
Cricklewood  is  probably  the  nearest  and  the  easiest  to  get  *o 
from  town,  but  even  they  cannot  advertise  that  buses,  trams,  and 
trains  stop  at  the  door,  although  both  buses  and  trams  can  be 
found  just  round  the  corner. 

The  Central  Aircraft  Company,  whose  works  aie  at  Kilburn, 
tried  without  success  to  start  an  aerodrome  at  Wembley  and  at 
Preston  Road,  both  fairly  accessible  spots,  but  neither  suitable 
nor  possible  for  some  reason — the  latter  place  on  account  of  a  right 
of  way  over  the  ground. 

They  had  to  go  farther  out,  and  arr;  now  established  at 
Nortlholt  and  have  two  hangars  on  the  R.A.F.  aerodrome  there. 
Northolt  Aerodrome  is  certainly  more  <  accessible  than  Hounslow 
Aerodrome,  as  a  good  service  of  trains  is  run  to  Ruislip  from 
Baker  Street  (Met.  Rly.),  but  the  station  is)  a  good  way  from  the 
ground.  There  is  also  a  servioe  from  MaryleiKone  and  Padding- 
ton  to  Northolt  Junction,  but  it  is  by  no  means  good,  although 
the  station  is  within  a  few  minutes'  walk. 

The  aerodrome 'is  very  large,  with  an  area  of  350  acres,  but  the 
surface  is  very  bad  in  parts,  as  the  land  was  once  ploughed,  and 
the  furrows  make  taxying  a  very  bujnp>  business.  However,  a 
large  stretch  of  cinders  has  been  put  down  and  all  who  can  do  so 
take  off  from  and  land  on  it. 

The  C.A.C.  School  of  Aviation  is  under  the  personal  super- 
vision of  Mr.  Herbert  Sykes,  O.B.E.    The  school  machine  is  the 

C.  A.C.  tractor  biplane,  an  excellent  instructional  machine,  fitted 
with  an  80  h.p.  Renault  engine,  and  in  appearance  similar  to  the 

D.  H.6.  Later  machines  will  be  fitted  with  100  h.p.  Anzani 
engines.  Although  this  machine  was  built  in  April,  the  Air 
Ministry  have  not  yet  sanctioned  it  as  a  passenger-carrying 
machine,  and  consequentlv  it  cannot  be  used  for  that  purpose 
or  for  instruction.  The  Civil  Aviation  Department,  like  most 
other  Government  departments,  keep  so  busy  making  other  people 
fill  up  forms  that  they  never  have  time  to  do  the  real  work  that 
is  required  ofThem.  Already  Germany;  ha?  beaten  us  in  getting 
civil  aviation  properly  started  :  could  we  not  hot  row  some  of 
their  organisers? 

Passengers  are  being  carried  at  Northolt  in  two-  and  three- 
seater  Avros  fitted  with  110  h.p.  Le  Rhone  engines.      The  Le 


Rhone  engine  is  one  of  the  sweetest  rotaries  in  the  world,,  when 
looked  after  by  good  mechanics  and  flown  by  good  pilots,  but 
some  of  those  at  Northolt  did  not  run  very  well,  and  they  have 
had  rather  bad  luck  with  engine  trouble,  Which  is  possibly  due 
to  bad  treatment  of  the  engines  in  the  R.A.F.  before  they  were 
demobbed. 

An  eight-passenger  machine  is  being  assembled  at  Northolt,  and 
two  others  are  being  constructed  at  the  works  in  Kilburn  This 
first  machine  should  be  ready  in  about  a  week.  It  is  of  a  very 
solid  design  and  fitted  with  two  160  h.p.  Beardmore  engines. 
The  factor  of  safety  is  said  to  be  10. 

Very"  delightful  flights  may  be  had  over  London  from  Northolt 
in  the  Avro  machines,  for  which  tickets  can  be  obtained  at  the 
I  .epaerial  Travel  Bureau  in  Piccadilly  Circus,  and  at  the  aero- 
drome. As  soon  as  the" Government  sanction  the  C.A.C.  biplane 
the  school  of  flying  will  stare.  A  pupil  is  guaranteed  his  certifi- 
cate for  £12$  with  not  less  than  10  hours'  actu  t!  flying,  and  he 
can  also  go  through  the  works  at  Kilburn.  He  will  be  well 
taught,  and  leave  the  school  knowing  how  to  fly  and  knowing 
as  much  about  the  machine  as  he  cares  to  learn. 

AN  AERIAL  BOOKING  AGENCY. 

As  is  natural  for  a  firm  interested  in  travel  and  transport 
problems,  who  are  far-seeing  enough  to  appreciate  the  possible 
uses  of  aircraft,  the  Lep  Transport  and  Depository,  Ltd.,  of 
Castle  Street,  Long  Acre,  W.C.2,  who  were  originally  a  branch 
of  a  well-known  firm  of  shipowners  and  subsequently  became 
an  important  and  well-known  transport  agency  under  the  above 
title,  have  opened  a  branch  known  as  the  Lepaerial  Travel 
Bureau,  in  Piccadilly  Circus,  W. 

Here  they  are  acting  as  agents  for  Handley  Page,  Ltd.,  and 
have  secured  a  large  number  of  available  seats  throughout  the 
season,  with  preference  in  the  bookings  of  both  passengers  and 
cargo. 

They  are  also  acting  as  agents  for  practically  all  concerns 
who  are  running  any  form  of  civil  aviation  transport 

A  very  ambitious  scheme  is  on  hand  for  putting  into  operation 
as  soon  as  circumstances  permit.  It  embraces  not  only  Great 
Britain  but  also  the  Continent,  and  as  far  as  goods  and  mer- 
chandise are  concerned  the  firm  are  prepared  to  collect  goods  from 
the  factory  door  and  deliver  them  by  the  recognised  air  routes 
and  thence  by  either  rail,  sea,  or  van  to  any  destination. — l.  l.  b. 


July  30,  1919 


The  Aeroplane 


449 


Capt  Sir  John  Alcock  K.B.E.;  D.S.C. 


Illustrated 
Cataloy  ue 
&  Patte'ns 
Post  Free. 


unreservedly  endorses  the 
manifold  advantages  of 

BURBERRY!; 

CARAPACE 

AIR-SUIT 


"  I  am  writing  to  tell  you  how  very 
satisfactory  the  outfit  has  proved  which 
I  ordered  from  you  for  the  Atlantic 
flight. 

"Although  in  continual  mist,  sleet, 
or  rain,  and  the  altitude  varying  from 
200  to  11,000  feet,  causing  great  varia- 
tion of  temperature,  I  kept  as  dry, 
warm  -  and  comfortable  as  possible 
under  such  conditions. 
"This  was  a  wonderful  achievement  even 
for  '  Burberry,'  especially  considering 
that  I  never  adopted  any  electrical  or 
other  artificial  means  of  heating,  and 
that  no  rubber  is  used  in  your  water- 
proofing. 

"  I  feel  you  are  entitled  to  know  how  6Urt,erry  Carapace  Air-suit 
pleased    I    was    with   your    airman's  a  thoroughly  practical  one- 

j„.„  "  1    AT  COCK    Cnht      T)  1  C      piece  overall  suit  that  [ro- 

dress.  —J.  AL.C UlsK,  Capt.,  u.s.c.  thc  airman  from  he,ad 

Flying  &  R.A.F.  Kit  in  2  to  to  heel.    Provides  a  wealth 

J    *  of    luxurious    warmth  ana 

4  Days  or  Ready-tn=Wear .  comfort  under  the  severest 

'  conditions. 
Every  Burberry.  Garment  is  labelled  "  Burberrys." 

BURBERRYS  Haymarket  S.W.I.  LONDON 

8  &  10  Bd.  Malesherbes  PARIS;    and  Provincial  Agents 


YOU  can  now  buy  for 
your  Car  the  same  in- 
comparable grade  of 
petrol  as  Capt.  Sir  John 
Alcock  used  on  his 
Great  Atlantic  Flight— 

SHELL 

AVIATION 

MOTOR  SPIRIT 
Obtainable  of  all  dealers 


"SHELL"  MARKETING  CO..  LTD.. 
39-4!  Parker  Street.  Kingsway.  London.  W.C.2. 


Look  for 
theNew 

TRADE 
MARK 


—the  Bow'd  N 
as  shown  above 
— o  n  all  the 
operating  parts 
of  Bow  den  Wire 
mechanism. 


The  OLD 
MARK 

—  commonly 
known  as  the 
"Bowden  Loop 
of  Wire" — has 
been  misused 
abroad,  so  we 
have  discarded 
it. 


ONE  OF  THE  MOST  VALUABLE  OF 
TWENTIETH  CENTURY  INVENTIONS 
IS  THE 


BOWDEN 
WI  RE 

MECHANISM 


It  is  known  to  millions  of  motorists  and 
motor-cyclists  the  world  over.  It  is  seen 
now  on  thousands  of  cameras,  and  in  a 
multitude  of  other  applications.  War  ha  - 
evolved  many  fresh  uses  for  this  remaikah  e 
invention.  Thc  original  brands  of  the  wire  are 
known  under  the  Trade  Names  (registered  as 
Trade  Marks  in  most  civilised  countries  : 

BOWDENSILVER.  BOWDENBRASS. 
BOWDENITE.  BOWDENOIR. 
BOWDENSOLO. 


Godbolds. 


EitabUshrd 
1897. 


KINDLY    MENTION    "  JHE    AEROPLANE"     WHEN    CORKesPON'DI NG    WITH    ADA  EK  USERS 


450 


The  Aeroplane 


July  30,  1919 


RAINING    IN   ITALY  — The   Gabardini  School 


in  being  at  Cameri. 


THE  GABARDINI  EXHIBIT   AT  MILAN. 

Gabardini,  of  Cameri,  whose  company  is  sometimes,  but  rarely, 
caliecl  the  S.P.I.D.A.,  as  most  people  prefer  to  honour  the 
pioneer  by  his  own  name,  has  a  most  interesting  collection  of 
small  vehicles  on  view.  Tlhe  well  known  and  abnormally  un- 
breakable school  monoplanes  are,  however,  quite  put  into  the 
shade  by  the  tiny  biplane  of  2^  metres  span  and  9  sq.  metres 
spread  which  weighs  250  kilos,  with  50  radial  motor,  and  does 
140  kilometres  the  hour,  and  is,  as  are  tlhe  two  bigger  biplanes, 
of  "semi-rigid"  (if  one  may  borrow  tlhe  term)  steel  construction. 
A  factor  of  safety  of  15  is  claimed  for  the  miniature  'bus,  which 
certainly  looks  as  hefty  as  anything  one  has  seen.  To  some 
extent  the  claim  is  borne  out,  too,  by  the  low  percentage  of 
fatalities  in  this,  the  oldest  and,  I  believe,  the  busiest,  of  the 
war  schools.  As  well  as  the  other  biplane  machines,  which  in 
common  with  the  above  have  a  skid  so  far  forward  of  the  tail 
as  to  be  nearer  the  centre  of  gravity  than  anywhere  else,  one 
is  shown  the  "  stuffed  "  monoplane  or  "  the  embalmed  one  "  as 
it  is  called  in  the  vernacular,  which  appears  to  be  on  a  jointed 
shaft  fixed  into  a  cemented  platform,  and  is  reminiscent  of  certain 
internally-perturbing  country  fair  machinery  productive  of  arti- 
ficial mal-de-mer,  but  is  intended  merely  to  initiate  beginners  into 
th?   hang  of   levers   and  stability.    Landini,    the  Cameri  chief 


pilot,  shows,  too,  a  tiny  foot-steered  cycle-car,  also  to  accustom 
pupils  to  foot-control  without  wasting  the  instructor's  time. 
This  idea  I  heard  being  warmly  applauded  by  old  teachers  who 
appealed  able  to  judge  of  its  economy  and  utility. 

EXTENSION  LADDERS. 

In  building  big  airships,  such  as  the  R.34,  special  ladders  have 
-to  be  used.  Merryweather  and  Sons,  of  Greenwich,  make  a 
special  design  of  self-supporting  extension  ladder,  reaching  to 
a  height  of  eighty  feet  or  more,  which  is  used  to  facilitate  access 
tc  any  part  of  the  envelope  of  the  airship.  These  ladders  are 
supplied  to  the  British  Government,  and  have  also  been  adopted 
by  the  United  "States  Government. 

A   RING  SHOCK  ABSORBER. 

A  patent  shock  absorber  ring  is  now  being  manufactured  by 
Messrs.  Luke  Turner  &  Co.,  of  Leicester,  and  is  already  in  use 
upon  some  of  the  best-known  makes  of  machines. 

The  ring  is  constructed  in  a  manner  similar  to  the  ordinary 
shock  absorber  cord.  Besides  the  obvious  ease  of  fitting  and 
replacement,  it  is  claimed  that  they  offer  a  decided  saving  in 
weight  and  cost,  and  that  a  J  in.  cord  will  carry  a  load  of  3,000 
lbs.  at  75  per  cent,  extension. 


■■■■  . 

■ 


FLYING  IN  NEW  ZEALAND. — Auckland,  N.Z.,  photographed  ticra  one  ot  Walsh  Bros.'  flying  boats. 


July  30,  1919 


The  Aeroplane 


451 


CIVIL   AERIAL  TI 

GREAT  BRITAIN. 

Passengers  are  being  taken  up  in  Avro  aeroplanes  by  A.  V.  Roe 
and  Co.,  Ltd.,  at  the  following  places: — H  >i  inslo\v_  (London), 
Manston  (Margate),  Southsea,  Weston-super-Mare,  The  Ladies' 
Mile,  near  Patcham  (Brighton),  Swansea,  Blackpool,  Southport, 
Fleetwood,  Morecambe,  Rhyl,  and  Waterloo  Sands  (Liverpool). 

Seaplanes  are  on  passenger  service  at  Paignton  (Torbay),  and  at 
the  following  towns  on  the  Isle  of  Wight  :— Cowes,  Venlnor,  San- 
down,  Shaaklin,  and .  Ryde. 

Flying  to  the  Races. 

During  the  races  at  Goodwood  and  Brighton,  Avro  aeroplanes 
will  carry  passengers  to  those  places. 

The  Railway  Strike  and  the  Stage. 

When  the  railway  strike  threatened  to  hold  up  everyone  going 
north  Mr.  Sydney  Bransgrove,  a  touring  manager  going  to  Edin- 
burgh with  a  new  comedy,  tried  to  arrange  for  the  transport  of 
his  whole  company  from  London  to  Scotland  by  aeroplane. 

He  approached  one  of  the  big  flying  companies,  but  as  the 
terms  were  £=,6  per  head  for  a  company  of  twelve,  £6j2  in  all, 
the  project  was  abandoned. 

A  Business  Flight. 

A  highly  commendable  effort  has  been  made  by  the  "Finan- 
cier" to  demonstrate  the  utility  of  the  aeroplane  in  commerce. 

Mr.  H.  A.  C.  Ponsonby,  of  the  "Financier,"  was  representing 
the  paper  on  the  trip  which  was  organised  by  Capt.  Greig  (late 
R.A.F.),  of  the  Aircraft  Manufacturing  Company. 

Vyith  Mr.  M.  D.  Manton  as  pilot,  they  startel  from  Hendon  on 
July  21st  on  a  D.H.g  machine,  and  arrived  at  Eastleigh  in  52 
minutes. 

At  Southampton,  the  Supermarine  Company  were  interviewed. 
They,  then  flew  to  East  Cowes,  where  Mr.  Ponsonby  interviewed 
the  Gosport  Aircraft  Company,  J.  Samuel  White  and  Co.,  Ltd., 
and  S.  E.  Saunders,  Ltd. 

On  July  22nd  they  flew  to  Filton  (near  Bristol)  from  Cowes  In 
5'.)  minutes,  and  at  Bristol  viewed  the  works  of  the  Cosmos  Engi- 
neering Co.  and  the  British  and  Colonial  Aeroplane  Company. 

On  July  23rd  they  reached  Coventry  in  the  evening  and  visited 
the  Armstrong-Siddeley  Motor  Company,  the  Daimlei  Company, 
the  Standard  Motor  Company,  and  Humbcr,  Lid. 

On  Julv  25th  they  flew  to  Birmingham,  arlcr  interviewing  a 
large  number  of  firms. 

On  July  26th  they  flew  from  Birmingham  to  Derby  to  visit 
the  Rolls-Royce  Works,  and  then  returned  to  town,  taking 
65  minutes  on  this  last  journey,  arriving  at  4.30  p.m. 

The  total  distance  covered  was  408  miles,  and  despite  gene- 
rally unfavourable  weather  and  bad  visibility  throtglhout  the 
flight  after  the  first  day,  this  flight  was  made  to  time. 

An  average  speed  of  100  miles  ar.  hour  was  maintained  on  the 
various  journeys. 

Mr.  Po'isonbv  received  from  all  the  firms  he  visited  many  con- 
gratulations on  the  enterprise  of  the  "Financier." 

Birmingham, 

Civilian  flying  started  at  Castle  Bromwich  on  Saturday,  July 
i'Qth,  through  the  initiative  of  a  number  of  private  individuals, 
who  have  obtained  an  "Avro"  three-seater.  Despite  the  counter 
utraction  of  peace  celebrations  in   Birmingham,  quite  a  dozen 


ANSPORT  NOTES. 

people  were  taken  up.  Weather  permitting  there  will  be  flying 
daily  Lorn  2  to  7  p.m. 

Blackpool. 

Upside-down  flying  for  a  first  experience  in  the  air  is  the  record 
of  one  of  the  Avro  passengers  at  Blackpool  last  week.  The  pas- 
senger was  a  grey-haired  man  of  50  years  who  ascended  with 
Capt.  Hinchliffe,  D.F.C.,  A.F.C.,  whose  machine  was  watched 
critically  by  the  crowd  on  the  aerodrome.  The  Avro  climbed 
higher  and  higher,  then  it  made  a  half-roll,  turned  on  its  back, 
and  began  a  long  downward  flight  upside  down  The  pilot 
turned  the  machine  as  easily  as  if  it  were  light  side  up  and  then 
made  a  good  landing.  The  passenger  was  surrounded  by  friends 
anxious  to  hear  his  experiences.  He  told  them  it  was  not  so 
alarming  as  he  had  expected,  but  the  pilot's  account  was  rather 
more  lurid. 

The  daily  service  to  Manciiester  is  beginning  to  pay  its  way. 
More  and  more  passengers  are  availing  themselves  ol  the  air 
journey  to  the  coast.  The  service  has  run  daily  for  close  on  three 
months  without  even  a  forced  landing  to  disturb  the  even  tenour 
of  its  way,  and  there  is  every  hope  that  August  will  prove  a 
record. 

The  time- '.able  of  this  service  reads  as  follows  :  — 


Leave  Blackpool  daily  (Siind  ivs  excepted)  .  ..  Noon. 

Arrive  Southport   '■   12.15  p.m. 

Arrive  Alexandra  Park,  Manchester    12-45  p.m. 

Leave  ,,  ,,    2.0  p.m. 

Arrive  Southport   2.30  p.m. 

Arrive  Blackpool    2.45  p.m. 

The  fare  is  £4  4s.  single  and  £<)  qs.  return. 


Blackpool  has  excelled  all  records.  Over  1,000  passengers  have 
been  taken  up  this  week.  The  weather  has  been  perfect,  and  the 
lides  have  not  interfered  with  flying. 

It  is  to  be  noted  that  although  the  North  Country  coal  miners 
are  quick  enough  these  days  to  prove  how  very  badly  paid  they 
are,  vet  they  can  find  the  necessary  money  for  pleasure  flying. 
Some  of  the  most  frequent  and  regular  visitors  to  the  Avro  Com- 
pany's aerodrome  at  Blackpool  are  the  coal  miners,  who  appear 
to  think  nothing  of  paying  quite  large  sums  for  a  really  long 
flight,  and  willingly  pay  (he  extra  money  charged  for  "  stunting  " 

H  AMBLE.' 

After  winning  the  20-mile  handicap  at  Hendon  on  Saturday, 
Julv  19th,  at  77  m.p.h.,  Capt.  Hammerslev  flew  the  Baby  Avro 
back  to  Hamble. 

The  second  twin-bomber  fitted  with  A. B.C.  engines  was  flown 
over  to  Martlesham  Heath  last  week  to  be  handed  over  to  the 
R  A.F.  Leaving  Hamble  just  before  4  p.  111  it  reached  its  des- 
tination by  5.30  p.m.  The  cours--  taken  was  by  Winchester, 
Basingstoke,  London,  and  Chelmsford. 

One  of  the  standard  type  Avros  is  being  sent  to  Spain  and  is 
painted  with  the  national  colours  of  that  country.  With  red 
wings  and  yellow  fuselage,  it  looks  quite  cheerful. 

Mr.  A.  V.  Roe  has  just  returned  from  a  fortnight's  holiday  at 
VentnoV.  During  his  absence  he  kept  in  touch  with  the  Hamble 
Works  by  seaplane. 

London. 

Hendon. — Miss  Madge  Saunders,  the  leading  lady  in  "Going 
Up"  at  the  Gaiety,  is  learning  to  fl\  .11  Hendon.     May  she  nol 

shut  her  eves  whi  r  she  starts  10  sway. 


EDUCATING  LANCASHIRE. — An  Avro  givine"  demonstrations  oi  landing  during  the  Flying  Carnival  at  RiTdule. 


452 


The  Aeroplane 


July  30,  191 9 


Owing  to  the  better  weather  on  Saturday,  July  26th,  the  attend- 
ance at  the  London  Aerodrome,  Hendon,  was  rather  move  than 
usual.  A  20-mile  cross-country  handicap  took  place  for  tihe  Hen- 
don Trophy  and  a  prize  of  £zo.  The  race  w£.s  won  by  Major 
Draper  on  a  Bat  "Baboon."  Major  Draper,  who  received  37  sees, 
start,  finished  the  course  in  15  mins.  41  sees  (handicap  time). 
Major  R.  H.  Carr,  on  an  Avro  biplane,  started  itj  sees,  before 
Major  Draper  and  finished  1  sec.  behind. 

During  the  afternoon  free  flights  in  connection  with  the  late 
Victory  Loan  were  given  by  the  Airco  pilots,  Capt.  H.  J.  Saint 
and  Capt.  C.  Shaw.  Persons  who  had  found  certain  disc-s  dropped 
from  aircraft  during  the  last  three  days  of  the  Victory  Loan  cam- 
paign were  eligible  for  these  flights,  the  only  condition  being 
that  tfhey  had- invested  ,£1,000  in  the  Loan.  The  type  of  machine 
used  was  a  converted  D.H.4. 

A  twentv-mile  cross-country  race  will  be  held  on  Satur- 
day, August  2nd,  for  the  London  Aeroplane  Trophy,  over  a  course 
rotnd  the  nerodrome  pylons  and  a  point  about  tw  miles  to  the 
north  of  the  aerodrome  enclosure. 

Special  flying  displays  and  passenger  flights  will  be  given  on 
the  afternoon  of  Sunday,  Aug.  3rd. 

On  Bank  Holiday  (Aug.  4th),  a  speed  handicap  (for  the  London 
Flying  Club  Trophy),  in  two  heats  and  a  final  heat,  will  oe  held 
during  the  afternoon. 

The  course  is  again  around  the  aerodrome  pylons,  passing  a 
turning  point  at  Bittacy  Hill  on  each  circuit. 

Passenger  flights  and  special  flying  displays  will  be  given  dur- 
ing the  week-end,  and  parachute  descents  on  Bank  Holiday. 

After  Bank  Holiday,  the  regular  weekly  air  races  will  be  sus- 
pended until  the  Hendon-Brighton-Hendon  Air  Race,  after  which 
definite  dates  will  be  fixed  for  each  meeting. 

Hounslow. — The  following  cross-country  flights  were  made 
from  Hounslow  hy  Avropilots  during  the  week  ending  July  26th  : 

Three  to  Brighton,  two  each  to  Weston-super-Mare  and  Swan- 
sea, and  one  each  to  Southampton  and  Liverpool. 

Over  5,000  passengers  have  been  taken  up  at  Hounslow  since 
May  3rd. 

Lieut.   Robertson,   ;n  Australian  officer,  under  instruction  at 
Hounslow,  made  a  very  successful  first  solo  after  45  hours'  dual. 
On  his  second  solo  he  looped,  rolled,  and  did  Immelman  turns, 
and  completed  his  Royal  Aero  Club  test.  --^ 
Li  vERrooi.. 

The  Waterloo  Aerodrome  on  the  banks  of  the  Mersey  was 
opened  last  Saturday.  As  usual  a  huge  crowd  had  collected,  but 
with  the  aid  of  mounted  police  they  were  kept  in  hand.  Picture, 
then,  a  gigantic  yellow  circle  of  sand  with  a  radius  of  200  yards, 
surrounded  by  a  black  band  of  humanity.  In  the  centre  of  this 
place  three  Avros,  and  you  have  some  idea  of  the  inauguration 
of  flying  at  Liverpool  as  seen  from  the  air. 

To  the  south-west  New  Brighton  Tower,  in  course  of  demolition, 
stands  gaunt  and  dark.  One  sees  the  wide  sweep  of  the  Mersey, 
choked  with  shipping  unable  to  proceed  owing  to  the  dock  strike, 
and  on  either  bank  the  twin  cities  of  Liverpool  and  Birkenhead 
basking  in  the  sunlight. 

Capt.  E.  Maitland  Heriot,  D.S.C.,  Lieut.  Shanks,  and  Major 
McMinnies,  A.F.C.,  were  the  pilots,  whilst  Lieut.  Bambridge 
(who  had  the  distinction  of  losing  the  tail  of  his  machine  at 
15,000  feet  in  France  and  descending  on  the  top  plane  more  or 
less  successfully)  was  in  charge  of  the  ground  operations 

For  four  hotirs  the  machines  were  in  the  air.  The  fair-haired 
flapper  in  multi-coloured  jersey,  the  prosperous  shopkeeper  and 
his  wife,  public  officials  of  the  town,  young  men  and  girls,  all 
essayed  the  air.  Trips  to  Southport  and  Blackpool  and  acrobatic 
displays  were  in  great  demand. 

One  lady  and  her  daughter  after  half  an  hour's  argument  at 
the  booking-office,  where  Lieut.  Bambridge  at  last  persuaded  her 
that  she  would  not  be  killed,  booked  a  flight.  "  Two  minutes 
only,  two  minutes  only,  and  quite  straight  and  level  !  "  she  kept 
repeating  to  her  pilot.  He  made  a  short  climb,  a  gentle  turn, 
and  a  landing.  Afterwards  both  passeneers  were  disappointed 
that  the  flight  was  so  short,  and  promised  to  come  another  time 
for  more. 

And  so  it  went  on  until  the  crowd  melted  away,  and  the  pilots 
and  mechanics,  tired  out,  set  out  in  the  gathering  mists  for  their 
homes  at  Southport. 

Margate. 

Twenty  "Daily  News"  free  flight  passengers  were  taken  up 
in  Ayro's  at  Margate  during  the  week  ending  July  26th. 
Middles  borough. 
The  Government  have  offered  the  Middlesbrough  Corporation 
the  first  refusal  of  the  Redcar  Aerodrome.    The  Corporation  has 
decided  that  they  have  no  use  for  it. 

Morecambe. 

General  flying;  in  the  North  has  been  as  successful  as  ever. 
Morecambe  is  in  full  swing  with  Lieut.  Macr  .e,  M.C.,  of  A.  V. 
Roe  and  Co.,  in  charge. 

Sheffield 

A  flying  exhibition  was  held  at  Coal  Aston  aerodrome  on  the 
outskirts  of  Sheffield,  from  Julv  23rd-26th,  under  the  auspices  of 


the  Sheifiekl  Development  Committee.  The  aviation  department 
of  Vickers  Ltd.  gave  two-guinea  flights  in  four  two-seater  Avros, 
and  demonstrated  the  commercial  utility  of  a  Vickers- Vimy  aero- 
plane with  a  saloon  body  to  carry  ten  passengers. 

On  July  26th  the  first  delivery  of  aerial  mail  tojk  place  between 
Sheffield  and  Doncaster.  A  Vickers  Vimy  aeroplane  was  used,  and 
the  machine  covered  the  distance  in  gi  minutes. 

Southport. 

A  flying  party  of  cripples,  who  arrived  on  crutches  and  in  bath 
chairs,  was  a  feature  of  Wednesday's  flying  at  Scuthport.  It  took 
five  of  the  Avro's  mechanics  to  lift  one  of  the  poor  fellows  into 
the  machine. 

A  free  flight  was  offered  at  Southport  and  Birkdale  to  the 
schoolboy  who  wrote  the  best  essay  on  flying.  It  was  won  by 
William  Stevenson,  aged  10,  of  the  Sefton  Street  Counoil  School. 
His  technical  details  were  more  or  less  correct,  even  if  somewhat 
on  the  rosy  side. 

One  woman  passenger  had  15  stunt  flights  during  the  week. 

At  Southport  the  Avro  pilots  received  a  visit  from  an  inventor 
who  apparently  had  a  cure  for  every  aeroplane  ill  at  present 
known.  His  chief  invention  was  a  stabilising  device  for  machines. 
It  consisted  of  a  series  of  balloons  in  the  fuselage  an'',  a  niimber  of 
small  propellers  outside  whioh  could  be  driven  either  by  wind  or 
power. 

When  asked  if  he  had  an  invention  for  preventing  people  from 
throwing  themselves  out  of  machines,  he  replied  that  he  could 
provide  for  that,  too.  Having  realised  the  advantage  of  his 
inventions,  the  pilot  directed  him  to  the  proprietors  of  a  rival 
aerodrome  ! 

Windermere. 

A.  V.  Roe  and  Co.,  Ltd.,  are  going  to  take  over  the  aircraft 
shed  at  Cockshot  Point  as  early  as  possible.  At  a  meeting  of  the 
Windermere  Urban  District  Council  on  July  iSth  the  committee 
recommended  the  council  to  give  the  company  every  support. 

CANADA. 

The  regulatiois  controlling  flying,  being  under  the  War 
Measures  Act,  lapsed  with  the  declaration  of  peace. 

An  Air  Board  has  been  created  in  Canada  under  an  Act  passed 
during  the  present  session.  The  Hon.  A.  L.  Sifton  is  chairman, 
the  members  including  representatives  of  the  militia  and  naval 
service  departments,  the  Deputy  Postmaster-General  and  the  chief 
inspector  of  the  department  of  Customs  and  Inland  Revenue. 

Regulations  forbidding  trick  exhibitions  or  low  flying  over  town 
areas  have  been  announced  already,  and  a  full  code  of  flying  re- 
gulations is  under  consideration 

THE  ARGENTINE. 

The  first  party  of  a  French  Aerial  Mission  to  the  Argentine 
has  left  France.  The  object  of  this  Mission  is  to  open  up  a  French 
aeronautical  industry  in  the  Argentine  By  giving  exhibitions  with 
French  machines  in  order  to  prove  their  possibifties 

AUSTRIA. 

The  following  is  sent  by  the  Scandinavian  correspondent  of 
The  Aeroplane : — 

Austrian  information  to  be  revealed  at  the  end  of  the  war  in- 
cludes a  report  of  a  helicopter,  for  which  the  Hungarian  journal, 
"  A  Motor,"  claims  success  or  almost  complete  succeeding. 

Experiments  were  started  by  Lieut. -Col.  (the  Captain)  Stefan 
Petr6czys,  as  he  found  kite-balloons  needing  toe  much  crew 
attendance,  and  being  too  easy  prey  of  enemy  aircraft.  In  his 
project  from  the  first  year  of  the  war  an  electric  motor  was  to  be 
the  power  plant  and  the  current  to  be  supplied  by  cable  from  the 
ground. 

The  machine  was  budt  by  the  Austrian  Aeroplane  Works, 
Ltd.  ("  Oeffag  "),  in  Vienna  Newcity,  the  electric  motor  by  the 
Austro-Daimler  Company,  the  general  director,  Porsch,  of  which 
was  responsible  for  a  model  of  hitherto  unattained  lightness 
— in  the  words  of  the  journal — 300  b.h.p.  being  developed  by  a 
weight  of  ?5o  kilos,  at  6,000  r.p.m.,  which  number  of  revs,  was 
reduced  to  1,000  of  the  propeller  shaft,  yet  had  to  be  further 
diminished  owing  to  shaft  over-heating,  the  advantageous  per- 
formance disappearing  then  again  compared  with  the  petrol 
engine. 

As,  further,  the  propeller  results  at  the  aircraft  works  were 
unexpectedly  poor,  prospects  looked  bad,  when  two  Hungarians, 
the  commander  of  the  test  department  and  the  manager  of  the 
screw  department  of  the  flight  arsenal,  engineers  Karmdn  and 
Asb6th,  got  charge  of  the  experiments. 

The  Hungarian  General  Engine  Works  built  a  model  that  could 
stay  in  the  air,  powered  by  a  compressed  ai~  motor,  yet  it  did 
not  come  up  to  expectations. 

Ae  second  test  model  of  Professor  Karman  was  made  by  the 
Budapest  firm,  Liptag  and  Co.,  being  provided  with  only  two 
propellers  against  four  of  the  first  one, , and  rising  with  a  petrol 
motor  to  an  altitude  of  50  metres.  When  the  revs,  of  the  motor 
once  dropped  the  model  side-sl'pped. 

Asb6th,  too,  continued  his  experiments,  having  three  more 
models  built  at  the  Hungarian  Aircraft  Works,  yet  fire  broke 
out,  and  other  conditions  prevail  now,  the  report  concludes. 


July  30,  191 9 


The  Aeroplane 


453 


AMSTERDAM 


August  1  9 1  9 


We     shall     be     represented     at  the 

AMSTERDAM  AIRCRAFT  EXHIBITION 

and  visitors  are  invited  to  call  at 
STAND  307  and  see  our  Mr.  Haydn  White. 

Daily   passenger    flights   in    the  famous 

Blackburn  "KANGAROO  '  will  be  a 

feature  of  this  Exhibition. 

THE  BLACKBURN  AEROP  LANE  &  MOTOR  CO. , 
Donington  House,  Norfolk  Street,  London,  W, 

Works:- Leeds  and  Hull. 


Blackbtm 


LTD., 
C.2. 


Steele's  Axlvt.  Service. 


NOW  READY. 


2s.  6d.  NET. 


PLAIN  IMPRESSIONS 

By  A.  8.  G.  BUTLER. 

With  an  Introduction  by  C.  Q.  GREY,  who  says: 

"  The  writer  of  this  book  is  an  architect  by  profession  and 
was  an  artillery  offi.  er  through  ihe  incidence  of  war.  .  . 
Those  who  have  had  the  privilege  of  serving  the  King  in 
the  field  wi  1  rec  gnise  the  deadly  accuracy  of  the  brief 
sketches  which  form  this  little  book,  and  those  who  have 
not  had  that  hon  ur  may  gather  irom  them  an  idea  of 
active  service  somewhat  different  from  that  conveyed  by 
the  more  highly  coloured  pictures  of  professional  artists 
in  words." 

THE  AER  PLANE  &  GENERAL  PUBLISHING  CO.,  LTD,, 

61.    CAREY  STREET,  W.C.2. 


Plllllllllll!lll!llllilljl|lllll!llllll!llllllllll!l 


The  LONDON  &  PROVINCIAL 
AVIATION  COMPANY, 

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EDGWARE. 

Telephone:     Kingsbury  102. 


H 


AVING    just   closed  down  our 
WORKS    AND  AERODROME 


1    we  are  now  in  a  position  to  undertake  ^ 


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KINDLY    MENTION    "THE    AEROPLANE"    WHEN    CORRESPONDING    WITH  ADVERTISERS 


454 


fhe  Aeroplane 


July  30,  1919 


The  line-of-battleship  lieutenant,  Baron  von  Karifield,  the  fore- 
most pilot  of  the  former  Austrian-Hungarian  Navy,  in  command 
of  the  naval  air  station  at  Trieste  at  the  time  ol  the  breakdown 
of  the  Austrian  forces,  was  arretted  while  his  share  in  the  bom- 
bardments of  Venedig  was  gone  into.  Alter  36  days  he  was 
released  and,  at  his  -  request,  allowed  by  fhe  Italians  to  go  to 
German  Austria,  where  he  is  now  learning  bookkeeping.  He  has 
announced  his  future  plans  of  going  abroad  for  flying. 

BELGIUM. 

According  to  the  "Nieuwe  Rotterdan.sche  Courant"  of  Julv 
17th,  the  Belgian  Government  has  appointed  a  commission  to 
study  commercial  aviation  in  the  Congo.  The  first  trial  will  con- 
sist of  a  regular  service  between  Kinshasa  and  Stanleyville,  on 
which  the  aeroplane  will  carry  mail  and  passengers.  The  jour- 
ney is  expected  to  take  two  days.  The  service  will  start  in 
January,  1920,  with  12  hydroplanes,  each  fitted  with  a  300-h.p. 
engine  having  a  speed  of  about  70  m.p.h.,  and  a  carrying  capacity 
about  iS  cwt. 

The  Commission  is  presided  over  by  Colonel  Baron  de  Crom- 
brugge,  who  is  the  officer  in  command  of  the  Belgian  Air  Force. 

The  following  is  from  the  Paris  correspondent  of  The  Aero- 
plane : — 

H.M.  the  King  of  the  Belgians  opened  the  Aeronautical  Expo- 
sition at  Brussels  on  July  19th,  and  presented  the  colours  to  the 
Belgian  Aviation  Corps. 

A  Handley  Page,  several  other  British,  and  some  French 
machines  arrived,  and  performed  evolutions  for  the  benefit  of  the 
crowd.  Many  German  aeroplanes  were  exhibited,  as  well  as  num- 
bers of  machines  of  all  types  used  by  the  Belgian  army. 

FRANCE. 

The  following  is  from  the  Paris  correspondent  of  The  Aero- 
plane : — 

The  holiday  season  in  France  this  year  is  starting  on  about 
August  1  st,  and  on  that  date  a  good  deal  of  flying  is  due  to  start, 
including  the  Toulouse-Casablanca  aerial  post — a  service  which 
has  been  planned  by  M.  Latecoere  during  the  last  eighteen  months, 
in  view  of  the  high  insurance  rates  for  aviation^  M.  Latecoere 
proposed  sinking  a  fund  with  the  leading  French  aviation  firms 
for  the  purpose  of  insuring  their  own  machines. 

Farmans  have  sent  a  machine  to  Cabourg  for  the  season  to  fulfil 
an  old-standing  engagement  with  the  Town  Council  for  passenger 
and  exhibition  flying.  As  there  is  no  aerodrome  in  the  vicinity, 
flights  will  be  made  from  the  golf  course. 

Flying  should  have  commenced  at  Deauville,  but  there  is  some 
dispute  over  the  land  that  had  been  chosen  for  the  aerodrome. 

The  Society  des  Transports  AeVonautiques  du  Sud-Ouest  have 
obtained  permission  to  fly  at  Biarritz.  One  Farman  machine  has 
been  sent  there,  and  three  more,  including  a  Goliath,  are  going 
next  week. 

The  Compagnie  AeVienne  Frangaise,  who  take  photographs  for 
the  Press  and  for  all  sorts  of  commercial  concerns,  have  executed 
some  big  orders  satisfactorily.  This  work  seems  to  have  been 
neglected  in  England,  but  it  has  a  great  future  in  commercial 
survey  work  in  the  Colonies. 

The  Farman  Flying  School  has  turned  out  the  first  three  pilots 
to  obtain  their  brevets  since  the  war.  The  Farman  terms  are 
£100,  including  everything. 

Caudrons  are  reopening  their  school  at  Crotoy  in  the  first 
fortnight  of  August.  Instruction  will  be  given  on  the  Caudron 
G3. 

Ihe  Paris  newspaper  "Excelsior"  sent.  Mme.  Favre  Tavrier 
over  to  London  in  a  Farman  aeroplane  to  report  on  the  Victory 
procession     £80  was  paid  for  the  return  trip. 

The  Farman  aerodrome  at  Toussus  le  Noble  had  a  record  week- 
end on  July  19th  giving  passenger  flights. 

This  enterprising  firm  make  a  regular  weekly  announcement  in 
th  e-Paris  "  Daily  Mail."    That  of  this  week  is  given^below  : — 
"  To  the  Belgian  Victory  Fetes  by  Aeroplane. 

"  This  week  the  Goliath  will  leave  for  Brussels  as  usual  on 
Tuesday  morning,  returning  to  Paris  on  Friday  morning.  Pas- 
sengers will  thus  be  enabled  to  witness  the  splendid  fetes  that  our 
Belgian  allies  are  holding  in  celebration  of  victory. 

"  Messrs.  Farman  beg  to  announce  that,  besides  the  regular 
flights  made  by  the  Goliath,  they  can  place  at  the  disposal  of  busi- 
ness men  or  tourists  a  number  of  aero-taxis  for  one  or  two  pas- 
sengers and  aero-limousines  for  parties  of  at  least  four  passengers 
at  the  rate  of  2  francs  per  kilometre  and  per  person,  as  well  as 
Goliath  aerohuses  for  parties  of  at  least  ten  passengers  at  the  rate 
of  1  franc  25  centimes  per  kilometre  and  per  person. 

"  It  will  be  seen  from  the  foregoing  that  the  charge  for  an  aero- 
plane flight  is  very  nearly  equal  to  and  sometimes  less  than  the 
charge  for  a  journey  by  automobile." 

A  munitions  store  at  Le  Bourget  aerodrome,  near  Paris,  blew  up 
one  afternoon  last  week.  Several  pilots  were  killed  and  wounded, 
and  several  sheds  with  about  twenty  German  machines  were  de- 
stroyed. The  store  contained  Michelin  bombs  and  a  large  quan- 
tity of  rockets  and  cartridges. 

So  far  no  French  aircraft  firms  have  arranged  to  exhibit 
machines  at  the  Amsterdam  Exhibition. 

The  French  Aeronautical  Club,  which  was  suspended  during  the 


war,  is  now  reconstructed,  and  will  promote  aerial  touring,  and 
instruct  and  recruit  men  for  military  and  civil  aviation. 

French  pilots  can  join  a  trade  union  called  La  Ligue  des 
Pilotes  Aviateurs,  which  is  doing  good  work. 

Lieut.  Roget,  the  French  aviator,  left  Soesterberg,  near  Am- 
sterdam, at  3  p.m.  on  July  28th,  and  landed  at  Evere,  near 
Brussels,  at  4  p.m.,  having  covered  the  112  miles  in  one  hour. 

GERMANY. 

The  following  is  sent  t>v  trie  Scandinavian  correspondent  of 
The  Aeroplane  : — 

German  war  aviation  stuck  to  few  makes  of  almost  one  type — 
viz.,  the  six-cylinder  vertical  fixed  model,  the  Army  favouring  the 
Mercedes  with  top  camshaft,  made  compulsory  by  other  works, 
too,  than  the  German  Daimler  Co.,  the  Navy  adopting  chiefly 
the  Benz  push-rod  model.  The  Loeb  and  Co.  LUC  Motor  Works 
were  known  to  manufacture  the  Austrian  Hiero  motor  under 
licence,  though  it  capnot  be  stated  whether  for  German  or  Aus- 
trian needs. 

When  scouts  required  power  plants  beyond  the  Oberursel  capa- 
city along  Gnome  and  le  Rhone  lines,  the  Siemens — camshaft  and 
cylinders  opposite  rotating — and  Gcebel  rotaries  came  to  the 
fore,  while  of  the  new  German  fixed  motors  a  British  technical 
rtport  was  promised  on  a  captured  specimen  of  the  Opel,  the 
power  plant  of  the  early  Hanoveraner  aircraft,  and  another  pub- 
lished on  the  Selve  motor,  chiefly  employed  on  Rumpler  biplanes 
and  Sablating  monoplanes  of  the  long-distance  patrol  type,  a?, 
well  of  giants,  both  being  products  of  automobile  works,  having 
turned  out  experimental  engines  for  the  Emperor  aero-motor  com- 
petition. 

The  last  German  war-time  favourite  amongst  motors  for  scout 
and  altitude  work  was  the  Bavariaor  B.M.W.",  as  initials  stand- 
ing for  Bavarian  Motor  Works,  being  successor.-,  to  the  Rapp 
Motor  Co.,  in  Munich.  This  motor  was  ccnsideied  less  durable 
in  reliability  than  Mercedes  and  Benz,  but  was  used  for  its  good 
carburation  qualities  in  high  flying. 

A  syndicate  was  formed  at  Dusseldorf  on  July  jrd  to  establish 
an  aerodrome  there  as  a  station  for  the  future  aerial  post  service. 

Ten  owners  of  contiguous  gardens  and  estates  in  Gothenburg 
have  sold  their  properties,  on  which  an  aerodrome  is  to  be  con- 
structed. 

The  Zeppelin  Company  have  stated  that  regular  airship  services 
between  Germany  and  the  United  States  will  not  begin  until 
next  spring. 

HOLLAND. 

On  July  24th  a  Handley  Page  aeroplane,  which  was  on  a  voyage 
from  England  via  Brussels  for  Amsterdam,  arrived  at  Soesterberg 

Aerodrome.  \ 

A.  V;  Roe  and  Co.,  Ltd.,  are  exhibiting  a  model  of  the  504K 
type  at  the  Amsterdam  Exhibition. 

Five  Avro  machines  will  fly  from  Manchester  to  Amsterdam, 
via  London,  Lympne,  Dunkirk,  and  Belgium,  to  take  up  passen- 
gers during  the  Exhibition.  Some  passengers  can  be  carried  en 
route. 

ITALY. 

.The  700  h.p.-engined  Fiat  aeroplane  which  arrived  at  Kenley 
horn  Rome  on  July  16th,  having  flown  at  a  speed  of  over  160 
m.p.h.,  is  reported  to  have  crashed  at  Marquise  between  Boulogne 
and  Calais.  It  Jeft  Kenley  on  Saturday,  July  26th,  for  Amster- 
dam. Lieut.  Brack- Papa,  the  pilot,  and  Lieut.  Bonaccini  were 
uninjured. 

SCANDINAVIA. 

Major  Galpin,  R.A-F.,  of  N4044,  fhe  British  navel  flying  boat, 
which  has  just  arrived  in  Norway  reports  that  negotiations  are 
opened  between  the  Norsk  Luftfartrederi  and  a  British  company 
for  a  future  service  between  Norway  and  Scotland,  and  it  will 
probablv  begin  this  year  or  earlv  next  spring. 

The  following  is  sent  'by  the  Scandinavian  correspondent  of 
The  Aeroplane,  and  has  been  entered  under  Scandinavia,  as  it 
refers  generally  to  Norway,  Sweden  and  Denmark  : — 

The  Norwegian  Parliament  has  placed  ,£3,300  at  -the  disposal 
of  the  Trade  Depanment  as  a  first  contribution  towards  air 
traffic  developments  and  aeroplane  mail  service  preparations, 
though  there  was  some  opposition  on  the  ground  fhat  the  money 
was  required  for  no  definite  proposition. 

*  *  * 

Having  last  year  organised  the  first  Scandinavian  aero  exhibi- 
tion at  Christiania,  the  "  Northern  Aircraft,  Ltd.,"  will  inaugu- 
rate the  first  Norwegian  flying  school,  buying  Allied  equipment 
— viz.,  British  Avros  and  French  Caudron  biplanes. 

*  *  * 

The  first  step  towards  fostering  and  regulating  fir  traffic  taken 
by  the  Swedish  Aero  Club  was  a  prize  offer,  open  to  Scandinavian 
competitors,  for  the  most  suitable  type  of  air-traffic  shed,  the 
prize  going  to  a  Swedish  winner,  while,  too,  the  drawings  of  a 
Norwegian  engineer  were  bought. 

*  ■  *  * 

Availing  themselves  of  the  low  mark  value  prevailing  owing  to 
Germany's    bad     export    situation     compared  with  the  import 


July  30,  1919 


The  Aeroplane 


455 


amounts,  the  Swedes  bougfit  first  three  Friedrichshafen  seaplanes 
and  four  Benz  spare  engines  for  them  tor  the  Navy.  When  the 
twin-engined.  A.E.G.  biplane  made  its  non-stop  demonstration 
flight  to  Eksjci  and  on  to  Malrnslatf,  the  aviation  centre  of 
Sweden,  five  A.E.Gs.  were  ordered,  three  oi  which  were  one 
Sunday  to  be  delivered  by  air  from  the  Berlin  works. 

The  aeroplanes  encountered  'bad  weather.  One  dived  into  the 
Baltic  Sea  off  W  arnemiinde,  its  crew  of  three  mer,  including  an 
army  officer  pilot,  being  killed.  The  two  other  aircraft  \vere 
forced  to  land,  one  owing  to  engine  trouble,  the  other  from  lack 
of  petrol. 

As  later  a  fatal  accident  with  one  A.E.G.  biplane  was  only 
avoided  at  Malfnslatt  by  the  skill  of  the  pilot,  Lieut.  Segebaden, 
and  as  Lieut.  Eckerstrom,  of  the  Naval  air  service,  with  his 
engineer  passenger,  was  killed  on  a  Friedrichshafen  seaplane, 
good  luck  cannot  be  said  to  have  followed  German  aircraft. 
The  Swedish  Lieut.  Herrstrdm  lias  returned  from  England 
.  with  aircraft  bought  there,  some  Avros  going  to  be  demon- 
strated by  British  pilots  at  Stockholm. 

*  *  * 

The  end  of  hostilities  has  almost  affected  neutral  aircraft  activi- 
ties more  hard  than  doings  in  the  belligerent  countries.  The 
Swedish  Thulin  works  in  Landskrona  were  undoubtedly  the 
largest  aero  enterprise  in  any  of  the  neutral  countries  left,  not 
excepting  the  Hispano-Su'iza  company  in.  Barcelona,  business  hav- 
ing been  mainly  built  up  upon  deliveries  of  chietiy  rotary  motors 
(mainly  of  le  Rhone  type)  and  a  number  of  scout  monoplanes 
to  Holland,  some  motors  and  aeroplanes  of  Morane  monoplane 
and  Thulin  tractor  biplane  types  having  further  been  supplied 
to  Sweden,  Norway,  Denmark,  and  Finland,  permit  having  just 
been  obtained  for  exporting  the  first  motors  to  Japan,  when  the 
war  stopped  at  a  most  inconvenient  time  for  the  Thulin  concern, 
as  the  capital  was  going  to  be  increased  and  the  Dutch  contracts 
for  rotaries  had  been  completed,  while  the  first  series  of  160  h.p. 
water-cooled  motors  (Maybach  fashion)  and  German  type  tractor 
biplanes  had  only  just  been  supplied  to  the  Swedish  Flying  Corp' 
The  shares  dropped  from  250  to  60,  the  manufacture  was  sioppei1, 
only  100  workmen  out  of  2,000  being  kept,  and  Dr.  Thulin  was 
dismissed  as  managing  director  on  complaint  of  not  having  pre 
pared  after- war  trade. 

The  Thulin  Aeroplane  Works  run  their  own  aerodynamical 
laboratory  and  the  largest  Scandinavian  flying  school. 

Being  himself  a  skilful  pilot — his  last  notable  flight  being  from 
Ghristiania  to  Landskrona  on  his  own  monoplane  after  the  first 
aero  show  in  the  Norwegian  capital  last  year — Dr.  Thulin  was 
appointed  to  the  committee  sent  by  trie  Swedish  Government  to 
England,  France,  and  Italy  to  study  war  aviation  developments 
and  the  stand  of  air  traffic  preparations,  that  were  for  the  latter 
part  found  less  than  expected,  and  on  his  return  practised  fancv 
flying,  when  he  was  slung  out  of  his  aeroplane  and  got  beheaded 
by  falling  on  a  ship. 

The  Thulin  works  have  now  turned  their  attention  to  the 
manufacture  of  motor-cvcles  and  agriculture  tools. 

'  *  *  * 

Major  C.  H.  R.  Johnstone,  late  R.A.F.,  and  Capr.  K  Saunders, 
late  R.N.A.S.,  are  now  in  Sweden  working  for  the  P.O.  Flvgkom- 
pain.  They  havie  two  Avro  biplanes  and  a  D.H.6  machine,  and 
are  at  present  employed  in  passenger  flying,  but  will  at  a  future 
date  start  a  school.  Their  only  competitors  were  two  Germans 
on  Phoenix  machines  (240  h.p.  Mercedes  engines),  who  did  practi- 
cally no  stunting  at  all.  Major  Johnstone  and  Capt.  Saunders 
says  that  the  Swedish  Air  Force  consists  of  a  few  Bleriot,  Morane 
Parasol,  and  Albatros  maohines,  all  of  pre-war  types. 

SPAIN. 

According  to  a  "Daily  Express"  report,  regular  air  services  will 
be  started  shortly  between  Malaga  and  Melilla  (Morocco),  and 
between  Barcelona,  Alicante,  Rabat  (Morocco),  and  Toulouse. 


A  representative  of  a  French  aviation  firm  arrived  at  Seville 
on  July  21st,  to  organise  a  Paris-Bordeaux-Madrid-Seville-Algiers 
flight. 

SWITZERLAND. 

The  Swiss  Federal  Council  has  approved  1  Bill  for  the  tem- 
porary regulation  of  aerial  traffic.  It  is  provided  in  this  Bill  that 
foreign  aeroplane  owners  and  pilots  will  only  be  admitted  in 
special  circumstances  by  a  permit  from  the  Military  Department. 

Insurances  covering  third-party  risks  up  to  15,00c  francs  (;£,'6oo) 
must  be  taken  out  for  each  aeroplane.  Pilots  will  not  be  allowed 
to  fly  over  large  towns  at  a  height  under  1,000  metres  and  over 
other  towns  at  less  than  500  metres.    No  stunting  will  be  allowed. 

SYRIA. 

A  number  of  British  Officers  with  a  Hand  ley  Page  aeroplane 
have  left  Cairo  for  the  Damascus-Bagdad  aerial  route.  The 
distance  is  approximately  500  miles,  and  is  partly  over  the  Syrian 
Desert. 

U.S.A. 

Mr.  F.  G.  Dillon,  the  president  of  the  United  Aircraft  Engineer- 
ing Corporation  of  New  York,  is  at  present  in  London  in  con- 
nection with  the  development  of  commercial  aviation. 

Mr.  Dillon  has  said  that  the  Americans  are  most  optimistic  over 
the  future  of  commercial  aviation,  and  are  now  in  the  position 
where  they  expected  to  be  in  1920.  Plans  have  been  laid  and 
are  maturing  for  a  commercial  air  service  between  Chicago  and 
New  York  (goo  miles),  which  will  save  a  whole  day's  journey 
on  the  railwaj.  A  New  York  to  San  Francisco  service  is  also 
being  considered. 

At  present  in  the  United  States  there  is  rather  a  lack  of  con- 
tiol,  as  a  Government  board  issues  licences  for  pilots  and  machines 
with  very  little  formality,  but  laws  are  being  drafted  to  cover 
these  questions. 

The  Treasury  gives  no  support  to  the  aircraft  firms,  but  this 
is  not  necessary,  as  there  is  no  lack  of  financial  backing. 

The  Government  will  be  asked,  and  doubtless  consent,  to 
establish  meteorological  stations  at  intervals  over  the  country. 

On  July  21st  an  airship,  with  which  it  was  intended  to  start  a 
passenger  service,  was  engaged  in  test  flighfs  from  its  hangar  at 
the  White  City  Amusement  Park  at  Chicago. 

The  airship  was  on  its  third  trip  over  the  city  in  the  late  after- 
noon at  a  height  of  500  ft.  when  it  burst  into  flames  and  broke 
in  two. 

Three  men  out  of  the  five  who  were  in  it  left  the  gondola  with 
parachutes,  and  two  of  them  landed  safely  in  the  crowded  streets. 
The  third  was  caughc  by  the  flaming  wreckage  and  with  it 
crashed  through  the  glass  roof  of  the  Illinois  Trust  and  Savings 
Bank,  where  200  employees,  mostly  girl  clerks,  were  at  work.  The 
building  caught  fire.  The  petrol  tanks  exploded  inside.  Eight 
clerks  were  burned  to  death  and  27  severely  injured. 

The  airship  was  162  ft.  in  length,  had  two  So  h.p.  engines,  and 
a  gas  capacity  of  100,000  cubic  feet,  and  wa.-  sister  to  the  A. 4, 
which  is  in  service  with  the  American  Army. 

On  July  25th,  20  pilots  employed  for  the  transportation  of  mails 
by  air  notified  the  Postmaster-General  that  the}  would  cense  work 
unless  two  of  (heir  number  recently  discharged  were  reinstated. 

The  two  pulots  were  discharged  because  they  demanded  improved 
machines  in  place  of  the  older  types.  The  strikers  declare  that 
the  present  aeroplanes  are  unsafe,  and  that  they  are  not  allowed 
safety  appliances.  In  one  week  there  were  15  accidents  and  two 
defths  in  the  service. 

The  pilots  protest  against  the  rate  of  nay,  which  is  the  same 
for  them  as  for  the  groundmen,  both  receiving  £aoo-£joo  a  year, 
according  to  length  of  service. 

All  the  Government  aeroplanes  carrying  mail  flew  on  Julv  25'rh 
as  usual,  the  Government  saving  that  reserve  pilots  were  used. 
The  strikers  claim  that  they  were  hired  strike-breakers. 


OSTER 

IXED 

OCUS 

OR 

IERY 

URNACES 


THE   IDEAL   PYROMETER   FOR  HIGH 
TEMPERATURES. 


Book    17    Post  Free. 


FOSTER  INSTRUMENT  Co. 

Letchworth,  Herts.,  Eng. 

We  are  showing  these  instruments  at  the  Br  tish  Scientific  Products  Exhibition, 
Central  Hal),  Westminster,  July  3rd  to  August  5th,  1010. 


J.  H.  MOORE, 

Late  Lt.  R.A.F., 

9,  MOUNT  RD  .HENDON  N.W.4 


Testing  of  any  Type  of  Aircraft  undertaken. 

5  years'  experience — 3^  years  as  Official 
Test  Pilot. 

Open  to  demonstrate  machines  abroad. 


456 


The  Aeroplane 


July  30,  191 9 


AIRCRAFTf/NANCE 


THE   DEVELOPMENT   OF    PLEASURE  TRIPS. 


The  idea  of  popularising  flips  by  providing"  advance 
booking  facilities  "  through  the  usual  agents  "  is  sound. 
Such  a  method  seems  to  carry  conviction  that  flying  is 
a  serious'  commercial  proposition,  and  should  do  a  lot 
to  dissipate  the  notion  that  it  is  a  hobby  intended 
especially  for  those  who  like  to  take  a  plenitude  of  risk, 
and,  in  the  language  of  a  living  statesman,  to  "  damn 
the  consequences." 

Insurance  Facilities. 
Conceivably  the  popularisation  might  be  expedited  if 
the  insurance  facilities  were  prominently  explained. 
These  facilities  are  adequate,  and  after  glancing  at  the 
schedule  one  is  convinced  of  the  simplicity  of  the  pro- 
cedure It  is  a  matter  that  should  be  taken  up  seriousty 
by  those  who  are  developing  pleasure  trips  and  passenger 
business  generally. 

Simplified  Methods. 

The  scheme  of  the  Aviation  Insurance  Association  may 
be  quoted  as  an  example.    The  risks  covered  are  :  — 

Aerodrome  pleasure  flights  as  specified  in  the  policy 
per  half-hour  or  part  of  half-hour. 

Seaplane  coastal  flights  as  specified  in  the  policy  per 
50  miles  or  part  of  50  miles. 

Cross-country  flights  as  specified  in  the  polic}-  per 
50  miles  or  part  of  50  miles  from  the  stafting-place. 

Cross-country  flights  as  specified  in  the  policy  per 
100  miles  or  part  of  100  miles  from  the  starting-place. 

Cross-country  nights  as  specified  in  the  policy  per 
200  miles  or  part  of  200  miles  from  the  starting-place. 

Special  flights  X  to  X  as  specified  in  the  policy. 

Premiums  Quoted. 
There  will  be  quoted  premiums  for  each  of  the  above 
risks  under,  say,  two  different  schedules  of  benefits. 
Each  risk  being  defined  per  a  separate  proposal  form, 
a  rate  will  be  made  for  each  risk,  and  the  scale  of  rates 
so  arrived  at  will  be  incorporated  in  a  covering  policy. 

The  Combination  of  Policy  and  Ticket. 
When  booking  his  or  her  ticket,  the  passenger  will 
be  asked  if  he  desires  to  effect  insurance  for  death  only, 
or  benefits,  or  death  and  benefits,  and  under  which 
scheme.  The  requirements  being  defined,  and  the  taiiff 
of  rates  supplied  being  consulted,  it  should  not  take  the 
average  clerk  more  than  a  second  or  two  to  ascertain  the 
rate. 

Procedure. 

The  terms  being  accepted,  a  form  will  be  filled  up  and 
completed  by  the  passenger  signing  his  name  and  at 
the  foot  of  "the  facsimile  impression  thereof.  The  pas- 
senger secures  his  copy.  The  form  could  be  used  as 
part  of  the  ticket,  even  if  insurance  were  not  effected. 

Three  records  of  the  transaction  being  made  by  the  use 
of  carbon  sheets,  one  copy  might  be  posted  the  same 
day  to  the  insurance  office  concerned,  and  the  premium 
stated  thereon  would  be  debited  to  the  holder  of  the 
policy  and  collected  in  due  course. 

Benefits  That  Should  Accrue. 
The  simplicity  of  such  a  scheme    should  commend 
itself  to  everyone.    The  settlement  of  the  preliminaries 
between  the  transport  company  and   the  underwriters 
would  be  easy  and  quick.      The  type  of  risk  being 


clearly  defined,  and,  of  course,  an  understanding  being 
arrived  at  prohibiting  any  deviation  from  the  ordinary 
business  to  be  done,  the  underwriter  would  soon  calculate 
a  minimum  late. 

It  would  be  impossible  to  quote  a  flat  rate  covering" 
all  risks  embraced  under  such  a  scheme.  At  least  it 
would  be  unreasonable  to  expect  such  a  low  premium, 
because  the  underwriter  would  have  to  assume  it  would 
be  an  even  chance  that  the  most  dangerous  risks  would 
be  more  or  less  paramount  and  raise  the  rate  accordingly. 

Without  a  doubt  the  proposal  seems  attractive,  and 
should  be  beneficial  to  the  growth  of  the  pleasure  busi- 
ness.   Insurance  gives  a  sense  of  security. 

CURRENT  •  TOPICS. 

Unsettled  Conditions. 
Little"  consolation  is  afforded  by  reflecting  that  the  labour 
troubles  were  inevitable  "so'bn  after  Peace  was  fixed  up.  They 
unsettle  everything,  and  unsettlement  is  the  worst  possible  thing 
for  business,  whether  it  is  financial  business  or  industrial.  Hence, 
the  Financial  World  is  not  in  a  happy  state  with  transactions 
cautiously  entered  into  and  restricted  wherever  possible. 

The  Floatinc  Debt. 
Already  a  considerable  quantity  of  floating  debt  has  been 
eliminated  as  a  result  ol  the  Dig  loan  operation.  The  amount 
approximates  ^206,350,000.  But  ^724,117,000  is  still  outstand- 
ing in  the  form  of  Ways  and  Means  advances  granted  to  the 
Treasury,  and,  in  addition,  ^670,000,000  in  the  form  of  Treasury 
Bills.  There  will  be  a  further  reduction,  tout  a  hefty  lump  will 
remain,  and  one  would  hope  that  some  inspired  financial  genius 
would  co.ne  along  and  wipe  out  the  whole  o;  it.  The  Nation 
would  toe  healthier.  But  it  is  hopeless  to  expect  anything  of  the 
sort.  s- "'•  v'^'.','»-'"?£',>. 

The  Whitehead  Prospective  Purchaser. 
There  is  no  business  in  Whitehead  Aircraft  descriptions,  but 
there  are  would-be  buyers  quite  prepared  to  take  considerable 
quantities  of  the  ordinary  shares  at  about  4s.  Possibly  this  may 
not  be  unconnected  with  those  interests  which  are  to  make  an 
offer  to  acquire  the  undertaking  on  terms  to  be  decided  after  the 
examination  of  the  position.  Rumour  says  that  certain  people 
originally  associated  with  a  popular  Store  business  are  the  pro- 
spective purchasers. 

By  the  bye,  a  meeting  of  unsecured  creditors,  whose  claims 
aggregated  £30,000,  passed  a  resolution  to  the  effect  that  their 
best  interests  would  be  served  by  voluntary  instead  of  compulsory 
liquidation  of  the  company. 

Motor  and  Aircraft  Supplies  Company  Liquidation. 
At  a  meeting  of  the  creditors,  presided  over  by  Mr.  O  Sunder- 
land, a  statement  of  affairs  showed  liabilities  £61,404,  while  the 
assets  were  estimated  to  realise  £34,072.  From  the  latter  had 
lo  be  deducted  £931  13s.  6d.  lor  preference  claims,  leaving  net 
assets  of  £33,140.  The  company  was  registered  in  1916,  as  the 
Aircraft  Supplies  Co.", "  Ltd.,  but  the  name  was  changed  to  the 
present  one  in  March  of  the  present  year.  The  capital  of  the 
company  was  not  sufficient  to  carry  on  the  undertaking,  and^  it 
was  financed  by  the  Beecham  Trust,  Ltd.,  and  the  Bank.  The 
former  had  advanced  £16,266  19s.  2d.,  for  which  they  were  credi- 
tors, and  there  was  an  overdraft  at. the  London,  Westminster  and 
Parrs  Bank,  of  £27,380.  So  far  as  the  company  was  concerned 
those  were  unsecured  claims.  The  Beecham  Trust  held  no  secu- 
rity, but  the  overdraft  at  the  bank  had  been  guaranteed  by  Mr. 
James  White.  Following  the  Armistice  there  was  a  great  slump 
in  the  Aircraft  business,  and  a  corresponding  falling  off  in  the 
value  of  the  large  stock  held  by  the  company. 

The  Chairman  said  he  understood  that  there  were  some  very 
heavy  contingent  liabilities  in  connection  with  broken  contracts. 
He  understood  that  the  claims  in  that  direction  might  result  in 
the  liabilities  being  doubled. 

MORTGAGES,    CHARGES   AND  SATISFACTIONS. 
Aero  Stations,  Ltd.— Mortgage  on-New  Salts  Farm  Lancing, 
to  secure  £4,268.    Registered  June  10th,   1919.    Holder,  Mrs- 
A.  C,  J.  Easter,  Old  Salts  Farm,  Lancing. 


July  jo,  1919 


The  Aeroplane 


45/ 


AIRCRAFT  IN  PARLIAMENT 

The  following  oral  answer  was  given  on  July  21st  :  — 

AIR  CONVENTION. 

-Major-Gen.  SEELY,  the  Under  Secretary  of  State  for  Air,  replying  to 
Capt.  Wedgwood  Benn,  said  :  The  supreme  Council  of  the  Peace  Con- 
ference have  agreed  to  the  immediate  publication  of  the  Air  Convention. 

*  *  * 

The  following  written  answers  were  given  on  July  21st  :  — 

ROYAL  AIR  FORCE— TECHNICAL  PAY. 

Major-Gen.  SEELY,  replying  to  Lieut. -Col  Sir  F.  Hah,,  said  :  The 
Technical  pay  which  has  been  awarded  in  the  past  to  officers  graded 
Category  "A"  Technical,  has  been  according  to  rank,  viz.  :  2nd  Lieut. 
2S.,  Lieut.  3s.,  Capt.  4s.,  Major  6s.  6d.  per  day 

This  pay  dates  back  to  April  1st,  1918,  or  to  the  later  date  on  which 
the  officer  was  so  graded,  and  is  also  given  to  officers  demobilised  be- 
fore the  decision  was  arrived  at.  The  technical  pay  does  not  affect  the 
gratuity.  1 

AIR  MINISTRY  ^CORRESPONDENCE). 

Major-Gen.  SEELY,  replying  to  Mr.  MacouisT£n,  said  :  Mr.  Norman 
Thompson's  urgent  letter,  addressed  to  the  Air  Ministry,  ol  July  20th. 
1918,  was  acknowledged  two  days  later  on  behalf  of  Lord  Weir,  and  Mr. 
Thompson  was  informed  that  it  had  been  forwaided  to  the  Director- 
General  of  Aircraft  Production,  Ministry  of  Munitions,  whom  it  con- 
cerned. 

NORMAN  THOMPSON  FLIGHT  COMPANY. 

Mr.  MACQUISTEN  asked  the  Parliamentary  Secretary  to  the  Ministry 
of  Munitions  whether  a  member  of  the  Contract  Claims  Department  of 
the  Ministry  of  Munitions,  acting  for  the  Lubbock  Committee  of  the 
Treasury,  made  a  recommendation  to  the  Aircraft  Finance  Department 
of  the  Ministry  of  Munitions  to  purchase  Messrs.  Cox  and  Company's 
debenture  in  the  Norman  Thompson  Flight  Company  and  re-vest  the 
control  of  the  company  in  Mr.  Norman  Thompson  and  his  co-directors; 
why  the  Government  gave  oi'deis  to  the  receiver  after  neglecting  to 
do  so  to  the  Norman  Thompson  Company;  and  whether  it  is  an  estab- 
lished custom  or  rule  of  the  Treasury  not  to  give  orders  to  a  receiver. 

Mr.  JAMES  HOPE  :  The  answer  to  the-  first  part  of  the  question  is  in- 
the  negative.  As  to  the  second  part,  it  was  only  after  the  appointment 
of  a  receiver  that  a  decision  was  reached  as  to  the  design  of  the  flying 
boat  in  question.  The  Treasury  do  not  issue  any  orders  in  a  case  of 
this  sort.  During  the  War,  however,  the  Ministry  of  Munitions  some- 
times gave  orders  to  a  receiver  in  cases  where  there  was  a  reasonable 
prospect  of  obtaining  supplies  which  were  urgently  needed. 

*  *  * 

The  following  oral  answers  were  given ,011  July  22nd  :  — 
FLYINGBOAT  SERVICE. 

Lieut. -conidr.  KENWORTHY  asked  the  Under  Secretary  of  State  to 
the  Air  Ministry  whether  it  is  intended  to  establish  a  regular  service 
by  flying-boat  between  the  North-East  Coast  of  England  and- Northern 
Europe;  and,  if  so,  under  what  conditions  / 

The  UNDER  SECRETARY  of  STATE  for  AIR  (Major-Gen.  Seel 
It  is  not  intended  to  run  a  Government  service  between  tnc  East  Coast 
of  England  and  Northern  Europe.    Those  flights  which  have  been  and 
are  being  undertaken  arc  to  demonstrate  the  possibility  of  such  flights 
and  to  gain  experience. 

Lieut. -Conidr.  KEN  WORTHY  ;  W  ill  encouragement  be  given  to 
private  enterprise  to  establish  some  such  service  >. 

Major-Gen.  SEELY  :  Oh,  yes,  Sir.  Every  encouragement  that  can 
properly  be  given  will  be  given.  There  is  110  doubt  a  great  future  for 
flying  boats,  especially  to  these  countries. 

Capt.  BENN  :  Are  any  negotiations  going  011  with  the  Post  Office  to- 
wards setting  up  an  aerial  mail  ? ' 

Major-Gen.  SEELY  :  Perhaps  it  would  be  better  to  put  a  question  to 
the  Postmaster-General  on  that  point.  In  legard  to  flying-boats  no 
actual  proposals  are  now  before  me,  but  any  such  proposals  will  receive 
careful  consideration. 

Lieut.-Comdr.  KENWORTHY  :  Have  any  negotiations  taken  place 
with  Northern  neutral  countries,  with  a  view  to  joint  action  in  estab- 
lishing such  services  or  assisting  them  by  private  enterprise  in  the 
matter  ? 

Major-Gen.  SEELY  :  Tuat  is  rather  a  large  question.  Perhaps  the 
hon.  and  gallant  gentleman  would  put  down  a  question  011  that  specific 
point. 

*  *  # 

The  following  written  answers  were  given  on  July  22nd  :  — 

WINCHESTER  REPATRIATION  CAMP  'LEAVE). 

Major. -General  SEELY,  replying  to  Mr  Lunn,  said  :  The  Royal  Air 
Force  Repatriation  Camp  at  Flowerdown,  Winchester,  was  formed  in 
May  last.    Leave  is  given  at  frequent  intervals. 

.AERODROME,  FLOOKBO ROUGH. 

Mr.  TYSON  WILSON  asked  the  Secretary  of  otate  foi  W  ar  whether 
he  is  aware  that  the  construction  of  a  large  aerodrome  was  commenced 
at  Flookborough  during  the  War;  that  railway  sidings  were  laid  down 
and  workmen's  huts  built,  but  chat  the  same  was  discontinued  owing 
to  the  then  shortage  of  steel  for  constructional  purposes;  and  whether 
he  will  consider  the  advisability  of  reconsidering  this  matte:  with  a 
view  to  affording  Messrs.  Vickers,  of  Barrow,  an  opportunity  of  continu- 
ing to  cater  for  this  trade  ? 

Major-Gen.  SEELY  :  The  question  is  for  the  Admiralty,  and  perhaps 
the  hon.  Member  will  address  that  Department  accordingly. 

*  *  * 

The  following  written  answers  were  given  on  July  23rd  :  — 

AEROPLANES  CONSIRUCTION  (CYPRESS). 

Mr.  REMER  asked  the  Under  Secretaiy  of  State  to  the  Air  Ministry 
whether  he  can  now  make  any  further  statement  as  to  the  serious  losses 
caused  in  his  Department  by  the  sanction  of  the  use  of  cypress  on  aero- 
planes; whether  he  has  been  able  to  establish  the  blame  for  this  loss, 
and  whether  he  is  now  in  a  position  to  make  a  statement  as  to  his 
decision  to  strengthen  his  advisory  committee  with  practical  expert 
opinion  in  order  to  avoid  such  blunders  in  future. 
_  Major -Gen.  SEELY  :  With  regard  to  the  first  two  parts  of  the  ques- 
tion, I  would  refer  my  hon.  friend  to  the  answers  given  to  him  on 
May  1st,  21st  and  26th,  and  June  26th.  In  accordance  with  a  suggestion 
made  by  my  hon.  friend  the  Conjoint  Board  of  Scientific  Societies  were 


invited  to  consider  the  co-option  of  representatives  of  the  National 
Federation  of  Sawmill  Proprietors.  The  absence  of  the  chairman  of 
that  body  in  America  has  involved  delay,  but  he  has  now  returned,  ami 
I  will  inform  my  hon.  friend  shortly  what  decision  has  been  conic  to. 

AMSTERDAM  EXHIBITION. 

Capt.  W.  BENN  asked  the  Under  Secretary  of  State  to  the  Air  Ministry 
what  firms  have  received  from  the  Air  Ministry  permission  to  exhibit 
machines  and  engines  made  under  Government  contract  at  the  Am- 
sterdam Exhibition. 

Major-Gen.  SEELY:   The  following  firms  have  received  Air  Ministry 
permission  to  exhibit  machines  at  the  Amsterdam  Exhibition  : 
Gosport  Aircraft  Company,  F.5  Flying-boat. 
Messrs.  Handley  Page,  V.1500. 
The  Aircraft  Manufacturing  Company,  D.H.ioa 

DISABLED  OFFICERS  (PENSIONS) 

Major-Gen.  SEELY,  replying  to  Mr.  W.  Nicholson,  said,  that  Lieut. 
P.  A.  Baker,  R.A.F.,  who  is  in  hospital  as  a  result  of  a  crash  in  France 
in  Sept.,  1917,  and  who  has  been  marked  for  a  further  six  mouths' 
treatment,  has  been  informed  that  he  is^  to  be  gazetted  out  of  the  Air 
Force.  His  pay  as  a  Lieut,  in  the  R.A.F.  is  14s.  per  day  with  free, 
maintenance,  but  his  disability  pension  cannot  be  stated  until  the 
Ministry  of  Pensions  have  examined  the  case.  The  normal  rate  of  pen- 
sion in  such  a  case,  if  the  officer  is  fully  disabled  is  /J75  a  year,  plus 
a  bonus  of  20  per  cent.,  from  which  a  deduction  of  4s.  6d.  per  day  is 
made  if  the  officer  is  maintained  in  hospital  This  officer  has  received 
the  utmost  advantage  and  consideration  that  the  Regulations  allow. 
Eighteen  months  is  the  fixed  period  for  an  officer  to  receive  full  pay 
before  his  case  is  taken  over  by  Pensions  Board.  In  this  case  the 
period  has  been  exceeded  by  six  months. 

*         *  * 

In  the  course  of  the  debates  on  the  Naval  Estimates  011  July  24th,  the 
following  allusions  to  aircraft  were  made  :  — 

Mr.  LONG,  replying  to  Capt.  Wedgwood  Beun,  said  the  final  arrange- 
ments between  the  Admiralty  and  the  Air  Ministry  about  the  construc- 
tion of  airships  and  the  transfer  of  chat  department  to  the  Air  Ministry 
had  not  been  completed. 

Mr.  LAMBERT  :  Is  the  Navy  to  have  its  own  air  service,  or  is  it 
to  be  placed  under  the  Air  Ministry  ?  I  think  the  Air  Ministry,  if  it 
is  under  the  War  Office,  will  have  considerable  difficulty  in  persuad- 
ing the  Admiralty  that  the  air  service  of  the  Navy  should  be  under 
the  War  Office. 

Mr.  LONG":  It  is  not  settled  yet. 

Rear-Admiral  ADAIR  :  I  observe  on  the  Paper  to-day  a  Motion  to 
the  effect  that  in  the  opinion  of  this  House  the  Army,  Navy,  and  Air 
Force  should  be  brought  under  the  supreme  direction  of  ore  Cabinet 
Minister,  and  that  there  should  be  one  war  staff  college. 

Lt.-Comdr.  KENWORTHY  :  The  question  of  airships  concerns  the 
Admiralty,  and  I  should  like  to  ask  the  First  Lord  to  give  pause  before 
he  proceeds  to  relate  the  programme  of  -airship  building.  These  air- 
ships cost  .£350,000  each,  and  there  are  great  sheds  which  will  be  of 
doubtful  value  in  the  future  The  reason  is  that  aeroplanes  and  sea- 
planes are  advancing  in  efficiency  so  rapidly  that  an  airshir  will  have 
about  as  much  chance  with. the  aeroplane  as  a  sailing  ship  has  to- 
day with  a  cruiser. 

The  analogy  is  this— that  the  sailing  ship  was  useful  lor  a  certain 
time,  and  then  it  became  obsolete,  and  this  is  the  same  as  the  airship, 
which,  I  believe,  will  be  dead  in  spite  of  a  nou-inflaminable  gas  or  any 
other  improvements.  Therefore  I  do  beg  the  right  hon.  gentleman  not 
to  spend  too  much  money  on  airship  building  programmes.  The  money 
should  be  spent  rather  on  aeroplanes  There  is  little  enough  money, 
and  it  should  be  laid  out  to  the  best  ad'/anlage. 

I  do  not  think  of  the  airships  from  the  military  point  oi  view  People 
keen  on  airships  are  naturally  keen  on  their  weapons,  but  unfortunately 
the  Admiralty  is  responsible  for  airships,  and  the  Air  Minister  for 
aeroplanes,  and  therefore  the  airship  school;  have  an  unfair  pull  in 
the  councils  of  the  war. 

Captain  BENN  :  At  the  present  time  there  is  a  programme  of  air- 
ships. There  are  six  big  airships  being  built  at  a  total  cost  of  over 
f  •  000,000.  These  are  being  built  by  the  Admiralty,  and  under  the 
control  of  the  Board  of  Admiralty.  Are  they  being  mani.ed  by  the 
Air  Force  personnel,  or  by  the  Admiralty  personnel  .'  Perhaps  the 
rieht  hon.  gentleman  will  tell  me  ? 

Dr.  MACNAMARA  :  I  should  say  off-hand  by  the  Admiralty  person- 
nel; but  I  speak  subject  to  correction. 

Captain  BENN  :  When  I  ventured  to  ask  the  First  Lord  of  the  Ad- 
miralty to  make  a  statement  on  the  subject  he  brushed  the  whole 
matter  aside  and  refused  to  deal  with  it;  so  that  the  Committee  will  not 
lay  it  to  my  charge  if  I  had  not  got  all  the  information  that  I  ought 
to  have  for  this  purpose. 

Everyone  with  experience  in  air  matters  is  unanimous  that  every- 
thing that  goes  in  the  air  should  be  under  one  control. 

One  of  the  great  mistakes  made  by  the  first  Coalition  Government 
was  that  they  did  not  unil>  the  Air  Service  in  191-,  or  we  should  have 
had  the  Germans  beaten  in  the  air  much  sooner  than  we  did  Why  is 
it  absolutely  essential  that  you  should  not  have  two  Departments  of 
the  Government  both  constructing  air  parts?  The  reason  is  perfectly 
obvious.  The  Department  over  which  the  right  hon.  gentleman  pre- 
sides, in  the  olden  davs,  tiseel  to  go  into  the  market  and  compete  for 
the  same  engine  with  the  Department  presided  over  by  the  Secretary 
of  State  for  War.  I  know  cases— everybody  knows  thciu— where  the 
manufacturer  had  bids  from  the  War  Office  and  the  Admiralty  for  the 
same  machine.  Verv  wisely  he  made  the  best  bargain  he  could.  But 
is  it  not  ridiculous  that  you  should  have  two  Department^  of  the  same 
customer  competing  for  one  article?  Yet  the  right  hon.  gentleman 
opposite  says  that  everybody  is  not  agreed  that  they  ought  not  to  exist. 

Mr.  LONG :  The  hon.  and  gallant  gentleman  said  everybody  was 
agreed  that  there  should  be  one  control  of  the  Air  Service.  All  I  sug- 
gested was  that  tvervbodv  was  not  agreed. 

Captain  -Benn  :  It  is  a  most  extraordinary  thing  that  the  Secretary 
of  State  for  War  of  this  House  should  assert  the  principle  of  an  un- 
divided control  of  air  matters,  while  the  right  hon  gentleman  opposite 
tells  us  that  it  is  a  highly  debateable  point. 

Mr.  LONG  :  I  said  nothing  of  the  kind. 

Captain  BENN  :  Then  what  does  the  right  hon.  gentleman  say  ?    I  do 
not  know.    The  Committee  must  jueige. 
Mr.  LONG  :  Hear,  hear. 

Captain  BENN  :  I  lay  it  down  that  the  unanimous  opinion  of  alt 
those  competent  to  form  an  opinion  is  that  everything  that  flies  in 
the  air  should  be  under  one  control.  I  understood  that  that  was  the 
policy  of  the  Government.  If  it  is  not  the  policy  of  the  Government 
perhaps  the  right  hon.  gentleman  will  say  so;  then  we  shall  have  a 
Debate  to  see  what  the  opinion  of  the  House  of  Commons  is  on  the 
matter.  As  to  material,  take  an  airship  and  an  aeroplane.  Is  it  not 
absurd  that  you  should  have  two  Departments  constructing  the  same 
thing.  The  R34  had  the  same  make  of  engine  as  is  used  in  an  aero- 
plane, except,  of  course,  the  gasbag,  which  is  of  a  totally  different 


453 


The  Aeroplane 


July  30,  1919 


material,  and  there  is  not  much  in  that  point  As  regards  the  war 
equipment  of  an  airship,  it  is  very  similar  to  the  equipment  of  an 
aeroplane.  You  have  the  machine-suns,  the  bombs,  and  the  releases, 
a  set  of  photographic  apparatus,  and  the  like,  and  I  think  it  is  an 
uneconomical  and  thoroughly  bad  system  under  which  you  have  the 
Admiralty  and  the  Air  Ministry  both  constructing  the  same  thing.  I 
understand  that  that  had  been  abandoned,  and  that  it  was  one  of  the 
four  points  upon  which  the  second  Coalition  Government  was  formed. 

There  is  no  difference  in  many  respects  between  the  work  done  bv 
an  airship  and  an  aeroplane.  Take  some  of  the  things  we  are  most 
backward  in,  such  as  correct  bombing  and  aerial  gunnery.  Aerial 
gunnery  is  in  its  infancy,  and"  two  persons  go  and  hre  point-blank  aL 
one,  and  that  is  the  state  into  which  we  have  got.  The  airship  affords 
the  most  direct  means  of  making  experiments  and  progress  in  aerial 
gunnery,  and  yet  the  airship  is  under  one  control  and  the  aeroplane- 
is  under  another  Department 

Take  the  question  of  the  Davies  gun.  That  has  been  experimented 
with  in  aeroplanes,  but  the  airship  is  a  better  platform  for  it.  Now  the 
right  hon.  gentleman  is  going  to  make  those  experiments,  and  the 
thing  is  absurd,  and  this  is  a  very  highly  reactionary  step  in  the  policy 
of  the  Government. 

Take  photography.  The  difficulty  of  working  photography  in  an  aero- 
plane is  very  great  because  of  the  speed,  the  rush  of  air,  and  the  quick 
movement  of  the  machine,  and  the  constrained  state  in  which  you  work. 
If  it  does  not  work  it  is  very  difficult  to  put  right,  whilst  in  an  airship 
you  have  much  more  room,  and  you  can  walk  about,  and  therefore  you 
can  make  experiments  in  photography  in  an  airship  which  vou  cannot 
make  in  an  aeroplane.  We  get  one  right,  hon.  gentleman  controlling 
the  aeroplane,  and  another  the  airship,  and  consequents  the  benent 
of  united  experience  is  wasted. 

With  regard  to  .the  manufacture  and  use  of  airships  it  is  absurd  that 
there  should  be  division  of  control.  I  have  been  speaking  of  these 
machines  as  war  weapons.  I  understand  that  this  kind  of  aircraft  is 
being  arranged  entirely  to  carry  as  their  load  war  munitions,  and  thev 
are  not  being  fitted  to  carry  commercial  loads.  If  you  are  spending 
£2,000,000  upon  airships  of  this  kind  for  war  purposes,  T  think  that  is 
a  policy  which  this  Committee  should  never  sanction. 

Now  I  turn  to  a  really  much  more  important  side  of  the  qrestion, 
which  is  the  civilian  use  of  this  craft.  Everybody  knows  that  the  air- 
ship possesses  certain  great  advantages  over  the  aeroplane. 

I  hope  the  right  hon.  gentlemen  opposite'Mr.  l(ong  and  Dr.  Macn.i- 
mara)  will  give  me  their  attention,  as  it  is  not  much  to  ask  It  is  onlv 
the  courtesy  of  debate  in  this  House  to  do  so,  and  this  is  just  as 
urgent  as  any  of  the.  grievances  which  have  been  raised  in  debate  to- 
day. 

There  is  no  doubt  that  there  is  a  big  commercial  future  for  the  air- 
ships.; Nevertheless,  as  a  means  of  testing  the  atmosphere  and  making 
experiments  in  the  way  of  aerial  navigation,  there  is  no  doubt  that 
the  airship  has  got  a  very  great  future  before  it  But  the  airshir.  is 
under  the  control  of  the  light  hon.  gentleman  and  has  nothing  to  do 
with  the  Ministry.  The  right  hon.  gentleman  would  be  the  first  to  re- 
sent the  idea  that  any  part  of  his  Department  is  under  the  control  of 
the  Air  Ministry.  We  thus  see  a  tendency  to  divide  once  again  the  Air 
Service,  and  all  the  experience  which  the  right  hon.  gentleman's  De- 
partment has  collected  under  the  guidance  of  sailors,  who  are  the  very 
people  who  can  contribute  most  at  this  lime  to  aerial  advancement,  is 
not  in  any  way  correlated  to  the  work  of  the  Air  Ministry. 

Supposing  vou  are  making  experimental  flights  for "  the  Egyptian 
mail,  and  you  have  .an  airship  which  is  going  to  Taranto  and  Port  Said. 
If  the  Air  Ministry  are  testing  a  big  machine  with  multiple  engines 
over  the  some  route,  are  they  to  have  separate  crews  doing  the  same- 
thing?  It  is  absurd.  It  is  perfectly  obvious  that  to  secure  the  necessary 
experience  and  the  necessary  certainty  for  these  aerial  routes  vou  must 
have  everything  that  flies  under  one  control.  I  recognise  the  very 
gieat  service  that  the  Admiralty  have  rendered  to  the  cause  of  aviation. 
At  the  beginning  of  the  War,  when  the  present  Secretary  of  State  for 
War  (Mr.  Churchill)  was  at  the  Admiralty,  great  advances  were  made 
in  the  way  of  aviation  in  the  Royal  Naval  Air  Service,  but  that  was 
succeeded  by  a  period  of  blight,  when,  instead  of  encouraging  aviation 
the  Admiralty  did  the  very  reverse.  I  know  what  I  am  speaking  of 
because  I  served  in  the  Royal  Naval  Air  Service  for  some  part  of  tin- 
War,  and  I  know  that  the  thing  was  controlled  in  some  cases  bv  people 
who  had  no  sympathy  and  no  knowledge. 

Lieut-Col.  MOORE-BRA BAZON  :  It  is  not  verv  often  that  I  agree 
with  my  hon.  and  gallant  friend  (Capt.  W.  Bonn)— we  differed  the  other 
day  on  the  question  of  the  protection  of  such  things  as  chicory  and 
saccharine— but  we  do  agree  to-night  on  the  protection  of  the  dear  old 
gas-bag.  As  the  Member  for  Chatham,  I  am  a  believer  in  the  Blue- 
Water  School,  but  I  am  also  a  believer  in  the  Blue  Sky  School,  if  one 
may  pay  such  a  delicate  compliment.  '  To-night  I  want,  not  to  attack 
the  Admiralty,  but,  I  suppose,  the  Navy.  The  Admiralty  in  the  matter 
of  aviation  appear  to  me  to  have  done  very  well,  but  the  whole  tradi- 
tion of  the  Regular  Services  has  been  always  to  be  behind  the  spirit  of 
advancement  and  always  to  have  it  forced  upon  them.  It  was  upon  the 
initiative  of  the  Aero  Club  that  the  pilots  in  the  Navy  were  taught  to 
fly.  There  is  no  doubt,  however,  that  aviation  relatively  to  naval 
matters  did  come  into  its  own  towards  the  end  of  the  War,  but  that 
was  forced  upon  the  Navy  by  the  civilian  element  in  this  country. 

1  to  say  a  word  with  regard  to  airships  in  general.    The  onlv 

possibility  of  any  future  for  the  airship  from  the  military  point  of  view- 
is  the  substitution  of  one  of  the  inert  gases  for  the  present  highly  in- 
flammable gas,  but  that  is  a  very  difficult  and  expensive  matter,  and  it 
will  be  long  before  we  shall  see  one  of  those  invulneiable  airships  flying 
m  the  air.  It  is  a  very  curious  thing  that  the  Admiralty,  through  the 
most  amazing  obstinacy,  has  gone  on,  right  through  this  War,  building 
an  airship  which  clearly  was  of  no  use  during  the  War,  but  now  turns 
out  to  have  a  certain, use  from  the  commercial  point  of  view  We  must 
remember  now  that  aviation  is  to  be  found  to  be  of  use  to  tins  Empire, 
and  I  am  serving  on  a  Committee  which  is  to  see  in  what  way  we  can 
help  to  link  up  our  various  Dominions  by  air  ser  -ice. 

I  wish  to  ask  the  right  hon.  gentleman  two  questions.  The  first  is, 
whether  he  has  any  news  as  to  the  allocation  to  Great  Britain  of  tin- 
big  Zeppelins  made  in  Germany  that  liave  been  surrendered  to  the 
Allies.  Some  of  these  are  as  good  as  the  latest  big  airships,  and  we  ■ 
ought  to  know  as  soon  as  possible  what  share  of  them  will  rome  to  this 
country.  My  second  question  is  as  to  the  policy  to  be  takjn  by  the 
Government  with  regard  to  airships  in  future 

Dr.  MACNAMARA,  replying  on  the  Debate,  said  (among  other 
things)  :  — 

The  responsibility  of  the  Admiralty  for  aviation  is  confined  to  the 
construction  and  maintenance,  including  repairs,  of  such  rigid  and  non- 
rigid  airships  and  airship  stations  as  the  Naval  Staff  desire  for  war 
services.  The  Director  of  Air  Division  looks  after  the  requirements  of 
the  Navy,  and  maintains  the  necessary  r.elations  with  the  Grand 
Fleet,  the  Senior  Na^al  Officers  of  Bases,  the  Air  Council,  and  the 
Admiralty  Departments  concerned. 

We  are  going  on  with  the  construction  of  six  rigid  airships,  at  a 
total  estimated  cost  of  about  £2,200,000,  and  further  with  the  shed  for 
the  R34,  which  cost  approximately  herself  £x$o,oor>,  the  cost  of  the  hous- 
ing shed,  together  with  extensions  and  wind  screens,  being  about 
£166,000     The  Rvi,  I  should  say,  goes  on  R  rates. 


WEATHER  FORECASTING. 

The  following  article  by  the  ','  Times  "  meteorological  corre- 
spondent appeared  in  that  paper  on  July  28111  : — 

The  necessity  for  a  co-ordination  of  the  various  official  and 
Service  organisations  engaged  on  weather  problems,  in  relation- 
al flying,  makes  it  opportune  to  recapitulate  the  conditions  which 
have  led  to  the  present  anomalous  conditions  under  which  weather 
information  is  collected  and  disseminated. 

At  the  outbreak  of  war,  the  Meteorological,. Office  of  Great 
Biitain  was  the  only  governmental  organisation  devoted  to  meet- 
ing civil  and  service  requirements  in  matters  and  problems  con- 
nected with  the  weather. 

This  establishment,  under  the  directorate  ot  Sir  Napier  (then 
Dr.)  Shaw,  F.R.S.,  one  of  the  ablest  meteorologists  of  our  times, 
was,  and  still  is,  openly  admitted,  even  by  Continental  depart- 
ments, that  have  every  reason  for  rivalry,  to  be  among  the  best 
organisations  of  its  kind  in  the  worid.  With  the  dispatch  of  an 
expeditionary  force  to  France  and  Belgium  in  1914,  however,  the 
inauguration  of  a  subsidiary  military  service  became  essential, 
and  this  was  formed  and  proceeded  overseas  early  in  1915. 

Later  in  the  same  year  it  became  a  section  of  the  Royal 
F.ngineers  under  the  command  of  Captain  (now  Colonel)  Gold, 
D.S.O.,  F.R.S. — until  then  Superintendent  of  the  Statistical  Divi- 
sion of  the  Meteorological  Office,  and  previously  Schuster  Reader 
in  Meteorology  at  Cambridge.  .The  commissioned  ranks  of  the 
unit  were  drawn  almost  entirely  from  the  professional-  staff  of  the 
Meteorological  Office. 

Throughout  the  war  this  offshoot  of  the  central  department 
proved  itself  of  great  value  to  the  Expeditionary  Forces  in  France, 
Salonika,  and  Italy.  In  1915  also  certain  junior  members  of  the 
Meteorological  Office  staff  obtained  commissions  for  work  in  con- 
nection with  the  airship  section  of  the  R.N.A.S.,  and  used  their 
opportunities  to  suoh  good  purpose  that  they  formed  in  course  of 
time  tJhe  nucleus  of  the  extensive  organisation  which,  after  the 
fusion  of  the  R.F.C.  and  the  R.N.A.S.,  became  known  as  the 
Royal  Air  Force  Meteorological  Service. 

At  this  juncture  a  few  officers  continued  with  the  Admiralty, 
and  constitute  to  this  day  a  small  Naval  Meteorological  Service. 
A  large  majority,  however,  in  common  with  other  R.N.A.S..  offi- 
cers, were  transferred  to  the  R.A.F.  Much  valuable  work  has 
been  accomplished  by  each  of  these  several  organisations,  but  it 
is  not  quite  accurate  to  state  that  an  absolutely  vital  branch  of 
modern  meteorology — the  exploration  of  the  upper  air — was 
"  more  or  less  neglected  "  before  the  formation  of  the  R.A.F. 
Meteorological  Service. 

For  many  -years  before  the  outbreak  of  war  this  branch  o! 
meteorological  study  had  received  the  undivided  attention  of  Mr. 
W.  H.  Dines,  F.R.S.,  Director  of  Experiments  on  the  upper  air 
for  the  Meteorological  Office,  formerly  at  Pyrton  Hill,  latterly  at 
Benson  (Oxon).  He  is  responsible  for  many  of  the  methods  and 
instruments  through  which  upper  air  data  re  rendered  ava.lable. 
The  results  obtained  hy  the  establishments  at  South  Farnborough 
and  Upavon  and  by  Capt.  C.  J.  P.  Cave's  co-operation  with  the 
Meteorological  Office  at  Ditcham  Park,  PeteisfieldJ  are  still  the 
classical  studies  of  the  upper  air  in  this  country. 

The  procedure  employed  by  the  Air  Ministry  Service  was  devised 
and  the  instruments  used  were  supplied  bv  the  Meteorological 
Office,  and  it  is  only  fair  that  the  pioneers  in  this  matter  should 
not  be  deprived  of  the  credit  which  is  their  due.  The  rapid  in- 
crease of  aviation  and  of  high-angle  gunnery  associated  with  the 
early  stages  of  the  war  found  a  sudden  and  unexpected  practical 
use  for  the  large  accumulation  of  upper-air  data  already  in  the 
possession  of  the  Meteorological  Office.  New  methods  were  also 
devised  and  perfected  during  the  war  by  the  scientific  staff  attached 
to  Naval  Ordnance. 

Forecasting  for  different  Darts  of  the  world  has  lo  deal  with  a 
great  variety  of  aspects  of  meteorology,  but  for  the  British  Isles 
and  the  middle  latitudes  of  the  Atlantic  forecasting  on  the  lines 
laid  down  by  the  Meteorological  Council  in  187)  is  not  a  difficult 
matter,  and  there  are  instances  in  which  juniors  of  the  -Meteoro- 
logical Office  staff  have  undertaken  the  doty  in  other  establish- 
ments. 

Forecasting  is  not  yet  by  any  means  infallible,  even  for  those 
who  have  long  years  of  experience,  and  its  improvement  on  scien- 
tific lines  requires  the  most  advanced  meteorological  training. 

THE  EAST  LONDON  COLLEGE  COURSE. 

The  East  London  College  (University  of  London),  at  which 
important  aeronautical  work  has  been  conducted  during  the  war, 
is  arranging  for  two  courses  of  instruction  in  aeronautics  be- 
ginning -in  September  next. 

The  first  course  is  of  one  year's  duration,  and  is  suitable  for' 
those  who  have  some  knowledge  of  engineering  and  science  sub- 
jects. The-second  is  a  three  years'  course  in  engineering  and 
aeronautics  for  the  B'.Sc.  (Engineering  Degree  of  the  University 
of  London),  and  will  be  conducted  by  Mr.  N.  A.  V.  Piercv,  B.Sc, 
a  recognised  teacher  of  aeronautics  of  the  University. 

Experimental  wind  tunnel  work  will  for'n  an  important  part  of 
the  course.  Particulars  of  these  courses  may  be  had  on  applica- 
tion  to  Mr.  E.  J.  Wignall,  registrar  of  the  college 


July  30,  19 19 


The  Aeroplane 


459 


^AERONAUTICS^ rgw 


THE  SOVEREIGNTY  OF  THE  AIR. 

By  THE  LINCOLN  IMP. 


"  The  contracting  States  recognise  that  every  State 
has  complete  and  exclusive  sovereignty  in  the  air  space 
abf>ve  its  territory."  This  tolerably  momentous  declara- 
tion forms  Article  I  of  the  new  Convention  relating  to 
International  Air  Navigation— to  give  the  treaty  its  full 
and  tedious  title. 

When  any  new  and  large  domain  comes  for  the  first 
time  under  the  control  of  man  he  casts  about  him  for 
some  suitable  analogy  to  follow,  and  great  importance 
may  attach  to  the  analogy  which  he  selects. 

Thus  motoring  was  hampered  in  its  infancy  by  the 
analogy  of  the  steam-roller,  while  the  study  of  electricity 
was  helped  by  the  analogy  of  water.  Ways  on  rails 
have  been  both  helped  and  hindered  in  their  develop- 
ment by  coach  and  road  analogies. 

As  with  physical  domains  so  with  intellectual.  As 
new  worlds  were "  discovered  in  the  past  the  practical 
question  soon  arose,  under  whose  control  were  they  to 
be  put  ?  To  this  problem  the  analogy  of  the  old  world 
gave  no  answer.  In  the  old  world  title  to  territory 
was  traced  through  history,  and  in  theory  title  was 
never  new.  The  new  worlds  at  first  were  distributed 
by  Papal  Bull — west  of  such  and  such  a  line  to  Ferdi- 
nand and  Isabella,  east  of  it  to  Portugal — on  the  analogy 
of  sovereign  grants  of  land  to  subjects.  Later  the 
Roman  Law  of  occupatio  was  called  in  aid  to  give  the 
new-found  worlds  to  their  discoverers  and  to  the  settlers 
in  them ;  quod  nullius  est  id  ratione  naturali  occupanU 
conceditur — "  land  that  is  no  man's  naturally  is  given 
to  whoever  comes  and  occupies  it." 

To  Whom  Shall  It  Belong? 

The  untamed  air  is  now  made  subject  to  man's  domi- 
nation. Whose  shall  it  be?  What  is  the  analogy  which 
we  should  follow  ? 

If  we  turn  again  to  Roman  Law  we  get  an  answer. 
The  Emperor  Justinian  in  his  Institutes  (published 
A-D-  533)  wrote  :  "  Some  things  are  the  common  property 
of  everybody,  some  are  public  property,  some  belong 
to  municipalities,  some  belong  to  nobody,  but  most  be- 
long to  individuals.  The  following  are  the  common 
property  of  all  : — The  air,  running  water,  and  the  sea, 
and  (because  of  the  sea)  the  seashore."  Here  we  have 
a  physical  analogy — the  sea — and  an  intellectual  one — 
the  common  property  of  all.  The  high  seas  are  not  the 
subject  of  sovereignty  or  property.  They  are  public 
highways  open  without  distinction  to  the  craft  of  all 
nations.  In  the  Roman  Empire  this  was  so,  and  it  is 
still  so  now,  but  it  has  not  always  been  the  accepted 
rule.  "  History  is  full  of  claims  to  sovereignty  or 
dominion  over  the  open  sea,  .  .  .  the  claims  of  Spain 
.  .  .  and  of  Portugal  .  .  .  were  the  most  outrageous  of 
any  in  respect  both  of  their  geographical  extent  and  of 
their  refusal  even  of  innocent  passage.  They  were 
repudiated  and  practically  set  at  nought  by  the  Eliza- 
bethan English  and  by  the  Dutch,  and  called  forth  the 
'  Mare  Liberum '  of  Grotius,  to  which  Selden  replied 
by  the  '  Mare  Clausum '  in  support  of  the  much  nar- 
rower but  still  extravagant  pretensions  of  England  " 
(Westlake). 

But  in  contrast  with  the  boundless  unowned  sea  we 
have  the  much-owned,  boundary-ridden  land  with  its 
innumerable  partitionings,  its  many  States,  its  great 
and  petty  sovereigns,  and  its  endless  owners. 


The  analogies  available  conflict  with  one  another  and 
a  choice  has  to  be  made  between  them.  Is  the  wide- 
spread ail  more  like  the  sea  expanse  and  therefore  free, 
without  a  sovereign  and  not  partitioned  ?  Or,  being 
set  above  the  seething  national  States,  is  it  divided  by 
their  boundaries,  owned  by  their  owners,  and  under  the 
jurisdiction  of  their  sovereigns  ?  Regarded  as  a  means 
of  transit,  is  the  air  to  be  open  and  free  and  trackless  as 
is  the  sea,  or  is  it  to  be  mapped  out  in  routes  and  sub- 
jected to  wa3^-leaves,  rights  of  way,  and  suchlike  ? 

Coelum  Clausum. 

The  adopted  solution  of  this  conundrum  is  something 
of  a  compromise.  In  principle  the  land  analogy  is  fol- 
lowed, and  the  high  skies  are  to  be  closed  to  all  non- 
national  traffic.    Coelum  clausum  is  to  be  the  principle. 

The  skies  of  the  future  are  to  be  painted  with  the 
colours  of  the  flags  which  flutter  beneath  them.  The 
fused  glory  of  the  evening  sky,  the  canopy  of  heaven 
over  the  nations,  is  ordained  to  be  hidden  by  a  patch- 
work quilt  having  its  underside  circled  and  i-ross^d  with 
red,  white,  blue;  spangled  with  stars  and  stripes;  spotted 
with  suns  and  crescent  moons  and  still  more  stars ;  and 
bespattered  here  and  there  with  blood-red  rays  and 
yellow,  black,  and  green,  and  all  the  colours  of  the  paint- 
box. Each  small  State  will  have  a  mansion  in  the  skies 
to  be  its  castle  and  eke  its  manger  (if  it  chooses)  to 
keep  its  dog  in.  The  nations'  hope  of  heaven  is  10  ex- 
clude all  others  from  it.    That  is  the  principle  cdoptrd. 

Coelum  Liberum. 

The  principle  is  largely  qualified  and  almost  rendered 
nugatory  by  a  bargain  between  the  States  which  are 
parties  to  the  contract. 

"  Each  contracting  State  undertakes  in  time  of  peace 
to  accord  freedom  of  innocent  passage  above  its  territory 
...  to  the  aircraft  of  the  other  contracting  States  " 
(Art.  2). 

IFS  AND  BUTS. 

But  "  the  ^freedom  of  innocent  passage "  is  hedged 
round  with  so  many  safeguards,  so  many  qualifications 
and  provisoes,  and  so  many  ifs  and  buts  that  it  is  hard 
to  give  the  phrase  a  meaning.  The  right  of  passage 
only  exists  if  the  conditions  of  the  Convention  are  ob- 
served and  subject  to  regulations  imposed  by  the  sub- 
jacent State ;  areas  may  be  prohibited  to  foreign  aircraft 
for  military  reasons  or  for  reasons  of  public  safety;  air 
thoroughfares  (international  airways)  require  the  con- 
sent of  the  subjacent  States;  aircraft  which  pass  from 
one  State  into  another  may  be  compelled  to  land  in  the 
latter;  subjacent  States  may  fix  air  routes  for  aircraft 
flying  over  them ;  aircraft  signalled  to  land  must  do  so. 
Finally,  the  right  of  innocent  passage  only  exists  in 
time  of  peace.  "  In  case  of  war  the  provisions  of  the 
present  Convention  do  not  affect  the  freedom  of  action 
of  the  Contracting  States  either  as  belligerents  or  as 
neutrals  "  (Art.  39). 

The  Annexes. 
Lest  you  grow  wearied  with  matters  of  high  and  grave 
diplomacy  the  Imp  will  turn  now  to  the  lighter  litera- 
ture of  the  annexes.    "The  provisions  of  the  present 
Convention  are  completed  by  the  Annexes  A — H,  which 


460 


ihe  Aeroplane 


July  30,  1913* 


have  the  same  effect  and  come  into  force  at  the  same 
time  as  the  Convention  itself  "  (Art.  40). 

The  annexes,  the  Imp  regrets  to  state,  appear  to  be 
almost  entirely  an  English  production.  "  Regret  "  is 
the  word  the  Imp  uses  because  these  annexes  consist 
largely  of  pestilent  rubbish.  They  include  most  that  is 
bad  in  the  English  Air  Regulations,  though  the  zone 
blunder  which  the  Imp  pointed  out  has  been  rectified. 

Annex  E. 

This  contains  the  "  Minimum  Qualifications  Neces- 
sary for  Obtaining  Certificates  as  Pilots  and  Navigators." 

They  include  "  A  flight  .  .  .  during  which  the  pilot 
shall  remain  for  at  least  an  hour  .  .  .  above  the  point 
of  departure!  Also,  "A  flight  without  landing  around 
two  posts  (or  buoys)."  The  former  is  not  considered 
a  test  of  skill ;  the  latter  is,  though  the  Imp  would  con- 
sider a  flight  more  skilful  which  was  "with  landing 
around  two  posts  (or  buoys)"! 

They  also  include  "  A  practical  knowledge  of  inter- 
national air  legislation."  A  pilot  must  know  the  whole 
Convention  and  its  annexes ;  he  must  satisfy  the  medical 
requirements — at  the  terminology  of  which,  with  its 
dioptres  of  hypermetropia,  etc.,  the  world  has  already 
laughed ;  and,  worst  of  all,  he  must  understand  Annex  G, 
compiled  by  the  meteorologists. 

Annex  G.   The  Height  of  Profundity. 

BBBDD       FwwTT       ALBMR       wwVHS  /SbbFjF,, 
RRMMX       (or  RRmmX)  pTTHH 

What !  Meaningless  to  you,  you  say  ?  And  you  claim 
to  be  a  pilot!  You'll  have  to  change  your  avocation 
and  be  apprenticed  to  a  pirate !  Those  symbols  are  but 
the  alphabet  of  meteorology,  without  a  knowledge  of 
which  it  is  impossible  lawfully,  to  fly.  Besides  these 
elements,  you  must  learn  aerostatics,  orientation,  azi- 
muth, star  globes,  astronomy,  astrology,  astrolaby, 
chronology,  ehronometry,  hour  angularity,  wet  airology, 
drift,  dead  reckoning,  live  wangling,  boxing  the  com- 
pass, swinging  the  lead,  adjusting  the  tru*"h  and  deviat- 


THE    AIRMAN'S  AIRING. 

(Being  the  Description  of  an  aviator  andhis  habits  taken  from  a 
feuilleton). 

It  was  a  beautiful  day  for  an  air-trip,  so  Rudolph  was  up  before 
sunset,  pouring  oil  into  the  petrol  tank  of  his  trusty  mechanical 
bird.  He  found  a  wire  dangling  loose  between  the  planes,  and 
deftly  twisted  it  about  one  of  the  posts  that  help  to  hold  an  aero- 
plane together.  His  mechanics  had  not  yet  com?  in  ;  but  your 
true  airman  knows  his  machine,  and  is  not  dependent  on  paid 
servants. 

He  was  alone  ! 

In  a  moment  he  would  be  aloner  still  ! 
He  sprang  into  his  machine  and  touched  a  button. 
The  engine  began  to  spin,  and  he  felt  a  sudden  thrill. 
He  was  away  ! — a  n.inute  more  and  he  was  but  a  speck  in  the 
blue. 

The  engine  raced,  and  the  wheels  spun  round  as  he  fled  along 
the  aerial  highway. 

Then,  without  warning,  all  was  changed.  The  engine  felt  a 
sudden  thrill,  and  Rudolph  began  to  spin. 

He  felt  the  pressure  on  his  safety  belt,  and  knew  that  he  must 
be  flying  upside  down.  His  nerve  was  unshaken,  however,  and 
with  great  sang  froid  he  righted  the  machine  and  continued  his 
flight. 

Rudolph  was  one  of  those  rare  and  beautiful  specimens  of  man- 
hood— a  civilian  flier.  He  had  steadily  resisted  the  temptation 
to  which  so  many  young  men  yield  in  these  days,  to  become  a 
Service  man. 

"War,"  he  would  state  nobly — throwing  back  his  magnificent 
head  and  straightening  his  mighty  shoulders — "is  a  dirty  trade. 
It  is  always  muddy  in  the  trenches  ;  and  even  in  the  air  one  is 
never  sure  but  that  one  may  accidentallv  fall  into  the  mud." 

So  the  noble  fellow  preserved  his  individuality,  and  remained 
unattached  to  any  of  the  forces,  of  land',  sea,  or  air. 

On  the  day  of  which  we  write,  he  had  scarcely  been  flying  10 
minutes  before  he  was  overtaken  by  a  high  wind  and  driven  into 


ing  from  it  and  without  precipitation,  and  so  forth. 

The  Depth  of  Depravity. 
A  pilot  who  scarcely  could  jazzenough 
Failed  rightly  to  calculate  azimuth ; 

His  reck'ning  was  dead, 

But  his  drift,  it  is  said, 
Was  di-optres  hypo  or  hypersuff. ! 

They  told  him  he  hadn't  a  heart, 
Lungs,  kidneys,  or  system  of  nerves, 

Which — his  hypermetropia  apart — 
Would  yield  him  a  good  crop  of  curves.. 

They  tested  his  knowledge  of  law, 

Of  the  stars  in  their  courses ;  and  codes 

They  found  out  a  serious  flaw — 
He  had  mixed  up  the  p's  with  the  Roads  !' 

He  didn't  know  [3  from  Beer, 

Couldn't  hover  or  land  around  posts; 

Though  utterly  void  of  all  fear, 

Faced  examiners  blanched  as  by  ghosts. 

It  was  true  he  had  downed  many  Huns, 
It  was  true  he  could  fly  like  a  beetle, 

But— you  can't  bribe  a  bailiff  with  buns, 
Or  an  Expert  by  showing  you've  mettle. 

In  all  seriousness,  the  Imp  considers  the  examination 
provisions  imposed  by  our  mandarins  as  either  ludicrous 
or  wicked.  Ludicrous  if  intended  to  display  the  depth 
of  the  Expert's  profundity;  wicked  if  seriously  intended 
to  operate  as— a  red  flag  of  the  air. 

If  put  to  the  test,  the  Imp  would  retort  with  Chaucer's- 
reply  to  the  eagle  who  offered  to  teach  him  the  stars  : 
"Wilt  thou  lere  of  sterres  aught?" 
"  Nay  certeinly,'  quod  I,  'right  naught, 
And  why?    For  I  am  now  to  old, 
Elles  I  wolde  thee  have  told." 


a  bank  of  clouds.  He  completely  lost  his  bearings— his  machine 
was  caught  bv  the  contending  winds  (pronounce  wYnds)  of  heaven 
and  blown  hither  and  thither  like  a  feather.  Before  many  hours 
he  had  lost  consciousness. 

A  cool  breeze  fanning  his  beautiful  auburn  hair  restored  him, 
and  he  regained  his  senses.  At  first  he  could  not  imagine  where 
he  was,  but  a  careful  examination  revealed  the  startling  fact  that 
he  was  seated  on  top  of  a  Zeppelin.  It  was  clear  to  him  that  his 
machine  must  have  turned  upside  down,  and  the  breaking  of  the 
life-belt  had  caused  him  to  fall— luckily  while  just  over  the  air- 
ship. 

But  what  was  he  to  do?  Thoughts  of  escape  flashed  through 
his  mind,  but  none  of  them  seemed  feasible. 

Just  as  he  was  giving  up  all  hope  a  familiar  sound  caught  his 
ear  His  aeroplane— his  faithful  companion— had  kept  as  close 
to  his  master  as  the  somewhat  unusual  circums-tances  would 
permit. 

Rudolph  whistled,  and  the  delighted  aeroplane  climbed  up  to 
him  and  taxi-d  along  the  top  of  the  Zeppelin  till  it  came  to  rest 
by  his  side.  _ 

Rudolph  felt  his  steed  anxiously,  but  it  was  sound  in  wheel 
and  wing,  so  he  quickly  mounted  to  his  seat.  The  aeroplane 
seemed  10  understand  what  a  duty  it  had  to  perform  that  day,, 
and  sprang  forward  with  a  sharp  bark. 

Steadily  they  flew  till  the  spire  of  the  town  hall  of  Jublopping- 
ton  came  in  sight — and  their  dangers  were  over  past. 

Once  home,  Rudolph  donned  his  most  civilian  spotted  tie  and 
went  to  tea  with  his  betrothed — this  being  Thursday. 

"Dearest!"  she  cried,  on  catching  sight' of  him — "I  thought 
you  were  lost  ;  you  have  been  away  four  hours." — Mezzo  Cammis. 

AIRCRAFT    FACTORY    FOR  SALE. 

The  American  aircraft  factory  at  Shaw,  ntar  Oldham,  is  for 
sale  by  private  treaty.  The  Factory  covers  six  acres  of  land,  and' 
its  buildings  are  mainly  of  brick  construction  with  concrete  floors 
and  timber  roofs  covered  with  ruberoid. 


July  30,  1919 


The  Aeroplane 


NAVALMJlITART^ERONAUTics 


GREAT  BRITAIiN 
FROM  THE  COURT  CIRCULAR. 

Buckingham  Palace,  July  24th. 

The  King,  who  was  accompanied  by  the  Prince  Albert,  held  an  In- 
vestiture for  the  Royal  Air  Foice  in  the  Quadrangle  of  the  Palace  at 
n  o'clock  this  morning. 

The  following  Officers  were  severally  introduced  into  the  presence  of 
His  Majesty,  when  The  King  invested  them  with  the  Insignia  of  the 
Orders  into  which  they  have  been  admitted  :  — 

The  Distinguished  Service  Order  and  ihe  Distinguished 
Flying  Cross. — Major  Lawrence  Pattison,  and  Capt.  Harry  Goode. 

The  Most  Excellent  Order  of  the  British  Empire  (Military  Divi- 
sion).— Officer. — Lieut. -Col.  Lionel  Rees,  V.C.  (also  received  the  Air  Force 
Cross).  — 

His  Majesty  then  conferred  decorations  as  follows  :  — 

Bar  to  the  Distinguished  Service  Cross  and  the  Distinguished 
Flying  Cross.— Capt.  Cecil  Darley. 

The  Distinguished  Service  Cross  and  the  Distinguished 
Flying  Cross. — Major  Anthony  Arnold 

The  Distinguished  Service  Cross  and  the  Air  Force  Cross.— Capt. 
Frank  Fowler.  » 

The  Distinguished  Service  Cross. — Lieut.  Robert  Peel 

Bar  to  the  Military-  Cross,  and  the  Distinguished  Flying  Cross. — 
Capt.  John  Norton. 

The  Military  Cross  and  Bar  and  the  Distinguished  Flying  Cross.— 
Capt.  James  Slater. 

The  Military  Cross  and  the  Distinguished  Flying  Cross.— Capt. 
Basil  Catchpolc,  Capt.  Frank  Dutton,  Capt  Dennis  Latimer,  Capt.  Cyril 
Lowe,  Capt.  James  Mitchell,  Capt.  Charies  Robbitrs,  and  Lieut.  Clifford 
McEwen. 

The  Military  Cross  and  the  Air  Force  Cross.— Lieut. -Col.  Reginald 
Mills,  Major  Cyril  Patteson,  Capt  Eustace  Grenfell,  Lieut.  John  Boret, 
Lieut.  Allan  Boyle,  and  Lieut   Charles  Laing. 

The  Distinguished  Flying  Cross.— Lieut. -Col.  William  Primrose, 
Lieut. -Col.  Francis  Roxby. 

Capt.  Christopher  Brand,  Major  Kenneth  Dowding,  Major  Evan  Gil- 
christ, Major  Wilfrid  McClaughy,  Major  Francis  Moller. 

Capt.  Robertson  Affleck,  Capt.  Samuel  Anderson,  Capt.  Thomas 
Angus. 

Capt.  Gecrge  Bailey,  Lieut.  James  Batting,  Capt.  Rene  Bayley,  Capt. 
William  Benn,  Capt  Eric  Betts,  Capt.  Robert  Birkbeck.  Capt  Clifford 
Bowman,  Capt.  Edward  Burling. 

Capt.  John  Candy,  Capt.  Walter  Carlaw,  Lieut.  Allan  Churchman, 
Capt.  Charles  Cleaver,  Capt.  Eric  Coles.  Capt.  Lawicnce  Coombes,  Lieut. 
Herbert  Coombs,  Lieut.  Philip  Cummings. 

Capt.  Sydney  Dalrymple,  Capt  Rupert  Darn  ton,  Lieut.  Frederick 
Deane,  Capt.  Roger  Delhaye,  Capt.  Euan  .Dickson,  Capt.  John  Dickson, 
Lieut.  Roy  Dodds,  Capt.  John  Doyle. 

Lieut.  Dudley  Evans. 

Capt.  Ray  Fagan,  Capt.  Karl  Falkcnberg,  Capt.  Ernest  Fletcher,  Lieut. 
.Tames  Foreman,  Capt.  Richard  Gammon,  Capt.  Derjys  Gilley,  Cant.  Clive 
Glynn,  Capt.  Herbert  Golding,  Lieut  Robert  Gordon,  Capt.  Frank  Gor- 
ringe,  Capt.  Arthur  Groom. 

Capt.  James  Hardman,  Capt.  George  Harrison,  Capt.  Reginald  Hellier, 
Capt.  John  Hopkins. 

Capt.  Harold  Ireland. 

Capt.  William  Jackson,  Capt.  Thomas  Jefferies,  Capt.  Olans  Johnsen, 
Capt.  Norman  Jones,  Lieut.  Reginald  Tones 
Capt.  Francis  Kempster,  Capt.  Leslie  King 

Lieut.  Charles  Lavers,  Capt.  Walter  Lawson,  Capt.  Harry  Lett,  Capt. 
Gwilym  Lewis.  Capt.  Huyh  Lloyd. 

Major  Donald  MacLarcn.  Lieut.  Finlav  MacOuistan,  Capt  Frank 
McClurg,  Capt.  Thomas  Middleton,  Capt.  Bertie  Millson. 

Lieut.  Allen  Nock 

Capt.  Harold  Pearson,  Capt  .Tames  Pearson,  Capt.  John  Pinder,  Lieut. 
Walter  Preston,  Lieut.  Harry  Puckle. 

Capt.  Frank  Ranslcy,  Capt.  William  Redgate,  Capt.  Robert  Reeve, 
Capt.  George  Reid,  Capt.  George  vRiley,  Capt  Leonard  Rochford,  Lieut. 
Herbert  Rough. 

Capt.  Gordon  Fox-Rule,  Cart.  Reginald  Rusby. 

Capt.  William  Samson,  Capt.  Alfred  Sanderson,  Cant.  George  Seara- 
manga,  Capt.  Thomas  Sharpe,  Capt.  Pevoival  Slater,  Capt.  John  Austin- 
Sparks,  Capt.  James  Sprott. 

Lieut.  Douglas  Alliban,  Capt.  Charles  Anderson,  Lieut.  Gerall  Ander- 
son, Lieut.  Gordon  Apps. 

(To  be  continued.) 

Buckingham  Palace,  July  25th. 
The  following  had  the  honour  of  being  received  by  His  Majesty  :  — 
Maior-Gen.  Sir  Hugh  Trenrhard  (Chief  of  the  Air  Staff!.  Brig. -Gen.  C. 
L.  Lambe  (Director  of  Equipment,  Royal  Air  Force)  and  Colonel  A.  M. 
Longmore,  Royal  Air  Force'. 

Buckingham  Palace,  Julv  26th. 
His  Majesty  held  an  Investiture  in  the  Quadrangle  of  the  Palace  at 
11  o'clock. 

The  following  were  severally  introduced  into  the  presence  of  His 
Majesty,  when  The  King  invested  them  with  the  Insignia  of  the  respec- 
tive Divisions  of  the  Orders  into  which  they  have  been  admitted  :  — 

The  Most  Excellent  Order  of  the  British  Empire. — Commander. — 
Military  Division.— Lieut. -Col.  Bryan  Bartley,  R.A.P. 

The  Distinguished  Service  Order.— Major  Selden  Long,  R.A.F. 

His  Majesty  then  conferred  decorations  as  folio ws  :  — 

Bar  To  the  Distinguished  Service  Cross.— Major  Charles  Bartlett, 
R.A.F. 

The  Military'  Cross. — Major  Stanley  Clarke,  Dorsetshire  Regt..  attd. 
R.A.F.;  Capt.  Overton  Preston,  R.A.F.;  Lieut.  Basil  Smyth-Pigott, 
R.A.F.;  Lieut.  Leslie  Williams,  R.A.F. 


NAVAL. 

Admiralty  Appointment. 

July  24th  — Wt.  Shipwts—R.  S   Cole,  to  "Pegasus,"  July  2}rd. 


It  is  reported  that  at  Pulhani  Airship  Station  the  Air  Ministry  is 
testing  whether  airships  can  safely  be  moored  b\  the  nose  to  a 
mast  from  which  they  swing  freely  instead  of  being  housed  in 
sheds.  These  mooring  experiments  are  said  lo  be  proving  satis- 
factory. R.24,  one  of  our  older  rigid  airships,  has  been  at  the 
mcoring  mast  for  about  three  weeks.  The  steadiness  with  which 
she  has  ridden  out  winds  up  to  40  miles  an  horn  has  impressed 
spectators. 

*  *       *  ' 

The  British  Naval  flying-boat  F.5-N.00,  Major  W.  G.  Sitwell, 
D.S.C.,  R.A.F.,  in  command,  which  left  Eng'and  on  July  19th 
for  Scandinavia,  arrived  at  Hclsingfors  from  Reval  at  6  p.m.  on 
July  21st. 

*  *  * 

On  July  2 1st  a  British  Naval  flying-boat,  Major  Galpin, 
R.A.F.,  in  command,  arrived  at  Christiansand  from  Dundee,  and 
proceeded  to  Christiania  the  same  day.  This  boat  was  one  of 
the  two  flying-boats  which  recently  started  on  an  official  tour 
of  Scandinavia. 

Of  the  two  F5  boats  which  left  Felixstowe  for  Christiansand 
only  one  (N  4044)  has  been  successful.  N4041  during  its  flight 
from  its  base  to  Dundee  was  forced  to  descend  in  Orford  Bay,  and 
owing  to  a  thick  fog  only  arrived  at  Dundee  Seaplane  Base  on 
the  13th,  two  days  after  her  sister  ship. 

Both  left  Dundee  on  the  20th  for  the  trip  across  to  Christian- 
sand, but  N4041  was  forced  to  return  to  the  Tay.  From  there 
she  has  made  several  attempts  to  continue  her  flight  to  Norway, 
but  has  now  been  recalled  to  her  base  at  Felixstowe.  N4041  left 
Dundee  on  the  morning  of  July  25th  for  Felixstowe. 

The  Air  Ministry  have  apparently  recalled  N4041  owing  to  the 
inclement  weather  conditions. 

*  *  * 

A  body  has  been  washed  ashore  by  the  sea  at  Salthouse,  Nor- 
folk, and  it  is  thought  to  be  that  of  a  Flight  Seijeant  of  N.S.11. 
The  Naval  Airship  Station  at  Pulham,  Norfolk,  has  been  advised. 


MILITARY. 
From  the  "  London  Gazei  ra." 

War  OFFICE,  July  17th. 

Regular  Forces. — Oversea  Forces. — Canada. — New  Brunswick  R. — 
Temp.  Lt.  (aetg.  Maj.)  P  C.  Sherren,  M.C.,  ceases  to  be  seed  for  duty 
with  the  R.A.F.,  May  2nd.  1st  Cent.  Ontario  R. — Temp.  Capt.  G.  M. 
Eiawley  ceases  to  be  sec.  for  duty  with  the  R.A.F  ,  May  14th.  Western 
Ontario  R. — Temp.  Lt.  J.  V.  MeKenzie  ceases  to  be  sec.  for  duty  with 
the  R.A.F.,  May  31st.  Alberta  R — Lt.  J.  P.  Cuninghame  ceases  to  be 
sec.  for  duty  with  the  R.A.F.,  July  2nd. 

Territorial  Force.— Hampshire  Aircraft  Parks.— Sec.  Lt.  A  L.  Bird 
resigns  his  commn.  and  retains  the  rank  of  Sec.  Lt.,  April  6th,  1918. 

War  Office,  July  22nd. 

Regular  Forces.— Infantry.— 5th  Bn.  Lanes.  Fits.— Lt.  S.  H.  Hodges 
is  seconded  with  R.A.F.,  July  24th,  19 18. 

Memorandum. — Sec.  Lt.  C.  Probets,  attd:  R.A.F.,  retires,  receiving  a 
gratuity,  July  2^rd. 

.War  Offtce,  July  24th. 

Regular  Forces.— Memorandum.  -Col  H.  O'Donnell,  irom  Comdt., 
R.A.F.  Sch.,  to  be  Comdt  of  a  Rest  Camp,  vice  Hon.  Brig-Gen.  F.  D. 
Lumley,  C.B.,  O.B.E.,  ret.  pay,  Mav  6th. 

Infantry.— Rif.  Brig— F.  W.  F.  Turner  (temp.  Sec.  Lt.,  R  A.F.),  to  be 
temp.  Sec.  Lt.,  Sept.  14th,  1018. 

Regular  Forces. — Overseas  Forces. — Canada. — Nova  Scotia  R— Temp. 
Maj.  V.  Hodson  ceases  to  be  seed,  for  duty  with  ihe  R.A.F  ,  April  2nd. 

Querec  R.— Temp.  Capt.  W.  I.  Bailey  is  seed,  for  duty  with  the  C.A.F. 
as  a  Flying  Officer  (Adjt.),  Feb.  8th.  The  following  cease  to  be  seed, 
for  dutv  with  the  R.A.F.  :— Temp.  Lt.  G.  A.  Barry,  April  19th;  Temp. 
Capt.  M.  L.  Doyle,  D.F.C.,  Temp.  Lt.  E.  J.  Mills,  July  6th;  Temp.  Lt. 
(aetg.  Capt.)  P.  O.  B.  L.  Baucher  dit  Morency,  July  7th  ;  Temp.  I  t.  G.  M. 
Guillon,  July  7th. 

Eastern  Ontario  R.— Temp  Lt.  1.  R  McKcnna  ceases  to  be  seed,  for 
duty  with  the  R.A.F.,  July  ird  (substituted  for  "Gazette"  notification 
May  2wd,  page  6140,  incorrectly  specifying  date  as  April  25th).  Temp. 
Lts.  cease  to  be  seed,  for  dtttv  with  the  R.A.F.  :—  A.  E  de  M.  Jarvis. 
D.F.C.,  A.  C.  Loblev,  Julv  7th.  Temp.  Lts.  are  seed,  for  duty  with  the 
C.A.F.  as  Lts.  (Flving)  :— A.  E.  de  M.  Jarvis,  D.F.C.,  A.  C.  Lobley, 
July  8th. 

1ST  CENTRAL  Ontario  R  —  Temo.  Lts.  cease  to  be  seed,  for  dutv  with 
the  R.A.F.  : — F.  V.  Heakes.  Julv  -id;  K.  B.  Conn,  D.F.C.,  July  7th; 
Temp.  Capt.  T.  O.  Leach,  M.C.,  D.F.C.,  ceases  to  be  seed,  for  dutv  with 
the  C.A.F.,  July  8th;  Temp.  Lt.  F.  V.  Heakes  is  seed,  for  duty  with  the 
C.A.F.  as  Lt.  (Flying),  July  4th;  Temp.  Lt  A.  G  Lough  is  seed,  for  duty 
with  the  Technical  and  Supply  Branch,  C.A.F.,  as  Lt.  (Technical),  May 
17th  to  July  7th 

2ND  Cent.  Ontnrto  R. — Temp.  Lt.  J.  C.  McKeever  ceases  to  be  se<-d. 
for  dutv  with  the  R.A.F.,  Julv  7th  :  Temp.  Lt.  J  C.  McKeever  is  seed,  for 
dutv  with  the  C.A.F.  as  Lt.  (Flying),  July  8th 

West  Ontario  R.-Tcmn,  Lt.  T,.  Rfihmer,  M.M.,  ceases  to  be  seed,  for 
duty  with  the  R.A.F.,  July  4th. 


462 


The  Aeroplane 


July  30,  1919 


t  i\Iiru-7f°BA,  K;~~::remP-  tts.  cease  to  be  seed,  for  duty  with  the  R.A.F.  :  — 
J^J^tfo^  Jul^.rfh-  S  M  Gibson,  July  8th;  Temp.  Ft.  j.  Whitford  is 
seed,  for  duty  with  the  C.A.F  as  Lt.  (Flying),  Julv  8th 

Saskatchewan  R.— The  following  ceast  to  be  seed,  for  duty  with  the 
R.A.F.  .—lemp.  Lt.  lactg.  Capt.)  C.  McEweu,  M.C.,  D.F.C  lemp  Ft 
W  J  Rutledge,  M.M.,  July  7th ,  Temp.  Capt.  R.  Duncan,  M.C,  July 
8th;  lemp.  Us.  are  seed  for  duty  with  the  C.A.F.  as  Ft  (Flying)  -  — 
(actg.  Capt)  C  McEwen,  M.C.,  D.F.C,  W.  L.  Rutledge,  M.M.,  July  8th 

Alberta  R.— lemp.  Fts.  cease  to  be  seed,  for  dutv  with  the  KAF  :— 
J.  S.  Kussell-Rigby,  July  3rd;  H.  G.  Clements,  July  6th 

Can.  Mach.  Gun  Corps.— Temp.  Fts  cease  to  be  seed,  for  duty  with 
tne  R.A.F.  :— (actg.  Capt.)  J.  l_.  M.  White,  D.F.C,  J.  E.  Palmer,  D  C  M 
July  7th;  Temp  Ft.  J.  E.  Falmer  D.C  M.    is  seed,  for  dutv  With  the 
C  A.F.  as  Ft.  (Hying),  July  8th 

Can.  Cyclist  Corps.— Temp.  Ft.  H.  F.  Holland,  M.C.,  ceases  to  be  seed 
for  duty  with  the  R.A.F.,  July  7th  ;  Temp.  Ft.  IF  L.  Holland,  RFC.  is 
seed,  for  duty  with  the  C  A  F.  as  Ft.  (Flying),  July  8th 

Can.  A.S.C.— Temp.  Capt.  D.  Carruthers  ceases  to  be  seed  for  dutv 
with  the  R.A.F.,  July  7th;  Temp.  Capt.  D.  Carruthers  is  seed,  for  dutv 
with  the  C.A.F.  as  Ft.  (Flying),  July  8th. 

War  Office,  July  25th. 
Regular  Forces. — Memorandum. — Ft.  G.  M.  Fees,  "M.C.,  DFC  RA 
to  be  temp.  Capt   while  empld.  as  an  Asst.  Political  Officer,  March  14th' 

War  Office,  Julv  26th. 

Regular  Forces  Establishments.— R.F.C.— Mil  wing  Flying  Officer  — 
The  appointment  of  temp.  Sec.  Ft.  R  E  Stewart,  Gen  Fist,  is  antedated 
to  Aug.  23rd,  1917. 

Memorandum.— Sec.  Ft   H.  Shoosmith,  R.A  F.,  to  be  temp    Sec  It 
Gen.  Fist,  June  27th 


AIR  FORCE. 
From  the  "  London  Gazehk." 

Air  Ministry,  July  15th. 
CONFERRED  FY  THE  KING  OF  THE  BELGIANS. 
Croix  de  Commandeur  de  l'Ofdke  de  Feopold. 
Maj.-Gen.  Sir  W.  S.  Braneker,  K.C.B., '  A.F.C.  (R.A.),  Ret  List 
Maj.-Gen.  Sir  F.  H.  Sykes,  K.C.B.,  C.M.G.  dsth  Hrs.). 
Croix  d'Officier  de  l'Ordre  de  Feopold,  avec  Croix  de  Guerre 
Ft. -Col.  H.  A.  V.  Ryneveld,  D.S.O.,  M.C. 

Croix  de  Chevalier  de  l'Ordre  de  Feopold,  kt  Croix  df  Guerue 

avec  Palme. 
Capt.  (actg  Maj.)  C  G.  Beatson  (Midd'x  R.). 

Capt.  (actg.  Maj.)  J.  A.  Cochrane,  M  C.  (<;th  R.  Sc.  F.) ;   Maj  (actg 
Ft. -Col.)  J.  A.  Cunningham,  D.S.O.,  D.F.C.  (R.A.),  Ret  Fist 
Ft.-Col.  H.  M.  Meyler,  D.S.O.,  M.C.  (Bord.  R.). 

Croix  de  Chevalier  de  l'Ordre  de  u  Couronne,  et  Croix  de  Guerre 
avec  Palme. 
Ft.-Col.  A.  S.  Barratt,  CMC,  M.C.  (R.A.) 
Maj.  G.  Henderson  (C.I.  Horse). 
Maj.  R.  E.  Saul,  D.F.C.  (4th  Squadron). 
Ft  F.  Whitehead  (late  5th  Squadron)  (Fane.  Yeo  ). 

Croix  de  Guerre  (Belgian). 

Ft.  A.  IF  A.  Alban,  D.F.C  (.53rd  Squadron)  (R.F.A.) ;  Ft.  H.  A  All- 
back  (36th  Balloon  Sec.) ;  Ft.  (actg.  Capt.)  C.  P.  Allen  (204th  Squadron); 
Ft.  E.  O.  Amm,  D.F.C.  (29th  Squadron);  Maj.  A.  R.  Arnold,  D.SC, 
D.F.C.  (79th  Squadron);  Capt.  R.  N.  G.  Atkinson,  M.C,  DFC  (^o6th 
Squadron);  Ft.  C.  T.  Aulph  (10th  Squadron). 

Capt.  G.  W.  Biles,  D.F.C.  (202nd  Squadron) ;  Capt.  (actg  Maj  )  G  H 
Bowman,  D.S.O.,  M.C,  D.F.C  (3rd  R.  War.)  (41st  Squadron) ;  Ft  N  K 
Brooks  (32nd  Balloon  Sec.)  (R.F.A. ,  SR.);  Sec.  Ft.  H.  D  Buchanan 
(108th  Squadron);  Sec.  Ft.  C.  H  Bullen  doth  Squadron);  Capt.  F  A  K 
Butt  (2nd  Bde.)  (S.  Staffs.  R.). 

Capt.  (actg.  Maj.)  K.  F.  Caldwell,  M.C,  D.F.C.  (71th  Squadron); 
See  Ft  R.  O.  Campbell  (65th  Squadron);  Maj  G.  V.  Carey  (2nd  Wing) 
(Rif.  Bde.);  Sec.  Ft.  (Hon.  Capt.)  W.  A.  Cairoihers,  D.F.C  (206th  Squad- 
ron (Can.  Inf.);  Sec.  Ft.  (actg.  Capt.)  H.  G.  Clappison  (204th  Squadron); 
See.  Ft.  C.  A.  Crichton  (70th  Squadron) 

Capt.  S.  F.  Dashwood,  JJ.B.E.  (2nd  Bde.') ;  Ft.  C.  Davies  (23rd  Balloon 
Sec.)  ;•  Sec.  Ft.  D.  W.  Davies  (217th  Squadron) ;  Sec.  Ft.  E.  C  Davies, 
D.F.C.  (29th  Squadron);  Maj.  C  IF  Dixon,  M.C.  D.F.C.  (29th  Squadron) 
(York.  F.F). 

Lt.  L.  F.  Falck  (36th  Balloon  Sec.) ;  See.  Ft.  S.  F,.  Foreman  (7th 
Squadron). 

Sec.  Ft.  A.  J.  Garside,  D.F.C.  (2o(>th  Squadron),  Ft.  (actg.  Capt.)  T. 
S.  Giffard  (5th  Balloon  Co.);  Ft.  (actg.  Capt.  F.  W.  Gillett,  D.F.C.  (74th 
Squadron) ;  Capt.  A.  W.  F.  Glenny,  M.C  .  D.F.C.  (R.A.S.C) ;  Maj  G  W 
M  Green,  D.S.O.,  M.C.  (70th  Squadron),  Sec  Ft.  F.  S.  Gordon,  D.F.C. 
(74th  Squadron);  Capt.  H.  W.  Guy  (nth  Wing) 

Capt.  D.  S.  W.  Hambley  (nth  Aircraft  Park); -Ft.  (actg.  Capt.)  T.  S. 
Harrison,  D.F.C.  (29th  Squadron);  See  Ft.  (Hon.  Ft.)  J.  B  Heppel 
(206th  Squadron) ;  Sec.  Ft.  (aetg.  Capt.)  O.  A.  P.  Heron,  D.F.C.  (70th 
Squadron);  Ft.  J.  Hetherington  (21.1th  Squadron) ;  Ft.  G.  S.<  Hodson, 
A.F.C.  (213th  Squadron);  Ft.  (actg.  Capt.)  M.  F  Horn  (2nd  Bde.). 

Ft.  C.  H.  Jcnkinson  (9th  Balloon  Sec.) ;  Ft  G.  R.  Judge  (217th  Squad- 
ron);  Ft.  E.  B.  Keele  (wth  Balloon  Sec). 

Ft.  (actg.  Capt.)  A.  C.  Kiddie,  D.F.C.  (74th  Squadron). 

Ft.  (actg.  Capt.  )  C  H.  R.  V  agesse,  D.F.C.  129th  Squadron). 

Ft.  (actg.  Capt.)  W.  J.  Mackenzie,  D.F.C.  (211th  Squadron);  Capt. 
(actg.  Maj.)  C.  T.  MacFaren,  O.B.E.  (206th  Squadron);  Sec.  Ft.  H.  Mc- 
Lean, D.F.C  (206th  Squadron);  Ft  M.  P.  MacLeod,  D.F.C  (41st  Squad- 
ron) . 

Mai.  C.  G.  Martyn  (2nd  Aircraft  Park)  (1st  Men.  R.) ;  Ft.  G.  Mawer 
(204th  Squadron):  Ft.  A.  R.  Morrison  (15th  Balloon  Sec.);  Maj.  K.  D. 
P.  Murray,  M.C  doth  Squadron). 

Ft.  M.  Nichol  (214th  Squadron);  Ft  J.  J  W.  Nicholson,  DFC.  (202nd 
Squadron);  Ft.  F.  St.  J.  North  (2(rd  Squadron)  (Balloon  Sec):  Maj.  E. 
W.  Norton,  D.S.C.  (204th  Squadron). 

Sec.  Ft.  (Hon.  Ft.)  C.  M.  W.  Park  (2nd  Res.  Lorry  Park) :  Maj.  S  J. 
Payne  Uth  Aircraft  Park);  Ft.  C  W.  Pavton  (210th  Squadron),  Ft  (actg. 
Cant.)  F.  Pratt  (iSth  Squadron). 

Lt.  (actg.  Capt.)  C  G.  Ross,  D.F.C  (29th  Squadron)  :  Cant.  '.fig.  Ma'.l 
F.  T.  Ryan,  M.C  (2nd  Wing)  (R.G.A  ) ;  Sec.  Ft.  M.  G.  Ryan  (roth 
Squadron). 

Ft.  W.  W.  Saunders  (7th  Squadron):  Ft.  R.  H.  Sehroeder  (late  ^th 
Squadron)  (Can.  Inf. I:  Lt  R  A.  Skelton  (i-,ih  Balloon  See)  (R.G.A., 
S.R.I ;  Cant  (actg.  Mai.)  1.  .15  Solomon,  M.C.  (82nd  Squadron  1;  Cant.  D. 
S.  Stevenson.  M.B.,  M  BE  (217th  Squadron)  :  Maj.  (actg.  Lt -Col)  B.  E 
Sutton.  D  S.O.,  OB.E.,  M.C  (7th  Sauadrou)  iWest  and  Cumbld.  Yeo.). 

Lt.  E.  G.  F.  Ward  (4th  Squadron):  See.  Lt.  H.  R.  Watterson  h8th 
Balloon  Sec);  Lt.  'actg.  Cant.)  I.  Welhv,  MC.  D  F.C.  (7th  Squadron); 
Lt.  G.  A.  Welsh  (210th  Squadron):  Lt.  E.  H.  Wilford  (2nd  Balloon  Sec); 
Capt.  F,  A.  E.  Wood  (2nd  Bde.);  Sec.  Lt  H;  C.  Wood,  D.F.C.  148th 
Squadron). 

Lt.  F.  Coolley,  D.F.C  (79th  Squadron). 


214412  Serjt.-Mech.  G.  Betteridge,  D.F  M  1206th  Squadron),  52748  Cpl.- 
Mech  F.  H.  C.  Bishop  (38th  Bal.  Sec);  13489  A.M./iD.  A.  Bissett  (4th 
Squadron);  223740  Serjt.-Mech.  J.  Chapman,  D.F.M.  1206th  Squadron); 
23702  A.M. /i  W.  M.  Cutts  (7th  Bal.  Co.);  24059  A.M./i  W  Dick  (17th 
Bal.  Co.);  34165  Serjt-Clk.  J.  Elliott  (nth  Wing).  444/  Serjt.-Mech.  N. 
Lynn  (4th  Squadron);  93272  Serjt.-Mech.  G.  I  Packman,  D.F.M.  (206th 
squadron);  6260  Serjt.-Mech.  J.  F,.  Walsh  (4th  Squadron). 
Croix  de  Chevalier  de  l'Ordre  de  Feopold  11,  »vec  Croix  de  Guerre. 

100083  Serjt.-Mech.  N.  Hunt  (48th  Squadron);   175  Serjt.-Maj.  C  E. 
Martin  (74th  Squadron);  4201  Ch.  Meeh.  B.  W.  Wilson  (5th  Squadron). 
Decoration  Militaire  avec  Croix  de  Guerre. 

8886  Ch.  Mtr.  Mech.  J.  F.  Biggs  165th  Squadron);  8715  1st  C  Pte.  C. 
IF  Bird  (2nd  Bde.);  24154  Cpl.  H.  A.  Home  (39th  Ball.  Sec) ;  1SS75  1st 
C  Pte.  E  Nancekievill  (2nd  Bde.);  15342  Cpl -Meeh.  G.  Smith  '(25th 
Ball.  Sec);  110761  Serjt.-Mech.  R.  L.  G.  White  (48th  Squadron);  134872 
Cpl   H.  Wildnian  (2nd  Wing). 

(lu  be  lonlinuid.) 

Air  Ministry,  July  18th. 

R.A.F. — The  following  temp.  appt.  is  made  at  the  Air  Ministry  :-- 
Staff  Officer,  3rd  Class  (P.).— Ft.  (actg.  Capt.)  D.  F.  Fox,  Feb.  19th,' and 
to  retain  the  actg.  rank  of  Capt.  till  April  30. 

The  following  temp,  appts.  are  made  : — Group  Comdr.  (graded  as  Col. 
Start) .— Lt.-Col.  C.  E.  H.  Kalhbone,  D.S.O.,  April  25th,  vice  Lt.-Col.  H. 

A.  Williamson,  C.M.G. 

Staff  Officer,  2nd  Class  (Air).— Capt.  G.  S.  Trewin,  A.F.C,  July  6th. 

Staff  Officer,  3rd  Class  (P.).— Sec.  Ft.  (actg.  Lt.)  J.  M.  McEntegart, 
Dec.  20th,  and  to  be  actg.  Capt.  till  April  30th  (substituted  for  the  noti- 
lieation  in  the  "Gazette/'  Jan.  21st). 

The  notification  in  the  "  Gazette  "  of  June  20th,  concerning  Lt  G,  H. 
Godfrey,  is  cancelled. 

Flying  Branch.— Capt.  C.  E.  H.  C.  Maepherson  ceases  to  be  graded 
for  purposes  of  pay  and  allowances  of  Maj.  (A.),  May  31st. 

Capt.  H.  C.  Irwin  to  be  graded  for  purposes  of  pay  and  allowances 
as  Capt.  while  empld.  as  Capt.  (A.  and  S.),  May  1st. 

Fts.  to  be  granted  for  pay  and  allowances  as  Capts.  while  empld.  as 
Capts.  (K.B.)  :— W.  C.  Knight,  C.  K.  Osborn,  May  1st. 

J.  A.  Sykes  (Lt.,  Gordon  Highrs.)  is  granted  a  temp,  eommn.  as  Sec. 
Lt    (A.),  June  28th,  1918,  and  to  be  Hon.  Lt. 

A.  Jenart  (Sec.  Lt.,  York  and  Lanes.  R.)  is  granted  a  temp  commn. 
as  Sec.  Lt.  (O.),  Oct.  25th,  1918. 

Lt.  D.  S.  Buchanan  (Lt.,  I.A.R.O.)  relinquishes  his  commn.  on  revi- 
sion to  I.A.R.O.,  July  18th. 

The  following  relinquish  their  commns.  on  ceasing  to  be  empld.  :  — 
Lt.-Col.  R.  Bell-Irving  (Maj.)  (Temp  Lt-Col.),  Brit.  Col.  R.) ,  April  9th; 
Lt.  V.  O.  Lonsdale  (Lt.,  R.H.  and  R.F.A.),  June  -,oth;  Ft.  F.  V.  Heakes 
(Lt.,  Cent.  Ont.  R.),  July  3rd;  Lt.  L.  Rimmer  (Lt.,  W.  Orit.  R.),  July  4th; 
Lt.  W.  C.  Brewer  (Lt.,  W.  Ont.  R.),  July  6th;  Capt  D.  Carruthers  (Capt., 
Can.   A.S.C),  Ft.   H.  G.  Clements  (Lt.,  Alberta  R.),  Lt.  K.  B.  Conn, 

D.  F.C.  (Ft.,  Cent.  Ont.  R.);  Ft.  G.  M.  Guillon  (Lt.  Quebec  R.).  Lt.  H.  L. 
Holland  (Lt.,  Can.  Cyclist  Corps),  Lt.  C.  McEwen,  M.C,  D.F.C.  (Lt. 
(actg.  Capt.)  Sask  R  ),  Lt  J.  C   McKeever  (Lt.,  Cent.  Ont.  R.),  Lt.  P. 

B.  O.  L.  B.  Morency  (Lt.,  Quebec  R.),  Lt.  J.  L.  M.  Wuite,  D.F.C.  (Lt. 
(uetf.  Capt.),  Can.  M.G.C),  Sec.  Lt.  (Hon.  Lt.)  J.  Whitford  (Lt.,  Mani- 
toba R.),  July  7th;  Lt.  R.  L.  Coote  (Lt.,  W.  Ont.  R.).  Lt.  S.  M.  Gibson 
(Lt.  Manitoba  R.),  July  8th;  Sec.  Lt  (Hon.  Capt.)  F.  G.  Godsell  (Lt. 
Gloster  R.,  T.F.),  Ft.  S.  B.  Plummer  (Ft.,  E.  Ont.  R.) ,  Lt.  G.  L  Shep- 
herd (Lt.,  W.  Out.  R.),  July  glh. 

Transferred  to  unempld.  list: — Lt.  G.  P.  P.  Wash,  Jan.  31st,  Sec.  Lt. 

E.  M.  Harris,  Sec.  Lt.  W  A.  Scarlett,  Feb.  nth;  Sec.  Lt.  Alex  Sorley, 
Feb.  16th;  See.  Lt.  J  M.  Seott,  Feb.  18th;  Ft.  (Hon.  Capt.)  R.  C.  G. 
Somervell,  Feb.  20th;  Sec.  Lt.  E.  A.  Whiteloek,  March  1st;  Sec.  Lt.  R. 
G.  Lamotte,  March  6th;  Lt.  H.  V.  Lewis,  Lt.  W.  S.  Walton,  March  7th; 
Sec.  Lt.  F.  Sehorn,  March  8th;  Sec.  Ft.  G.  C.  McCullum,  March  15th; 
Sec.  Ft.  R.  Bariett  (Lincolnshire  R  ,  T.F.),  March  19th;  Lt.  G.  Russell 
(R.F.A.,  T.F.),  April  1st;  Ft.  G.  J.  Smith,  Capt.  (actg.  Maj.)  S.  O.  Smith, 
April  2nd;  Sec.  Ft.  J.  Scott,  April  4th;  Lt.  (Hon.  Capt.)  G.  S.  St.  Noble, 
April  5th;  Lt.  (aetg.  Capt.)  R.  A.  Preston,  April  6th;  See.  Lt.  J.  Simp- 
son, April  8th;  Lt.  H.  M.  Schlotel,  Sec.  Lt.  (Hon.  Lt.)  M.  C.  Sexton,  Lt. 
E.  W.  Swann,  April  9th;  Lt.  (actg.  Capt  )  D.  Latimer,  M.C,  D.F.C.  Sec. 
Lt.  L-  C.  Lewis,  Sec.  Lt.  G.  C.  Schofield,  Lt.  E  P-  Speakman,  April  10th; 
Sec.  Lt.  F.  H.  Lane,  Sec.  Lt.  D.  Miller,  Lt.  E.  A  Sullock,  Lt.  (actg. 
Capt.)  C.  Sutherland,  D.F.C,  April  nth;  Ft.  K.  V.  C.  Lewis,  Lt.  L.  E. 
Shaw-Lawrence,  M.C,  Lt.  D.  Sear,  April  13th;  Sec.  Lt.  A.  C.  Langtry, 
Lt.  F.  K.  Laver,  Sec.  Lt.  B  G.  Lees,  Lt.  J.  S.  Lennox,  Lt.  B.  O.  M. 
Linford,  Sec.  Lt.  J.  F.  Mason,  Lt.  W.  Steele,  D.F.C,  Lt.  W.  W  Symmons, 
April  15th;  Lt.  T.  W.  Sclater.  Sec.  Lt.  G.  Senior,  Lt.  W.  Spencer,  April 
16th;  Lt.  A.  D.  M.  Lewis,  Lt.  G.  W.  Stallard,  Sec.  Lt.  T.  Swinburne, 
April  17th;  Sec.  Lt.  S.  Lane,  Sec.  Lt.  E.  W.  Smith,  Sec.  Lt.  F.  J.  Smith, 
Sec  Lt.  A.  Sutton,  April  iSth;  See.  Lt.  H.  D.  Chandler,  Sec.  Lt.  G.  P. 
Styles,  April  19th;  Sec.  Lt.  F.  O.  Bovill,  Sec.  Lt.  O.  T.  Jannasch,  Sec.  Lt. 
G.  Parsons,  Sec.  Lt.  A.  V.  Speight,  April  20th,  Lt.  L.  P.  Sedgwick,  Sec. 
Lt.  G.  W.  N.  Simpson,  Sec.  Lt.  A.  Sw'indale,  April  21st;  Lt.  N.  D.  Lam- 
bert, Sec.  Lt  C.  F.  Lamont,  Lt  A.  V.  Quinnell,  April  22nd,  Lt.  (actg. 
Capt.)  H.  S.  Marten-Smith,  Sec.  Lt.  E.  A.  Seal,  See.  Lt.  E  Sykes,  April 
24th;  Lt.  W.  G.  Stewart,  April  2<;tb;  Sec.  Lt.  W.  Leake,  Sec.  Lt.  E.  V. 
G.  Stock,  April  26th;  Ft.  F.  C.  Shirtcliffe,  April  29th;  Sec.  Lt.  H.  A. 
Scobell,  Lt.  L.  M.  Shadwell,  Sec.  Lt  W.  Sharpies,  Sec.  Lt.  R  R.  Sim- 
mons, April  30th ;  Sec.  Lt.  Finlav  Shaw,  Mav  isl ;  Sec  Lt.  H.  J.  E. 
Smith,  Sec.  Lt.  H.  Smith,  Lt.  E.  C.  Stringer.  Sec.  Lt.  A.  J  Stubbings, 
Sec.  Lt.  F.  N.  Sutherland,  Capt  J.  H,  Tyler,  May  2nd;  Capt.  R.  H. 
Sharp,  D.F.C,  May  4th;  Sec.  Lt.  A.  B.  Lamont,  May  5th;  Lt.  T.  T.  Ship- 
man,  Sec.  Lt.  E.  H.  S.  Tye,  May  6th;  Lt.  J.  C.  F.  Simpson,  May  7th; 
See.  Lt.  W.  F.  Langford,  Lt.  P  Leigh,  Sec.  Lt*  C.  Sneesbv,  May  8th; 
See.  Lt.  V.  W.  Lindars,  Sec.  Ft.  W.  Smith,  May  9th;  Sec.  Lt.  J.  Lightol- 
ler,  Sec.  Lt.  A.  W.  Martin,  May  10th;  Sec.  Lt  S.  H.  H.  Swanton,  May 
nth;  Sec.  Lt.  L.  W.  Seabv,  Sec.  Lt.  (Hon.  Lt  )  R.  P.  Simmers,  Lt.  H.  L. 
W.  Stevens,  Mav  12th;  See.  Lt.  S.  F.  B.  Lea,  Sec  Ft.  C.  R.  Smallwood, 
Mav  nth;  Capt.  A.  E.  Sole,  May  15th;  Lt.  J  W.  Schofield,  Mav  16th; 
See.  Lt.  F.  R.  G.  Spikins,  Mav  18th;  Sec.  Ft.  G.  S.  C  Lang.  Sec.  Lt. 
G.  E.  Lewtas,  Lt.  C.  H.  Lick,  May  20th;  Sec.  Lt  H.  Woffenden,  May 
21st;  Sec.  Lt.  A.  A.  C.  N.  Smith,  Mav  22nd;  T,t.  A.  Lewis,  May  2u~d;  Sec. 
Lt.  A.  R.  Lamb,  Mav  24th:  Capt.  C.  J.  Smith,  Mav  25th;  Sec.  Ft.  W.  H. 
B.  Lamb,  Sec.  Lt.  C.  R.  Southev,  May  26th;  Lt.  W.  L.  Boness,  Lt.  B. 
FitzW.  Lcvett,  Sec.  Lt.  T.  F.  Strange,  Mav  27th:  Sec.  Lt.  F.  J.  Boden- 
ham,  Sec.  Lt.  F.  Lake,  Sec.  Lt  N.  Sillars,  T.t  J.  IF  Smith.  Ft.  E.  R.  L. 
Sproule,  Mav  2Sth  :  See.  Ft  E.  H.  Simmons,,  Sec.  Ft.  C.  D.  Stephenson, 
Sec.  Ft.  F.  R.  Yelland,  May  29th;  Ft.  H.  J.  Bowen,  Lt.  H.  E.  Browne, 
May  30th;  Lt.  T  D.  Bowman,  Ft  H.  Brooks,  Ft.  F.  H.  Brown.  Lt.  E. 
Bryant,  Capt.  E.  G.  Landon,  A.F.C,  Sec.  Lt.  (Hon.  Lt.)  G.  M.  Lawson, 
M.C,  Sec.  Lt.  L.  F.  E.  Smith,  May  31st;  Lt.  E.  W.  Shaw,  Sec.  Lt.  L.  L 
Swann,  June  1st;  Sec.  Ft.  G.  Brown,  Ft.  T.  H.  M  Brown,  Capt.  G.  G. 
Simpson,  lune  2nd;  Capt.  E.  A.  Bolton,  Lt.  T.  B.  Bruce,  Sec.  Lt.  F.  Mas- 
son.  T.t.  H  Scandrett.  Lt.  T.  H.  E.  L.  Smale.  Lt  H.  A.  Snarks.  T  t.  I.. 
Speller,  Lt.  E.  Steel,  June  3rd:  M.C.  Sec  Lt.  G  A.  Brown,  Sec.  Lt.  W.  C 
Loutitt,  Lt.  G.  J.  E.  Smith,  Sec.  Lt.  (Hon.  Lt.)  H.  Symons,  Sec.  Ft.  V. 
Vickcrs.  June  4th ;  See.  T.t.  H.  P.  Bowring,  Lt  H  P  D.  l  ane.  Cant.  J. 
M.  McAlerv,  Ft.  A.  L.  Ouance,  Lt.  F.  Spalding,  Lt.  C.  S.  Style.  June 
Sth;  Cant.  E.  S.  Mo-ilton  Barrett,  Lt.  A.  S.  Selbv,  Sec.  Lt.  T-T.  r.  5v.11/-t. on, 
Lt  F.  S  Svmondson.  M.C.  June  6th;  Ft.  G.  Lea.  Sec.  Lt.  H.  Phillins, 
D.F.C,  See.  Lt.  W   A   Smailes,  June  7th;  Lt.  L.  Latham,  June  8th;  Lt. 


July  30,  1919 


The  Aeroplane 


463 


K.  .G.  Brabner,  Sec.  Lt.  I.  B.  MacBeah  (King  Edward's  Horse).  June 
10th;  Sec.  IX.  (Hon.  Capt.)  G.  E.  Lange,  Lt.  A  D.  tight,  June  nth;  Sec 
Lt.  F.  H.  Newton,  Capt.  C.  A.  Stephenson,  June  iztu;  Lt.  D  Lindsay 
Sec.  Lt.  N.  H.  Marshal],  Sec.  Lt.  R.  C.  Stiven,  Sec.  Lt.  G.  S.  Taylor, 
14.  J.  G.  Vicqueray,  June  13th;  Lt  W.  H.  Leignton,  Sec  Lt.  H.  M 
Leith,  Sec.  Lt.  A.  H.  C.  McGivern,  Lt.  D.  H.  1'rosser,  June  14th;  Lt.  E 
Langston,  I,t,.D.  D.  O'Flaherty,  June  15th;  Sec.  Lt.  N.  T.  Brookes,  Sec. 
Lt.  H.  McConnell,  Sec.  Lt.  J.  E.  Marigold,  June  10th;  Lt.  R.  K.  Rose, 
June  17th;  Sec.  Lt.  J.  Scholteneyer,  June  ifeth;  Lt.  W.  F.  Woods  (London 
R.,  T.b.),  June  19th;  Sec.  Lt.  G.  J.  Cross,  Sec.  Lt.  M.  Thornton,  June 
2otn;  Sec.  Lt.  D.  Leech,  June  21st;  Capt.  G.  S.  Murray,  June  22nd;  Lt 
J.  C  Forsyth,  M.C.  (Black  Watch),  June  24th;  Lt.  F.  W.  Motter,  June 
25th;  Sec.  Lt.  I.  L.  R..  Large,  Lt.  G.  Tucker,  June  26th;  Sec.  Lt  N  E 
Chapman,  June  27th;  Lt.  A.  W.  Slater  (R.A.S.C.),  June  2bth,  Lt  F.  V. 
Sheard,  Lt.  G.  A.  Wightniau,  June  29th;  Lt.  H.  J.  Lindo,  Lt.  R  F 
Millard,  Sec.  Lt.  G.  I.  Thompson,  D.F.C.,  June  30th;  Capt.  C.  D.  Fel- 
lowes,  M.C,  AF.C  (Staffs.  Yco.),  Sec.  Lt.  J.  F.  McNaniara,  Sec.  Lt.  W. 
J.  lansey,  July  1st;  I,t.  C.  E.  O.  Cowell,  l.t.  W.  E  McLean,  M.C,  Lt 
J.  C  Matthews,  July  2nd;  Capt.  G.  C.  Corry -Smith,  Lt.  C  W  Leggatt 
Capt.  R.  VV.  Reeve,  D.F.C.  (Herefordshire  R.,  T.F.),  Sec.  It  R  W  Silk' 
Lt.  V  H.  Simmers,  Sec.  Lt.  S.  \V.  Smith,  July  3rd;  Lt.  (Hon..  Capt.)  F.' 
R.  Ashmead,  Lt.  M.  Balston  (R.F.A.),  Sec.  Lt.  E.  R  Beesley  It  G  J 
L.  Campbell  (London  R.,  T.F.),  Sec.  I.t.  (Hon.  Lt.)  H.  S.  Gargett,  Sec. 
Lt.  W.  C.  Parry,  July  4th;  Sec.  Lt.  R.  Hooley,  July  5th;  Lt.  I  E  Mc- 
lutyre,  AF.C,  Sec.  I.t.  (Hon.  I.t.)  H.  C  G.  Newton,  Sec.  Lt.  N  M 
Smith,  July  6th;  Sec.  Lt.  R.  H.  Byroni,  July  7th;  Sec.  Lt.  W.  M.  Crofton, 
aec.  Lt.  A  B.  Mair,  July  8th;  Sec.  Lt.  G.  W.  L.  Anderson,  Lt'.  T.  R. 
Bloomheld,  Lt.  J.  J.  St.  L.  Martin,  Sec.  Lt.  H.  B.  Singleton,  July  Qth; 
r.C--,l'h-A-  h-  K'  Aspelling,  Sec.  Lt.  H.  P.  Ayres,  Sec.  Lt.  J.  E.  Baker, 
Lt  H.  K  Baron  Sec.  Lt.  J.  Clayton,  Lt.  A.  E.  Legt'o,  Lt.  A.  L.  Porter, 
■W-^J  W-  J'  W,  Adams,  Sec.  Lt  E.  C.  Archer,  Sec.  Lt  W  C  B 
Ashneld,  Sec.  Lt.  P.  W.  Atkins,  Lt.  V  Beeton,  Sec.  Lt.  W  V  Berry 
sec.  Lt.  R.  H  Berryman,  Lt.  C.  G.  Carter,  Sec.  Lt.  F.  T.  Chouler,  Sec. 
Lt.  R.  J.  Clench,  Sec.  Lt  C.  A.  Court,  Sec.  Lt.  A.  L.  Fachnie,  Sec.  Lt. 
m.  D.  Penn,  Sec.  Lt.  J.  D.  Gallwey,  Maj.  R.  J.  Hudson,  M.C.  (substituted 
tor  notification  in  "Gazette,"  March  4th),  Sec.  Lt.  C.  P.  McCuaig  Sec 
BA*  G-  Phillips,  Sec.  Lt.  G.  D.  Stewart,  Lt.  A.  E.  Thornhill,  Lt  L 
L.  F  lowne,  July  nth;  Sec.  Lt  P.  B.  Agur,  Sec.  Lt.  C.  H  Ahrens,  Sec. 
Lt.  L-  L.  Allen  Sec.  I.t.  E.  J.  Atherton,  Lt.  F.  H.  Baguley,  Sec.  Lt.  H. 
S.  Barnes,  Sec.  Lt.  H.  R.  Baker,  Sec.  Lt.  R.  W.  Ball,  Sec.  Lt  W  Ballen- 
tyne,  Sec.  Lt.  J.  E.  Bancroft,  Sec.  Lt.  VV.  G.  Banting.  Sec.  Lt.  Ralph 
Barrett,  Lt.  M.  G.  Baskerville,  Capt  A.  Bell-Irving,  M.C,  Sec  Lt  D  H 
T.  Blake,  Sec.  Lt.  W.  W.  V.  Blaricom,  Sec.  Lt.  G.  Bolstad,  Lt.  J.  W 
Boulter,  Sec.  Lt.  H.  Broadberry,  Sec.  Lt.  L.  F.  Callaway,  Lt  W  H 
Cameron,  Sec.  Lt.  J.  A.  Carswell,  Sec.  Lt.  V.  L.  Child,  Sec  Lt  I  W 
Clarke,  Sec.  Lt.  K.  de  W.  Cleveland,  Sec.  Lt.  W.  McG.  Cochrane,  Sec. 
Lt.  F.  E.  Convery,  Lt.  H.  D.  Copland,  Sec.  Lt.  I.  B.  Corey,  Sec.  Lt 
II.  P.  Crabb,  Sec.  Lt.  H.  E  Crane,  Lt  A.  R.  Cross,  D.F.C,  Lt.  A.  L 
Cufle,  Sec.  Lt.  F.  J.  Currier,  Sec.  Lt.  A.  B.  de  Wolfe,  Sec.  Lt.  G.  R.  T. 
Donaldson,  Sec.  Lt.  D.  K.  Donelly,  Sec.  Lt.  G.  E.  Driscoll,  Lt  H  E 
Dunseith,  Sec.  Lt  L.  D.  Farmer,  Sec.  Lt.  W.  T.  Ferguson,  Sec  Lt.  W 
W.  Ferguson,  Sec.  Lt.  G.  McM.  Findlay,  Sec.  Lt.  J.  II.  Findlay,  Sec.  Lt. 

R-  Jlemmgton,  Sec.  Lt.  C.  C  Fox,  Sec.  Lt.  G.  Fraser,  Sec.  Lt.  C 
R,  Fulford,  Sec.  Lt.  T.  H.  Garlick,  Capt.  J.  L.  Gordon,  D  F  C  Sec  Lt 
&  ,Tt„Grieve>  W'  P-  F-  Gyles,  Sec.  Lt.  H.  C.  Hagamau,  Sec.  Lt.  M.  L. 
&*%  STeTc-  Lt.  P.  Harris,  Sec.  Lt.  J.  G.  Harvie,  Lt.  E.  N.  Hatelv,  Sec.  Lt. 
X-  §•  HeJrvey.  Sec-  Jtt.  B.  J.  Hill,  Sec.  Lt.  W.  McK.  Howell, 'Lt.  E.  R. 
Huston,  Capt.  W.  R.  Kenny,  Lt.  L.  Kinet,  Sec.  Lt.  P.  A.  King,  Sec.  Lt. 
5'  W.  Laidlaw,  Lt.  C.  I.  Lancefield,  Sec.  Lt  A.  Lawrence,  Sec.  Lt.  G 
E.  Ullico,  Sec.  Lt.  H.  S.  Littlejohn,  Sec.  Lt.  F.  R.  Livingston,  Sec  Lt 
L.  K.  Lloyd,  Lt  W.  C.  Lynch,  Sec.  Lt.  J.  G.  McCarthy,  Lt.  DSC 
Macaskie,  Lt.  W.  F.  McCarthy,  Lt.  A.  F.  MacDonald,  Sec.  Lt  U  T 
MacDonald,  Sec.  Lt.  T.  J.  W.  McFadden,  Sec.  Lt.  F.  D.  McGuire  Sec' 
Lt.  J.  A.  Mackay,  Sec.  Lt.  R.  G.  McLaren,  Sec.  Lt.  R.  St.  C.  McLaughlin 
Sec.  I.t.  J.  E.  McLellan,  Sec.  Lt.  C  R  McLeod,  Sec.  Lt.  A.  M.  McMorran, 
Sec.  Lt.  S.  R.  McNown,  Lt.  H.  Macpherson,  Sec.  Lt.  N  A  W  Mac- 
Queen,  Sec.  Lt.  F.  S.  E.  McRae,  Sec.  Lt.  D.  F.  McTavish,  Lt.  E  G  R 
Maillet  Sec.  Lt.  R.  Maranda,  Sec.  Lt.  W.  Marginson.  Sec  Lt.  C  A 
Maxwell,  Sec.  Lt  N.  S.  May,  Sec.  Lt.  A.  Meville,  Sec.  Lt.  J  I.  Miller, 
Sec.  Lt.  R.  C  Mitten,  Sec.  Lt.  R.  Morrison,  Sec.  Lt.  G.  E.  Mullin,  Sec 
Lt.  W.  G.  G.  Murdock,  Sec.  Lt.  G.  A.  Nicholls,  Sec.  Lt.  E  F  Nicholson 
Lt.  R.  E.  Norman,  Sec  Lt.  A  J.  O'Neill,  Sec.  Lt.  ).  A.  O'Neill  Sec  Lt 
V.  O'Neill,  Sec.  Lt.  C.  B.  Parsons,  Sec.  Lt.  L.  H.  Parsons,  Sec  1 1  W 
J.  Pennmgroth,  Sec.  Lt.  W.  R.  Penny,  Sec.  Lt.  C  A.  Pienaar,  Lt  E  G 
Plum,  Lt.  F.  H.  Prime,  Sec.  I.t.  L.  W.  Prime,  Sec.  I.t.  G.  C  Rayden  Lt 
H.  A.  Urquhart,  Lt.  K.  B.  Watson,  D.F.C.  (substituted  for  notification 
m  "Gazette,"  July  nth),  I.t.  A.  N  Westergaard,  July  12th-  Tt  C  B 
Mellor,  Lt.  G  J.  Wilde,  July  13th;  Sec.  Lt.  H.  Chee'tham,  Sec.  ft  H  D 
Christie,  I.t.  R.  S.  Phelan,  Sec.  Lt.  H  D  Riddell,  July  14th;  Capt.  H  T. 
Larkm,  D.F.C,  July  15th;  Sec.  Lt.  G  H.  Keat,  Lt.  A.  R.  Strang,  Tulv 
16th;  Sec.  Lt.  G.  A.  Elliott,  Sec.  Lt.  W  Midrlleton,  Sec.  Lt.  R  R  Mor- 
ton,. Sec.  Lt.  R.  E.  Napier,  Sec.  Lt.  M.  H.  Otwav,  Julv  17th ;  Sec  1 1  \ 
B  D.  Campbell,  See.  Lt.  J.  A.  Martin,  Sec.  Lt.  J.  G.  M.  Mathewson! 
July  18th. 

Capt.  B.  S.  Wemp,  D.  F.  C,  relinquishes  his  eommn.  on  account  of  ill- 
health  contracted  on  active  service,  and  is  granted  rank  of  Mai..  Tune 
13th. 

The  following  Lts.  relinquish  their  comrnns.  on  account  of  ill-health, 
and  are  permitted  to  retain  their  rank  :—  S.  C  Shepherdsou  (contracted 
oil  active  service),  .Tune  19th;  R.  G  Pratt,  June  27th  (substituted  for 
notification  in  "Gazette,"  April  8th;  J.  W.  Baillie,  F.  R.  C.  Cobbold 
(caused  by  wounds),  R.  A.  Crabtree  (contracted  on  active  service,  July 
4th);  F.  C.  A.  Thorpe  (caused  by  wounds),  C.  G.  Wood  (contracted  on 
active  service),  July  7th;  Lt.  W.  G.  R.  Bailes  (caused  by  wounds),  July 
nth. 

Lt.  H.  L.  Yates  resigns  his  eommn.,  June  iSth  (substituted  for  notifi- 
cation in  "Gazette,"  May  13th). 

Lt.  G.  G.  L.  Blake,  D.F.C,  D.C.M.,  to  take  rank  and  precedence  as 
if  his  appointment  as  I.t  bore  date,  March  17th. 

The  following  Sec.  Lts.  relinquish  their  columns,  on  account  of  ill- 
health,  and  are  permitted  to  retain  their  rank  : — C.  E.  Robinson  (caused 
by  wounds),  July  4th;  G.  V.  Straker,  July  10th.  (substituted  for  notifi- 
cation in  "Gazette,"  June  6th) 

Sec.  I.t.  C.  Oldfield  is  removed  the  Service  for  absence  without  leave, 
Jan.  26th. 

The  notification  in  "Gazette,"  March  28th,  concerning  Sec.  Lt.  J.  M. 
Scott  is  cancelled. 

The  notification  in  "Gazette,"  May  30th,  concerning  Lt.  I,  D.  Brown 
is  cancelled. 

The  notification  in  "Gazette,"  June  3rd,  eoncernino;  Lt.  W.  E  Watt  is 
cancelled  (the  notification  in  "Gazette,"  April  4th  to  stand). 

The  notification  in  "Gazette,"  June  17th,  concerning  I.t  C  C.  G  Gir- 
van  is  cancelled. 

The  notification  in  "Gazette,"  June  24th,  concerning  Sec.  I  ts.  T. 
Mundy  and  E.  A.  Murray  is  cancelled. 

Administrative  Branch. — Lt.-Col.  G.  Hilton,  D  C  M.,  to  be  Lt.-Col., 
from  (S.O.),  July  6th. 

Lt.  A.  B.  Monk  to  be  actg  Capt.  while  empld.  as  Capt.,  from  iw/»y. 
30th,  1918,  to  April  30th  (substituted  for  notification  in  "Gazette,"  May 
23rd) 


Lts  .to  be  graded  for  purposes  of  pay  and  allowances  of  Capts.  while 
empld.  as  Capts.  :— S.  Curriiigton,  M.B.E-,  R.  Elphich,  (Hon.  Capt.)  L- 
V.  Popkiss,  May  1st. 

Lts.  (A.)  to  be  Lts.  :— J.  H.  Taylor,  May  6th;  H.  A.  Zinn,  July  8th 

Lt.  G.  A.  F.  Hudson  to  be.  Lt.,  from  (S.),  July  25th  (substituted  for 
notification  in  "Gazette,"  July  15th). 

Sec.  Lts.  to  be  Lts.  :— G.  D.  Ashby,  Oct.  20th,  1918;  (actg.  Capt.  G.  T. 
Armitage,  Dec.  17th,  191S 

The  following  are  granted  temp,  commns.  as  Sec.  Lts.  :— C.  Jackson, 
Nov.  2ist,  1918;  C.  J.  Elliott,  July  14th. 

The  following  relinquish  their  commns.  on  ceasing  to  be  empld.  :  — 
Lt.  S..P.  Briggs  (Lt.,  Northants  R.),  June  i6th;  Sec.  Lt.  (Hon  Capt.)  D. 
M.  Berry  (Capt.,  R.  Fus.),  June  25th. 

Transferred  to  unempld.  list:— Lt.  (actg.  Capt.)  G.  Southern,  Jan. 
23rd;  Lt.  A.  A.  Bowes,  Feb.  17th;  Sec.  Lt.  R.  A  Smith,  Feb.  28th;  Sec. 
Lt.  J.  W  Smith,  Sec  Lt.  H.  C  Smith,  March  12th;  Sec.  Lt  W.  W.  H. 
Lee,  April  nth;  See.  Lt.  J.  Lewis,  Sec.  Lt.  G.  H.  Stanley,  April  12th;  See. 
Lt.  H.  Smith,  D.F.C,  April  nth;  Sec  Lt.  T.  Smith,  April  18th;  Sec.  Lt. 
H.  T.  Cock,  Sec.  Lt.  S.  H.  Meitjes,  April  2cth;  Sec.  Lt.  R.  H.  Norris 
(North'd  Fus.),  Capt.  C.  D.  Smart,  M.C,  April  22nd;  Capt.  (actg.  Maj.) 
W.  V.  Sherwell,  April  30th;  Sec.  Lt.  W  M.  Limb,  May  3rd;  Sec.  Lt.  C. 
W.  Sutcliffe,  Sec  Lt.  D.  Sparrow,  May  15th;  Lt.  C.  B.  Stead,  May  20th; 
Lt.  F.  Sumpter,  May  22nd;  Sec.  Lt.  V.  D.  Smith,  May  23rd;  Lt.  J.  U.  G. 
Lamond,  May  27th;  Capt.  J.  G.  Levy,  May  29th;  Capt.  J.  W.  Sydenham, 
June  1st;  Lt.  A.  McKenzie,  June  2nd;  Sec.  Lt.  L    Skeldon,  Sec.  I.t.  W. 

D.  Tye,  June  3rd;  Sec.  Lt.  W.  J.  Bradshaw,  Sec.  Lt.  H.  S.  M.  Popplewell, 
June  5th;  Capt.  E.  L.  Oliver,  M.C,  Lt.  J.  D.  D.  Renfrew,  June  nth; 
Sec.  Lt.  A.  G.  Finlavson,  June  13th;  Capt.  E.  G.  Simpson,  June  14th;  Lt. 
A.  T.  Laing,  June  13th;  Lt.  J.  B.  Lawton,  June  26th;  Sec.  Lt  A  R  Mr 
Donald,  June  28th;  Sec.  Lt.  S.  Sinclair,  July  1st;  Sec.  Lt.  S.  L.  Bennett, 
Lt.  R.  Fitton,  M.C,  July  2nd;  Sec.  Lt.  H.  J.  Coles,  Lt  T.  J.  Legate, 
July  3rd;  Sec.  Lt.  W.  Molineaux,  July  9th;  Sec.  Lt.  E-  C  McCall,  Sec.  Lt. 
L.  Marquard,  Lt,  F.  W.  Nelson,  July  10th;  Sec.  Lt.  A.  W.  Mackay,  Sec. 
Lt.  J.  B.  Martin,  July  12th. 

Lt.  (actg.  Capt.)  C.  E.  Morgan  relinquishes  his  eommn.  on  account 
of  ill-health,  and  is  granted  the  rank  of  Capt.,  May  25th,  1918  (substi- 
tuted for  notification  in  "Gazette,"  May  24th,  1918). 

Lt.  E.  Croghan  relinquishes  his  eommn.  in  order  to  resume  lis  medi- 
cal studies,  July  1st. 

Lt.  G.  C.  Leviek  (K.R.R.C.)  relinquishes  his  eommn  on  account  of 
ill-health  contracted  on  active  service,  July  14th. 

Sec.  Lt.  J.  C.  Child  relinquishes  his  eommn.  on  account  of  ill-health, 
and  is  permitted  to  letain  his  rank,  Dec.  23rd,  1018  (substituted  for 
notification  in  "Gazette,"  Nov.  12th,  1918). 

The  notifications  in  "Gazette,"  May  13th  and  July  4th,  concerning 
Lt.  H.  W.  Piper  are  cancelled. 

The  notification  in  "Gazette,"  Apiil  25th,  concerning  Sec.  Lt.  D. 
Miller  is  cancelled. 

The  notification  in  "Gazette,"  May  6th,  concerning  Maj.  J.  M.  Boyd, 
M.B.E.,  is  cancelled. 

Technical  Branch —Lt.  H.  W.  Prockter  to  be  graded  for  purposes  of 
pay  and  allowances  of  Capt.,  whilst  empld.  as  Capt.,  Grade  (A.),  May  1st. 

Lt.  J.  R.  Coulthard  to  be  graded  for  purposes  of  pay  and  allowances 
of  Capt.,  whilst  empld.  as  Capt.,  Grade  (B.),  May  1st. 

Sec.  Lt.  (actg.  Capt.)  E.  P.  Dampier  to  be  Sec,  Lt.,  Grade  (G.),  from 
(Ad.),  and  to  retain  the  actg.  rank  of  Capt.,  whilst  empld.  as_Capt, 
Oct.  1st,  1918. 

Lts.  to  be  aetg.  Capts.  without  pay  and  allowances  of  that  rank  whilst 
empld.  as  Capts.,  Grade  (B.)  :— W.  F.  Mytton  (substituted  for  notification 
in  "Gazette,"  March  21st;  J.  M.  B  E.  St.  Amory  (substituted  for  notifi 
cation  in  "Gazette,"  March  21st),  Dec.  1st,  1918. 

Lts.  to  be  Lts.,  Grade  (A)  :— E.  R.  V.  Collett,  from  (O.),  Nov.  1st, 
1918;  J.  S.  Stevenson,  from  (Ad.),  Dec.  15th,  1918 

C.  N.  Smith  (Lt.,  R.  Welsh  Fus.)  is  granted  a  temp,  eommn.  as  Sec 
Lt.,  Grade  (B),  May  22nd,  1918,  and  to  be  Hon.  Lt. 

Transferred  to  unempld  list  :— Sec.  Lt.  (Hon.  I.t.)  C  D.  B.  Stiles,  Feb. 
21st,  Sec.  Lt.  F.  C  Lawrence,  Capt.  F  C  Starnes,  April  Qth ;  Lt.  P.  R 
Smith,  Sec.  Lt.  W.  F.  Simpson,  April  13th;  Sec.  Lt.  G.  W.  Heugh,  April 
20th;  Capt.  N.  Littlejohn,  April  22nd;  See.  Lt.  (actg.  Lt.)  W.  Stanton, 
April  26th;  Capt.  M.  T.  Spence,  April  29th;  Capt.  W.  A.  Scoble.  M.B.E., 
Mav  3rd;  Capt.  G.  W.  Lester,  Mav  9th;  Maj.  G.  Dixon-Spam,  M.C.  Lt. 
L.  H.  Strudwiek,  Sec.  Lt  F.  II.  Shaw,  May  15th;  Sec.  Lt.  E.  J.  Bristow, 
Capt.  H.  J.  C.  Smith,  M..BE-,  Mav  10th;  Sec.  Lt  (Hon.  Lt.)  G.  R. 
Spencer,  June  1st;  Capt.  W.  Yonge,  June  4th;  Sec  Lt.  H.  E.  Stiles,  June 
6th;  Sec.  Lt.  P.  F.  Westcrman,  June  7th;  Lt.  W.  IT.  R.  Skudder,  June 
9th Capt.  A.  G.  Trussell,  D.S.M.,  June  nth;  Sec.  Lt.  W.  T.  Grubb,  Sec. 
Lt.  H.  Scott,  June  12th;  Mai.  A.  R.  Lavard,  June  13th;  Lt.  L.  Mantell, 
June  17th;  Lt.  L.  F.  Roslvn,  June  24th  :  Lt  B.  F.  Sandy,  June  25th; 
Capt.  E.  B.  De  Merrall,  June  27th;  I.t.  F.  Alexander,  June  20th:  Sec.  Lt. 
N.  C  Clements,  June  30th,  Lt.  F.  H.  Bartlett,  Capt.  J.  S.  Street,  July  1st; 
See.  Lt.  P.  G.  Beeslev,  Lt.  C.  E.  Marvon,  Julv  2nd;  Sec.  Lt.  J  H.  Hunter, 
Julv  6th;  Lt.  P.  S.  Woodroffe,  Julv  roth;  Capt.  D.  A.  Haig,  Sec.  Lt.  V.  S. 
Lord,  Sec.  Lt.  W.  S.  Pavey,  Sec.  I.t.  K.  B.  Sylvester,  July  nth. 

Sec.  Lt.  J.  Penrose  relinquishes  his  eoinmn.  on  account  of  ill-health 
contracted  on  active, service,  and  is  permitted  to  retain  his  rank,  June 
24th. 

The  initials  of  Lt.  N.  V  TTarlc  are  as  now  described,  and  not  "IT.  Y." 
as  stateel  in  "Gazette,"  Mav  2nd. 

The  date  of  appointment  of  Sec.  Lt.  T.  Mundy  and  Sec.  Lt.  F.  A.  Mur- 
ray is  March  8th.  and  not  May  8th  as  stated  in  "Gazette,"  May  2-,rel. 

The  notification  in  "Gazette,"  May  16th  concerning  Lt.  E.  R.  V.  Col- 
lett is  cancelled. 

The  notification  in  "Gazette,"  Dec.  3rd,  1918,  concerning  C.  Jackson 
is  cancelled. 

Medical  Branch.— Maj.  F.  H.  Stephens  (Staff  Surgeon,  R.N.)  relin- 
quishes his  eommn.  on.  reverting  to  R.N.  Medical  Services,  Feb.  nth 
(substituted  for  notification  in  "Gazette,"  March  21st). 

Transferred  to  unempld.  list:— Lt.  E.  S.  Sharpe,  May  7th;  Capt.  N.  F. 
Stallard,  May  13th;  Lt.  R.  W.  Stephenson,  May  27th;  Lt.  N  C.  Cooper, 
June  2.3rd. 

The.  notification  in  ''Gazette,"  Feb.  14th,  concerning  Capt.  A.  E.  Mc- 
Culloch  is  cancelled 

Chaplains  Branch. — Rev  R.  Hall  is  granted  the  relative  rank  of  Col. 
while  empld.  as  Principal  Chaplain  <\VeslonnI,  May  ist  (substituted 
for  notification  in  "Gazette,"  Mav  20th,  granting  the  relative  rank  of 
Lt.-Col.). 

Memoranda.— T'te  following  Overseas  Cadets  are  granted  tenip. 
commns.  as  .Sec.  Lts.  with  effect  from  Feb.  15th,  and  relinquish  such 
commns.  with  permission  to  retain  the  lank,  from  the  day  following 
termination  of  the  standardised  voyage  in  the  case  of  those  clammy' 
immediate  repatriation,  and  from  the  day  following  demobilisation  in 
England  in  all  other  cases  :— 52030-5  A.  C  Anderson,  92J.57  W.  S.  An- 
drews, 534226  B.  R.  Armitage,  0111179  R.  R.  Atkins,  510396  C.  P.  Atkin- 
son, 71UR  J.  H.  Atkinson,  4Q0S7  H.  M.  Bignell,  65096  F.  W.  Pr>tsford. 
487387  J.  W.  Bair.bridge,  654006  W.  R.  Barkley.  4J611-  J.  Batm  an,  ion6n; 
A.  H.  Battersbv,  528351  J.  C.  Beaton,  451784  II.  Bcccham,  84toio  H.  Bell, 
603157  T.  G.  Bell,'  175094  N.  G.  Binkley,  528711  W.  A.  Blackwc-ll.  s28ci.i 

E.  G.  Blair,  S63646  M.  L.  Brothfrs,  106109  W.  J.  Brown,  234104  I-  W,  Bur- 
ton,  5555U  C.  T.  Bussell,  R41134  A.  E  Baife,  451  o1- 7  L.  S.  Barnes.  818010 
II.  Barrett,  2232  I,.  R.  T.  Ban  set,  34^870  H.  I.  Bell,  461 180  L   R  Bishop, 


404 


The  Aeroplane 


July  30,  1919 


400246  H.  A.  Black,  916141  H.  B.  brauscombe,  829708  M.  H.  Butt,  512282 
II.  J.  Cable,  317039  H.  D.  Camtron,  63231  J.  K.  Christie,  18683  J-  Clarke, 
424117  A.  CoUcu,  129679  H.  E.  B.  Cook,  1261415  G.  W.  Craig,  471156  F  F 
Crooks,  10065b  VV.  C  Canuthcrs,  2025154  C.  Carver,  4573b?  W.  Cash,  5,4068 
i,.  A.  cbaniDerlain,  512470  H.  J.  Churchill,  880828  B.  F.  Clarke,  81175  E. 
W.  Cooke,  231279  C.  Corunck^  2115344  H.  H.  Cornish,  853337  E.  Creswick, 
?.J0H  ,V>-"  M-  Cross>  400097  H.  J.  Cummins,  534209  G.  K.  Currie,  418829 
C.  M.  De  Courey,  907153  C.  A.  Darke,  528592  E.  J  Davis,  410284  C.  H. 
JJOve,  213793  A.  S.  Dunneit,  645005  H  J.  Dyer,  2329082  H.  Edwards,  787034 
ao  '  s2756o  J-  B-  Ettrick,  422668  A.  Fris,  84005  W.  Fairbrother, 

4068&4  J.  Falconer,  111172  H.  11.  Ferris,  907410  W.  E.  Findlay,  461125  D 
i-mestone,  525100  VV.  E.  Fleming,  818185  C.  K.  Flewelling,  541862  R.  L,. 
Pluhrer,  2125005  A.  Forbes,  311950  H.  S.  Ford,  928232  W.  Flicker,  75273  D. 
Graham,  511909  F.  Game,  542292  H  G.  Gaiman,  709377  A.  V.  Geldart, 
7O9377  A.  B.  Gibson,  2006480  J.  Gilford,  21840  H.  R.  Gilbert,  21839  R- 
Gilbert,  104262  C.  E.  Gillis,  539155  D.  G.  Goddatd,  064  G.  S.  Gollan, 
55"78  X.  O.  Graham,  9910  N.  I.  Green,  1261686  T.  V.  Green,  155713  W  J 
Greves,  133204  B.  Guinea,  216231c  A  F.  Hagcll,  253029  E."  Haggiss' 
534083  R  de  C.  Harding,  151 727  B.  G  Harris,  510003  F.  A.  Harris,  656414 
P.  W  Harrison,  157082  G.  F.  Hatch,  234705  J.  I,.  Haw  1043 12  W.  A 
fiazeltou,- 724719  D.  A.  Hepburn,  86005  B.  Herman,  525013  J.  R  Higgin- 
botham  9086  H.  R.  Honeycombe,  135730  W.  H.  Hulme,  475896  R  T 
Irwin,  187608  J  B.  Isles,  2203985  J-  Jack,  910010  G.  H.  Jackson,  534667 
A.  G  Jacks,  534659  V.  A  James,  2193307  E.  H  Jamicson,  869  C.  Jenkins, 
V-  A-  JennmSs.  755084  E.  B.  Johnson,  174309  A.  E.  Jones,  437747  A  G 
E.  Kautinann,  89276 -S.  J.  Kehoe,  200800c  R.  E  Kennedy,  10,738-  H  Ker- 
laud,  745678  N.  C.  Kilpatnck,  145811  H.  W.  Kirk,  718372  W.'  Knstjanson, 
002847  F.  E.  Kyle,  469946  H.  H.  Famrock,  463115  A.  J.  Faneuville,  414164 
J.  F.  Faphen,  82002  J.  C.  Feadox,  115356  J.  F.  Fester,  2025272  W.  E  Fever 
213424  J-  H.  Fogan,  911813  A.  J.  D.  Fove,  535758  H.  J.  Fove,  2115134  R! 
%  ^°ve'  ^°86  J-  Law,  1036  J  R.  Manlove,  414120  R.  V  Martin;  7,1062 
T  W.  Maynard,  91005  IvF  Minhinniek,  507574  J.  H.  Moase,  noc  A  W 
Money,  529612  C.  Montgomery,  532250  R.  G.  Moore,  "4430=2  F. 
iuorei,  541880  P.  C.  A.  Monn,  074960  F.  I,  Morton,  9.101s  C  "McA 
Munro,  5 1 1 533  A.  Murphy,  742855  J.  H  Munay,  6 ^857  W.  A,  McClena- 
ghan,  267573  R-  G.  McCullough,  12580^5  J.  IF  McDonald,  3J1736  T  A 
McDonald  1030063  W.  F.  McDonald,  636006  IF  J.  MacDoneU,  874420  h' 
McDougall  445181  C.  W.  McRae,  624871  H.  C.  Miller,  ,,2=5  H.  Moon~ey 
.,439p  C.  McXarlane,  542020  M.-B.  McFarlane,  ^4668  J.  McGee,  6241  M  C 
£t°Yn-  34Sl6,rH.?,  Mclntyre,  688061  R.  S  McKay,  2125,26  C.  ifc 
K>cs,  659203  H  M.  McFean,  524249  R.  I,  McQuarrie,  12466s  C  W  Mc- 
Ritchie  1003026  0.  T.  Nclder,  883211  A.  D.  Newton,  ,24938  C  C  Orth 
t75439,EoL'  °sborne-  445835  W.  F  Osborne,  5421,7  R.  A.  Paget'  117462 
Llf^A  8^  C'  E'  ^ktlAW°8.G-  H-  lament,  522697  W  Pearson^ 
42682.,  A.  Peek,  2003538  A,  D.  Peister,  531772  H.  B.  Perrin,  760471  c  I 

f66ei4P-S,r°03r065pC-fSi,Philip'  S3°^  W- >  ^'ken'  SS062  H.  R  Pickering, 
1 66 1 4-,  G_  C  Pinfold,  1024053  T.  W.  Pinnell,  487,25  E.  J  Pinnington 
53151  F.  Pollard,  270653  N  S.  Poison,  6,91,8  W  C   Pridham     S  c  F 

Retf  Z^'&n  °   A-0Rawlins,  598  E.  A    Reid,  469231  H.  D 

??3v  ffir?i  *!'  ReKl>  I07-'288  F-  H-  Richardson,  4601=0  w  Ridout, 
™  L  R  r  k  T.  5?"'  420226  W^S'  Roberlso".  3oc^i5  W.  k.  Rutherford 
Rv  £  K.»«edge,  5424,9  D.  R.  Randolph,  2527537  J.  R.  Rennie 
U°  $Lr  1  S,unders°u.  302932  R.  A.  Scott,  190085  R.  A.  Searles,  2,4149s  F 
?,fic6  % d'c639.v9  C  A.  S.  Smith,  73,870  C.  P.  Smith,  908000  J  F  Smith 
i   l  7\J-  ?iaJf'  186710  R  sPears,  86202  K.  Stanford,  76962s  J  J  Stewart 

S  vind^  Coof6eK  ^-  252327  R'  St°^Ck'  339545  A.  SweLon  2133  A  D 
Swmden,  19916  H.  Simpson,  21425  T.  Spoors,  406628  D.  Stotners  475471 
M.  G.  Saunders,  12616 70  J  H  Schofield,  ,46,21  R.  S.  Seott  swos6  W  W 
?S?J%rh  64*f4%1-  H-  Stewart.  285245  F.  Tollervev,  s29^7s ' C   A  Taylor 

Iv'-F  TlJw'  ?4r°  ??•  Th°ma^  2^°Q0  H  C.Thompson,  S40404 
W.  F.   Tickle,  6,3563  G.  M.  Tmkess,  6401,1  W   T    Todd    st46^s  F  V 

SH^War^  -T"5fc.  '74009  R."  J  Vaustone,  y^T5^^, 
II  I?  WitkinT  rite?  k  5  t  w  ',  Wfffre»i  12662  J.  W.  Washburn.  68iiso 
11  a.  watkms,  0868  I-  T  Webster,  S2676S  A.  E  Weils  =^7670  w 
Wheeler^  66042  W  A  White,  ,00,080  A  G.  White,  226s,'o  E  \  WilkinV 
llAXI  tDt. "llHams'  R74°6^  W'  V-  Willoughby.  79766,  A  J  ^Wilson' 
401643  J.  E  Wilson,  475240  J.  T.  Wilson,  S02940  W  Witthum  706,81  w' 
^on^wl41^5  S'  W'i,5on'  3l892'  E  Winsklll,  66684I  Wilson' 
t^mig      Wheeler>  4IS340  A.  Vouhlen,  17:402  C.   R.  Yates,  910144  M.  H.' 

The  following  Cadets  aie  granted  Hon.  Commns.  as  Sec   lis  --i7iqs8 

,a^mell't,Jan-  Ilth;  «-«44  A.  W.  Hulbert.  Feb.  20th;  351  E  A 

April  ^ndb\22o  -6;  ^9^6,hH-  ^  26lh  •  H.  P.  McDonald! 

?3u.         'c       5£  ^1  M'lburn,  April  nth;  270540  E.  S    Careless  Anri 

"til-  Mt*f6>E'Hh^,Sa?t•  A,rl  28/h;  43331  °"   K    Utting'.  April 
-9ui,  ui\l2/ 178/56  C.  H.  Clarke,  May  1st;  -.10290  T    J    'shilvoek  Mnv 
2nd;  r.s6302  A.  P.  Merchant,  May  4th ;  60421^.  W.  A    Dcnn  '    Ma'v  stn 
J-^,  A,rn?ld-'  M.ay  6th;  8656  A.  E.  Martin,  June  14th   XJCnnu>  May  5th' 
rln  1  B"8r--Gen.)  K.   Wigram,  C.B.,  D.S.O.   (Bt.  Col    (T  /Brig 

A^rii'ioth  '  relmqU,SheS  l!is  comm"-  on  ceasi»^  to  be  emp"d  ; 

to^emVZ^^P-  ¥°av^-  ^linqnish  their  commns.  on  ceasing 
17th  Naylor,  T.  T.  Sawday,  June  16th;  H.  E.  Peirce,  July 

r>  a  rr  _^»m,-  f  11     •  .  Air  Ministry,  July  22nd. 

K..\.K— vThe  following  temp,  appomtmt.  is  made  at  the  Air  Atinistrv  • 
Deputy  Director  (Qrmr.  Servs.).-Col.  F.  C.  Hafahan  C  M  C  D  S  O ' 
M.C  '  V'Ce  T,t  "Co1-  {actg-  CoU  A-  Fletcher.  CM  G.,  C.B.E I, 

The  following  temp,  appointments  are  made  :--Comdr  -Mar  -Gen  T 
n',.A=  Hlgglns-  C.B    D.S.O..  A.F.C.,  July  22nd.  and  to  be  graded  for  pu^ 

^^&^Zm^^^  dTo'  to  be^al 

,..ur,0"P  ,r°I?drs-   (Graded  as  Cols.,  Staff).— Ft-Col    facte    Col)  R  H 

"tf^fi'  D  S  O"  J,uly  l6th;  J-t-Co1-  T-  C.  R.  Higgins  C  M  G    July  ift 
Staff  Officer,  ist .Class  (P.) — Maj.  H.  A.  Michell,  O  B  E    Mav  ",rd 

Ft   %   Jewelf.'         ClaSS  (T-'-Maj  N-  F-  P"  BuckWidge.'^isrviee 
Staff  Officer  3rd  Class  (P.). -Capt.  L.  E.  Middleton,  July  20th;  See  It 
TT  w  «A    by'  A,Pnl  235d;  and  t0  be  acte-  Ca')t-  till  April  ,oth  (T)-I  t 
iiii       ■iWye^'  ^ay  Vrd;  Sec-  Lt  w-  Bye-  Feb-  and,  and  to  be  ac-tg.  Capt 
till  lprir,0oth;.         '    H-  Norrington-  March  I0th.  ^d  to  be  aetg.  Capt.' 
T\/rir  AUache  '(Madrid) .-Maj.  (actg.  Ft.-Col.)  w.  D.  S.  Sanday,  D.S  O 
£^-Vn<1,  an*  to  retain  the  actg.  rank  of  Ft.-Col.  whilst  so  empM 
i  t  ?ni  ,  a       ^3J,  K-      K^inson  to  be  aetg.  Ft.-Col.  whilst  emp  d 

?L  ^-fi    («.'  a"d        fr1^  Apnl  lst  IC)l8'  to  APril  ^ot'i  (substituted  for 
the  notification  m  "Gazette,"  Aug  6th,  1918). 

capt.  H.  G.  White  to  be  actg.  Maj.  whilst  cmpld.  as  Maj    (A),  May 

Capt.  S.   T.  F.  Greer.  A.F.C.,  to  be  graded  for  purposes  of  pay  and 
allowances  as  Maj.  while  empld.  as  Mai.  (A.),  May  nth 

Capt.  H.  G.  Travers,  D.S.C.,  to  be  graded  for' purposes  of  pay  and 
allowances  as  Maj.  while  empld.  as  Maj.  (A.  and  S  )    Mav  is* 

Capt.  W.  G.  Pigott  relinonishes  the  grading  for  purposes  of  pay  and. 
allowances  as  Maj.  (K.B.),  Mav  5th 

Us.  to 1  be  actg.  Capts.  while  empld.  as  Cants.  fA  )  :— J   Bovd  DFC 
irom  Oct.  14th,  1918,  to  Nov.  21st,  1918;  M.  J.  I.angley,  May  31st. 


Ft.  C.  N.  H.  Bilney  to  be  actg.  Capt.  while  empld.  as  Capt.  (A.  and 
S.),  May  31st. 

Ft.  O.  R.  Gayford,  D.F.C.,  to  be  actg,  Capt.  ivhile  empld.  as  Capt. 
(O.),  May  31st. 

Capts.  to  be  graded  for  purposes  of  pay  and  allowances  of  Capts.  while 
empld.  as  Capts.  (A'ship)  :— R  E.  V.  Jellifte,  July  2nd,  1918,  to  Jan.  31st; 
A.  J.  H.  MaeColl,  May  22nd,  1918,  to  Jan.  31st. 

Fts.  to  be  graded  for  purposes  of  pay  and  allowances  as  Capts.  while 
empld.  as  Capts.  (A.)  :—  N.  C.  Buckton,  F.  H.  Davics,  C.  J.  S.  Dearlove, 
G.  E.  Gibbs,  M.C,  W.  J.  F.  Harvey,  D.F.C.,  G.  L,.  Hobbs,  M.C,  C.  F. 
King,  M.C,  D.F.C.,  H.  F.  Nicholls,  D.VJC.,  A.  D.  K.  Perkins,  May  ist. 

Fts.  to  be  graded  for  purposes  of  pay  and  allowances  as  Capts  while 
empld.  as  Capts,  (A.  and  S.)  :  — G.  H.  Boyce,  E.  J.  F.  Hope,  May  ist. 

Sec.  Ft.  H.  C.  T.  Gompeitz  to  be  Ft.,  Dec.  23rd,  1918. 

dec  Fts.  to  be  actg.  Fts.  while  empld.  as  Fts.  :— W.  W.  Fangdon  (A.), 
J.  H.  McCaghey  (S.),  G.  W.  McDougall  (A.),  H.  G.  Pratt  (O.),  D.  E. 
Spalton  (O.),  May  31st. 

X.  C.  Beeken  (Sec.  Ft.,  W.  Riding  R.)  is  granted  a  temp,  commn.  as 
Sec.  Ft.  (S.),  Oct.  19th,  1918. 

P.F.O.  A.  K  Smithells  (late  R.N.A.S.)  is  granted  a  temp,  commn.  as 
Sec.  Ft.  (A.),  July  2nd,  1918. 

The  following  relinquish  their  commns.  on  ceasing  to  be  empld.  :  — 
Sec.  Ft.  (Hon.  Capt.)  A.  W.  B.  Becher  (Cayt.,  K.O.Y.F-F),  March  20th; 
Ft.  H.  Holroyd  (Ft.,  Sask.  R.),  May  20th;  Capt.  ;Hon.  Maj.)  E.  G.  Joy 
(Maj.,  Cent.  Ont.  R.),  May  31st;  Ft.  (Hon.  Capt.)  H.  S.  Uuigley,  M.C, 
D.C.M.  '(Capt.,  Can.  Engrs.),  July  3rd;  Ft.  A.  F.  G.  Clarke  (Sec.  Ft., 
R.A.S.C.),  July  4th;  Ft.  M.  F.  Doyle,  D.F  C.  (Capt,  Quebec  R.),  Ft.  E.  J. 
Mills  (Ft.,  Quebec  R.),  July  6th;  Ft.  A.  E.  de  M.  Jarvis,  D.F.C.  (Ft.,  E. 
Ont.  R.);  Sec.  Ft.  (Hon.  Ft.)  J.  E-  Palmer,  D.C.M.  (Ft.,  Can.  M.G.C.); 
Ft.  W.  F.  Rutledge,  M.M.  (Ft.,  Sask.  R.),  July  7th;  Capt.  R.  Duncan, 
M.C.  (Capt.,  Sask.  R.),  July  8th;  Ft  E.  O.  Houghton  (U..  C.  Ont.  -R.) , 
July  10th;  Maj.  R.  W.  Bruce  (Capt.  (temp.  Maj.),  Sask.  R.),  July  14th; 
Ft.  E.  Mills  (Sec.  Ft.,  R.H.  and  R.F.A.),  July  23rd. 

Transferred  to  unempld.  list: — Sec.  Ft.  B.  E-  Wolstencroft,  Jan.  23rd; 
Ft.  J.  C.  Ruse,  Jan.  29th;  Ft  J.  F  Hill,  Jan.  31st,  Ft.  E.  V.  D.  Mathews, 
Feb.  ist;  Ft.  A.  G.  N.  Jones,  Feb.  9th;  Capi.  (Hon.  Maj.)  c.  O.  F.  Modin, 
D.S.C.,  Feb.  nth;  Sec.  Ft.  J.  S.  Harrison,  Feb.  12th ;  Ft.  W.  E.  Jackson, 
Feb.  24th;  Ft.  V.  K.  Hilton,  Feb.  25th;  Sec.  Ft.  J.  G.  Rodwell,  Feb.  26th; 
Sec.  Ft.  J.  Woods,  Feb.  27th;  See.  Ft.  C  H.  Roy,  March  sth;  Sec.  Ft.  F. 
W.  Ross,  March  8th;  Sec.  Ft.  A.  Watson,  March  9th;  Ft.  J.  B.  Hine, 
March  13th;  Ft.  (Hon.  Maj.)  (actg.  Capt.)  F.  G.  S.  Reynolds,  March 
27th;  Ft.  IF  E.  Read,  March  29th;  Ft.  (actg.  Capt.)  M.  H.  Rattray,  March 
50th;  Sec.  Ft.  A.  Fowe,  Ft.  T.  J.  R.  Wilson,  March  31st;  Ft.  W.  E. 
Coventry,  April  ist;  Sec.  Ft  P.  F.  Hilborn,  April  2nd;  Sec.  Ft.  (Hon. 
Ft.)  W.  O'B.  Rigden,  April  3rd;  Ft.  H.  J,  W.  Roberts,  April  4th;  Ft.  H. 
1 V.  Jellicoe,  April  5th;  Sec.  Ft.  A.  S.  G.  Rodway,  Sec.  Ft.  J.  F. 
Spencer,  April  9th;  Sec.  Ft'.  C.  E.  Woodger,  April  10th;  Sec  Ft.  R.  M. 
Mulrihill,  Sec.  Ft.  R.  V.  Richardson,  Ft.  (actg.  Capt.)  W.  G.  Stevenson, 
D.F.C,  Sec.  Ft.  H.  C.  Wood,  Ft.  F.  E.  Wood,  April  i,th;  Sec.  Ft.  J.  Ker, 
Ft.  K.  M.  Roberts,  April  15th;  Ft  R.  M.  Hughes,  Sec.  Ft.  G.  H  F  Robert- 
soil,  Ft.  J.  H.  G.  Womersley^  M.C,  April  16th;  Ft.  G.  Rodgers,  Ft.  J.  D. 
Scott,  April  17th;  Sec.  Ft.  B.  F.  J.  Johnson,  Ft.  (actg.  Capt.)  F.  C.  Rans- 
ley,  Ft.  C.  P.  Wingfield  (R.I.  Fus.),  April  18th;  Sec' Ft  H.  T.  Jackman, 
Sec.  Ft.  P.  Keeley,  Sec.  Ft.  J.  Kerr,  Sec.  Ft.  D.  A.  Mclntyre,  Sec.  Ft  A. 
Raymond,  See.  Ft.  A.  Roberts,  Sec.  Ft.  J.  Robinson,  Sec.  I.t.  A.  B.  Roche, 
See.  Ft  A.  R.  Ross,  April  19th;  Sec.  Ft.  P.  J.  May  ton,  April  20th;  Capt. 
C.  N.  Russell,  April  21st;  Ft.  C.  T.  Robinson,  Ft.  E.  F.  Rogers.  Sec.  Ft. 
W.  St.  C.  Slater,  Sec.  Ft.  E  S.  VV.  Smith,  April  24th;  Sec.  Ft.  P.  S. 
Hartley,  April  28th;  Sec.  Ft.  G.  Russell,  April  29th;  Sec.  Ft.  J.  J.  Rowe, 
April  ,oth;  Capt.  W.  O.  Raikes,  O.B.E.,  May  ist;  Sec.  Ft  F.  Reay.  Ft. 
H.  M.  D.  Walker,  May  2nd;  Sec.  Ft  J.  C.  Raine,  Sec.  Ft.  W  Wilkinson, 
May  5th;  Sec.  Ft.  E.  Roberts,  May  6th;  Sec.  Ft.  B.  C.  Fongmire,  Ft  A. 

C.  Reed,  May  8th;  Ft.  F.  H.  Reeve,  May  10th;  Ft.  D.  M.  Johns,  May 
nth;  Ft.  J.  F.  Roberts,  Ft.  A.  T.  Rose,  May  12U1,  Ft.  F    M.  Carter, 

D.  F.C,  Sec  Ft.  F.  Hart,  May  15th;  Capt.  A.  E.  H.  Roberts,  May  16th; 
Sec.  Ft.  J.  A.  C.  Randall,  See  Ft.  W.  S.  Roberts,  Sec.  Ft  H.  A.  Rolls, 
May  18th;  Sec.  Ft.  A.  T.  Reid,  Sec.  Ft.  C.  V.  Ronchi,  May  10th;  Sec.  Ft. 
P.  H.  Devenish,  May  20th  (substituted  for  notification  in  "Gazette," 
May  23rd);  Sec.  Ft.  R.  O.  Standing,  May  21st  (substituted  for  notification 
in  "Gazette,"  May  20th);  Maj.  R.  T.  Feather,  Sec.  Ft.  C.  A.  Winch  fRif. 
Bde.),  May  23rd;  Sec.  Ft.  J.  E.  Raistiick,  May  24th;  Sec.  Ft.  E.  A. 
Roberts,  Capt.  W.  Roche-Kelly,  May  27th;  Ft.  A.  H.  C.  Randall  Ft.  A. 
P.  Rapson,  Capt.  E.  B.  A.  Rayner,  Ft.  H.  P  Roberts,  Ft.  H.  A.  Rodger, 
Sec.  Ft.  J.  J.  Rutter,  May  29th;  Ft  A.  W.  Rush,  May  30th;  Sec  Ft.  F. 
H.  Ransom,  May  31st;  It.  F.  H.  Moore,  Sec.  Ft.  W.  Rowley-Redwood, 
Sec.  Ft.  H.  C.  Richards,  Ft.  E.  J.  Riley,  June  ist;  Sec.  Ft.  F.  W.  Mundy 
(Bucks.  Yeo.),  June  2nd;  Sec.  Ft.  G  Paul,  Sec.  Ft.  F.  O.  B.  Russell,  June 
ird;  Ft.  V.  O.  Hillyard,  Ft.  E.  Reddaway,  Ft.  H.  A.  Rigby,  June  4th; 
Sec.  Ft.  G.  C.  Jenkins,  Sec.  Ft.  B.  T.  Rampling,  June  5th;  Ft.  J.  S. 
Hodges,  Ft.  J.  N.  K.  Shepherd  (Northauts  R.),  June  7th;  Sec.  Ft.  A.  C. 
Ranshaw,  Ft.  H.  B.  Richardson,  June  10th ,  Sec.  Ft.  S.  C.  S.  Manning, 
Ft.  IF  S.  Preston,  June  nth;  Sec.  Ft.  H.  F  Marsh,  Sec.  Ft.  (Hon.  Ft.)  A. 
B  Radford,  June  12th;  Ft.  B.  N.  Wright,  June  13th;  Sec.  Ft.  C.  P. 
Miller,  Sec.  Ft.  F.  J.  J.  Paquet,  Sec.  Ft.  N.  Phillips,  Sec.  Ft.  H.  W. 
Phillipson,  Sec.  Ft.  H.  J.  Pike,  June  14th;  See.  Ft.  E.  Hulley,  Sec.  Ft. 
W.  Feslie,  Ft.  K.  M.  Pennington,  A.F.C.,  June  16th;  Sec.  Ft.  E.  J.  A. 
Prosser,  June  18th;  Ft.  F  S.  Russell,  D.S  C,  Sec.  Ft.  F.  W".  R.  Thomas, 
June  19th;  Sec.  Ft.  H.  D.  Rainier,  Ft  J.  McK.  Reilly,  Ft  A.  E.  F. 
Skinner,  M.C,  June  20th;  See.  Ft.  G.  C.  Robbins,  June  21st;  M.lj.  the 
Hon.  G.  de  St.  C.  Rollo,  Sec.  Ft.  F.  D.  Wemyss  (R.G.A.),  June  22nd; 
Capt.  R.  G.  St.  John,  June  24th;  Sec.  Ft.  T.  M.  Robertson,  June  26th; 
Ft.  V.  Rendle,  June  27th;  Ft.  A.  C.  McArthur,  Sec.  Ft.  F.  Mclver,  Maj. 
C.  S.  Ross,  June  28th;'  Sec.  Ft.  F.  W.  Robins,  June  29th;  Ft.  C.  M 
McClean,  June  30th;  Sec.  Ft  B.  Fucy,  Ft.  G.  P.  Mclntyre,  Sec.  Ft.  W. 
A.  Russell,  Julv  ist;  Sec.  Ft.  (Hon.  Ft.)  J.  F.  Hamilton,  Ft.  J.  F.  Henry, 
Capt.  H.  D.  Hvde,  July  2nd;  Ft.  H.  E.  C.  Collins  (Coldstream  Gds.),  Sec. 
Ft.  T.  W.  Minihane,  July  3rd;  Ft.  H.  W.  Owen,  July  4th;  Sec.  Ft.  H. 
Firstbrook,  Ft.  Ci  Gilham,  Ft.  (Hon.  Capt.)  B.  B.  C.  E.  Jameson,  Ft,." 
C.  S.  T.  I.avers,  D.F.C,  Sec  Ft.  H.  N.  Nicholls,  Ft.  V.  Rodgers,  Sec. 
Ft.  S.  H.  West,  July  5th;  Sec  Ft  P.  Crumner,  Ft.  G.  W.  Owen  (R.  War. 
R.),  Sec.  Ft.  E-  R.  Walker,  July  6th;  Sec.  Ft.  R  .  E.  Higginson,  Ft.  G. 

B  Robeson,  Capt.  F.  C.  F.  Walwyn,  Julv  7th;  Ft.  F.  W.  Baker.  D.F.C, 
Ft.  A.  A.  Cullen,  See.  Ft.  H.  D.  Dade,  Ft  G.  Davis,  Sec.  Ft.  A.  Kendall, 
Sec.  Ft.  F.  Naylor,  July  8th;  Ft.  R.  I.  Drake,  Sec.  Ft.  H.  G.  Harper,  Sec. 
Ft.  H.  McClunan,  Ft.  F.  S.  Passmore,  Ft.  R.  S.  Twigg,  Julv  9th;  Ft. 
W.  G.  Carmichael,  Maj.  J.  F-  Chalmers,  M.C,  Sec.  Ft.  E.  I.  English, 
Sec.  Ft.  W.  G.  Fleming,  Sec.  Ft.  W.  Harmston,  Ft.  H.  J.  C.  Hartlev, 
Capt.  W.  H.  Hubbard,  Sec.  Ft.  J.  C.  Mahaney,  I.t.  R.  D.  Molesworth, 
Sec.  Ft.  W.  G.  Moore,  Ft.  C.  Murray,  Sec.  Ft.  W.  Pollock,  July  10th; 
Sec.  Ft.  G.  Gould,  Ft.  A.  Koch,  Sec.  Ft.  W.  H.  McCaun,  See.  Ft.  G.  S. 
Reid,  July  nth;  Sec.  Ft.  W.  F.  Allen,  Ft.  G.  W.  Armstrong,  Ft.  I.  A. 
Arnold,  Ft.  F.  A.  Black,  Sec.  Ft.  R.  IF  Bovden,  Sec.  Ft.  D.  C.  Burke, 
Ft  J.  Davidson,  Ft.  J.  D.  Davis,  Sec.  Ft.  R.  F.  J.  Dixoii,  Ft.  G.  D. 
Eekardt,  See.  Ft.  D.  H.  Edmiston,  Sec.  Ft.  I.  E.  Erb,  Sec.  Ft.  R.  Faw- 
cett,  Sec.  Ft.  E.  S.  Ferguson,  See.  Ft.  D.  A.  Fraser,  Sec.  Ft.  F.  Garnett, 
Sec.  Ft.  J.  I.  Oillrrtann,  I.t.  D.  W.  Gordon,  Sec.  Ft.  (Hon.  Ft.)  G.  D. 
Harle,  Ft.  R.  H.  Holman,  Sec.  Ft.  F.  J.  Howarth,  Sec.  Ft  A.  E.  Jones, 
Ft.  J.  F.  M.  Kerr,  Capt.  A.  R.  Knight,  I.t.  H.  A.  Kullberg,  D.F.C  ,  Sec. 
Ft.  W.  S.  Fockhart,  Sec.  Ft.  J.  P.  McClelland,  Sec.  I,t.  E.  McGeer,  Ft. 
J  J.  Magill,  Sec.  I.t  R    C   McHenrv,  Sec.  Ft.  K.  V.  McKitterick,  Ft  F 


July  30,  1919 


The  Aeroplane 


465 


M.  Mctennan,  D.F.C.,  Sec  it.  J.  A.  V.  McRobert,  it  J.  Maitland,  Sec. 
it.  S.  Markussen,  Sec.  it.  C  C.  Marshall,  Sec.  it  J.  i.  Marshall;  Sec. 
it.  R.  C.  Murray,  D.C.M.,  M.M.,  Sec.  it.  K.  G.  Nairn,  it.  E.  S.  Noble, 
Sec.  it.  A.  A.  Oldham,  Sec.  it.  R  B.  Palmer,  Sec.  it.  R.  H.  Palmer, 
Sec.  it.  H.  H.  Parker,  Sec.  it.  W.  T.  Parker,  it.  J.  D.  Patterson,  Sec. 
it.  T,  A.  Patterson,  Sec.  it.  R.  A.  Pearce,  Sec.  it.  H.  E.  Peer,  Sec.  it. 
F.  C.  Pepino,  it.  W.  H.  St.  J.  Perram,  Sec.  it.  F.  W.  Presant,  it.  W. 
.J.  Prier,  Sec.  it.  J.  H.  Pringle  it.  J.  J.  Quinn,  M.C.,  Sec.  it.  G.  i 
Stroud,  Sec.  it.  E.  T.  Sutherland,  it  H.  J.  Watts,  Sec.  it.  H.  i.  Wilcox, 
it.  W.  E.  T.  Williams,  Sec.  it.  F.  W.  Wright,  July  12th;  Sec.  it.  E.  W 
Harris,  Julj'  13th;  Sec.  it.  R.  i  Frace,  Sec.  it.  D    C.  Girardot,  Sec.  it. 

F.  i.  McGuire,  it.  H.  M.  O'ioughlin,  Sec.  it.  J.  B.  B.  Paterson,  July 
14th';  it.  W.  T.  Fraser,  July  15th;  it.  F.  iathani,  July  16th;  it.  F.  S. 
llarricks,  it.   G.  S.  McKee,  July  17th;  Capt.    I.  p.  Home-Hay,  M.C., 

D.  F.C.,  Sec.  it.  J.  F.  Jones,  Sec.  it.  P.  iewis,  Sec.  it.  W.  W.  McGill, 
Sec.  it.  S.  Mcieod,  it.  R.  G.  Martin,  it.  C.  A.  Mitchell,  Julv  18th;  Sec. 
it.  K.  E  W.  Gvvyther,  July  19th;  Capt.  C.  A.  Beck,  it.  R.  H.  Topliss, 
July  21st;  Sec.  it.  P.  A.  Herbert,  July  22nd. 

Maj.  G.  R.  Elliott  (Capt.,  3rd  Dn.  Gds.)  resigns  his  commn  .  and  is 
pc-iniitted  to  retain  his  rank,  July  22nd. 

Capt.  A.  W.  Williams,  D.F.C.,  relinquishes  his  commn.  on  account 
of  ill-health  contracted  on  active  service,  and  is  permitted  to  retain  his 
rank,  July  9th. 

Capt.  G.  Chadwick  iManch.  R.)  relinquishes  his  commn.  on  account 
of  ill-health  contracted  on  active  service,  July  14th. 

The  following  its.  relinquish  their  commns.  on  account  of  ill-health, 
and  are  permitted  to  retain  their  rank  : — E.  I.  Sutdifte  (caused  by 
wounds),  May  20th;  J.  H.  F.  Baker,  July  nth;  C.  F.  Eckel,  July  20th 
(substituted  for  notification  in  "Gazette,"  March  4U1). 

it.  i  C.  Galloway  relinquishes  his  coniinn  ,  being  physically  unsuited 
for  the  duties  of  pilot  and  observer,  and  is  permitted  to  retain  his  rank, 
June  6th  (substituted  for  the  notification  in  "Gazette,"  Nov.  12th,  1918). 

it.  C.  P.  Tiptaff  (Conn.  Rang.,  T.F.)  relinquishes  his  commn.  on 
account  of  ill-health,  July  20th. 

Sec.  it.  W.  C.  Saville  relinquishes  his  commn.  on  account  of  ill-health 
contracted  on  active  service,  and  is  permitted  to  retain  his  rank,  June 
5th  (substituted  for  notification  in  "Gazette,"  Jan.  17th). 

Sec.  it.  W.  Coutts  to  take  rank  and  precedence  as  if  his  appointment 
as  Sec.  it.  bore  date  Dec.  2nd,  1918. 

Sec.  it.  H.  J.  Bateman  to  take  rank  and  precedence  as  if  his  appoint- 
ment as  Sec.  it.  bore  date  Jan.  1st. 

The  notification  in  "Gazette,"  Feb.  14th,  concerning  Fit.  Cdt,  T.  C. 
Becken  is  cancelled. 

The  notification  in  "Gazette,"  Feb.  21st,  concerning  Capt.  J.  P.  Ingle- 
field  is  cancelled. 

1'he  notification  in  "Gazette,"  March  21st,  concerning  it.  J.  Valen- 
"tiuc  is  cancelled. 

The  notification  in  "Gazette,"  April  1st,  concerning  Capt.  C.  O.  F. 
Modin,  D.S.C.,  is  cancelled. 

The  notification  in  "Gazette,"  June  27th,  concerning  Capt.  W.  R. 
Read,  M.C.,  A.F.C.,  is  cancelled.  The  notification  in  "Gazette,"  May 
27th,  to  stand. 

The  notification  in  "Gazette,"  June  27th,  concerning  Sec.  it.  T.  C. 
liccken  is  cancelled. 

The  notification  in  "Gazette"  July  4th,  concerning  Sec.  it.  (Hon.  it.) 
~P.  H.  West  is  cancelled. 

Administrative  Branch.— Ma.i.  i.  A.  Burrowes  to  be  actg'  it.-Col. 
whilst  empld.  as  it.-Col.,  May  1st. 

Capt  .H.  A.  Fordham  to  be  Capt.,  from  <S.O.),  March  nth 

Sec.  its.  to  be  actg.  Capts.  whilst  empld.  as  Capts.  : — H  Gambier, 
May  1st;  (Hon.  it.)  W.  H.  Hoile,  from  (T.),  May  31st. 

its  to  be  graded  for  purposes  of  pay  and  allowances  of  Capts.  whilst 
■c-mpld.  as  Capts.  :— E.  R.  W.  Close,  May  1st;  W.  E.  Berwick,  July  sth. 

its.  to  be  its.  :— A.  i.  Kidd,  from  «>.),  May  3rd;  W.  M.  Long  from 
unempld.  list,  July  1st;  i.  A.  Eggar,  from  iS.O.),  July  sth. 

Sec.  its.  to  be  graded  for  purposes  of  pay  and  allowances  of  Capts. 
whilst  empld.  as  Capts.  :— (Hon.  Capt.)  A.  K.  O.  Cochrane,  (Hon.  it.)  E 
"Meynell,  D.C.M.,  May  1st. 

Sec.  its.   to  be  graded  for  purposes  of  pay  and  allowances  of  its. 
■whilst  empld.  as  its.  : — (Hon.  it.)  A.  Colling,  A.  iindsay,  R.  Parker, 
R.  H.  Sturgeon,  Mav  1st. 
t    Sec.  its.  (O.)  to  be  Sec.  its.  :— R  E  Shears,  April  17th;  I.  B._  Boyce, 
June  nth. 

The  following  Sec.  its.  (late  Gen.  iist,  R.F.C.  on  prob  )  are  confirmed 
tn  rank  as  Sec.  its  : — H.  C.  Bird  (substituted  for  notification  in 
'•"Gazette,"  May  2nd),  H.  V.  Hall,  April  1st,  1918. 

The  following  relinquish  their  commns.  on  ceasing  to  br  empld.  :  — 
Sec.  it.  P.  0.  Cooper  (Sec.  it..,  Northants  R.) ,  April  both;  it.  (Hon. 
Capt.)  T.  E-  Gentles  (Capt.,  iab.  Corps),  June  21st;  Capt.  i.  J.  Torrie 
(Capt.,  Ind.  Army),  June  25th;  Capt  i.  G  G  Groves  (it.,  R.N.),  July 
«th. 

Transferred  to  unempld.  list  : — it.  A.  i  Rhys-Evans,  March  1st;  it. 
(actg.  Capt.)  A.  J.  Rickie,  March  sth;  it.  E.  M.  Prichard,  March  26th; 
it.  F.  B.  Rees,  March  27th,  it.  R.  C.  Jones,  Capt.  (actg.  Maj.)  A.  G. 
Wright,  April  9th;  it.  i.  T.  iewis,  Sec.  it.  E  B.  Roughley,  April  nth; 
Sec.  it.  S.  D.  E.  Johnson,  April  12th ;  Sec.  it.  P.  F.  Jefford,  April  13th ; 
"Sec.  it.  A.  N.  Jones,  April  15th;  it.  A.  J.  Johnston,  April  16th;  it. 
(actg.  Capt.)  F.  J.  Wood,  April  18th;  it.  C.  Wiseley,  April  19th;  Sec.  it. 

E.  H.  Hamilton,  Sec.  it.  A.  C.  Jessop,  April  20th;  it.  W.  J.  Rawson, 
Sec.  it.  G.  I.  Simpson,  April  22nd;  Sec.  it.  E.  A.  Scanes,  April  30th 
(substituted  for  notification  in  "Gazette,"  May  13th);  Sec,  it.  G.  P. 
"Prescott,  May  15th;  it.  C.  B  Charlewood,  May  20th  (substituted  for 
notification  in  "Gazette,"  May  27th);  it.  H.  F.  Storey,  May  27th-  it.  W. 
"M.  iong,  it.  H.  N.  E.  Row:  May.  28th;  Sec.  it.  C.  F.  Rathbone,  May 
29th;  Sec.  it.  T.  C.  Reddin,  June  7th;  Capt.  H.  C.  Rippon,  June  10th ; 
Sec.  it.  R.  C.  Rosser,  Tune  nth;  it.  N.  S.  Wolfendalc,  June  12th;  it.  T. 
Taisley,  June  13th;  Sec.  it.  G.  P.  Robinson,  June  20th;  Sec.  it.  F.  S. 
Read,  June  30th;  it.  O.  iawrence.  it  E.  C.  Richards,  July  2nd;  Lt.  S. 
Roche,  July  3rd;  Sec.  it.  W.  H.  Newman,  Julv  sth;  it.  E.  T,  Botham, 
July  6th;  Capt.  J.  W.  Mullen,  July  8th;  it.  (Hon.  Capt.)  G.  W.  S.  Dun- 
das,  it.  J.  E.  Dixon,  M.C.,  Capt.  H.  B.  de  Montmorency,  it.  W.  i. 
Stead,  July  10th;  Sec.  it.  W.  i.  Clucas,  Sec.  it.  H.  C.  Dille.  it.  C.  J. 
f.illan.  Sec.  it.  P.  H.  Montgomery,  Sec.  it.  J.  C   MacDonald,  Sec.  it. 

G.  J.  Murphv,  Sec.  it.  H.  Mackav,  Sec.  it.  S.  W.  C.  Palmer,  Sec.  It. 
R  B.  Smith,  Julv  12th;  Sec.  it.  R.  K  Mciean,  M.B.E.,  Sec.  it.  F.  D. 
Pratt,  Sec.  it.  J.  W.  Potts,  July  18th. 

The  following  Sec.  its.  lelinquish  their  commns.  on  account  of  ill- 
Tiealth,  and  are  permitted  to  retain  their  rank  : — W.  R.  Nichols.  Jan 
15th  (substituted  for  notification  in  "Gazette,"  Oct.  nth,  1918) ;  W.  I. 
"Parke,  contracted  on  active  service,  July  4th. 

Sec.  it.  C.  W.  Probets  resigns  his  commn.  and  is  permitted  to  retain 
his  rank,  July  23rd. 

The  surname  of  Capt.  H.  Vyvyan-Robinson  is  as  now  described,  and 
■not  H.  V.  Robinson  as  stated  in  "Gazette,"  May  30th. 

The  notification  in  "Gazette,"  June  24th,  concerning  Sec.  it.  (actg. 
it.)  S.  S.  Vahderhook  is  cancelled. 

The  notification  in  "Gazette,"  Jan.  24th,  concerning  Sec  it.  J.  R. 
Coulthard  is  cancelled. 

The  notification  in  "Gazette,"  March  7th,  concerning  Set  it  J.  P. 
Wardle  is  cancelled. 


The  notification  in  "Gazette,"  April  25th,  concerning  it.  E-  D.  War- 
•  burton  is  cancelled. 

The  notification  in  "Gazette,"  May  9th,  concerning  it.  G.  M.  Smith 
is  cancelled. 

The  notification  in  "Gazette,"  June  3rd,  concerning  it.  H.  C.  R.  Mil- 
ward  is  cancelled. 

The  notification  in  "Gazette,"  July  15th,  concerning  Capt.  R.  S.  imcl- 
sell,  O.B.E-,  is  cancelled. 

The  notification  in  "Gazette,"  Oct.  18th,  1918,  concerning  J  W.  S. 
Appleton  is  cancelled. 

Technical  Branch— it.-Col.  (actg.  Col.)  A.  Fletcher,  C  M.G.,  C.B.E., 
M.C.,  to  be  it.-Col.,  Grade  (B),  from  Dep.-Dir.,  and  to  relinquish  the 
actg.  rank  of  Col.,  July  1st.  ,        ;  , 

Sec.  it.  (Hon.  it.)  O.  C.  iees  to  be  actg.  it.-Col.,  Grade  lA),  whilst 
specially  empld.,  May  30th. 

Capt.  F.  Holloway,  O  B.E.,  to  be  graded  for  purposes  of  pay  and 
allowances  of  Maj.  whilst  empld  as  Maj.,  Grade  (A),  May  22nd 

it.  J.  A.  Atkinson  to  be  actg.  Capt  whilst  empld.  as  Capt.,  Grade  (A), 
from  June  1st,  1918,  to  April  30th. 

To  be  graded  for  purposes  of  pav  and  allowances  of  Capts.  whilst 
empld.  as  Capts.,  Grade  (A)  :— it.  J.  Y.  de  la  C.  Elliott,  it.  H.  F.  Groves, 
it.  W.  A.  Hancock,  Mav  1st;  Sec.  it.  E.  T.  W.  Nockold  (to  May  30th). 

Sec.  it.  J.  R.  Coulthard  to  be  actg.  Capt.  whilst  empld.  as  Capt.  Grade 
(B),  from  Dec.  21st,  1918,  to  April  30th. 

To"  be  graded  for  purposes  of  pay  and  allowances  of  Capts.  whilst 
empld.  as  Capts.,  Grade  (B)  :— it.  J.  I.  Thompson,  it.  J.  A.  V.  Welsh, 
Sec.  it.  W.  C.  Titheradge,  May  1st. 

it.  (Hon.  Capt.)  R.  Godfrey  to  be  it.,  from  (Ad.),  April  22nd,  191k 
(substituted  for  notification  in  "Gazette,"  Dec.  17th,  191k). 

Sec.  its.  to  be  actg  its.  while  empld.  as  its.,  Grade  (A)  ;—  i  Free- 
born, G.  H.  Winckworth,  May  31st. 

Sec^.  W.  (Hon.  it.)  J.  i  Miles  to  be  graded  for  purposes  of  pay  and 
allowances  as  it.  while  empld.  as  it.,  Grade  (A),  May  1st 

Sec.  it.  C.  E.  Kitchcnside  to  be  graded  for  purposes  of  pay  and  allow- 
ances as  it.  while  empld.  as  it.,  Grade  (B),  May  1st.  . 

Sec.  it.  (Hon.  Capt.)  G.  C  Clark  to  be  See.  it.  (Hon.  Capt.).  Grade 
(A),  from  Grade  (B),  Feb.  6th  (substituted  for  notification  in  "Gazette 

A Sec.  'it.'  J.  K.  Thomson  to  be  Sec.  it.,  Grade  (A),  from  Grade  (P.). 
March  14th.  ,.         , -  .  , 

Sec.  it.  M.  P.  Stoneham  to  be  Sec.  it.,  Grade  (A),  lroin  (Ad  ),  from 
Dec.  9th.  1918,  to  Feb.  1st. 

Sec.  its.  to-be  Sec.  its.,  Grade  (B)  ;— F.  G.  A.  Ternll,  from  (Ad.),  Jan. 
20th;  A.  Jukes,  from  (S.O.),  May  1st. 

J.  W.  S.  Appleton  is  granted  a  temp,  commn.  as  Sec.  it.,  Grade  (A), 
Oct.  16th,  1918.  .       .     _ ..  _  >, 

Maj.  W.  R.  Wills  relinquishes  his  commn.  on  reversion  to  I.A.K.U., 
July  16th.  .  .  , 

The  following  relinquish  their  commns.  on  ceasing  to  be  emplcl  — 
it  G  W  E.  Baker  (it.,  R.  Berks.  R.),  June  22nd;  Sec.  it.  (Hon.  it.] I  t, 
C.  Newton-Wade  (Capt.,  K.O.Y.i.I.) ,.  July  8th ;  it.  C.  H.  Shelton  (it., 
R.H.  and  R.F.A.),  July  21st.  " 

Transferred  to  unempld.  list  :— it.  (actg.  Capt.)  F.  A.  Roberts,  Jan 
uid  •  1 1  F  J  Kydd,  Feb.  2nd  (substituted  for  notification  m  "Gazette 
March  joth) ;  Capt.  T.  A.  B.  Rolfe,  Feb.  28th;  it.  J.  P.  Rowell.  March 
7th  it  W  .  A.  Robson,  March  30th;  it.  (actg.  Capt. 
G  E  Phillips,  April  1st;  Sec.  it  (Hon.  it.)  I.  H.  H.  Robinson,  April 
7th;  Sec.  it.  R.  J.  D.  Killick,  it.  G  C.  Rawlins,  April  Sth;  it-.  C.  W- 
Habrow,  April  nth;  Sec.  it.  W.  K.  Rainbow,  April  15th;  it.  S  William- 
son, April  18th;  Sec.  it.  W.  E.  iangton,  April  19th;  Sec  it.  A.  B. 
McCarthy,  April  20th;  Capt.  i.  It  Pritchard,  April  22nd;  it.  J  H. 
Jennings,  Sec.  it  (Hon.  it.)  P.  Rosie,  April  25th;  Capt.  W  P.  Wood 
April  28th;  it.-Col.  S.  Janson,  Sec  it.  (actg.  it.)  S.  E.  White  April 
loth;  Sec.  it.  (Hon.  it.)  V.  C.  iegge,  Capt.  A.  E.  Reed,  May  3rd; .Sec. 
it  A.  F.  Rae,  May  17th;  Sec.  it.  II.  Haworth,  May  21st;  Xt.  A.  O. 
Roberts,  May  22nd;  it.  i.  I.  T.  Hewer,  May  23id;  it.  C.  H  Panker, 
Mav  26th;  it.  (Hon.  Capt.)  J.  H.  Rutherford,  May  27th;  sec.  it  H.  M 
Russell,  June  4th;  it.  (Hon.  Capt.)  F  J.  Welch,  June  7th;  it  P.  R- 
Hutchinson,  June  10th;  Capt.  F.  Reynolds,  June  13th;  Sec.  it  E.  C. 
Fonking,  June  14th;  it.  R.  W.  B  Roughau,  Capt.  A.  J  Roberts  Sec. 
it.  (Hon.  it.)  P.  H.  West  (E.  Surr.  R.,  T.F.),  June  nth;  Sec.  it  S. 
King-Smith,  June  18th;  Sec.  Lt.  F.  S.  Rishworth,  June  23rd;  Sec.  it.  C. 
i.  Booth,  June  23th;  it.  G.  i  Sly,  Sec  it.  (Hon.  Maj.)  G.  F  Whitmore, 
lune  26th;  it.  F'  Hickman,  June  30th;  Maj.  C  H.  A.  Hirtzel,  it.  G.  Y\ . 
Holtom,  Maj.  S.  J.  Radford,  Capt.  B.  V.  Roche,  July  1st;  Sec.  it.  R.  O. 
Griffith;  it.-Col.  H.  iee,  Maj  P.  B,  J.  Murrell,  July  8th;  it  E  G.  Mc- 
Intyre,  July  9th;  Sec.  it.  G.  A.  Edwards,  Sec.  it.  (Hon.  it.)  A.  M.  Mul- 
liner,  July  12th.  v  • 

it.  T.  A.  Burns  relinquishes  his  commn.  on  account  of  ill-health 
contracted  on  active  service,  and  is  permitted  to  retain  his  rank,  July 

"lee  it.  (Hon.  Capt.)  U.  Brown  (Welsh  R.,  IP.)  relinquishes  his 
commn.  on  account  of  ill-health  contracted  on  active  service,  July  20th. 

Sec.  it.  H.  P.  Bolt  is  antedated  in  his  appointment  as  Sec.  it.,  Grade 
(A),  Feb.  21st.  .  ,  , 

The  surname  of  Capt.  G.  E.  iygo  is  as  now  described,  and  not 
"iiggs,"  as  stated  in  "Gazette,"  April  1st. 

The  notification  in  "Gazette,"  March  25th,  concerning  it -Col.  (actg. 
Col.)  S.  E.  Smith  is  cancelled.  1 

The  notification  in  "Gazette,"  March  nth,  concerning  Sec  it.  J.  R. 
Coulthard  is  cancelled. 

The  notification  in  "Gazette,"  May  16th,  concerning  it.  J.  A  Atkinson 
is  cancelled. 

The  notification  in  "Gazette,"  May  16th,  concerning  Capt  i  R. 
Prichard  is  cancelled. 

The  notification  in  "Gazette,"  May  30th,  concerning  it  J.  A.  Atkin- 
son is  cancelled. 

The  notification  in  "Gazette,"  June  24th,  concerning  it.  G.  Glen  is 
cancelled.  .  "  • 

Medical  Branch.— E.  W  Craig,  M.C  (T./Capt.,  actg.  Maj.,  R. A. M.C.I, 
is  granted  a  temp,  commn.  as  Capt.,  Oct.  1st,  1918,  and  to  be  actg.  Ma.i., 
with  seuy.  from  May  10th,  191S  (substituted  for  notification  m 
"Gazette,"  Jan.  1st). 

Transferred  to  unempld.  list  :— Capt.  A.  i  H.  Rackham,  April  -,rd  ; 
Capt.  F.  Roberson,  May  3rd;  Capt.  A.  E.  P.  Parker,  July  13th;  Capt.  J. 
iawson,  July  16th.  .  ■       ,  ; 

The  notification  in  "Gazette,"  April  4th,  concerning  Capt.  I.  E.  Mtil- 
vany  is  cancelled. 

Dental  Branch—  G.  F.  Charles  is  granted  a  commn.  as  Capt.,  July 
1st  (substituted  for  notification  in  "Gazette,"  July  4th). 

The  following  temp,  appointment,  Women's  Royal  Air  Foice,  is  made 
at  the  Air  Ministry: —  „. 

To  be  Asst.  Comdt.,  2nd  Class—  Admstr.  M.  A.  Ihompson,  M.M., 
March  21st.  . 

The  undermentioned  temp  appointments,  Women's  Royal  Air  Force, 
are  made  :—  , 

To  be  Deputv  Asst.  Comdts.,  with  rank  of  Admstrs.,  while  so  empld., 
if  not  already 'holding  that  rank.— Dep.  Admstr.  (actg.  Admstr.)  D.  M. 
Pens:  Dep.  Admstr.  (actg.  Admstr.)  D.  C.  Muir,  Jan.  22nd;  Admstr.  Mrs. 
H.   Simeon,  March  1st;  Dep.  Admstr.  Mrs.  G.  Dickinson,  April  16th; 


466 


The  Aeroplane 


July  30,  1919 


Dep  Adnistr  (actfe  Admstr  I  E.  O'Sullivan,  April  29th  ;  Dep  Admstr 
Sto.  M.'Cooks«i,  June  i7th;  Admstr.  Mrs'  C  1.  Bay  icy,  June ™th  ■' 
Admtsr.  M  S.  Frood,  June  30th;  Asst.  Admstr    (actg  Admstr)  Mrs  F 

totj^^  lhC  act8  ia?k  °f  Admttr-  alld  tue  aPPob  tment  of 
Dep.  Asst.  Conidt.  on  ceasing  to  be  specially  empld  ,  June  -oth 

Administrative  Branch.  The  following  Dep.  Controller  to  he 
^l^fxu^Toa/10111    APrU    ISt"    I918  :    Miss    M  S. 

^t^^.iL^k^x^^^  E  stewart- May  26th; 

Ad^str.fiu^tf;  Ifx8SbarP  15  anU'dated  in  hCr  as  Asst. 

BTreAfnsZiM  a°  bTe  2£P-  A^m»Stl'?;  While  'so  emPld'  :-A8St.  Admstrs. 
a.  G.  Anson,  M.  A.  J.  Howard,  April  1st;  D.  M.  Copland,  M   F  Hamil 

rTt'w^i  1?thl  LC  Fdwards.  Mrs'  «•  B-  Mullen,  Apri  1  igfh;  . G  E 
Butler,  May  ist;  Mrs.  E.  C.  B.  Herbert  Hall,  M.  A.  Houghton  Mrs  A 
M    H  S^,S'o\IayMSth:  Buckley,  May  9th;  A.  I,.  Cooper,  May  1 6th  : 

M.  H.  Silcock,  May  31st;  G.  A.  Vernon,  June  5th;  M    W  Hamilton 
June  13th;  V.  Carr-Owen,  June  14th:  M.  C.  Cadinan    I    M  '  K    n  r  ,  ' 
FawcettthMCFHHPeak?'  I™  A  A'  WflSft 
M   V  "ones   htj;  3   1  T'r    ?'tt9  ' '  MrS'  Fi  F'  J™e 
June  2Sm  3    '  Aitken,  June  24th;  Mrs.  J.  Christmas, 

The  following  to  be  Admstrs.  whilst  so  empld.  :-Dep  Admstrs  k 
S^fcSLSW  ShSPinney"  May  -'^n  >'■  Mrs.  M  GAedrar1:SJu?e 

^ff4  P5  J  ^ated  KaSKS  ^  S° 
the  following  Off.  resign  their  appointments  on  account  of  ill-health  ■ 
Adm.nistrators.-Mrs.  V.  C.  Goodison,  May  3rd;  N.  C    Pasniore  May 

Dep.  Administrator.— A.  S.  Cowie,  June  iSlh 
^Tn^a^TTnnT^  J°neS'  l6th;  J    F    Williams,  May 

Tlte  following  Off.  relinquish  their  appointments  at  their  own  reouest  ■ 

DTtdmstrs^R    O  ^r^^K  27"i;  E'  M'  wSggj£g& 
a  amstrs^— R.  p.  Dixon,  April  19th;  Mrs    D   Holmes-Scott  Mm 
?Td;,    »n\,B-  M    Mea<30P'S,  May  5th;  E.  M    Smith    £  « • 
Huckett,  May  22nd;  A.  J.  Brodie.  May  27th;  Mrs.  J  '  AI   Cornwe'll  Mrs 
fui/e' ifth?MMaAy  fa,^'  J-  ^  '  °   «ot^i  I 

TV,rA^;t^dmStf?  -TH-iJ:'-  McClory,  April  ist;  J.  Phillips,  April  24th  •  G 

Wil  not Mav  .nd  1?^  *P  , W'  M'  l0t*™>  M-  K-  Hcadlam  D  taVdlvI 
wiimot,  May  2nd;  s.  K.  Anderson,  D.  I,   F  eld    F    F   Mat  then-  lw/,, 

C  PH™  *V  Bl0tt',May  2IS'!  »•  N.  Gcrrie/M.  K.  GocxlLn  May  ,?st  T 
M  ?rPeI'„JUUVn<,:  Sv    ■  Ennis,  June  10th;  K.  Fawton,  June  ^ch  Mrs 

Sf*?*  il'-Fo^/jir  273thMO°dy'  JU"e  ^  *  -ToS;  jle 

AiteAdmst°rf  f^8^"1*  ?  ^ntment  of  H.  M.  Seton-Karr  as 
tw  (  ls..Jan-.  ?6th.  an<i  not  as  stated  in  "Gazette,"  Feb  -8th 

Admstr    s  Ar/rH iW °/  aW<™  of  R'  T"  Bowies  as  Assf 

-ri     j  Is  APnl,.rSth-  311,1  not  as  stated  in  "Gazette  "  May  >oth 
J™*     ■    -?/  tehn^ishl^t  of  appointment  of  E.  R    Powell  as  A-st 
Admstr.  is  May  2nd,  and  not  as  stated  in  "Gazctt?"  May  20th 

Memoranda.  Lt.  F.  T.  Court  to  be  Hon.  Capt  Dec  oth  otS  The 
fo  lowing  Overseas  Cadets  are  granted  temp,  com  nn^  as*  See  I  s  wirh 
rrt  -  f5?m  Fe,b'  Jrffc  and  relinquish  such  commns  ,  with  permission  to 
yoyage  in  the  c^of^h  f^,f?%**»?  termination  of  the^tTdardTsed 
Vhe  /°,  £11  e-  CaS%  °f  l^?-se  ?laimmg  immediate  repatriation,  and  from 
the  day  following  demobilisation  in  England  in  all  other  cases  •-i,/  ,o™ 

M  Berrv  ^  p711^9  fT  J'  BUtler'  7415  F  V'  B^-S  18  4Q  V  P 
-8,c?  a  'r,  t5-V  R-  ^  Beynon,  172  D  H.  Baldwin,  741  W  J  Beedle 
/8457  A.  O.  Bilson,  3612    H.  J.  Butler,  662  G.  F    Bensimon  i«M&C 

?^o8nW,491,l6rW  fH-^'  B0Swell>  l865°8  H-  p-  Baker;  "™D  Barnes! 

TS^  k1?1!  A"  Wi  Crisp'  tF3^°  M  W.  Curtis,  ,o7U 
-/TfiV,  Pfl  -rV  w  7  E'  F-Aarl,  I79i4«  D.  T  Goodson,  2753  A  E.  Glover 
kav  ofif;  P  183894  G   A^  Vernon-Harconrt,  17,149  O    M  M 

Kay,  9684  B.  W.  Kirkby,  179489  J  T.  Knight,  4,786  H   D  Fylian  1,7910 

Norris  Mr0'  H-  T™h  Morrison;^  f% 

t"-^  01lJer-  I"6,;t"  p   R-  R   Rope,  iofiio4  F-  V  Preller 

T  fRew„!^ViS^Ca^tS  are  5,2ntcd  hon'  commns.  as  Sec  Lts.  :-,i6^6 
IT  WhTte  Tfof  Ath;  TI42?  ?!  A'  IF  Cheewidden,  Feb.  9th;  184,87  J 
IT  White,  Feb  .nth;  7o5.«  J.  F.  M.  Carnithers,  Feb.  22nd;  77,10  DO 
Allen,  April  17th;  178099  V.  S.  de  I.an,  May  irtfc 

en^nRiR'  T-!ndse11'  O.B.E.,"  relinquishes  his  commn.  on 
casing  to  be  empld.,  June  ist. 

ioT,^  *^OJ*WTt«ffliPi  Hon.  Ws.  relinquish  their  commns.  on  ceasing 
WheelIrnju,y^thS  ^  ^  ^ :  T"        T,"-eSh-  Jl"1C  '6th  •  *: 
Transferred  to  ''"empld.  list  :-T,t.-Col   facte.  Col  )  S.  F„  Smith  (Clour. 

ArJriTf»k  ^       ? Mar^  Ii,th;  T  t  R-  «•  Loncrridge,  from  (S  O.), 
April  i2th;  I,t.  C.  J.  Reynolds,  from  (S.O.),  June  20th 

c„     t/'V  H'  ';-  K^ene  to  t£>ke  rank  and  pier,  as  if  his  appointment  as 
See.  T,t.  bore  date  Jan.  ist.  - 

The  notifications  in  "Gazette,"  May  27th,  ronrerning  D  Morrison  and 
c.  u.  J. aw  are  cancelled 

Air  Ministry,  Julv  2sth. 
,.,R-A-F— 'The  following  temp,  appointment  is  made  :— Staff  Officer  3rd 
of  CapT        I*t   °'        Armitage,  May  23rd,  and  relinquishes  actg.  rank 

Th<f„S,;f  ,lame  of  c-  E  H.  Rathborne  is  as  now  described,  and 

not  "Rathbone,"  as  stated  in  "Gazette,"  Tuly  18th 

.,F!'Y1I™  Branch.— Capt.  D  G.  Donald  to 'or  actg.  Mai.  whilst  empld.  as 
Mnj.  (A.),  May  ist. 
U.  J.  A.  RutRerford  to  be  Ft.  (A.),  from  (T.),  Nov.  27th,  191S 
The  following  relinquish  their  commns.  on  ceasing  to  be  empld  :  — 
Ft  (Hon  Capt.)  W.  F.  Haight  (Capt.,  W.  Ont.  R.)  Aprii  21II1;  Sec  Ft 
(Hon.  Ft.)  F.  J.  Maw-dsley  (I,t.,  C.  Ont.  R  ),  May  13th;  Capt.  (Hon.  Maj.) 
.1.  A.  Denmstoun  (Maj.,  Manitoba  R  ),  June  9th  (substituted  for  notifi- 
cation 111  "Gazette,"  June  2  |th) ;  Sec.  Ft.  (Hon.  Ft.)  A.  T.  le  F.  Johnson 
(Ft.,  Ford  Strathcona's  Horse),  Julv  17th. 

Transferred  to  unempld.  list  :— Ft.  IF  R.  Tyler,  Jan.  26th  (substituted 
lor  notification  111  "Gazette."  March  25th);  Ft.  R.  E.  White.  Feb  2<;th- 
Sec.  Ft.  (Hon.  Ft.)  T.  W.  A.  Ratcliffe,  March  18th;  Sec.  Ft.  (Hon  It) 
G.  F.  A.  Fewm,  M.C.,  April  15th:  See.  Ft.  E.  R.  Fudlow,  Apriln8th; 
Ft.  E.  E.  Biccard,  See.  Ft  C.  Borcherds,  Sec.  Ft.  R  Russell,  April  20th ; 
Ft.  G.  R.  Ranier,  April  21st,  See.  Ft.  W.  J.  N.  Chalklin,  April  24th; 
Sec.  Ft.  H.  W.  T  Fewis,  April  25th;  Sec.  Ft.  T.  K.  Fudgate,  April  27th; 
Capt.  G.  E.  Wright,  May  2nd;  Ft  T.  H.  Levis,  May  9th;  Sec  Ft  F  J 
Llewellyn,  May  15th;  Ft.  H.  F.  Fetten,  May  17th;  Ft.  W.  Fedlie,  Sec.  Ft. 
F.  F.  Feet  (substituted  for  notification  in  "Gazette,"  May  23rd),  May  19th  ; 
Ft.  W.  F.  Feach,  Sec.  Ft.  R.  E.  Feary,  Sec.  Ft.  D.  St.  C.  Feilch,  Sec.  Ft 
N.  Scott,  Sec.  Ft.  S.  B.  Wiight,  May  20th;  Capt.  G  H.  Jackson,  Sec.  Ft. 
R.  G.  Fcbau,  May  23rd;  Ft.  C.  B  Van-F(  enho'ff,  Mav  25th;  Sec.  Ft  A 
Wren,  May  28th;  Sec.  Ft.  A.  J.  Wilson,  May  31st;  Sec.  Ft  E  G  Oliver 
June  2nd;  Ft.  E   G.  T.  O'Kill  (Fondon  R.),  June  4th;  Ft.  F.  H  Wool- 


Fames  June  5th;  Sec  Ft.  A.  E.  Fumb,  Sec.  Ft.  J.  C.  Preston,  June  7th; 
Capt.  H.  T.  O.  Windsor,  M.C.,  June  nth;  Sec.  Ft.  R.  Morton,  Lt.  E. 
Snapard,  D.F.C.,  June  13th;  Sec  Lt.  J.  A.  le  Grange,  June  16th;  Lt  T 
A.  Lloyd,  June  20th;  Sec.  Lt.  A.  B.  Smith,  June  28th;  Lt.  J  C  F  Wil- 
liams, June  29th;  Sec.  Lt.  N.  C.  R.  Roberts,  Ft  C.  A.  Sperry,  June  ,oth; 
i£-  dc  If  Miller,  July  2nd;  Sec  Lt.  J.  Anderson,  July  6th;  Sec.  Lt. 

W.  \\  illianis,  July  7th ;  Sec.  Lt.  A  S.  Woodthorpe,  July  8th ;  Capt.  A  B 
\Vatkms,  July  9th;  Sec  Lt.  J.  Berry,  Sec.  Lt.  P.  G.  Deedes,  Lt  L  Ran- 
dies, Sec.  Ft.  J.  G  F.  Van-Rooyer,  July  10th;  See.  Ft.  W.  E.  Ross,  July 
nth;  Sec.  Ft.  A.  McG.  Anderson,  Sec.  Ft.  W.  R  Baskervilie  Sec  Lt 
J.  A.  Bell,  Sec.  Lt.  W.  C  Birt,  Sec.  Lt.  IF  Board,  Ft.  H.  J.  F.  Botterell, 
Ft.  B.  M.  Bowyer-Smith,  Sec.  Ft.  W.  p;.  Campbell,  Ft.  A.  H.  Chisholm, 
sec.  Ft.  F.  D.  Clarke,  Sec.  Ft.  F.  W.  Deserres,  Sec.  Ft.  G"E  Douglas 
sec.  Ft.  T.  A.  Duval,  Sec.  Ft  F.  G.  FUb's,  Sec.  Ft.  F.  W.  Ervine,  Sec 
Ft.  S.  P.  Fall,  Ft.  T.  D.  Fitzgerald,  Sec.  Ft.  E  G.  Fullerton,  Sec.  Ft  V 
Graham,  Sec.  Ft  A.  G.  Gribble,  Sec.  Lt.  J.  Laxdal,  Sec.  It  J.  G  G 
Fayton,  Ft.  H.  W.  Fe  Blond,  Sec  Ft.  F.  W.  Floyd,  Sec.  Ft.  A.  D  Fock- 
hart,  Sec.  Ft.  C.  W.  Foucks,  f,t.  S.  H  Fove,  Sec.  Ft.  R  D  Lovesey, 
See.  Ft.  O.  B.  S.  Maria,  Sec  Ft.  H.  E.  Nash,  Ft.  R.  Ritchie,  Ft.  J.  A. 
Ruggles,  Ft.  E.  C.  Shurley,  Src.  Ft.  I,.  B.  Sifton,  Sec.  Lt.  j.  L-  Stevenson, 
Sec.  Lt.  E.  F.  Vetter,  Sec  Ft  W.  A  Waite,  Sec.  Ft.  R.  M.  Walkev.  Ft. 
R.  S.  E.  Walshe,  Sec.  Ft.  W.  P.  Wemple,  Sec.  I,t.  D.  O.  Witrle,  Sec.  Lt. 
J.  W.  Wilson,  Capt.  H.  A.  Wood,  Sec.  Ft.  S.  E.  Wood.  Sec.  Ft.  W  R 
Young,  July  12th;  Sec.  Ft  G.  S.  Deane,  I,t.  C.  H.  Drew,  A.F  C,  Sec  Ft 
A.  Nisbett,  Capt.  B.  H.  Turner,  Sec  Ft.  G.  F.  Ward,  July  i,th;  Sec  Ft 
R.  O.  Cutler,  July  14th;  <ec.  Ft  J.  M.  Fetson.  Julv  15th;  Sec  Lt  H.  C 
Grout,  Sec.  Ft.  H.  C.  Floyd,  July  16th,  Sec.  Ft.  H  C.  Curtis,  July.i7th; 
Ft.  A.  E.  Lundie,  July  18th  ;  Ft.  (Hon.  Capt.)  H.  S.  Openshaw,  July  24th; 
Sec.  Ft.  J.  B.  McMeekan,  July  23th. 

Ft.  J.  E.  Hunt  relinquishes  his  commn.  on  account  of  ill-health,  and 
is  permitted  to  retain  his  rank,  July  20th. 

Ft.  H.  S,  Round  to  take  rank  and  precedence  as  if  his  appointment  as 
Ft.  bore  date  April  ist. 

Sec.  Ft.  (Hon.  It.)  J.  C.  Ambler  'Fanes.  Fus.,  T.F.)  relinquishes  his 
commn.  on  account  of  ill-health,  July  10th. 

The  rank  of  Ft.  W.  Wilkinson  is  as  now  described,  and  not  "Sec.  Ft.  " 
as  stated  in  "Gazette,"  July  22nd. 

The  surname  of  Ft.  E.  C  Cockburn  is  as  now  described  and  not 
"Cockwin,"  as  stated  in  "Gazette,"  March  13th.  - 

The  notification  in  "Gazette,"  March  21st,  concerning  Sec  Ft.  C.  A. 
Newham  is  ^cancelled  The  notification  in  "Gazette,"  April  29th.  to 
stand. 

The  notification  in  "Gazette,"  April  ist,  concerning  Sec  Ft.  A.  J. 
Newnham  is  cancelled. 

The  notification  in  "Gazette,"  April  4th,  concerning  Ft.  J.  Milton  is 
cancelled.  The  notification  in  "Gazette,"  June  3rd,  concerning  Ft.  F- 
M.  McAab  is  cancelled.  The  notification  in  "Gazette."  July  8th.  to 
stand. 

The  notification  in  "Gazette,"  July  13th,  concerning  Ft.  H.  S.  Sy- 
monds,  is  cancelled. 

Admin istrativk  Branch. — Ft.  G.  D.  Daly  to  be  Ft.,  from  (A.),  June 
30th  (substituted  for  notification  in  "Gazette,  Julv  ist). 

The  following  are  granted  temp,  commns.  as  Sec.  Fts.  : — C  IF  Gaunt- 
lett,  C.  H.  Haward.  P.  tt.  Whittle,  July  21st 

The  following  relinquish  their  commns.  011  ceasing  to  be  empld.  :  — 
Sec.  Lt.  (actg.  Lt.)  A.  V.  Hastings  (Ft.,  R.  Dublin  Fus.),  Feb.  icth) :  Ft. 
H.  Hemingway  (Lt.,  Midd'x  R.),  Feb.  17th;  Ft.  (Hon.  Capl.)  J.  E.  A. 
O'Dwyer  (Capt.,  Notts  and  Derby  R.),  July  2sth. 

Transferred  to  unempld.  list: — Sec.  Ft.  A.  J  Nevvnham,  Feb  st^r.1  T  t. 
J.  Milton,  March  21st;  Sec.  Ft.  T.  F.  P.  Llewellyn,  April  17th;  Sec.'Lt. 
(actg.  Maj.)  F.  Waldron,  April  30th  (substituted  for  notification  in 
"Gazette,"  July  ?th) ;  Sec.  Ft.  C.  Wormleighlon,  Mav  2nd;  Sec  Lt.  C. 
J.  Woods,  May  8th;  Lt.  W.  E  Wright,  May  26th;  Ft.  D.  G.  Fewis,  May 
29th;  Ft.  G.  Walker,  June  ist;  Ft.  (Hon.  Capt.)  E.  Newman,  June  13th; 
Capt.  C.  F.  Newington,  June  14th.,  Sec  Ft.  A.  G  Bazley,  Capt.  C.  P. 
Cowper,  Julv  5th;  Sec.  Ft.  D.  H.  Woodhousc,  July  8th;  Sec  Ft.  F.  C. 
Fogan,  Ft.  C.  E.  Walton,  Julv  lotli;  Sec.  Lt.  D.  H.  Green,  July  12th; 
Sec.  Lt.  P.  J.  Mackintosh,  July  16th;  Capt.  H   Wild,  July  24th 

The  rank  of  Ft.  T.  S.  Millar  is  as  now  described,  and  not  as  stated  in 
'Gazette,"  April  ist. 

The  notification  in  "Gazette,"  May  13th,  concerning  Sec.  T,t.  G.  H. 
Filley,  is  cancelled. 

Technical  branch. — Sec.  Ft.  (Hon.  Ft.)  T.  Thomson  to  be  actg.  Capt. 
whilst  empld.  as  Capt.,  Grade  (B.).  from  Dec  2nd,  1918,  to  April  30th. 

Sec.  Ft.  (Hon.  Ft.)  T.  Thomson  to  be  graded  for  purposes  of  pay  and 
allowances  of  Capt.  whilst  empld.  as  Capt.,  Grade  (B.),  from  May  ist, 
to  June  30th. 

The  following  relinquish  their  commns  on  r%asmg  to  be  empld.  :  — 
Maj.  C.  A.  Sho/e,  O.B.E.  (R.N.),  July  ist;  Ft  Co1  A.  D.  Carden.  D.S.O. 
(Maj.,  R.E.),  July  nth. 

Transferred  to  unempld  list: — Sec.  Ft  J.  C.  Adams,  April  ist;  Sec. 
Ft.  A.  J.  Maguire,  April  16th 5  Ft.  R.  E.  Wakelin,  Mav  3rd;  Sec.  Lt.  Wm. 
Wood,  May  30th;  Sec.  Lt  (Hon.  Lt.)  F.  C.  Winby,  June  3rd;  Capt.  J.  M. 
Furnival,  Sec.  Ft.  (Hon.  Ft.)  E.  M  Wood,  June  30th;  Ft.  W.  tt.  Andrews, 
Sec.  Ft.  K.  G.  Courage,  July  4th;  Sec.  Ft.  E.  C.  Bolton,  Ft.  W.  D. 
Bueltanan,  July  3th;  Ser.  Ft.  N.  B.  Capes,  July  12th;  Capt.  A..  P.  Mackil- 
ligan,  July  23rd. 

Medical  Branch. — Capt.  R.  L-  Roe  to  be  actg.  Maj.  whilst  empld.  as 
Maj.,  July  4th. 

T.  C.  Backhouse  (Capt.,  A.A.M.C.)  is  granted  a  temp,  commn.  as  Capt., 
July  ist. 

Transferred  to  unempld.  list  : — Mai.  H.  Pritchard,  June  ist;  Ft.  P.  E. 
Williams,  June  13th;  Capt.  I.  F.  Waddell,  July  9th. 

Memoranda. — The  follg.  Cadets  are  granted  Hon.  Commns.  as  Sec.  Fts.  : 
18,877  F.  R  Bungay,  184751  J.  Cavill,  182586  N.  W.  Curtis,  184005  T.  N. 
Clarke,  182107  R.  S.  Elworthv,  182588  O.  F.  Edie,  184516  R  Harrison, 
18,859  F.  H.  Harford,  183886  T  W.  Mills,  180499  C.  L.  Melbve,  182236  N. 
IF  Miller,  Feb.  12th;  177683  W.  PI  Bushe,  Feb.  i,th;  178515  J.  K.  Aspinall, 
S/4/250009  R.  Blackstock,  76544  A.  Barrow,  1 28117  J.  Brown,  178038  S.  V. 
Cawse,  18652  G.  E.  Downing,  1 84419  G  Gedf'cs,  181989  J.  G.  Gradidge,. 
181927  H.  Hewitt,  178786  F.  Jenkinsou,  181930  JL  Kelly,  33374  A.  H. 
Lawrence,  137796  C.  C.  Sugden,  291972  T.  S.  Stephenson,  177837  A. 
Stephen,  180312  A.  Widdowson,  Feb.  17th;  205101  R.  H.  Barbreeke.  110374 
M.  H.  Jones,  Feb.  19th;  17S661  E  D.  Adamson,  180552  S.  C.  Grey,  178694 
.1.  S.  Kennedy,  177577  J.  F.  Fawson,  27274  W.  C.' Mason,  178033  C.  F.  " 
Wild,  E.  W.  Wale,  Feb.  20th;  16,791  J.  S.  Graham,  Feb.  22nd,  234210  W 
Atkinson,  128998  E.  W.  Burbidge,  .376^5  A.  P.  Beechey,  383376  F.  G. 
Christmas,  5024  A.  W.  Jeffs,  178824  F.  C  Kappev,  300306  A  S.  Powell, 
W.  IF  Treadwell,  178974  W.  F.  Wright,  Feb.  24th;  177040  W  T.  Adkins/ 
178662  C.  F.  Allman,  177592  A.  Amy,  28704  T.  H.  Babington,  97,11  V.  B. 
Fee,  1S7072  H.  Clark,  305652  L.  Dear,  149120  J  M.  Fowden,  178073  A.  J. 
Futlet,  176661  M  McL.  Forbes,  21600}  S.  W.  Gray,  137392  A.  Haig  115203 
R.  B.  Ivey,  128039  J-  H.  McKinnon,  ^2520  J.  H.  Mautell,  117728  R.  E.  Mee, 
69127  A.  M.  Nias,  178326  H.  Palmer,  6458  F.  W.  Roberts,  412,09  A.  T. 
Strawhorn,  178640  J.  R.  Stuart,  Feb.  25th;  322818  L.  W.  H.  Annal.  121458 
C.  W.  Cuddeforrl,  59717  A.  Fittlei'ield,  110731  A.  D.  McFeish,  128796  J.  J. 
Whitehead,  5/97106  T.  W.  Maughan,  177090  R.  R.  Mills,  137064  H.  P. 
Payne,  28027  O.  H.  Wood,  Feb.  26th;  17866,  L.  W.  Brownlow.  140430 
R.  L.  Bacon,  87667  W.  H.  McMenigall,  17*260  H.  A.  Phillips,  Feb.  27th: 
33125  T.  I.  Alcock,  128808  F.  A.  Barnes,  52289  C.  Easeicn,  328761  H.  H. 


July  30,  1919 


The  Aeroplane 


467 


Biaund,  J.  F.  Clifton,  54206  A.  r>ay,  137168  1>  A.  Goulsen,  241728  C.  f. 
Medley,  050042  R.  J.  Pettifer,  R.  G.  Millar,  214058  A.  W.  Walters,  64405 
E  U  Wyate,  Feb.  28th;  F.  J.  Sullivan,  A.  V  Whittle,  March  2nd;  17714* 
W.  McK.  Auld,  179533  G.  Blowfield,  540627  A.  Hoie,  18312T  E.  Kilroe, 
R  King,  H.  Triauce,  March  3rd;  W.  M.  Box,  100586  A.  McC.  Bell,  51245b 
H  H.  Bullivant,  97130  H.  Blackburn,  i77?°9  t.  Carter,  178240  C.  G. 
Cross,  J28S25  F.  Cochrane,  H.  R.  Clarkson,  175275  K.  Grice-Floyd,  241246 

A.  McGhie,  176982  E-  Hai-greaves,  179045  If.  Hawkins,  211 186  W.  .Kirby, 
106103  E.  H  Norvall,  178463  H.  Roes,  206026  R.  G.  A.  Rae,  406728  h.  C. 
Siinuionds,  March  4th;  175490  W.  J-  Black,  240552  T.  A.  Clarke,  59663  J. 
Cowing,  355838  H.  Johnstone,  March  5th;  117141  S.  F.  Blanch,  4616  W. 
H  Cheverton,  G.  W.  Dunn,  183095  D.  G  Fraser,  182838  H.  S.  Johnson, 
76619  G.  Moore-Bowman,  G.  W.  Ness,  18338c  J.  W.  Rota.  15226  E.  Raby, 
154946  H.  A.  Ruffman,  2706  A.  W.  Skeggs,  313360  C.  H.  lurlund,  127516 

B.  Warnes,  March  6th;  189558  J.  Grant,  Match  7th;  178769  H.  Baldry, 
244122  I,.  F.  Davies,  137538  H.  J.  loathe,  9997  C.  McConnachie,  W.  J. 
Randle,  1/28281  C.  H.  Robb,  177227  R.  Smith,  March  10th;  135952  H.  E. 
JBlades,  30296  C.  H.  Gardner,  357107  G.  H.  Miller,  51 1566  II .  T.  Shrubbs, 
March  nth;  P/3074  E.  D.  Avre,  S5785  E.  H.  Brown,  17033  A  Barnett, 
178712  J.  Dolben,  H.  Hill,  45928  C."  A.  A  Jones,  178052  H.  W  ljttleales, 
179213  E.  T.  Prior,  127761  R.  Wright,  March  12th;  95336  J.  Begie,  2111  R. 
R.  Brown,  M/S4571  E  Brown,  137328  E.  Deinsey,  25597  J.  C.  E.  Drewitt, 
110098  J.  Elfick,  137383  S.  Hayward,  178449  I.  J  aval,  E.  R.  Mouncher, 
321997  H.  Wray,  March  31st,  26451 1  T.  h.  Bouen,  94061  A.  E.  Curtois, 
P.F.O.  W.  E.  W.  Holder,  H.  ^ord,  154650  C.  W.  Smith,  42096  G.  Watkins, 
76294  G.  Whitaker,  March  14th;  182126  P.  J.  H  Atkinson,  181239  T.  P. 
Caister,  182152  M.  P.  Croxfoid,  A.  Humphreys,  182294  C.  D.  Merriman, 
March  15th;  179711  G.  J.  Burkill,  E.  J.  Pullen,  March  17th;  W.  E.  Dyer, 
March  18th;  128652  S.  Kingston,  177173  R.  L.  Fevers,  13825  W.  H.  Mc- 
Garry,  137423  W.  J.  Mills,  1S2217  H.  H.  Oldlield.  M  Rubcck.  117736  C.  M. 
t'Epine  Smith,  March  19th;  128396  R.  G.  EitUewood,  March  20th;  534778 
T.  R.  Bennett,  4149  G.  H.  Edncy,  11044  S.  G  Henderson,  190110  F.  W. 
W.  Harrold,  107407  T.  Hedgson,  57498  W.  A.  Malpass,  16455  H.  N.  Miller, 
137430  R.  V.  McArdle,  175826  L,.   V    Pearson,  2/051918  J.   McB.  Steele, 

'249647  C.  II.  Scutter,  17758  H.  Taylor,  32025  E  S.  Walmsley,  175015  C  F. 
Waslland,  1051S8  E.  W.  Wright,  128548  E.  P  B.  Wilson,  March  21st; 
.526511  C.  A.  6'Deunell,  March  22nd;  52061  J.  Regis,  March  2.3rd;  180406 
K.  C.  Arnold,  177765  J  B.  P.  Burrows,  117916  R.  W.  Chiles,  177401  S.  H. 
"Clark,  46599  E.  Charleon,  178099  C  R.  Cosser,  2264  C.  E.  Covnor,  175505 
J.  Corstorphine,  179481  R.  M.  Easton,  178683  W.  E  Fletcher,.  3981  F. 
Fogies,  178254  R.  I,  Guest,  8201  E.  E  Hadler,  178530  A.  C  Harris,  1.3036 
G.  W.  Harding,  237672  E.  H  Henton,  1 10947  E  G.  Jeffrey,  180494  H.  C. 
Kirby,  156400  H.  E.  J-  Kingston,  C.  I,owe,  117.311  N.  Lees,  50559  R.  Ma  - 
riott,  156561  C.  I,  Millar,  176583  W.  D  Sutton,  110410  K.  J.  Veryard, 
March  24th;  178682  D.  S.  Edgar,  178657  D.  C.  Pollock,  T4/238637  W.  T 
Stantiall,  128733  J-  S:  Veal,  1 15076  W  J.  Wright,  March  2.5th;  60649  E.  B. 
'Gudgeon,  278733  I.  McD.  Miller,  248656  K.  W.  Townsou,  20^854  E.  J. 
Whitbourne,  13/58386  S.  A.  Woodrow,  March  26th;  10/156406  F.  W. 
'tfnstead,  March  27th;  137148  A.  L.  Brice,  5824  E.  B  Bayley,  21892S  E  W. 
Barber,  114595  E.  J.  Hutson,  1373S8  H  G.  W.  Hill,  496228  A.  R.  Pearce, 
137466  H.  I,,  frafford,  March  28th;  232543  S.  B  C.  Crick,  P/ 305564  F.  W. 
Hewlett,  182093  F.  S  Purchase,  iSc94  O  D.  B.  1,.  Perriu,  March  29th; 
A.  G.  Arthur,  1288H-D.  H.  Bolliver,  137194  F.  S.  Edwards,  213492  A.  E. 
Iugledew,  137448  W.  W.  Inskin,  March  31st;  223201  W.  N.  Burton,  56614 
J.  P.  Clarke,  April  1st;  P.  V.  Bastin,  178251  H.  H  Freeth,  504965  H.  W. 
Hailstone,  W.  E.  I,awton,  176724  S.  B.  Midler,  April  2nd;  117488  R.  W. 
^Waterhouse,  April  3rd;  171629  P  B.  Burgwiu,  24423  H.  Dearden,  April 
7th;  M2/051787  J.  Bruce,  479908  H.  R.  Buddery,  180812  W.  E.  Clark,  52920 
J.  H.  Chadwick,  69323  I,.  F  Clarke,  511569  E.  W.  H.  Challice,  106635 
II.  A.  Davey,  11408  J.  Everett,  128370  H.  O.  Fairclo'h,  185.5S7  F.  McBain, 
"79005  H.  G.  Marriott,  240122  A.  Smith.  S4.' 086007  J.  G.  Smart,  3/3529  J.  E. 
Teare,  1 17339  W.  V.  Woodward,  April  8th;  176440  C.  J.  Stevens,  April 
•<>th;  132522  S.  W.  Shaw,  April.  15th;  158104  II.  Harris,  180721  A.  Oxley, 
■936  R.  Stimpson,  W.  W.  Tolman,  April  17th,  9539  C.  A.  Hillarv,  181059 
A.  S.  Pursell,  1S1866  W.  J.  Tlaistowe,  181769  ~E.  r,  Rose,  183225  A.  V. 
Pickering,  April  23rd;  100601  T.  H.  Houghton,  April  24th;  102151  E.  G. 
A.  Cory,  April  26th;  25982  A.  G.  Keltv,  April  20th;  181325  A.  M. 
Thompson,  May  1st;  182127  H.  W.  Atkinson,  183852  G.  C  Botts,  i8i8s6 
*G.  W.  Breakspeay,e,  182148  T.  T  Bielski";  184497  I.  J.  Boulle,  106809  W. 
Metson,  May  6th;  316339  F.  K.  McCrea,  513993  F.  C.  Simpson.  May  10th; 
.V.9166  W.  H.  Boswell,  540470  E.  Boucher,  5647  J.  N.  Cartiei,  539447  G. 
ft.  F'iulay,  1999  W.  G.  Greaves,  4:0190  W.  W.  P:ttigicw,  May  19th;  175763 
\V.  S.  -Mills,  May  24th. 

Temp.  Hon.  Capt.  J.  C.  Tape  relinquishes  his  commn.  on  ceasing  to  be 
-empld.,  May  1st. 

Transferred  to  unempld  list  : — Et  Col.  factg.  Brig.-Ocn.)  J.  A.  Houi- 
son-Craufurd,  C.M.G.,  C.B.E.,  June  1st;  and  is  granted  the  hon  rank  of 
ftrig.-Gen.;  Et.  E.  S.  Pearse.  July  2.1th. 

The  notification  in  "Gazette,"  July  nth.  concerning  Lt  Col.  J.  A. 
Iloui  son-Craufurd,  C.M.G.,  C.B.F,  ,  is  cancelled. 

-x-       *  * 

The  Air  Ministry  are  sending  a  mission  to  Germany  to  see  that 
the  provisions  of  the  Air  Clauses  are  duly  executed.  The  mis- 
sion will  be  under  the  command  of  Brig. -Gen.  E  A.  D.  Master- 
Tnan.  ColoneT  Smyth-Piggott,  R.A.F.,  is  the  second  in  com- 
mand, and  among  the  other  officers  are  Major  Babington,  R.A.F., 
Major  Fleming,  R.A.F.,  and  Major  Teed,  R.A.F.  The  mission 
Is  said  to  number  nearly  a  hundred  officers. 

*  *  * 

The  Air  Ministry  announced  on  July  2Sth  that  the  Secretary 
•of  State  for  Air  has  approved  a  reorganisation  of  the  Department 
•of  the  Secretary  to  the  Air  Ministry,  one  of  the  principal  objects 
■of  which  is  to  provide  more  fully  for  the  co-ordination  of  the  work 
t)f  the  Department. 

'  Under  this  reorganisation  Mr.  C.  R.  Brigstock  and  Mr.  ].  A. 
Webster,  D.S.O.,\vho  had  be  en  transferred  from  the  Board  of 
Trade,  have  been  appointed  Assistant  Secretaries. 

*  *  * 

Major-General  Sir  Frederick  H.  Sykes,  Controller-General  of 
"Civil  Aviation,  was  presented  by  General  Duval,  on  behalf  of  Pre- 
sident Poincare\  with  the  Cross  of  Hie  Legion  of  Honour  while 
attending  a  meeting  of  the  International  Aeronautical  Commission 
in  Paris  recently. 

s       *  * 

A  Handley  Page  Service  machine,  with  a  crew  of  two  British 
■officers  and  two  mechanics  landed  at  the  Californie  Aerodrome, 
Ticar  Nice,  on  July  2;;rd,  when  en  route  for  Egypt.  The  machine 
had  come  from  Istres,  midway  between  Aries  and  Marseilles. 

*  »  » 

The  Portuguese  Government  steamer  "  Sines  "  landed  three 
British  Aviators  at  La  Coulette,  the  port  of  Tunis,  on  July  24th. 


Their  machine  had  come  down  at  sea  some  sixty  miles  from  Malta 
owing  to  engine  failure. 

'The  Caproni  aerop.ane  F.304  proceeding  from  London  via  Mar- 
seilles to  Ejgypt  fell  into  the  sea  off  the  coast  of  Italy,  near  Cape 
Mesco,  owing  to  engine  trouble,  on  the  evening  of  July  26th. 

The  crew  consisted  of  two  English  officers  and  two  Serjeants. 
The  pilot,  Lieut.  Collinge,  was  fastened  in  the  machine,  and 
though  be  was  eventually  released  bj  the  efforts  ol  his  com- 
panions, who  swam  ashore,  he  expired  soon  after  reaching  the 
land. 

*  *  * 

Geneial  Corvisart,  the  French  Military  Attache,  Commandant 
Sable,  the  Frencb  Attache,  and  his  Aide-de-camp:  and  Lieut. 
Alfred  F  Sinisoff,  of  the  Esthonian  Army,  a  member  01  the  Mili- 
tary Mission,  visited  No.  1  Aircraft  Constructional  Wing  on  July 
26th.  They  were  accompanied  by  Major-Gen.  Philip  Game,  Direc- 
tor of  Training  and  Organisation  in  the  R.A.F,  ;  Colonel  T. 
Gerrard ;  Major  Moore,  CO.  No.  1  Constructional  Wing;  and 
Sir  Willoughby  Dickinson. 

The  headquarters  of  No.  1  Constructional  Wing  are  in  the 
Camden  Road,  Camden  'Town,  N.W.,  and  mention  has  already 
been  made  of  this  training  wing,  which  is  affiliated  to  the  19th 
Bn  (T.F.)  County  of  London  Regt. 

The  guests  were  conducted  over  the  building  in  order  that  they 
mag*ht  see  how  instruction  is  given. 

Sir  Willoughby  DLkinson  said  that  quite  apart  from  the  mili- 
tary needs  in  connection  with  aviation,  which  would  always  be 
heavy,  there  would  be  a  great  necessity  for  men  to  qualify  in  the 
art  of  flying  for  commercial  and  other  purposes.  Although  the 
aircraft  school  which  had  just  been  established  was  onlv  in  the 
nature  of  an  experiment,  they  were  certainly  justified  in  believing 
that  it  would  be  attended  with  big  results.  Ther?  must  be  thou- 
sands of  bovs  longing  to  get  up  into  the  clouds,  but  before  they 
could  achieve  that  ambition  the}'  must  learn  aeroplane  construction 
and  master  the  science  of  aircraft. 

Major-Gen.  Game  said  he  could  see  a  friendly  rivalry  between 
tihe  School  and  the  Air  Ministry  in  obtaining  boys.  The  Air 
Ministry  wanted  as  many  boys  as  they  could  get  between  13  and 
16,  and  were  willing  to  train  them  for  three  years  It  would, 
therefore,  be  an  enormous  help  if  the  School  could  assisr  the  Air 
Ministry  in  this  direction  by  instructing  boys  in  aircraft. 

Major  Moore  said  they  were  also  going  to  take  up  the  teaching 
of  wireless  telegraphy  at  the  School. 

*  *       *  - 

The  South- Western  area  of  the  Royal  Air  Force  held  a  success- 
ful sports  meeting  at  the  Victoria  Park,  Salisbury,  on  July  23rd, 
attracting  large  crowds  of  spectators.  Some  excellent  racing  was 
witnessed,  giving  promise  of  satisfactory  displays  in  the  forth- 
coming championships  meeting  which  is  to  be  held  at  Stamford 
Bridge. 

Lieut.  Paul  (Gosport)  and  Sec.  Lieut.  Marsh  (Blaridford^  tied  In 
tho  'high  jump  at  3  ft.  25  ins.  ;  and  an  excellent  race  for  the  mile 
resulted  in  a  win  for  Acting-Ccrporal  Nicks  in  4  miri.  50  sees. 

Lieut.  Price  won  the  100  yards  in  10  1-5  sec,  and  the  100  vards 
open  was  secured  by  Serjt. -Major  Bolt  (1st  ILdloon  Training 
School)  in  10  3-5  sec.  Lieu:.  Shaw  (Gosport)  proved  an  easy 
winner  in  the  half-mile  race  in  2  mins.  10  sees.  The  one  mile 
open  was  a  splendid  race,  and  was  won  bv  Lieut.  Barr  with 
comparative  ease  in  4  mins.  57  1-5  sec. 

The  long  jump  was  secured  by  Capt.  Scott  (Boscomfoe  Down) 
with  10  ft.  6  ins.  Serjt.-Ma jor  Bolt  won  another  good  race  in 
the  220  vards,  which  he  won  in  25  sees.  Acting-Corporal  Rider 
(Southern  Aircraft  Repair  Depot,  Farnborough)  ran  strongly  in 
the  three  mile  race,  and  won  easily  in  16  mins.  34  3-5  sees. 

Lieut.  Fraser  won  the  hurdles,  and  Serjeant-Major  Bennett 
(Lee-on-Solent)  secured  the  440  yards,  after  keen  contest,  in  35 
2-5  sees. 

The  Southern  Aircraft  Repair  Depot  team  from  Farnborough, 
who  recently  competed  at  Olympia,  and  were  defeated  in  the 
sf mi-final  of  the  tug-of-war  by  Gorelon  Highlanders,  exhibited 
good  form,  and,  pulling  strongly,  be  at  Gosport  in  the  final  by  two 
pulls  to  nil.  A  superb  display  of  jumping  was  given  by  Mr. 
Singer,  of  Corsley. 

The  Warminster  silver  challenge  cup,  presented  bv  friends  in 
Salisbury  to  the  Station  winning  most  points,  was  secured  by  the 
Southern  Aircraft  Repair  Depot,  Farnborough  ;  and  the  handsome 
cup  presented  by  Brigadier-General  Lpngcroft  to  the  best  indivi- 
dual compe  titor  was  awarded  to  Serjt. -Major  Bolt. 

The  Earl  of  Athlone  started  the  Windsor  Marathon  Race  on 
July  26th  in  connection  with  the  Renal  Air  Force  sports  at  Ascot. 
The  Marathon  was  won  by  Aircraftsman  Ford,  who  crossed  the 
tape  at  Ascot  41  min.  after  the  start.  Princess  Alice,  Countess  of 
Athlone,  distributed  the  prizes. 

FRANCE. 

The  following  is  from  a  Paris  correspondent  : — 
Rear-Admiral  Violette  has  gone  to  Saint  Rtphael  to  study  the 
question  of  formation  of  aviation  uunits,  and  in  particular  that  of 
the  escadre  (an  escadre  is  about  200  machines).  According  to  the 
result  of  his  investigation,  this  unit  of  formation  may  be  retained 
or  suppressed. 

On  the  iQtfh  inst.  Captain  Marchal  left  St.  Raphael  to  fly  to> 


468 


The  Aeroplane 


July  30,  1919. 


Bizerta,  in  Tunis,  where  he  landed  at  10.40  a.m.  He  flew  a 
Nieuport  Tellier  machine  with  a  350  h.p.  "Sunbeam,"  and  carried 
Victor  Giordan,  his  mechanic,  as  passenger.  He  intended  to  re- 
turn the  next  day,  but  at  the  moment  of  writing  no  further  news 
is  to  hand. 

It  is  now  understood  that  the  French  authorities  have  recog- 
nised the  Adjudant  Casser  as  an  ace.  Adjudant  Casser  has 
brought  down  a  minimum  of  ten  enemy  machines.  The  autho- 
rities have  only  just  discovered  the  graves  of  two  aviators  brought 
down  by  Casser  in  the  spring  of  191S.  No  definite  information 
could  be  obtained  before. 

In  a  rather  inglorious  manner  Lieut.  Lemaitre  has  arrived  at 
Dakar  on  board  a  tug,  "  La  Calombe,"  having  with  him  his  pas- 
senger, Agt.  Guignard,  and  his  machine. 

It  will  be  remembered  that  Lieut.  Lemaitre  was  forced  to  de- 
scend near  Port  Etienne,  and  crashed.  Spares  reached  him  here, 
but  the  necessarv  machines  and  tools  to  effect  the  repairs  were  not 
available,  hence  the  reason  for  the  sea  journey  to  Dakar,  where 
ir  is  hoped  the  necessary  mechanical  equipment  will  be  found. 

GERMANY. 

The  following;  has  been  received  from  the  Danish  correspondent 
o*  The  Aeroplane  : — 

The  Bavarian  officer-pilot,  Lieut.  Diemer,  has  carried  out  a 
number  of  altitude  flights  on  a  D.F.W.  biplane  scout,  reaching 
first,  with  full  load  and  a  Benz  motor,  23,2^0  ft.  by  a  speed  of 
160  km.,  improving  later  this  performance  various  times,  having 
the  power  .plant  replaced  by  a  B.M.W.  motor,  attaining  the  last 
time  on  June  17th  a  height  of  9,620  metres  (29,000  ft.)  in  2  hours 
4  imins. 

On  July  25th,  1918,  this  same  officer  flew,  as  technical  officr 
of  the  Bavarian  Flying  School  V.,  with  a  light  two-seater  biplane 
of  the  Halberstadt  LCII  model,  equipped  with  a  Bavaria  Ilia  185 
h.p.  motor,  and  loaded  with  80  kilos.,  from  Augsburg  to  Doebe- 
rhz  by  Berlin  in  4  hours  2  mins.,  on  a  petrol  consumption  of  84 
litres.  This  is  claimed  to  compare  favourably  with  motor  vehi- 
cles for  service  economy,  as  it  is  claimed  that  a  14/30  h.p.  tour- 
ing car  (14  b.h.p.,  30  i.h.p.)  would  need  12  to  14  hours  and  at 
least  120  litres  for  the  same  distance. 

SCANDINAVIA. 

The  following  has  been  received  from  the  Darish  correspondent 
of  The  Aeroplane : — 

The  Swedish  Army  has  obtained  a  credit  of  90, coo  kronen  lor 
increasing  the  Swedish  Air  Services  by  buving  foreign  machines. 

Both  a  Danish  Army  and  Naval  party  have  gone  to  Germany 
to  inspect  the  cheap  offers  for  aircraft  with  a  view  to  acquiring 
aeroplanes  for  each  service  to  the  amount  of  £$,500  in  German 
mark  value,  granted  the  Traffic  Office  by  Parliament  for  ait- 
service  trials.  While  the  Army  officers  have  so  far  acquired 
nothing,  the  Naval  commission  bought,  beside  a  number  of  Benz 
engines,  four  Friedrichshafen  biplanes,  with  which  regular 
daily  flights  have  been  carried  out  during  the  last  month  both 
with  and  without  mail,  on  the  route  between  Copenhagen  and 
Stege,  to  be  extended  to  Nakskov,  with  only  one  mishap  so  far. 
one  seaplane  overturning  while  being  brought  after  landing  in  a 
storm. 

At  the  suggestion  of  the  naval  air  station  Captain-Lieut,  v. 
Reppert  has  paid  a  flying  visit  to  demonstrate  the  Brandenburg 
scout  monoplane. 

U.S.A. 

During  June  a  comparison  of  the  casualties  of  the  U.S.  Air 
Service  was  issued  at  Washington,  and  the  following  table  gives 
rates  during  the  various  periods  mentioned  :  — 

Hours  Flown 
Number    per  Fatality 

Training  Fatalities — 

April  3rd  to  June  12th,  1919    8  2380 

Other  Fatalities — 

April  3rd  to  June  12th,  1919    14  462 

All  Fatalities- 
June  1st  to  November  nth,  191S    156  3J49 

November  nth  to  January  2nd,  1919       42  J&77 

January  2nd  to  April  3rd,   1019    21  1327 

April  3rd  to  June  13th,  1919    22  1160 

The  U.S.  War  Department  issued  an  announcement  on  June 
30th  regarding  the  number  of  aeroplanes  in  the  U.S.  Army  Air 
Service.  The  following  table  from  an  American  source  shows 
the  exact  number  of  machines  available  for  all  purposes  : — 

Number       In  storage 
in  com-    with  motors 
Type  Designed  fur  mission         taken  out 

D.H.4   Observation  day  bombing      1191  S42 

Spad   Pursuit    27  — • 

Le  Pere  Service    18  — 

Handlev  Page. ..Bomber    4  20 

S.E.3   Advanced  training    46  1  57 

J.N.6-H  Advanced  training    653  156 

S.4-C  Advanced  training    400  — 

Total   •   2339        .  1075 


RUSSIA. 

OFFICIAL    COMMUNIQUES    (BOLSHEVIK) . 

,  July  23rd. — In  the  direction  of  the  Northern  Dvina  an  enemy  aero- 
plane dropped  20  bombs  on  our  positions. 

July  25th. — In  the  region  of  the  Northern  Dvina  an  enemy  aeroplane - 
dropped  17  bombs  without  causing  any  damage. 

Undated  (Western  Front). — In  the  Gulf  of  Finland  two  of  our  aero- 
planes successfully  bombarded  an  enemy  flotilla. 


PERSONAL  NOTICES. 

NAVAL. 
Deaths. 

WARNEFORD.— Captain  W.  K.  Warneford,  A.F.C.,  R.A.F.,.. 
who  was  lost  on  July  15th,  in  H.M.A.  N.S.n,  was  born  in  July,. 
1895,  and  was  the  only  child  of  Mr.  W.  H.  Warneford,  of 
Huyton,  Liverpool,  manager  of  the  London  and  North- Western, 
Railway  Works  at  Earlestown,  and  formerly  at  Crewe.  He 
joined  the  Kite  Balloon  Section,  R.N.A.S.,  in  October,  1914,  and, 
after  service  in  France,  was  transferred  to  the  Airship  Service, 
R.N. 

His  service  has  been  highly  commended,  and  recently  a  letter 
was  received  from  the  Air  Ministry  congratulating  the  crew  on 
their  high  state  of  efficiency  and  attention  to  duty.  Captain. 
Warneford  was  a  cousin  of  the  late  Lieut.  Warneford,  V.C., 
R.N.A.S. 

WRIGHT.— Lieut.  James  Turstin  Wright,  R.N.,  of  Behiz? 
Grove,  London,  commanding  Barrow  airship  station,  was  killed 
when  motor-cycling  on  Olney  Island,  on  July  17th.  He  ran. 
into  a  number  of  sheep  which  had  strayed  on  to  the  roadway,  and 
was  thrown  to  the  ground.  Lieut.  Wright  was  twenty-one  years 
of  age,  and  was  to  have  left  the  service  on  the  following  Wednes- 
day. 

Lieut.  James  Turstin  Wright,  R.N.,  was  the  son  of  the  late 
James  Wright,  of  Derby,  and  Mrs.  James  Wright,  of  2,  Grove 
Court,  London. 


MILITARY. 

Marriage. 

ASHMORE— PARSONS.— The  marriage  took  place  on  July 
17th,  at  Holy  Trinity  Church,  Prince  Consort  Road,  S.W.,  of 
Major-General  Edward  B.  Ashmore,  C.B.,  C.M.G.,  M.V.O., 
R.A^.,  Commanding  the  London  Air  Defence  Area,  and  Miss: 
Betty  Parsons,  daughter  of  the  Rev.  F.  W.  Fatsons,  vicar  of 
Tandridge,  Oxted,  Surrey,  who  performed  the  cetemony,  assisted' 
by  the  Rev.  H.  B.  Coward  (vicar  of  Holy  Trinity)  and  Prebendary 
Joyce. 

Mr.  Alan  Parsons  gave  away  his  sister,  whose  wedding  gown, 
was  of  gold  tissue,  with  a  train  of  gold  brocade  lined  with  tissue. 
In  her  hair  was  a  pair  of  golden  wings,  mounted  on  a  fillet  of 
gold,  which  held  the  veil  in  place.  This  was  the  gift  of  Mrs. 
Alan  Parsons.  The  bridal  bouquet  was  of  white  lilies.  The  two- 
little  "boy  train-bearers  were  Master  Ian  David  Parsons  and 
Master  Julian  Cory-Wright,  in  flame-coloured!  chiffon  shirts  and' 
loose  breeches  of  gold  tissue.  They  were  followed  by  six  brides- 
maids, Miss  Kathleen  Govett,  Miss  Bet  Joyce,  Miss  Aline  Parsons, 
Miss  Hope  Robertson,  Miss  H.  M.  Smith,  and  Miss  R.  Gordon, 
whose  dresses  were  in  the  Venetian  style,  of  golden  blue-shot 
tissue,  worn  with  gold  Dutch  caps  ornamented  with  clusters  of 
tiny  oranges  and  blue  net  veils.  Their  presents  from  the  bride- 
groom were  necklaces  of  lapis  lazuli,  and  they  carried  del- 
phiniums. A  tiny  child  ■belonging'  to  Mrs.  Alar.  Parsons,  in  a> 
classical  costume  with  a  gay  little  green  tog?,  strewed  rose- 
petals  in  the  path  as  the  couple  left  the  church.  The  best  man. 
was  Colonel  Cyril  Hankey,  C.B.E.,  M.V.O. 

Among  the  guests  were  : — The  Spanish  Ambassador  and  Mme. 
Merry  del  Val,  the  Countess  of  Limerick,  Lady  Randolph 
Churchill,  Mr.  and  Mrs.  Alan  Parsons,  the  Hon.  Gwladys  Bailey, 
Sir  Hugh  Trenchard,  Sir  W.  S.  B'rancker,  Sir  B.  and  Lady  de- 
Lisle,  Sir  A.  and  Lady  Montgomery,  Lady  Tree,  Lady  Diana 
Duff-Cooper,  Lord  Bellew,  Mr.  Ivor  Novello,  Sir  R.  and  Lady 
Longman,  Mr.  Gerald  du  Maurier,  Miss  Violet  I  oraine,  Mr.  and 
Mrs.  Ernest  Thesiger,  Mr.  and  Mrs.  Cory-Wright,  Mrs.  Charles 
Ashmore,  Mrs.  and  Miss  Ashmore,  Mr.  Eddie  Marsh,  General 
and  Mrs.  Romer,  Mr.  and  Mrs.  Govett,  Sir  William  Treloar, 
General  Geoffrey  White,  General  Thomas  Cubitt,  Lady  Bridge, 
Lady  Butler,  General  and  Mrs.  Warner.  Sir  Cecil  and  Ladv 
Harcourt-Smith,  Miss  Olga  Lynn.  Mrs.  Delise  Salmond,  Mr.  and 
Mrs.  William  Murdoch,  Mr.  and  Mrs.  Murray  Dovey,  Mr.  Boris 
Lensky,  Mme.  Suggia,  Mr.  Victor  Beizel,  Mr.  Lev  Smith,  and  the 
Staff  and  many  officers  of  the  London  Air  Defences. 

There  was  a  reception  afterwards  at  47,  Prince'.;  Gardens,  the 
residence  of  Mr.  F.  Leonard  Govett,  the  bride's  uncle. 

JACKSON— SLADE.— On  July  23rd,  in  Dover  Castle  Chapel, 
Major  James  Lee  Jackson,  M.C.,  The  Connaught  Rangers  and 
R.A.F.,  elder  son  of  the  Rev.  Canon  Jackson  and  Mrs.  Jackson, 
The  Rectory,  Belmullet,  co.  Mayo,  was  married  by  special  licence 
to  Rosamond  Tudor,  second  daughter  of  Edward  Slade,  Esq.,  and 
Mrs.  Slade,  The  Tudor,  Boston,  U'.S.A.,  and  The  Lake  House, 
Quebec,  by  the  father  of  the  bridegroom,  assisted  by  the  Rev. 
A.  S.  Cuthbert  Harrison,  Chaplain,  R.A.F. 


July  30,  191 9 


The  Aeroplane 


469 


Keen  Buyers  go  to  the  Source. 


E.G. 


TOOLS 


R.  MATHER  &  SON, 

SHEFFIELD. 


Cast-Iron  Hammered  Piston  Rings. 


(By  the  Davy 
Robertson-Procete), 

In  our  Special  Pistin 
Ring  Iron      All  sins 

-up  to  ?2  in. 

Quick  Delivery, 
Absoluteiy 
Reliable. 
Low  PriceSc 

Telephone  No.  2149. 

Telegrams — 
"  Ocean,"  Sheffield, 


The  Standard  Piston  Ring  &  Engineering  Co.,  Ltd* 

Don  Road,  Sheffield.   


Y.E.S.  PHOSPHOR  BRONZES  \ 

Omat  '  EA  TONIA  '  Prove*: 

Bearings,  Bushes,  Gearwheels, 

The  most  durable  produced, 

'  EATONI A  '  CAST  BARS  ere   the  only  perfectly 
found    end    straight    Bars,    and    the    only  HOMO- 
GENEOUS CASTINGS. 


Oar  Works    contain  Laboratories  und   Machines  fer 

all  physical  tests.  \ 


SOLE  PRODUCERS  &  SELLERS, 

YORKSHIRE  ENGINEERING  SUPPLIES,  Ltd, 

WORTL5Y,  LEEDS. 


SALMS 

AERO -ENGINES 


(Canton-Unne  System). 


All  enquiries  should  be  addressed  to 

THE  DUDBRIDGE  IRON  WORKS,  V 

STROUD, 
GLOUCESTERSHIRE. 


PATENT  TIME  SAVING 
SPLICING 
VICE. 


Aa  supplied 
to  R.A.F. 


Saves  Waispiif 
t  Fixts  Thimbu  in  Less. 


4  ice. 


Sole   Licxmciis  : 

BARNET  f  &  FOSTER, 

EAGLE  WHARF  RD.,  LONDON,  N.I, 


The  Air  Navigation  Go.,  Ltd. 

BLERIOT  &  SPAD, 

ADDLESTONE  (SURREY). 


Contractors  to  War  Office  and 
Admiralty. 


Flying   Ground  -  Brooklands  Aerodrome, 
NORBERT  CHEREAU,    Managing  Director. 

Telegrams— Bleriot,  Weybridge.         Telephone    558  Weybridge. 


During  the  War  we  made 

MILLIONS  of  AERO  PARTS. 

We  are  still  making  large  quantities. 

CAN  WE  SUPPLY  YOUR  WANTS? 

TURNINGS  or  (Power)  PRESS  WORK. 

Any  metal  or  insulating  material,  screwed 
or  plain.  Any  article  of  small  or  medium 
size  where  very  large  quantities  are  required. 

No   charge  for   tools  Joy   large  quantities. 

CASH  MORE  BROS. 

Zota  Works,  Hildreth  St.,  Balham,  S.W.12. 

Phones — Battersea  415,  Streatham  2140. 


KINDLY    MENTION    "  THE    AEROPLANE  "     WHEN    CORRESPONDING    WITH    ADVER  TISERS. 


The  Aeroplane 


July  30,  19x9, 


TRADE  CARDS. 


lugs  I   Springs  !   Springs ! 

We  make  a  speciality  of 
Springs  for  Aeroplanes. 
SEND  FOR  PRICES. 
;  Spring  Co,,  West  Bromwtos, 


SHEET  METAL  WORK  FOR  AUTOMOBILES  &  AIRCRAFT 

Domed  Motor  Wines.  Radiators,  Petml  and  Oil  Tanks,  Panels, 
Cowlings.  FairingB,  etc.,  supplied  new  or  repaired  "Wheel  Discs 
for  Ford  and  other  cars  supplied  frcm  stock.  All  kinds  of  Sheet 
Metal  Work  Brazing  or  Acetylene  Welding  undertaken.  Metal 
Sidecar  Bodies  and  Aluminium  Number  Plates  supplied  promptly. 
Improved  SUtncers  and  Racing-type  Exhaust  Pipes  fitted 
to  any  car  at  short  notice. 

OWEN    DAVIES   ENGINEERING   Co.,  Ltd. 

(E.  Owen  Da  vies,  Managing  Director.) 
44-46  QUEENSLAND  ROAD,  HOLLOWAY,  N.7.1  Phone  North  2964 


mgg  Metal  Engraving  Co. 

Chats  worth  Works ,  Worthing, 
¥m  SSala,  Scalts,  Nam«-p;.aies  and  Address  Plats* , 
aad  Irstructioc  Plates,  in  Metal,  Ivorine,  Etc. 

Sathtstr  Chemically  Engraved  or  Machined, 


EGAMOID 


BRAND 

LEATHER  CLOTH. 

The  Best  Waterproof  Covering  for  Bail-way.  Tram- 
way, Aeroplane,  Motor  Boat,  Cushions.  Seats,  etc 

NEW  PEGAMOID  LIMITED,  ******* 


Tel agrama— Pegamoid,  Phone,  London, 
lii      ;ne- -Qi  iy  9704  (2  Unes).  Cables  1BC  5th  Edition  and  Private 


E.G.  4, 


The  INTEGRAL  PROPELLER  Co.,  Ltd. 

guarantee  Highest  efficiency  in  their 
design  and  manufacture  of  propellers 
tor  any  type   of  engine   or  machine. 

THE  INTEGRAL  PROPELLER  CO..  LTD., 
Edfiware  Road,       The  Hyde,       Hendon  N.W.9. 

Telephone :   Kingibury  104. 


9   FOX  ELiOTT  &  CO.,  L™- 


it 


rV 


Timber  Importers, 
::  PLYMOUTH  .: 


Walnut, 
Mahogany  and 
Silver  Spruce 


Telegrams    *' Baltic.  Plymouth,"     TL':e;>hone  :  1217  (2  lines). 


SCREW-  DRIVING 

RUSSELL  BROTHERS,  Ltd,,  REDDITCH 

ACHINES. 


IBORA  PROPELLER.  COMPANY.  Ltd. 


Telephone  i 

iKiMSTOM  672. 


Telegrams : 
"  Eboha,  KiNctTon." 


PROPELLERS 

Oontraators  to  the  ADMIRALTY  *  WAR  OFFICE, 
ft  It  ig,  Surbiton  Park  Terraec,  Kingmton-on-Th»a»e». 


Tnada      MEN  DINE  Mark. 

LIQUID  SCOTCH  G L U  E 

USED  BY  THE  LEADING  AEROPLANE  CONSTRUCTORS. 

MOISTURE  PROOF. 
Wriit  for  Price  List  and  Particular*  ;J| 
WKNDINE  CO.,  8,  Arthur  Street,  London  Bridge,  E.C.  g 


ADOPTED  BY  SO  MANY. 

can  you  afford  to 
run  your  factory  without 

AUTO 
" START  AND 
CEASE  WORK" 
SOUND  SIGNALS 

and 

Modern  Methoaa 
of 

Saving  Minutes 


The  Shortened 
Working  Week  Makes 
GENTS'  PULSYNETIC 
SYSTEM  ESSENTIAL 
IN   MODERN  WORKS. 
Send  for 

Illustrated  Literature  Book  "A  25  " 

■&C°Lto'w^rakdsay  Leicester 


London ; 
Victoria  St. 


Newcastle-on-Tyn-*: 
52,  Blackett  St. 


UKUM1TEB  LENGTH  -with  INCREASED  STRENGTH 


SPARS 

STRUTS 
LONGERONS 


COMBINED 
METAL  AND 


TUBES     WOOD  STRUTS 


T£X£ CRAMS 
Ay  L  INC'  5 


Patentees  5c  Makers    AYLINCS  Riverside    Putney  .  5.W 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


July  30,  19 19 


The  Aeroplane 


471 


SEND  US  YOUR 
ENQUIRIES. 


WOODWORK. 
METAL  WORK. 
TUBE  WORK. 
WELDING.  v 


AND 

MANUFACTURING 
COMPANY,  LIMITED. 


PARK  STREET, 
BURTON  ON  TRENT 


'Phone — 534  Burton-on-Trent. 
Telegrams — "  Planes,  Burton-on-Trent. 


Manufacturers 

,  of  , 


PHOSPHOR  BRONZE 
GUN  METAL, 

MANGANESE  BRONZK, 

BRASS  &  COPPER 

TUBES,  SHEETS, 
RODS,  WIRE,  AND 

CASTI  NGS. 

PHOSPHOR  TIN, 
PHOSPHOR  CO F  PER. 


CHARLES  CLIFFORD  &  SON,  LTD., 

BIRMINGHAM. 


CONSULT 


on  all  matters 
connected  with 
Commercial  and  Pleasure  Flying, 
Aeronautic  Design  &  Manufacture. 


ECG€RftaLA» 


Phone  Regent 


414 


1  A  Years'  Practical  experience 
in  all  Branches, 


A  F  R  At  S 


St.  George  s  House, 
193,  Regent  Street, 

L0ND0H.W.1. 


CRADOCK'S  STEEL  STRANDS  S  CORDS 

FOR  AVIATION  A  SPECIALITY 


7,  EAST  INDIA  AVENUE. 


QUALITY  TO  ADMIRALTY  AND  R.A.F.  SPECIFICATION. 
DESCRIPTIVE  PAMPHLET  ON  APPLICATION. 

GEORGE  CRADOCK  &  Co.  LD  wakefield 


MISCELLANEOUS  ADVERTISEMENTS 

SPECIAL  PREPAID  RATE  :  18  words  1  6  ;  Situations  Wanted  ONLY,  18  words  1  -  ;  Id-  per  word  alter.  TRADE  ADVERTISEMENTS 
in  these  columns,  3  lines  3/-  ;  lOd  per  line  after.  Public  Announcements,  Legal  notices.  Auctions,  Contracts,  etc.,  1/6  per  line. 
For  the  convenience  of  Advertisers,  replies  can  be  received  at  the  offices  of    THE  AEROPLANE,"  61,  Carey  St  ,  London,  W.C.2. 


PATENTS. 

PAGE  &  ROWLINGSON,  Chartered  Patent 
Agent!)  (Consulting  Engineer,  Mr.  S.  E. 
Page,  A.M.Inst.C.E.),  27,  Chancery  Lane, 
London,  W.C.    Tel.  332  Central. 


Henry  Skerrett  (H.  N.  Skerrett,  A.I.A.E., 
A.I.Mech.E.,  Associate  I.E.E.,  Fellow  of  the 
Chartered  Institute  of  Patent  Agents),  Patents, 
designs  and  trade  marks. — 24,  Temple  Rciv, 
Birmingham. 


Inventors  advised  free.    Write  for  booklet  . 
King's    Patent    Agency,    Ltd.,    165,  Queen 
Victoria  Street,  London.    30  years'  references. 


Stanley,  Popplewelt  and  Co.,  Patent  Agents 
and  Consulting  Engineers.  Applications  for 
Patents  attended  to  in  all  countries. — 3S, 
Chancery  Lane,  W.C.  Telephone  :  1763  Cen- 
tral.   Circular  free. 


J.      HAROLD     BEAUMONT,  Registered 

Patent  Agent,    29,    Southampton  Buildings, 

London,  W.C. 2. —Patents,  Trade  Marks  and 
Designs. 


SITUATIONS  VACANT. 

TERRITORIAL    FORCE  ASSOCIATION 
OF  THE  COUNTY  OF  LONDON. 
CADET  ORGANISATION. 

Wanted  Ex  Officers,  Warrant  Officers  and 
N.C.Os.  of  the  Royal  Air  Force  to  act  as 

INSTRUCTORS,  ASSISTANT  INSTRUC- 
TORS and  DEMONSTRATORS  in  connec- 
tion with  the  Sections  in  Aircraft  construc- 
tion (Rigging,  Engines  and  Navigation)  now 
being  formed  in  connection  with  the  various 
Cadet  Battalions  affiliated  to  the  London 
Territorial  Regiments.  The  work  is  entirely 
voluntary  and  Commissions  are  offered  to 
suitable  gentlemen. 

Apply  in  writing  to  — 

THE    ORGANISING  OFFICER, 

Territorial  Force  Association  of  the  Countv 
ol  London,  Duke  of  York's  Headquarters, 
S.W  ,  marking  the  envelope  "Cadet  Instruc- 
tors." 


Wanted  for  West  of  Scotland,  good  Draughts- 
men used  to  first-class  aero  engine  design. — 
Reply,  giving  particulars  of  age,  experience, 
and  salary  required,  to  "  Aero,"  Wm.  Por- 
teous  and  Co.,  Advertising  Agents,  Glasgow. 


Demobilised  Officer.  R  A.F.,   Certified  Pilot, 

required  by  a  Commercial  Firm.  Preference 
will  be  given  to  a  man  who  has  had  some 
commercial  training.  Good  remuneration  to 
a  suitable  man,  who  will  not  be  required  to 
make  flights. — Apply  "  D.  O.,"  c/o  Dorland 
Agency,  Ltd.,  16,  Regent  Street,  S.W.J. 


Aeronautical  Engineers,  London  District,  re- 
quire an .  Assistant  Works  Manager,  prefer- 
ably with  experience  of  constructing  large 
aeroplanes.  Must  have  good  technical  train- 
ing, punctual  habits  and  ability  to  maintain 
discipline. — Write,  stating  age,  experience  and 
salary  required,  enclosing  copies  of  testimo- 
nials to  "Aeronaut,"  Box  464,  Sells,  Ltd.,  168, 
Fleet  Street,  EC.  4. 


Riggers. — Experienced  men  required  to  go 
abroad  to  help  in  formation  of  flying  service. 
—  Reply,  stating  age,  experience  and  salary 
required,  to  "Aerial  Register,"  33,  Duke 
Street,  St.  James's,  S.W.:. 


Fitters. — Expert  on  Le  Rhone  and  stationary 
engines  required  to  go  abroad,  to  assist  in 
formation  of  flying  service.  Applicants  must 
be  thoroughly  practical  men — good  salary  to 
right  men.: — Reply,  statin?  age,  experience 
and  salary  required  to  "Aerial  Register,"  33, 
Duke  Street,  St    James's,  S.W.  t 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS 


The  Aeroplane 


July  30,  1919 


472 


SITUATIONS  WANTED. 

Pilot,  age  26  years  ;  700  hours'  flying  ;  prac- 
tical engineer  (steam,  oii,  gas  and  petrol), 
desires  employment  as  pilot,  competition 
driver  or  rider.  Willing  ts  undertake  any- 
thing at  home  or  abroad  with  £;ood  prospects. 
— Box  No.  4719,  The  Aeroplane,  61,  Carev 
Street,  W.C.2.  __  - 

Ex=R.A.F.  Officer,  2,000  hours,  40  types;  Five 
years'  flying  experience;  two  years  as  Test 
Pilot.  Pilot's  License  No.  176.  Wants  job 
as  Test  Pilot,  Instructor  or  for  passenger 
work.  No  reasonable  offer  refused.—- 
Apply  Box  No.  4727,  The  Aeroplane,  61, 
Carey  Street,  W.C.2. 

ExR.N.A.S.  1st  Class  Aero  Mechanic,  latest 
rotary  engine  experience,  seeks  situation.  Dis- 
engaged.— A.  G.  R.,  400,  High  Street,  Brent- 
ford. 

Ex-R.A.F.  1st  Class  Mechanic;  used  to  all 
rotary  engines,  seeks  situation  with  aircraft 
firm.  Willing  to  go  abroad.  Disengaged. — 
C.  M.,  80,  Paxton  Road,  Chiswick,  W.4. 

Ex-R.A.F  Captain,  1,000  hours;  33  types, 
good  engineer,  linguist,  desires  post  as  pilot 
or  any  kind  ot  work  to  enable  him  and  his 
dependants  to  live.  Age  24. — Box  No.  4725, 
The  Aeroplane,  61,  Carey  Street,  W  C.2. 

Regular  Cavalry  Officer,  educated  Eton  and 
Sandhurst,  8  years'  service,  late  squadron 
commander  R.A.F.,  4  years'  flying  experi- 
ence, day  and  night,  at  home  and  abroad, 
wants  good  situation  in  aviation  company, 
either  instructional,  commercial,  or  passen- 
ger flying.  No  objection  going  abroad,  but 
good  salary  and  prospects  essential. — Box 
No.  4721,  The  Aeroplane,  61,  Carey  Street, 

W.C.2. 


ENGINEERING 

British  Correspondence  School  of  Aeronautics 

(Estab.  1908). — Engineering  course,  17s.  6d. 
Advanced  course  in  design,  engines,  draughts- 
manship, 42s.  Diplomas  granted. — Penning- 
ton's, 254,  Oxford  Road,  Manchester. 


AEROPLANE  LECTURES  NOTE  BOOK. 

Students  attending  lectures  on  aeroplanes 
and  aero-engines  find  the  task  of  note-taking 
very  trying  if  they  would  keep  their  attention 
fixed  on  the  lecturer.  Mr.  O.  Ford-Jones,  as 
the  result  of  his  observation  of  the  student's 
need,  has  devised  a  loose-leaf  note-book.  One 
set  of  leaves,  40  in  number,  is  for  "Particulars 
of  Aeroplane,"  a  second  for  "Particulars  of 
Engine."  All  the  student  has  to  do  is  to  insert 
notes  in  the  spaces  left — thus  : 

Speed  :   Flying  m.p.h.  Landing  m.p.h. 

Maximum  m.p.h. 

The  book  will  fit  into  an  ordinary  pocket, 
and  the  essentials  of  40  lectures  can  be  re- 
ef rded  with  a  minimum  of  trouble.  The  leaves 
can  be  easily  removed  for  ultimate  filing.  The 
A«vos>!ane  Note  Book  costs  5s.  net ;  refills,  2s. 
net  per  set.  Order  of  any  newsagent  or  direct 
from  : — 

The   Aeroplane   &   General  Publishing  Co., 
Ltd.,  61,  Carey  Street,  W.C.2 

KINDLY    MENTION    "  THE 


MISCELLANEOUS  AND  TRADE. 

Lamplough  Radiators. — New  designs,  in- 
creased efficiency.  Radiators  repaired  or  re- 
made. Private  and  commercial  cars  over 
hauled,  repaired  and  refitted  for  the  road. 
First-class  staff  and  machinery  available  for 
the  best  work. — Lamplough  &  Co.,  Highfield 
Works,  Feltham,  Middlesex.  'Phone  33  Felt- 
ham. 

Articles  wanted  on  the  following  : — Parachutes 
(15,000  words).  Meteorology  and  Aviation 
( 1 0,000  words).  Medical  Aspects  of  Flying 
(5,000  to  10,000  words). — State  price  to  Box 
No.  4726,  The  Aeroplane,  61,  Care)  Street, 

W.C.2. 


AIRCRAFT  PARTS. 

Hardwood  for  Aeroplanes. — Specially  Selected 
air-dried  timber  as  supplied  to  leading  con- 
structors in  Britain  and  the  Continent.  Silver 
Spruce,  Ash,  Poplar ;  Hickory  and  Ash 
Skids ;  Three-ply ;  Thin  Cedar  and  Mahogany 
for  Floats  ;  Walnut  for  Propellers. — William 
Mallinson  and  Sons,  Ltd.,  Hackney  Road. 
'Phone,  3845  Central,  4770  Wall. 


Tapes,  Webs,  Cords  and  Threads  in  all  quali- 
ties suitable  for  Aircraft  Work.  Delivery  from 
stock. — John  MacLennan  and  Co.,  30,  New- 
gate Street,  London,  E.C.i.  (See  Advertise- 
ment Page  IV  of  Cover  and  Buyers'  Guide). 


FOR  SALE. 

Transiers.  Firms  requiring  Transfers  should 
write  to  the  makers. — A  Bird  &  Co.,  Latimer 
Street,  Birmingham. 

Sunbeam,  150  h.p.  8-cylinder,  and  225  h.p.  12- 
cylinder  Aero  Engines.  Guaranteed  as  new, 
for  sale. — Apply,  The  Cambridge  Automobile 
and  Engineering  Co.,  Ltd.,  21,  Hobson  Street, 
Cambridge. 


Completion   of    Government    Contract. — For 

disposal — about  20  F.2B.  (Bristol  Fighter) 
Fuselages,  with  Engine  Bearers,  also  com- 
plete sets  of  Metal  Fittings  and  Bracing 
Wires  for  F.E.2B'.  or  similar  planes. — Apply 
Box  No.  4728,  The  Aeroplane,  61,  Carey 
Street,  W.C.2. 


MODELS. 

Model  Petrol  motors,  i  h.p.,  tooled  or  rojgh  . 
interesting  ;  Water-cooled  or  Air-cooled.  Lis' 
3d. — Littleover  Aeros,  Derby. 


Model  Aeroplanes. — Fly  \  mile,  circular  flight, 
4s.  "Yours  is  the  first  model  aeroplane  we 
have  had  that  really  flies" — testimonial  from 
Miss  E.  and  Master  N.  Falcon.  Testimonials 
from  all  parts. — Dept.  C,  Bristol  Model  Aero- 
plane Depot,  Eastville,  Bristol 


"M.S.C."  Model  Aeroplanes  and  Accessories. 

— Send  ijd.  for  Illustrated  Catalogue.  Splen- 
did fliers.  Single  propeller  monoplanes, 
2s.  9d.,  4s.,  5s.  3d.  Tracto  Monoplanes, 
ios.,  14s.  Accessories,  Spare  Parts.  Post 
free. — Murray,  Son  and  Co.,  387a,  Hiefh 
Road,  High  Cross,  Tottenham,  N.  Tele- 
phone 178. 

AEROPLANE  "  WHEN 


PUBLICATIONS. 

Sixpence  Post  Free.— Technical  Essays  of  an 
Aviator  by  W.  R.  D.  Shaw.  60  pages.  Illus- 
trated. World  on  Wings  Publicity  Bureau 
(Registered),  180,  Sutherland  Avenue,  Maida 
Vale,  London,  W.9. 


The  following,  books  may  be  obtained  post 
free  by  application- to 

The  Aeroplane  and  General  Publishing  Co., 
Ltd.,  Union  Bank  Chambers,  61,  Carey 
Street,  W.C.2  :— 

McCudden's  "Five  Years  in  the  R.F.C.,"  8s. 

Butler's  "Plain  Impressions,"  2s.  9d. 

Sylvester's  "The  Design  and  Construction  of 
Aero  Engines."    6s.  6d. 

Loening's  "Military  Aeroplanes,"  22s. 

Richthofen's  "The  Red  Air  Fighter"  (2nd 
Edition),  3s.  9d. 

Blakeney's  "How    an    Aeroplane   is  Built" 

(2nd  Edition),  5s.  4d. 

Dixie's  "Air  Navigation  for  Flight  Officers," 
lis. 

Saundby's  "Flying  Colours"  (Popular  Edi- 
tion), 158.  6d.    Edison  de  Luxe,  £2  2s. 

Barber's  "  The  Aeroplane  Speaks  "  (7th 
Edition),  9s. 

Barber's  "  Aerobatics,"  lis.' 

Barber's  "Airy  Nothings,"  3s.  9d. 

Aviation  Pocket  Book,  6s.  4d. 

Songs  of  the  Submarine,  2s.  3d. 

Ballads  of  the  Flying  Corps,  2s.  9d. 

The  Flying  Book  (1918  Edition),  5s.  4d. 

Practical  Flying.  5s.  4d. 

"  The  £  S  D  of  Flying "  (Commercial 
Aviation  and  Its  Possibilities).  By  Captain 
Arthur  Swinton,  6s.  4d. 

Selwyn's  Metric  Conversion  Tables,  2s.  9d. 

"The  Revelations  of  Roy,"  Air  Mechanic 
(With  Apologies  to  Artemas),  Is.  3d. 

"The  Aeroplane,"  Vols.  XIII  XIV,  XV,  25i. 

net  each. 

"  The  Aeroplane,"  Vols  IX,  X,  XI,  XII,  1U. 
net  each. 

WITH  ADVERTISERS 


CORRESPONDING 


August  6,  19 19 


The  Aeroplane 


473 


R34— the  first  Airship  to 
cross  the  Atlantic— 


May   we   send  ydu  particulars  of  the 
new  Brolt  Air-cooled  Dynamos  ? 

BROWN  BROTHE] 

5A7  Great  Eastern5t,london,£.C, 

taH  o»  MANCHESTER  OBdi  PAJUS ' 


ELECTRIC  EQUIPMENT. 


Five  dynamos  were  fitted,  one  to  each  engine — each  weighing 
173  lbs   and  giving  an  output  of  15  amperes  at  15  volts  for 
a  12  volt  battery. 


SPECIAL 

FLYING 
DISPLAYS 

EVERY 
SATURDAY 
and 
SUNDAY 
AFTERNOONS 

weather 
permitting. 


=HEND0N= 

Passenger  Flights 
&  Flying  Displays 

at  the 

LONDON  AERODROME 
and  Air  Station,  HENDON. 

ft 

Coming  Stents. 

Hendon — Manchester  Air  Race. 
Hendon — Paris  Air  Race. 
Hendon — Brighton  Air  Race. 


PASSENGER  FLIGHTS 

(Tickets  21/=) 


Admission  to 
ENCLOSURES 

from 


9d. 


(Plus  Tax). 
Children  Half  Price. 


Motor  Cars: 

2 /ft  (  including  Chauffeur  \ 
/u   V        if  in  livery,  ) 


Private  Box  Enclosures 

may  be  reserved. 

OPEN-AIR  CAFES. 

Easy    access   by  Tube, 
Tram,  Rail  or  Bus 


DAILY 


KINDIY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS 


474 


The  Aeroplane 


August  6,  19 19 


Private  Hire  of 
Aeroplanes 

'"T^O  anyone  who  finds  suddenly  that 
**■  "  Time  is  Money,"  and  who  is  pre- 
pared to  pay  a  special  fee  in  order  to  be 
carried  from  point  to  point  by  air  at  100 
miles  an  hour,  the  Private  Hire  Depart- 
ment of  Aircraft  Transport  and  Travel, 
27,  Buckingham  Gate,  S.W.  1,  is  now  at 
their  disposal.  The  prices  for  the  hire  of 
aeroplanes  range  from  5/-  to  10/-  per  mile, 
according  to  circumstances,  and  a  telephone 
message  to  this  Department  (Victoria 
7932)  will  elicit  a  statement  at  once  as  to 
the  tee  charged  for  any  particular  flight. 

AIRCRAFT  TRANSPORT 
AND  TRAVEL,  LTD. 

(Chairman  :  G.  HOLT  THOMAS). 

London  Office  :   27,  BUCKINGHAM  GATE,  S.W.L 

Telephone  :  Victoria  7932. 


KINDLY 


MENTION 


THE    AEROPLANE  "    WHEN    CORRESPONDING  WITH 


ADVERTISERS 


August  6,  1919 


The  Aeroplane 


475 


/^\UR  Experimental  Department,  employing  eminent 
V"^  Specialists,  works  ceaselessly  toward  improve- 
ment—  greater  certainty  —  bigger  and  better  things. 

Our  new  types  of  Passenger  Machines  embody  the  last  word 
in  aeronautical  design.  Let  us  show  you  our  "Sporting," 
"  Mail  Carrying  "  and  "  Passenger  Pullman  "  Machines  in  the 
air  put  to  practical  test.  Compare  them  with  others  before 
placing  orders. 

TO 


BOULTON  &  PAUL 

Makers  of  Aircraft.  NORWICH 


ft 


Telegrams 
'Aviatrion, 
Norwich* 


KINDLY    MENTION    ■'  THE    AEROPLANE  '     WHEN    CORRESPONDING    WITH  ADVERTISERS 


476 


The  Aeroplane 


August  6,  191 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


August  6,  1919 


lhe  Aeroplane 


4/9 


THE  PERMANENT  AND  TEMPORARY  COMMISSIONS  IN  THE 
R.A.F.  AND  SERVICE  IN  THE  R.A.F.  RESERVE. 


The  Air  Ministry  makes  the  following  announcement  : — 
It  has  been  decided  that  officer  personnel  of  the  Royal  Air 
Force  will  be  provided  for  the  present  : — 

1.  By  awarding  a  limited  number  of  permanent  commissions. 

2.  By  granting  2,500  temporary  commissn is 

Permanent  Commissions. 

A  list  of  officers  who  have  been  awarded  penr.  anent  commis- 
sions appears  in  the  "London  Gazette"  to-day  (August  1st),  but 
there  remain  to  be  awarded  a  further  number  to  officers  selected 
from  those  now  serving  in  Russia,  those  attached  to  the  depart- 
ment of  Controller-General  of  Civil  Aviation  and  to  the  depart- 
ment of  Director-General  of  Supply  and  Research,  and  in  some 
special  cases  which  are  still  under  consideration.  The  question 
of  the  award  of  permanent  commissions  to  officers  serving  with 
airships  will  be  dealt  with  later. 

A  certain  number  of  permanent  commissions  will  also  be 
awarded  in  about  six  months'  time  to  selected  applicants  from 
among  the  officers  who  are  then  serving  on  the  temporary  com- 
mission list. 

No  officer  on  the  permanent  commission  list  has  been  awarded 
a  commission  in  a  rank  higher  than  the  substantive  rank  he  held 
except  second  lieutenants  who  have  been  commissioned  as  lieu- 
tenants. The  necessary  adjuslments  will  be  made  in  promotion 
1  Gazettes  "  at  an  early  date. 

Officers  employed  as  stores  officers  will  in  future  belong  to  the 
Quartermasters  Branch  of  the  R.A.F.  unless  they  take  up  a  flying 
qualification,  and  permanent  commissions  are  only  offered  to  these 
officers  on  this  understanding.  They  will  come  under  the  rate  of 
pay  of  the  Quartermaster  Branch,  but  will  meantime  be  permitted 
to  draw  '.he  higher  rates  laid  down  in  the  new  scheme  of  officers 
on  the  general  list  until  the  position  of  each  individual  officer  has 
been  settled. 

The  new  rates  of  pay  and  allowances  in  the  case  of  officers 
given  permanent  commissiions  will  run  from  August  1st,  these 
officers  for  the  present  being  paid  through  the  same  agents  as 
now. 

Officers  who  have  hitherto  held  temporary  commissions  only  are 
informed  that  the  war  gratuity  issuable  in  their  case  will  be  on  the 
scale  for  permanent  officers  as  their  war  service  will  now  reckon 
as  pensionable. 

Any  officer  accepting  a  permanent  commission  to  which  he  .  has 
been  gazetted  must  notify  this  fact  to  the  Air  Ministry  (D.  of  P.) 
through  his  O.C.  at  the  earliest  possible  date,  and  in  any  case  not 
later  than  : — 

(a)  August  15th,  in  the  case  of  officers  at  Home  Stations. 

(b)  August  31st,  in  the  case  of  officers  with  the  Fleet  in  Home 

Waters  or  with  the  F'orces  of  Occupation  in  France  and 
Germany. 

(c)  Sept.  30th,  in  all  other  cases. 

Temporary  Commissions. 
The  scheme  of  entry  for  temporary  commissions  is  open  : — 

(a)  To  officers  still  serving  who  have  not  been  awarded  per- 

manent commissions,  and 

(b)  To  demobilised  officers. 

It  is  not  applicable  to  officers  attached  or  lent  from  the  other 
regular  forces.  Their  terms  of  service  in  the  R.A.F.  will  be  dealt 
with  separately. 

As  a  general  rule,  candidates  must  not  be  more  than  25  years 
of  age  on  application,  and  must  have  qualified  as  flying  officers. 
A  limited  number  of  officers  of  other  classifications  may,  however, 
be  selected  In  the  case  of  these  officers  the  age  limitation  will 
not  be  enforced. 


Employment  will  be  for  a  period  of  three  years  On  the  com- 
pletion of  two  years  of  this  service  officers  may  be  permitted, 
if  desirous,  to  extend  their  services  to  four  years  in  all.  After 
the  period  of  three  or  four  years'  service  on  the  active  list, 
officers  will  pass  into  the  reserve  for  a  further  period  of  four 
years'  service.  During  the  period  ot  service  on  the  active  list 
an  officer  may  be  called  upon  to  serve  in  any  part  of  the  world. 

Any  officer  who  at  any  time  is  found  to  be  physically  unfitted 
for  the  duties  of  the  R.A.F.  may  be  gazetted  to  the  reserve  or  out 
of  the  service. 

Officers  not  desirous  of  completing  their  full  period  of  service 
on  the  active  list  may,  at  the  discretion  of  the  Air  Ministry, -be 
permitted  to  transfer  to  the  reserve  at  any  lime. 

All  candidates  will  be  required  to  pass  a  medical  examination 
as  to  their  physical  fitness  before  acceptance. 

Any  temporary  commission  granted  under  these  condition-;  may 
be-  terminated  at  any  time  under  the  rules  laid  down  in  the  Royal 
W  arrant  for  pay  and  promotion  of  the  Army. 

Whilst  on  the  active  list  officers  entered  under  the  above  pro- 
visions will,  for  the  purpose  of  rank  and  command,  be  on  exactly 
the  same  basis  as  permanent  officers  of  the  R.A.F. 

Officers  will  be  eligible  for  promotion  during  their  period  of 
service  if  qualified  in  all  respects  under  such  conditions  as  may 
be  laid  down  for  permanent  officers 

Applications  by  officers  already  demobilised  should  be  made  on 
Form  168,  which  can  be  obtained  on  written  application  to 
Srcretary,  Air  Ministry  (P.O.S.),  London,  W.C.2 

Applications  will  be  received  at  any  time  prior  to  the  termina- 
tion of  the  Army  of  Occupation  period,  but  all  applicants  will  be 
informed  without  delay  whether  their  application  is  accepted. 

Officers  on  joining  will  be  brought  on  to  the  rate-  of  pay  of 
their  approved  rank. 

The  rates  of  pay  and  allowances  and  conditions  of  issue  will  be 
those  normally  in  force  from  time  to  time  for  permanent  officers 
of  the  R.A.F. 

Service  under  this  scheme  will  not  affect  the  amount  or  date 
of  issue  of  any  gratuity  which  may  otherwise  be  issuable  in 
respect  of  past  service. 

As  from  August  4th,  1919,  in  the  case  of  officers  continuing  to 
serve  without  a  break  from  the  war  period,  and  as  from  the  date 
of  entry  in  other  cases,  officers  will  be  eligible  for  a  gratuity  of 
,£75  for  each  year's  service  and  proportionately  lor  broken  periods. 
This  gratuity  will  be  payable  to  them  on  the  completion  of  their 
period  of  services  on  the  the  active  list— i.e.,  on  passing  into  the 
reserve. 

An  officer  placed  in  the  reserve  before  the  full  period  of  his  ser- 
vice on  the  active  list  is  completed,  either  at  his  own  request  or 
for  physical  unfitness  due  to  causes  beyond  his  control,  may  be 
paid  such  gratuity  as  the  Air  Council  may  rhink  fit,  not  exceeding 
the  above  scale- 
Officers  injured  whilst  on  duty  will  be  eligible  for  non-effective 
benefits  under  the  same  conditions  as  permanjnt  officers.  In  any 
case  in  which  a  pension  is  awarded,  however,  the  officer  will  not 
receive  in  addition  the  gratuity  to  which  temporary  service  would 
have  entitled  him. 

The  widows  and  children  or  other  dependents  of  officers  killed 
whilst  on  duty  will  be  eligible  for  the  same  pensions  and  allow- 
ances as  would  be  applicable  to  the  widows  and  children  or 
dependents  of  permanent  officers  of  the  R.A.F. 

Officers  will  be  required  to  provide  themselves  with  the  uniform 
of  their  rank.  No  outfit  allowance  will  be  payable  to  officeis 
entered  under  this  scheme  unless  they  are  subsequently  directed 


THE  R.A.F.  REVIEW. — Another  View  of  the  Machines  awaiting  inspection.    This  photograph  was  taken  from  the  roof  of  a 

shed. 


480 


The  Aeroplane 


August  6,  19 19 


to  adopt  a  different  pattern  of  uniform  from  tha'  at  present  in 
force. 

General. 

Officers  of  the  flying,  technical,  and  administrative  branches 
(including  Staff  officers)  who  :  — 

(a)  Are  not  on  the  selected  list  for  permanent  commissions  ; 

(b)  Are  not  serving  in  Russia  or  with  the  Controller-General 

of  Civil  Aviation,  and  the  Director-General  of  Supply  and 
Research  ;  and 

(c)  Have  not  applied  for  temporary  commissions  or  for  re- 
seconding  in  the  case  of  officers  belonging  to  the  other 
regular  services, 

will  be  regarded  as  eligible  for  demobilisation  as  soon  as  their 
services  can  be  spared. 

Officers  desirous  of  consideration  under  (c)  should  send  in  their 
names  through  G.O.C.  of  Area,  or  direct  to  the  Secretary,  Air 
Ministry,  if  unattached.  Applications  will  be  considered  as  th.^y 
are  received. 

Officers  of  the  regular  forces  may  be  re-seconded  without  preju- 
dice to  their  subsequent  return  to  their  parent  service. 

While  a  small  proportion  of  officers  in  the  permanent  commis- 
sion list  are  not  flying  officers,  and  while  some  temporary  com 
missions  may  also  be  awarded  to  officers  who  are  not  fly.ng 
officers,  the  Air  Ministry  desires  to  point  out  that  all  officers 
given  commissions  who  are  not  flying  officers  will,  with  the  excep- 
tion of  certain  technical  officers,  be  required  to  qualify  as  pilots 
within  12  months  from  August  1st,  1919,  the  policy  and  intention 
being  that  in  future  all  commissioned  service,  except  Quarter- 
masters service,  within  the  Air  Force  will  be  undertaken  by  flying 
officers  only.  This  is  the  reason  why  "  flying  risk  "  pay  has 
been  abolished. 

Special  regulations  will  be  issued  shortly  governing  the  pension 
rights  of  officers  holding  temporary  commissions  in  the  R.A.P. 
who  had  served  as  commissioned  warrant  officers,  warrant  officers 
and  ratings  on  regular  engagements  in  the  Royal  Navy,  or  as 
warrant  officers,  N.C.Os.,  and  men  on  regular  engagements  in 
the  Army,  including  those  who  had  been  given  commissions  in 
the  Army. 

R.A.F.  Reserve, 
An  R.A.F.    Reserve    will   be  constituted    consisting   of  three 
classes  : —  .  

(a)  For  flying  officers. 

(b)  For  certain  technical  officers. 

(c)  For  general  service  duties. 

The  following  conditions  of  service  in  the  reserve  are  applicable 
only  to  officers  entered  under  the  special  regulations  for  temporary 
commissioned  service.  Full  Reserve  Regulations  will  be  published 
shortly. 

Those  in  Classes  (a)  and  (b)  require  To  keep  up  to  date  in  the 
latest  development,  and  periodical  re-qualifying  courses  are  there- 
fore necessary. 

Flying  officers  entered  under  the  foregoing  conditions  for  tem- 
porary commissioned  service  will,  on  complying  their  period  of 
service  on  the  active  list,  be  placed  in  Class  A  of  the  reserve  for 
a  period  of  four  years.  They  may  be  permitted  subsequently  to 
re-enrol  in  this  class  up  to  the  age  of  30  if  of  the  rank  of  captain 
or  below,  35  if  of  the  rank  of  major,  and  40  if  of  the  rank  of  lieu- 
tenant-colonel. 

Officers  will  hold  the  substantive  rank  which  they  held  at  the 
end  of  their  active  service  period.  They  will  be  required  to  pre- 
sent themselves  at  the  nearest  R  A.F.  training  station  not  less 
than  two  days  in  each  quarter,  and  to  carry  out  not  less  than  12 
hours'  flying  per  annum  on  up-to-date  war-type  machines.  They 
will  receive  the  full  pay  and  allowances  of  their  r.mk  for  each 


da)  upon  which  training  is  carried  out,  subject  to  the  limitation 
that  no  officer  will  be  allowed  pay  more  than  six  days  in  any  one 
quarter  or  24  days  in  a  whole  year.  In  cases  of  accidents  or 
injuries  during  such  training,  ihey  will  be  eligible  for  non- 
effective benefits  under  the  same  conditions  as  permanent  officers. 

A  retaining  fee  of  .£30  will  be  paid  on  the  completion  of  each 
yeer's  service  in  Class  A  of  the  reserve,  provided  that  certificates 
are  produced  showing  that  the  necessary  flung  and  attendance 
has  been  carried  out.  This  retaining  fee  will  be  held  to  cover 
all  contingent  expenses  for  upkeep,  wear,  and  tear  of  uniform, 
etc.  The  customary  travelling  expenses  will  be  allowed  in  addi- 
tion for  each  occasion  of  training. 

Any  officer  who  for  special  reasons  is  unable  to  carry  out  his 
training  in  any  quarter  is  to  report  the  reasons  in  full  for  ;he 
approval  of  the  ,Air  Ministry.  Except  under  exceptional  circum- 
stances no  officers  will  be  allowed  to  omit  two  consecutive 
quarters'  training. 

Officers  unable  for  any  cause  to  complete  their  full  period  of 
flving  service  in  reserve  Class  A  may  be  permitted  to  transfer  to 
Class  B  or  Class  C  of  the  reserve  if  considered  suitable. 

The  object  of  Class  B  of  the  reserve  is  to  provide  technical 
officers  on  mobilisation  for  the  following  branches  : — 

(a)  Engine  and  rigging. 

(b)  W/T  and  signals. 

(c)  Photography. 

(d)  Armament. 

The  officers  of*  Class  B  of  the  reserve  will,  in  the  immediate 
future,  be  drawn  from  the  following  sources:— 

(a)  By  the  voluntary  enrolment  of  a  limited  number  of  those 

who  have  served  in  one  of  the  above  technical  branches 
during  the  war. 

(b)  By  officers  who  transfer  from  Class  A  of  the  reserve  either 

on  completion  of  their  service  in  that  class  or  when  they 
have  been  permitted  to  retire  before  completion  of  such 
service. 

(c)  From  officers  of  the  permanent  list  permitted  to  retire. 
Officers  who  have  completed  four  years'  service  in  Class  A  of 

the  reserve  may,  if  Below  the  rank  of  captain,  be  advanced  to  that 
rank  on  joining  Class  B.  Enrolment  in  Class  B  will  be  for 
periods  of  four  years,  which  may  be  extended  up  to  the  age  of  40. 

Officers  in  Class  B  will  be  required  to  undergo  a  technical 
course  lasting  for  14  days  in  each  year  at  the  R.A.F.  technical 
school  for  their  particular  branch,  and  will  be  expected  to  pass  a 
medium  standard  re-qualifying  examination  at  the  conclusion  of 
the  course. 

Subject  to  satisfactory  compliance  with  the  previsions  outlined 
in  the  preceding  paragraph  officers  will  receive  the  full  pay  and 
allowances  of  their  rank  for  the  period  of  annual  training,  to- 
gether with  an  annual  retaining  fee  of  £20.  This  retaining  fee 
is  held  to  cover  the  incidental  expense  of  upkeep  of  uniform,  etc. 
They  will  also  be  allowed  the  customary  travelling  expenses  for 
each  occasion  of  travelling. 

In  cases  of  accidents  or  injuries  during  training,  officers  will 
be  eligible  for  non-effective  benefits  under  the  same  conditions  .is 
permanent  officers. 

Any  officer  who  for  special  reasons  is  unable  to  carry  out  his 
period  of  annual  training  is  required  to  report  the  reasons,  for 
the  decision  of  the  Air  (Ministry. 

Class  C  of  the  reserve  is  intended  to  provide  officers  on  mobi- 
lisation for  various  duties  not  requiring  up-to-date  technical 
knowledge  or  skill. 

Service  in  Class  C  of  the  reserve  will  be  entirely  voluntary. 
There  will  be  no  annual  qualifying  courses  and  no  retaining  fee. 
The  age  limit  will  be  50. 


THE    ROYAL   AERO  CLUB. 

A  meeting  of  the  Flying  Services  Fund  Committee  was  held  on  Mon- 
day, July  28th,  1919,  when  there  were  present  : — Lieut. -Col  T.  O'B. 
Hubbard,  M.C.,  R.A.F.  (in  the  Chair),  Mr.  Chester  Fox,  and  Mr.  Harold 
E.  Perrin  (Secretary). 

Grants  and  Allowances. — The  following  Grants  and  Allowances  were 
made  :  — 

(110)  A  Grant  of  £10  to  an  Ex-2nd  Class  Air  Mechanic  ill  the  Royal 
Flying  Corps  who  had  been  incapacitated  on  active  service. 

(127)  An  allowance  of  £4  a  month  for  six  months  to  the  mother  of  a 
Petty  Officer  in  the  Royal  Naval  Air  Service  who  had  beer,  killed  on 
active  service. 

(224)  An  allowance  of  £2  a  month  for  six  months  to  the  mother  of 
a  2nd  Lieutenant  inc  the  Royal  Air  Force  who  had  been  killed  on  active 
service. 

(225)  A  Grant  of  £&  and  an  allowance  of  £2  a  month  for  six  months 
to  the  widow  of  a  Sergeant-Major  in  the  Royal  Air  Force  who  had  died 
on  active  service. 

(234)  An  allowance  of  £1  a  month  for  twelve  months  to  the  widow  of 
a  Sergeant  in  the  Royal  Air  Force  who  had  died  on  active  service. 

(235)  An  allowance  of  £2  a  month  for  six  months  to  the  widow  of  a 
Leading  Aircraftsman  in  the  Royal  Air  Force  who  had  died  on  active 

service. 

(236)  An  allowance  of  £4  a  month  for  six  months  to  the  widow  of  a 
1  st  Class  Air  Mechanic  in  the  Royal  Air  Force  who  had  died  on  active 

service. 

(237)  An  allowance  of  £2  a  month  for  six  months  to  the  widow  of  a . 
Flight-Sergeant  in  the  Royal  Air  Force  who  had  died  on  active  service. 

(238)  An  allowance  of  £1  a  month  for  six  months  to  the  mother  of  a 
Private  in  the  Royal  Air  Force  who  had  died  on  active  service. 

(239)  An  allowance  of  £2  a  month  for  six  months  to  the  widow  of  a 
Corporal  in  the  Royal  Air  Force  who  had  died  on  active  service 


Colonel  R.  H.  More,  C.M.G. — A  letter  was  read  from  Col.  R.  H.  More, 
C.M.G.,  dated  July  25th,  1915,  resigning  from  the  Committee.  His  re- 
signation was  received  with  much  regret  and  the  Secretary  was  in- 
structed to  write  and  thank  him  for  his  services  on  the  Committee. 
Royal  Garden  Party. 
The  members  of  the  Flying  Services  Fund  Committee  were  honoured 
with  invitations  to  Their  Majesties'  Afternoon  Party  at  Buckingham 
Palace  on  Friday,  July  25th,  1919 

THE  FLVING  SERVICES  FUND. 
(Registered  under  the  War  Charities  Act,  1916.) 
Administered  by  the  Royal  Aero  Club. 
For  the  benefit  of  Officers,  Non-Commissioned  Officers  and  Men  of  the 
Royal  Air  Force   who  are  incapacitated  while  on  duty,  and  for  the 
widows  and  dependants  of  those  who  are  killed  or  die  from  injuries  or 
illness  contracted  while  on  duty. 

Honorary  Treasurer  : 
The  Right  Hon.  Lord  Kinnaiid. 
Committee  : 
H.R.H.  Prince  Albert,  K  G.  (Chairman). 
Mr.  Chester  Fox. 

Lieut. -Col.  T.  O'B  Hubbard,  M.C.,  R.A.F 
Lieut. -Col.  C.  E-  Maude,  R.A.F 
Secretary  : 
H.  E.  Perrin. 
Bankers  : 

Messrs.  Barclays  Bank,  Ltd.,  4,  Pall  Mall  East,  London,  S.W.i. 

Subscriptions  :  £    s  d 

Total  subscriptions  received  to  July  22nd,  1919    I5.°74  18  1 

Proceeds  of  Exhibition  of  Models  by  Stanley  Bell  ...  310 

Total,  Juiy  29th,  1919   ...   ^13,077  ,9  1 


August  6,  1919  The  Aeroplane-  481 

CIVIL  FLYING 

WITH 


THE  SOPWITH  "GNU"  3 SEATER 

COMFORT  AND  ECONOMY 

The  Sopwith  "  GNU  "  is  a  Touring 
and  Business  Aeroplane  of  high  per- 
formance. Passengers  and  luggage  are 
accommodated  in  a  covered-in  cabin. 

Pilot  is  in  the  open  and  well  protected. 

Full  details  of  performance  and  appoint- 
ments for  demonstration 

on  application  to 

The  Premier  Designer-Constructors, 


The  Sopwith  Aviation  &  Engineering  Co., 


Paris  Office:   21,  RUE    DU    MONT   THABOR.  Telephone:   Central  80.44. 

Australia:    THE  LARKIN-SOPWITH  AVIATION  CO.  OF  AUSTRALASIA.  LTD., 
18,  GURNER  STREET,  ST.  Ml. DA.  MELBOURNE. 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS 


482 


The  Aeroplane 


August  6,  1919 


EWORLD, 


WNAUTICS 


l\NEWS  OF  THE  WEEf&FROM  ALL  QUARTERS '0 


The  Royal  Aero  Club. 

Mr.  F.  Hedges  Butler,  the  founder  of  the  Royal  Aero  Club  of 
the  United  Kingdom,  has  received  the  following  letter  from  the 
Hon.  Sir  Sidney  Greville,  Comptroller  to  His  Royal  Highness  the 
Prince  of  Wales  :  — 

"  York  House, 
"  St.  James's  Palace,  S.W., 

"  July  29th,  1919. 
"  Dear  Mr.  Hedges  Butler, — Wiih  further  reference  to  my 
letter  of  the  6th  ultimo,  with  reference  to  the  request  that  the 
Prince  of  Wales  would  become  the  Vice-Patron  of  the  Royal  Aero 
Club,  I  have  taken  an  opportunity  of  submitting  this  to  His 
Royal  Highness,  who  desires  me  to  inform  yo'j  that  he  will  have 
much  pleasure  in  complying  with  the  request. 

"  Believe  me,  yours  very  truly, 

Sidney  Greville,  Comptroller." 

F.  Hedges  Butler,  Esq. 

The  Royal  Aero  Club  of  the  United  Kingdom  was  founded  on 
Sept.  24th,  1901,  by  Mr.  F.  Hedges  Butler  and  his  daughter,  Miss 
Vera  Butler  (now  Mrs.  Iltid  Nicholl),  and* the  late  Hon.  C.  S. 
Rolls.  During  a  balloon  voyage  at  5,000  ft.  above  the  Crystal 
Palace,  Mr.  F.  Hedges  Butler  suggested  the  formation  of  a  club 
for  the  encouragement  of  aeronautics;  the  idea  was  immediately 
adopted  by  the  rest  of  the  party,  and  when  a  descent  was  made 
steps  were  taken  to  register  the  name.  These  pioneers  scarcely 
dreamt  that  in  so  short  a  time  progress  in  aviation  would  be 
so  great. 

H.M.  King  Edward  VII  gave  permission  to  use  the  prefix 
"Royal"  in  1910,  and  H.M.  King  George  V  is  Patron. 

A  Wireless  Telephone  Demonstration. 

Major-General  the  Right  Hon.  J.  E.  B.  Seely,  C.B.,  C.M.G., 
D.S.O.,  M.P.,  Under  Secretary  for  Air,  is  arranging  an  exhibi- 
tion of  wireless  telephones  for  Members  of  Parliament  this  week. 

A  wireless  telephone  receiving  and  transmitting  set  will  be 
fixed  in  one  of  (he  Parliamentary  Committee  rooms,  and  an 
airship  and  one  or  more  aeroplane^  similarly  fitted  will  fly  over 
London.  Another  set  will  be  fixed  at  the  Air  Ministry  in  the 
Strand.  Members  will  then  be  invited  to  "  ring  up  "  the  airship, 
aeroplane,  or  Ministry,  as  they  choose,  and  converse. 

One  thinks  that  M.Ps.  have  too  many  chances  of  wasting  time 
as  it  is.  If  some  of  the  members  who  ask  puerile  questions  in 
Parliament  could  be  induced  to  "  ring  off,"  civil  aviation  might 
make  more  rapid  progress. 

Undraped. 

A  number  of  the  "picture  papers,"  which,  as  a  cynic  remarked, 
appear  to  be  produced  for  people  who  cannot  read,  reproduced 
last  week  a  photograph  of  a  comedienne  who,  dressed  only  in  a 
bathing  costume,  flew  from  Swansea  beach  in  an  Avro  machine. 
Modest  young  pilots,  who  were  not  trained  in  the  R.A.F.,  are 
now  dreading  that  some  other  actress,  iealous  of  the  publicity 
that  has  been  obtained,  will  disrobe  more  thoroughly  and  insist 
upon  flying  in  a  modern  dancing  frock. 

Lapsus  Carlinque. 

The  "  Birmingham  Gazette  and  Express  "  has  published  a 
review  of  "  A  Glossary  of  Aeronautical  Terms  "  recently  issued 
by  the  Royal  Aeronautical  Society.  According  to  this  news- 
sheet  : — 

"  The  airman  of  to-day,  if  he  takes  the  new  larguage  to  heart, 
will  describe  a  bad  landing  like  this  :  '  After  observing  the  isohels 
I  struck  an  anabetic,  and  in  a  yawing  moment  stalled  and  nearly 
smashed  my  carlingue. ' 

"  Which  is  another  way  of  saving  :  '  After  noting  the  lines 
of  equal  duration  of  sunshine  I  struck  a  breeze  coming  up  the 
valley,  and  as  the  aeroplane  moved  angularly  cn  its  axis  it  came 
down  with  such  a  bump  that  I  nearly  fell  through  the  bottom  o( 
the  nacelle.'  " 

One  suspects  that  by  airman  the  newspaper' means  flying  offi- 
cer, and  that  "  anabolic  "  is  the  printer's  effort  to  render  into 
type  the  word  "anabatic."  The  attempt  at  sprightly  humour 
makes  one  think  of  a  tank  trying  to  perform  the  shimmy  sHke. 

More  Imbecility. 

At  an  "aerial  circus"  held  on  July  18th  at  Southsea  Field, 
Americus,  U.S.A.,  it  is  reported  that  Lieut.  Alfred  W.  Vance, 
Officer  _  in  Charge  of  flying,  at  an  altitude  of  1600  feet  gave  an 
exhibition  of  climbing  all  over  the  wings  of  an  aeroplane  in 
flight,  standing  on  the  top  wing,  hanging  from  the  landing  gear, 
and  sitting  on  the  landing  gear  when  the  aeroplane  landed. 


Landing  at  the  Amsterdam  Exhibition. 

The  aerodrome  at  the  Amsterdam  Exhibition  is  very  bad.  In 
appearance  it  is  good  and  fiat,  but,  in  reality,  it  is  a  bog.  Before 
th-3  first  Handley  Page  "machine,  an  exhibit,  could  land,  it  was 
necessary  to  walk  all  over  the  ground  to  find  the  least  soft 
parts.  A  fair  patch  having  been  found,  the  machine  was  landed 
upon  it.  The  machine  ran  a  little  too  far.  The  right-hand 
wheels  sank  in  up  to  their  axles  and  had  to  be  levered  out  and 
baulks  of  timber  were  placed  under  them.  Meanwhile,  the  taii- 
skid  had  sunk  in  until  the  bottom  of  the  fuselage  was  flat  on  the 
ground.  This  had  to  be  levered  out  and  baulked  up.  Then  it 
was  necessary  to  put  down  a  timber  road  cn  which  the  machine 
was  wheeled  across  the  aerodrome  to  its  stand  in  the  exhibition. 

British  Sportsmanship. 

A  dinner  was  given  by  the  American  Fl)ing  Club  at  the 
Commodore  Club,  New  York,  on  July  2nd,  in  honour  of  Lieut. - 
Commander  A.  C.  Read,  A.F.C.,  and  the  crew  of  the  N.C.4,  and 
also  Commander  J.  H.  Towers' and  Lieut. -Con  mander  P.  N.  L. 
Bellinger  and  the  crews  of  the  flying  boats  that  attempted  but 
failed  to  complete  the  trans-Atlantic  flight. 

In  the  course  of  his  speech  Lieut.-Commander  Read  said  :  — 

"  One  of  the  most  important  impressions  of  England  was  the 
sportsmanship  of  the  British  people.  We  had  just  captured  the 
prize  they  had  been  hoping  for.  Perhaps  here  it  might  not  be 
out  of  the  way  to  say  that  Harry  Hawker  met  me  at  the  train, 
took  the  best  care  of  me,  and  although  the  papers  have  more  or 
less  gone  after  him  on  account  of  some  remark  that  he  made, 
this  remark  was  very  well  explained  to  me,  and  I  believe  die 
explanation  to  the  effect  that  he  was  endeavouring  to  defend  the 
British  Admiralty  for  not  sending  boats  out.  Some  paper  had 
criticised  them  quite  severely.  They  said  that  the  American  Navy 
sent  out  boats  all  over  the  ocean,  the  British  Admiralty  did 
nothing.  He  was  a  guest  at  luncheon  and  he  wished  to  defend 
the  British  Admiralty  without  thinking  of  the  backfire  which 
his  words  apparently  created." 

Commander  J.  H.  Towers,  after  speaking  of  the  general 
oiganisation  of  the  flights,  said: — 

"  A  great  many  people  have  asked  me  about  the  selections  of 
the  route.  I  am  afraid  I  must  assume  responsibility  for  the 
selection  of  the  route.  The  principal  question  was:  '  Why  go  to 
England?  When  you  fly  to  Lisbon,  you.  cross  the  Atlantic,  why 
not  quit?  '  Well,  I  don't  know  really  why  I  laid  down  the  route 
that  way.  It  just  sort  of  seemed  the  natural  thing  to  do,  to  end 
up  the  flight  in  England.  And  I  should  like  t)  say  to  General 
Charlton  this  evening  that  had  we  known  what  we  were  going 
to  get  when  we  got  to  England,  in  the  way  of  a  reception,  we 
never  would  have  gone  there,  because  he  shortened  our  lives  about 
ten  years,  he  and  his  compatriots." 

Major  Connolly  said  : — "  Mr.  Chairman,  through  you,  some  of 
the  membership  desire  to  express  this  resolution,  which  in  a  way 
very  crudely,  extemporaneously,  and  imperfectly  drafted,  I  think, 
typifies  the  breadth  and  the  generosity  of  American  sportsman- 
ship, and  American  appreciation  of  great  and  worthy  deeds. 

"  Resolved,  that  the  American  Flying  Club  at  the  dinner  given 
by  the  club  to  commemorate  the  successful  accomplishment  of 
Lieutenant-Commander  Read  and  the  crew  of  'he  N.C.4,  °f  tne 
first  trans-Atlantic  voyage  by  air,  in  conjunction  therewith  extend 
to  the  Royal  Air  Force  and  the  British  Air  Service  organisations 
generally  our  congratulations  .ind  felicitations  on  the  extraordi 
nary  accomplishment  of  Captain  Alcock  and  Lieutenant  Brown, 
respectively,  in  their  successful  and  epochal  trans-oceanic  flight, 
and  also  the  courageous  and  sportsmanlike  effort  of  Harry 
Hawker  and  Lieutenant-Commander  Grieve.  We  await  with 
hopeful  and  hospitable  anticipation  the  arrival  of  the  R.34  and 
its  gallant  crew." 

Flying  and  Frailties. 

A  writer  in  the  "Nottingham  Guardian"  rhapsodies  thus  : — 
"To  those  who  have  not  experienced  the  joy  of  flight,  the  sen- 
sation becomes  difficult  of  description.  The  vast  panorama  of 
earth  stretching  away  on  all  sides,  the  huge  mountains  of  clouds 
moving  slowly  and  with  dignity  through  the  vast  spaces  of  the 
firmament,  the  exhilarating  rush  of  air,  the  strangely  joyous  feel- 
ing of  buoyancy  and  yet  security,  all  combine  to  make  of  one 
a  transformed  creature,  so  that  frailties  are  left  behind." 

The  attention  of  Pussyfoot  specialists  in  morality  .should  be 
drawn  to  this. 


August  6,  1919 


The  Aeroplane 


483 


MARTINSYDE 


■    DESIGNERS   OF   THE  FAMOUS 

F4  FIGHTER 

WHICH    ESTABLISHED  THE 

FINEST  PERFORMANCE 

FOR   CLIMB   AND   SPEED   AT  HEIGHT. 


A  ROLLS-MARTINSYDE 

CARRIED    GOVERNMENT  DESPATCHES 

FROM   LONDON   TO  PARIS 

IN    75  MINUTES. 


COMMERCIAL  TYPE  A. 

INQUIRIES    INVITED    FOR    PASSENGER— OR    MAIL— CARRYING   MACHINES    OF   THIS  TYPE. 

SPECIFICATIONS    WILL  INCLUDE 

285  H.P.    ROLLS-ROYCE    FALCON    ENGINE,  op 
300  H.P.    HISPANO  SUIZA  ENGINE. 

APPROXIMATE    PRICE  £2,500. 

Note.— All  above  Types  can  be  fitted  with  interchangeable  land  undercarriage   or  s«  afloats. 
SPECIAL   PROVISION    IS   MADE    FOR    HOT  CLIMATES. 


London  Office  : 
17,  WATERLOO  PLACE. 

REGENT    STREET.  S.W.1. 

Telephone— 699  Regent. 


MARTINSYDE,  LTD., 

WOKING,  ENGLAND. 

Telephones— 551,  652  and  553  Woking. 


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4»4 


The  Aeroplane 


August  6,  19 19 


T^WO^LD  of  aeronautics  4j 

R  A  F.  v.  Royal  Aero  Club  Golf  Match. 

Teams  of  the  R.A.F.  Club  and  the  Royal  Aero  Club  played  a 
match  at  Worplesdon  on  July  29th.  The  Royal  Aero  Club  won 
the  singles  in  the  morning  by  six  matches  to  one,  and  in  the 
foursomes  in  the  afternoon  each  side  won  two  matches,  so  that 
the  Royal  Aero  Club  won  on  the  day's  play  by  eight  matches  to 
three. 

The  Royal  Aero  Club  was  very  strongly  represented,  but  the 
Royal  Air  Force  turned  up  one  short,  and  were  very  fortunate 
in  finding  a  substitute  in  one  of  the  best  known  players  in  the 
country.  The  match  between  this  player  and  Major  W.  Graham 
Chambers  proved  the  event  of  the  morning  play.  Major  Cham- 
bers is  plus  5  at  the  Hamilton  Club,  Auckland,  New  Zealand, 
and  is  practically  the  best  player  over  there.  It  was  generally 
expected  that  he  would  lose  to  Cpotain  "A.  N.  Other,"  but  to 
everyone's  surprise  he  actually  beat  him  by  1  up.  The  results 
were  : — 

SINGLES. 


R.A.F  Club. 

Lt.-Col.  Basil  Foster    o 

Capt.  P.  E.  Jeffcock    o 

Capt.  H.  Wallace    o 

Capt.  "A.  N.  Other"    o 

Capt.  S.  Baxenden    o 

Capt.  J.  M.  Pearson    o 

Capt.  W.  Mitton    o 

Lt.-Col.  W .  C.  Bersey  (6  and 

4)    1 


Total  points    1 

FOURSOMES 


Royal  Aero  Club. 
Lt.-Col       Moore -Brabazon, 

M.P.  (1  up)    1 

Capt.  W.  G.  Aslon  (1  up)..  1 
Mr.  Stanley 'May  (4  and  3)  1 
Major   W.   Grfham  Cham- 
bers (1  up)    ; 

Mr.  Victor  Maude  (3  and  1)  i 

Mr.  Frank  Mead  (9  and  8)  1 

Lt.-Comdr.  P.  Barry    o 

Lt.-Col.  W.  Jarrott    o 

Total  points    6 


R.A.F.  Club. 
Lt.-Col.     Basil     Foster  and 

Capt.  Jeffcock    o 

Lt.-Col.     Bersey    and  Capt. 

B'axenden  (3  and  2)    1 

Capt.     Wallace     and  Capt. 

Milton   o 

^apt.     Pearson     and  Capt. 

"A.  N.  Othei"  (5  and  4)...  1 


Royal  Afro  Club. 
Col.    Moore-Brabazon  and 

Capt.  Aston  (3  and  1)...  1 
Lt.-Col.    Jarrott    and  Mr. 

Maude    o 

Mr.  May   and  Lt.-Comdr. 

Barry  (2  up)    1 

Major  Chambers    and  Mr. 

Mead    o 


Total 


Total 


Disarmed  by  a  Smile. 

U.S.A.  Army  pilots  at  France  Field,  Cristobal,  Canal  Zone, 
Panama,  are  required  to  do  much  of  their  flying  over  water  and 
along  the  coast.  A  flight  to  the  Gulf  of  San  Bias,  taking  3^ 
hours,  was  made  recently  by  two  R.9  hydro-aeroplanes. 

It  appears  from  the  reports  of  the  expedition  that  the  mainland 
and  numerous  islands  in  and  around  the  Gulf  of  San  Bias,  which 
is  about  100  miles  south-west  of  France  Fieul.  are  inhabited 
by  Indians  who  are  suspicious  and  unfriendly  and  decline  to  trade 
with  strangers.  In  view  of  this  the  machines  would  not  have 
stopped  there  had  it  not  been  for  the  fact  thai  one  of  the  engines 
became  overheated. 

None  of  these  people  had  ever  seen  or  probabk  ever  heard  of 


'he  Alliance  Biplane  (450  h.p.  Napier  "  Lion  ")  on  which  Captain  Curtice  and 
Peters  flew  from  London  to  Madrid  in  7|  hours  on  July  31st. 


a  flying  machine,  and  great  consternation  was  manifested  when 
they  taxied  up  to  the  village.  It  is  doubtful  which  side  was  the 
more  afraid,  for  when  the  begoggled  pilots  stepped  from  their 
machines  the  entire  population  of  the  island  was  lined  up  on  the 
beach  armed  to  the  teeth. 

One  of  the  pilots,  who  was  a  new  arrival  in  P:  nama,  however, 
and  unfamiliar  with  the  current  yarns  about  the  unfriendliness 
of  the  Indians,  stepped  on  the  beach,  rushed  up,  and  greeted  the 
chief  effusively.  Fortunately  his  friendly  smile  was  properly 
interpreted  and  the  pilots  were  permitted  to  go  through  the 
village. 

If  the  "  begoggled  pilot  "  was  dressed  in  a  Sidcot  suit  and 
helmet,  one  is  surprised  that  even  his  "  friendly  smile  "  saved 
him  from  being  clubbed.  One  has  seen  pilots  in  their  full  war 
paint  who  would  have  caused  any  Indian  to  sharpen  his  toma- 
hawk. 

A  Fine  Performance. 

A  magnificent  non-stop  flight  from  London  to  Madrid  was' 
made  on  July  31st.  ,It  was  accomplished  by  an  Alliance  aero- 
plane fitted  with  a  450  h.p.  Napier  "Lion"  engine.  A  start  was 
made  from  the  aerodrome  near  Acton  at  7.15  a.m.,  and  Madrid 
was  reached  at  3  p.m.  on  the  same  day.  This  performance — 
viz.,  900  miles  in  7 J  hours- -must  be  regarded  as  extremely 
creditable. 

The  machine  carried  a  letter  from  Princess  Beatrice  to  her 
daughter,  the  Queen  of  Spain,  and  a  gold  cup  which  the  company 
hope  the  Queen  will  accept  as  a  memento  of  the  first  non-stop 
flight  from  her  native  land  to  her  selected  home.  Copies  of  the 
"  Daily  Express  "  were  also  carried. 

The  pijpt  was  Capt.  Curtice,  and  the  observer  Mr.  Peters,  the 
designer"*  of  the  machine,  which  was  buiit  for  commercial  and 
not  for  Service  use.  It  was  fitted  with  a  similar  type  of  Napier 
engine  to  that  which  won  the  Aerial  Derby  in  June. 

It  is  claimed  that  this  is  the  first  non-stop  flight  from  London 
to  Madrid,  and  anyone  who  has  made  that  wearisome  journey 
by  train,  even  in  pre-war  days  when  the  service  was  at  its  best, 
will  appreciate  all  that  the  performance  r.ieans.  Long-distance 
flights  such  as  this  make  the  general  public:  realise  the  enormous 
advantages  of  the  modern  machine.  All  concerned  are  to  be 
congratulated. 

The  Alliance  Aeroplane  Co.,  which  built  the  machine,  is  one 
of  the  group  of  aircraft  firms  of  which  Sir  Samuel  Waring,  Bart., 

is  the  head. 

Recruiting  Methods. 

It  is  interesting  to  note  the  methods  adopted  in  the  United 
States  of  America  for  obtaining  lecruits.  These  are  described  in 
the  following  official  announcement  : — - 

"In  order  to  create  enthusiasm  and  personal  interest  in  the 
Air  Service  from  all  its  enlisted  men,  Lieut.  Floyd  Wilson, 
formerly  personal  Adjutant  and  Publicity  Officer  here,  now  ht 
Langley  Field,  Va.,  issued  a  mimeograph  form  asking  lhat  each 
enlisted  man  answer  the  following  questions  :  — 

"Name  in  full,  home  address  (street  and  town),  the  name  of 
the  daily  or  weekly  newspaper  printed  at  his  home  town  or 
read  by  his  people,  whether  or  not  he  has  had  a  flight,  and,  if 
not,  did  he  desire  one? 

"When  all  these  questionnaires  had  been  received,  Lieut.  Wil- 
son would  follow  the  activity  of  each  enlisted  man  at  the  field, 
and  as  they  had  a  flight,  or  attended  a  rigging  clas?  or  any  other 
interesting  bit  of  news,  this  news  was 
mailed  to  the  town  paper  of  the  enlisted 
man,  where  it  was  eagerly  printed  by  the 
newspaper,  giving  his  name  and  address. 

"If  a  cross-country  flight  was  to  be 
made  to  a  town,  instead  of  selecting  any- 
one to  act  as  a  passenger,  Lieut.  Wilson 
would  refer  to  his  roster  and  select  a 
man  that  lived  in  the  town  to  which  the 
ship  was  going  and  appointed  this  man 
as  passenger. 

"The  information  was  then  telegraphed 
to  the  local  newspaper  in  the  home  town 
that  he  was  leaving  in  an  aeroplane  for 
home,  this  information  the  paper  would 
gladly  publish,  with  the  result  that 
many  of  the  boy's  friends  in  his  town 
were  anxious  to  be  on  the  field  when  the 
ship  landed  and  honour  their  hero  who 
nad  only  been  in  the  Air  Service  10  days 
perhaps,  and  was  already  flying  around 
<he  country  :n  a  ship. 

"  This  created  a  feeling  of  much  satis- 
faction and  pride  in  the  enlisted  man  him- 
self, and  also  a  great  amount  of  interest 
amongst  his  friends  at  home,  with  the 
result  that  Souther  Field  increased  rts  rc- 
Mr.        emits  32  per  cent,  in  one  week." 


August  6,  1919 


The  Aeroplane 


485 


ROLLS 
ROYCE 

THE  FIRST  DIRECT 
ATLANTIC  FLIGHT 

VICKERS  '"-ROLLS 

Telegram : 

To  ROLLS  ROYCE,  DERBY. 

Congratulations  on  performance  of  the  two  "Eagle" 
Rolls-Royce  engines,  which  propelled  the  Vickers 
"  Vimy "  safely  across  the  Atlantic. 

ALCOCR   r&>  BROWN. 

:  A  TRIUMPH  FOR  : 
BRITISH  ENGINEERING 

WARNING— CHANGES  TO  ROLLS-ROYCE  CARS. 

'Rolls-Royce  Ltd.  have  recently  learned  that  attempts  are  being  made  by  certain  persons  to  "  bring  up  to  date " 
pre-war  'Rolls-Royce  chassis  by  substituting  for  'Rolls-Royce  springs  of  old  tvpe,  cantilever  springs  -which  are  not  of 
'Rojls-Royce  manu  fac  ui  e  ;  also  by  subs  ituting  other  radiators  and  bonnets  -which  are  not  of  'Rolls-Royce  manufacture. 
Some  of  these  changes  have  been  brought  to  the  attention  of  the  Company,  who  have  found  them  to  be  not  only 
unsatisfactory,  but  possibly  dangerous  to  the  users.  Owners  who  are  asked  to  have  such  changes  made  to  their 
'Rolls-Royce   cars,  or  potential  purchasers  of  'Rolls-Royce  cars  on  which  such  changes   have   been  made  or  may  be 

 ,  suspected,  should  communicate  with    "Rolls-Royce,   Limited,    1 j,   Conduit  Street,   London,    It'.,  and  the  Company 

will,  for  a  small  fee,  inspect  the  chassis  in   question  and  inform   the  applicant  what  parts,  if  any,  are  not 
supplied  by  'Rolls-Royce,  and  what  the  effect  of  such  parts  in  their  opinion  is  likely  to  be. 


ROLLS-ROYCE  Ltd.,  14®  15,  Conduit  St.,  LONDON,  W.l. 


Telegrams:  "  Rolhead,  Reg,,  London' 


1  elephant 


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* 


486 


The  Aeroplane 


August  6,  1919 


EWORLD  of  AERONAUT^ 

An  Unusual  Landing. 

A  serious  accident  was  avoided  cleverly  by  C:>pt.  F.  McCall, 
M.C.,  D.F.C.,  at  the  Calgary  Exhibition,  U.S.A.,  recently, 
He  was  flying  with  two  boys  as  passengers  over  the  fair  ground 
wlhen  his  engine  failed  and  a  crash  among  the  crowd  seemed 
inevitable.  Describing  the  incident  in  the  "  Calgary  Herald," 
he  said  : — 

"  Right  ahead  of  me  was  the  race  track,  around  which  the 
racing  motors  were  going  then  at  full  speed.  To  land  there  was 
impossible  without  a  terrible  accident.  On  'the  other  hand, 
farther  ahead  was  a  bunch  of  wires  over  the  motordrome.  I  saw 
that  in  the  short  space  I  had  to  go  it  would  be  impossible  to 
put  on  the  power  sufficiently  to  cause  the  machine  to  rise  and 
clear  those  wires.  It  was  either  land  or  hit  their  At  the  same 
time  I  saw  no  place  to  land  except  in  the  crowd  in  the  midway 
or  on  top  of  a  merry-go-round.  It  was  that  or  nothing,  so  1 
cut  off  the  power  completely  and  just  let  her  diop  It  all  hap- 
pened in  a  second. 

"  We  were  without  headway  then,  just  dropping  down,  and 
we  landed  exactly  on  top  of  rhe  merry-go-round  The  merry-go- 
round  has  a  conical  top  consisting  of  canvas  stretched  over  iron 
rods  radiating  out  from  the  centre.  When  the  machine  dropped 
on  top  of  these,  it  was  held  there  by  the  rods.  We  got  down 
by  climbing  down  through  the  rods  on  top  of  the  merry-go-round 
engine  and  then  to  the  ground."  _ 

A  Yarn. 

Captain  W.  G.  Aston  related-  the  following  story  in  the 
"Tatler"  :— 

"Once  upon  a  time,  and,  as  they  say  in  the  more  cultured 
circles,  not  so  long  ago  neither,  a  Bristol  Fighter  -was  sent  aloft 
on  business  connected  with  the  testing  of  a  self-sealing  petrol 
tank.  And  a  very  necessary  object,  too.  It  was  expected  to 
land  at  an  aerodrome  not  ten  thousand  miles  from  the  north-west 
of  London,  and  by  and  by  a  gentleman,  whom  we  will  call  Cap- 
tain Foxy,  of  a  certain  department,  began  to  warm  up  the  tele- 
phone wires  with  tender  inquiries  as  to  whether  the  Rafbird  had 
effected  a  landing. 

"Now  it  so  happened  that  said,  pilot  had  stopped  his  engine  a 
shade  too  soon,  and  could  not  start  it  up  again,  with  the  result 
that  he  alighted  at  the  very  farthest  end  of  the  ground,  remote 


from  his  ultimate  destination.  So  ultimately  the  inquiree  an- 
nounced that  he  had  come  down  but  that  he  had  'lost  his  prop.' 
'  Merciful  heavens !  '  cries  Captain  Foxyy  '  is  the  poor  fellow 
killed?'  'Killed,  no!'  says  the  laconic  aerodrome  official,  'Tonly 
said  he'd  lost  his  prop.'  After  a  considerable  pause  for  thought 
Foxy  takes  immediate  action.  'Will  you,'  he  commands,  'go  im- 
mediately to  Handley  Page's  or  Airco  and  see  if  you  can  get  an- 
other propeller  to  replace  the  one  he  has  lost?  We  had  feared' some 
great  disaster  had  oc  curred. '  After  which  the  man  at  the  other 
end^ replaced  the  receive-  with  difficulty  and  gave  vent  to  the 
series  of  gurgling  eructations  which  he  imagines  to  be  laugh- 
ter. .  .  . 

"The  one  and  only  Henery  Knox  told  this  yarn  at  the  Royal 
Aero  Club  (where,  if  there  is  a  fault  to  find,  it  is  that  the  folk 
are  terribly  technically  minded),  and  got  the  reception  it  deserved. 
When  up  spoke  one  who,  ere  now,  had  been  known  to  be  quoted 
as  an  authority  on  matters  aerial.  T  don't  know,'  says  he,  'but 
what,  after  all,  there  is  a  bit  of  sense  in  it.  When  this  chap's 
prop  fell  off  it's  more  than  probable  it  would  get  a  bit  damaged 
and  it  might  be  risky  to  use  it  again  !'  "  • 

Our  Grammarians. 

The  "  Practical  Engineer"  says: — "  Tlv.    four  cross-Atlantic 
flights  and  the  gallant  failure  has  taught  valuable  lessons." 
They  has. 


Coming  Events. 

August. 

Amsterdam  Aircraft  Exhibition. 

Saturday,  August  16th. — R.N.A.S.  Officers'  (Hendon)  Dinner  at 
the  Cafe  Royal. 

Thursday,  August  21st. — R.A.F.  Annual  Athletic  Meeting  at 
Stamford  Bridge. 

Sunday,  August  24th  to  Sunday,  August  31st. — The  "Avenir's" 
Tour  de  France  AeYien  is  due  to  start. 

Saturday,  August  30th. — Hendon-Brighton-Hendon  Air  Race  at 
Hendon  Aerodrome.  , 

September. 

Wednesday,  September  10th. — Schneider  Cup  Competition, 
Bournemouth. 

Saturday,  Sept.  20th. — Hendon-Manchester-Hendon  Air  Race  a' 
Hendon  Aerodrome. 

Date  to  be  Announced  Later. 
Hendon-Paris-Hendon  Air  Race. 


How  Capt.  F.  McCall,  M.C  ,  D.F.C.,  landed  on  a  roundabout         at  the  Calgary  Exhibition,  U.S.A.    This  was  done  intentionally 

to  avoid  a  crash  among  the  crowd  of  people. 


August  6,  191 9 


The  Aeroplane 


487 


A  UNIQUE  EXPERIENCE 


HpO  have  manufactured  TEN 
*  separate  and  distinct  types 
of  Aircraft  for  land  and  sea 
is  our  unique  experience 

Three  of  these  are  illustrated 
on  this  page 

Quotations  for  any  type  of 
machine  supplied  promptly  on 
request 


AIRCRAFT  ACCESSORIES 


Special  Department 


!  177,  CLEVELAND  STREET,  LONDON,  W.i. 
I  


Cmtractors  u 
H.M.  Admiralty, 
War  Office  and  Mr  {Ministry 


KNN  pGERTON 


Head  Office  and  Works  : 

NORWICH 


'Pbone  :  482 
O^or-ivich. 


Pfirci  :  aMotori, 


LONDON.  NORWICH. 
IPSWICH. 
BURY  ST.  EDMUNDS.  . 


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488 


The  Aeroplane 


August  6,  1919 


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August  6,  1919 


The  Aeroplane 


I  WAS  FINED  £2  and  COSTS 
AND  LICENCE  ENDORSED. 

That  was  bad  enough,  for  I  am  fully  convinced 
that,  if  my  Solicitor  had  possessed  a  thorough 
knowledge  of  Motor  Gar  Law,  the  charge  would 
have  failed  and  I  should  have  had  a  clean  licence. 

It  was  irritating  to  have  a  stiff  solicitor  s  bill, 
a  big  railway  fare,  and  a  day's  business  loss. 
But  what  annoyed  me  most  was  my  own  neglect 
in  not  joining  the  Automobile  Association,  for  I 
find  that  one  of  the  many  services  the  A. A.  renders 
mofor  sts  is  a  strong  FREE  LEGAL  DEFENCE. 

They  conduct  motor  cases  in  any  police  court 
in  the  Kingdom  —  that  would  have  saved  my 
railway  fare  and  prevented  a  day  being  wasted  ; 
and  they  are  experts  in  Motor  Car  Law. 

And  all  for  a  small  yearly  subscription  !> 

Free  I  egal  Defence  and  Advice  is  but  one 
advantage  of  A.  A.  membership.  Other  privileges 
include  Free  Service  of  A.A.  patrols,  Roadside 
Telephones,  Home  and  Foreign  Touring  Assist- 
ance, etc.,  etc. 


//  you  are  not  a  member  of  the 
A.  A.,  send  a  postcard  to-day  to 
the  Secretary,  The  Automobile 
Association,  41,  Far  um  House, 
Whitcomb  Street,  London,  W.C  2, 
for  a  free  copy  of  "  The  Key  to 
the  Open  Road,"  and  learn  how 
to  motor  in  comfort  and  security. 


! 


KINDLY    MENTION    "  THE 


AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS 


490  The  Aeroplane  augjst  6,  1919 


THE    R.A.F.    IN   THE  BALKANS. 

BY  "  Struma." 


When  one  returns  home  to  find  that  there  are  Britons  who  are 
uncertain  as  to  whether  the  Greeks  were  Allies  of  ours  or  not,  and 
who  are  slightly  foggy  as  to  whether  Johnny  Bulgar  was  friend 
or  foe,  it  is  evidently  rime  someone  wrote  a  history  of  the  war  in 
the  Balkans  in  particular,  and  of  the  European  tribal  squabble  in 
general.  Such,  however,  is  not  my  intention.  Some  time  hence, 
perhaps,  when  things  have  got  into  perspective,  and  more  know- 
ledge available,  the  historian  will  arise.  "There  are  a  thousand 
journalists,"  said  Voltaire,  "hardly  have  we  two  or  three  modern 
historians."  At  present,  the  public  prefers  its  history  in  penny 
numbers  at  breakfast,  and  written,  if  possible,  by  Field  Marshals 
or  novelists. 

Topographical  Horrors. 
All  Macedonia  may  be  divided  into  three  parts  :  Bad,  worse, 
and  unspeakable.  In  the  unspeakable  portion,  the  British  Army, 
officially  described  as  the  British  Salonica  Force,  found  itself  exiled 
for  some  three  and  a 'half  years,  forgotten  by  the  B.P.,  the  journal- 
ists and  the  politicians.  Here,  with  mountains  to  right  of  'em, 
mountains  to  left  of  'em,  in  front  and  behind  'em,  alternately 
baked  and  frozen,  drowned  and  parched,  racked  with  malaria 
and  dysentery,  eaten  up  with  bugs  which  fly  and  bugs  which 
crawl,  of  astonishing  variety  of  shapes  and  sizes,  four  and  a  half 
divisions  of  physically  enfeebled  Britons  held  up  the  wily  Bulgar, 
backed  and  reinforced  by  the  still  more  wily  Hun.  N.B. — By 
bugs  that  fly  it  is  not  intended  to  depict  the  R.A.F.  nor  its  Hun 
equivalent. 

Forgo  1  ten  by  the  World. 
And  some  of  them  are  still  there  to  this  day.  This  forgftful- 
ness  on  the  part  of  the  aforementioned  three  Estates  formed  the 
basis  of  the  standard  joke  of  the  B.S.F.  It  ran  somewhat  thus  : 
A  High  Personage,  some  years  after  the  signing  ot  Peace,  was 
reviewing  the  great  deeds  of  the  Army.    "To  turn,  my  Lords 

and  Gentlemen,  to  the  Salonica  Army  "    "Good  God!"  cried 

LL.          G  ,  jumping  up.    "I  forgot  all  at. out  !em.  They're 

still  out  there  !"  1 


'"hardly  do  toe  guess  dright  cjf  fh<?  rh ? n£s  f^d P 
are  upon  rhe  earth" 


lot  ^  fta  Shade 

The  R.A.F.  had  noc  only  the  difficulties  that  the  rest  of  the 
Army  laboured  under — the  intense  heat  of  summer,  ranging  lip 
to  106  degs.  in  the  shade,  moist  paralysing  heat,  disastrous  to 
man,  beast,  and  machine,  the  plague  of  flies,  the  mosquitos  and 
consequent  malaria — but  also  the  joy  of  carrying  on  in  a  country 
in  which  flying  conditions  were,  as  an  Italian  aviator  put  it,  abso- 
lutely incredible^ 

To  the  North,  after  one  has  passed  the  plains  and  hills  that 
adjoin  Salonica,  one  comes  to  a  country  that  is  a  chaotic  mass 
of  mountains,  rearing  their  rocky  peaks  to  a  height  of  over  6,000 
ft.,  intermingled  with  smaller  hills,  countless  gorges  and  ravines, 
stony  beds  pf  water-courses,  dry  in  summer,  but  raging  torrents 
in  a  few  minutes  after  heavy  rain  ;  rivers,  marshes,  and  lakes. 
Two  important  valleys  cross  this  chaos  towards  tha  sea,  those  of 
the  Vardar  and  Struma,  the  former  justly  celebrated  for  its  in- 
fernal wind. 

Aerial  Fighting. 

For  three  years  the  belligerent  lines,  with  a  strange  -air  of 
permanence,  were  to  be  seen  crawling  over  hdlls  and  valleys  from 
the  Adriatic  to  the  /Egean,  via  Monastir,  Doiran,  the  Struma, 
and  Lake  Takinos. 

Conditions  being  so  different  to  those  in  France,  air  fighting 
was  not  so  much  in  evidence,  though  probably,  considering  the 
total  number  of  machines  on  the  Front  on  both  sides,  it  was  pro- 
portionately as  heavy.  I  do  not  know  what  the  total  number  of 
enemy  machines  brought  down  would  amount  to  ;  perhaps  some- 
where near  a  hundred.  The  figures  from  September,  1916,  to 
August,  1917,  show  that  36  were  accounted  for,  and  slightly 
more  for  the  next  12  months,  amongst  them  being  some  hig  twin- 
engined  machines. 

I  remember  one  of  these  big  fellows  used  to  come  over  our  lines 
regularly  when  the  conditions  were  good,  and  proceed  calmly  up 
and  down  for  quite  a  considerable  time,  the  while  the  sky  was 
prodigally  spangled  with  shrapnel.  ^  Although  at  somewhere  near 
20,000  ft.,  his  movements  were  perfectly  visible  in  the  clear  Mace- 
donian air,  the  sun  flashing  on  his  'planes  as  he  turned.  When 
our  machines,  laboriously  climbing,  had  reached  a  couple  of  thou- 
sand feet  or  so  below  him,  he  would  quietly  make  off  home,  hav- 
ing seen  all  he'  wanted. 

The  Habits  of  the  German. 

The  Boche  aviator,  it  must  be  conceded,  showed  a  consider- 
able amount  of  enterprise,  though  he  must  have  looked  upon  the 
operations  as  a  sort  of  stalemate,  and  was  occasionally  inclined 
to  take  things  easily.  But  there  is  no  doubt  that  with  a  larger 
force  he  could  have  made  things  decidedly  uncomfortable.  His 
machines  were,  for  one  thing,  as  a  rule,  more  up-to-date  than 
either  ours,  the  French,  or  the  Italian,  though  the  latter  had 
some  good  specimens. 

On  several  occasions  he  left  a  decided  mark  on  us,  as  in  the 
two  raids  when  the  camps  round  Salonica  were  heavily  bombed 
by  15  Albatroses  each  time,  Summerhill  being  severely  strafed, 
and  the  enemy  getting  well  away  on  each  occasion.  He  con- 
stantly appeared  over  the  town  on  reconnaissance  bent,  and  on 
three  consecutive  nights,  just  before  the  offensive  last  September, 
bombed  the  docks  and  shipping,  though  without  doing  much 
damage.    The  anti-aircraft  gunnery,  of  both  the  Fleet  and  the 


August  6,  1919 


The  Aeroplane 


491 


TRANSITIONS 
IN  TRANSIT 

yyG  j     The  Tea  Clippers 
of  the  'Sixties.' 

A  toast,  gentlemen,  to  the 
glorious  memory  of  the  old  East 
Indiamen  —  "  Cutty   Sark,"  "  Black 
Adder,"  "Sir  Lancelot"  and  the  rest — may 
their    grand    old   timbers    rest  in  peace. 
And  here's  to  the  splendid  sea  dogs  who 
manned  them,  raced  them  halt  round  the 
world  to  be  first  into  the  Port  O'  London 
with    the   new   season's  tea.     The  men 
who    were    not    content    with  t'gallants 
and  royals,  but  set   skysails  and  moon- 
rakers    in    the    teeth   of    the  hurricane. 

From  Foo  Choo  to  the  Port  O'  London 
in  100  days, — record  time!  And  nowadays 
the  same  journey  can  be  done  in  100 
hours — by  aircraft!  The  time  is  not  far 
distant  when  the  produce  of  the  East 
will    be    brought    home    by  aeroplane. 

The  machine  illustrated  above  is  the 
Nieuport  Mark  VI.  Seaplane. 


KINDLY  MENTION 


THE    AE.ROFLANE  "       WHEN    CORRESPONDING    WITH  ADVERTISERS. 


4Q2 


The  Aeroplane 


August  6,  1919 


Army,  either  by  day  or  night,  was  of  a  kind  to  make  one  weep, 
though  they  certainly  had  a  Zeppelin  to  their  credit. 

Allied  Bombing  Methods. 

As  a  bomber,  however,  the  Boche  was  distinctly  inferior  to  the 
Allied  aviators,  the  raids  carried  out  by  the  British,  French  and 
Italian  squadrons,  and  the  Serbian  and  Greek  detachments,  being 
very  numerous  and  effective.  To  take  as  an  example,  a  short 
period  of  12  days  in  April,  1917.  In  that  time  heavy  bombing 
was  effected  at  Pravista,  Porna,  the  great  aerodrome  at  Drama, 
dumps  and  stores  at  Bogdanci,  the  big  dumps  and  aerodrome  at 
Hudova,  camps  and  batteries  at  Cestovo  and  Gr«-deshnitza,  con- 
voys in  the  Rupel  Pass  and  in  the  neighbourhood  of  Doiran,  and 
four  enemy  machines  brought  down  in  combat.  On  some  of 
these  occasions  our  machines  descended  to  400  ft.,  and  very  great 
damage  was  inflicted.  And  that,  be  it  noted,  is  not  picked  out  as  a 
period  full  of  "fixtures,"  "but  taken  quite  at  random. 

The  R.N.A.S.  Detachment. 

The  machines  of  the  R.N.A.S.  were  quite  as  active,  strafing 
considerably  the  enemy  lines  and  establishments  in  the  vicinity  of 
K  a  valla  and  Lake  Tahinos. 

Photography. 

Next  in  importance  to  bombing — or  even  before  it — was  the 
work  done  in  photography.  Ten  thousand  photographs  were  taken 
which,  thanks  to  the  clearness  of  the  atmosphere,  were  of  super 
excellent  quality. 

Well  do  I  know  them.  They  were  to  me  one  of  the  minor 
horrors  of  the  war.  They  formed  a  complete  photographic  map 
of  the  enemy  lines,  continually  brougTit  up  to  date,  and  were  also 
used  in  lieu  of  the  ordinary  methods  of  survey  for  a  good  deal  of 
the  work  in  maps  produced  by  the  R.E.,  Mac<donia  being  rn 
almost  unknown  country  as  far  as  modern  large-scale  maps  are 
concerned.  Every  dump,  railway,  aerodrome,  auto-park,  camp 
and  bridge,  far  in  rear  of  the  lines,  being  recorded.  They  were 
passed  on  in  the  form  of  "mosaics,"  mounted  on  huge  sheets  of 
brown  paper,  to  the  General  Staff  "Intelligence,"  those  Organ- 
hers  of  Victory,   to   perform  their  conjuring   tricks  with.    (At  • 


could  have  produced  in  Macedonia 
unto  "La  Serenisskna"  of  Vienna  fame, 
way,  is  undoubtedly  a  fine  machine. 


a  squadron  of  virtuosi  like 
The  S.V.A.,  by  the 


G«nero!     S  .  dff  "  I  nte  II  i  ge  n  cc  ' 

tached  please  find  one  sketch  of  an  Organiser  of  Victory,  com- 
plete as  fitted.)  So  vast  did  this  collection  become  that  A.  was 
confidently  expected  that  the  unfortunate  wight  in  charge  would 
be  found  one  fine  morning  extinct'  under  a  pile  of  them.  Fortu- 
nately for  him  there  came  the  Armistice. 

Besides  this  number  of  photographs  taken  by  the  Photographic 
Section  of  the  16th  Wing,  there  were  those  of  the  French  Service 
d'Aviation,  and  a  considerable  number  taken  by  the  Greeks,  who, 
like  the  Serbs,  had  a  creditable  aviation  service.  A  lot  of  work, 
too,  was  done  by  the  R.N.A.S 

The  French  Machines. 

The  French,  like  ourselves,  did  not  seem  to  he  blessed  with 
ultra-modernity  in  their  machines,  (heir  chief  aeroplane  seeming 
to  he  the  A.R.  or  A.L.D.  (type  Corps  d'Armee),  with  Renault  or 
Lorraine-Dietrich  engines,  a  fairly  large  machine  distinguished 
by  the  backward  stagger  of  the  'planes ;  not,  however,  excessively 
up-to-date.  The  Italian  flying  corps  was,  as  usual,  very  efficient, 
but,  if  they  had  had  the  opportunities,  it  is  doubtful  whether  they 


Kite  Balloons. 

Kite  balloons  are  al- 
ways a  source  of  amuse- 
ment to  the  ordinary  sol- 
dier, and  painful  as  it  is 
to  record,  the  sight  of 
one  of  his  own  "sau- 
sages" in  difficulties  was 
always  an  awful  joy  to 
Tommy. 

He  1  ailed  to  see  the  use 
of  them,  and  by  bitter  ex- 
perience got  to  regard 
them  as  objects  expressly 
designed  to  draw  artillery 
fire.  We  had  three  all 
to  ourselves,  that  is  10 
say,  divided  between  four 
and  a  half  divisions, 
which  is  peihaps  not  ex- 
cessive, bat  quite  lavish 
as  compared  with  the 
usual  distribution  of  ma- 
terial to  the  B.S.F. 

Our  own  particular 
"Rupert"  on  the  Doiran 
Front  was  frequently  the 
target  for  "Balkan  Liz-' 
zie."  This  long  range 
gun,  of  a  calibre  of  8.5  or 
thereabouts,  was  one  of 
the  chief  attractions 
of  those  parts,  and  under 
skilful  aeroplane  direc- 
tiion  would  play  havoc 
with  the  dumps,  knock  up  the  railways,  take  long 
shots  at  the  aerodromes,  which,  however,  were  just  beyond  her 
range,  and  generally  put  the  wind  up  the  unfits  behind  the  lines. 
Often  was  she  "located,"  and  often  "put  out  of  action"  by  judi- 
cious bombing,  only  to  reappear  merry  and  bright  a  day  or  two 
afterwards.  It  is  doubtful  whether  she  was  ever  really  located, 
at  any  rate,  until  the  offensive  when  I  saw  fire  diagrams,  I  be- 
lieve, of  this  very  gun  amongst  captured  Bulgar  maps.  She 
remained,  until  we  swept  over  that  part  of  the  country,  as  some- 
thing of  a  mystery,  and  an  exhibit  to  be  shown  with  pride  to 
newcomers  on  that  Front.  "Lizzie"  knocked  holes  in  "Rupert" 
several  times  at  a  range  of  seven  miles,  snd  the  descent  of  the 
"  chap  in  the  clothes-basket"  was  considered  by  connoisseurs  to 
be  quite  good  for  a  free  performance.  One  of  these  balloons  was 
also  brought  down  by  a  bold  and  skilful  Germ  in  aviator. 
The  Final  Advance. 
In  no  other  theatre  of  war  had  the  R.A.F.  so  difficult  a  task 
as  in  Macedonia.  The  whole  Allied  Army  of  the  Orient  can  justly 
pride  itself  that  it  contributed  fully  as  much  as  any  Force  to  the 
final  overthrovv  of  Germany.  And  when  the  Serbs  in  the  great 
offensive  broke  through  to  the  west  of  the  Vardar,  performing 
such  feats  of  fighting  and  marching  as  modern  warfare  has 
rarely  known,  in  company  with  their  French  and  Greek  Allies, 
then  the  costly  British  attacks  on  the  impregnable  Doiran  posi- 
tions were  justified. 

Then,  their  only  line  of  retreat  threatened  by  the  victorious 
Allies,  the  Bulgace  began  their  retirement  from  before  the  British 


RuporK  8 "Balkan  L»2zie 


August  6,  1919 


The  Aeroplane 


493 


You  Cannot  Afford  The  Risk- 

of  splintering  or  breaking  glass  when  landing.  Goggles, 
windshields,  instrument  glasses,  etc.,  have  been  known 
to  inflict  severe  wounds  even  with  experienced  pilots. 
For  Safety's  Sake  insist  upon 

TRIPLEK'S^TGLASS 

for  every  glazing  purpose.  It  is  perfectly 
clear  to  see  through,  is  immensely  strong, 
and  cannot  possibly  splinter. 

Write  for  catalogue  (No,  2)  to 

The  Triplex  Safety  Glass  Co.,  Ltd., 

Reginald  Dslpech  (Managing  Director). 

1,  Albemarle   Street    London,  W.l. 


Telephone— 
Regent  1321  (3  lines). 


Telegrams — 
Shatterlys,  Piccy,  London. 


V/  / 


TELEPHONE  >    500  GOSFORTH. 
TELEGRAMS:-    ARMSTRONG  AVIATION, 

NEWCASTLE  -  ON  ~TYNE. 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN   CORRESPONDING    WITH  ADVERTISERS. 


494 


The  Aeroplane 


August  6,  1919 


Front,  and  the  great  chance  of  the  flying  men  came.  Over  a 
great  stretch  of  road  crowded  with  troops  and  transport  of  every 
description,  buliock  carts  and  horse  wagons,  motor  vehicles,  in- 
fantry, artillery,  the  bombing  machines  cruised,  and  the  terrible 
condition  of  this  road  for  days  afterwards  bore  evidence  to  the 
deadly  thoroughness  of  their  work.  To  the  brilliant  success  of 
this  two  weeks'  campaign,  with  its  total  of  900  guns  captured 
and  100,000  prisoners,  the  R.A.F  contributed  as  much  as  any 
arm,  and  with  the  rest  of  the  B.S.F.,  can  justly  ask  for  some 
better  recognition  than  the  studied  neglect  and  ev-n  ridicule  with 
which  this  fine  portion  of  the  brit.sh  Army  has  'been,  treated. 

By  the  collapse  of  Bulgaria  and  its  immediate  consequences,  the 
surrender  of  Turkey  and  the  downfall  of  Austria,  die  Armies  of 
Macedonia  drove  the  final  wedge  into  the  tottenng  German  fabric, 
and  were  the  first — and,  indeed,  the  only — Force  to  march  vic- 
toriously on  enemy  soil  in  Europe. 

A  LONG  FLIGHT. 

The  most  extended  flight  yet  planned  by  the  Air  Service  of  the 
U.S.  Army,  in  the  interest  of  recruiting,  charting,  of  routes,  and 
the  locating  of  landing  fields,  is  contemplated  by  Lieut.-Col. 
R.  S.  Hartz,  J.M.A.,  A.S.A.,  Commanding  Officer  at  Boiling 
Field,  Washington,  D.C.  The  aeroplane  used  will  be  a  U.S. 
Martin  bomber. 

The  flight  as  planned  will  total  7,805  miles  as  follows  : — Wash- 
ington, D.C,  to  Miami,  Fla.,  1,120  miles;  Miami,  Fla.,  to  San 
Antonio,  Tex.,  1,140  miles;  San  Antonio,  Tex.,  to  San  Diego, 
Cal.,  1,120  miles;  San  Diego,  Cat.,  to  Seattle,  Wash.,  1,170 
miles;  Seattle,  Wash.,  to  Duluth,  Minn.,  1,375  miles;  Duluth, 
Minn.,  to  Augusta,  Maine,  1,345  miles;  Augusta,  Maine,  to 
Washington,  D.C,  535  miles;  total  7,805  miles. 


AFFILIATED  AERO  CLUBS. 

The  Directors  of  Aero  Stations,  Ltd.,  all  of  whom  have  beet* 
actively  engaged  in  the  Aircraft  Industry  since  1908,  have  for 
>  ears  past  been  selecting  suitable  sites  for  landing  places  for  air- 
craft adjoining  the  principal  commercial  centres  ot  Great  Britam. 

It  is  the  policy  of  Aero  Stations,  Ltd.,  to  render  these  places 
self-supporting,  pending  the  development  of  commercial  aviation, 
by  running  each  aerodrome  as  a  County  Sporting  Club. 

Such  a  club  was  organised  before  the  war  at  Shoreham  be- 
tween Worthing  and  Brighton,  but  during  the  war  the  premises 
were  taken  over  by  the  War  Office.  This  club,  the  Sussex 
County  Aero  Club,  has  now  been  reorganised,  and  wil1  consti- 
tute a  model  for  the  clubs  ,to  be  established  on  the  outskirts  of 
other  large  towns. 

Clubs  have  been  registered  as  Proprietary  Companies  at  _  the 
following  places  : — Aberdeen,  Bristol,  Birmingham,  Carlisle, 
Derby,  Dundee,  Edinburgh,  Exeter,  Folkestone,  Glasgow,. 
Grimsby,  Inverness,  Ipswich,  Leeds,  Liverpool,  Manchester, 
Newcastle,  Norwich,  Plymouth,  and  the  Sussex  County  at  Shore- 
ham. 

The  Affiliated  Aero  Clubs  of  the  British  Empire,  Ltd.,  are  to 
provide  £200,000,  and  of  this  sum  £10,000  is  to  he.  devoted  to- 
starting  each  of  the  above  clubs.  Shares  in  the  above  company 
can  be  bought,  and  shareholders  holding  not  less  than  200  £1 
shares  have  right  of  membership  of  all  the  clubs  free  of  sub- 
scription. 

G.  Arthur  Wingfield,  Esq.,  is  a  Director  of  the  Affiliated  Aero 
Clubs,  Ltd.,  and  Chairman  of  the  Sussex  Aero  Club,  Ltd.,  and 
Flying  Transport,  Ltd.  He  has  done  much  good  work  for 
aviation,  and  was  one  of  the  "moving  spirits"  in  the  Sussex 
Club,  which  was  established  before  the  war. 

The  Sussex  County  Aero  Club's  new  aerodrome  adjoins  the 
old  position  which  is  now  an  R.A.F.  aerodrome.  The  Club 
House  is  a  substantial  farm-house  with  four  cottages  and  large 
well-built  dairy  buildings,  and  the  architects  estimated  that 
£20,000  would  cover  all  the  necessary  alterations,  laying  out  the 
grounds,  golf  course,  tennis  lawns,  etc.  The  grounds  cover  150 
acres.  . 
'  Bungalow  Town  adjoins  the  flying  ground,  which  is  within 
half  an  hour's  flight  of  London,  and  within  a  very  few  minutes 
oi  Brighton,  Hove  and  Worthing. 

The  sea  ;.nd  a  large  expanse  of  smooth  tidal  water  are  avaiW 
able  for  seaplanes  and  motor-boats. 

It  is  intended  to  develop  the  Club  as  a  Country  Club  on  the 
lines  of  Ranelagh,  Hurlingham,  etc. 

An  affiliation  arrangement  has  been  completed  with  the  Lon- 
don Flying  Club  at  Hendon.  The  Club  will  be  unofficially  re- 
opened on  September  6th. 

FORECASTS  OF  FLYING  MACHINES. 

Some  interesting  correspondence  has  appeared  in  the  "  Scots- 
man "  recently  dealing  with  forecasts  of  flying  machines.  The 
following  letter  appeared  in  the  issue  of  July  28th  : — 

Sir,  Last  year  I  saw  and  heard  an  airship  passing  over  my 

house.  I  returned  to  my  book,  :i  Lectures  by  Dean  Ramsay," 
and,  by  a  strange  coincidence,  the  passage  before  me  was  the 
following— it  occurs  in  the  lecture  on  "  Social  and  Moral 
Influences  of  the  Iron  Road  "  : — 

"  There  is  a  very  remarkable  passage  on  the  subject  of  steam 
and  its  agency  for  mankind  in  Dr.  Erasmus  Darwin's  '  Botanical 
Gerden,'  a  poem  little  known  to  tlie  present  generation.  ...  In 
the  year  1793  Dr.  Darwin  thus  wrote,  of  steam  and  its  powers, 
then  only  just  coming  into  effect  : — 

"  '  Soon  shall  thy  arm,  unconquered  steam"  afar  - 
Drag  the  slow  barge  or  drive  the  rapid  car.' 
"  Thus  Dr.  Darwin  distinctly,  in  1793,  predicted  what  has 
come  to.  pass  since  his  day — steam  navigation  and  land  locomo- 
tives. It  was  a  remarkable  prediction  and  remarkably  accom- 
plished. But  Dr.  Darwin  predicts  also  steam  conveying  men  by 
air  as  well  as  by  land  and  water.  In  a  note  be  says  :— '  There  is 
reason  to  believe  it  may  in  time  be  applied  to  the  rowing  of 
barges  and  the  moving  of  carriages  along  the  road,'  and  then, 
very  coolly,  adds,  'as  the  specific  levity  .of  air  is  too  great  for 
the"  support  of  great  burdens  by  balloons,  there  seems  no  prob- 
able method  of  flying  conveniently  but  by  the  power  of  steam 
or  some  other  explosive  material  which  another  half-century  may 
invent. '  And  upon  this  idea  he  proceeds  in  the  poem  to  describe 
ladies  shaking  their  pocket-hnndkerchiefs  to  friends  below  them 
out  of  the  flying  chariots,  and  armies  on  land  looking  with  dis- 
may on  the  arrival  of  troops  coming  to  reinforce  their  enemies* 
ranks  by  a  steam  aerial  transport.  He  looks  forward  to  the- 
time  when  the  unconquered  arm  of  steam 

"  '  Shall  on  wide-waving  wings  expanded  bear 
The  flying  chariot  through  fields  of  air. 
Fair  crews  triumphant  leaning  fron  above 
Shall  wave  their  fluttering  'kerchiefs  as  they  move, 
Or  bands  alarm  the  gaping  crowd 
And  armies  shrink  beneath  the  shadowy  cloud.'  " 
We  may  say  that  we  have  seen  this  "  remarkable  prediction* 
remarkably  accomplished."  W.  M.  S. 


august  6,  i9i9  Aeronautical  Engineering  (Supplement  to  rBE  AERopuNE.)  495 

To  "Aeroplane 99  Subscribers, 

Since  the  Armistice,  the  subscription  list  ot  the  Aeroplane  has  steadily  increased:  an 
eminently  satisfactory  development  which  we  are  anxious  to  encourage. 

Of  the  many  books  published  on  the  war  on  the  Western  front,  none  conveys  a  more 
realistic  impression  of  the  work  of  a  particular  arm  than  FLYING  COLOURS 
by  Captain  H.  M.  S,  Saundby,  A.F.C.,  R.A.F..  M.C.,  published  at  £2  2s.  net 
(Edition  de  luxe)  and  15/-  net  (Popular  Edition). 

Among  the  art  books  published  in  the  last  year  or  two,  none  can  claim  to  be  a  more 
faithful  reproduction  of  the  artist's  colour  scheme   and   that   indefinable  thing 
atmosphere. 

FLYING  COLOURS  is  a  permanent  memorial  of  the  life  of  "  the  pilot  in  action," 
as  Major-General  C.  B.  Ashmore  calls  him.  It  was  very  costly  to  produce,  and 
necessarily  the  price  to  the  public  had  to  be  high. 

Many  would  like  to  possess  it  who  do  not  feel  disposed  to  put  down  Two  Guineas  for 
the  larger  edition  or  Fifteen  Shillings  for  the  smaller. 

How  to  meet  their  views  ?  We  make  a  special  offer  to  any  subscriber  for  one  year 
to  the  Aeroplane  :  namely  to  give  him  the  right  to  purchase  either  edition 
at  half  price. 

All  he  need  do  is  to  send  us  the  accompanying  order  form  with  cheque  for  one  year's 
subscription,  plus  £1   Is.  or  7s.  6d.  according  to  the  Edition  he  wishes  to  have. 

In  order  to  be  fair  to  current  yearly  subscribers  we  extend  the  half-price  concession  to 
them  also.  If  a  subscriber  has  paid  a  quarterly  or  half-yearly  subscription,  then  to 
secure  the  right  to  participate  he  should  send  the  balance  for  the  year. 

Subscribers  who  have  given  their  orders  through  the  trade,  and  not  direct  to  the  Aeroplane 
Office,  must  sign  the  form  below  or  a  copy  thereof,  and  hand  it  with  the  balance  on 
"account  of  the  book  to  their  retailer  for  transmission  to  the  Aeroplane. 

If  the  subscriber  already  has  a  copy  of  FLYING  COLOURS,  and  would  wish  to  take 
advantage  of  this  offer,  then  he  may  secure  McCudden's  "  Five  Years  in  the  R.F.C."' 
(7s.  6d.) ;  Richthofen's  "  Red  Air  Fighter  "  (3s.  6d.),  and  Gill's  "  The  Aerial  Arm  " 
(6s.  6d.)  at  half  price,  i.e.  8s.  9d.  the  three,  plus  the  year's  subscription  to  the 
Aeroplane. 


ORDER  FORM. 

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61,  Carey  Street,  W.C.2. 


Please  send  me  the  "  Aeroplane  "  for  one  year  post  free  (30/-  inland  ;    35/-  abroad 
\ and  one  copy  of  the   |  | |   of  Flying  Colqurs  a  ^  ^  |  £1    Is.    0d.  }  for 

which  I  enclose  remittance  value   £       s.  d. 


Name... 
Address. 

Date  


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I  am  a  yearly  subscriber  to  the  "Aeroplane"  through   Newsagent. 

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496 


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Aeronautical  Engineering 


August  6,  1919 


Having  twice  crossed  the 
Atlantic,  made  numerous 
patrols  and  trials,  and 
journeyed  from  end  to  end 
of  Germany,  R.34  has 
travelled  a  distance  roughly 
equal  to  15,000  miles 
or  300  hours'  actual  flying 
— every  performance  on 
SUNBEAM -COATA- 
LEN    Aircraft  Engines. 


AIRCRAFT  ENGINES 

are  fitted  to  H.M.A.  R.34 

The  wonderful  achievement  of  R.34 
in  making  the  double  journey  across 
the  Atlantic  affords  ample  proof  of  the 
efficiency  of  Sunbeam-Coatalen  Air- 
craft engines  and  machinery.  This 
was  no  single  flight  of  a  few  hours' 
duration,  but  a  voyage  of  183  hours. 
Never  before  have  any  aircraft  engines 
had  to  withstand  such  continuous  strain. 


The  SUNBEAM  MOTOR  CAR  Co.,  Ltd., 

Contractors    to    War    Office,    Admiralty    and    Air  Ministry, 

WOLVERHAMPTON,  ENGLAND. 


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August  6,  1919 


Aeronautical  Engineering 

(Supplement  to  The  Aeroplane.) 


i 


(Be&fdmoF< 

HISTORY 


IS  THE 


HISTORY 


OF 


AIR  SUPREMACY. 


Before  the  War,  RECORD  upon 
RECORD  was  created  by  this 
Master     of     Aero  Engineering. 


For  Simplicity,  Reliability,  Lone 
Life  and  Economy  BEARDMORE 
AERO  ENGINE  is  still  UN- 
::  EQUALLED.  :: 


WATCH  BEARDMORE 
DEVELOPMENTS.  Many 
Leading  Aircraft  Manufacturers  are 
adopting  this  Engine  as  a  STAN- 
DARD    Post-war    Power  Unit. 


THE  BEARDMORE  AERO    ENGINE,  LIMITED, 

Chairman  :  Sir  William  Beardmore,  Bart. 

London  Showrooms  and  Depots  : 

112,  UT.  PORTLAND  STREET,  LONDON,  W.i. 

Telephone  :    238  Gerrard. 


AeroEndoes 


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Aeronautical  Engineering  August  6,  igig 


BRIGHT  BOiTS  AND  NUTS* 
SET  PINS.  STUDS. 

REPETITION  WORK, 


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Aeronautical  Engineering  (Supplement to THg AER0PMNI 499 


Nothing  can  be  better  than  the  best 
Nothing  can  be  belter  than  "  Cellon 
Therefore  "  Cellon  "  is  the  best. 


»» 


The  above  is  a  self-evident  truth  which  requires  no  proof ; 
Nevertheless  : 


c 

E 
L 
L 

O 


ELLON 


ASILY 


ASTING 


OW-PRICED 


D 
O 


OPE 


BTAINED 


OPULARITY 


WITH 


E 


FFIGIENGY 


AEROPLANES  AND  SEAPLANES  PROVED  ITS 
SUPERIORITY 


Before  and  during  the  War  and  continues  to  do 
so  to-day. 


CELLON  LTD., 


22,  Cork  Street,  London,  W.l. 

7*k*rams-AJAWB,  REG,  LONDON.  Telephones— OERRARD  440  (a  Hoe*.) 


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500 


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Aeronautical  Engineering 


August  6,  1919 


THE 


Cosmos  Engineering  Co.  Ltd 

Engines  for  Aircraft. 
CONTRACTORS   to  the   AIR  MINISTRY. 


JUPITER  (Ungeared)  450  H.P.,  636  lbs.  Weight. 
JUPITER  (Geared)  450  H.P.,  757  lbs.  Weight: 
LUCIFER         -  100  H.P.,   220  lbs.  Weight. 


SALES  DEPT.  and  SHOWROOMS : 
16  &  17,  PALL  MALL,  S.W.I. 


Trade 


MArtK 


Telegrams  — 

RADIARY,  CHARLES, 
LONDON. 

Telephone — 

1476  REGENT. 


HEAD  OFFICE- 
ORIENT  HOUSE, 
NEW  BROAD  ST., 
E.C.2. 


WORKS - 

FISHPONDS, 
BRISTOL. 


450  H.P.  JUPITER. 


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I 


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Either  or  both  of  these  books  can  be  obtained  at  Messrs.  W.  H.  Smith's 


bookstalls  and  bookshops. 


PRICE   7s.  6d.  net. 


8s.  POST  FREE. 


Five  Years  in  the  R.F.C. 

BY 

Major  J.  T.  B.  McCUDDEN,  V.C.,  D.S.O.,  M.C.,  M.M. 

&  Croix  de  Guerre. 

With  an  Introduction  by  C.  G.  Grey, 

Notes  by  Major-General  Sir  Hugh  Trenchard  and  Major- General  J.  M.  Salmond, 
and  37  FULL  PAGE  ILLUSTRATIONS. 


"  McCudden  seems 
to  have  had  all  the 
experiences." — 

Times. 

"  Pithy  and  pic- 
turesque. .  .  The 
Cavalry  of  the  air 
has  had  no  more 
complete  expon- 
ent."— 

Morning  Post. 


"  Among  British 
airmen  there  are 
but  one  or  two 
who  can  dispute 
the  laurels  with 
McCudden.  .  .  . 
His  modesty  and 
frankness  are 
charming."  — 
Manchester  Guardian . 


"  McCudden  was  a 
sportsman  to  the 
ringer  tips.  He 
was  brave  as  a'  lion 
and  won  his  long 
series  of  decora- 
tions by  deeds 
hardly  rivalled  in 
the  romance  of 
chivalry." — 

Outlook. 


"  There  was  no 
finer  example  of  the 
British  Pilot."— 

Sir  Hugh  Trenchard. 

"  When  McCudden 
died  the  Country 
lost  an  unsophisti- 
cated story-teller 
as  well  as  a  great 
aviator." — 

Glasgow  Herald. 


PRICE  3s.  6d.  net. 


3s.  9d.  POST  FREE. 


The  Red  Air  Fighter. 

BY 

Captain  BARON  VON  RICHTHOFEN. 

Fully  Illustrated.       Second  Edition. 

McCudden  only  met  Richthofen  once  in  the  air.  He  had  a  very  high  opinion  01  the 
German  air  fighters,  and  his  tribute  to  their  qualities  lends  a  new  and  peculiar  interest  to 
Richthofen's  narrative. 


ORDER  FORM. 

To  THE  AEROPLANE  &  GENERAL  PUBLISHING  CO.,  61,  Carey  Street,  W.C.2. 

Please  send  me  one   copy  each  (post   free)  of  FIVE  YEARS  IN  THE  R.F.C. 
and  THE  RED  AIR  FIGHTER,  for  which  I  enclose  Us.  6d. 

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The  above  is  an  illustration  of  our  320  H.P.  Twin  Engines  9  Seater  Passenger  or  Commercial  Machine 


THE 


Central  Aircraft 

COMPANY 


WE  ARE  NOW  BOOKING  ORDERS  FOR  THE 
ABOVE  AND  OTHER  TYPES  OF  MACHINES 
FOR    BOTH   COMMERCE  AND  PLEASURE 

Apply  for  particulars  to 

179  HIGH  ROAD,  KILBURN,  N.W.6 

Telegrams  ;  "Aviduction,  Phone,  London." 
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Enrol  Now 

THE 

Central  Aircraft 
Company's 

SCHOOL  of  AVIATION 


The  most  modern  and  best  method  of  Instruction  in  Flying  is  now  being 
given  at  the  Company's  Aerodrome  at  Northolt. 

This  Flying  Ground  covers  an  area  of  about  350  acres,  and  forms  probably  the 
Finest  Training  Aerodrome  in  the  country.    Sleeping  accommodation  available. 

Commence  your  Training  NOW. 


The  School  is  under  the  personal  supervision  of  Mr.  HERBERT  SYKES, 
O.B.E.,  the  well-known  Test  and  Exhibition  Pilot,  assisted  by  a  large  staff  of 
qualified  and  experienced  instructors. 

Tuition  on  80  H.P. 

DUAL  CONTROL  "C.A.C."  Tractor  Biplanes, 

the   Finest  Training   Machines  yet  produced. 


Write  for  Illustrated  Handbook  and  all  particulars  to :— 

The  CENTRAL  AIRCRAFT  Company 

179,  High    Road,   Kilburn,    N.W.  6. 


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And  you  get  it  | 

if  you  place  your  work  | 

with  Gordon  Watney  | 

You  get  service  that  will  stand  the  racket  1§ 

right  through  under  all  conditions.    We  |i 

are   masters   of    the   craft   of  Engine  3 

OVERHAULING  I 

AND  REPAIRING  | 

and  our  reputation  is  based  on  the  solid  E 

foundation  of  satisfaction  we  have  given  j| 

to  thousands  of  Engine  owners — both  |j 

Petrol  and  Steam.  = 

The  fact  that  during  a  period  of  twelve  s| 

months  our  output  was  2,000  Engines,  is  |j 

proof  that  our  works — one  of  the  largest  = 

and  most  up  to  date  in  the  Kingdom —  |j 

enable  us  to  deal  with  every  demand  = 

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disposal,  let  us  estimate  for  your  | 

requirements  be  they  large  or  small.  | 


CARS  RENOVATED  &  REPAIRED 

Paintwork,  Upholstery  and  Coach  Building  in  all 
branches.  Cars  collected  at  our  London  Depot 

31  Brook  Street,  Bond  Street,  W. 

(Cyril  T.  Chamberlain,  London  Manager.) 
or  any  address  by  appointment. 


2966  Mayfair 


 or — 


In  urgent  cases  'phone 

550  Weybridge. 


MERCEDES  SPECIALITY. 


Works 

Telephone—  650  Weybridge. 


WEYBRIDGE 

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Supplement  to  The  Aeroplane,  August  6th,  1919. 


INCORPORATING  AIRCRAFT  ENGINEERING,  AERODYNAMICS,  AIRCRAFT  FINANCE  AND  COMMERCIAL  AERONAUTICS 
AND  MATTERS  PERTAINING  TO  THE  AERONAUTICAL  ENGINEER  AND  THE  AIRCRAFT  TRADER. 


THE  WEEKLY 

In  a  leading  article  "  Strasbourg "  comments  upon 
the  monopoly  of  technical  knowledge  which  the  Technical 
Department  of  the  Air  Ministry  appear  to  intend 
to  create. 

He  disposes  of  the  plea  of  military  necessity  for  main- 
taining secrecy  on  such  a  subject  in  a  manner  novel  and 
ingenious,  though  little  complimentary  to  those  charged 
with  the  direction  of  military  affairs. 


COMMENTARY. 

by  using  a  quite  limited  number  of  standard  components, 
and  that  the  machines  thus  turned  out  have  by  no 
means  suffered  in  performance. 


The  machines  produced  by  the  Fairey  Aviation  Co., 
Ltd.,  under  the  direction  of  Mr.  C.  R.  Fairey,  form  the 
subject  of  this  week's  instalment  of  "  Modern  British 
Aeroplanes." 

It  is  noteworthy  that  Mr.  Fairey  has  produced  a  large 
number  of  seaplanes  with  quite  different  characteristics 


An  illustrated  description  of  one  of  the  latest  German 
multiple-engined  machines,  with  a  short  historical 
account  of  its  development,  is  given  on  page  531. 

This  machine  is  of  a  type  not  yet  in  use  in  this  country, 
in  that  the  power  plant  is  concentrated  in  the  central 
fuselage  and  drives  the  airscrews  by  gears  and  shafts. 

Difficulties  with  the  transmission  gear  were  encoun- 
tered, but  German  engineers,  unlike  their  British  rivals, 
were  permitted  to  overcome  them. 


ON    A    MONOPOLY  OF 

By  "  STRASBOURG. 


KNOWLEDGE. 


There  was  a  time,  even  within  the  memory  of  some 
of  the  more  venerable  of  those  who  are  now  connected 
with  the  Aeroplane  Industry,  when  that  Industry,  re- 
sembling in  this  respect,  and  perhaps  this  alone,  the 
early  Christians,  had  all  things,  including  information, 
in  common. 

In  those,  apparently  for  ever,  departed  days  even  the 
Advisory  Committee  on  Aeronautics  condescended  to 
publish  to  the  world  at  large  the  results  of  their  cogita- 
tions, and  of  such  experimental  work  as  was  carried 
out  by  the  N.P.L.  and  even  by  the  Royal  Aircraft 
Factory. 

True  these  reports  were  published  at  a  price,  and  that 
price  beyond  the  means  of  any  but  the  wealthiest  mem- 
bers of  the  aeronautical  fraternity;  but  as  they  were 
usually  confined — where  they  were  not  entirely  errone- 
ous— to  a  restatement  of  facts  perfectly  well  known  to 
the  experienced,  this  mattered  little. 

To-day  the  aviation  community  is  scattered  over  the 
earth ;  its  members  no  longer  each  know  each  by  their 
respective  nicknames ;  and  the  direct  interchange  of  ex- 
periences takes  place  only  to  a  limited  degree- 

Confidential  Information. 
For  five  years  technical  information  has  been  doled 
out,  under  oaths  of  secrecy  and  under  deadly  penalties 
for  the  infringement  of  such  oaths,  by  a  collection  of 
assorted  trouser-polishers,  mostly  young,  mainly  learned, 
and  all  of  them  possessed  of  that  worst  of  devils — pace 
the  author  of  the  "  Ingoldsby  Legends  "—the  best  of 
intentions. 

Had  the  mischief  been  confined  solely  to  the  distri- 
bution of  information  it  had  been  sufficiently  regrettable. 

Unfortunately  this  circle  of  the  elect  has  successfully 
prevented  not  only  the  circulation  of  information,  but 
even  the  acquirement  of  knowledge  by  individuals  of 
an  experimental  turn  of  mind. 

Were  one  minded  to  attempt  the  construction  of  any 
brand  of  aircraft  differing  in  its  conception  from  those 


ideas  which  they  held  in  favour,  effective  means  were 
discovered  to  prevent  such  an  effort. 

Did  a  sacrilegious  Hun  produce  a  biplane  which  out- 
classed our  own  machines,  the  fact  was  carefully  sup- 
pressed till  those  who  had  met  such  a  machine,  and  by 
some  happy  chance  escaped  to  tell  the  tale,  had  spread 
the  news. 

Then  a  careful  official  explanation  of  the  reasons  why 
this  machine  could  not  conceivably  do  those  things  it 
was  known  to  do,  supported  by  official  tests  on  a  battered 
and  probably  incorrectly  rigged  sample  of  an  out-of-date 
machine  of  the  same  make,  would  be  issued  as  a  con- 
fidential memorandum  not  to  be  divulged  to  the  world 
at  large. 

These  things  were  so,  and  these  things,  eight  months 
after  the  cessation  of  hostilities,  still  are  so. 

It  is  still  an  offence  for  a  technical  journal  to  publish 
information  contained  in  any  of  the  confidential  technical 
reports  which  have  been  published,  under  one  title  or 
another,  by  any  of  those  bodies  which  have  been  engaged 
iu  the  cornering  of  aeronautical  technical  information 
during  the  war. 

Technical  Offences. 

It  is  still  an  offence  for  two  aeroplane  designers  pub- 
licly to  discuss  the  merits  or  demerits  of  any  method  of 
computation  laid  down  by  the  official  wisdom-mongers. 
It  is  still  illegal  to  query,  except  privately  and  in  the 
darker  places  of  the  earth,  the  pronouncements  of  those 
in  office  as  to  what  is  or  is  not  a  suitable  material  to  be 
used  for  a  given  purpose. 

It  may  be  that  such  things'  were  an  essential  corollary 
of  war.  If  it  be  so,  it  is  merely  an  index  of  how  stupid 
an  affair  war  is. 

It  may  even  be  that  it  is  necessary,  in  the  interest  of 
the  military  branches  of  aeronautics,  that  some  very  close 
control  upon  the  designers  and  makers  of  military  air- 
craft be  continued. 


5o6     (Supplement  to  The  aeroplane.)  Aeronautical  Engineering 


August  6,  1919 


If  this  be  so,  then  is  the  R.A.F.  foredoomed.  It  may 
— it  probably  will — become  a  rival  to  the  Army  for  the 
favour  of  those  of  our  youthful  males  who  possess  more 
money  than  brains. 

It  very  probably  will  develop,  in  its  technical  branches, 
an  asylum  for  *such  as,  incapable  of  earning  a  living  in 
the  open  market,  are  yet  too  conscientious  merely  to 
play  with  their  alleged  work,  and  who  will  live  continu- 
ously subject  to  the  contempt  of  their  more  thoroughly 
incompetent  "brothers  in  arms,"  even  as  do  the  Sappers 
of  the  Army. 

It  is,  of  cgurse,  obvious  to  any  mind  which  is  both 
intelligent  and  informed  that  it  is  essential  for  the  well- 
being  of  the  world  at  large  that  military  forces  should 
be  utterly  inefficient. 

Providential  Foresight. 

Providence  must  be  credited  with  a  foresight  so  suffi- 
cient that  it  has  moulded  the  human  mind  in  such  wise 
that,  once  it  be  safely  and  securely  entangled  in  any 
governmental  mechanism,  it  becomes  dull,  self-opinionated 
and  ineffective. 

An  army  of  100,000  men  of  average  European  intelli- 
gence, directed  with  the  efficiency  of  even  an  average 
British  manufacturing  concern,  could  in  a  year  produce 
quite  a  noticeable  and  a  permanent  effect  upon  the 
appearance  of  the  earth  at  large. 

Several  armies,  of  a  total  approaching  20,000,000  men, 
directed  according  to  the  time-honoured  rules  of  war, 
have  recently  spent  over  four  years  in  an  attempt  to 
destroy  each  other's  portion  of  the  earth. 

They  have  slightly  modified  the  state  of  a  few  hundred 
square  miles,  at  a  cost,  both  to  themselves  and  to  their 
neighbours,  of  very  considerable  hardships  and  incon- 
venience, but  the  verbiage  which  has  resulted  from  their 
efforts  is  likely  to  survive  any  other  effect. 

So  while  it  may  be  well  that  our  Air  Forces  should 
be  thus  restrained  in  their  progress,  that  the  next  war 
may  not  be  conducted  with  any  greater  effectiveness 
than  was  the  last,  that  the  earth  may  not  be  utterly 
destroyed  thereby,  it  yet  remains  far  from  well  in  so 
far  as  the  same  restraint  is  imposed  upon  the  commercial 
development  of  aircraft. 

It  might  be  argued  that  it  were  better  that  the  wars 
of  the  future  be  thus  shorn  of  some  of  their  terrors,  even 
at  the  cost  of  industrial  development. 

In  fact,  equipment  makes  little  difference  to  the 
effectiveness  of  an  army  or  other  military  force. 

Equip  a  fool  army  with  the  finest  and  most  deadly 
of  the  weapons  of  precision,  it  remains  a  fool  army,  and 
will  so  remain  whilst  Governments  are  what  they  are, 
and  the  traditions  of  Government  service  continue  to  be 
based  upon  form  and  not  upon  effect. 


When  mankind  has  sufficient  sense  to  govern  itself 
for  its  own  profit,  and  not  for  the  pleasure  of  its  ears 
and  eyes,  it  will  have  too  much  sense  to  waste  its  time 
destroying  its  own  handiwork,  and  war  can  confidently 
be  expected  to  cease,  except,  perhaps,  as  a  spectacular 
pageant,  fought  according  to  very  conventionalised  rules 
and  with  very  prehistoric  weapons,  and  with  a  fair  pro- 
portion of  the  gate-money  as  the  victors'  reward. 

The  use  of  aircraft  would  naturally  be  ruled  out  by 
the  International  War  Federation  in  drawing  up  the 
regulations  for  such  affairs,  since  their  use  would  tend 
to  rob  the  more  serious  and  sanguinary  part  of  the  show 
of  those  elements  of  surprise  and  uncertainty  which 
should  be  their  most  attractive  feature. 
:  Thus  there  is  not  really  any  real  military  danger  in- 
volved in  the  rapid  development  of  the  technique  of 
aeronautical  engineering,  and  there  is  not  the  slightest 
excuse  for  the  delay  in  publication,  on  the  part  of  the 
Air  Ministry,  of  the  immense  amount  of  data  upon  which 
they  are  now  sitting. 

Concealed  Data. 

It  is  generally  alleged  that  this  data  has  been  placed 
at  the  disposal  of  all  those  who  have  any  real  use  for  it. 
This  is  by  no  means  the  fact.  Designers  have  been  re- 
fused permission  to  design,  or  to  carry  on  experimental 
work,  merely  because  their  proposals  did  not  commend 
themselves  to  the  officials  of  the  Technical  Department, 
and  have  been  refused  even  information  as  to  why  their 
proposals  were  scorned. 

But  even  this  is  relatively  unimportant.  Most  of  the 
facts  disclosed  in  confidential  technical  reports  issued 
by  the  late  Air  Board  and  the  present  Air  Ministry  have 
been  wrapped  up  and  disguised  in  the  opinions  of  the 
official  technical  experts,  and  to  a  large  extent  practice 
has  been  compelled  along  the  lines  of  these  opinions. 

What  is  needed  is  the  free  and  open  discussion,  in  the 
Press  and  elsewhere,  of  the  real  meaning  of  the  data 
which  these  reports  contain,  and  of  the  results  obtained 
by  designers  from  experiments  based  on  this  data. 

The  Government  of  the  United  States  of  America  have 
begun  to  issue  reports  of  experimental  work  carried 
out  under  the  control  of  the  American  Advisory  Com- 
mittee on  Aeronautics.  - 

These  reports  are  excellently  conceived.  They  are,  so 
far  as  they  have  at  present  been  examined,  free  from 
special  pleading  or  personal  interpretations.  They  re- 
cord not  merely  the  results  of  the  experiments,  but  are 
extraordinarily  frank  as  to  the  limits  of  accuracy  of  the 
methods  employed  in  reaching  them. 

It  may  therefore  be  expected  that  within  a  very  short 
space  all  enterprising  aeronautical  engineers  will  be  able 
to  look,  not  without  relief,  to  some  source  of  information 
which  is  not  tainted  with  Boloism. 


A  single-engined  Friedrichshafen  Seaplane,  of  a  type  which  proved  itself  extremely  useful  in  the  North  Sea  during  1917. 
It  will  be  noticed  that  the  tail  and  rudder  are  elevated  in  the  Brandenburg  manner,  and  that  the  floats,  f.s  is  usual  in  German 

sea  machines,  are  of  the  Howard  Wright  type. 


August  6,  19 19 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplane.) 


507 


THE   TRANSATLANTIC  FLIGHT. 


"  VICKERS-vimy-ROLLS. 

The  first  direct  flight  from  Newfoundland  to  Ireland 
was  accomplished  by  this  Aeroplane  in  15hrs.  57mins. 


» 9 


AEROPLANES 
for  COMMERCIAL  and 
MILITARY  use. 


FLYING  BOATS 
for  COMMERCIAL  and 
NAVAL  use. 


CONTRACTORS   TO  H.M.  GOVERNMENT. 


Telegraphic  Address : 
Vickerfyta,  Knights,  London. 


Aviation  Department, 
Imperial  Court,  Basil  Street, 
KNIGHTSBRIDGE,  S.W.3. 


Telephone  ; 
Kensington  6520  (4  lines), 


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5°8     (supplement  to  the  aeropune  ,  Aeronautical  Engineering 


August  6,  1919 


'IT'S  A  WALK  OVER!" 


That's  the  only  way  to  describe  the  superiority  of 

EMAILLITE 

AIRSHIP  DOPING  SCHEME  "P" 


USED  FOR  PROOFING 
OUTER    COVER  OF 


TRANS-ATLANTIC 
AERIAL    LINER  R.34 


THE  BRITISH  EMAILLITE  CO.,  LTD,, 

Doping  Scheme  Specialists, 
5,    HYTHE    ROAD,    WILLESDEN,    N.W.  10. 

Wire:    "RIdleypren,  London,"  'Phone:    WUlesden  2346  &  2347- 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


August  6,  19 19 


Aeronautical  Engineering  t6  im ^>rM  509 


MODERN   BRITISH  AEROPLANES. 

X.— The  Fairey  Aviation    Co..  Ltd. 


Three=quarter  view  from  rear  of  the  Fairey  N.10  in  her  original   form  (Type  III)     260  h.p.  Sunbeam  engine. 

Mr.  G.  R.  _ Fairey 's  connec'.ion  with  aeropl  ine  development  in         In  spite  of  its  excellent  performance  and  Its  superiority  to  any 

England  goes  back  to  very  early  times.  other  type  then  available,  it  was  lost  amongst  the  shifting  sands 

He  was  associated  with  the  Blair  Atholl  Aeroplane  Syndicate,  of  our  aerial  policy,  and  was  never  reproduced, 
and   took   an   active   part    in    the    development   of    the    Dunne  SPECIFICATION 

machines  as  practicable  aeroplanes.    He  then  joined  Short  Bros.  T       of  macni.1,  "  '  Biplane 

at  Eastdiurch    and  was  intimately  connected  with  the  develop-  Name  Qr  "ofm^^'[[]ZZZZZ'']ZZ  F.2 

m-T  Z    on  a  crt  Seapla"eS'  Wh,ch  rendered  SU€h  g°°d  serv,ce  span  (upper  plane  overall)   77  ft. 

with  the  R.N_A.S.   Gap  (maximum  and  minimum)  6  ft. 

In  1915,  Ml.  Pairey  founded  the  Fairey  Aviatior  Co.,  Ltd.,  ol  Overall  length      ...    40  ft   64  in 

which  he  is  managing  director.  Maximum  height   i;lt.  5I  in. 

Amongst   a   number  of  valuable  contributions  to   the  applied  Cfiord  '  ft    6  in 

science  of  aeronautical  engineering  due  to  Mr.  Fairey,  probably  Total  surface'  of 'wings  !."."!!!."!."!."!.  "718.4  sq.  ft'. 

the  most  valuable  is  the  Fairey  Variable  Camber  gear.  Span  of  tail   1*-  ft  6  in 

This  consists  of  a  flap  similar  in  construction  to  the  ordinary  Total  area  0f '  tali "(Vncluding 'eievato'rs) '  V.'.'.'.'.' '.'.'.'.'.'.'.'.'.'.'.'.'.103.9  sq-  ft. 

aiieron,  but  extending  over  the  whole  span  of  the  wing,  and  so  Area  of  elevato.-s    39  sq.  ft. 

arranged  that  it  may  be  moved  either  up  or  down  relatively  to  Area  of  rudde;-  ('2  rudders)'  ...'.'.'.'.'..'.'.'... .'.'.'.'.'.'10  sq.  ft.  each— 20  sq.  ft! 

the  fixed  part  of  the  wing,  on  both   sides   at   once,    quite   inde-  Area  of  fins  (40.9  each)     21.8  sq.  ft. 

rendently  of  the  ordinary  use  of  the  whole  flap,  or  a  part  thereof,  Area  of  ailerons'  .....  ..'......47.3  sq.  "ft".'  each-'- -95.6  sq.  ft.  total 

as  an  aileron.  _  Maximum  cross-section  of  body   3  ft.  by  2  ft.  6  in. 

;    This  has  the.  effect  of  providing  a  variable  camber  and  makes  Horizontal  area  of  body    ."•  97  sq.  ft. 

it  possible  to  use  an  aerofoil  section  with  a  low  maximum  lift  Vertical  area  of  body   7i  sq.  ft. 

and  a  '•higli  lift  to  drag  ratio,  heavily  load-id,  and  giving  a  high  Engine  type  and  h.p.  (2  engines)  190-h.p.  Rolls-Royce 

speed,  and  of  converting  this  aerofoil  whilst  in  flight  into  a  heavily  Weight  of  machine  loaded   4680  lbs. 

cambered  high-lift  section  which  will  give  a  low  landing  speed.  Load  per  square  foot  6.8"  lbs. 

THE  FAIREY  TWIN-ENGINED   FItiHTER.  Weight  per  h.p   fi\^L 

„.  .  ' 7  ,  ,   ,       ,  n         ,    .  Tt  Tank  capacity  in  hours   3*  hours 

This  machine  was  completed  and  flown  during  1915.     It  was  r  J 

designed  for  fighting  purposes  in  the  days  before  the  advent  ot  Performance — 

the  synchronised  gun,  and  at  a  time  when  the  single  eng.ne         Speed  low  down  .....81  knots 

tractor  type  was  generally  considered  useless  for  offensive  pur-         Climb — 

poses.  -  To  5,000  ft.  ...  ./>  mins. 


The  Fairey  N.10  in  her  second  form  (Type  IIIA)  with  land  un  dcrcarriage  for  deck  flying. 


■*  (Supplement  to  The  Aeroplane.) 

Aeronautical  Engineering 


August  6,  19 19 


THE  HAMBLE  BABY. 

This  machine  was  the  result  of  an  effort  to  provide  a  light  fast 
seaplane  fitted  with  a  standard  rotary  engine,  which  should  com- 
bine a  low  landing  speed,  a  fair  top  speed,  and  the  capacity  to 
climb  to  a  reasonable  height  loaded  with  two  65  lb.  bombs. 

The  first  of  the  type  was  manufactured  by  fitting  a  "Sopwith 
Baby  Seaplane"  fuselage  and  chassis  with  a  new  set  of  wings 
equipped  with  the  variable  camber  device,  to  which  reference  has 
already  been  made,  and  an  enlarged  tail,  rudder,  fin,  and  tail 
float." 

-  The  result  was  so  successful  that  a  large  number  of  the  type 
was  ordered. 

SPECIFICATION. 

Type  of  machine   Seaplane 

Name  and  type  No  F129  Ham.ule  "Baby" 

Span  overall   27  ft.  in. 

Gap   •  ■  ;..  ........4  ft.  6  in. 

Length  overall   23  ft.  4  in. 

Maximum  height   9  ft.  6  in. 

Chord  ..4  ft.  9  in. 

Total  surface   246  sq.  ft. 

Span  of  tail   10  ft.  9  in. 

Total  area  of  tail  (including  eleva'ors)   41  sq.  ft. 

Area  of  elevators   ^  17  sq.  ft. 

Area  of  fin   ,  4.3  sq.  ft. 

Area  of  ailerons'...'.'  ..9.1  sq.  ft.  each.-- 36.4  sq.  ft.  total 

Maximum  cross-section  of  body   3  ft   2  in.. by  2ft  7  in. 

Horizontal  area  of  body   39.4  sq.  ft. 

Vertical  area  of  body  34  sq.  ft. 

Engine  type  and  h.p  Clerget  110-h.p. 

Weight  loaded  1,900  lbs. 

Load  sq.  ft  ,  7.8  lbs. 

Weight  per  h.p  17.21  lbs. 

Tank  capacity  in  hours  3!  hours 

Performance — 

Speed  low  down   •  85  knots 

Climb — 

To  5,000  ft  '.  8  mins. 

THE   FAIREY  "  CAMPAN1AS,"   F.I6,  F.17,  AND  F.22. 

These  three  machines  are  all  very  similar- -they  are,  in  fact, 
modifications  of  the  same  design. 

The  "  Campania  "  design  was  limited  in  its  overall  dimen- 
sions to  suit  the  hatchways  and  stowage  accommodation  of  the 
seaplane-carrier  "Campania."  The  specification  called  for  a 
combination  of  high  top  speed,  low  landing,  and  getting  off 
speeds,  together  with  the  greatest  possible  fuel  and  bomb  capa- 
city. 

The  original  F.16  was  designed  with  a  fairly  high  lift  wing  sec- 
tion, fitted  with  the  Fairey  flap  gear,  and  was  equipped  with  an 
early  Rolls-Royce  "Eagle,"  giving  250-h.p. 

On  test  it  was  found  not  to  come  up  to  the  designer's  expec- 
tation. The  high  lift  wing  with  the  flaps  upturned  were  not 
efficient,   and   the  high  speed  reached  was  disappointing. 


F.17  was  accordingly  built.  This  machine  differed  mainly  in 
having  wings  of  a  standard  high-speed  type,  fitted  with  flaps  to 
secure  a  low  landing  speed.  The  tail  was  somewhat  modified,  a 
larger  fin  and  a  smaller  rudder  were  fitted  and  an  Eagle  engine 
of  a  later  series  and  greater  power  was  installed.  The  results 
were  excellent. 

It  was  then  decided  that  375  h.p.  Rolls-Royc?.s  could  not  be 
spared  for  mere  seaplanes,  and  the  machine  was  modified  to  take 
the  260-h.p.  Sunbeam  engine.  In  this  form  it  was  known  as  the 
F.22,  and  was  produced  in  fair  numbers. 

SPECIFICATION.— F.  16. 

Type  of  machine  ...Seaplane 

Name  or  type  No  F.16  Campania 

Span  overall   ,  61  ft.  in. 

Gap  :.,..„  <:  ■  „...6  ft.  6  in. 

Length  overall   43  ft.  3I  in. 

Maximum  height   13  ft.  1  in. 

Chord    .........6  ft.  4  in. 

Total  surface  of  wings   639.8  sq.  ft. 

Span  of  tdil   ..'     .-13  ft. 

Area  of  tail,  including  elevators   75.1  sq.  ft. 

Area  of  elevators  28.1  sq.  ft. 

Area  of  rudder   28  sq.  ft. 

Area  of  fin  14  sq.  ft. 

Area  of  ailerons  23.4  sq.  ft.  each—  46.8  sq.  ft  total 

Maximum  cross-section  of  body   3  it.  6  in.  by  3  ft.  1  in. 

Horizontal  area  of  body  90  sq.  ft. 

Vertical  area  of  body  88  sq.  ft. 

Engine  type  and  h.p.  250-h.p.  Rolls-Royce 

Weight  fully  loaded  '.  5,500  lbs. 

Disposable  load   1,026  lbs. 

Load  per  square  foot    '.  8.6  lbs. 

Weight  per  h.p  22.2  lbs. 

Tank  capacity  _  88  galls. 

Performance — 

Speed  low  down   ."  72  knots 

Landing  speed  ..42  knots  1 

Climb — 

To  5,000  ft  14  mins. 

SPECIFICATION.^.  17. 

Type  of  machine  Seaplane 

Name  or  "type  No  F.  17  Csmpania 

Span  overall   61  ft.  yh  in. 

Gap  ,  „....6  ft.  6  in. 

Length  overall   43  ft.  3!  in. 

Maximum  height   15  ft.  1  in. 

Chord  6  it.  4  in. 

Total  wing  surface  627.8  sq.  ft. 

Span  of  tail  ,  13  ft. 

Area  of  tail  (including  elevators]   75.1  sq.  ft. 

Area  of  elevators  ,  28.1  sq.  ft. 

Area  of  rudder   ^.  19.6  sq.  ft. 


1  he  hairey  Type  I II B  Seaptae  (260  h.p.  Simheam  engine). 


August  6,  1919 


Aeronautical  Engineering  (supplement  to  the  aeroplane.)  5" 


The  Original  NON-POISONOUS. 

Titanine  Dope 

is  strongly  recommended  for 

PRIVATE  and  COMMERCIAL 

AEROPLANES. 


Absolutely  unequalled  for  Durability. 


There  is  no  CONTROL  on  Dope  for  the 
above  types  of  machines. 


Titanine  is  the  most  economical  and  offers  the 
greatest  resistance  to  flame. 


Complete  Doping 

PROMPT  c  u 

ffK.RiA.nl  Schemes 

DELIVERIES.         WwM       ,        a  v  +' 

submitted  on  application. 


TITANINE  LIMITED, 

175'  PICCADILLY,  ,k,,.a,„s: 

Gerrard2312.  LONDON,   W.  1  .  TeTofndeonPiCCy' 


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(Supplement  to  The  A^roplani.) 


513 


^^^^^^^^^^^^^ 


Designers  and  Constructors  of  MILITARY  and 
COMMERCIAL  AEROPLANES,  and  NAVAL 
and  COMMERCIAL  SEAPLANES  and 
FLYING  BOATS 

Sole  Manufacturers  of  the  famous  Sewn  "  CON- 
SUTA"  PLYWOOD,  the  lightest  and  strongest 
material  yet  evolved  for  Aircraft  construction, 

Ask  us  to  quote  for  your  requirements. 

S.  E.  SAUNDERS,  Ltd., 


EAST  COWES,  I.O.W. 


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5*4     (supplement  to  the  aeropun.)  Aeronautical  Engineering 


August  6,  1919 


Contrac?ors 
to  the 
\    War  Office, 
m  Admiralty 
and 

Air  Ministry. 


h«  fa.  p.  I  t  k*»-  » 


Gnome 
and  Le  Rhone 
Engine 
Company 


MANUFACTURERS    AND    SOLE  LICENSEES 
for  the  British  Isles,  and  Licensees  for  Overseas  Dominion* 
of  the  Gnome  and  Le  Rhone  Aero  Engine*. 


The  Gnome  and  Le  Rhone  Engine  Co.  beg  to  give  notic* 
that  they  cannot  accept  any  responsibility  for  Engines  and 
Spares  which  have  not  been  supplied  direct  from  them,  or 
which  have  not  been  overhauled  and  tested  by  their  staff 


LONDON  OFFICB 

27,  BUCKINGHAM  GATE,  S.W.I. 

WORKS    k*D  OFFICES 

BLACKHORSE  LANE,  WALTHAMSTOW.  E.17. 


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Aeronautical  Engineering 


(Supplement  to  The  Aeroplane.) 


515 


THE  ENGLISH  ELECTRIC  CO.,  LTD. 

DESIGNERS  AND   CONSTRUCTORS  OF   ALL  CLASSES  OF 

AIRCRAFT 

SPECIALITY  LARGE  FLYING  BOATS  TO  OWN 

AND   OFFICIAL  DESIGNS, 


THE  ENGLISH  ELECTRIC  CO  ,  which  incorporates  the  works 
of  Messrs.  COVENTRY  ORDNANCE,  DICK  KERR  and  PHCENIX 
DYNAMO  CO.,  has  consolidated  the  joint  aircraft  experience  and  plant 
of  the  three  concerns  in  one  large  central  factory  having  exceptional 
manufacturing  and  testing  facilities. 


Correspondence  relative  to  Aircraft  to  be  addressed  to:— Aircraft  Offices,  Thornbury  Works,  Bradford. 


Works  :    THORNBURY  and  SCOTSTOUN, 
Central  Offices  :    QUEENS  HOUSE,  KINGSWAY,  LONDON. 


TELEPHONE 

BRADFORD  3700  (7  lines). 

PRIVATE  BRANCH  EXCHANGE. 

HOLBORN  ,830 


COVENTRY 

DICK 

ORDNANCE 

PHOENIX 

KERR 

TELEGRAMS 
Dynamo,  Bradford, 
Enelectico.Westcent,  London. 

CABLES 

En^lectico,  London. 


J.  P.  Switchboard  Gallery 


kn 


In  a  well-known  Motor  Factory. 
This  is  but  one  example  of  the  effectiveness  of  our  work,  and  we  place  at  the 
«_&8af  tourers  extending  or  revising  their  elecmcal  equipment? the accumulated 

owledge  of  a  40  years'  experience.  Will  YOU  consult  us  T  accumulated 

JOHNSON     &     PHILLIPS,  LIMITED, 

Cable  Makers  and  Electrical  Engineers  lime  '75. 

Ch  i  It  >n,  Condon,  S.E.7. 

City  Office  :  12,  Union  Court, 
Old  Broad  Street, 
E.C.2. 


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5i6 


(Supplement  to  The  Aeroplane.) 


Aeronautical  Engineering 


August  6,  1919 


THE    FIRST  AEROPLANE— 

To  cross  the  ANDES— 
To  attain  an  altitude  of  28,900  feet— 
To  cross  the  PYRENEES  from  Great  Britain— 
To  climb  to  10,000  ft.  In  5  min.  25  sees,  and  to 
20,000  ft.  in  16  min.  15  sees.— 

—WAS  A  "  BRISTOL, 

For  particulars  of  aircraft  for  all  purposes  apply  to : 

THE  BRITISH  &  COLONIAL 
AEROPLANE  CO.,  LTD., 
Pilton— Bristol. 


SSOCIATION 


Policies  issued  by  Underwriting  Members  of  Lloyd's  the  Eagle,  Star 
and  British  Dominions  Insurance  Co.,  Ltd.,  and  the  Excess 
Insurance  Co.,  Ltd,,   for   whom   the  Association  acts  as  Agents. 


POLICIES 


Cover  all  classes  of 
Aviation  Risks. 


Accidental  Damage  under  all  circumstances  to 
Aircraft  ot  all  descriptions,  including  Fire,  Burglary, 
and  Theft     (Profit  Sharing  Policies). 

Covering  Policies  of  various  kinds  to  meet  the 
requirements  of  Carriers  by  Air. 

MINIMUM 
RATES. 


Accidental  Damage  to  Cargo. 

Personal  Accident  to  male  Pilots  of  Aircraft, 

to  Crew  and  Passengers. 

Third  Party  Risks  of  all  descriptions. 

Accidental  Damage  from  Aircraft. 

MAXIMUM 
SECURITY. 


1,     ROYAL      EXCHANGE      AVENUE,      LONDON,  E.C.3. 


Telephone  :    LONDON  WALL  9944.. 


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Aeronautical  Engineering  (Supplement  to  the  aerobe 0  5*7 


An  Ordinary 

Accumulator 

IN  A  POSITION  LIKE  THIS  WOULD 
BE  A  SOURCE  OF  DANGER  TO 
ALL   MATERIAL  AROUND, 
FROM    THE    ACID  WHICH 
WOULD     RUN  FREELY 
THROUGH  THE  VENT. 


44 


ft 


Patent  Dnspillable  Accumulators 

WERE  OFTEN  IN  THIS  AND  SIMILAR 
POSITIONS,    BUT    ACID  CANNOT 
LEAK,     AND     FURTHER,  THE 
ACCUMULATOR  CONTINUES 
TO  DO  ITS  WORK  IN  ANY 
POSITION. 


44 


%  ACCUMULATORS 

Were  adopted  by  the  Ministry  of  Munitions  for  Aero  use. 
Were  fitted  on  R.  34  for  Ignition  and  Wireless  and 
are  Standard  Equipment  on  all  Rigid  Airships. 


ELECTRICAL  STORAGE 
COMPANY  LIMITED. 


Head  Office  and  Workr 
CLIFTON  JUNCTION 

MANCHESTER. 

S*     London  Offioe 

39  VICTORIA  STREET  S.W.I. 


ESTABLISHED  1799. 

N.  GREENING  &  SONS, 

LIMITED, 

MANUFACTURERS, 

WARRINGTON  AND  LONDON. 


WOVEN  WIRE 
WIRE  GAUZE 
SIEVES  AND  RIDDLES 
PERFORATED  METALS 
WIRE   GUARDS  AND 
WIRE   WORK  OF 
EVERY  DESCRIPTION. 


SPECIAL  WIRE  GAUZE 

FOR 

OIL  AND  PETROL 
STRAINING. 


LONDON   WAREHOUSE  :- 

16.  FINSBURY  STREET.  E.C.2. 


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Aeronautical  Engineering 


August  6,  1919 


^uiiiiniiiiiiiiiiiiiiiiin 


=  Accumulators— 

=  The  Chloride  Electrical  Storage  Co.,  Ltd., 

—  Clifton  Junction,  near  Manchester. 
5=  "Chloridic,  l'endlebury ."  Central  Man- 
EE  Chester,    163$.  Pendleton,  11. 

EE        Acetylene  Welding  Plant— 

Acetvlene    Corporation    of    Great  Britain, 

EE  Ltd.     The,   49,   Victoria   Street,  West- 

=  minster,      S  W.i.        "  Flamma,  Vic, 

EE  London  "  .       .Vic  4830. 

—  Imperial  Light,  Ltd  ,  123,  Victoria  Street, 
=  London,  S.W.I.  "  Edibrac,  'Phone. 
EE  London."              3540  Victoria  (3  lines). 

if.        Aeroplane  Manufacturers— 

=  Aircraft  Manufacturing  Co.,  Ltd.,  Hendon. 

=  "Airmanship,   Hyde,  London." 

—  Kingsbury  220. 

L  Armstrong,  Sir  W.,  Whitvvorth  &  Co.,  Ltd., 

=  Newcastle  -  on   -  Tyne.  "Armstrong 

=  Aviation,  NewcHStle-on-Tyne." 

—  Gosforth  500. 

EE  Blackburn   Aeroplane   &   Motor  Co^  Ltd, 

=  Olymoia,  Leeds.     "  Propellors,  Leeds. 

—  Roundhay  345  (3  lmes). 
EE  Boulton  &  Paul,  Ltd.,  Rose  Lane,  Norwich, 

—  "  Aviation,  Norwich."  Norwich  851. 
=  British  Aerial  Transport  Co.,  Ltd.  Head 
EE  Office  :  '8,  Conduit  Street,  London, 
=  W.i.              "Batigram    Reg.  London." 

—  .  Mayfair  637,  638 
EE  Works  :   Hvthe  Road,  Willesden,  Lon- 

—  don.  N  W.io.  " Acrbrirans,  rhone, 
=  London."  Willesden,  2272,  2273 
=  Bnti^h  Colonial  Aeroplane  Co.,  Ltd. 
EE  (the  Bristol  Co.),  Filton,  Bristol. 
=  "  Aviation,  Bristol."  Bristol  3006. 
EE  Central  Aircraft  Co  ,  High  Road,  Kilburn, 

—  N  W.6.  "  Aviduction,  Phone,  London." 
=  Hamystead  .-;403  and  4424. 
=  Dawson,  John,  &  Co..  Ltd.,  Newcastle-011- 

—  Tyne.  "  Dependable,  Newcastle-on- 
=  Tyne."  Central  2604  (2  lines). 
EE  Eastbourne  Aviation  Co.,  Ltd.,  Eastbourne. 

—  "Aircraft,  Eastbourne." 

—  Eastbourne  1176- 

=  Gosport  Aircraft  Co.,  Gosport. 

EE  "  Flight   Gosport."  Gosport  217. 

EE  Grahame-White    Company,    Ltd.,  London 

=  \erodrome,  Hendon.    "Volplane,  Hycie, 

=  London."  Kingsbury  120. 

EE  London     Office,     12.     Regent  Street, 

—  S.W.i.  Regent  2084. 
EE  Handlev  Page,  Ltd.,  no,  Cricklewood  Lane, 
EE  N  W  '  "  Hydrophid,  Crickle,  London. 
££  Hampstcad  7120. 
EE  Hooper  &  Co.,  Ltd.,  54,  St.  James  St., 
EE  Piccadilly,  London,  S.W.  "  Sociable, 
=1  St  James,  London."  Regent  912. 
EE  Mann,    Egerton    &    Co,    Ltd.,  Norwich. 

—  "Motors,  Norwich."  ...  . 
=  Norwich  482  (4  lines). 
EE  Martinsvde,     Ltd.,     Brooklands,  Byfleet, 

—  "  Martinsvde,  Weybridge." 

=  Woking  3U;  Byfleet  171. 

==  ••  Nieuport  "     &     General     Aircraft  Co., 

—  Cricklewood,  London,  N.W.2.     "  Nieu- 
=  scout,  Crickle,  London." 

—  Willesden  2435 

—  Phcenix  Dvnamo  Manufacturing  Co.,  Ltd., 
E:  Thornburv,        Bradford.  "Dynamo, 

—  Bradford."  Bradford  3700  (4  lines). 
EE  The  Regent  Carriage  Co.,    Ltd.,  126/132, 

—  New    King's    Road,    Fulham,    S.W. 6. 

—  "  Carbodis,  London."  Putney  2240-2241. 
=  Roe,    A.    V.,    &    Co,    Ltd.,  Manchester. 

—  "  Triplane,  Manchester." 

—  City  8530-8531,  Manchester. 

EE  Saunders,  S.  E-,  Ltd.,  East  Cowes,  I.O.W. 

EE  "  Consuta,  East  Cowes."      Cowes  193. 

=  Shoit    Bros.,    Rochester,    Eastehurch  and 

EE  Whitehall  House,  S.W.  "Tested,  Phone, 

=  London."  Regent  378. 

=r  The  Siddeley  Deasy  Motor  Sar  Co.,  Ltd., 

—  Coventry.       Coventry  954  "  Deasy, 
ZZ.  Coventry." 

=  Sopwith   Aviation   Co.,   Ltd.,  Kingston-on- 

=  Thames.     "  Sopwith,  Kingston." 

=  Kingston  1988  (8  lines). 

EE  The   Supermarine    Aviation   Works,  Ltd., 

SS  Southampton.     "  Supermarin." 

—  Woolston  37  (2  lines). 

—  Vickers,  Ltd  ,  Imperial  Court,  Basil  Street, 
EE  Knightsbridge,     S.W. 3.   .   "  Vickerfyta, 

—  Knights,  London."       Kensington  6S10. 

—  Waring    &    Gillow,    Ltd.,  Hammersmith. 

—  "  Warisen,  Ox,  London."  Museum  5000. 
EE  Westland  Aircraft,  Yeovil     "Aircraft,  Yeo- 

—  vil."  Yeovil  129. 
EE  White,  J.  Samuel,  &  Co.,  Ltd.,  East  Cowes. 

—  >■  -White,  East  Cowes."  Cowes  3. 

^lllinillllllllllllllllllllllllllllllllllllNIIIIIIIIIIIIMHIINIIIII 


UBq  -  Aeroplane 

(i  £  


Airships- 
Airships,  Ltd.,  High  Street,  Merton. 

Wimbledon  1314. 
The     North     British    Rubber    Co.,  Ltd., 
Castle     Mills,     Edinburgh.  "Weba, 
Edinburgh.  '    Edinburgh  3880  Central. 

(5  lines.) 

Short  Bros,  Rochester,  Eastehurch,  and 
Whitehall   House,   S.W.  "  Tested, 

'Phone,  London."  Regent  378. 

C.  G.  Spencer  and  Sons,  Ltd. 
(See  under  "  Balloons  "). 

Aluminium  Castings  (Sand  and  Die) 

Coan,  R.  W.,  219,  Goswell  Road,  London, 
E  C.i.    "  Krankases,    Isling,  London." 

City  3846. 

Balloons— 

The  North  British  Rubber  Co.,  Ltd., 
Castle  Mills,  Edinburgh  "Weba, 
Edinburgh."    Edinburgh  38S0  Central. 

(5  lines.) 

C.  G.  Spencer  and  Sons,  Ltd.,  50A,  High- 
bury Grove,  N.5.    "Aeronaut,  Loudon." 

Dalston  1893. 

Bent  Timber  Parts— 

Hopton  &  Sons,  George  Street,  Euston 
Square,  London,  N.W.i.  "  Hoptons, 
Eusquare,  London  "  Museum  496. 

Also  at  Market  Harborough,  Leices- 
tershire. "  Hoptons,  Market  Har- 
borough. '       Market    Harborough  15. 

Bearings  {Etonia  Cast  Phosphor  Bronze) 
Brown  Bros.,  Ltd  ,  Gt.  Eastern  St.,  E  C.i. 
Yorkshire     Engineering     Supplies,  Ltd., 
Wortley,  Leeds.     "  Yes,  Leeds." 

Central  3927. 

Blowpipes  (Oxy-Acetylene) — 

Acetylene    Corporation    of    Great  Britain, 
Ltd  ,  The,  49,  Victoria  Street,  Westmins- 
ter, S.W.i    "Flamma,  Vic,  London.", 
Vic.  4830 

Imperial  Light,  Ltd ,  123,  Victoria  Street, 
London,  S.W.i.  "  Edibrac,  'Phone, 
London."  Vic.  3540*  (3  lines). 

BoltS- 
Mitchell     Wedgewood     &     Co.,  Campbell 
Works,     Stoke     Newington,  London, 
N  16  Dalston  2500  (2  lines). 

Books  (Aero  Engines) — 

Dykes'  Auto  Encyclopedia,  Gillam,  149, 
Strand,  W.C  2 

Buildings— 

Boulton  \  Paul  Ltd  ,  Rose  Lane,  Norwich 
"Aviation,  Nor.vie'i."        Norwich  851 

Ruberv  Owen  &  Co.,  Darlaston,  South 
StalTs 

Cable    Coverings    and  Cable 
Controls— 

The  Bpwclen  Brake  Co.,  Ltd.,  Tyseley,  Bir- 
mingham.    "  Bowden,  Acock's  Green." 

Acock's  Green  103  &  104 
Bow  den     Wire,    Ltd  ,    Willesden  Junction, 
"  Bowirelini,  Harles,  Loudon." 

Willesden  2400  (3  lines). 
Herbert    Terry    &    Sons,    Ltd.,  Redditqh. 
"  Springs,  Redditch."  fcedditch  01. 

Carburettors— 

Hobson,  IJ.  M  ,  Ltd.,  29,  Vauxhall  Bridge  1 
Road,  S.W. 2.  Victoria  4670. 

Casein— 

Nieuwhof,  Surie  &  Co.,  Ltd.,  5,  Llpyds 
Avenue,  London,  E-C  3  "  Suricodon, 
Fen,  London."  Avenue  34  and  35. 

ClOthing- 
Burberry's,   Ltd  ,   Haymarket,  S.W.i 

Regent  2165. 

Dunhill's  Ltd.,  Euston  Road,  .  N.W.i. 
"  Dunsend,  London."  North  3405-6. 

The  North  British  Rubber  Co.,  Ltd., 
Castle  Mills,  Edinburgh.  "Weba, 
Edinburgh."    Edinburgh  3880  Central. 

-  (5  lines.) 

Component  Parts— 

Accles  &  Pollock,  Ltd.,  Oldbury,  Birming- 
ham    "Accles,  Oldbury." 

Oldbury  in  (4  lines). 

Brown  Bros.,  Ltd  ,  Gt.  Eastern  St.,  E.-C.i. 

Central  Aircraft  Co.,  High  Road,  Kilburn, 
N.W.6.    "Aviduction,  'Phone,  London." 

Hampstead  4403  &  4404. 

Thompson  Bros.  (Bilston),  Ltd.,  Bradley, 
Bilston,  England  "Thompson  Bros., 
Bilston."  Bilston  10. 


Cords,  Tapes,  and  Threads 

MacLeunan,  J.,  &  Co.,  30,  Newgate  Stre 
E.C  1.   .And  at  Glasgow.       City  31 

Dopes— 

Titanine,  Ltd.,  175,  Piccadilly,  Vi 
"Tetrafree,  Piccy,  Lonlon."  GeriarS  : 

British  Cellulose  Co.,  8,  Waterloo  Pla 
S.W.i.     "  Cellutate,  London." 

Regent  a 

The  British  Emaillite  Co.,  Ltd.,  30,  Reg 
Street,  S.W.i.  "  Ridleypren,  Pi, 
London  "  Gerrard 

Cellon,  Ltd.,  22,  Cork  Street,  London,  \\ 
"  Ajawb,  Reg,  London."  Gerrard 

Robt.  Ingham  Clark  &  Co.,  Ltd.,  W 
Ham  Abbey,  F..15.  "  Oleotine,  St 
London."  East 

Engines  and  Parts— 

Allen,  W.  H.,  &  Co.,  Ltd.,  Bedford.  "Pui 

Bedford."  Bedford  Nc 

Arrol-Johnston,  Ltd.,  Dumfries.     "  M<x 

Dumfries  "  Dumfries  281- 

Beardmore  Aerb  Eng.,  Ltd  ,  112,  Great  P 

land  Street,   W.t.      "  Beardmore,  I 

don."  Gerrard 
The  Cosmos  'Engineering  Co.,  Ltd.,  F: 

ponds,  Bristol. 
Dudbridge  Iron  Works,  Ltd  iSalmson), 

Victoria  Street,  London,  S.W.i.  "A. 

flight,  Vic,  London."  Vic  7 

Gordon  Watney   .1:   Co.,   Ltd.,  Weybrk 

"  Mercedes,  Weybridge." 

Weybridge  550  (7  !in 
Green  Engine  Co ,  Ltd.,  Twickenham. 

Richmond  1 
Gwynues,       Ltd.,  Hammersmith, 

"  G Wynne,  Hammersmith." 

Hammersmith  1 
Napier  &  Son,  D.,  Ltd  ,  14,  New  Burling 

Street,  London,  .\V.,  and  at  Acton, 

"  Nitrifier,    London  "         Gerrard  J 
Rolls-Royce,  Ltd  ,  11  and  15,  Conduit  Str 

W  1.      "  RolheaJ,  London." 

Gerrard  1654 

'1  he   SiddHey-Deasy  Motor  Car  Co.,  I 
Coventry.       Coveiury  954. 
Coventry." 

Sunbeam  Motor  Car  Co.,  Ltd.,  Wolverha 
ton.       "  Moorrield,  Wolverhampton 
Wolverhampton 

The  Gnome  &  Le  Rhone  Engine  Co.,  I 
27,  Buckingham  Gaie,  S.  W.i.  "Elc 
toul,  London.'  WaUhamstow  Mi 
lines).  -  •  33-X. 

Walton  Motors,  Ltd.,  Walton-on-Thai 
"  i\.otois,    Waltou-on-  i  hames." 

Waiton  on- 1  hames 

Electrical  Accessories— 

Belling  \  Co.,  Moma^ue  Koad,  U: 
Edmonton,  N.18.  "Belling,  Kdi 
ton."  UottenhaiH 

Brown  Bros.,  Ltd.,  Gt.  Eastern  St.,  E 

Johnson   &    Phillips,   Ltd.,  Charlton, 
don,  S.E.7.       "  Juno,  London." 

Central  2207;  I. on  .ton  Wail 

The  Rotax  Motor  Accessories  Co.,  Ltd  , 
toria  Road,  Willesden  Junction,  S-V 
"  Rodynahle,    'Phone,  London." 

Wlilesdeil 

Electric  Cables— 

E.  Kalker  and  Co.,  Coventry.  "  Ral 
Coventry."  Coventry 

Johnson  &  Philliiw,  Ltd.,  Charlton,  Lon 
s.E.7.     "  Juno,  London." 

Central  2_c;  ;  London  W  all 

Electric  Lighting  and  Powe 

Johnson    &    1  in. lips,    Ltd.,  Charlton, 
Uon,  S.E;.7.    "Juno,  London." 

Central  2207;  London  Wall 

Mann,  Egerton  &  Co.,  Ltd.,  117,  Clevt 
Street,  London,  W.  "Installing 
road."  Museum  70  14  In 

Electro    Platers    and  Me 
Polishers'  Engineers- 

W.  Canning  &  Co.,  133-137,  Great  nam 
Street,  Birmingham.  "  Materials, 
miuguam." 

Birmingham  3622  Central  (3  Xi j  j 

Fireproof  Petrol  Tanks— 

The  Aircraft  Improvements  Co.,  Mom 
ton  Works,  Arlington  Road,  Can 
Town,  N.W.i. 

Flare  Lights— 

,  Imperial  Light,  Ltd.,  123,  Victoria  St 
London,  S.W.i.  "  Edibrac,  'PI 
London."  Victoria  3540  (3  ll: 

Flexible  Shafts- 
Herbert  Terry    &    Sons,   Ltd.,  Redd 
"  Springs,   Redditeh."  Redditd) 


August  6,  19 19 


Aeronautical  Engineering 

(Supplement  to  The  Aeroplane.) 

519 


Guide. 


Illlllllllllllllliiiiiiwi 


FlUXeS- 
Impenal  Light,  Ltd.,  123,  Victoria  Street, 
London,     S.W.i.      "Edibrac,  'Phone, 
London."  Victoria  3540  (;  lines). 

The  Auto  Controller  Co.  (Fluxite),  Vienna 
Road,   Bcrmondsey,  Eng. 

Flying  Boat  Builders — 

Gosport  Aircraft  Co.,  Gosport.  "  Flight, 
Gosport."  Gosport  217. 

Galvanising— 

Boulton  &  Paul,  Ltd  ,  Rose  Lane,  Norwich. 
"  Aviation,   Norwich."       Norwich  851. 

Gauges— 

J.   A.   Prestwich    X   Co.,  Northumherland 

Park,  Tottenham,  N  17. 
Voucher,  Co.,  Auto  Tool  Works,  Walsall 

"Voucher  Walsall."  Walsall  0196. 

Gears- 
Moss  Gear  Co.,  Ltd.,  Thomas  Street,  Aston, 
Birmingham.  "  Mosgear,  Birmingham." 

Glue-  East  4°7' 

Cannon,  B.,  X  Co.,  Ltd  ,  Lincoln.  London 
Office,  no,  Cannon  Street,  E.C. 4. 
"  Bececol'in,   Cannon,  London." 

City  T206. 

Improved  Liquid  Glues  Co.,  Ltd  ,  Gt.  Her- 
mitage Street,  E.  (Croid.)  "Excroiden, 
'Phone,   London."  Avenue  4611-2. 

Meudine  Co.,  3,  Arthur  Street,  E.C. 

Bank  5873. 

GOggleS- 
Triplex  Safetv  Glass  Co.,  Ltd.,  1,  Albemarle 
Street,  Piccadilly,  W.i.       "  Shatterlys, 
Piccy,  London  "  Regent  1340 

Heating  and  Ventilating— 

Chas.  P.  Kinutll  and  Co.,  Ltd  ,  65  &  65A, 
Southwark  Strict,  London,  S.E.i. 
"  Kinnell,  London."    Hop  372  (2  lines). 

The  Thames  Bank  (Blackfriars)  Iron  Co., 
Ltd  ,  Upper  Ground  Street,  London, 
S.E.i,      "  Hot  Water,  Friars,  London." 

Hop  703. 

Instruments- 
British    Wright    Co,  Ltd.,    tj,  Chancery 
Lane,  W.C.2.  Holborn  130S. 

Instruments    (Scientific,  Altimeters, 
etc.) — 

Short  &  Mason,  Ltd.,  Macdonald  Road, 
Walthamstow,  E-i7-  "  Aneroid,  Phone, 
London."  Walthamstow  180. 

Insurance- 
Aviation  Insurance  Association,  i,  Royal 
Exchange  Avenue,  E.C. 3 

London  Wall  C.Q44. 
Brav,    Gibb   &    Co  ,    Ltd.,    166,  Piccadilly, 
W  1 

S    fia-  kville  X  Sons,  Duchy  Chambers,  4, 

Clarence  Street,  Manchester. 
Harold    Townend,    ltd,,    13-14,  Abchurch 

Lane,    King     William    Street,     E.C, 4. 

"Carinsur,  London." 

Central  '56  (2  lines). 
Percy     Wingfie'd,     22,     Newgate  Street, 

E.C  1.  City,  4672. 

Leather  Cloth- 
New  Pcgaaioid,  Ltd.,  134,  Queen  Victoria 
Street,     London  "  Pegamoid,  Cent., 
London."  City  0704  (2  lines). 

Lubricating  Oil   Refiners  and 
Merchants— 

W.  B.  Dick  &  Co  ,  Ltd  ,  90,  Fenehurch 
Street,  EC.>  Telegram?,  Dicotto  Fen, 
London.  Avenue  7^54  (2  lines.) 

Magneto  Driving  Pieces- 
Herbert    Terry  X   Sons,    Ltd.,  Kcdditch. 
"  Springs,  Redditch."  Redditch  61. 

Magnetos— 

The  British  Lighting  &  Ignition  Co.,  Ltd., 
204,  Tottenham  Court  Road,  W.i. 
"  Vicksmag,  Phone,  London." 

Museum  430. 

The  British  Thomson-Houston  Co.,  Ltd., 
Lower  Ford  Street,  Coventry.  "  As- 
teroidal,  Covemry."  Coventry  278. 

Metal     Casement  Manufac- 
turers- 
Henry  Hope  &  Sons,  Ltd.,  55,  Lionel  Street, 
Birmingham.     "  Conservatory,  Birming- 
ham." Central  999  (2  lines). 

Metal  Manufacturers- 
Clifford,  Chas,  X  Sons,  Ltd.,  Birmingham. 
"Clifford,  Birmingham."    Central  42-43. 

Avenue  1432 


Metals  in  General— 

Samuel  Mercer  &  Co.,  198,  Upper  Thames 
Street,  E.C. 4  "  Reconciled,  Cannon, 
London."  City  6342. 

Metal  Parts  and  Fittings— 

Aecles  &  Tollock,  Ltd.,  Oldbury,  Birming- 
ham.   "Accles,  Oldbury." 

Oldbury  in  (4  lines) 

Arnott  X  Harrison,  Ltd  ,  Hythe  Road, 
Willesden  Junction.         Willesden  2207. 

Bayliss,  Jones,  &  Bayliss,  Ltd.,  Wolver- 
hampton. (Bolts  and  Nuts.)  "  Bayliss, 
Wolverhampton."    Wolverhampton  1041. 

Blackburn  Aeroplane  X  Motor  Co.,  Ltd., 
Olympia,  Leeds.      "  Propellors,  Leeds." 

Roundhay  345  (3  lines). 

British  Metal  (Kingston),  Ltd.,  Kingston- 
011  Thames. 

Brown  Bros.,  Ltd.,  Gt.  Eastern  St.,  E  C.i. 

Mann,  Egerton  X  Co.,  Ltd.,  177,  Cleveland 
Street,  London,  W.i  "  Installing, 
Eusroad,  London."  Museum  70. 

Ruberv  Owen  X  Co.,  Darlaston,  South 
Staffs. 

Sankey,  Joseph,  &  Sons,  Ltd.,  Wellington, 
Sh'-op^hire.  "  Sankey,  Wellington, 
Salop."  Wellington  66. 

The  T'u'.vo  Engineering  Co.,  Ltd.,  10  to  16, 
Dane  Street,  High  Holborn,  London, 
W  C  1.       "  Pulvipult,  Phone,  London." 

Holborn  410. 

The  Selsdon  Aero  X  Engineering  Co.,  Ltd., 
1,  Albemarle  Street,  Piccadilly,  W.i. 
"  Sel  iero,  Phone,  London."  Regent  1181. 

The  Potax  Motor  Accessories  Co.,  I  td., 
Victoria  Road,  Willesden  Junction, 
N  W.io.    "  Rodynalite,  Phone,  London." 

Willesden  2480. 

Thompson  Bros.,  j^td.,  Bradley,  Bilston. 
"  Thompson  Bros.,  Bilston."    Bilston  10. 

Metric  Bolts— 

Cashmore  Bros  ,  Hildreth  Street,  Balham, 
A'.  Battersea  415. 

Rubery  Owen  &  Co.,  Darlaston,  South 
Staffs.  ' 

Miscellaneous- 
Anderson,    n.,     *    Son,    T  td  (Roofs), 
Belfast.    "  Anderson,  Belfast." 

Belfast  i)03 ;-'n- 
British   Metal    (Kingston),   Ltd.,  Kingston- 

on-Tli  ames. 
Brown   Bros.,   Ltd  ,   Great   Eastern  Street, 
E  C  1  "  Imbiowned,  Bethroad,  London," 
London  Wall  6300. 
Herbert  Frood  Co.,  Ltd.,  Chnpel-en-le-Frith. 
"  Frodobrake,   Birmingham  " 

Central  793 

MacLennan,  J.,  &  Co.,  36,  Newgate  Street, 
E.C. 1.,  "and  at  Glasgow.  Tapes,  Cords, 
and  Threads.  City  3115. 

Motor  Cars— 

Arrol  Johnston, '  Ltd.,  Dumfries.  "  Mocar, 
Du-nfries."  Dumfries  281-282. 

Mann,  Egerton  &  Co.,  Ltd.,  379/381,  Euston 
Road,  London,  N.W.i.  "  Manegecar, 
Eusroad,  London."  Museum  70. 

Standard  Motor  Car  Co.,  Coventry.  "  Fly- 
wheel, Coventry." 

Coventry  330   (4  lines). 

Nameplates  and  Labels- 
British  Meial  (Kingston);  Ltd,  Kingston- 

on-'l  hanu's. 
The    Clcgg    Mcti'1    Engraving    Co.,  Ltd., 
Worthing.    "Clegg,  Worthing." 

Observation  Panels— 

Triplex  Safety  Glass  Co.,  Ltd.,  1,  Albemarle 
Street,  Piccadilly,  W.i.  "Shatterlys, 
Piccy,  London."  Regent  1340. 

Oils— 

C.  C.  Wakefield  X  Co.,  Ltd,  Wakefield 
House,  Cheapsi.le,  E  C.2.  "  Cheery, 
Cent,  London  "    Central  11305  &  13466. 

Parachutes— 

E.  R  Calthrop's  Aerial  Patents,  Ltd., 
Eldou  .street  House,.  Eldon  Street, 
London,  E  C.  "  Savtmalivo,  Ave,  Lon- 
don." London  Wall  }266->267. 

The  North  British  Rubber  Co.,  Ltd., 
Castle  Mills,  Edinburgh.  "Weba, 
Edinburgh."     Edinburgh  3880  Central. 

(5  lines.) 

C.  G.  Spencer  &   Sons,  Ltd. 
(See   under  "Balloons"). 

Piston  Rings— 

The  Standard  Piston  Ring  and  Engineering 
Co.,  Ltd.,  Don  Road,  Sheffield.  "  Ocean, 
Sheffield."  Sheffield  2149 

Presswork— 

Ruberv  ©wen  &  Co.,  Darlaston,  South 
Staffs. 

Terry,  Herbert,  &  Sons,  Ltd.,  Redditch. 
"  Springs,  Redditch."  Redditch  61. 


Propellers— 

The  Aircralt  Improvements  Co.,  Morning- 
ton  Works,  Arlington  Road,  Camden 
Town,  N.W.i 

Blackburn  Aeroplane  &  Motor  Co.,  Ltd., 
Olympia,  Leeds      "  Propellors,  Leeds." 

Roundhay  345  (3  lines). 

Boulton  X  Paul,  Ltd.,  Rose  Lane,  Norwich, 
"  Aviation,  Norwich."        Norwich  851. 

Ebora  Propeller  Co.,  11  &  12,  Surbiton 
Park  Terrace,  Kingston-on-Thames 
"  Ebora,  Kingston."  Kingston  672. 

Integral  Propeller  Co.,  Ltd.,  "  Aviprop, 
Hyde,  London.  " 

Heudoji  9.     Kingsbury  104 

Lang  Propeller,  Ltd.,  Wey bridge.  "  Aero- 
sticks,  Weybridge.  '    Weybridge  520-521. 

Oddy,  W.  D.,  X  Co.,  Leeds.  "Airscrews, 
Leeds."  Leeds  20547-8. 

Westland  Aircraft,  Yeovil.  "  Aircraft,  Yeo- 
vil." Yeovil  129. 

Pyrometers— 

The  Foster  Instrument  Co.,  Letehworth, 
Herts.  "  Fost.-r  instruments,  Letch- 
worth."  Letehworth  2b. 

Rawhide  Hanamers— 


Ira  Stephens,   V\  hiulanus 
Ashton  under-Lyne. 
Ashton." 


Leather  Works, 
"  Stephens,  709, 
Ashton  709. 

Rigging  for  Aircraft— 

Cradock,  Geo.,  &  Co.,  Ltd.,  Wakefield, 
England.    "Cradock,  Wakefield." 

Wakefield  466. 

Rubber  Tubing  &  Accessories- 
Hancock,  James  Lyne,  Ltd.,  20b,  Goswell 
Road,    London,    E.C  1        "  Masticator, 
Isling,  London.  '  City  3811  &  3813 

The  North  British  Rubber  Co.,  Ltd., 
Castle  Mills,  Edinburgh.  "Weba, 
Edinburgh."     Edinburgh  3880  Central. 

(5  lines.) 

Safety  Belts— 

C.  H.  holmes  X  Son.  58,  Albert  Street, 
Manchester.    "  Semloh.  Manchester." 

City  4432. 

Screwing  Die  Heads — 

Voucher,  Co.,  Auto  Tool  Works,  Walsall. 
"Voucher   Walsall."  Walsall  0196 

Screw-driving  Machines— 

Russell  Bros.  (Redditch).,  Ltd.,  Littleworth, 
Redditch.     "  inventors,  Redditch." 

Redditch  74. 

Seaplane  Manufacturers— 

Blackburn  Aeroplane  X  Motor  Co.,  Ltd., 
Olympia',   Ljeds.     "  Propellors,  Leeds." 

Roundhay  345  (3  lines). 

Phoenix  Dynamo  Manufacturing  Co.,  Ltd., 
Tliornbury,  Bradford.  "  Dynamo,  Brad- 
ford." Bradford  5700   (7  lines). 

Short  Bros.,  Rochester.  "  Seaplanes. 
Rochester."  Chatham  627. 

Supermarine  Aviation  Works,  Ltd.,  South- 
ampton. "  Supermarm,  t>outhamp- 
ton."  Wooiston  37. 

Searchlights  &  Landing  Lights 

Brown  Bros.,  Ltd.,  Great  Eastern  St.,  E.C.i. 

Imperial  Light,  Ltd.,  123,  Victoria  Street, 
London,  S.W.I.  "  Edibrae,  Phone,  Lon- 
don "  3540  Victoria  (3  lines). 

The  Rotax  Motor  Accessories  Co.,  Ltd., 
Victoria  Road,  Willesden  Junction, 
N  W.io    "  Rodynalite,  Phone,  London.' 

Willesden  2480 

Shock  Absorbers- 
Luke  Turner  &  Co.,  Deacon  Street,  Leices- 
ter Leicester  967. 
Tubbs,  Lewis  &  Co.,  Ltd.,  29  X  30,  Noble 
Street,  EC. 2.    "Elastics,  London." 

City  22. 

Sheet  Metal  Pressings— 

Accles  X  Pollock,  L<  1  ,  <  ddbury,  Birming- 
ham.   "  Accles,  Oldbury." 

Oldbury  in  (4  lines) 

Blackburn  Aeroplane  X  Motor  Co.,  Ltd.. 
Olympia,  Leeds.     "  Propellors,  Leeds." 

Roundhay  -45  (3  Hues) 

British  Metal  (Kingston),  Ltd.,  Kingston- 
on-Thames. 

Ruberv  Owen  &  Co.,  Darlaston,  South 
Staffs. 

Sheet  Metal  Work— 

The  Acetylene  Corporation  of  Great  Britain, 
Ltd.,  49,  Victoria  Street,  S.W.i. 
"■Flamma,  Vie,  London;"         Vic  4830 

British  Metal  (Kingston),  Ltd.,  Kingston- 
on-Thames.  [Staffs. 

Rubery    Owen    X   Co,    Darlaston,  South 

The  Sels  Ion  Aero  X  Fmgiueering  Co.,  Ltd., 
1,  Albemarle  street,  Piccadilly,  W.i. 
"  Sclacro,  Phone,  London." 

Regent  list. 

Imperial  Light,  Ltd.,  123,  Victoria  Street, 
London,  S.W.I.  "  Edibrac,  Phone,  Lon- 
don." Victoria  3540  (3  lines). 


5i8 


Aeronautical  Engineering 


AUGUST  e.  ,9IQ 


^UllllllllllllllllllltlllH  \ 


=  Accumulators— 

=  The  Chloride  Electrical  Storage  Co,  Ltd, 

=  Clifton     Junction,     near  Manehc-Ur. 

=  "Cl.loridie,  Pendlebury  "  Central  Man- 

=§  Chester,    163$                 Pendleton,  II. 

S  Acetylene  Welding  Plant— 

=  r-hrnoration    of    Great  Britain, 

=  1 f,l      Tin      n     Victoria    Street,  West- 

=  ndnster      S  W  1       "  Flamma.  Vic, 

=  Vic  4»w 


Armstrong,  Sir  W,  Whitworlb.  &  Co.,  U<J 
Newcastle  -  011  - 


Armstrong 
iosforth  500. 


■  rropcllors,  Leeds 
Rouudhay  545  t3  l'n,s 
Boulton  &  Paul,  Ltd,  Rose  Lane,  NwwicJ 


atigraru    lie?  London;1 
Mayfair  <>37. 
Road,  Willesden,  ton- 


London."  Willesda 
Hi  iti*  h    ft    C  olon  I  il  Acrolein 


High  Road,  Kil 


Dawson,  John,  ft  Co.  Ltd.,  Newcastle-on- 
Tync.  "  Dependable,  Ncwcastl. -mi- 
Tync  "  Central  2604  U  lines). 


reraft,  East 


x,  Ltd.,  Easlboii 
Eastbourne 


Grain  ....'-White  Company,  Ltd,  London 
Aerodrome,  Hendon.  "Volplane,  llolr, 
London."  Kingsbury  no. 

London     Office,     12.     Recent  Street, 


Mann,  Egert 
■'  .Motors, 


"  Martit 


Roe, 


Willesden  ;.i?s 
Manufacturing  Co,  Ltd  , 
Bradford.  "Dynamo, 
Bradford  3700  (4  lines). 


Pu 


Tnplan-,  ajan^hijtir^^  jiancu(^lcr 

Saunders,  S.  R.,  Ltd,  East  Cowes,  LO  W 
"  Consuta,  East  Cowes."      Cowes  tgs 
Short    Bros,    Rochester,  Eastchurch 


Whitehall  IIou^,  S  W.  "Tu&u-d,  Phone, 
London."  Regent  37S. 

The  siddeley  Deasy  Motor  Sor  Co  ,  Ltd  , 
Coventry.  Coventry  954  "  De,asy, 
Coventry." 

Sopw-ith  Aviation  Co,  Ltd,  Kingston-on- 
Thames.     "  Sopwith,  Kingston  " 

Kingston  198*  18  lines). 
The  Supermarine   Aviation    Works,   Ltd  , 
Southampton.     "  Supermarin  " 

Wools  toa  37  (2  lines). 
Vickers,  Ltd  ,  Imperial  Court,  Basil  Street 
Knightsbridge,     S.W.3.      "  Vickerfyta, 
Knights,  London."       Kensington  6Sio. 
Waring    &    Gillow,    Ltd,  Hammersmith. 

W  arisen,  Ox,  Londoo."  Museum  5000. 
Westland  Aircraft,  "Veovil     "Aircraft,  Yeo- 
.    "  Veovil  139. 

W^.;^,l*.Sanlud>  &_  Co,  Ltd,  East  Cowes. 

Cowes  3. 


"  White,  East  Cowes.'' 


(JjfiQ  •  MeroplariQ  ; 


AI2Thi»!  Ud.,  Hish  Street,  KjrtgJ 

Thc    Norlli    BrilMi    RuHu-r    Co  .  I.tt., 
rial-      Mills.     E.Iiubur^li  wec.a, 
SS&ttfc  ■    Bdinbunh  *>tfg& 
Short  Br*.   Roch,st «r  E^tehurel ,  and 

,-    s|..  m  r  and  SOns,  Ltd. 
'    (See  under  "  Balloons  "). 

Aluminium  Castings  (Sand  and  Die) 

Ct  an  K  W  MO  Gosivell  Road,  I.oinluii, 
EC,'    "krankascs.    lOtf  ggtajj 

Balloons—  , 

The    North    British    Rubber    Co,  Ltd, 
Castle      Mill-,      Edinburgh  "Weba, 
Edinburgh."    Edinburgh  3SS0  Central- 
(5  lines.) 

C  G  Spencer  and  Sons,  Ltd,  50*,  High- 
laut,  London. " 
Dalston  1893 

Bent  Timber  Parts— 

Hopton  &  Sons,  George  Street,  E us ton 
Square,  London,  N.W.i.  "Honl.,ns, 
Eu?.|uare,  1. ■union  "  Museum  4<*'' 

Abo  at  Market  Harbon  nigh,  Leices- 
tershire. "  Hoptons,  Market  Har- 
horough  '       Market    Harborough  13. 

Bearings  tEtonia  Cast  Phosphor  Bronze) 
llrown  Bros,  Ltd,  r.t.  Eastern  St,  EC  1. 
Yorkshire     Engineering     Supplies,  Ltd, 
Worthy,  Leeds      -Yes,  Leeds" 

Central  3927. 

Blowpipes  {Oxy- Acetylene)— 

Acetylene  e.  orporalion  of  Great  Britain, 
Lid  ,  Th.-,  -I'.,  Vu  loria  Street,  WcsUuins- 
ter,  S.W.i    "T-laiiuna,  Vic,  London" 

-    Vic.  4S30 

Imperial  Light,  Ltd,  i.\t,  Victoria  si  reel, 
London,   S.w.1  "  Edibrac.  'Phone, 

London."  Vic.  3540  (3  lines) 

Bolts- 

Mitchell  Wcdgewood  &  Co,  Campbell 
Works,  Stoke  Ncwinglon,  London,' 
N  tb  Dalston  -500  [2  lines). 

Books  (Aero  Engines)— 

Dykes'    \11lo    Encyclopedia,    Gillam,  149, 


Buildings- 


■n ul   Ltd  ,  Rose  Ijine,  N01 


Cable    Coverings    and  Cable 
Controls— 


Carburettors- 


Clothing- 


111!  ll. 


Ltd,  29,  Vanxhall  Bridge  - 


I.td  ,  Hayinarket,  S.W.i 
Regent 


DunliiU's    Ltd,  lit 

"  Dunsend,  London."  North 

The  North  British  Rubber  Co, 
Castle  Mills,  Edinburgh.  1 
Edinburgh."    Edinburgh  3880  C 


Weba, 
lines  ) 


Component  Parts— 


Accles  &  Pollock,  Ltd ,  nidbury,  Birming- 
ham   "Accles,  'Jldbury." 

■Jldbury  111  (4  lines). 

Brown  Bros,  Ltd,  Gt.  Eastern  St,  E.C.i. 

Central  Aircraft  Co.,  High  Road,  Kilburn, 
N.W.6.    "Avidiiction,  '1'hone,  London." 

Hampstead  4403  &  4404. 

Thompson  Bros  (Bilstonj,  Ltd,  -  Bradley, 
Bilston,  England  "  Thompson  Bros, 
Bilatou  "  Bilston 


Cords,  Tapes,  and iTr^r^ 

MacLennan,  J,  &  Co    ,0  vinreaas^ 
E.C.   .And  at  C^o^^ 


Dopes— 

British   Cellulose    Co     s    «■  ,  rra" 
S.W.,.  "Cenie/ioSS^li 
Recctii  . 


The  British  Emaillfte  Co  ita 

Cellon;  Ltd  ,  22,  Cork  Street  L™ 
"  Ajawb,  Reg,  London  ••'  ,• 
Robt.    Ingliatr.    Clark    fv    Co  '1 
Ham  Abbey,   i;.is     <•  oi' 


Engines  and  Parts- 


East 


J::,::'':;..  „"rv. 

Iht  Li.snirw  l-.iion  .rinc  Co,  Ui ,  F, 

ponds,  Bristol. 
Dudbridsc  Iron  Works,  ltd  iSalns ..- . .., 


Green  Entfine  Co 
Gwynnes,       l.U]  . 


.oiidoo,  S.W.i 
Ltd.. 


Electrical  Accessories- 

liMKhfP    ^    Co      U0.0USIIC   h<uii,  L'W* 


Electric  Cables- 


CDveutry. 
,  Clmrlw". 


Electric  Lighting  an^°fi 


Electro    Platers    and  f1 
Polishers'  Engneera 


Fireproof  Petrol  Tanks 


"JuliMloo  RM 


Flare  Lights- 


London 

Flexible  Shafts-  lcj« 

Herbert  .  Terry  "  jirf** 


AUGUST  6,  1919 


Aeronautical  Engineering 


•  buyers'  ■  Guide. \ 

—   ~ 


Fluxes-- 


Vietoria  -,;.io  ( ;  In 


The  W°  Controller  e.o.  u-iuxif:!,  huhiu 
Road,   Uirmondsey,  Eng. 

Fivine  Boat  Builders— 

r  r'  r^rt  Aircraft  Co,  Cosport.  "Flight, 
Gosport."  Cosport  217. 

Galvanising— 


GaUSeSpreslwjc])    &   Cn<  Northumberland 
Ta-k,  Tottenham,  N  17 
Voucher,  Co,  Aid"  Tool   Work-,  Walsall 
"Voucher   Walsall"  Walsall  oiq6. 

^losfncar  Co,  Ltd,  Thomas  Street,  Aston, 
Birmingham.  "  Mosgear,  Birmingham  " 


Cannon,  B,  &  Co,  Ltd,  Lincoln. 
Office,     110,     Cannon  Street, 
"  Rececolin,   Cannon,    London  ' 
Ci 

improved  Liquid  r.bies  Co,  Ltd  ,  C 
mitace  Street,  E  (Croid.l  "Ex 
■Phone,    London."  Avenue 

Meudinc  Co,  S,  Arthur  Street,  E. 


Goggles- 


Heating  and '  Ventilating- 


Instruments— 


Instruments    (Scientific,  Altimeters, 


.    Short  ,\  Masoi 
London." 

Insurance— 

Bray,   Gibb  tt 


Leather  Cloth- 


Ltl,   Macdonnld  Road, 
,  E.17.     '.'  Aneroid,  Phone, 
Walihanistow  iso. 


Lubricating  Oil  Refiners  and 
Merchants - 


Wagjjeto  Driving  Pieces- 


magnetos— 


v1;'"1"'!'  1'|-,--'l1l'in~  &  Icriiii..n 
"  Vicksmug,  1'hone,  Loudon  ' 

The  British  Thomson-Houston  ' 
Lower  Ford  Street,  Coventn 
Uroidal,  Coventry."  Co\ 

Metal  Casement 
„  turers- 

hanI.■,•*iI■l0■    ^SnLu  , 

«etai  Manufacturers- 
ci.fford,  Chas 


Manufac- 


"  CIifford,  Birniiii'-lKiu'i 


Ltd,  Birmingham. 


Metals  in  General- 

Samuel  Mercer  &  Co,  108,  Upper  Thames 
V      1  '  TT C  4  Reconciled,  Cannon, 

London  city  634J. 

Metal  Parts  and  Fittings- 

Acclcs  &  Tollock,  Ltd,  Old  bury,  Birming- 
ham.   "  Accl.  s,  Oldburv." 

Oldbury  111  (4  lines! 

Arnott    ft    Harrison,  Ltd  ,    Hvlhe  knad, 
Willesden  Jim.  li.m  Willed.  11 

Bayliss,    Jones,    ft    Bayliss,    I.td  ,  Wolver- 
hampton.   Ulolts  and  N'nts  )    "  Baylies 


Mann,  Egerton  ft  Co,  Lid,  1— ,  CI 
Street,  London,  W.i  «*  IrJi 
F.n-ruad.  London  "  Mti* 

Rubcrv    Owen    &    Co,    Tirirla-t.  .11, 

Staffs. 
San key 

Sab 
The  l'n 


.  Engineering  Co,  Ltd,  10  to  16 
Street,    High   Holliorn,  London 
"  Pulvipult,  Phone,  London." 


The  I'ot: 
N  W.I 


Metric  Bolts— 

Cashmorc  Bros ,  Hitdrcth  Street,  Balham, 
^  \*  Battcrsea  415- 

Rubery  Owen  S:  Co,  Darlnslon,  South 
staffs. ' 

Miscellaneous— 

Anderson,  P,  -S.  Son.  Ltd  (Roofs), 
Belfast.    "Anderson.  Ttelfast  " 

Belfast  ,03.wn*""-; 
Brffiseh^rctal  (Kingston),  Ltd,  Kingston- 
Herbert  Frood  Co,  Ltd,  Cliai>.  l-i  ji-I.-ItuIi. 


Motor  Cars- 


on, Ltd  ,  Piimfri.  - 


Nameplates  and  Labels- 
British  ikiii^sloiU,   Lid,  Kingston. 


Observation  Panels  - 


Parachutes— 

E.    l^  Caltlirop's    Aerial  Palj 


Piston  Rings— 

The  Mnndarit  I'ision  Ring  and  Himineering 
Co  ltd  Don  Road,  Sin. lb. Id  "ticean, 
Shellield  "  Sheffield 

Presswork— 

Rubery    Owen   &   Co,    Darlaston,  South 


519 


inn  iiiiiiiiiiiiiiiiiiive= 


Propellers— 

The  Airmail  Improvements  Co,  Morning- 
ton  Works,   Arlington   Road,  Camden 

Blackburt  Aeroplane  ft  Motor  Co,  Ltd., 
Olynipia,  Leetls      "  Tropellors,  Leeds." 

_    „  Rouudhay  145  (.1  lines). 

Boulton  ft  Paul,  I.td,  Rose  Lain.  Norwich. 
"Aviation,    N.,r«iJi"         Norwich  Ssr. 

Ebora  Propeller  Co,  ir  ft  12,  Surbiton 
Park  Terrace,  Kingston-on-Thames 
"Ebora.  Kingston."  Kingston  073. 

Integral  Propeller  Co,  Ltd,  "Aviproo, 
Hyde,  Loudon." 

Lang  Propeller,  I't'i  |'  wl'vhr^  "'^Aero- 


D, 


Pyrometers- 


Ve-ovil  1^9.  = 


h|1  ^  1  1  Iii -(in  11.  nl  Co  ,  Lctcb worth, 
worth."  Letchworth  it> 

Rawhide  Haramers— 

lru  M.  [ihei^,  Wim,  lanus  Leather  Works, 
Ashlon  iiii  ler-l.yne.  "  Stephens,  709, 
Ash  ton. "  Ashtoa  709. 

Rigging  for  Aircraft— 

Cradock,  Geo,  ft  Co,  Ltd,  Wakefield, 
Eujilnnd    " Cradock,  Wakefield  " 

Rubber  Tubing  &  Accessories— 

Hancock,  Janus  l.yue,  I.td  ,  .«,.  (,o>well 
Road,  London,  EC  1  ".Masticator, 
Isling,  London  1  City  &  5812 

The  North  British  Rubber  Co,  Ltd, 
Ci-lh  Mills  I'.lnd.iireb  "Wcba, 
Edinburgh  '•    Edinburgh  38S0  Central. 


Safety  Belts- 


city  443  j. 

Screwing  Die  Heads — 

Voucher,  Co,  Auto    fool   Works,  Walsall. 
"  Voucher  Walsall  "  Walsall  0196 

Screw-driving  Machines- 


Seaplane  Manufacturers- 


I  horiibury,  Bradford.  "  liynamo,  Brad- 
Short      Bros,     Rochester.      "  Seaplanes, 

Rochester."  Chatham  627. 

Siipermariue  Aviation  Works,  Lid,  -jouth- 


Searchlights  &  Landing  Lights 

Imperial  Light,  Lid  ,   u -.   Vii  ic.ria  Street, 
London,  S.W.i.    "  Edibrac,  Phone,  Lou- 


Shock  Absorbers— 

I  uke  Turner  t;  Co,  Deacon  Street, 
ter       .  Lcices 

Tubbs,  Lewis  \  Co,  Ltd,  29  ft  30 
Street,  E  C. 2     "Elastics,  I.ondo 

Sheet  Metal  Pressings— 


Binning. 
[4  lines) 


Blackburn  Aeropl-.,.. 

Olymi.ia.  LeeJs.    "  l'ropellors.  Leeds. 

Rouudhay  HSjJ  1^u.esj 

British  Men 


a  iiiV 


ton),  Ltd,  Kiugston- 
Darlastou,  South 


Sheet  Metal  Work—  .  . 

i  ll.-  \  1 !  1  v  11. 11  Coru  1  .  ioi  of  Great  Britain, 
Ltd  .    '  Vi.-I  .via      Street.  S.W.t. 

"■I'lainiua.  Vic,  I.on  Ion."         Vic  4830 

British   Metal   iKines.onl,  Ltd  ,  K.ne-i<>n- 

—  ->u  s.  [Starts. 

11    &  Co,    Darlaston,  South 


The 


Pi' 


adilly 


,  LUl , 


"  Sela.ro,  Phone,  London." 

Regent  uSt. 

Imperial  Light,  Ltd,  13;,  Victoria  Street, 
Letpdon,  S.W.i.  "  Edibrac,  Phone  Lon- 
don "  Victoria  3540  (3  lines). 


520 


(Supplement  to  The  Aeropunb.) 


Aeronautical  Engineering 


August  6,  191 9 


*6  The   Aeroplane "   Buyers'  Guide.-tonr/ni/ed. 


Solder  Manufacturers- 
Samuel  Mercer  &  Co.,  19%,  Upper  Thames 
Street,  E.C.4.       "  Reconciled,  Cannon, 
London."  City  6342. 

Sparking  Plugs- 
Brown  Bros.,  Ltd.,  Great  Eastern  St.,  E  C.i 
Lodge   Sparking   Plug   Co.,  Ltd.,  Rugby. 

"  Igniter,  Rugby. ,:  Rugby  235 

Ripault,  Leo.,^&  Co.,  Ltd.  (Oleo  Plugs),  64a 
Toland  Street,  W.i.  "  Ripault,  Reg 
London."  Gerrard  7738 

The  Robinhood  Engineering  Works,  Ltd. 
Newlauds,  Putney  Vale,  S.W. 15 
Makers  of  KLG  Plugs.  "  Kaelgee 
Phone,  London." 

Putney  2132-3 

Springs- 
Dart  Spring  Co.,  West  Bromwich.    "  Dart, 
West  Bromwich."    West  Bromwich  322. 
Terry,  Herbert,    ft   Sons,   Ltd.,  Redditch. 
"  Springs,  Redditch." 

Redditch  61  (3  lines) 

Steel- 
Allen,    Edgar,     &     Co.,    Ltd.,  Sheffield. 

"Allen,  Sheffield."  Sheffield  4^07 

Brown  Bros.,  Ltd.,  Great  Eastern  St.,  E.C.i 
Firth,  Thos.,  &   Sons,  Sheffield.     "  Firth 
Sheffield."  Sheffield  3230  to  12-7 

Nicklin,  Bernard,  &  Co.,  Birmingham 
"  Bernico,  Birmingham  " 

Smith  wick,  224 
Spear  &  Jackson.  Ltd.,  .Etna  Works,  Shcf 
field.     "  Spear,  Sheffield." 

Central  4522-3-4. 

Steel  Tubes  for  Aeroplanes— 

Acclcs  &  Pollock,  Ltd  ,  Oldbury,  Birming- 
ham.      Aecles,.  Oldbary.'1 

Oldbury  in  (4  lines) 

Tapes  and  Smallwares— 

MacLctman,  John,  S  Co.,  30,  Newgate 
Street,  E.C.i.    And  at  Glasgow. 

City  3115. 

C.  E.  Matthews  &  Co  ,  Ltd.,  Castle  Works, 
Bermondsey  Square,  S.E.I.  "Webbance, 
Berm,   London."  Hop  4058. 


Timber— 

Hoptou  &  Sons,  George  Street,  Euston 
Square,  London,  N.W.I.  "  Hoptons, 
Eusquare,  Loudon.   .  Museum  496. 

Also  at  Market  Harborough,  Leicester- 
shire.   "Hoptons,  Market  Harborough." 

Market  Harborough  13. 

Time  Recorders— 

Gledhill   Brook  Time  Recorders,  Ltd.,  26, 
Victoria  Street,  S.W.i.         v'ictoria  1310. 


TOOlS- 
Richard  Mather  &  Son, 
Works,  Sheffield 


Shoreham  Street 
Sheffield  4349. 


Turnbuckles— 

Brown  Bros.,  Ltd.,  Great  Eastern  St.,  E.C.i. 
Rubery   Owen    S    Co ,    Darlaston,  South 
Staffs. 

Tyres  and  Wheels— 

The  North  British  Rubber  Co.,  Ltd.,  Castle 
Mills,  Edinburgh.  "Weba,  Edinburgh." 

Central  3880   (5  lines). 
The     Palmer    Tyre,     Ltd.,  Shaftesbury 
Avenue.    "  Tyricord,  Westcent." 

Gerrard  1214  (5  lines). 

Undercarriages- 
Thompson  Bros.    Bilston),    Ltd.,  Bradley, 
Bilstou,    Engi-ind.     "  Thompson  Bros., 
Bitetpn.."  Bilston  10. 

Varnishes— 

The  British  Emaillite  Co.,  Ltd.,  30,  Regent 
Street,  S.W.I.  "  Ridleypren,  Piccy, 
London."  Gerrard  280. 

Thomas  Parsons  &  Sons,  315  &  317,  Oxford 
Street,  London,  W.i.  "Varjap,  Phone, 
London."  Mayfair  6347  (3  lines). 

Robt.  Ingham,  Clark  &  Co.,  Ltd.,  West 
Ham  Abbey,  E.15.  "  Oleotine,  Strat, 
London."  East  955. 

Harland,  W.,  &  Son,  Merton,  London, 
S.W.19.    "  Harland,  Wimbledon  45  " 

Wimbledon  45  and  1395. 
.Naylor  Bros.,   Ltd.,    Southall,.  Middlesex. 


Naylor,  Southall." 


Southall  30. 


Washers- 
Terry,  Herbert,  &  Sons, 
"  Springs,  Redditch." 


Ltd  ,  Redditch. 
Redditch  Cu 


Welding  and  Cutting  Plant— 

Acetylene  Corporation  of  Great  Britain, 
Ltd.,  The,  49,  Victoria  Street,  West- 
minster, S.W  1.  "  Flamma,  -  Vic, 
London  "  ~~  Vic  4830. 

Imperial  Light,  Ltd  ,  123,  Victoria  Street, 
London,  S.W  l  "  Edibrac,  Phone, 
London."  Victoria  3540  (3  lines). 

Welding  Repairs- 
imperial  Light,  Ltd  ,  123,  Victoria  Street, 
London,     S.W.i.      "  Edibrac,"  Phone, 
London."  V'ictoria  3540  (3  lines). 

Wind  Shields— 

Auster,  Ltd.,  133,  Long  Acre,  W.C.  "  Win- 
flector,  London  "  Regent  5910. 

The  Rotax  Motor  Accessories  Co.,  Ltd., 
Victoria  Road,  Willesden  Junction, 
N.W.io.   •'  Rodynalite,  Phone,  London." 

Willesden  24S0. 

Triplex  Safety  Glass  Co.,  Ltd.,  1,  Albemarle 
■Street,  Piccadilly,  W.i.  "  Shatterlys, 
Piccy,  London."  Regent  1340. 

Wire  Gauze- 
Greening,  N.,   &  Sons,  Ltd  ,  16,  Finsbury 


Street,  London, 
Finsquare,  London 


E  C.2.      "  Setscrew, 
London  Wall  1082. 


Wire  and  Cables— 

Bruntons,  Musselburgh,  Scotland.     "  Wire- 
mill,  Musselburgh."      Musselburgh  28. 

Cradock,    Geo.,    &    Co.,    Ltd.,  Wakefield, 
England.    "  Cradock,  Wakefield." 

Wakefield  466  (3  lines). 

Wi  rework- 
Terry,  Herbert,   &  Sons,  Ltd.,  Redditch. 
"  Springs,  Redditch."  Redditch  61. 

Woodworking  Machinery- 
Robinson,  Thomas,  &  Son,  Ltd.,  Rochdale, 
"  Robinson,  Rochdale  "     Rochdale  467. 
Sagar,  J.,  &  Co.,  Ltd.,  Halifax       ''  Saw- 
tooth," Halifax."  Halifax  135. 
Wadkin  &  Co  ,  Leicester.     "  Woodworker, 
Leicester."                        Leicester  3614. 


High  Speed  Routing,  Carving 
and  Recessing  Machine. 

This  Machine  is  used  for  grounding  or 
routing  out  the  surplus  material  in  sunken 
moulded  panels  and  carvings  all  kinds  of 
light  trenching,  recessing,  boring,  etc.,  and 
is  particularly  useful  for  Aircraft  Factories. 
It  is  made  in  different  sizes  fitted  with 
different  kinds  of  sliding  tables,  and  we 
shall  be  pleased  to  send  full  particulars  of 
the  various  Machines  on  request. 


Full  particulars  of  othe,   Wood-working  Machines 
specially   suitable  for  Aircraft  Factories   will  be 
gladly  sent  on  request. 


J.  SAGAR  &  CO.,  Ltd,,  Sa^^s-  HALIFAX,  Eng. 

LONDON  OFFICE:   60,  Watling  Street,  E.C. 

BIRMINGHAM    OFFICE:  Chamber  of  Commerce  Buildings,  New  Street. 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING   WITH  ADVERTISERS. 


august  6,  i9i 9  Aeronautical  Engineering  (supplement  to  the  abropmne.)  521 


WHERE    FLYING    MEN  ARE 
FITTED  OUT. 


The  Dunhill  "Plane" 
Coat. 


UTILITY  AIRCRAFT 

THE  aim  behind  all  BAT  aircraft  designs  is  the 
attainment  of  maximum  utility  —  it  is  to  obtain 
superior    speed,    load    carrying    capacity,  safety, 
reliability,  and  general  airworthiness  with  a  minimum  of 
prime  cost  and  subsequent  maintenance. 

Our  range  of  models  covers  all  types  from  the 
mosquito  craft  of  extreme  performance  and  attacking 
power  for  national  defence,  to  the  high  speed  load  carrier 
designed  for  postal  and  general  utility  purposes. 

Any  Government  or  commercial  undertaking 
intending  to  employ  aircraft  should  place  their  require- 
ments before  the  B.A.T.  Company  before  finally  deciding 
on  the  type  to  adopt. 


rr\HE  machine  illus. 
J_  trated  above  is  the 
B.A.T. ,  F.K.  26- 
a  dual  purpose  aeroplane 
equally  suitable  as  a 
heavy  load  mail  carrier 
or  a  four-seater  touring 
machine.  Equipped  with 
a  Rolls-Royce  Eagle  VIII. 
motor,  an  average  speed 
of  over  1 20  miles  per  hour 
is  obtained  at  a  fuel  cost  of 
under  eightpence  per  mile. 


THE  B.A.T. Company 
whose  designing 
capacity  under  the 
direction  of  Mr  F. 
Koolhoven  is  of  the  highest 
standard  —  a  standard 
which  it  is  determined  to 
maintain — is  open  to  nego- 
tiations for  the  letting  of 
its  sole  manufacturing 
licenses  in  Colonial  and 
certain  foreign  territories. 


Fullest  particulars  can  be  obtained,  and  demonstra- 
tion* «rranged,  by  application  to: — 


/ 


V 

BRITISH  AERIAL  TRANSPORT  COMPANY  LTD  | 

38,  CONDUIT  STREET. 
LONDON.W  ENGLAND. 


The  R.A.F.  "  Plane "  Coat  is  made  on  the  best 
form  Trench  Coat  design,  in  heavily  proofed  Twill  of 
che  favourite  Khaki  Mixture,  or  in  Blue-Grey  Twill. 
Unlined,  for  Summer  wear,  the  price  is   ...        4  Gns. 

Lined  Check,  with  oil-cambric  inter-lining      5*  Gns. 

With  superfine  pure  heavy  fleece  detach- 
able lining    7  Gns. 

Call  in  at  our  well-known  "  BASE  "  in  CON- 
DUIT STREET,  or  a  post  card  will  bring 
vou  patterns  and  self -measurement  form. 


Dunhill 


LIMITED. 


2,  Conduit  St.,  Regent  St.,  London,  W. 
Glasgow :  72,  Vincent  Street. 


KINDLY    MENTION    '•  THE    AEROPLANE  "     WHEN    CORRESPONDING    WITH  ADVERTISERS 


522 


(Supplement  to  The  Aeroplane.' 


Aeronautical  Engineering 


August  6,  1919 


OLDBURY. 

Telefr»ms  :-"ACCLES,"  OLDBURY. 

BIRMINGHAM. 
Telephone  :— OLDBURY  m  (4  line»). 


REPUTATION. 

As  manufacturers  of  weldless  steel  tubing,  as  tuoe 
manipulators,  and  as  steel  pressworkers,  we  have 
a  wo^ld-wide  reputation  for  all-round  excellence. 
Multitudinous  arc  our  products,    ind  our  reputation 

is  behind  every  item. 

We  are  tight  in  the  fore-front  with  our  "  Apollo  " 
tubular  box  spanners.  These  are  becoming  increas- 
ingly popular  in  progressive  engineering  workshops. 
We  make  several  patterns — incl-iding  a  special  seJ 
for  Ford  Cars — all  of  which  leave  absolutely  nothing 
to  be  desired  in  tubular  spanner  construction.  A-k 
for  our  spanner  catalogue  and  price  list. 

We  can  supply  aircraft  parts  in  big  quantities,  as 
in  this  connection  we  are  specialists  in  tapering, 
bending,  trapping,  welding,  and  all  other  classes  of 
tube  manipulation  and  presswo.'k.  'Ic-day  we  recog- 
nise that  aircraft  builders  have  more  time  to  mani- 
pulate their  own  components,  but  they  need  steel 
tubing  and  we  supply  the  very  best.  Further,  let 
our  war  experience  assist  you  in  this  matter  of  steel 
tubing  and  steel  presswork.  We  may  be  able  to 
save  you  money,  because  we  have  the  tools  for  many 
components. 


SAMUEL  MERCER  &  CO., 


Telegrams  :  Reconcilei  Cannon,  London. 

Metals 

MILD  STEEL  SHEETS 

SPECN.  S3  &  9A. 
Passed  &  Stamped  A.I.D. 

BEST  CHARCOAL 
TINNED  &  LEAD 
COATED. 

BLACK  C  R  and  C/A 
SHEETS. 

GALVD.  SHEETS. 

Immediate 

^Manufacturers  of  Solder 


"Proprietor     S.  J.  MERCER. 
Telephone  :  City  6342. 

for  Aircraft. 

BRASS  AND  COPPER 
SHEETS. 

SOLDER.  INGOT  TIN. 

WELDING  WIRE. 
COPPER  BITS,  ETC. 

LARGE  STOCKS  IN  OUR 
OWN  WAREHOUSE. 

Deliveries. 

for  all  purposes. 


198,  UPPER  THAMES  ST.,  LONDON,  E.C.4. 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


August  6,  1919 


Aeronautical  Engineering  ls„„i«mM  «>  t„«  a.„>™.)  5^3 


Jhe  World's  largest  Varnish 
\J)ndustrym\ 


usma 


0 


®  imp®  tit  ion 


The  above  design  shown  was  awarded  first 
prize  in  our  recent  competition,  and  will  he 
used  in  future  to  advertise  our  well-known 
"BRITANNIA"  BRAND  Varnishes  and 
Enamels. 

Prices  and  particulars  on  application. 


Rob*  Ingham  Clark  &  C°  Ltd 

WEST  HAM  ABBEY,  LONDON,  E.15. 


B 


•J 


MEANS 


BTAINING 


M  PROVED 


UBRICATION 


F) I C\C fr'CS  1TD-    90,    FENCHURCH    STREET,  E.C.3. 

VV  .  LJ.W  l\^l\.Vj  ^w*.l— *       Telephone:  Avenue  7854.        Telegrams:  Dicotto,  Fen,  London. 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


524 


(Supplfilieti 


ttoT„,,™,  Aeronautical  Engineering 


August  6,  1919 


GMMBBBBBBBBBBBBBBBBBaBBBBBfiSaBBBISBBBBBBBBBS&ii^BBIBBBBBE? 

■  n 


a 


No.  9. 

Petrol  Proof 
Cement. 

We  stock  Super  Cement  at  our  numerous 
Wharves  and  Depots  in  and  around  London. 

This  Cement  is  proof  against  the  penetra- 
tion of  Petrol,  and  is  used  for  the  construction 
of  Petrol  Storage  Tanks.  A  Cement  that 
will  withstand  the  penetration  of  Petrol  will 
as  assuredly  withstand  the  percolation  of 
Water  through  damp  walls. 

<J  We  have  the  largest  stock  of  firebricks,  pipes  and 
sanitary  goods,  Portland  Cement,  building  bricks, 
tiles,  etc.,  and  can  give  the  promptest  delivery  by  our 
own  motor  lorries. 

Established  1857. 


B. 
B 
■ 


Telephone  : 
East  1061. 


HEAD  OFFICE:-  Essex  Wharf.  Canning  Town,  London  E.16. 


Telegraphs  : 
Sonkey,  Canning  Toian. 


Telephone 

WILLESDEN  2214. 


THE 


CONTRACTORS  TO 
H.M.  GOVERNMENT. 


BRITISH  ANZANI 


SOLE    BUILDING   AND    SELLING  RIGHTS 
  FOR   


THE   BRITISH    EMPIRE   AND  DEPENDENCIES. 

MANUFACTURERS  OF  ANZANI  AIR  ENGINES  OF  ALL  TYPES 

MAGNETOS. 

MOTOR  CYCLE,  CYCLE  CAR,  LIGHT  CAR,  AND  MOTOR  BOAT  ENGINES. 

THE   ANZANI     ENGINE    HAS   THE   BIGGEST  RECORD  FOR 
SCHOOL  AND  CROSS-COUNTRY  FLYING. 

It  Is  the  most  reliable,  cheapest,  economical  and  simplest  in  the  World 
And  was  THE  FIRST  TO  FLY  THE  CHANNEL. 

Works  &  Registered  Offices:  SCR  U  BBS  LANE,  WILLESDEN  N.W.10. 


KINDLY    MENTION    "  THE    AEROPLANE  "     WHEN    CORRESPONDING   WITH  ADVERTISERS. 


August  6,  1919 


Aeronautical  Engineering  (Supplement  t0  THE  AEROPMNE ,  525 


Handley  Page 
eroplanes 


have  flown  from  ■ 

)  to  INDIA 

LONDON  to  CONSTANTINOPLE 
ENGLAND  to  CENTRAL  AFRICA 

■  and  have  carried  ■ 

PILOT    and    40  PASSENGERS 

■  over  6  500  feet  high.  ■ 

The  whole  of  the  experience  of  the  Handley  Page  Company  is  at  the  disposal 
of  any  Government  or  Business  House  desirous  of  starting  a  service  for 

conveying  passengers  or  goods  by  Air. 


Haxvdley  Pa.O«T) 


Telegram!  i 
MTDROPHID,  CRICKLE, 

london."         Aeroplane  Manufacturers  to  British  &  Other  Governments. 


_*f«phone : 

HAMPSTEAD 

?C-00  10  lines). 


CRICKLEWOOD,  LONDON.  N.W.2. 


Telephones  : 
Gosport  217. 
Southampton  1861 
London  :    Gerrard  5716. 


Telegrams  : 

"  Flight,  Gosport." 

•'Flying,  Southampton." 


GOSPORT  AIRCRAFT 

DESIGNERS     AND      BUILDERS  OF 

FLYING  BOATS 

FOR 

THE  AIR  MINISTRY  AND  FOR  COMMERCIAL  AND  PLEASURE  USE. 


HEAD  OFFICE:  GOSPORT. 
WORKS:  GOSPORT  &  SOUTHAMPTON. 


Sir  Charles  Allom. 
Charles  £.  Nicholson. 

M.  H.  Volk,  A.F.Ae.S.  (General  Manager), 


London  Office  :   15,  George  Street, 
Hanover  Square,  W.i. 

Te'egrams— "  Embellishment,  London." 

New  York  Office  : 

19,  East  52nd  Street. 

Telegr?ns — "Embellishment,  Niw  York." 


KINDLY  MENTION  "THE  AEROPLANE"    WHEN   CORRESPONDING    WITH  ADVERTISERS. 


526 


(Supplement  to  The  Aeroplane.) 


Aeronautical  Engineering 


August  6,  191c, 


"SPEEDICUT"  HIGH-SPEED  TWIST  DRILLS 
MILLING  CUTTERS.  REAMERS. 
SLITTING  SAWS. 

THOS.  FIRTH  &  SONS,  LTD. 


SHEFFIELD. 


GWYNNES 


LIMITED. 


CONTRACTORS  TO   H.M.  GOVERNMENT 


MANUFACTURERS   AND   SOLE   LICENSEES   IN   THE   BRITISH  EMPIRE 


CLERGET"  PATENT  AERO  ENGINES 


ENGINEERS.  LONDON. 


'9WYNNE  LONDON." 


KINDLY    MENTION     'THE    AFROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS 


August  6,  1919 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplane.) 


527 


Area  of  fin   16.2  sq.  ft. 

Area  of  ailerons   23.4  sq.  ft.  each — 46.8  sq.  ft.  total 

Maximum  cross-section  of  body   ....3  ft.  b  in.  by  3  ft.  1  in. 

Horizontal  area  of  body   90  sq.  ft. 

Vertical  area  of  body   88  sq.  ft. 

Engine  type  and  h.p  275-h.p.  Rolls-Royce 

Weight  fully  loaded  5.560  lbs. 

Disposable  load   1,100  lbs. 

Load  per  sq.  ft  A  i  8.7  lbs. 

Weight  per  h.p  19.5  lbs. 

Tank  capacity   88  galls. 

Performance — 

Speed  low  down   78  knots 

Landing  speed   43  knots 

Climb- 
To  5,000  ft   .....12  min.  30  sec. 

SPECIFICATION. — TYPE  F.22. 

Type  of  machine   Seaplane 

Name  or  type  No  K.22  Campania 

Span  overall   61   ft.  jh  in. 

Gap     6  ft.   6  in. 

Length  overall  43  ft.  of  in. 

Maximum  height   t  15  ft.  1  in. 

Chord  '..'  r6  ft.  4  in. 

Total  surface  of  wings   .627.8  sq.  ft. 

Span  of  tail    13.0  ft. 

Area  of  tail  (including  elevators)   75.1  sq.  ft. 

Area  of  elevators   28.1    sq.  ft. 

Area     of  rudder   19.6  sq.  ft. 

Area  of  fin   16.2  sq.  ft. 

Area  of  ailerons   23.4  sq.  ft.  each — 46.8  bq.  ft.  total 

Maximum  cross  section  of  body   3  ft.  6  in.  by  3  ft.  1  in. 

Horizontal  area  of  body   90  sq.  ft. 

Vertical  area  of.  body  88  sq.  ft. 

Engine  260-h.p.  Sunbeam 

Weight  of  machine  loaded  5,329  lbs. 

Disposable  load  '....1.086  lbs. 

Load  per  sq.  ft    8.14  lbs. 

Load  per  h.p  20.1  lbs. 

Tank  capacity   88  galls. 

Performance — 

Speed  low  down  74  knots 

Landing  speed   40  knots 

Climb — 

_  To  5,000  ft.   18  min. 

THE  FAIREY  N.9. 

This  machine  was  designed  for  reconnaissance  work  at  sea, 
and  was  not  intended  to  carry  a  large  bomb  load.  In  its  general 
lines  it  resembled  the  "Campania"  lype,  hut  had  cut-down  lower 
planes  and  was  powered  with  a  190-h.p.  Falcon  Rolls-Royce. 

Like  the- "Campanias"  it  was  fitted  with  variable  camber  gear. 

Only  one  machine  of  the  type'  was  built,  largely  on  account 
of  the  shortage  of  Rolls-Royce  engines,  and  the  solitary  example 
was  used  for  experimental  work. 

An  interesting  feature  of  this  machine's  history  is  the  fact  that 
it  was  fche  first  British  seaplane  to  begin  a  flight  by  being  thrown 
off  the  deck  of  a  ship  by  a  catapult  gear. 

SPECIFICATION. 

Type  of  machine  Seaplane 

Name  or  type  number  of  machine   F.  127 

Purposes  for  which  intended  Shipwork 

Span  t  50  ft. 

Gap  (maximum  and  minimum)  •...■5  ft.  7  in. 

Overall  length   35  ft.  6  in. 


Maximum  height     13  ft. 

Chord   5  ft.  6  in. 

Total  surface  of  wings   420  sq.  ft 

Span   of   tail   13  ft. 

Total  area  of  tail   34.2  sq.  St. 

Area  of  rudder  and  fin   9  ft.  8  in. 

Area  of  each  aileron  and  total  area    18  sq.  ft. 

Engine  type  and  h.p   190  h.p.  R.R. 

Load  per  square  foot   9.08  lbs. 

Weight  per  h.p    18.15  lbs- 

Tank  capacity  in  hours     5j 

Tank  capacity  in  gallons   70 

Performance — 

Speed  low  down  78  knots 

Speed  at  10,000  ft  74  knots 

Landing  speed   38  knots 

Climb — 

To  5,000  ft  9  min.  30  sec. 

To  10,000  ft   .,  38  min. 

Disposable  load  apart  from  fuel   516 

Total  weight  of  machine  loaded   3,812  lbs. 

THE  FAIREY  TYPE  III,  -MIA,  HIB,  AND  IIIC. 

The  original  Type  III  machine — known  as  N.io  in  theR.N. A.S. 
— was  mainly  a  modified  N.9,  with  the  lower  wing  extended  to  a 
span  equal  to  that  of  the  upper  wing,  and  fitted  with  the  260-h.p. 
Sunbeam. 

This  machine  underwent  a  number  of  metamorphoses.  Fitted 
with  a  land  chassis  in  place  of  floats,  it  became  a  "deck  flier," 
or  ship  plane.  This  form  became  known  as  the  Type  III,  and 
fitted  with  flotation  air  bags  and  hydrovanes  for  alighting  on 
water  was  reproduced  in  some  ciuantitiy. 

After  this  the  same  fuselage  was  fitted  with  a  set  of  wings  of 
greater  span,  larger  floats,  and  a  heavier  chassis,  was  equipped 
with  bomb  gear  and  became  the  prototype  of  the  Type  IIIB. 

Later  still,  the  "Eagle"  Rolls-Royce  engine  in  its  375-h.p. 
edition  became  available,  and  a  kind  of  mixture  of  the  N.  10 
varieties  was  produced,  known  as  the  Type  I11C. 

This -consists  of  the  standard  fuselage,  fitted  with  the  wings  of 
the  original  Type  III,  and  the  chassis  and  floats  of  the  Type  IIIB', 
w  ith  enlarged  fuel  tanks  and  a  greatly  improved  performance. 
'The  following  specifications  give  the  main  details  of  these'  varie- 
ties of  the  N.io  type. 

SPECIFICATION.— TYPE  III. 

'Type  of  machine   Seaplane 

Name  or  type  number  of  machine   F.128 

Purpose  for  which  intended   Sea  scout 

Span  a  46  ft.  2  in. 

Gap  (maximum  and  minimum)  5  ft.  7  in. 

Overall  length   36  ft. 

Maximum    height     13  ft. 

Chord   5    ft.  6  in 

Total  surface  of  wings  476  sq.  ft. 

Span  of  tail   13  ft. 

Total  area  of  tail   34.2  sq.  ft. 

Area  of  rudder  and  fin   9.8  sq.  ft. 

Area  of  each  aileron  16.5  sq.  ft. 

Engine  type   and  h.p  260-h.p.  Sunbeam 

Load  per  sq.  foot   8.74  lbs. 

Weight  per  h.p  1 5.69  lbs. 

Tank  capacity  in  hours   42  hours 

Tank  capacity  in  gallons   76  galls. 

Performance — 

Speed  low  down  90  knots 


Rear  View  of  the  Fairey  Type  IIIB  Seaplane  with  260  h.p.  Sunbeam  engine. 


528     (Supplement  to  the  aeroplane.)  Aeronautical  Engineering 


August  6,  1919 


Speed  at  10,000  ft  82  knots 

Landing  speed   41  knots 

Climb — 

To  5,000  ft  9.15  min. 

To  10,000  ft  23  min. 

Disposable  load  apart  from  fuel   584  lbs. 

Total  weight  of  machine  loaded   .4,160  lbs. 

SPECIFICATION. — TYPE  I II A. 

Type  of  machine   Tractor  biplane 

Name  or  type  number  of  machine   Fin  a 

Purpose  for  which   intended  General 

Span  44  ft. 

Gap  (maximum  and  minimum)   5  ft.  7  in. 

Overall  length   31  ft. 

Maximum  height   13  ft. 

Chord   ,  5  ft.  6  in. 

Total  surface  of  wings   476  sq.  ft. 

Span  of  tail   13  ft. 

Total  area  of  tail   34.2  sq.  ft. 

Area  of  rudder  and  fin   9.8  sq.  ft. 

Area  of  each  aileron   16.5  sq.  ft. 

Engine,  type  and  h.p  260-h.p.  Sunbeam 

Load  per  sq.  foot  7.76  lbs. 

Weight  per  h.p  13-93  ms- 

Tank  capacity  in  hours   ,  4I  hours 

Tank  capacity  in  gallons   76  galls. 

Performance — 

Speed  low  down   95  knots 

Speed  at  10,000  ft  90  knots 

Landing  speed   40  knots 

Climb — 

To  5,000  ft    7. 1  min. 

To  10,000  ft  17.3  min. 

Disposable  load  apart  from  fuel  584  lbs. 

Total  weight  of  machine  loaded     3>°94  'Ds- 

SPECIFICATION.— TYPE  IIIB. 

Type  of  machine   Seaplane 

Name  or  type  number  of  machine  Fiii  b 

Purpose  for  which  intended   Sea  bomber 

Span  62   ft.   9  in. 

Gap  (maximum  and  minimum)  5  ft.  7  in. 

Overall  length  26  ft. 

Maximum  height   13  ft. 

Chord   5  ft.  6  in. 

Total  surface  of  wings   570  sq.  ft. 

Span  of  tail  13  ft. 

Total  area  of  tail   34.2  sq.  ft. 

Area  of  rudder  and  fin  12.4  sq.  ft. 

Area  of  each  aileron     23  sq.  ft. 

Engine,  type  and  h.p  260-h.p.  Sunbeam 

Load  per  sq.  ft  8.5  lbs. 

Weight  per  h.p  :  18.5  lbs. 

Tank  capacity  in  hours   4J  hours 

Tank  capacity  in  gallons   76  galls. 

Performance — 

Speed  low  down   83  knots 

Speed  at   10,000  ft  76  knots 

Landing  speed   42  knots 


Climb — 

To  5,000  ft  :  i2. 3  m;n. 

To  10,000  ft  36.0  min. 

Disposable  load  apart  from  fuel  1,041  lbs. 

Total  weight  of  machine  loaded   4,892  lbs. 

SPECIFICATION.— TYPE  IIIC. 

Type  of  machine   Seaplane 

Name  of  machine   "...  .  Fm  c. 

Purpose  for  which  intended   Reconnaissance 

Engine  type  and  h.p  375-h.p:  Rolls-Royce  "Eagle" 

Load  per  sq.  ft   ..10.6  lbs. 

Weight  per  h.p  14  lbs. 

Tank  capacity  in  hours  6  hours 

Tank  capacity  in  gallons  1-20  galls. 

Performance — 

Speed  low  down  97  knots 

Speed  at  10,000  ft  90  knots 

Landing  speed   .'  44  knots 

Climb — 

To  5,000  ft  .......\  6.4  min. 

To  10,000  ft  17-30  min. 

Disposable  load  apart  from  fuel   1,030  lbs. 

Total  weight  of  machine  loaded   5>o5o  lbs. 

THE  N.4  TYPE  FLYIN(i  BOAT. 

This  machine,  designed  by  Mr.  Fairey,  in  collaboration — so  far 
as  hull  was  concerned— with  Major  Linto.i  Hope — was  intended 
lor  work  with  She  Fleet  at  sea. 

The  main  requirements  were  great  air  endurance,  seaworthi- 
ness, a  formidable  armament,  and  a  high  performance 

The  machine  is  being  built  in  two  varieties  known  as  the 
"Atalanta"  and  the  "Titania."  The  first  type  has  fixed  section 
wings,  whereas  the  "Titania"  is  to  be  fitted  with  the  Fairey 
v friable  camber  gear. 

This  type  of  machine  is  too  interesting  and  presents  too  many 
novel  features  for  justice  to  be  done  to  it  in  'his  article. 

A  general  specification  is  attached,  but  it  's  hoped  that  it  will 
shortly  be  possible  to  describe  it  in  detail,  and  further  particulars 
and  illustrations  wall  then  be  given. 

SPECIFICATION. 

Type  of  machine  Flying-boat 

Name  and  type  number   N.4  "  Atalanta  "  or  "  Titania  " 

Span   139  ft.  top,  93  ft.  bottom 

Gap  14  ft.  centre,  12  ft.  at  tip 

Length   overall     66  ft. 

Maximum  height   29  ft.  6  in. 

Chord     12  ft.  6  in. 

Total  surface  of  wings   2,900  sq.  ft. 

Span  of  tail   25  ft. 

Area  of  tail,  including  elevators  .;  350  sq.  ft. 

Area  of  elevato-s   50  sq.  ft. 

Area  of  rudders   50  sq.  ft. 

Area  of  fins  50  sq.  ft. 

Area  of  ailerons   83  sq.  ft. 

Engines   4  Rolls-Royce  "'  Condor  "  600-h.p. 

Total  weight  loaded   r  30,500  lbs. 

Load  per  sq.   foot    10.5  lbs. 

Load  per.  h.p  12.7  lbs. 

Tank  capacity   1,000  galls — 12  hours 


Side  View  of  the  Fairey  Type  IIIC  Seaplane  (375  b.p.  "Eagle  "  Rolls-Royce  engine). 


August  6,  igig 


Aeronautical  Engineering  (SuplJemeat  to  th«  abotu«.)  529 


^HERE  will  be  but  one  type  of  car  that 

people  will  buy  next  year.    And  that  will  be  the 

car    built  in    Aircraft    Specification    Material.     1  he 

Technical  Motor  Press  is  entirely  in  agreement  upon 
this  point. 


The  "  Victory  "  Arrol-Johnstcn  is  the  only  car  built 
in  Aircraft  Specification  Material  to-day.  And  it  is  built 
by  the  builders  of  the  famous  "  BEARDMORE  " 
Aero  Engine. 

ARROL- JOHNSTON,  Ltd. 
Dumfries. 


ha1* 


C.  C.  WAKEFIELD  &  CO.,  Ltd  , 

Wakefield  House,  Cheapside,  London,  E.C.  2,  England, 


OVER  THERE 

R34   in  America 

THE  "DAILY  TELEGRAPH"   of  July  12th 
contained  the  cable  reproduced  here  from  its  correspon- 
dent in  NEW  YORK. 
THE  LUBRICANT  WHICH  HAS  AROUSED 
SUCH  GRATIFYING  INTEREST  IS 


which  was  specially  selected  for  the 
Sunbeam  motors  on  this  famous  voyage. 
THIS  IS  THE  OIL  USED  BY  ALCOCK, 
HAWKER,  AND  ALL  THE  WORLD'S 
LEADING  PILOTS  BECAUSE  IT  IS 
THE  BEST. 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHb.N    CORRESPONDING    WITH  ADVERTISERS. 


530 

(Supplement  to  The  Aeroplane.) 

Aeronautical  Engineering  august  6,  1919 


The  demand  of  the  aeroplane  for  the  utmost 
power  from  the  lightest  and  most  trustworthy 
engine,  and  our  concentration  on  that  problem, 
has  taught  us  much — and  each  owner  of  the  new 
Austin  "  Twenty  "  will  benefit  thereby. 
More  power  with  less  weight  and  greater  reliability 
combined  with  silent  running,  flexibility  and  marked 
economy  are  characteristics  of  the  new  Austin  "Twenty" 
and  assure  its  selection  by  discriminating  motorists. 


THE  AUSTIN  MOTOR  CO.,  LTD., 

Head  Office  :  Northfield,  Bikmincham 
Telephone — Kings  Norton  230. 
Telegrams — "Speedily,  NortbCeld  " 
And  at  Loadon,  Manchester  and  Paris. 


RENE  TAMPIER 

CONSTRUCTING  ENGINEER, 

INVENTOR  AND  PATENTEE 

CONTRACTOR   TO    H.M.    AND    ALLIED  GOVERNMENTS 
PARIS.         LYONS.  TURIN. 


BLOCTUBE  CARBURETTORS 
COMPLETE. 

BLOCTUBE   PETROL  VALVES. 

BLOC1UBE  CONNECTIONS. 


BLOCKTUBE  CONTROLS. 

Large  Variety  of  Models. 

INTERMEDIATE  BRACKETS. 

Straight  or  Bell  Crank. 


BLOCIUBE   CARBURETTOR  WORKS, 

DANE  MERE    STREET,    PUTNEY,   LONDON,  S.W.15. 

Telephone —  PUTNEY  242.  Telegrams— "TUB ^OC ARB,  PUT,  LONDON." 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS 


The  D.F.W.  machine  hereafter  described  is  of  a  type  which,  as 
yet,  is  exclusively  German,  so  far  as  practical  construction  is  con- 
cerned. It  is  of  the  multiple-engined  type,  with  all  the  engines 
within  the  fuselage  and  with  airscrews  on  the  wings,  shaft-driven 
from  the  engines. 

The  first  D.F.W.  of  this  type  was  begun  in  September,  1915. 

Four  220-h.p.  Mercedes  engines  were  carried  within  the 
fuselage,  two  engines,  one  above  another  on  each  side,  with  a 
central  gangway  between. 

Each  engine  drove  through  bevel  gears  tnd  shafts  a  single 
airscrew.  These  airscrews  were  arranged  in  the  manner  shown 
in  the  scale  drawing — one  pair  of  tractor  airscrews  mounted  high 
in  the  interolane  gap  on  each  side  and  one  pair  of  "  pusher  " 
airscrews  low  down  and  (in  front  elevation)  iir'mcdiately  below 
the  tractors. 

Thus  the  disadvantages  of  the  tandem  arri-ngement  of  air- 
screws are  avoided. 

Preliminary  trial  flights  were  made  successfully,  and  the 
machine  was  subjected  to  military  acceptance  on  Oct  19th,  1916, 
at  "Doberitz. 

Weighing  empty  6,800  kgm.,  with  a  total  load  of  2,600  kgm., 
and  a  total  loaded  weight  of  9,400  kg.  (9.4  tons),  the  machine 


showed  a  maximum  speed  of  130  k.m.h.  (81  m  p.h.),  and  climbed 
1,000  metres  in  10  mins.,  2,000  metres  in  15  mins.,  and  3,300 
metres  (10,900  ft.)  in  53  mins. — this  being  the  apparent  ceiling. 

During  further  trials  at  Doberitz  a  number  of  crankshaft 
failures  occurred,  which  were  attributed  to  the  escessive  length 
of  the  8-cylinder  220-h.p.  Mercedes  engine.  Extra  strong  engine 
bearers  were  provided,  and  the  transmission  shifts  were  fitted 
with  universal  joints,  and  the  trouble  was  thus  overcome. 

After  tests  the  machine  was  sent  to  the  Eastern  front,  where 
it  arrived  on  April  30th,  1917. 

It  was  found  to  possess  good  manoeuvring  and  climbing  capa- 
city, and  fix  enlarged  editions  were  ordered. 

These  were  to  be  equipped  with  the  260-h.p.  six-cylinder  Mer- 
cedes, and  to  carry  a  load  of  3,400  kgm.  instead  of  2,600,  as  in 
the  original. 

The  first  machine  of  the  enlarged  type  v\  as  begun  early 
in  1918,  and  preliminary  test  flights  were  made  in  August. 

Considerable  trouble  was  experienced  with  the  transmission. 
The  shafts  from  engine  to  airscrew  shaft  were  geared  up  to  3,000 
r.p.m.  and  vibrated  excessively.  These  shafts  were,  therefore, 
encased  in  stiff  tubes  and,  presuma-bly,  supportfd  therein  on  ball 
races,  with  satisfactory  results. 


35  metres 


D.F.W. 

GIANT  BIPLANE. 
■4--E60  HP.  MERCEDE5, 


•US 


532     (Supplement  to  The  aeroplane. )  Aeronautical  Engineering 


August  6,  1919 


In  April,  1919,  the  machine  was  sent  to  Cologne,  and  there 
cairied  out  nmrleTous  tests. 

The  general  arrangement  of  the  power  plant  is  similar  to  that 
of  the  original  type.  The  transmission  syst"\ms  embody  reduc- 
tion gears  which  bring  each  airscrew  down  to  900  r.p.m. 

A  photograph  is  reproduced  which  gives  a  good  idea  of  the 
engine  installation. 

The  general  arrangement  of  'the  whole  madvfie  is  well  shown 
in  the  drawings  reproduced. 

The  general  dimensions  and  particulars  are  given  in  the 
appended  specification  :  — 

SPECIFICATION. 

fPan-  ••  •••  •  •  --35  in- 

Length  overall   21  m. 

Height  overall  6.5  iri. 

Total  surface  260  sq.  m. 

Weight  empty   8,6oo  kg. 

Weight  of  fuel  and  oil   ;  1,440  kg. 

Instruments  and  lighting  set   130  kg. 

Crew  (6)   ;  4^0  kg. 

Disposable  load     1,700  kg. 

Total  loaded  weight   12,340  kg. 

Weight  per  h.p  12  kg. 

Weight  per  sq.  metre   47  kg. 

Max.  speed   132  km.  p.h.  (S4  m.p.h.) 


View  in  the  engineroom  of  the  D.F.W.  Giant  showing  the 
starboard  pair  of  260  h.p.  Mercedes  engines,  one  above  the  other. 


A  NEW  CATALOGUE. 

Fredk.  Sage  and  Co.,  Ltd.,  of  Gray's  Inn  Road,  W.C.,  and 
■of  Peterborough,  have  just  issued  an  :llustrated  brochure  en- 
tilled  "  Sage  Aircraft.'' 

This  gives  a  description  of  the  work  which  the  firm  carried 
out  in  the  construction  of  aircraft  during  the  war,  together  with 
outline  drawings  and  specifications  of  a  number  of  machines  de- 
signed to  suit  post-war  conditions. 

The  production  is  excellently  got  up  and  splendidly  illustrated. 


A  NEW   FORM  OF  PARACHUTE. 

The  following  letter  has  been  received  . — 

Sir— As  a  Parachute  enthusiast  I  was  very  interested  in  the 
notes  on  parachutes  by  Lieut.-Col.  II.  S.  Holt  in  your  issue  of 
April  9th,  which  is  very  interesting  and  instructive. 

I  may  state  while  on  active  service  in  France  last  June,  1918, 
on  Lewis  gun  work,  I  invented  a  parachute  for  aeroplanes  which 
I  ciaim  to  open  almost  instantaneously  when  exposed  to  air  pres- 
sure. 

The  parachute  has  an  airshaft  consisting  of  hoops  and  netting 
which  helps  to  open  it,  and  the  usual  lines  are  netted  over  or 

simply  replaced  by  netting,  thus  preventing  any  entanglement  

this  addition  of  about  four  pounds  is  well  worth  the  extra  weight 
to  insure  instantaneous  opening,  and  to  avoiding  entanglements. 


The  parachute  can  be  folded  up  or  rolled  up  anyhow  and  is  car- 
ried in  a  wrapper  which  is  quite  secure,  but  at  the  same  time 
easy  and  quick  to  open.  This  wrapper  consists  of  a  piece  of 
material  stitched  on  top  of  the  parachute  in  the  shape  of  a  rect- 
angle, leaving  a  loose  piece  of  flap  on  all  four  sides.  Fig.  3  gives 
a  top  view  of  the  parachute,  showing  A  the  wrapper,  JB,  C,  D 
and  E  the  flaps.  The  two  smaller  flaps  B,  C  have  a  ring  at  the 
ends,  the  two  larger,  D  and  E,  several  rings,  through  which  a 
pin  is  passed  to  hold  the  bulk  together  when  folded  up.  Elastic 
bands  are  stretched  from  the  rings  to  the  stretched-on  parts  of 
the  wrapper  so  that  the  flaps  contract  as  soon  as  the  pin  is  drawn 
from  the  rings,  thus  exposing  the  parachute  to  the  air  pressure. 

Fig.  4  shows  F,  the  rings  G,  the  elastic  bands,  and  H,  the  pin. 
The  wrapper  need  not  be  stitched  on  the  parachute. 

I  have  made  several  models  which  I  have  tried  and  they  work 
well.  I  cannot  find  any  fault  with  the  design  and  all  aviators  to 
whom  I  have  shown  it—^-both  French  and  British — agree  with  me 
that  we  ought  to  have  parachutes  on  aeroplanes  in  case  of  fire  or 
some  other  unforeseen  breakage  where  the  aviator  has  not  a  ghost 
of  a  chance  to  see  the  aeroplane  safely  to  earth. 

J.  F.  Matey,  R.A. 

AEROPLANES  FOR  SALE. 

A  sale  is  announced,  by  direction  of  the  Disposal  Board  of  the 
Aircraft  Disposal  Department,  of  a  limited  number  of  new 
Handley  Page  aeroplanes,  fitted  with  Rolls-Royce  engines  com- 
plete, and  also  two  second-hand  (practically  new)  Handley  Page 
machines. 

They  can  be  seen  at  Cranwell  Aerodrome,  Sleaford,  Lines. 
Further  particulars  and  permits  to  view  can  be  obtained  from  the 
Controller  of  the  above  Department  at  Kingsway,  W.C.2. 


August  6,  1919 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplane.; 


533 


AMSTERDAM 


August  1 9 19. 


We     shall     be     represented     at  the 

AMSTERDAM  AIRCRAFT  EXHIBITION 

and  visitors  are  invited  to  call  at 
STAND  307  and  see  our  Mr.  Haydn  White. 

Daily  passenger  flights  in  the  famous 
Blackburn  "KANGAROO  '  will  be  a 
feature  of  this  Exhibition. 

THE  BLACKBURN  AEROPLANE  &  MOTOR  CO.,  LTD., 
Donington  House,  Norfolk  Street,  London,  W.C.2. 

Works:- Leeds  and  Hull. 


f 

r  t 

Steele's  Advt.  Service. 


"  I  am  pleased  to  note  that  you  have 
increased  the  price  of  youv  machine, 
as  I  considered  it  was  far  too  cheap. 
I  have  found  it  to  be  the  most  per- 
fect and  even-balanced  engine  that 
I  have  yet  passed  through  my  hands. 
Being  an  old  Douglas  agent  I  am 
quite  conversant  with  your  Flat 
Twin  'Model." 

This  letter  of  appreciation  con- 
firms the  general  opinion  of  the 
3tr  h.p.  Twin  Humber  Motor  Cycle. 


HUMBER  LIMITED 

Head   Office   and  Works  :  Coventry. 

LONDON  )  Show  Rooms  :   32,  Holborn  Via.  uct, 

and       \  E.C  1, 

District    )  Repair  Works  :  Canterbury  Rd.,  Kilburn 

SOUTHAMPTON  |  25/27,  London  Road, 

a  d  District       i  Southampton. 


31  H.P.    FLAT   TWIN    HUMBER  (£95    Ne  t  Cash). 


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534     (Supplement  to  the  aeroplane.)  Aeronautical  Engineering 


August  6,  191 9 


ROYAL  AIR  FORCE 

no<w  being  organised  on  PEACE  BASIS. 

SPLENDID  OPENING 

for 

MEN  who  join  NOW. 
SPECIAL  OPPORTUNITY 

for 

EX-AIRMEN,     EX-SAILORS,  EX-SOLDIERS 
and  Men  with  TRADE  QUALIFICATIONS. 

SKILLED  MECHANICS 


URGENTLY  WANTED. 

VERY  GOOD  CHANCES  OF  PROMOTION. 
MANY    VACANCIES    NOW    FOR  N.C.O.'S, 

for  which  men  can  enlist,  subject  to  trade  test  and  qualifications. 

PAY,  PENSIONS  AND  LEAVE  ON  LIBERAL  SCALE. 

PAY  for  AIRMEN  ranging  from  3/-  to  18/-  per 
day,  according  to  rank  and  trade. 

Rations  and  clothing  are  provided  free. 

For  full  particulars  apply 

London    4,  Henrietta  Street,  Covent  Garden,  W.C.2 

Newcastle-on-Tyne  ...    10.  Sydenham  Terrace,  North  Road. 

Glasgow  9,  Somer  et  Place,  Sauchiehall  Street' 

Birmingham    Carlton  Chambers,  Pa'adise  Street. 

Leeds       ...    The  Mount,  Springfield  Mount. 

Liverpool    12,  Abercomby  Squire. 

Nottingham    8,  George  Street. 

Cardiff    12,  Newport  Road. 

Exeter    54,  Queen  Street. 

Or  at  any  R.A.F.  Station. 


544A.  Set  of  5  Thin 
bTEEL  spanners  of 
high  grade  quality. 
Range  \  in.  and  ;J6 
in.  across  flats,  f 
in  to  £  in.  Whit, 
worth. 
Oxy,  5/-  ; 

Plated  7/6  set. 

!!■ 


The  perfection 
of  rW%  ^  T  Ser 


TERRY 


is  just  due  to  more  than  60 
years  of  scientific  application 
to  the  factors  governing  high 
grade  quality — in  quantity 
productions.  May  we  quote 
for  your  supplies  ? 


Herbert  Terry  &  Sons,  Ltd.,  The  Spring  and  Presswork  = 
Specialists,         fa  Redditch,  Eng.  =£ 


•Hllllillii: 


fbr  Aeroplane, 
f  Work 


A  PERFECT  finish  is  assured  if  »  ou 
^  are  using  NAYLOK'S  AFRO 
Varnishes,  Paints,  and  Enamels  to  ah 
specifications  for  Woodwork,  Metal 
Parts,  Wings,  etc.,  etc. 

Passed  A.I.D.  at  our  works. 
PROMPT  DELIVERY. 

NAYLOR  BROTHERS 

(LONDON)  LTD., 


Southall 


Middlesex 


Established  1 1 9  years. 
'Phone     .••     29  &  30  Southall. 


AEROPLANE 


ACCESSORIES 

7  Years*  Experience. 


KINDLY    MENTION    "  THE  AEROPLANE 


WHEN    CORRESPONDING    WITH  ADVERTISERS 


August  6,  1919 


Aeronautical  Engineering 


(Supplement  to  The  Aerui-lajse.) 


535 


PATENTS  INDEX 

The  subjoined  list  of  recent  inventions  has  been  specially  com- 
piled by  The  Aeroplane  from  the  Current  Official  Patents 
Records  : — 

Patents  Applications. 
Complete  Specifications  Accepted,  prints  of  which  can  m? 

Obtained  on  and  after  June  26  m,  1919. 
127,289.    Nov.  6th,  1916.    Weiss,  P.,  and  Verdier,  J.  Process 
for  the  production  of  intense  artificial  clo'ids,  fogs,  or  mist-;. 

127.299.  April  5th,  1917.  Smith,  G.  P.  Bragg-.,  Desibleds,  L. 
B.,  and  Aeronautical  Institute  of  Great  Britain.  Gird  r 
structures  particularly  applicable  to  the  construction  of  air- 
craft. 

127.300.  April  10th,  1917.  Elloi,  J.  E.,  and  Fowler,  Sir  H. 
Aero-engines. 

127,307.  April  10th,  1917.  Vickers,  Ltd.,  Pieison,  R.  K.,  and 
Duncan,  T.  S     Tail  skid  or  runners  of  aeroplanes. 

127,311.  April  13th,  1917.  Dudd,  H.  B.  Means  for  applying 
tape  and  the  like  to  the  wings  of  aeroplanes,  and  for  like 
purposes. 

127,320.  April  19th,  1917.  Fowler,  Sir  H.,  and  Salmon,  P.  In- 
ternal combustion  engines  for  aircraft. 

127,327.  April  20th,  1917.  Ricardo,  H.  R.  Driving  mechanism 
for  propeller. 

127,332.  April  23rd,  1917.  Antoine,  T.  Ptdal  control  for  aero- 
planes, motor-cars,  and  the  like. 

127,337.  April  25th,  1917.  Gledhill,  A.  H.  Apparatus  for  re- 
leasing bodies  from  aircraft. 

127,373.  May  1st,  1918.  Dunlop  Rubber  Co.,  Macbeth,  C,  and 
Paull,  W.  H.    Wheels  for  vehicles,  particularly  aircraft. 

127,402.  May  29th,  1918.  Christmas,  W.  W.,  and  Christmas 
Aeroplane  Co.  Aeroplanes. 

127,418.  June  10th,  1918.  Asperen,  C.  H.  Van.  Aerial  lifting 
devices. 

Above :— An  experimental  Linke-Hoffmatin  Giant  "  Biplane 
R.II,  which  is  an  enlarged  version  of  >n  ordinary  tractor 
Biplane,  and  has  four  engines,  giving  a  total  of  1,100  h.p., 
inside  the  fuselage,  arranged  two  on  either  side,  tandem 
fashion,  under  the  centre  section,  driving  a  single  airscrew 
in  the  nose. 

Below  :— The  latest  "  C  "  Type  Rumpler  Biplane  (260-300  h.p. 
Basse  and  Selve  engine),  which  was  employed  principally  for 
long  distance  photographic  reconnaissance  work.  The 
curious  crossed  interplane  struts  and  balanced  ailerons 
should  be  noted. 


THE  MAINTENANCE   OF  CAR   LIGHTING  SETS. 

Ol  the  readers  ui  una  journal,  certainly  a  number,  and, 

probably,  the  great  majority,  are  to  some  extent  interested  in 
motoring. 

To  all  these  the  handbook  of  running  instructions  for  the 
C.A.V.  Dynamo  lighting  and  starting  system,  which  has  just 
been  issued  by  Messrs.  C.  A.  Vandervell  and  Co.,  Ltd.,  Acton, 
should  be  of  interest. 

It  contains  clear  and  easily  understood  instructions  for  the  use, 
care,  maintenance,  and  adjustment  of  this  particular  lighting 
set,  with  a  particularly  full  treatment  of  the  care  of  batteries. 

AVIATION  INSURANCE. 

Anyone  wishing  to  benefit  their  relations — a  strange  wish,  as 
relations  are  always  the  last  people  to  whom  one  desires  to  leave 
money — could  do  this  with  the  minimum  of  trouble  by  insuring 
his  life  for  £5,000  by  paying  25s.  and  then  proceeding  to  have 
a  joy  (?)  flip  in  a  dud  aeroplane,  and  a  crash  from  a  good  height. 

Muir,  Beddall  and  Co.,  Ltd.,  of  4,  Buckler-saury,  E.C.4.,  have 
an  aviation  department  which  undertakes  to  insure  a  man  against 
death  for  .£500  on  payment  of  5s.  fori  any  trip  whatsoever  in  the 
United  Kingdom,  no  matter  how  many  machines  are  flown  in 
upon  the  journey.  The  limit  to  this  is  ,£5,000  for  a  corresponding 
multiple  of  premium. 

Only  2s.  6d.  per  ^500  insurance  is  required  for  joy  flights,  from 
which  it  is  easy  to  calculate  as  above,  .£5,000  for  25s.  ;  and  the 
only  thing  required  of  one  is  to  get  well  crashed. 


536     (Supplement  to  the  aeroplane.)  Aeronautical  Engineering 


August  6,  1919 


Si 


"STEELS  that 
Stand  the  Strain"-(2) 

Tested  by  the  A.I.D.,  tried 
out  by  the  leading  aeroplane 
makers  ;  high  tensile  strength  ; 
high  impact  test;  soundness 
and  reliability  —  these  are  the 
characteristics  of 

Edgar  Allen's 
Nickel  Chrome  Steel 

(N.C.S.D.) 

To  learn  how  soundness  is  se- 
cured ;  full  details  of  mechanical 
tests  ;  treatment,  etc,  write  /or 

CATALOGUE  " D,"  stating  name 
of  firm 

Edgar  Allen  &  Co.  Limited 


i 

u 

p 
P 


You  couldn't  see 
it  from  below 

but  it's  nevertheless  a  fact — 
a  fact  which  every  flying  man 
and  aircraft  manufacturer 
should  note — that  the  majority 
of  the  machines  competing  in 
the  Aerial  Derby,  including 
the  three  which  were  placed 
1st,  2nd  and  3rd,  at  the  end  of 
the  race,  were  fitted  with 

AUSTEfi  TRIPLEX 
AERO  WIND  SHIELDS 


THE 


Eastbourne  Aviation  Co. 


LTD. 


ESTABLISHED  1911. 


AEROPLANE  CONSTRUCTORS 

Contractors  to  the  Admiralty. 


Keep  the  home  together  with  FLUXITE.  The 
youn 'sters'  tovs,  Mother's  kitchenware,  Father's 
gard  nine:  tools  —  they're  all  terribly  expensive 
nowadays.  Don't  scrap  them  when  they  get 
d imaged  or  broken;  make  them  just  as  good 
as   new  —  it's   quite   easy  —  with  FLUXITE. 


Mechanics  will  have  FLUXITE.  it 

SIMPLIFIES  SOLDERING 

Get  a  tin  TO-DAY. 


KINDLY    MENTION    "  THE    AEROPLANE  " 


FLUXITE  LTD  ,  318  B«vingtnn  St.,  Berm    ndsey,  Eng. 

WHEN    CORRESPONDING   WITH  ADVERTISERS. 


August  6,  1919 


Aeronautical  Engineering  (Supp]ement  t0  THE  ^onwt ,  537 


AVIATION  INSURANCE  AT  LLOYD'S. 

INSURANCES  at  Lloyd)  can  only  be 
done  through  a  Lloyd's  Broker. 

Go    direct    to    the    most  experienced 
Aviation  Brokers : — 

BRAY,  GIBB  &  CO,,  LTD.,  166,  Piccadilly,  w.i. 

ADVICE   GLADLY  GIVEN. 


S.A.J. :— A  special  Alloy  Tool  Steel  for  :— 
Cold  Chisels. 
Pneumatic  Chisels. 
Boiler  Makers'  Tools. 


ALL  OUR 
STEELS    ARE  SOLD 
ON  QUALITY. 

WRITE   FOR  BOOKLET. 


LOOK   OUT   FOR   OUR   OTHER  SPECIALTIES. 


Spear"  $  Jackson  Ltd.  i 

nilllllllJlllllllOIIHIIIIIIIUIUIIIIIIIIIIIIIIIIIIIM/llllllllinilllllllllllHIIIIIIIIIIIIIIIIIIIIHIIIIIIIIIIIMIIIIIIIIIIIIIIIIIIIIII  z: 


_  rniiiiinniiiiimiiiiHiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii 
f>%rwoe%£.    AETNA  WORKS  SHEFFIELD 


AIRSHIPS,  LTD. 

Manufacturers  of  Airships  and  Kite-Balloons 

Contractors  to  the  Admiralty 


London  Office : 
27,  BUCKINGHAM  GATE,  S.W.I 


Telephone  :-VICTORIA  3688. 


HIGH  ST.,  MERTON,  and  HENDON 


MLIONBL  ST BIRMINGHAM  5QBERNERS  ST  LONDON,  W 


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538 


(Supplement  to  The  Aeroplane.) 


Aeronautical  Engineering 


August  6,  rgig 


THE  BAKER  AIR  SEXTANT 

The  perfection  of  this  instrument  is 
a  triumph  of  British  science  and 
mechanical  skill  and  accuracy. 


The  great  reputation  which  "  Husun  " 
aeronautical  instruments  quickly  gained 
surprised  nobody  who  knew  the  fame  that 
"Husun"  instruments  have  had  for 
generations  among  the  world's  navigators. 

We  claim  for  our  instrumsnts  the  highest  possible 
accuracy  and  reliability.  We  can  offer  q  rick 
delivery  of  the 

Latest  Improved  Nautical  and  Aero- 
nautical  Instruments  of  Navigation 

Makers  of  Military  Compasses  and  Drawing  Instruments. 
Marine  Opticians  and  Chronometer M  akers  to  th'.  Admiralty, 
War  Office,  and  Air  Board. 

HENRY  HUGHES  &  SON  LTD 

HUSUN  HOUSE.  Established- iS}6. 

59  FENCHURCH  STREET  LONDON  ■  E  .  C 
HUSUN    WORKS  HAINAULT      .  ILFORD 

Telegrams:  Azimuth,  Fen,  London.         Cab'egrnms:  Husun  London. 


VENUS  PENCILS 

get  the  world's  standard  tor  fine  pencils. 
Every  one  of  the  17  degrees  are  perfect. 
The  degrees  which  will  give  you  the  best 
results  tor  your  work  are  : — 
Fop  Engineers      HB,  2H,  4H,  6H,  8H 
Foe  Draughtsmen  4B,  2B,  HB,  2H,  4H,  5H. 

Of  all  Stationers,  Stores,  etc.,  throughout  the  World. 
■•VENUS,"  173-MiOYTER  CLAPTON  ROAD,  lfl.5. 

Write  for  a  copy  of  our  Interesting  Booklet  "The 
Venus  Peooll  In  Mechanical  Drafting." 


Med.  8vo. 


197  Pages. 


PRACTICAL  AVIATION : 

ITS  CONSTRUCTION  AND  OPERATION. 


BY 


J.  ANDREW  WHITE. 


9s.  Net. 

Postage  6d 


Extra. 


CONTENTS: 

Principles  and  theory  of  flight — nomenclature,  assembly, 
rigging — care  and  repair  of  airplanes — operation  and  c>re 
of  aeronautical  engines — principles  of  general  and  cross- 
country flying — reconnaissance,  m»p  r  ading,  signalling  and 
co-operation  with  military  bodies—  radio  for  aircraft  and  its 
uses  — machine  gunnery  and  bombing. 

And  a  glossary  of  aeronautic  terms,  their  French  equivalents 
and  phonetic  pronunciation. 

FROM    ALL  BOOKSELLERS. 


Send  for  Catalogue  to  : 

THE  WIRELESS  PRESS,  LIMITED, 

MARCONI    HOUSE,  STRAND, 
LONDON,  W.C.2. 


A  NEW  CLUTCH  RING. 

Pure  Asbestos  without  WIRE. 

AN  entirely  new  de- 
parture in  the  me- 
thod of  fitting  fabric 
linings  to  plate  clutches. 
The  rings  are  made  endless 
of  die- moulded  asbestos 
without  wires,  and  are 
so  constructed  that  free 
movement  is  assured  in 
all  circumstances ;  they 
float  in  a  recess. 

The  rings  being  free  both 
sides  take  up  the  press- 
ure, which  is  evidenced  by 
the  marked  sweetness  of 
action. 

We  have  tested  these  rirgs  exhaus  ively  at  our  works.  A  |-in. 
wide  ting  of  14  ins.  outside'  diameter,  area  36  sq.  inches,  under 
a  pressuie  of  22  lbs.  per  square  inch  transmitted  30  h  p  at 
1 ,000  revs. 

This  is  undoubtedly  the  last  word  in  clutch  linings  and  fuller 
inforn.atk  n  will  be  ser.t  on  request. 


ERODO 


FRICTION  LININGS 


THE  HERBERT  FROOD  CO.,  LTD. 
Works  :  Chapel-en-Ie-Frith. 

Contractors  to  the  War  Office  ar.d  Admiralty,  London  G  neml  Omnibus 
Company,  and  Unde  erov.nd  Ehcluc  Railways  of  London  and  Paris. 
Depots  at  Lontfon,  Birmingham,  Bri'tol,  Cardiff,  Coventry, 
F  10.        Edinburgh.  Glasgow,  Liverpool,  Manchester,  and  Newcastle.  (f> 


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August  6,  1919 


The  Aeroplane 


539 


ON    MINDING    ONE'S   OWN  BUSINESS. 

By  "  MED  WAY." 


Last  week,  when  trying  to  begin  a  discussion  on  the 
•development  of  commercial  aerial  services — particularly 
overseas — I  arrived  at  the  preliminary  conclusion  that 
the  British  Aircraft  Industry,  taken  as  a  whole,  does  not 
itself  show  enough  confidence  in  this  admirable  proposi- 
tion. Possibly  this  lack  of  confidence  is  more  apparent 
than  real,  and  it  occurs  to  me  that  it  may  be  due,  in 
part  at  least,  to  the  fact  that  manufacturers  are  being 
constantly  pressed  to  go  beyond  their  natural  jobs  and 
to  become  promoters  of  aerial  haulage-contracting  and 
passenger-conveying  companies. 

Let  us  try  to  consider  where  the  legitimate  business 
of  the  manufacturer  begins  and  ends,  before  starting  to 
abuse  him  for  not  interfering  in  what  are,  in  reality, 
other  people's  affairs. 

First,  he  must  manufacture.  Secondly,  he  must  sell 
his  product.  Thirdly,  he  must  endeavour  to  ensure  that 
the  product,  when  sold,  gives  good  service  and  produces 
satisfactory  financial  results.  Unless  he  attends  to  this 
third  consideration,  his  business  can  only  be  a  very 
temporary  one. 

I  shall  not  attempt  to  advise  him  on  his  first  job.  The 
British  Industry  certainly  knows  how  to  manufacture. 
The  next  question  is  whether  it  knows  equally  well  how 
to  sell.  Its  experience  in  that  direction  is  very  much 
more  limited.  Many  firms  possess  none  at  all,  becaiise 
negotiation  of  Government  contracts  does  not  amount 
to  the  same  thing  as  selling,  in  the  ordinary  sense  of 
the  term. 

The  Art  of  Salesmanship. 
You  cannot  sell  an  aeroplane  as  you  would  a  packet 
of  pins.    It  is  a  new  proposition,  fairly  expensive  and 
distinctly    speculative.      Therefore,    sales    depend  on 
effective  propaganda  and  demonstration.    The  latter,  I 


think,  must  in  general  precede  the  former,  because  com- 
mercial propaganda  must  be  based  on  sound  figures,  and 
these  can  best  be  compiled  as  the  result  of  properly 
organised  demonstration. 

Demonstrations  may  be  either  individual  or  collective. 
If  the  manufacturer  is  determined  to  play  a  lone  hand, 
probably  his  best  plan  is  to  establish  a  number  of  small 
but  properly  equipped  services  in  various  promising 
parts  of  the  world.  It  is  likely  enough  that  such  ser- 
vices will  show  an  initial  loss.  Later  they  ma}'  pay, 
and  be  sold  as  going  concerns  to  operating  companies 
which  would  have  a  natural  leaning  towards  building 
up  their  increased  fleets  by  the  purchase  of  further 
machines  of  the  same  make,  so  simplifying  the  mainten- 
ance and  spare-parts  problems.  Loss  in  the  first  in- 
stance must,  however,  be  faced,  and  must  be  written 
off  as  advertisement  expenditure. 

In  connection  with  these  demonstration  services,  very 
carefully  audited  accounts  must  be  kept,  each  service 
being  treated  as  a  separate  company,  to  which  the  main 
concern  sells  at  a  commercial  price.  In  this  way  there 
would  be  created  valuable  data  as  to  actual  costs  of 
operation  under  various  conditions. 

Also,  a  good  publicity  staff  must  be  provided  in  con- 
nection with  each  demonstration  service.  The  costs  of 
this  will  be  charged  partly  to  the  service  and  partly  to 
the  parent  concern.  The  publicity  department  will  have 
two  jobs  to  do.  One  is  the  ordinary  advertising  neces- 
sary to  secure  patronage  for  any  haulage  or  carrying 
business.  This  must  be  debited  to  the  service.  The 
other  is  the  provision  and  transmission  of  matter  and 
photographs  to  the  parent  body.  These  would  form  the 
basis  of  very  valuable  free  publicity,  being  obviously 
acceptable  to  the  Press  in  almost  any  part  of  the  world. 


A  FIELD   FOK   COMMERCIAL   AfcKOJN AlJ  i  1LS.— One  of  the  Walsh  Brothers'  Flying  boats  (of  an  early  Curtiss  type)  dying 

along  the  coast  of  New  Zealand,  near  Auckland. 


54Q 


The  Aeroplane 


August  6,  1919 


What  fine  illustrated  articles  could,  for  instance,  be 
based  on  such  stuff  referring,  let  us  say,  to  a  flying- 
boat  service  on  a  big  river  in  China  or  South  America ! 
Into  the  Enemy's  Camp. 
The  manufacturer  may  object  that  what  I  am  advising 
is  contrary  to  the  title  at  the  head  of  this  note.  It  is 
no  business  of  his  to  run  operating  concerns,  but  rather 
to  sell  them.  This  last  is  freely  admitted.  Personally, 
I  think  it  is  bad  policy  of  any  manufacturer  to  go  into 
competition  with  the  potential  buyers  of  his  goods.  It 
serves  to  drive  them  into  the  enemy's  camp.  That  is 
why  I  mentioned  that,  when  established,  the  services 
would  be  disposed  of  as  going  concerns.  Given  satis- 
factor}?  proved  figures  of  cost  and  takings,  there  would 
be  no  great  difficulty  about  this,  and  from  that  point  the 
manufacturer  would  step  gracefully  into  the  background 
and  merely  continue  to  sell  stuff  to  the  purchaser  of  the 
services.    He  would  endeavour  to  get  to  this  stage  as 


soon  as  a  natural  demand  for  his  products  had  been 
stimulated. 

At  the  risk  of  vain  repetition  I  repeat  that  what,  he  is 
doing  at  first  is  no  more  than  necessary  demonstration, 
coupled  with  equally  necessary  collection  of  data  for 
purposes  of  propaganda. 

The  present  position  is  one  that  has  to  be  faced  and 
passed  by  every  industry,  the  products  of  which  must 
justify  themselves  by  economic  performance  after  sale. 
The  commercial  motor  industry  has  gone  through  it  and 
emerged  successfully.  The  aircraft  industry  can  do  the 
same.  It  needs,  however,  to  apply  somewhat  heroic 
measures,  because  circumstances  have  given  it  an  output 
out  of  all  proportion  to  the  developed  demand. 

Up  to  the  present  I  have  referred  only  to  individual 
demonstrations.  I  propose  to  deal  with  collective  de- 
monstrations and  the  proper  use  of  propagandist  material 
in  subsequent  articles. 


INFANTICIDAL  OFFICIALS. 

By  IL  PENSEROSO. 


It  is  a  biological  fact  that,  as  regards  the  formation  of  the 
skull  and  brain,  there  is  less  difference  between  the  higher  classes 
of  ape  and  man  than  there  is  .between  the  higher  and  lower  types 
of  ape.  This  appears  to  offer  a  possible  explanation  for  the  con- 
duct of  those  beings  in  the  Department  of  Civil  Aviation  who 
are  at  present  engaged  in  carefully  ruining  the  prospects  of  com- 
mercial aeronautics  in  this  country.  They  appear  absurdly  like 
men  in  the  architectural  design  of  the  head  ;  but  the  entire  ab- 
sence of  reasoning  power  would  seem  to  indicate  that  they  belong 
to  a  lower  species.  And  yet,  on  the  other  hand,  there  are  two 
considerations  which  point  directly  against  this  conclusion. 
The  Instinct  of  Self -Preservation. 

The  first  is  that  if  the  axiom  "to  err  is  human''  be  accepted  as 
a  scientific  law,  then  the  officials  of  the  Civil  Aviation  Department 
can  clearly  claim  to  be,  not  merely  human,  but  super-human.  The 
second  consideration  deals  with  that  characteristic  which  is  found 
far  more  highly  developed  in  man  than  in  any  animal,  insect, 
reptile  or  fish.    That  quality  is  sell-preservation. 

When  we  examine  communities  of  ants,  bees  and  certain 
animals,  we  find  that  although  their  internal  economy  and  indi- 
vidual habits  are  in  many  ways  superior,  though  different  in 
kind,  to  those  of  mankind,  in  man  the  instinct  towards  self-pre- 
servation is  stronger  because  it  is  conscious. 

In  primitive  types  of  man  the  instinct  is  individualistic  ;  it  is 
only  'in  much  later  stages  that  it  is  realised  that  the  good  of  the 
tribe  or  community  is  synonymous  with  the  good  and  self-preser- 
vation of  the  individual.  In  the  officials  referred  to  the  preserva- 
tion-instinct is  very  strongly  marked,  and  conscious. 

In  placing  a  mass  of  red  tape,  inane  regulations  and  unneces- 
sary obstacles  in  the  way  of  commercial  avution,  they  are 
evidently  acting  on  Che  assumption  that  if  there  were  no  regula- 
tions there  would  be  no  need  for  officials,  and  they  themselves 
would  be  swept  into  the  ranks  of  the  unemployed  or  the  Salvation 
Army.  We  can  see,  therefore,  that  this  self-preservation  instinct 
is  clearly  of  the  primitive  type,  for  it  does  not  see  that  the  pros- 
perity of  British  commercial  aviation  means  the  growth  of  the 
Civil  Aviation  Department. 

After  duly  considering  these  arguments  for  and  against  the 
man  theory,  the  question  as  to  the  species  to  which  these  officials 
belong  is  problematical.  The  best  way  to  get  a  ruling  on  the 
matter  would  be  to  follow  the  example  (reported  by  Professor 
Westermarck)  on  an  Australian  savage  tribe  which  could  not 
decide  whether  women  were  human  beings  or  not.  A  kind  of 
general  election  was  held  among  the  men,  and  the  representa- 
tives solemnly  debated  the  question.  After  much  cerebration  and 
excitement,  it  was  put  to  the  vote  and  settled  by  a  narrow  majo- 
rity that  women  were  human  beings. 

Aerial  Legislation. 

But,  after  all,,  it  is  perhaps  not  the  foolish  officials  themselves 
that  matter  so  much  as  the  policy  behind  them.  Before  we  see 
how  that  policy  has  arisen,  let  us  note  how  it  works  in  every-day 
business.  It  is  essentially  a  system  of  bureaucratic  administration, 
which  is,  of  course,  quite  a  different  thing  from  bureaucratic 
legislation,  though  an  equally  poisonous  growth.  Nearly  all 
modern  laws  are  extremely  loosely-phrased  documents  :  someone 
trulv  remarked  that  there  was  never  a  statute  you  could  not  drive 
a  coach  and  four  through.  It  is  the  interpretation  of  the  law 
that  really  matters.  And  therein  lies  the  power  and  danger  of 
bureaucratic  administration. 

Take  the  question,  for  example,  of  aerodromes.  The  law  lays 
down  that  all  •  erodromes  for  passenger-carrying  must  be  1  'censed  ; 


hut  it  does  not  state  the  conditions  under  which  licenses  will  be 
granted  There  at  once  you  have  the  aperture  for  the  coach  and 
four  to  drive  through. 

The  administration  decides  under  what  circumstances  they  shall 
[■>  licensed  ;  and  with  a  sensual  delight  in  its  own  power  the 
1  Vpartment  of  Civil  Aviation  refuses  to  licence  an  aerodrome 
under  200  yards  square.  That  is  to  say,  it  viitualiy  decrees  that 
every  aerodrome  shall  be  large  enough  to  land  every  aeroplane, 
from  a  fast  scout  landing  at  80  or  90  m.p.h.  to  a  shorthorn  pan- 
caking down  backwards  at  minus  3  miles  per  epoch. 

The  idea  of  not  licensing  aerodromes  for  certain  types  of  air- 
ciaft  is  about  as  sensible  as  it  would  be  for  the  Admiralty  to 
prohibit  cutters  from  putting  in  at  Broadstairs  jetty  on  the  ground 
that  a  liner  would  feel  uncomfortable  there. 

This  absurd  restriction  knocks  joy-ride  tours  on  the  head  com- 
pletely, owing  to  the  impossibility  of  finding  such  comparatively 
large  tracts  of  flat  open  ground  accessible  to  larg^  towns.  Inci- 
dentally, these  tours  would  be  easily  the  best  wa^  of  fostering 
aviation  in  this  country  amongst  the  general  public,  besides  being 
the  most  paying  proposition  of  their  kind  at  present. 

If  there  are  a  thousand  potential  joy-riders  in  a  town,  the  only 
way  to  make  a  profit  out  of  them  is  by  taking  them  all  up  within 
a  definite  space  of  time — say,  a  week  (with  six  machines).  The 
only  way  to  get  them  within  the  week  is  by  restricting  their 
opportunity  for  a  flight  to  a  week.  The  time  factor  is  enormously 
ir-pcrtant  in  commerce  as  well  as  in  war.  This  is  the  principle 
on  which  the  whole  of  the  theatrical  business  in  the  provinces  is 
run. 

The  Department  cannot  or  will  not  see  it.  It  is  infinitely 
superior  to  joy-riding  or  exhibition  riding.  It  cannot  see  that 
cross-country  passenger  and  regular  transport  services  will  develop 
from  joy-riding ;  that  only  after  having  been  reassured  of  the 
safety  of  flying  through  the  personal  experience  of  a  joy-ride  will 
John  Citizen  be  induced  to  travel  by  air. 

Engineers'  Licences. 
Consider,  again,  the  question  of  ground  engineers'  licences.  The 
Directions  issued  with  the  Air  Navigation  Regulations  say 
(IV — 5)  a  candidate  may  apply  for  a  licence  to  overhaul  and 
inspect  all  flying  machines,  or  for  a  licence  limited  to  the  inspec- 
tion of  any  named  type.  A  candidate  can  certainly  apply  for  a 
general  licence — for  that  matter  anyone  can  apply  for  anything 
anywhere — 'but  he  will  find  that  the  silly  people  don't  know  their 
own  silly  rules. 

An  applicant  known  to  the  writer  was  informed  by  the  exami- 
ners that  they  had  never  heard  of  licences  for  all  types.  So  that 
if  a  man  has  had  five  years'  experience  on  Avros,  Pups,  Camels, 
ij  Strutters,  Handley  Pages,  and  Farmans,  he  will  not  be  licensed 
to  inspect  a  D.H.10;  whereas  if  he  has  had  a  couple /of  years  on 
D.H-4's,  6's,  and  q's,  he  would  probably  get  a  licence  to  inspect 
"  D.H.  machines,"  and  would  therefore  inspect  D.H.io's.  Which, 
as  Euclid  remarked,  is  absurd. 

But,  then,  the  whole  examination  is  a  farce.  A.I.D.  officers 
of  whom  nothing  is  known  ask  ambiguous  questions  concerning 
matters  of  which  they  appear  to  know  nothing.  Chief  and  assis- 
tant engineers  and  works  managers  of  firms  which  have  been 
making  aeroplanes  and  engines  for  years  have  been  turned  down 
in  an  arbitrary  and  autocratic  manner  as  not  being  competent"; 
R.A.F.  officers  who  have  been  inspecting  aircraft  for  years  in 
squadrons  or  repair  sections  or  parks  have  been  turned  down  for 
"  not  being  competent. "  They  may  quite  possibly  be  incompetent; 
but  so  may  the  examiners.    And  the  examinations  ought  to  be 


August  6,  1919 


The  Aeroplane 


541 


First  Across 
the  Atlantic 

in  Direct  Flight— 

SHELL 
AVIATION 


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Now  Available  for  your  Car 


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39-41  Parker  Street.  Kingsway.  London.  W.C.2. 


RIPOLY 

Solid  Woven  Belting 


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and  we  will  advice  yn«  as  to  the 
bat  tyfe  of  "  GK1J  OLY  "  for 
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C.  "GRIPOLY"  Solid 
Woven  Belting  is  made 
from  Camel  Hair  Yarns, 
with  a  small  percentage 
of  cotton,  and  woven  by 
a  patent  process  which 
insures  the  greatest  pos- 
sible strength  and  evenly 
consistent  wear. 

C  "  GRIPOLY "  has  a 
triple  twisted  edge  inter- 
woven with  the  belting 
which  effectively  resists 
fraying  caused  by  guide 
forks. 

C.  "GRIPOLY"  Solid 
Woven  Belting  is  flexible, 
non-slipping,  stretchless, 
impervious  to  heat  and 
moisture  and  variations 
of  temperature.  It  is  the 
best  all-round  Belting. 


LEWIS  &  TYLOR  ltd 


Grange    Mills,   Cardiff,  and 
51,  G  raeechurch  Street, 
London,  E.G.  3. 


Consult  the  Leading  Motor 
Insurance  Brokers  for  Poli- 
cies to  cover  Passengers  in 
FLIGHT,  ACCIDENTS  TO 
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and  THIRD  PARTY  RISK  in  connection  with 
Airplanes  and  Airships. 


Wi  es— 
"Carinsur, 


centrtfise  HAROLD  TCWNEND,  LTD. 

(a  lines.)  {Managing Director:  HABOI  D  TOWNEHD.)  London." 
13.14,   ABCHURCH    LANE    KING  WILLIAM  STREET, 
LONDON,  E.C. 
FOUNDED    1 904. 


A  Great  Sheffield  Discovery. 


FIRTH'S  STAPLE'S  '  TEEL  was  discovered  in 
the  Firm's  Laboratories  shortly  before  the 
War.  It  is  undoubtedly  one  of  the  most 
important  and  far-reaching  discoveries  of  this 
century. 

FIRTH'S  STAINLESS  STEEL  was  immediately 
adopted  for  high-class  table  cutlery.  These 
knives  are  now  well  known,  and  their  labour- 
saving  advantages,  due  to  the  fact  that  they 
do  not  rust,  stain  nor  tarnish,  render  them 
indispensable  in  every  modern  home. 

During  the  War,  the  output  of  FIiTH'S 
S  AINLESS  STEtL  was  absorbed  in  the  manu- 
facture of  articles  of  national  necessity,  and 
its  ability  to  withstand  the  action  of  sea  water 
and  of  high  temperatures  respectively,  com- 
bined with  its  mechanical  properties  as  a 
high-grade  steel,  rendered  it  invaluable  to  the 
Royal  Navy  and  to  the  Royal  Air  Force. 

The  future  possibilities  of  FIRTH'S  STAINLESS 

STEEL,  for  the  purposes  of  Industry,  Domestic 
Life  and  Sport,  are  unbounded.  It  resists 
corrosive  action,  and  this  property  is  not 
superficial  only,  but  is  an  intrinsic  character- 
istic of  the  "material  itself.  Wherever  a 
steel  is  required  combining  a  permanently 
clean,  bright  surface  with  strength,  toughness 
or  hardness,  FIRTH'S  STAINLESS  STEEL  will  meet 
the  demand. 

THOS.  FIRTH  &  SONS,  LTD., 
Sheffield. 


KINDLY    MENTION    "  THE    AEROPLANE  "     WHEN    CORRESPONDING    WITH  ADVERTISERS 


542 


The  Aeroplane 


August  6,  1919 


public  instead  of  secret,  and  ihe  examinee  ought  not  to  be  at  the 
personal  mercy  of  unknown  examiners. 

One  or  two  examples  have  been  given  of  the  wooden-headed 
manner  in  which  the  regulations  are  being  carried  out.  Everyone 
who  has  had  dealings  with  the  Department  of  Civil  Aviation  can 
supply  further  instances  ad  lib.  But  the  real  question  is  why  this 
policy  of  official  regulation  and  restriction  exists.  For,  one  must 
remember,  it  exists  not  only  in  aviation,  but  in  almost  every 
branch  of  British  Industry.  To  investigate  this  we  must  go  back 
a  little  in  British  economic  history. 

Some  Commercial  History. 

Up  to  20  years  before  the  end  of  the  eighteenth  century,  the 
Mercantile  system  was  in  operation  in  these  islands.  Under  that 
system  successive  Governments  made  well-meaning  ibut  entirely' 
f m  ile  attempts  to  foster  British  commercial  prosperity,  by  means 
of  Navigation  Acts,  Corn  Laws,  Corn  Law  Repesi  Acts,  prohibi- 
tions on  the  export  of  bullion,  enormous  tariffs  on  imports  and 
bounties  on  exports.  Adam  Smith  made  a  violent  protest  against 
this  system  of  regulation  and  restriction  in  his  "Wealth  of 
Nations"  in  1776,  and  his  followers  constituted  the  Laissez  Fane 
school  of  thought. 

By  the  beginning  of  the  nineteenth  century  Laissez  Faire  held 
absolute  sway  as  the  official  commercial  policy.  Ihe  Government 
gave  up  all  attempts  at  regulation  and  controlling  and  wet- 
nursing  industry,  and  practically  all  the  restrictions  on  trade  were 
removed  with  startling  rapidity.  Henceforth  men  were  to  be  free 
to  buy  and  sell  how  and  where  they  liked.  Competition  was  to 
be  the  sole  driving  and  regulating  force  in  commerce,  and  "  leavi- 
alone  "  would  be  the  policy  of  the  Government. 

Following  on  that  change,  and  helped  erormously  by  the 
Industrial  Revolution  and  the  wide  application  of  power  to 
machinery,  we  had  what  has  been  called  the  golden  age — a  period 
of  unprecedented  prosperity.  Our  blast  furnaces  made  England 
the  forge  of  the  world  ;  our  ships  gave  us  three-quarters  of  the 
world's  carrying  trade;  and  the  coal  and  steel  and  cotton  and 
woollen  industries  made  us  in  the  nineteenth  century  the  first 
industrial  power  in  the  world. 

Social  Reform. 

That  commercial  prosperity  brought  with  it  an  enormous  num- 
ber of  social  evils.  It  was  the  prosperity  of  the  few;  and  the 
masses  of  workers  were  starved  and  sweated  anl  cheated  and 
injured.    As  a  result,  about  the  middle  of  last  cer  tury  a  movement 

FLYING  DEMONSTRATIONS  IN  SPAIN. 

The  Air  Ministry  announced  recently  that  the  three  British 
machines  which  recently  flew  to  Madrid  for  the  purpose  of  exhi- 
biton  flights  have  now  returned.  Though  somewhat  'belated, 
the  adventures  of  these  pioneers  is  worth  recording. 

"  A  D.H.4  machine,  with  a  Rolls-Royce  '  Eagle  '  engine,  left 
Madrid  at  6  a.m.  and  arrived  after  two  stops,  at  Pau  and  Tours, 
at  8  p.m.  the  same  night  at  Biggin  Hill,  having  covered  855 
miles  in  8£  flying  hours.  The  pilot  of  the  machine  was  Capt.  H. 
H.  Square,  who  had  with  him  Lieut.  J.  F.  Anderson  as  observer. 
The  time  occupied  in  the  flight  is  all  the  more  remarkable  since 
thev  experienced  heavy  rain  and  wind  all  the  way  from  the  other 
side  of  the  Pyrenees  to  Tours  and  thick  fog  from  the.  Seine  to 
Biggin  Hill. 

"Capt.  Square  skimmed  the  peaks  of  the  Pyrenees,  which  are 
"over  15,000  feet,  with  only  150  feet  to  spare,  much  to  the  amaze- 
ment of  some  of  the  villages  near  the  mountain  tops.  On  the 
outward  journey  also  bad  weather  was  encountered  on  practically 
the  whole  route.  The  pilot  reports  that  at  Hendaye  it  was  neces- 
sary to  repair  a  flying:  wire  which  had  been  broken  through  hitting 
a  bird  when  flying  low.  While  at  Madrid  rhe  engine  was  com- 
pletely overhauled  in  the  Spanish  Air  Services  workshops  at  the 
aerodrome  'by  extremely  capable  mechanics.' 

"The  Bristol  Fighter,  pilot  Major  L.  G.  S.  Payne  and  observer 
Major  C.  G.  Coe,  left  Madrid  at  6.30  a.m.,  and  after  stops  at 
Vittoria,  Pau,  and  Tours,  reached  Hawkinge  Aerodrome,  Folke- 
stone, at  9.30  p.m.    The  Journey  was  uneventful. 

The  Result  of  a  Rainstorm. 

"The  4-engined  Handley  "Page  with  Major  Darley,  Lts.  Kil- 
burn  and  Murray  and  three  serjeant-mechaiiics  appears  to  have 
had  bad  luok  on  both  outward  and  return  journeys.  After  leaving 
Pau  for  Madrid  the  machine  ran  into  a  terrific  storm  of  rain  which 
stripped  the  fabric  from  the  tip  of  the  starboard  propeller.  The 
clouds  all  the  way  to  Biarritz  were  from  goo  to  5,000  feet  up. 
Meeting  another  heavy  thunderstorm  at  San  Sebastian  Major 
Darley  decided  to  return  to  Biarritz,  and  made  a  successful  land- 
ing on  the  beach,  which  is  barely  50  yards  broad  and  has  a  slope 
of  45  degrees. 

"While  at  Madrid  a  demonstration  flight  was  undertaken  to 
Barcelona.  The  machine  carried  seven  passengers  and  four  crew, 
together  with  800  gallons  of  petrol,  sufficient  tor  the  rpturn  trip. 
Amongst  the  passengers  were  the  Duke  of  Durcal,  Count  Albiz, 
Col.  Sanday,  the  British  Attach"?  at  Madrid,  and  two  officers  of 
the  Spanish  Flying  Corps.  The  distance  of  320  miles  was  covered 
in  4i  hours.    The  piiot  records  that  the  Handley  Page  caused 


started  towards  the  prevention  of  the  more  flagrant  social  evils, 
such  as  the  working  of  children  of  eight  and  nine  for  12  hours 
a  day. 

This  movement  necessitated,  of  course,  Gove>  r.ment  interference 
with  industry  once  more  ;  though  with  a  different  motive  this  time, 
for  its  purpose  now  was  to  improve  the  condition  01  the  workers' 
lot. 

By  1886  this  policy  of  control  was  fiimly  established,  and  gather- 
ing force  each  year,  so  that  by  1914  it  had  broigh.'  us  Factory 
Acts,  Education  Acts,  Truck  Acts,  Employers'  Liability  Acts,  the 
Trade  Board  (Disputes)  Act,  the  Trade  Board  (Minimum  Wage) 
Act,  sanitation  regulations  in  factories,  the  regulation  of  work  in 
mines,  and  the  control  of  industry  in  a  multitude  of  other  ways. 
The  war  came,  and  with  it  the  necessity  'or  Government  regula- 
tion of  output,  both  in  kind  and  quantity.  Don  and  the  Muni- 
tions Acts  embedded  the  idea  of  the  control  of  industry  in  every 
detail  deep  into  the  Government  Departrmn's. 

The  great  industries  can  stand  it.  They  were  able  to  grow 
sti  ong  and  prosperous  untrammelled  by  official  interference.  The 
restrictions  on  the  scandalous  abuses  of  the  M<  nchester  cotton 
kings  and  the  steel  masters  were  socially  absolutely  necessary. 

The  Control  of  Civil  Aviation. 
But  Civil  Aviation  cannot  stand  itu  It  is  true  that  the  safety 
of  the  public  must  be  ensured  ;  but  quite  obviously  the  interest  of 
the  Industry  in  that  direction  is  the  strongest  possible  check  on 
unsafe  flying.  No  one  would  quarrel  with  regulations  securing 
crowds  from  risks  from  the  air  ;  but  so  far  as  other  dangers  are 
concerned,  the  monetary  interest — to  put  it  no  higher— of  firms  is 
quite  enough  to  secure,  for  the  present,  safety  both  to  pilots  and 
passengers. 

It  is  one  thing  restricting  a  strong  and  lusty  man  7  it  is  quite 
another  thing  restricting  an  infant  that  nas  nor  yet  learnt  to 
walk.  If  the  same  methods  are  used  in  the  latter  case  as  in  the 
former  the  child  will  soon  be  dead. 

Commercial  aviation  is  that  child.  It  has  onlv  just  been  born 
from  the  womb  of  time.  It  cannot  walk  yet ;  and  it  is  surrounded 
by  officials  of  the  Civil  Aviation  Department,  who  at  every  step 
it  attempts  give  it  a  blow  on  the  head  with  a  Regulation.  Either 
the  child  will  die  or  the  officials  must  go.  Public  opinion  in  the 
world  of  aeronautics  is  all  in  favour  of  the  child,  and  is  unani- 
mously determined  to  insist  on  the  obstruct  ion  fats  in  the  Depart- 
ment being  kicked  out,  if  for  no  other  reason  than  pour  en- 
courager  les  autres. 


great  excitement  at  Barcelona.  Both  propellers  were  stripped  by 
a  heavy  rainstorm  on  the  return  to  Madrid. 

A  Mishap. 

"On  the  journey  back  to  England  the  machine  safely  negotiated 
the  Pyrenees  at  6,000  feec  and  was  a  few  miles  out  at  sea  from 
Biarritz  when  a  mishap  occurred.  A  tremendous  noise  in  the  rear 
starboard  engine  suddenly  arose.  This  engine  was  promptly 
switched  off.  It  was  then  discovered  that  the  propeller  had  gone, 
taking  with  it  two  engine  stay-struts  and  a  bracing  wire,  and 
also  that  a  large  hole  had  been  torn  in  the  top  plane.  The  loosen- 
ing wires  caused  the  machine  to  veer  to  the  right  all  the  time. 
Major  Darley  planed  down  and,  though  the  machine  was  barely 
under  control,  landed  on  the  steep  beach.  Owing  to  the  cross 
wind  and  the  machine  not  steering  properly,  the  pilot  was  unable 
to  keep  a  straight  course  and  the  machine  swung  round  and  went 
about  thirty  yards  into  the  sea.  The  incoming  tide  broke  up  the 
machine,  but  the  engines  were  salved.  The  crew  were  very  hos- 
pitably treated  by  the  local  authorities,  who  not  only  gave  them 
clothes,  but  lodged  them  in  the  Royal  Suite  of  the  Palace  Hotel. 
Major  Darley  managed  to  save  the  correspondence  placed  in  his 
care  by  H.M.  the  King  of  Spain. 

"An  official  report  has  been  received  from  the  British  Air 
Attache  in  Madrid  that  the  visit  of  the  British  aircraft  created  a 
very  favourable  impression  upon  the  Spanish  people  by  demon- 
strating the  practical  developments  of  aviation.  This  is  corrobo- 
rated in  congratulatory  letters  from  the  head  of  the  Spanish  Avia- 
tion Service,  who,  after  referring  to  the  'magnificent  quality'  of 
the  machines,  says  that  the  visit  'contributed  powerfully  to  com- 
bine the  friendliness  between  the  English  and  Spanish  Aerial 
Forces. '  " 

A  CAPABLE  TESTER. 

Mr.  J.  H.  Moore,  who  will  be  remembered  as  a  particularly 
skilful  pilot  before  the  war,  when  he  flew  a  machine  of  his  own 
at  Hendon,  has  now  been  demobilised  from  the  R.A.F.,  and  is 
open  to  take  on  work  as  a  test  pilot. 

As  an  A.I.D.  pilot,  and  later  as  an  R.F.C.  officer,  Mr.  Moore 
put  some  hundreds  of  machines  through  their  tests  during  the  war 
without  ever  having  an  accident  other  than  minor  mishaps  caused 
by  defects  in  the  machines  themselves.  His  record  in  this  way  is 
extraordinarily  good,  and  therefore  any  firm  open  to  engage  a 
test  pilot  would  do  well  to  get  in  touch  with  him.  Letters  ad- 
dressed to  Mr.  Moore,  care  of  "  The  Aeroplane,"  will  be  for- 
warded at  once. 


August  6,  1919 


The  Aeroplane 


543 


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KINDLY    MENTION    "  THE    AEROFLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS 


544 


The  Aeroplane 


August  6,  191 9 


CIVIL   AERIAL  TRANSPORT  NOTES. 


GREAT  BRITAIN. 

The  Aircraft  Disposal  Department  last  week  sold  300  Avro 
machines  to  Mr.  S.  W.  Copley,  managing  director  of  Copley's 
Bank,  Queen  Victoria  Street,  E.C.4. 

This  is  the  largest  individual  aeroplane  transaction  ever  made 
in  England,  and  includes  all  .he  new  Avro  machines  in  the  pos- 
session of  the  Department. 

Infringement  of  Regulations. 

The  Air  Ministry  announces  that,  though  the  air  navigation 
regulations  have  been  in  force  since  May  1st,  and  pilots  and 
others  have  now  had  ample  opportunity  of  acquainting  them- 
selves with  the  regulations,  numerous  instances  of  their  infringe- 
ment are  still  being  reported.  The  regulations  were  made  with 
a  view  to  securing  the  public  safety,  and  in  future,  proceedings 
will  be  tak^n  when  1hey  are  contravened. 

The  public  are  requested  to  co-operate  with  the  Ministry  by  for- 
warding to  the  Secietary  (C.G.C.A.),  Air  Ministry,  London, 
particulars  of  alleged  offences,  including,  if  possible,  the  registra- 
tion number  or  mark  of  the  machine  in  question 

The  most  common  instances  of  infringement  are  : — Dropping 
leaflets  and  other  advertising  matter ;  taking  up  and  landing 
passengers  as  a  regular  proceeding  at  places  which  have  not  been 
licensed  as  aerodromes  ;  low  flying,  either  over  towns  or  to  the 
danger  of  the  public  elsewhere  ;  neglecting  to  obliterate  military 
markings  when  a  machine  has  ceased  to  be  a  military  machine  ; 
and  obscuring  registration  marks  by  means  of  advertisements  or 
otherwise. 

Flights  to  Amsterdam. 

The  Amsterdam  Aircraft  Exhibition  opened  on  August  1st. 
British  firms  are  to  be  well  represented,  but  their  exhibits  will 
not  be  shown  until  August  nth. 

The  Air  Ministry  announces  that  pending  a  definite  agreement 
on  the  basis  of  the  Air  Convention,  and  in  order  to  enable  Dutch 
and  British  Aircraft  to  visit  England  and  the  Netherlands,  should 
they  so  desire  during  the  exhibition,  arrangements  have  been 
made  with  the  Netherlands  and  Belgian  Governments  for  the 
temporary  opening  of  civil  communication  by  air  between  the 
Netherlands  and  Great  Britain. 

In  view  of  the  distance  of  the  sea  passage  from  the  east  coast 
of  England  to  Holland,  seaplanes  only  may  cross  by  this  route, 
and  aeroplanes  wil!  proceed  to  Holland  via  the  Straits  of  Dover, 
France  and  Belgium.  Arrangements  have  been  made,  by  the 
courtesy  of  the  Belgian  authorities,  for  a  refuelling  base  at 
Evere,  near  Brussels.  Aeroplanes  proceeding  to  Holland  by  this 
route  may  cross  the  Belgian  frontier  at  any  point  which  may  be 
suitable. 

The  following  is  the  text  of  the  agreement  with  Holland  : — 

(a)  Except  in  emergency,  both  seaplanes  and  aeroplanes  enter- 
ing Holland  must  land  at  Amsterdam. 

(b)  Except  in  emergency,  aircraft  entering  England  must  land 
at  : — (i)  Seaplanes,  Felixstowe;  (ii)  Aeroplanes,  Lympne  or 
Hounslow. 

(c)  Seaplanes  will  cross  the  Dutch  coast  between  Scheveningen 
and  Ymuiden.  Aeroplanes  entering  Holland  via  Belgium  may 
cross  the  Belgian  frontier  at  any  point  which  may  be  suitable. 

(d)  Seaplanes  will  cross  the  English  coast  between  Orford- 
ness  and  the  Naze  ;  aeroplanes  between  Folkestone  and  Dunge- 
ness. 

(e)  All  machines  and  pilots  taking  advantage  of  these  facilities 
must  be  provided  with  and  carry  such  documents  as  may  be  re- 
quired by  their  respective  Governments,  or  by  the  competent 
authority. 

(f)  Passports  will  be  carried  by  both  passengers  and  crews,  but 
such  passports  will  not  require  the  Dutch  visa  on  leaving  the 
United  Kingdom  if  the  period  of  stay  in  Holland  does  not  ex- 
ceed two  days. 

(g)  No  goods  must  be  carried,  either  on  the  outward  or  return 
journey,  without  Customs  formalities  being  observed. 

(h)  If  aviation  material  is  destined  definitely  for  Holland,  Cus- 
toms dues  must  be  paid. 

(i)  No  photographic  apparatus  for  use  during  the  voyage  may 
be  carried. 

(j)  A  manifest  of  goods  carried  under  G  and  H,  and  a  full  list 
of  passengers  under  F,  will  be  carried  by  the  pilot  in  charge 
of  the  machine. 

The  forms  referred  to  in  (g),  (h),  and  (j)  are  as  follows  : — 
Aircraft  report  and  description  of  cargo,  Form  150. 
Notice  of  intended  departure  with,  goods,  Form  151.       ^  ^ 
Manifest  of  general  declaration  of  cargo,  Form  152.  ,„ - 
Pilot's  declaration   and  clearance   (outwards)  wij&out  goods, 
Form  153. 

Pilots  intending  to  fly  to  Amsterdam  will  be  afforded  all  avail- 
able information  in  regard  to  aerodromes  and  including  aerial 
route  directions,  etc.,  and  copies  of  the  above  forms  on  appli- 
cation to  the  Controller-General  of  Civil  Aviation,  Room  521, 
Kingsway,  W.C.2.  ** 

The  Executive  Committee  of  the  Amsterdam  Exhibition  have 
made  special  arrangements  that  visitors  from  Britain  to  the  exhi- 
bition shall  be  provided  with  hotel  accommodation. 


"Daily  News  "  Flights. 
The  "Daily  News"  arranged  to  give   565  free  flights  during 
the    week-end  between   August   2nd  and   6th,   at  Cricklewood, 
Brighton,    Bournemouth,   Hastings,   Ramsgate,    Southend,  and 
Weston-super-Mare. 

Another  Civil  Aviator. 
Another  R.A.F.  officer  who  is  now  engaged  in  civil  aviation  is 
Capt.  A.  H.  Curtis,  late  R.A.F.    Capt.  Curtis  joined  the  Central 
Aircraft  Company  some  little  time  ago,  and  is  now  piloting  their 
machines  at  Northolt. 

Blackpool. 

So  strong  was  the  wind  at  Blackpool  last  week  that  it  lifted 
several  of  the  machines  five  feet  from  their  sandbag  moorings  on 
the  beach.  Naturally,  the  mechanics  standing  to  their  machines 
had  the  wind  up.  , 

As  usual,  Blackpool  provided  the  largest  number  of  passen- 
gers, amongst  whom  was  Mr.  Bracegirdle,  a  Manchester  fish 
merchant,  who  took  advantage  of  the  Avro  daily  service  between 
Blackpool  and  Manchester  to  send  several  hundrt  dweight  of  fresh 
Fleetwood  fish.  Probably  these  were  the  first  fish  ever  to  travel 
by  air.  The  journey  between  the  two  towns  is  scheduled  to  take 
45  minutes,  as  the  machine  stops  at  Southport  on  the  outward 
and  inward  trips,  but  even  with  this  stop  the  train  journey  is 
well  beaten. 

The  ten  thousandth  passenger  was  taken  up  last  week  at 
Blackpool,  which  is  fairly  good  business  considering  that  the 
flying  there  did  not  start  till  the  middle  of  May.  There  has  been 
no  accident  during  the  period  with  the  exception  of  one  machine, 
which  landed  in  the  sea  owing  to  the  high  tension  lead  dropping 
off.  TheAvro  motto  of  safety  first  which  is  painted  on  large  notice- 
boards  all  round  the  aerodrome  is  well  maintained.  So  confident 
are  the  public  nowadays  that  they  turn  up  for  flights  in  any 
weather,  rain,  blow,  or  hail,  whereas  when  the  show  started, 
they  would  not  look  at  a  machine  if  there  were  the  semblance  of 
a  wind.  Several  days  last  week  regular  passenger  flying  was 
carried  out»in  winds  of  between  30  and  40  m.p.h. 

Several  five-seater  machines,  fitted  with  160  h.p.  B.R.i  en- 
gines are  now  in  use,  which  reminds  one  of  a  recent  conversation 
with  an  alleged  flying  expert  who  rather  gave  himself  away  by 
calling  the  B.R.i  the  Beardmore  engine,  and  this  despite  the 
fact  that  he  said  he  had  been  several  years  in  the  R.F.C.  in 
France. 

A  blind  man  is  to  fly  at  Blackpool  and  to  describe  his  experi- 
ences. 

Capt.  Pownall,  one  of  the  Blackpool  pilots,  returned  from 
Manchester  the  other  day  on  the  routine  flight,  and  found  the 
tide  up  to  the  barriers  on  the  sand.  Nothing  daunted,  he  landed 
in  a  disused  road  running  down  to  the  beadh. 

A  small  circus  left  Blackpool  on  Mono  Avros  last  Monday  for 
Amsterdam,  where  they  will  fly  via  Lympne  and  Brussels.  Capt. 
W.  G.  R.  Hinchcliffe,  D.F.C.,  A.F.C.,  was  >n  command,  Lieut. 
Brown,  Lieut.  Shanks,  Lieuts.  Roberts  and  Inglis  being  the 
other  pilots.  Their  places  have  been  filled  by  Capt.  Tully, 
A.F.C.,  late  Wing  Examining  Officer  in  the  M'dland  area,  Lieut. 
Salthouse,  and  Lieut.  Hudson. 

The  new  international  aeroplane  numbers  seem  somewhat  com- 
plicated. One  Avro  machine  for  Holland  was  painted  G.  E.A. T.H., 
which  some  wit  stated  must  mean  "German  Emperor  Arrives  in 
Holland";  someone  suggested  another  place  beginning  with  an 
H  would  be  more  suitable  ! 

Lancaster. 

Lieut.  Macrae,  M.C.,  was  the  sole  occupant  of  the  Govern- 
ment hangars  at  Scale  Hall,  Lancaster,  last  week.  No  Service 
officers  or  men  were  there,  and  this  despite  the  fact  that  Scale 
Hall  Aerodrome  is  supposed  to  be  one  of  the  few  Government 
places  where  civilian  flying  is  catered  for. 

Leicester. 

There  is  every  possibility  that  an  aviation  ground  will  be  estab- 
lished by  an  up-to-date  company  near  the  oity.  The  Leicester 
Aviation  Club  will  thus  realise  its  ambition. 

London. 

Cricklewood. — Members  of  the  Brttish  Guiana  Colonisation 
Deputatfbn  made  a  flight  over  London  on  Judy  }ist  on  a  Handley 
Page. 

"Hen.dom.  — Vast  crowds  of  people  refrained  fron  visiting  the 
Hendon  Aerodrome  on  Saturday,  Aug.  2nd,  and',  doubtless,  those 
who  did  not  attend,  enjoyed  a  pleasant  afternoon.  The  Grahame- 
White  char-aJbanc  did  not  run  to  the  flying  ground,  though 
there  might  have  been  a  sufficient  number  of  visitors  to  fill  it. 

These  enthusiasts  paid  threepence  each  for  the  usual  pro- 
gramme that  had  blank  spaces  in  which  the  purchasers  could 
write  the  names  of  the  starters  in  the  20-mile  cross-country  Air 
Race  for  the  London  Aerodrome  1  rophy  and  20  sovereigns,  and 
second  prize  of  the  London  Aerodrome  Medal  and  10  sovereigns. 

Six  names  were  put  up  on  the  notice-board,  viz.,  Capt.  P.  R. 
T.  Chamberlayne  (Grahame- White  Bantam,  So  h  p  Le  Rhone), 
Lieut.  G.  R.  Hicks  (Avro,  no  h.p.  Le  Rhone),  Major  R.  H. 
Carr,  A.F.C.,  D.C.M.  (Avro,  110  h.p.  Le  Khftne),  "Capt.  D.  H. 


August  6,  191 9 


The  Aeroplane 


545 


ABOUT  THE  BES  T  CONCEIVABLE 
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KINDLY  MENTION  "  THE  AEROPLANE  "      WHEN   CORRESPONDING    WITH  ADVERTISERS. 


546 


The  Aeroplane 


August  6,  1919 


Robertson,  A.F.C.  (Avro,  no  h.p.  Le  Rhone),  Lieut.  C.  Turner, 
A.F.C.  (B.A.T.  "Baboon,"  170  Ih. p.  Wasp),  and  Capt.  Hammers- 
ley  (Avro  "Baby  "  35  h.p.  Green). 

It  was  advertised  that  the  race  would  start  at  4  p.m.,  but  there 
were  no  signs  of  aeronautical  vitality  at  the  time.  After  waiting 
for  some  time  in  hot  sunshine,  a  few  of  the  straggling  knots  of 
dejected  people  adjourned  to  the  tea  room,  where  they  paid  two 
shillings  a  head,  and  continued  to  wait. 

The  time  was,  however,  enlivened  by  a  man  with  a  megaphone, 
who  announced  that  three  of  the  six  competitors  had  scratched. 
A  pathetic  spectacle  was  afforded  by  two  bookmakers  who,  in  the 
vast  desert  spaces  cried  the  odds,  but  apparently  without  luring 
any  backers.  > 

At  a  quarter  to  five  a  rain-storm  broke,  nnd  as  the  few  visitors 
ran  to  seek  shelter  the  three  machines  that  were  not  scratched 
started.  Rain  continued  during  the  race,  which  consisted  of 
five  laps  of  Brittacy  Hill  and  aerodrome  pylon  circuit. 

Major  Carr  (Avro,  no  h.p.  Le  Rh6ne),  won  the  event,  time  18 
mins.  35  sees.,  and  Capt.  Robertson,  on  a  machine  of  the  same 
fyPei  gained  the  second  prize,  time  20  minutes  26  sees.  Lieut. 
Hicks,  also  on  an  Avro-Le  Rh6ne,  did  not  complete  the  last  cir- 
cuit. 

It  was  a  depressing  day. 

The  "exhibition"  on  Monday  was  of  much  the  same  tameness 
as  on  Saturday.  The  "  piece  de  resistance  " — a  cross-country 
race  to  Bittacy  Hill  and  back  drew  four  starters,  but  Lieut. 
G.  R.  Hicks,  retiring  after  the  first  five  laps,  owing  to  engine 
trr  uble,  left  the  race  to  be  contested  by  the  remaining  two  G.-W. 
machines — the  Avro,  piloted  by  Major  Carr,  A.F.C.,  D.C.M., 
and  the  G.-W.  Bantam,  piloted  by  Capt.  Ch.imberlayne,  Capt. 
Vaughan,  on  the  B.A.T.  "Baboon,"  being  entirely  out  of  the 
running,  owing  to  high  flying  and  wide  cornering.  Major  Carr 
led  all  the  way  and  finished  10  seconds  in  front  of  Capt.  Cham- 
berlayne. 

There  was  much  activity  in  the  passenger-carrying  line  by  the 
usual  G.-W.  Avros,  Kangaroos,  and  also  Airco  D.H.9S,  etc.  Mr. 
Newall  repeated  his  double  parachute  descent  from  a  Kangaroo, 
but,  owing  to  misjudgment  and  wind,  landed  outside  the  aero- 
drome on  some  trees.  Some  excellent  flying  was  done  by  Capt. 
McElvev  (late  45  Squadron  R.F.C.  and  R.A.F.)  on  a  Bristol 
Bullet  (80  h.p.  Le  Rh6ne). 

Hounslow. — Sir  Hari  Singh  of  Kashmir  flew  to  Swanage  and 
back  on  Sunday,  August  3rd,  in  an  Avro.  Other  cross-country 
flights  were  made  during  the  week  ending  August  5th  to  Crewe, 
Southampton,  Margate,  Worcester,  and  Swansea.  Another 
machine  was  taken  for  the  week  end  and  flew  to  Cowes  and 
Dover.  Avros  were  sent  for  the  Bank  Holiday  to  the  North 
Somerset  Agricultural  Association  Fair  at  Bristol. 

Isle  of  Man. 

A.  V.  Roe  and  Co.  intend  starting  a  mail  service  daily  between 
Blackpool  and  Douglas. 

The  flying  season  was  opened  on  July  29th  by  the  septuagena- 
rian  Mayor  of   Douglas,    who  flew  as  a  passenger,   piloted  by 


Lt.  Moxon,  in  an  Avro  machine,  which  afterwards  took  up  many 
passengers  at  a  guinea  a  head. 

Lt.  Moxon  has  been  busy  all  the  week  on  a  small  stretch  of 
sand  on  the  beach  at  Douglas,  Isle  of  Man,  where  he  receives 
many  inquiries  as  to  when  the  cross-Channel  service  is  to  start, 
and  this  is  not  to  be  wondered  at  when  one  sees  queues  half  a 
mile  long  on  the  Liverpool  landing  stage  waiting  for  boats.  In- 
deed, one  man  arrived  at  Southport  the  other  day  about  9  p.m. — 
it  was  blowing  a  gale  and  the  clouds  were  down  to  the  ground — 
and  offered  £200  to  fly  to  the  Isle  of  Man,  because  his  wife  was 
there  and  he  wanted  to  surprise  her  ! 

On  August  4th  an  Avro  seaplane,  piloted  by  Captain  Pixton, 
left  England  shortly  after  6  a.m.  with  parcels  of  the  "Daily- 
News  "  weighing  about  3  cwt.,  and  alighted  in  Douglas  Bay,, 
close  to  the  shore,  at  8.5  a.m. 

In  the  ordinary  course,  English  newspapers  do  not  reach  the 
island  until  late  in  the  afternoon,  and  delivery  was  expedited  by- 
eight  hours. 

Manchester. 

Mr.  Bracegirdle,  a  Manchester  fishmonger,  had  a  cargo  of 
fish,  weighing  12  stone,  taken  from  Fleetwood  to  Manchester  on 
Aug.  1st  in  an  aeroplane.  The  journey  took  half  an  hour  (51  £ 
miles),  and  the  fish  was  on  sale  three-quarters  01  an  hour  after 
the  start. 

To  mark  the  event,  Mr.  Bracegirdle  presented  the  Lady- 
Mayoress  with  two  turbots.  It  is  believed  that  they  had  not 
survived  the  journey. 

Margate. 

For  the  week  ending-  August  5th,  107  passengers,  including  20- 
"Daily  News"  Free  Flight  passengers  were  taken  up  in  Avro's. 

New  Brighton. 

A  one-legged  high  diver  from  New  Brighton  wishes  to  dive 
from  an  Avro  in  flight  into  the  Mersey  at  Liverpool. 

Preston. 

A  fortnight  elapsed  between  the  date  of  inspecting  the  pro- 
posed aerodrome  at  Preston  and  the  granting  of  a  temporary 
licence  for  flying  there.    This  is  fairly  quick  work  for  the  Air 

Ministry. 

Rhyl. 

A  record  week's  flying  preceding  August  Bank  Holiday  is  re- 
ported from  the  North.  The  Avro  chain  of  air  stations  in  Lan- 
cashire is  now  complete,  Rhyl,  in  North  Wales,  being  opened 
last  Monday,  when  Major  McMinnies,  A.F.C,  Capt.  E.  Mait- 
land-Heriot,  D.S.C.,  and  Lieut.  Hudson  weie  flying. 

Scotland. 

St.  Andrews. — Avro  machines  are  flying  from  Leuchars  to  St. 
Andrews  to  take  up  passengers  on  August  6th-9th  inclusive.  The 
machines  will  operate  form  the  stretch  of  sand  to  the  west  of  tihe 
town. 

Sheffield. 

The  Vickers  Vimv  commercial  machine,  which  was  flown  by 
Ct.pt.  Sir  John  Alcock,   K.B.E.,    D.S.C.,    during   the  Sheffield 
flying  week,  brought  a  total  load  of  13  people  from  Sheffield  to 
London  on  July  29th.    Nine  of  them  were  business  men  coil 


FLYING  IN  NEW  ZEALAND  — A  Curtiss  FI>ing=boat  belong  ing  to  Walsh  Brothers  alighting  off  Auckland,  N.Z. 


August  6,  1919 


The  Aeroplane 


547 


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548 


The  Aeroplane 


August  6,  1919 


nected  with  Vickers  Ltd.  The  machine  left  Coal  Aston  aerodrome 
ac  3.20  p.m.,  and  arrived  at  Hounslow  at  5.35  p.m.  The  passen- 
gers then  motored  to  the  offices  of  Vickers,  Ltd.,  in  Knights- 
bridge,  where  they  arrived  at  5.50  p.m. 

Southampton. 

Bournemouth  had  a  daily  aerial  passenger  service  last  week 
from  Southampton,  by  a  Supermarine  four-seater,  Channel  type 
flying  boat  fitted  with  an  160-h.p.  Beardmore  engine,  and  having 
folding  wings.  Large  numbers  of  visitors  at  Bournemouth  were 
taken  for  flights. 

On  July  30th  a  woman  of  72  and  a  man  of  75  were  taken  up. 
Several  trips  were  made  from  Southampton  to  Cowes  with  pas- 
sengers having  important  appointments  who  missed  the  steamer. 

When  it  is  allowed  the  service  will  be  extended  to  the  north 
coast  of  France,  calling  at  Cherbourg,  Le  Havre,  and  St.  Malo. 

Mrs.  Leon  Errol,  a  passenger  from  New  York  on  the  "Aqui- 
tania"  which  arrived  at  Southampton  on  August  2nd,  flew  from 
Hamble  to  London  on  that  date. 

Six  weeks  ago  Mrs.  Errol  flew  from  London  to  catch  the 
"Aquitania,"  as  she  had  missad  the  boat-train 

Southtort. 

Southport  was  a  good  second  to  Blackpool,  quite  half  the  pas- 
sengers being  women.  Six  of  the  fair  sex  said  that  they  wished 
to  learn  to  fly,  so  keen  have  they  become  after  the  first  few  pre- 
liminary flights.  It  is  generally  found  in  these  cases  that  the 
passengers  are  not  satisfied  until  they  have  done  everything  that 
there  is  to  be  done  in  the  air.  This  statement  need  not  be  taken 
entirely  from  a  flying  point  of  view,  as  an  inquisitive  pilot,  find- 
ing his  machine  rocking  considerably,  turned  round  to  see  what 
was  the  matter  and  discovered  his  passengers  enjoying  for  the 
first  time  an  aerial  embrace  !  Apparently  from  subsequent  ob- 
servations— taken  on  the  sly — this  form  of  amtsement  is  by  no 
means  rare. 

The  Mayor  of  Southport,  Aid.  T.  Wood,  is  becoming  a  keen 
passenger  flier.  He  was  looped  and  spun  for  the  first  time  last 
week. 

Swansea. 

On  July  26th  Councillor  George  Hemmings  opened  the  proceed- 
ings and  was  the  first  passenger  to  fly  from  a  public  aerodrome 
in  Wales.  Enormous  crowds  watch  the  flying  from  the  beach. 
Aeroplanes  are  practically  unknown  and  the  flying  is  the  chief 
topic  of  conversation  for  miles  round. 

Since  two  Avro  three-seaters  started  passenger  carrying  at 
Brynmill,  near  Swansea,  on  July  26th,  more  than  200  people 
have  been  taken  up. 

AUSTRIA. 

On  July  31st  a  large  German  aeroplane,  owned  by  a  German 
aerial  navigation  company,  flew  from  Kamentz  Podolsk,  Russia 
(Government  of  Podolia),  to  the  Aspern  Aerodrome  near  Vienna, 
with  22  passengers.  On  her  arrival  at  Vienna  she  was  seized 
by  the  Allied  troops  stationed  there  and  handed  over  to  the 
Italian  Authorities. 

DENMARK. 

The  following  is  from  the  Danish  correspondent  of  The  Aero- 
plane : — 

The  American  Army  pilot,  Capt.  Batts,  who  had  brought  a 
Curtiss  flying  boat  with  a  modern  Curtiss  motor  to  Norway, 
where  he  is  said  to  have  been  engaged  by  the  big  "Danish  cinema 
firm,  the  Northern  Film  Co.,  for  some  sensational  flights  over 
the  mountains,  has  sold  his  riving  boat  to  the  Danish-American 
millionaire,  Mr.  John  Larson,  who  crossed,  wirh  the  former  as 
pilot,  the  Skager  Rak  from  Norwav  to  Ska^en,  Denmark,  flying 
next  over  his  native  city  Saeby,  which  he  had  left  as  a  poor  farmer 
boy,  dropping  now,  as  the  rich  manufacturer  of  ire-producing 
plants,  a  present  to  his  old  mother. 

He  extended  his  flight  from  Copenhagen  over  five  countries  by 
continuing  to  Stockholm,  after  a  night  tug  owing  to  the  exhaust 
of  petrol,  and  on  to  the  new  Baltic  nations,  Finland  and  Estland. 

On  the  return  to  Denmark,  Capt.  Batts  taught  the  Danish 
flying-boat  pilots  spinning, -and  with  the  Naval  Air  Service  officers 
as  observers  took  motive  pictures  of  the  capital  and  chief  pro- 
vinces in  aid  of  the  Sleswig  Fund. 

The  Nielsen  and  Winther  Works  have,  since  their  first  contract 
for  six  Nieuport  type  scouts  to  the  Danish  Armv,  only  produced 
a  two-seater  of  this  type,  now  handed  over  to  the  Danish  Lieut. 
Jarfelt,  chief  of  the  Bolivian  Air  Service,  for  demonstration  out 
there,  a  two-seater  seaplane  and  two  cheap  flying  boats  to  private 
order  of  a  Danish  and  a  Norwegian  pilot,  while  a  twin-engined 
fix  ing  boat,  announced  for  the  show  to  the  order  of  a  piano  manu- 
facturer for  transport  of  his  goods  to  England,  two  at  a  time, 
has  not  appeared  so  far.  Nielsen  and  Winther  have  through 
their  Hankow  branch  approached  the  Chinese  Government  for 
an  exclusive  concession  for  aeroplane  manufacture  in  that 
country. 

A  company  has  be^n  formed  in  Iceland  to  establish  regular  aero- 
plane traffic  between  the  various  towns  and  other  countries.  Capt. 
Cecil  Faber  is  on  the  way  to  Iceland  with  aeroplanes  and 
mechanics.    The  main  base  will  be  at  Reykjavik. 


FRANCE. 

The  following  is  sent  by  the  Paris  correspondent  of  The  Aero= 
plane  : — 

From  Aug.  1st,  the  Postal  Authorities  ceased  to  have  any 
direct  interest  in  the  exploiting  of  aerial  posts.  This  decision 
was  reached  owing  to  difficulties  With  an  unsympathetic  Treasury, 
and  because  the  Chamber  approved  a  motion  according  credits 
in  the  form  of  subsidies  to  aviation  exploiting  concerns.  Also 
those  high  up  in  the  Postal  Services  were  anxious  to  retain  their 
posts  and  were  disinclined  to  commit  themselves  to  any  fixed 
programme.  Thus  tnds  the  first  year's  experience  and  experi- 
ment in  lunning  aerial  posts  since  it  was  in  July,  1918,  that  an 
agreement  was  arrived  at  between  the  Postal  Authorities  and  the 
Military  Aviation  Authorities. 

Louis  Br^guet,  under  guise  of  the  company,  "Messageries 
Aeriennes, "  has  been  running  a  daily  service  between  Paris,  and 
Lille  and  vice  versa.  Each  day,  a  pilot  takes  100  to  150  kilos, 
of  correspondenct  to  Lille,  and  returns  with  a  similar  amount. 
Thus  is  the  whole  mail  of  Lille,  Roubaix  and  Turoping.  From 
May  1st  to  July  30th  the  service  has  been  interrupted  only  three 
times. 

The  scheme  of  prolonging  this  route  to  Brussels  is  being  con- 
templated. 

A  Frenchman,  Jean  Ors,  won  the  parachute  competition  at  the 
Atlantic  City  Exhibition. 

This  week  has  seen  the  finishing  touches  to  the  many  prepara- 
tions made  at  seaside  resorts  to  cater  for  the  aviation-loving 
public. 

,  The  Compagnie  Transaerienne  have  just  put  two  dirigibl.s 
into  commission  called  the  Transaerien  VI  and  the  Trans- 
aerien  VII. 

The  Transaerien  VI  is  an  Astra  dirigible  of  10.000  cubic  metre 
capacity,  fitted  with  two  Renault  motors  of  250  h.p.  each  and  a 
gondola  capable  of  holding  14  to  16  passengers.  It  will  be 
piloted  by  a  marine  officer  loaned  for  the  purpose  by  the  French 
Naval  Authorities. 

This  dirigible  is  to  make  "joy-ride  flips"  in  the  neighbourhood 
of  Paris.  Whenever  the  weather  is  propitious  it  will  be  flown  to 
the  oattlefields  and  back,  starting  from  and  returning  to  the  St. 
Cyr  hangar. 

The  Transaerien  VII  is  a  Zodiac  dirigible  of  3,000  cubic  metres 
and  can  carry,  besides  the  pilot  and  mechanic,  five  passengers. 
This  airship  is  to  transport  travellers  from  Havre  to  Deauville, 
and  vice  versa.  Trips  will  also  be  made  over  the  surrounding 
country,  and  these  flights  will  appeal  to  everyone  who  knows  the 
difficulties  in  crossing  the  Seine  at  this  point. 

The  Socidte  des  Transports  Aeronautiques  du  Sud- 
Ouest,  of  which  Lt.  Gindner  is  the  moving  spirit,  has  sent  its  first 
machine  to  Biarritz.  Bordeaux  was  reached  without  a  stop 
by  Dupont,  accompanied  bv  Mechanic  Alexandre. 

Their  aerodrome  at  Biarritz  is  called  "Chambre  d'Amour  et  la 
Negresse. "  The  arrival  has  been  planned  for  midday.  Tern 
thousand  leaflets  will  flutter  io  the  ground  announcing  in  true 
showman  style  the  opening  of  the  flying  school,  and  imploring 
one  to  visit  the  Silver  country  and  the  Basqiie  country  at  a 
price  of  2.25  francs  per  kilometre  by  aerial  taxi,  or  1.25  francs 
the  kilometre  on  the  Goliath  aerobus. 

The  Sociele'  T.A.S.O.  have  conceive^  the  novel  idea  of  fixing 
strapontins  to  the  seats  in  the  Goliath,  thus  increasing  the 
accommodation  by  6  to  20  persons. 

The  Compagnie  Aerienne  Francaise  is  charging  5  francs  the 
kilometre  for  passenger  flights.  This  Company  has  bought  its- 
machines  at  the  liquidation  of  stocks  at  about  £120  apiece. 

The  B'r^guet  firm  have  sent  a  450-h.p.  Renault-engined  machine 
to  the  Amsterdam  exhibition,  fitted  with  five  machine-guns. 

The  Caudron  firm  have  also  sent  several  machines. 

La  Maison  Renault  have  just  constructed  a  big  twin-engined 
machine  capable  of  carrying  20  persons. 

Bleriots  are  now  constructing  a  new  four-engined  1,200-h.p. 
machine  with  a  29  metre  span  and  150  metre  supporting  surface. 
It  is  designed  to  carry  28  passengers  and  fly  6  hours'  non-stop. 

A  certain  M.  Schneeheli  is  busy  experimenting  with  a  new  type 
of  silencer  on  a  F.50  at  Villacoublay.  It  has  already  been 
passed  by  the  Army. 

From  July  27th  the  postal  aeroplane-  Nimes-Nice  which  used 
to  arrive  at  the  Calif ornian  aerodrome  about  midday  will  arrive 
•£ft  9  in  the  morning. 

After  flying  from  Paris  to  Rennes  and  back,  a  voyage  of  680 
kms.,  M.  Poulet  left  for  Brussels,  in  order  to  take  part  in  the 
Victory  Fetes  there.  The  370  kilometres  was  accomplished  in 
2  hrs.  47  min.  After  having  taken  photographs  of  the  procession 
of  the  Compagnie  AeYienne  Francaise,  he  returned  to  Paris.  He 
states  that  since  July  14th  the  Le  Rh6ne  engine  of  his  machine  has 
done  3,000  kilometres.  M.  Poulet  intends  to  attempt  a  flight  from 
Paris  to  Melbourne  (2,000  kms.),  and  hopes  to  start  next  month. 
— f.  t.  n. 

HOLLAND. 

The  E.L.T.A.  Exhibition  consists  of  the  following  17  sections  : 
(1)  An  historical  group;  (2)  aeroplanes;  (3)  seaplanes;  ,(4)  en- 
gines ;  (5)  motor-cars  and  cycles  ;  (6)  aeroplane  building,  with  sepa- 


August  6,  19 19 


The  Aeroplane 


549 


rate  parts  and  tools  ;  (7)  photographs,  maps,  and  literature ;  (8) 
telegraphy  and  telephones  ;  (9)  orientation  and  lighting  ;  (10)  im- 
plements;  (n)  meteorology;  (12)  experimental  aeroplanes;  (13) 
medical ;  (14)  clothing,  equipment,  and  heating  ;  (15)  scientific ; 
{16)  military;  and  (17)  naval.  The  exhibition  was  officially 
opened  by  M.  Koenig,  Minister  for  Public  Works,  after  a 
speech  of  welcome  by  General  Snvders,  the  ex  Commander-in- 
Chief  of  the;  Dutch  Forces,  and  Chairman  ot  the  Committee  of 
the  exhibition. 

On  Aug.  2nd  a  Dutch  naval  seaplane,  \\*iile  trying  to  alight 
on  the  river,  struck  the  roof  of  the  Hillens  m  ichine-vvorks,  Serjt. 
Kroege,  the  mechanic,  was  killed,  and  Lieut.  Bakker,  the  pilot, 
had  his  leg  broken. 

An  F.5  flying  boat  fitted  with  two  350-h.p.  Rolls-Royce  Eagle 
engines,  built  by  the  Gosport  Aircraft  Co.  fo-  the  Air  Ministry, 
was  successfully  put  through  her  trials  on  July  28th. 

On  July  3cth  the  machine  proceeded  to  the  Amsterdam  Exhi- 
bition, where  it  is  being  exhibited,  with  Lieut. -Colonel  Ralph 
Hope  Vere,  A.E.C.,  as  chief  pilot.  The  others  on  board  were 
Dr.  Bisschop,  the  Legal  Representative  of  the  Dutch  Govern- 
ment in  England.  Mr.  M.  H.  Volk,  the  General  Manager  of  the 
Gosport  Aircraft  Co.,  two  other  passengers,  and  a  mechanic. 

The  flying-boat  left  Southampton  at  2.50  p.m.  and  dropped  a 
message  at  Brighton  addressed  to  the  Mayor  of  that  town. 

Amsterdam  was  reached  in  under  five  hours.  It  is  a  journey  of 
about  340  nautical  miles.  Important  Government  mail  was  car- 
ried for  the  first  time. 

INDIA. 

A  detailed  scheme  for  an  inland  aerial  postal  service  in  India 
is  being  considered  by  the  Government  of  Indi  1,  and  shortly  a  • 
mail  service  will  be  started  between  Bombay  and  Karachi. 

A  service  will  probably  be  instituted  early  next  year.  It  will 
link  up  Delhi,  Simla,  Bombay,  Calcutta,  Karachi,  Poena, 
Lahore,  and  Madras. 

A  number  of  private  firms  have  offered  to  provide  services  be- 
tween inland  towns,  but  the  Government  has  definitely^  decided 
on  a  State  service.  « 

A  feature  of  the  new  service  will  be  the  speedy  delivery  of  the 
English  mail  on  its  arrival  in  Bombay. 

ITALY. 

On  Aug.  2nd  a  Caproni  biplane,  carrying  some  14  persons  in 
all,  crashed  near  Verona.  The  machine  was  flying  at  a  height 
of  5,000  ft.,  when  it  caught  fire  and  fell.  All  the  occupants  were 
killed,  including  Capt.  Luici  RidoTfi,  who  was  well  known  as 
a  war  aviator,  and  several  newspaper  correspondents.  The  aero- 
plane was  making  a  trial  flight  from  Milan  to  Venice,  and 
carried  five  Italian  journalists,  the  rest  of  her  compliment  being 
people  from  the  Caproni  works.  Among  ihe  journalists  were 
Signor  Oreste  Cipriani,  one  of  the  oldest  members  of  the  staff 
of  the  "Corriere  della  Sera,"  Professor  Tancredi  Zanghieri,  who 
only  recently  became  one  of  Hhe  leading  editors  of  the  "Secolo," 
Signor  Bruni,  of  the  "Sera,"  and  Signor  Bisi,  of  the  illustrated 
publication,  "II  Mondo,"  and  all  had  been  appoin'ed  to  make  the 
trip  and  to  describe  the  journey  to  Venice. 


NORWAY. 

The  following  is  from  the  Danish  correspondent  of  The  Aero- 
plane : — 

Last  year  saw  the  formation  of  the  first  three  Norwegian  air- 
craft enterprises — first,  the  Nordisk  Luftkraft  A/S,_  which  ar- 
ranged the  first  Scandinavian  aero  exhibition  in  Christiania,  1918, 
and  an  emergency  aerial  mail  by  Lieut.  Riiser-Larsen  on  a 
Thulm-built  Morane  monoplane,  when  the  railway  service  was 
interrupted  by  embankment  slip. 

Secondly,  the  Norwegian  Air  Shipping  Co.,  to  vvhioh  the  public 
has  been  asked  to  subscribe  in  small  shares,  and  of  which  Capt. 
Dehli,  of  the  Navy,  is  technical  director.  So  far  nothing  has  been 
done,  but  the  company  will  make  its  chief  aim  the  establishment 
of  national  aerial  lines,  owing  to  the  limits  placed  upon  railwav 
lines  on  account  of  the  mountainous  character  of  the  country  ; 
and,  further,  will  run  a  North  Sea  line  to  Great  Britain,  and, 
together  with  Swedish  and  Danish  firms,  a  line  to  Gothenburg 
and  Copenhagen. 

The  third  enterprise  is  the  Norwegian  Aeroplane.  Works,  Ltd., 
in  Orsnes  per  Tonsherg,  formed  on  June  4th,  191S,  with  a  stock 
capital  of  towards  ^30,000.  No  aircraft  have  been  turned 
out  yet,  but  scale  drawings  are  shown  of  a  number  of  contem- 
plated designs.  Repairs  of  automobiles,  motors,  atul  boats  are 
undertaken. 

SOUTH  AMERICA. 

Lieut.  Antonio  Locatelli,  the  Italian  pilot,  left  Buenos  Aires  on 
July  23rd  to  fly  over  the  Andes  on  a  machine  fitted  with  a  220  h.p. 
S.P.A.  engine.  Owing  to  unfavourable  weather  he  was  obliged 
to  land  at  Mendoza,  which  is  156  miles-from  Valparaiso  (Chili). 

He  left  Mendoza  at  7.20  a.m.  on  July  30'h,  and  crossing  the 
Andes  at  20,000  ft.  arrived  at  Valparaiso  at  9.25  a.m. 

He  arranged  to  leave  for  Santiago  in  the  afternoon  of  the 
same  day.  General  Diaz'  has  referred  to  this  pilot  as  Italy's 
Ace  of  Aces. 

SWITZERLAND. 

The  Swiss  aviator  M.  Handemann  was  killed  on  August  3rd 
while  flying  from  Switzerland  to  Munich. 

U.S.A. 

A  hurricane,  accompanied  by  vivid  lightning,  wrecked  most 
•of  the  hangars  and  buildings  on  the  Roosevelt  Field,  Long 
Island,  on  July  28th,  where  R.34  was  moored  on  her  arrival 
in  America. 

The  storm  destroyed  three  of  the  largest  aeroplanes  in  America, 
a  Caproni,  a  Handley  Page,  and  a  Martin  bomber  The  Handley 
Page  weighed  11  tons,  and  was  swept  away  and  crashed  at  some 
distance,  despite  the  efforts  of  30  men  to  hold  it  down.  The 
Martin  bomber  was  going  to  fly  across  the  United  States  from 
the  Atlantic  coast  to  the  Pacific,  starting  on  August  1st. 

It  is  believed  that  the  hangars  were  struck  by  lightning.  A 
large  rent  was  made  in  one  of  them,  and  as  they  were  all  of 
flimsy  structure  they  collapsed  very  quickly. 


J.  H.  MOORE, 

Late  Lt.  R.A.F., 

9,  MOUNT  RD.,  HENDON,  N.W.4 


Testing  of  any  Type  of  Aircraft  undertaken. 

5  years'  experience — 3|  years  as  Official 
Test  Pilot. 

Open  to  demonstrate  machines  abroad. 


UNLISTED  LENGTH  with  INCREASED  STRENGTH 


SPARS 
STRUTS 
LONGERONS 


COMBINED 
METAL  AND 
WOOD  STRUTS 


Patentees  St  Makers 


TUBES 

AYLINCS  r,v  erside   Putney  ,  5.W. 


Aylinc"s 

PuTNtY 


mN^nr  t  °n  *n  mattws 

WilJULl  connected  wit* 
Commercial  and  Pleasure  Flying, 
Aeronautic  Design  &  Manufacture. 

1  Q  Years'  Practical  experience 
in  all  Branches, 


ECGORd^gland 


Phone  Reg  nt 


434 


A  F  R.  Ae.S 


St.  George's  House, 
193,  Regent  Street, 

L0ND0N.W.1, 


55o 


The  Aeroplane 


August  6,  1919 


AIRCRAFTfiMANCE  j^j 


CURRENT  TOPICS. 

The  Whitehead  Affair  in  Abeyance. 
Having  regard  to  the  amount  of  capital  involved,  it  is  not 
surprising  that  the  affairs  of  the  Whitehead  Aircraft  (1917),  Ltd., 
still  excite  quite  a  lot  of  attention.  The  further  hearing  of  the 
petition  presented  by  the  New  Pegamoid  Co.  for  compulsory 
liquidation  resulted  in  a  decision  being  postponed  until  the  next 
sittings  of  the  Court.  Mr.  Gore-Browne,  K.C.,  who  appeared 
for  the  Whitehead  Co.,  and  also  Mr.  Whitehead,  said  that  there 
was  a  chance — an  extremely  good  chance — that  a  very  large  sum 
of  money  would  be  put  in  to  pull  the  business  together,  a  sum 
sufficient,  after  paying  off  all  the  creditors,  to  leave  a  large 
amount  for  the  development  of  the  business. 

Prospective  Purchasers. 
Nothing  was  mentioned  in  the  Court  that  would  give  a  clue 
to  the  identity  of  the  people  who  wish  to  secure  control  of  the 
undertaking.  In  the  City,  however,  certain  names  are  being 
whispered,  and  further  developments,  towards  the  completion  of 
affairs  in  the  Courts  are  awaited  with  interest.  Those  who  are 
pecuniarily  concerned  as  shareholders  should  r  ot  be  impatient. 

The  Labour  Troubles. 
The  Stock  Exchange,  and  indeed  the  whole  of  the  financial 
world,  is  worried  by  the  uncertainty  of  labour.  The  effect  is 
aggravated  by  deficient  working  of  the  digestive  organs  conse- 
quent upon  recent  excessive  borrowing.  The  result  is  a  fall  in 
prices  and  a  feeling  ot  discomfort. 

The  Handley  Page  Shares. 
Aircraft  and  kindred  shares  are  affected  like  everything  else. 
An  exception,  however,  is  provided  by  Handley  Page  new  partici- 
pating preference  shares,  which  are  'being  picked  up  at  about 
16s.  6d.  These  were  issued  at  21s.  in  April,  so  that  the  original 
subscribers  may  be  disappointed  at  the  behaviour  of  the  market. 
However,  it  is  argued  now  that  the  company  is  developing  its 
foreign  trade  and,  allowing  for  the  smaller  Government  business, 
is  doing  quite  well  at  home. 

Lower  Prices  Ruling. 
The  shares  of  the  Aircraft  Manufacturing  Co.  are  not  active. 
The  first  preference  are  quoted  16s.  6d.  and  the  "  B"  16s..  and 
are  not  a  very  firm  market.  Peter  Hooker  preference  are  stand- 
ing albout  16s.  gd.,  and  Armstrong,  Whitworths  at  35s.  and 
Vickers  at  35s.  6d.  are  being  picked  up  by  investors.  Both  seem 
to  be  attractive  as  a  long  shot  by  those  people  who  are  suffi- 
ciently confident  in  the  immediate  future.  There  has  been  a 
fall  in  English  Electrics,  which  have  an  important  and  permanent 
interest  in  aircraft. 

By  Air,  Limited. 

One  is  impressed  with  the  ingenuity  shown  in  connection  with 
some  of  the  new  ventures  associated  with  aerial  transport.  Un- 
fortunately little  is  usually  heard  about  them  beyond  the  original 
registration. 

With  a  capital  of  ,£2,000  in  £1  shares,  of  which  1,000  are 
preference  shares,  there  lhas  just  been  registered  a  venture 
entitled  By  Air,  Limited.  The  object  is  to  adopt  an  agreement 
with  W.  R.  Johnson,  T.  T.  Laker,  J.  W.  Batohelor,  and  E.  W. 
Saward,  trading  as  the  Aerial  Transport  Co.,  to  establish,  etc., 
services  of  aerial  conveyances  and  aircraft  of  al!  kinds.  It  is 
apparently  domiciled  in  Coventry. 

A  Swiss  Project  in  Detail 
More  than  the  ordinary  quantity  of  detail  accompanies  a  report 
concerning  an  aerial  project  for  linking  up  the  chief  cities  and 
resorts  in  Switzerland.  Hydroplanes  are  to  he  used  principally, 
but  aeroplanes  will  not  be  ignored.  It  is  proposed  to  start  with 
six  stations — Geneva,  Lausanne,  Lucerne,  Lugano,  Thun  or 
Interlaken,  and  Zurich — to  which  three  machines  with  the 
requisite  spare  parts,  will  be  allocated  initially. 

Capital  and  Estimated  Earnings. 
The  capital  is  estimated  at  1,500,000  francs  (£t>o,6oo),  the 
annual  expenses  at  1,000,000  francs  (£40,000),  and  the  receipts 
1,200,000  francs  (£48,000).  The  margin  of  profit,  therefore., 
would  be  200,000  francs  (approximat'ely  £S,oeo).  The  calcula- 
tion is  based  on  2§  hours'  flight  per  dav  per  machine,  for  not 
more  than  100  days  a  year,  the  life  of  the  machine  being  taken 
at  two  years  with  500  hours  of  flight. 

What  it  Represents. 
Presumably  the  calculation  of  profit  is  allowed  for  after  ade- 
quate provision  for  depreciation.      If   so,   the    specified  amount 


would  be  equal  to  13.3  per  cent,  on  the  capital,  and  the  per- 
centage of  net  profits  to  earnings  would  be  16.8.  On  paper 
it  sounds  all  right,  but  it  must  be  confessed  that  the  information 
is  inconclusive  and  incomplete.  Anyway,  it  is  not  without  interest, 
and  on  British  standards  the  capitalisation  seems  to  be  quite 
moderate. 

More  Propaganda  Needed. 
By  the  way,  why  is  it  that  one  hears  more  of  these  foreign 
projects,  some  of  which  are  embellished  with  more  imaginative 
genius  than  sound  sense,  than  British  ventures?  It  is  useful  to 
know  What  is  going  on  abroad.  Possioly  more  propaganda 
work  is  called  for  in  connection  with  domestic  schemes,  and  pro- 
paganda, more  elaborate  than  cheap  joy-rides  designed  to  adver- 
tise any  particular  newspaper. 

New  Capital. 

The  new  extensions  for  which  S.  Smith  and  Sons  (Motor  Ac- 
cessories) need  the  additional  capital  comprise  control  of  the  M-L. 
Magneto  Syndicate,  and  also  the  K.L.G.  sparking  plug.  Another 
item  of  interest  Is  that  C.  A.  Vandervell  and  Co.,  whose  shares 
were  recently  "introduced"  to  the  Stock  Exchange,  will  shortly 
issue  £300,000  per  cent,  debentures  at  £<)8,  in  order  to  cope 
with  the  growth  of  the  business. 

The  Fiat  and  the  Humber  Cos. 

Like  everyone  else  the  Fiat  Co.  is  increasing  its  capital  in  order 
to  develop  business.  The  amount  is  to  be  doubled  to  200  million 
lire.  The  Humber  Co.  now  presents  its  accounts  for  the  finan- 
cial year  to  August  7th,  1918,  the  delay  being  ascribed  to  diffi- 
culties in  valuation  of  stocks  and  inability  to  define  Excess  Profit 
Duty  liability.  The  gross  profit  is  £97,677  and  the  net  £70,875, 
the  latter  comparing  with  £45,029  for  the  preceding  11  months. 
For  the  period  under  review  dividends  on  the  ordinary  shares 
were  resumed  after  a  lapse  of  many  years  with  a  6  per  cent,  pay- 
ment. 

NEW  COMPANfES. 

Great  Northern  Aerial  Syndicate,  Ltd.  Private  company. 
Registered  June  12th.  Capital,  £10,000  in  5s.  shares.  To  enter 
into  an  agreement  with  W.  E.  Cooke  and  to  carry  on  the  business 
of  advisers,  organisers,  promoters,  managers,  accountants,  secre- 
taries, agents,  etc.,  especially  in  the  business  of  commercial  avia- 
tion, manufacturers  and  designers  of  aircraft,  proprietors  of  schools 
of  aviation,  etc.  The  first  directors  are  : — C.  Sutherland  2,  Gar- 
ston  Old  Road,  Liverpool,  advertising  agent;  C.  H.  Bullen,  Lynd- 
hurst,  Halkyn  Avenue,  Liverpool,  advertising  agent ;  R.  H.  Tay- 
lor, Hill  Place,  Fishergate,  Preston,  gentleman  ;  W.  J.  Todd,  17, 
Lawson  Road,  Seaforth,  aero  engineer;  W.  E.  Cooke,  1,  Vauxhall 
Road,  Liverpool,  leather  merchant ;  E.  G.  Noakes,  30,  Comeley 
Bank  Road,  Wallasey,  advertising  agent ;  L.  E.  Stephens,  50,  Lit- 
tledale  Road,  Wallasey,  gentleman.  Registered  office  :  25,  Lord 
Street,  Liverpool. 

Handley  Page  Transport  Co.,  Ltd.  Private  company.  Re- 
gistered June  14th.  Capital,  £200,000  in  £1  shares,  of  which 
100,000  are  preference,  entitled  to  a  cumulative  preferential  divi- 
dend of  7  per  cent,  and  two-fifths  of  the  surplus  profits  available 
for  dividends.  Objects  :  To  establish,  maintain,  manage  and  work 
lines  and  services  of  aerial  conveyances  and  aircraft  of  all  kinds 
and  to  carry  on  the  business  of  carriers  of  mails,  passengers,  ani- 
mals and  goods  by  air,  or  otherwise,  to  enter  into  contracts  with 
any  person,  firm  or  company,  as  to  joint  working,  interchange  of 
traffic,  running  powers  or  otherwise,  to  carry  on  the  business  of  a 
transport  company  generally,  and  to  acquire  and  provide  aero- 
dromes, air  stations,  flying  grounds,  flying  schools,  wireless  tele- 
graph stations,  hangars,  garages,  sheds  and  other  accommodation 
or  erections  in  relation  to  aerial  and  other  conveyances,  to  arrange 
competitions  and  trial  tests  for  aviators,  and  to  repair,  hire,  let 
on  hire,  ply  for  hire,  and  deal  in  all  kinds  of  aircraft,  etc.  The 
subscribers  (each  with  one  share)  are  :F.  Handley  Page,  40,  Clare- 
inont  Road,  Cricklewood,  N.W.2,  aeroplane  manufacturer;  T. 
Page,  40,  Claremont  Road,  Cricklewood,  N.W.2,  aeroplane 
manufacturer.  First  directors  :  F.  Handley  Page  and  T.  Page. 
Solicitors:  Kimber,  Bull  and  Co.,  6,  Old  Jewry,  E.C. 

Aircraft  Improvements  Co.,  Ltd.  Private  company.  Regis- 
tered June  27th.  Capital,  £1,000  in  £1  shares  (50  founders). 
Agreement  with  Eric  Neal  and  to  carry  on  the  business  as  aero- 
nautical, marine  and  general  engineers,  manufacturers  of  and 
dealers  in  aircraft,  aeroplanes,  seaplanes,  flying-boats,  airships, 
observation  balloons  and  appliances  for  aerial  navigation,  etc. 
The  subscribers  (each  with  one  share)  are  : — E.  Nea!,  15,  Elliott 
Road,  Chiswick,  W.4,  aeronautical  engineer.  J.  S.  Cotman,  10, 
Coleman  Street,  E.C,  C.A.  Directors  :  E.  Neal,  J.  S.  Cotman, 
F.  M.  T.  Lange  and  D.  Gordan.  Registered  office  :  10,  Coleman 
Street,  E.C. 


August  6,  1919 


The  Aeroplane 


551 


AIRCRAFT  IN  PARLIAMENT 

HOUSE  OF  LORDS. 
As  the  result  of  an  intense  debate  on  July  30th,  it  was  resolved  in  the 
Lords  by  69  to  42  (hat  a  Select  Committee  should  be  appointed  to 
examine  the  circumstances  of  the  dismissal  of  Miss  Violet  Douglas- 
Pennant  from  the  Women's  Royal  Air  Force.  The  committee  is  to  have 
the  power  to  call  witnesses,  to  take  evidence  upon  oath,  and  to  ask  for 
the  production  of  documents.  This  action  has  been  taken  by  the  Lords 
in  defiance  of  the  Government. 

*  *  * 

HOUSE  OF  COMMONS 
The  following  written  answer  was  given  on  Julv  20th  :- 

FLOOKBO ROUGH  AERODROME 

Dr.  MACNAMARA,  the  Secretary  of  State  to  the  Admiralty,  replying 
to  Mr.  Tyson  Wilson,  said  .  The  construction  of  a  large  aerodrome  was 
started  at  Flookborough  during  the  war,  igilway  sidings  were  laid  down 
and  workmen's  huts  built,  but  it  was  discontinued  owing  to  the  short- 
age of  steel. 

'The  construction  of  this  aerodrome  cannot  be  continued  now  as  it  is 
not  required.  The  building  of  the  housing  accommodation  was  pro- 
ceeded with,  and  is  now  nearly  finished. 

Messrs.  Vickers  have  been  offered  the  option  of  taking  over  such  work 
for  the  construction  of  the  aerodrome  as  had  been  accomplished  before 
the  suspension. 

*  *  * 
The  following  written  answers  were  given  on  July  29th  :  — 
ROYAL  AIR    FORCE.— SUTTON    AERODROME  (DIS 

CHARGES). 

Mr.  GEORGE  THORNS  asked  the  Under  Secretary  of  State  to  the 
Air  Ministry  whether  single  women  are  being  discharged  from  the 
Sutton  Aerodrome,  near  Hornchuich,  while  married  women  whose  hus- 
bands are  in  good  positions  are  retained. 

Major-Gen.  SEELY  :  The  inquiries  in  tnis  case  aie  not  yet  complete. 
I  will  communicate  the  lesult  to  the  hon.  Member  at  an  early  date. 

GERMAN  AIRSHIPS. 

Lieut.-Col.  MOORE-BRABAZON  asked  the  Under  Secretary  of  State 
to  the  Air  Ministry  how  many  German  rigid  airships  will  be  allotted 
to  this  country  under  the  terms  of  Peace;  and  whetner  the  Air  Ministry 
or  the  Admiralty  will  take  the  same  over. 

Major-Gen.  SEELY  :  Under  the  Peace  terms  all  German  airships  are 
to  be  handed  over  to  the  Allies,  but  the  exact  number  to  be  allotted  to 
this  country  has  not  yet  been  decided.  'The  iurshrns  will  be  taken  over 
in  Germany  by  the  Royal  Air  Force  Section  of  the  Inter-Allied  Aero- 
nautical Commission  of  Control,  and  their  allotment  as  between  the 
Admiralty  and  the  Air  Ministry  will  be  determined  by  the  decision 
made  on  the  general  question  of  responsibility  for  airships. 

•        •  • 

The  following  oral  answers  were  given  on  July  31st  . — 

AIRSHIPS. 

Captain  WEDGWOOD  BENN  asked  whether  the  Civil  Aviation  De- 
partment has  under  its  control  any  airships;  and,  if  not,  what  steps 
they  take  to  carry  out  experiments,  in  view  of  the  commercial  develop- 
ment of  this  type  of  aircraft. 

Major-Gen.  SEELY  :  The  Air  Ministry  has  not  at  present  any_  air- 
ships under  its  control.  Valuable  experience  was  gained  by  the  Minis- 
try from  the  flights  of  the  R33  and  R34,  but  chese  vessels  have  now 
been  returned  to  the  Admiralty 

AIR  SERVICES  (UNIFIED  CONTROL). 

Lieut.-Col.  MALONE  and  Mr.  RAPER  asked  the  Piime  Minister,  and 
Mr.  JOYNSON-HICKS  asked  the  First  Lord  of  the  Admiralty,  whether 
and  when  the  construction  of  airships  was  going  to  be  handed  over 
from  the  Admiralty  to  the  Air  Ministry. 

Capt.  W.  BENN  asked  the  Prime  Minister  whether  the  control  of  the 
airships  could  be  transferred. 

Capt.  W.  BENN  and  Lieut.-Col.  MALONE  asked  the  Prime  Minister 
whether  the  Air  Service  will  have  unified  control 

Mr.  BONAR  LAW  :  It  has  been  decided  that  the  lighter-than-air  ships 
shall  be  transferred  to  the  Air  Ministry,  and  arrangements  to  carry  this 
into  effect  are  now  being  made 

Mr.  RAPER  :  Will  they  be  transferred  immediately  or  only  on  com- 
pletion ? 

Mr.  BONAR  LAW:  The  principle  has  been  decided  upon ;  the  details 
are  being  arranged  between  (he  two  Departments. 

Lieut. -Comdr.  KEN  WORTHY  :  Will  they  be  available  for  experiments 
in  commercial  work,  or  are  they  only  for  naval  and  military  purposes? 

Mr.  BONAR  LAW  :  I  could  not  be  expected  to  answer  that  question. 
That  will  be  for  examination.  One  of  the  questions  says  :  "Value  for 
commercial  purposes,"  but  I  was  not  aware  of  that. 

Lieut.-Col.  MALONE  :  Will  they  be  transferred  for  operational  pur- 
poses ? 

Major-Gen.  SEELY  :  I  could  not  answer  that  off-hand.  When  these 
ships  are  employed  for  military  purposes  they  will  be  under  the  com- 
mand of  appropriate  military  authorities,  whether  of  the  Navy  or  Army. 

Mr.  JOYNSON-HICKS  :  When  arrangeme nts  are  made  will  a  state- 
ment be  published  here  ? 
Mr.  BONAR  LAW  :  We  shall  certainly  make  any  announcement  that 
,  we  can.    Whether  it  will  be  necessary  to  make  it  when  the  House  is 
not  sitting  we  will  consider. 

AIR  DIVISION  (NAVAL  ST*.FF). 

Mr.  JOYNSON-HICKS  asked  the  First  Lord  of  the  Admiralty  whether 
an  Air  Department  is  in  existence  at  the  Admhalty;  and,  if  so,  for 
'  what  purpose. 

The  FIRST  LORD  of  the  ADMIRALTY  (Mr  Long)  :  There  is  no  Air 
Department  at  the  Admiralty.  There  is  an  Air  Division  of  the  Naval 
Staff,  which  advises  us  in  these  matters. 

Mr.  LONG  :  All  aircraft  which  work  in  conjunction  with  the  Navy 
are  under  the  control  of  the  Admiralty  for  operations. 

Lieut.-Col.  MALONE  asked  the  First  Lord  of  the  Admiralty  whether 
the  airships  allotted  for  work  with  spec  fie  fleets  are  under  the  direct 
control  of  the  Admiralty  Air  Department. 

Mr.  LONG. :  No,  Sir.  Any  airships  >  Hotted  for  w;ork  with  the  Fleet 
are  under  the  direct  control  of  the  commander-in-chief. 

*  *  * 

The  following  written  answers  were  given  on  July  list  :  — 

AIR  STATION.  FELIXSTOWE  (DISMISSALS). 

Lieut.-Col.  R.  PEEL,.asked  the  Under  Seeietary  of  State  to  the  Air 
Ministry  whether  he  Is  aware  that  176  civilian  employees  at  the  air 
station,  Felixstowe,  received  a  week's  notice  to  leave  on  Saturday  last 
without  having  had  any  previous  intimation  that  their  services  were 
likely  to  be  dispensed  with;  and  whether,  in  view  of  the  obvous  hard- 
ship which,  must  occur  fiom  displacement  at  such  short  notice,  he  will 


take  steps  to  make  some  concession  as  to  time  so  as  to  giye,the  em- 
ployees some  Suable  chance  of  finding  fresh  employment. 

„„■„.  rpT1  sfri  v  •  The  facts  are  as  stated  m  the  question,  1  aeepiy 
regret0^ hardship That  iscaused  by  the  dismissal ^ employees 
in  this  and  similar  cases,  but  the  rapid  reduction  of  ^  ^^f^ 
to  a  peace  basis  renders  such  action^miavoiaable .■^fF.re^l^^£ 
made  to  give  sufficient  notice  to  enable  men  to  nnd  other  ^P10/™^1' 
but  such  notice  must  in  any  case  be  short  owing  to  the  great  reducaon 
in  working  requiring  to  be  done 

GOVERNMENT  POLICY 

Mr  rapPR  asked  the  Prime  Minister  whether  the  Government  ad- 
tdMr.dBONAR  LAW  :  The  answer  is  in  the  affirmative. 

MEERING    v.    THE  GRAHAME-WHITE    AVIATION  CO., 

LTD. 

On  July  29th"  Lords  Justices  Warrington,  Duke  and  Atkin  in 
the  Court  of  Appeal,  after  an  eight  days'  hearing  dismissea  on 
all  issues  but  one,  an  appeal  by  the  Grahame- White  Aviat,on 
Co.,  against  a  verdict  and  judgment. 

Mr  Meering  was  employed  by  the  company  last  year  and  pri- 
vately constructed  an  aeroplane  of  his  own  invention.  The  com- 
pany charged  him  with  stealing  and  receiving  aeroplane  parts 
a  d  fittings.  In  the  ensuing  action  Mr.  F.  C.  Meering  received 
£1,7™  damtges  and  costs  for  false  imprisonment  and  mahcious 

^The^n'  of  the  appeal  which  was  allowed  was  that  upon  th5 
issue  o   false  imprisonment,  and  the  damages  for  that  issue  were  . 
Xed  from  £250  to  is.    Mr.  Meeting's  damages  are,  there- 
fore, reduced  from  £'1,700  to  £1,450  and  is. 

A  LIGHT  SENTENCE. 
At  the  Mansion  House  on  July  31st,  Douglas  Newth  ^ff £ 
a  Lieutenant  in  the  Royal  Air  Force,  was  charged  with  ^taimng 
goods  from  City  firms  by  means  of  worthless  cheques  It  was 
stated  that  the  defendant  had  been  doing  secretarial  work  lor  a 
woman  living  in  Tavistock  Square,  and  -as  alleged  to  have 
stolen  some  blank  cheques  from  her  cheque-book.  These  he  used 
in' obtaining  articles  Vom  Benetfink,  Ltd.,  of  Cheapside,  and 
other  firms  He  represented  himself  in  some  cases  as  Si.  Robert 
Curzon"  and -in  others  as  "Captain  Wilson,  Governor  of  Worm- 
wood Scrubs  Prison."  .  , 

The  defendant  told  the  magistrate  that  he  had  served  in  the 
Army  before  and  during  the  war  and  was  twice  severely  wounded. 
Fie  afterwards  obtained  a  commission  in  the  Royal  Air  Force  and 
was  twice  smashed  up.  He  was  ill  and  serving  when  these 
matters  occurred.  ,  . 

Sir  John  Baddeley  passed  sentence  of  four  months  imprison- 
ment in  the  second  division  on  each  of  two  charges,  to  run  con- 
secutively—eight months  in  all. 

MANSLAUGHTER. 
On  July  2Qth  the  Poole  Coroner  held  the  adjourned  inquest  on 
the  bodies  of  Mr.  and  Mrs.  S.  E.  Jones,  of  Parkstone,  who  died 
under  mysterious  circumstances  at  Poole.  They  were  picked  up 
one  dead  and  the  other  badly  injured  by  two  R.A.F.  mer  and 
four  civilians  in  a  Government  motor  tender,  on  the  night  of  the 
Peace  festivities.  u"  u 

The  driver  of  the  car  George  Richard  Wocdfrquse,  and  Hugh 
O'Neill  his  mate,  both  privates  in  the  R.A.F.,  who  are  in  custody 
on  the  charge  of  manslaughter,  gave  evidence. 

Woodhouse  said  he  should  have  taken  the  car  back  to  the 
RAF  depot  at  Sandbanks,  but  thought  they  would  have  a  run 
round  and  see  what  was  doing  as  it  was  Peace  Day.  When  they 
picked  up  the  bodies  of  Mr.  and  Mrs.  Jones  it  was  light  but  rain- 
ing. One  was  on  each  side  of  the  road  with  more  than  room 
for  the  car  between.  = 

A  civilian  deposed  to  visiting  various  public-bouses  with  '.he 
two  R.A.F.  men,  but  stated  that  all  were  sober.  They  did  not 
see  anyone  in  the  road  in  front  of  the  car. 

A  verdict  of  manslaughter  against  Woodhouse  and  O  Neill  was 

returned.  , 
NON-RIGID  AIRSHIPS  FOR  SALE. 

The  Admiralty  have  for  sale  a  number  of  non-rigid  airships  of 
following  types:  Coastal,  Coastal  Star  and  S.S.Z.    The  air- 


the 


me  louuwiji^   uyyc3  .   ^wa.^t..,  .  ~  

ships  will  be  sold  complete  with  cars,  engiies,  radiators,  pro 
pellers,  engine  fittings,  instruments,  etc.,  but  without  wireless 
gear.  f  ... 

Forms  of  tender,  giving  particulars  of  the  airships  and  facili- 
ties for  inspection  may  be  obtained  from  the  Director  of  Con- 
tracts, Branch  10a,  Room  81;  West  Block,  Admiralty,  S.W.i. 
The  tenders  for  the  airships  will  be  received  at  the  Admiralty  up 
to  12  noon  on  August  12th. 

Portable  sheds,  170  ft.  by  50  ft.  by  56  ft.  (to  the  crown  of  arch), 
suitable  for  S.S.Z.  type  airships  are  available  for  sale.  Particu- 
lars of  ihese  sheds  may  be  obtained  from  the  Civil  Engineer-in- 
Chief,  Admiralty. 

Silicol  plants,  which  form  part  of  the  equipment  of  stations, 
are  also  available,  and  particulars  may  be  obtained  from  the 
Director  of  Airship  Production,  10,  Smith  Square,  S.W.I. 


552 


f  he  Aeroplane 


August  6,  igig, 


NMMMILlTARYMRONAVTics 


GREAT  BRITAIN. 
FROM  THE  COURT  CIRCULAR. 

Buckingham  Palace,  July  .:4th. 

The  King,  who  was  accompanied  by  the  Prince  Albert,  held  an  In- 
vestiture for  the  Koyal  Air  Force  in  the  Quadrangle  of  the  Palace  at 
ii  o'clock  this  morning 

His  Majesty  conferred  decorations  as  follows  :  — 

The  Distinguished  Plying  Cross  (contd.) 

Lieut  Leo  Baker,  Pieut.  Owen  Baldwin,  Lieut.  Bernard  Belcher  Pieut 
John  Bell,  Pieut.  Cecil  Bridgland,  Pieut.  Harold  Briggs,  Pieut  Frederick 
Britnell  Capt.  Frank  Broome,  pieut.  Colm  Brown,  Pieut.  Pee  Roy  Brown. 
Pieut.  Eldon  Burn  ' 

Pieut.  Austin  Chadwick,  Pieut  Sidney  Chamberlain,  Pieut  T0el  Chris- 
pm,  Pieut.  Percy  Clayson,  Pieut.  Herbert  Cockinau,  Capt.  Douglas  Col- 
yer,  Pieut.  Alfred  Corker,  Pieut.  Charles  Coulson,  pieut.  James  Croden 
Pieut.  Alan  Crosthwaite 

T  •Li<;ut^  Douelas  Davies,  Pieut.  Norman  Dougall,  Pieut.  John  Drake, 
Pieut.  Goran  Duncan 

t  Weut.  William  Eastaugh,  pieut.  Cyril  Ei'.en,  Capt.  Harold  Ellison, 
pieut.  Charles  Frank. 

Pieut.  William  Gray,  pieut    Victor  Groom,  pieut.  Thomas  Gordon. 
*\      T^eshe  Hamilton,  Pieut.  Herbert  Hampton,  Pieut.  Ernest  Hard- 
castle,  Pieut.   Norman   Harben,  Pieut     Geoffrey   Hett,   Pieut  George 
Hicks,   Pieut.  Sydney  Highwood,  pieut.,  George  Hobson,  pieut.  John 
Holland,  Pieut.  John  Hoogteip,  pieut.  Gordon  Hyams 

Pieut.  Arthur  Jarvis,  Pieut    Lawrence  Jessop,  pieut.  William  Jones. 

Pieut.  Frank  Poly,  Pieut.  Harry  Pongbottcm. 
ii™(UME«,C  MacDouald   pieut.  John  MacI.ennan,  Capt.  Charles  Maud, 
Pieut    Matthew  MeCon vide, .  Lieut   John  McDonald,  Pieut.  Robert  Mc- 
Paughhn,  Pieut   William  Miller. 

Pieut.  Wilfred  Nuttall. 

Pieut.  James  O'Connell,  pieut.  Hatrv  Oldham. 

Lieut.  Wilhatu  Palk,  pieut.  Cyril  Parry,  Pieut.  Pawicnce  Peudred 

K^S.  t  ■  f£x^nder  £ankln>  Weut-  Norman  Roberts,  pieut.  Thomas 
Kose,  Pieut.  Horace  Russell. 

Lieut.  Harold  Searson,  Lieut.  Richard  Shaw 

Lieut.  Charles  Sims,  pieut.  Artliur  Stevenson 

Pieut.  Pouis  Packenham- Walsh. 

tJ^'J"'^-  501?011  B.allantyne,  Sec.  pieut.  Alfred  Barter,  See.  pieut. 
John  Blandford,  Sec.  Lieut.  Percy  Boulton. 

Sec.  Pieut.  Reginald  Creamer. 

Sec.  pieut.  Edward  Dew. 

Sec.  Pieut.  Gower  Elias. 

Sec.  Lieut  James  Gascoyne,  Sec  pieut    Robert  Gordon. 
George  Hart       3rleS  HaiSh-  Sec-  Weut.  Thomas  Harries,  Sec.  Lieut. 
Lieut.  Robert  Jamison. 

Lieut  James  McDonald,  Sec.  Lieut.  Conrad  Moth. 
>ec.  Lieut.  William  Owens. 

PlfrUey^PuUan^11"3111  PatCy'  SeC'   Ueut    Harley  phil,;Ps.  S^c.  Pieut 
Pieut  Hervey  Rhodes,  Sec  pieut.  Albert  Robinson 
•r^;  a    Ut>.  Godfrey  Sellers,  and  See  Pieut.  Edward  Simpson 

tv  A.    ,°rR-E  CROSS.— Major-Gen  Sir  William  Brancker   Co  Arthur 

Bigsworth    Mawr  Philip  Babington,  pieut.-Col.  Henry  Busteed,  Lieut  - 

Col.  John  Hetcher,  Pieut. -Col.  Francis  McClean. 
Major  William  Aclaud. 

^ai°L  Reginald  Carr,  Major  Robert  Chalmers,  Major  the  Hon  Roger 
Coke,  Major  John  Coleman,  Major  Geoffrey  Cox 
Major  Horace  Dean. 
Capt.  Thomas  Elmhurst. 
Major  Charles  Freeman. 
Major  Frank  Garralt. 

Major  Arthur  Harris,  Major  Roderick  Hill 
Capt.  Montague  Jennings. 
Capt.  Harold  Kerby. 
Capt.  Ivo  Little. 

Capt.  Forster  Maynard,  Major  Geoffrey  Mitchell 
Capt.  John  Orton. 
Major  Humphrey  Raikes. 
Capt.  Douglas  Stewart. 

Capt.  Robert  Aitken,  Lieut.  William  Algie 

LfeutGpabuTBul™  CaPt  Seymoar  BetlS0n-  Capt.  Godfrey  Bremridge, 

vlffivJQ? %  Carpenter-,  Lieut    Henry  Clarke,  Capt.  Brian  Clayton, 
Capt.  Ralph  Cochrane,  Major  Arthur  Cooper,  Capt.  Roger  Corfield 

Dick?*',  LUut!ekeial&^eUt-  De'm°nd  De  Burgh'  CaPt  Archibald 

5w  t°|eph  JWk,  Ca^-  Albert  Fanstone,  Capt.  Matthew  Frew. 

Capt.  Edward  Galley,  Capt.  Charles  Geach,  Capt.  Percy  Gcthin  Majo- 
Albert  Godfrey,  Major  Samuel  Greer  wjjimi,  ivi^jo. 

Capt.  Stafford  Harris,  Capt. 'Henry  Hoisfield 

Capt.  Ignatius  Kelly,  Capt.  Walter  Kemp,  Capt.  James  Kerr 

Capt.  John  Peach,  Capt.  Prilip  Le  Gallas 
,-»CrftPtij ?CrCyi  ^aitlan<J-  Capt  Duncan  McGregor,  Capt.  George  Meager, 
Capt.  Edward  Morgan,  Capt.  Francis  Musson 

Capt  Malcolm  Nares,  Capt.  William  Nicholson,  Capt.  Jack  Noakes 

Capt.  Henry  Owen. 

Lieut.  Albert  Peace. 

Capt.  Cecil  Rea,  Capt.  Alan  Rilev,  Capt.  Frank  Rose 
Capt    Robert  Saundby,  Capt.  Charles  Stpcks,  Capt.  Ronald  Sugden 
Lieut.  Cyril  Adamson,  Lieut.  Alfred  Alexander 
Lieut,  the  Hon.  Alan  Boyle,  Lieut.  Robert  Burrows 
Lieut.  Morris  Carver,  Lieut   Charles  Channing,  Lieut.  Leslie  Chivers, 
pieut.  Stanley  Cowell. 
Lieut.  Stanley  Dresehfeld. 

Pieut.  Reignald  Edwards,  Lieut.  Hugh  Francis. 
Pieut.  Harold  Game,  Lieut  Ernest  Garner 

Capt.  Edward  Haigh,  pieut   Henry  Hanier,  Pieut.  Robert  Hartley 
Capt.  Archibald  Lutyens. 

Pieut.  Gilbert  Martingcll,  Pieut.  Merwn  Mossop 
Pieut.  William  Oulton,  Capt  John  Oliver 


Pieut.  Francis  Pelly,  Pieut.  George  Powell. 
Pieut.  William  Rope,  Pieut.  Wilfred  Rutledge 
Lieut.  Leonard  Brown. 
Sec.  pieut.  Edward  Hail. 
Pieut.  Arthur  Power,  and 
Sec.  Pieut.  Bertram  Scovell 

Buckingham  Palace,  July  31st. 
The  King  held  an  Investiture  in  the  Quadrangle  of  the  Palace  at  ir 
o'clock  this  morning. 

The  following  were  severally  introduced  into  the  presence  of  His- 
Majesty,  when  The  King  invested  them  with  the  Insignia  of  the  respec- 
tive Divisions  of  the  Orders  into  which  they  have  been  admitted  :  — 

The  Distinguished  Service  Order— Pieut. -Col  Richard  Williams, 
Aust.  F.C.  (also  received  the  Insignia  of  an  Officer  of  the  Most  Excel- 
lent Order  of  the  British  Empire,  Military  Division). 

The  Most  Excellent  Order  of  the  British  Emfirf..— Officer.— Mili- 
tary Division— Mary,  Mrs.  Edwards,  W.R.A.F.,  Winifred,  Mrs.  Powell, 
W.R.A.F.,  Pieut.-Col.  Charles  Edmonds,  R.A.F.,  Pieut.-Col.  John  Haw- 
kins, R.A.F.,  Major  Arthur  Struben,  K.A.F.,  Major  John  Thornely, 
R.A.F.,  and  Capt.  William  Budgen,  R.A.F. 

Members.— Military  Division.— Capt.  David  Man  well,  Aust.  F.C,  Pieut. 
Tercival  McBaiu,  Aust.    F.C,  Capt.  Arthur  Allen,  late  R.A.F.,  Capt. 
Henry  Smith,  R  A.F.,  and  Lieut.  John  Clift,  R.A.F. 
His  Majesty  then  conferred  decorations  as  follows. — 
The  Distinguished  Service  cross  — Capt.  Guy  Smith,  R  A.F 
The  Military  Cross.- -Ueut.  William  Warden,  R.A.F. 
Mrs.  Horn  had  the  honour  of  being  received  by  the  King,  v.  hen  His- 
Majcsty  handed  to  her  as  "Next-of-Kin"  the  Albert  Medal  awarded  to 
her  husband,  the  late  Driver  Alfred  Horn,  Royal  Army  Service  Corps, 
under  the  following  circumstances  : — ■ 

On  Jilne  30th,  T918,  a  Corporal  of  the  Royal  Air  Force,  who  had  been 
lowered  by  a  rope  into  a  crater  caused  by  a  bomb  which  had  been 
dropped  by  a  hostile  aeroplane,  was  overcome  by  carbon  monoxide  gas, 
which  had  accumulated  in  large  quantities  in  the  crater.  Endeavours 
were  made  to  haul  him  out,  but  his  head  became  caught,  and  Private 
Johnson  volunteered  to  descend  and  readjust  the  rope,  which  he  did 
successfully,  and  the  Corporal  was  rescued,  but  Johnson  was  himself 
overcome.  Driver  Horn  at  once  put  on  his  respirator  and  lowered  him- 
self to  the  rescue,  but  was  likewise  overcome.  Sergeant  Brooks  then 
volunteered  to  attempt  to  rescue  both  men,  but  was  also  overcome  by 
the  gas;  fortunately,  he  was  hauled  out.  At  this  stage  Brigadier- 
General  Burt  refused  to  permit  anyone  else  to  descend,  but  did  so  him- 
self, and  succeeded  in  dragging  one  of  the  unconscious  men  some  way 
towards  the  rope;  he,  however,  became  unconscious,  and  had  to  be 
pulled  out.  There  can  be  no  doubt  that  all  knew  the  risk  thej'  were 
running,  and  willingly  incurred  it  in  the  hope  of  saving  life. 

Buckingham  Palace,  August  2nd. 
The  King  held  an  Investiture  in  the  Quadrangle  of  the  Palace  at  11 
o'clock  this  morning. 

The  following  were  severally  introduced  into  the  presence  of  The 
King,  when  His  Majesty  invested  them  with  the  Insignia  of  the  respec- 
tive Divisions  cf  the  Orders  into  which  they  have  been  admitted:  — 

The  Most  Honourable  Order  of  the  Bath.- -Companion. — Military 
Division. — Brigadier-General  Francis  Festing,  R.A.F. 

The  Most  Distinguished  Order  of  Saint  Michael  and  Saint  George. 
— Companions — Colonel  Frederick  Halahan,  R.A.F.;  Colonel  Charles 
Samson,  R.A.F.  (also  received  the  Air  Force  Cross);  Lieut.-Colonel 
Ulick  Bourke,  R.A.F.;  Lieut.-Colonel  Robert  Bradley,  R.A.F. ;  Lieut.- 
Colonel  Albert  Fletcher,  R.A.F. ;  Lieut.-Colonel  Cecil  Fraser,  R.A.F.  (also 
received  the  Insignia  of  an  Officer  of  the  Most  Excellent  Oorder  of  the 
British  Empire,  Military  Division) ;  Lieut.-Colonel  Thomas  Higgins, 
R.A.F. 

The  Most  Excellent  Order  of  the  British  Empire. — Officer. — Mili- 
tary Division. — Major  Geoffrey  Read,  late  R.A.F. 

The  King  then  conferred  decorations  as  follows:  — 

The  Military  Cross  and  Bar  and  the  Distinguished  Flying  Cross. 
—Capt.  David  Stewart,  R.A.F. 

The  Military  Cross  and  Bar  and  the  Air  Force  Cross. — Major 
Walter  Scott,  R.A.F. 

The  Military  Cross  and  the  Distinguished  Flying  Cross. — Lieut.- 
Colonel  Harold  Blackburn,  R.A.F.,  and  Capt  Norman  MacMillan, 
R.A.F. 

The  ,  Military   Cross   and   the   Air   Force   Cross. — Major  Oliver 
Stewart,  R.A.F. 

The  Military  Cross. — Capt.  Harold  Hamersley,  R.A.F. ,  Capt  Gilbert 
McPherson,  R.A.F.;  Capt.  Kenneth  Montgomery,  R.A.F.;  Lieut.  Croker 
Barrington,.  R.A.F. ;  Lieut.  Eric  Birkbeck  (North  Staffordshire  R., 
attd.  R.A.F.). 

The  Distinguished  Flying  Cross. — Major  Geoige  Sausom,  R.A.F.; 
Capt.  Claver  Bessett,  R.A.F  ;  Capt.  Clarence  Williamson-Jones,  Capt. 
Geoffrey  Siedle,  R.A.F. ;  Captain  Charles  Snow,  R.A.F. ;  Captain 
Walter  Southey,  R.A.F'.;  Captain  Richard  Stephenson,  R.A.F.; 
Capt.  John  Storey,  R.A.E,;  Capt.  Theodore  Studd,  R.AF.;  Capt. 
John  Todd,  R.A.F.;  Capt.  Godfrey  Thomas,  R.A.F. ;  Capt.  Stan- 
ley Turner,  R.A.F.;  Capt.  Charles  Veitch,  R.A.F.;  Capt.  Jan.es  Walker, 
R.A.F.;  Capt.  John  Walmsley,  R.A.F. ;  Capt  Leslie  Warren,  R.A.F.; 
Capt.  Joseph  White,  R.A.F;  Capt.  Arthur  Wilbams,  R.AF.;  Cant. 
Robert  Williams,  R.A.F.;  Capt.  Archibald  Yuille,  R.A.F.;  Lieut.  Harold 
St.  John,  R.A.F. ;  Lieut.  John  Shearer,  R  A.F. ;  Lieut.  Denys  Stuart- 
Shepherd,  R.A.F.;  Lieutenant  William  Sidebottom,  R.A.F'.;  Lieu- 
tenant Harold  Skinner,  R.A.F. ;  Lieutenant  Harold  Smith, 
R.A.F.;  Lieut.  William  Staton,  R.A.F.;  Lieut.  Stephen  Stafford,  R.A.F.; 
Lieut.  John  Stronach,  R.A.F.;  Lieut.  Hedworth  Tait,  R.A.F. ;  Lieut. 
Biyant  Taylor,  R.A.F.;  Lieut.  George  Thomson,  R.A.F.;  Lieut.  Joseph 
Todd,  R.A.F.;  Lieut.  Edward  Untnack,  R  A.F. ;  Lieut.  Chnstoffel  Venter, 
R.A.F.;  Lieut.  William  Walker,  R.A.F.;  Lieut.  Wilfred  Ward,  R.A.F.; 
Lieut.  Edward  Weakly,  R  A.F. ;  Lieut.  David  Weston,  R.A.F. ; 
Lieut.  Clifford  White,  R  A.F. ;  Lieut  Basil  Wilcox.  R.A.F.;  Lieut. 
Frederick  Williams,  R.A.F. ;  Lieut.  Eric  Willis,  R.A.F.;  Lieut.  Basil 
Worthington,  R.A.F.;  Sec.  Lieut  Alfred  Tutte,  R.A.F. ;  and  Sec.  Lieut. 
John  Young,  R.A.F 

The  Air  Force  Cross.— Lieut.-Colonel  Harold  Watkins,  R.AF;  Lieut.- 
Colonel  Hugh  Williamson,  R.A.F. ;  Major  Frederick  Sandford,  R.A.F.; 
Major  Frederick  Sowrey,  R.A.F.;  Major  John  Sowrey,  R.AF.;  Major 
William  Sowrey,  R  A.F. ;  Major  Benjamin  Travers,  R.A.F.;  Capt  Trevor 


August  6,  19 19 


fhe  Aeroplane 


553 


Salt,  R.A.F. ;  Captain  Victor  Scriven,  R.A.F.;  Captain  Duncan 
Stewart,  R.A.F. ;  Captain  Charles  Sturt,  R.A.F. :  Captain  Robert 
Tailyour,  R.A.F. ;  Captain  William  Tait,  R.A.F:;  Captain  Alfred 
Taylor,  R.A.F.;  Captain  Malcolm  Taylor,  R.A.F.;  Captain  George 
Thorn,  R.A.F.;  Capt  Cyril  Truran,  R.A.F. ;  Capt.  Geoige  Turnbull, 
R.A.F. ;  Capt.  Cresvvell  Tamer,  R.A.F. ;  Capt  Stanley  Vincent,  R.A.F.; 
Capt.  Robert  Usher,  R.A.F. ;  Capt  Frederick  Walker,  R.A.F.;  Capt. 
Lloyd  Whitworth,  R.A.F. ;  Capt.  Percival  Wickeus,  R.A.F.;  Capt.  Clif- 
ford Wilcock,  R  A.F. ;  Capt.  Thomas  Williams,  R  A  F. ;  Capt.  James  Wil- 
son, R.A.F.;  Capt.  Frank  Woods,  R.A.F.;  Capt.  Felix  Wollar.l,  R.A.F.; 
Capt.  James  Wright,  R.A  F. ;  Lieut.  John  Hirst,  R.A.F.;  Lieut.  Frederick 
Shepard,  R.A.F. ;  Lieut.  Francis  Smith,  RAF.;  Lieut.  William  Taylor, 
R.A.F.;  Lieut.  Collingwood  Thompson,  R.AF.;  Lieut.  Algernon  Town- 
end,  R.A.F. ;  Lieut.  John  Tratman,  R.A.F. ;  Lieut.  Harold  Ward,  R.A.F., 
Lieut.  Weldon  Watts,  R.A.F. ;  Lieut.  Francis  Way,  R.A.F. ;  Lieut.  Wil- 
liam Westcott,  R.A.F.;  Lieut.  Stephen  Wilkinson,  R.A.F. ;  Lieut.  James 
Williamson,  R.A.F. ;  Lieut.  Arthur  Wray,  R.A.F.,  and  Sec.  Lieut  Cowan 
steohenson.  R.A.F 

The  following  had  the  honour  of  being  received  by  His  Majesty,  when 
The  King  handed  to  her,  as  "jSext-of-Kin,"  the  decoration  won  by  her 
husband  in  the  War  :— 

The  Albert  Medal. — Mrs.  Johnson.  Awaided  to  her  husband,  the 
late  Private  Arthur  Johnson,  R.A.S.C. 

On  June  30th,  191S,  a  Corporal  of  the  Royal  Air  Force,  who  had  been 
lowered  by  a  rope  into  a  crater  caused  by  a  bomb  which  had  been 
dropped  by  a  hostile  aeroplane,  was  overcome  by  carbon  monoxide  gas, 
which  had  accumulated  in  large  Quantities  in  the  crater.  Endeavours 
were  made  to  haul  him  out,  but  his  head  became  caught,  and  Private- 
Johnson  volunteered  to  descend  and  readjust  the  rope,  which  he  did 
successfully,  and  the  Corporal  was  rescued,  but  Johnson  was  himself 
overcome.  Driver  Horn  at  once  put  on  his  respirator  and  lowered  him- 
self to  the  rescue,  but  was  likewise  overcome.  Sergeant  Brooks  then 
volunteered  to  attempt  to  rescue  both  men,  but  was  also  overcome  by 
gas;  fortunately,  he  was  hauled  out  At  this  stage  Brigadier-General 
Burt  refused  to  permit  anyone  else  to  descend,  but  did  so  himself,  and 
succeeded  in  dragging  one  of  the  unconscious  men  some  way  towards 
the  rope;  he,  however,  became  unconscious  and  had  to  be  pulled  out. 
There  can  be  no  doubt  that  all  knew  the  risk  that  they  were  running, 
and  willingly  incurred  it  in  the  hope  of  saving  life. 


NAVAL. 

Admiralty,  July  25th. 
Ch.  Art.  Eng.  to  be  Eng.  Lt.  (Capt.,  R  A.F.)  :— F.  H.  Williams,  Jan. 
18th. 

*  *  * 

The  following  concerning  the  recent  visit  of  K.M.A.  R.  34  :o 
Germany  is  from  the  Danish  correspondent  of  The  Aeroplane  * — 

The  flight  of  R.34,  which  was  visible  over  most  parts  of  Den- 
mark, acted  quite  as  a  stimulant,  being  especially  spectacular  at 
Copenhagen,  where  the  airship  stopped  over  the  British  Fleet  at 
the  harbour  and  lowered  a  cable,  whereupon  the  commanders 
communicated  by  'phone  for  some  time  on  the  observations  made 
by  the  airship  in  crossing  the  German  North  Sea  and  Baltic 
coasts. 

*       *  * 

On  July  30th  H.M.A.  R.34  left  the  Naval  Airship  Station  at 
Pulham,  Norfolk,  for  the  station  at  East  Fortune,  Scotland,  and 
on  her  way  to  the  latter  place  contrived  to  pay  a  visit  to  Lon- 
don. The  ship  arrived  about  7  p.m.  and  voyaged  about  over- 
head for  some  little  time.  R.34  has  been  undergoing  overhaul 
at  Pulham  since  her  arrival  there  after  her  Atff-ntic  flight. 

R.34  arrived  at  East  Fortune  at  6.5  a.m.  on  July  31st. 
-x-       .<•  * 

On  July  28th  the  British  Naval  F.5  flying-boat  N.4044  (Major 
Galpin  in  command),  left  Christiania  for  Cope nh;.gei;  at  1 1  a.m. 

Up  to  this  point  all  accounts  agree,  but  after  that,  there  is  a 
pleasing  variety  in  the  wording  of  them.  Some^say  that  the 
flying-boat  arrived  at  Copenhagen  at  2.25  p.m.  the  same  day,  and 
others  that  she  arrived  at  2.25  p.m.  the  following  day,  one  of  her 
engines  having  broken  down  en  route. 

Had  it  been  war-time,  one  would  have  felt  inclined  to  suggest 
that  she  had  descended  on  her  way  to  "confer  about  targets," 
which  would  have  explained  the  discrepancy  in  the  two  state- 
ments. 

*  *  * 

At  an  inquest  at  Cromer  on  July  31st  on  the  body  of  Serjt. 
Charles  H.  Lewry,  R.A.F.,  of  Gosport,  no  fresh  evidence  was 
forthcoming  as  to  the  cause  of  the  accident  to  H.M.A.  "N.S.11." 

An  officer  of  the  R.A.F.  said  all  that  was  known  officially  was 
that  the  cause  was  fire,  the  origin  of  which  was  a  mystery. 
Lewry  was  second  coxswain.  He  was  believed  to  be  steering  the 
airship  when  the  fire  occurred.  If  he  were  he  would  be  in  the 
forepart  of  the  car,  and  it  was  possible  that  the  latter  was  broken 
when  it  reaohed  the  water  and  released  his  body,  as  well  as  two 
seats  which  would  be  near  him  for  the  use  of  the  pilot,  and  were 
found  among  the  wreckage  washed  up.  It  was  probable  that 
the  body  of  the  car  broke  down  bv  the  two  heavy  engines  sinking 
with  the  remainder  of  the  crew  imprisoned  inside. 

A  witness  from  the  Pulham  Aerodrome  said  when  the  airship 
"N.S.3"  was  lost  in  the  sea  some  time  ago  five  of  the  crew  were 
rescued.  They  were  able  to  escape  from  the  car  on  to  the  float- 
ing envelope,  but  in  that  case  there  was  no  fire  such  as  occurred 
in  the  wreck  of  the  "N.S.11." 

The  Coroner  recorded  a  verdict  of  "Found  dead  on  the  beach 
after  being  washed  ashore  from  the  wrecked  airship.'' 

*  *  -ji- 
lt is  understood  that  the  big  triplane  flying-boat,  known  as 

the  "Felixstowe  Fury,"  designed  by  Lieut.-Col.  J.  C.  Porte, 
C.M.G.,  R.A.F.,  will  shortly  fly  to  Egypt.  The  newspaper, 
Nationaltidende,"  of  Copenhagen,  states  that  Capt.  Scott, 
R.A.F.,  the  pilot  of  F.5,  4044,  at  present  at  Copenhagen,  will 
make  one  of  the  crew. 


MILITARY. 

WAR  OFFICE,  July  28th. 

Regular  Forces.— -Royal  Army  Chaplains  Department.— Temp.  Chap- 
lains to  the  Forces,  4th  Class,  relinquish  their  commns.  : — The  Revs. 
J.  L.  Thomas,  M.C.,  on  transfer  to  the  R.A.F.,  June  12th. 

Infantry.— 23RD  Bn.  Lond.  R.— Sec.  Lt.  F.  C.  Woodman  (attd.  R.A.F.) 
is/cashiered,  Jan.  1st. 

War  Office,  July  29th. 

Regular  Forces. — Infantry. — North'd  Fus.— Lt.  H.  A.  Foidham  (attd. 
R.A.F.)  resigns  his  column.,  July  30th. 

R.W  R. — Lt.  H.  R.  S.  Birkin  'attd.  R.A  F.)  resigns  his  cotnmn.,  July 
30th. 

Wilts.  R.— Capt.  C.  H.  E.  Moore  to  be  Maj.,  Jan.  28th,  1918 ;  Lt.  C.  W. 
M.  Whitlock  (attd.  R.A.F.)  jesigns  his  commit.,  July  30th;  Sec.  Lt.  J. 
Carney  retires,  ;eceiving  gmtuit}7,  July  30th 

War  Office,  July  30th. 

Regular  Fokces.— Mil.  Wing.- Flying  Gfiieer  (Obsr.) .—  Temp.  Sec. 
Lt.  R.  J.  Slade,  A.  Cyclist  Corps,  and  to  be  transferred  to  R.F.C  ,  Gen. 
List,  Oct.  26th,  1915. 

Infantry—  Durh.  LL—Lt.  S.  H  Long,  D.S.O.,  M.C.  (attd.  R.A.F.), 
resigns  his  coinmn.,  July  31st. 

Overseas  Forces.— Canada.— Nova  Scotia  R. — Temp.  Capt.  (actg.  Lt- 
Col.)  G.  C.  St.  P.  de  Doinbask-,,O.B.E-,  ceases  to  be  seed,  for  duty  with 
the  R.A.F.,  Feb.  27th,  and  is  seed,  for  duty  with  the  C.A.F.,  Feb.  28th 
(substituted  for  "Gazette"  notification  No.  31333,  May  9th) ;  T  emp.  Capt. 
D.  Owen  ceases  to  be  seed,  for  duty  with  the  R.A.F.,  May  31st. 

Eastern  Ontario  R.— The  following  temp.  Lts.  cease  to  be  seed,  for 
duty  with  the  R.A.F— H.  R  Kincaid,  M.C,  July  3rd;  S.  B  Plummer 
July  9th.  .  , 

2nd  Cent.  Ontario  R. — Temp.  Lt.  E.  O.  Houghton  ceases  to  be  seed, 
for  duty  with  the  R.A.F.,  July  10th 

Western  Ontario  R.— Temp.  Lt.  F.  Cave-Browne-Cavc  ceases  to  be  seed, 
for  duty  with  the  R.A.F.,  and  relinquishes  comnin.  in  the  OM.F.C, 
July  14th.  v  •   ~  ,      ,  .  ... 

Manitoba  R. — Temp.  Lt.  W.  H.  Kilby  ceases  to  be  seed,  for  duty  with 
the  R.A.F.,  July  9th.  ...  ... 

Saskatchewan  R  — The  following  cease  to  be  seed,  for  duty  with  the 
R.A.F.  :— Temp.  Capt.  (actg.  Maj.)  R.  W.  Bruce,  July  14th;  Temp.  Lt. 
A.  II .  Bill,  May  31st.  ,  ,.  '  •     ..  .  ... 

British  Columbia  R  —  The  following  cease  to  be  seed,  for  duty  with 
the  RAF.  :— Temp.  Maj  (actg.  Lt.-Col.)  R  Belllrvmg,  O.B.E.,  April 
9th;  Temp.  Lt.  (actg.  Capt.)  G.  Thompson,  July  8th,  1918 

E.  Ont.  R. — Temp.  Lt.  G.  L-  Shepherd  ceases  to  be  seed  for  duty  with 
R.A.F.,  July  9th.  .  ,  . 

Can.  Mach.  Gun  Corps.— Temp.  Lt.  H.  C.  Young,  D.F.C,  ceases  to  be 
seed,  for  duty  with  the  R.A.F.,  July  14th. 

Can.  Army  Pay  Corps.— Temp.  Capt.  P  E.  Bishop  ceases  to  be  seed, 
for  duty  with  the  R.A.F.,  July  14th 

War  Office,  July  31st. 
Regular   Forces.— R  A  S.C.—Lt.  T.  M.  Draper,  from  R  AF.,  to  be 
temp.  Lt.,  June  13th. 

Casualty  List. 

Reported  Av.gust  5th. 
Previously  reported  Missing,  now  Reported  Killed.— Tucker,  Sec. 
Lt.  D.  C,  R.F.C. 
Webb,  Capt.  N.  W.,  M.C.  R.F.C.  .        ;  . 

Forces  of  Canada— Accidentally  Killed—  Anms,  Lt.  \\    F.,  cent. 
Ont.  Regt,  attd.  R.A.F. 
Munro,  Lt.  J.  W.,  N.S.  Regt.,  attd.  R  A.F. 
Died.— Ferguson,  Lt.  J.  F.,  Rly  Troops,  attd.  R.A.F. 
Price,  Lt.  J  W.,  Art.,  attd.  R.A..F 

*  *  * 

The  War  Office  announces  that  the  British  War  Medal  Riband 
may  now  be  worn  bv  all  ranks  who  are  entitled  to  the  award  of 
the  medal,  and  that  in  each  case  a  preliminary  issue  of  two  inches 
of  the  riband  will  be  made. 

Soldiers  discharged  from  the  Royal  Flying  Corps  before  April 
i^t  1918  should  apply  to  the  Royal  Air  Force  Record  Office  .it 
B1andfo«l  on  the  official  postcard  (F.S.  Form  758),  obtainable  at 
any  post  office. 

*  *  * 

A  message  from  Peshawar  giving  further  details  of  the  fight- 
ing in  the  Khyber  on  July  18th  says  :— 

After  the  Afridis  had  captured  a  hill  overlooking  Fort  Maude, 
and  while  we  were  still  shelling  it  preparatory  to  a  counter-attack, 
they  sent  by  helio  a  Hindustani  message  reading  :  "This  is  to 
show  you  what  we  can  do.    Now  we  are  going  to  retire." 

They  then  retired  to  Fort  Ohora,  in  the  Bazar  Valley,  but  there 
were  caught  by  an  aeroplane  sent  to  bomb  the  fort,  and  it  is 
believed  that  so  Afridis  were  killed  bv  a  single  bomb. 

*  »  * 

It  is  stated  from  that  somewhat  unreliable  source  a  newspaper, 
and  a  Russian  one  at  that,  that  British  aeroplanes  bombed  the 
forts  at  Kronstadt  on  July  28th.  Heavy  smoke  was  seen  coming 
from  the  forts  but  no  explosion  was  heard.  The  forts  fired  upon 
the  aircraft 


AIR  FORCE. 
From  the  "  London  Gazette." 

Air  Ministry,  July  15th. 

CONFERRED  BY  THE  KING  OF  ITALY. 
Cavaliere  of  the  Order  of  the  Crown  of  Italy. 
Sec.  Lt.  V.  Lowe. 

Silver  Medal  for  Military  Valour. 
Capt.  (actg.  Maj.)  A.  B.  Shearer,  Capt   H.  F.  Delarue,  D  F  C,  Capt 
H.  L.  Nunn,  D.S.C,  D.F.C. 

Bronze  Medal  for  Military  Valour. 
Lt.  S.  J.  Chamberlain,  D.F.C 
Sec.  Lt.  J.  McDonald,  D.F.C. 

The  croce  di  Guerra. 

Lt.  A.  C.  Getley. 

Capt.  (actg.  Maj.)  A.  B.  Shearer. 

Awarded  the  Libyan  Medal. 
For  services  rendered  in  connection  with  the  Italian  Forces  at  Misu- 
rata  :  — 
Capt.  S.  E  Ball.  D.F.C. 

Lt.  L-  de  V.  Chisman,  Lt.  (actg.  Capt.)  C.  Chnmes. 

Sec.  Lt.  J.  A.  Munn. 

Capt.  R.  J  F.  Sulivan. 

208273  Serjt.  K  E.  Dawson  (Eastbourne). 

232635  A. /M.i  G.  F.  Florant  (Fulham,  S.W.). 


554 


i  he  Aeroplane 


August  6,  1919 


204444  Sent.  H.  W.  Groombridge  (Noltiug  Hill,  W.). 
210629  A. /M.i  F.  R.  Heekford  (Ongar,  Essex). 
234864  A./ M.i  P.  Kelly  ^Glasgow). 

208592  Serjt.  A.  F.  Millier  (Forest  Gate,  SR.);  211578  A. /M.i  H.  Sin- 
gleton (Garstang). 

CONFERRED   BY   THE   KING   OF   THE  HELLENES 
Greek.  Medal  of  Military  Merit. 
Sec   Lt  J.  W.  Hoskings,  M.B.E. 

Capt.  H.  G.  Harrison,  Sec.  Lt.  G.  J.  Stroud,  M.B.E. 

Cross  of  Officer,  royal  Hellenic  Order  of  the  Redeemer. 
Maj.  F.  W.  Gamwell,  Maj.  J.  Weston. 

Chevalier  of  tar.  royal  Order,  George  T. 
Lt.  S.  W.  Briggs. 
Lt.  T.  F.  Clarke 
Lt.  R.  W.  Kerr 
Lt.  C.  H.  A.  Willett. 

CONFERRED   BY   THE   KING   OF  ROUMANIA 
Star  bi'  Roumanh  (Officier). 
Maj.  J.  P.  C.  Cooper,  O.B.E  ,  M.C.  (10th  Bde.).  . 

Star  of  Roumania  (Chevalier).- 
Lt.  (actg.  Capt.)  C.  C   A.  Pelham  (France). 

Sec.  Lt.  (Hon  Capt)  (actg.  Capt)  H.  W  Stockdale,  D.F.C  .'101st 
Squadron). 

Crown  of  Roujmania  (Chevalier) 
Lt.  F.  H.  Knobel  (10th  (A.)  Wing,  40th  Squadron). 

Order  op  Michael  the  Brave,  3RD  Class. 
Lt.  J.  A.  Parkinson  (201st  "Squadron). 
Lt.  L.  H.  Ray  (9ist-(A.)  Wing,  19th  Squadron). 

Croix  de  Virtute  Miliiara,  2nd  Class. 
222516  Serjt.  C.  H.  O.  Alivvork  (inth  (A. I  Wing,  98th  Squadron);  27012 
a    m'    IS     ,Class-    H-    A-    Lockington     (5th    Balloon    Wing);  77088 
™    ,  •'  .Ist.Class'  J-  Melia  (19th  Balloon  Section);  Aus/740  Ch.  Master 
Mech.  A.  Taylor  (3rd  Squadron,  Aust.  Flying  Corps)  (France). 

...  Medialle  Barbatie  si  Credinta  (isi  Class) . 
2547  Ch.  M./Mech  W.  E.  Bennett  (84th  Squadron),  49532  S./Maj  G 
Dixon   (France);    200599  S./Maj.  S.  P.  Finch   (10th   (A.)'  Wing,  20}rd 
Squadron);  16667  Ldg.  A./C  F.  Murphy  (5th  Balloon  Wing). 

Medaille  Bareatie  si  Credinta  (3RD  Clasp). 
5  S ./Maj.  W.  E.  Moore  (9th  Squadron);  42833  A./M.,  1st  Class.  A.  E. 
fceed  (1st  Balloon  Wing) ;  18011  1st  A.M.  A.  S  Wilson  (France). 

CONFERRED  BY  THE  SULTAN  OF  EGYPT. 
The  Order  of  the  Nile,  3rd  Class. 
Lt-Col   (actg.  Brig.-Gen.)  P.  L.  W  Herbert,  C.M.G..  CUE.  (Notts  and 
Derby  R.). 

Lt.-Col.  C.  E.  Risk,  D.S.O.  (R.M.L  I.). 

The  Order  of  the  Nile,  4TH  Cla='s. 
Capt    (actg.  Maj.)  F.  G.  Brown,  O  B.E 
Capt.  W.  H.  Dolphin. 
Maj.  W.  D.  Long,  O.B.E  * 
Maj.  (actg.  Lt.-Col.)  S.  S.  Nevill,  O  B  E- 

CONFERRED  BY  THE  EMPEROR  OF  JAPAN 
4m  Class  Order  of  the  Rising  Sun. 
Capt.  (actg.  Maj.)  G.  de  L.  Wooldridge,  O.B  E 
<,^"OT?;~T?[,Jle    "Actin2    Ranks"    indicated    against    names    in  this 
Gazette    have  been  relinquished  in  the  great  majority  of  cases  since 
the  commencement  of  the  printing,  and  in  many  cases  the  Officers  and 
other  ranks  have  been  demobilised. 

CORRECTIONS. 

The  following  are  the  correct  descriptions  of  Officers  whose  names 
appeared  in  the  "Gazettes"  indicated  in  connection  with  the  grant  of 
decorations  or  Mentions  in  Dispatches:  — 

•_I,t-C©l.  Sir  H  Fowler,  K.B.E.  ("Gazette"  No.  31297,  April  isth);  Maj. 
^■nDA  ton,f  •  °-E:?- ,  "Gazette"  No.  31098,  Jan.  ist)  ,  Capt  L  ft  Lander, 
M.B.E.  ("Gazette"  No.  31098,  Jan.  1st);  Capt.  J  H  Cooke 
M-B.  (R.A.M.C,  Egypt)  ("Gazette  No.  31098.  Jan.  ist)'-  Lt.-Col.' 
N.  J.  Roche,  O.B.E.  ("Gazette"  No.  31378,  June  -.rd) ;  Sec.  Lt  (actg.  Maj.) 

%-£U£tZa'JI-Bn-  ("Gazette"  No.  31378,  June  3rd);  Capt  W.  Hav- 
ward,  M.B.E.,  No  4  Group  ("Gazette"  31378  June  3rd);  Capt.  (actg.  Mai.) 

P.  P  C.  Penberthy  (Shrops.  L  I  ).  This  officer's  name  appeared  in  the 
list  of  awards  of  the  fifth  grade  of  the  Mililary  Division,  British  Em- 
pire Order,  m  the  "London  Gazette,"  June  3rd  (No.  31378),  instead  of  in 
the  list  of  appointments  to  the  fourth  grade  'O.B.E  ),  and  the  correction 
is  hereby  authorised.     Lt.-Col.  W.  S.  Fetherslonhatigh  (Can  For  Corps 

attd.  R-A.F.)  (France).  The  announcement  of  the  award  of  the  4th 
grade,  British  Empire  Order,  in  "Gazette"  No.  31378  of  June  3rd,  is  can- 
celled, this  Officer  having  been  awarded  a  higher  grade  Col  the  Rev 
R.  y  Hanson,  O.B.E.  (Dep.  Cha pi. -in -Chief,  R.A.F.).    The  announcement 

published  m  "Gazette"  No.  31378  June  3rd  (award  of  O  B.E.)  is  can- 
celled, this  award  having  been  also  published  in  "Gazette"  No.  31377  of 
same  date.  Lt  C.  W.  Seymour-Hall  (mentioned  in  Dispatches 
"'Gazette"  No'  3I3?8'  June  3r<li;  91975  Serjt.-Obsr.  L.  H.  Rowe,  D.F.M. 

"Gazette"  No.  31378,  June  3rd) ;  Lt.  (actg.  Capt.)  G.  B.  Irving,  D  F  C. 
(19th  Squadron,  R.A.F.,  attd.  10th  (Army)  Wing)  (France)  (D.F  Cross 

gazetted  Aug.  3rd,  1918)  (deceased) 

Capt.  C.  B.  Belt,  M.B.E.,  M  C,  D.C.M.  (S.  Staff  R.)  ("Gazette"  31378, 
June  3rd);  Deputy  Adm.  Mrs.  F.  Day,  M.B  E.  (W.R  A  F  )  ("Gazette" 
.31378,  June  3rd),  Maj.  (actg.  Lt.-Col.)  A  Levick,  O.B.E.  (former  service 
m  C.  Gds.)  ("Gazette"  31378,  June  3rd);  Capt.  W.  J.  Cooper  M.B  E 
(Aust.  Flying  Corps,  Recording  Offr.)  (Fran.-e)  ('  Gazette"  31378,  June 
3rd);  Lt.  P.  A.  McBain,  M.B.E.  (Aust.  F  Corps)  (Palestine)  ("Gazette" 
31378,  June  3rd) ;  Lt.  (actg.  Capt.)  D.  W.  Grinnell-Milne,  D.F  C  (R  Fus  ) 
(56th  Squadron)  (France)  ("Gazette"  3137S,  June  3rd,  Bar  10  D  F  Cross)  • 
No.  839R  Serjt. -Maj.  G.  Gillman  (53rd  Squadron)  (France)  (the  announce- 
ment of  award  of  Meritorious  Service  Medal  in  "Gazette"  No.  3100R, 
Jan.  ist,  is  cancelled,  this  award  having  been  already  published  in 
"Gazette"  No.  30722,  June  3rd,  1918);  No.  AUS./T24  Fit.  Clk  J.  H.  Rogers 
(Aust.  F.  Corps)  awarded  the  Meritorious  Service  Medal  in  "Gazette" 
No.  30624,  April  nth,  1918,  for  services  in  connection  with  the  capture 
of  Jerusalem  ;  the  second  announcement  of  this  reward,  which  appeared 
m  "Gazette"  No  31378,  June  3rd,  is  accordingly  cancelled-  Mai  IT  G 
Atkinson,  O.B.E  ,  R.A.F.,  award e  1  the  O.B.E.,  in  "Gazette"  No.  31000, 
Tan.  ist;  the  second  announcement  in  "Gazette"  No.  31098  of  the  same 

date  is  accordingly  cancelled. 

Air  Ministry,  July  29th 
R.A.F. — The  following  temp,  appointments  are  made  at  the  Air  Minis- 
try :— Staff  Officers,  3rd  Class.— (Air.)— Capt.  V.  \.  Watson,  A.M.,  July 
1st.    (Q.).— Sec.  Lt.  F.  A.  Holmes,  July  21st,  from  (S.O.2). 

The  following  temp,  appointments  are  made  : — Staff  Officr  1st  Class. 
—(Air.)— Lt.-Col.  R.  P.  Mills,  M.C,  July  26th.  Staff  Officers,  3rd  Class.— 
(P.)— Capt.  F.  L.  J.  Shirley,  M.C,  April  27th;  Lt  C  H  Tancred,  May 
37th,  vice  Lt.  J.  C.  Watson. 


Flying  Branch. — Mai  R.  J  Bone,  D.S.O. ,  to  be  actg.  Lt.-Col.  while 
empld.  as  Lt-col.  (A.  and  <&.),  July  nth 

Maj.  (actg.  Lt.-Col.)  E.  R.  C.  Nanson,  D.S.C.,  A  F.C.,  to  be  Maj.  (S.), 
from  Group  Couidr.,  and  to  relinquish  actg.  rank  of  Lt.-Col.,  July  16th. 

capt.  K.  Collishaw,  D.S.O.,  DSC,  D.F.C  ,  to  be  actg.  Maj.  while 
empld.  as  Maj.  (A.),  June  13th. 

Lt.  W.  Dancy  to  be  graded  for  purposes  of  pay  and  allowances  as 
Capt.  while  empld.  as  Capt.  (A.),  May  ist. 

Sec.  Lts.  to  be  Lis.  :— E-  K.  W.  Denton,  P.  J.  Dowell,  April  2nd,  1918; 
J.  P.  Jones,  April  5th,  1918;  A.  M.  Diamant,  May  13th,  1918;  E.  M.  Bates, 
May  17th,  1918,  (Hon.  Capt.)  H.  J.  Bullock,  May  25th,  1918;  (Hon.  Capt.) 
J.  L.  Wilmot,  May  26th,  1918;  G.  Robinson,  May  27th,  1918;  H.  J. 
Clark,  May  31st,  1918;  G.  M.  Asliinore,  June  8th,  1918;  J.  B.  Edwards, 
July  5th,  1918;  T.  L-  Lovell,  July  :6th,  191b;  li.  P.  Sprmgett,  July  17th, 
1918;  J.  Montgomery,  August  9th,  1918;  H.  R.  Gunner,  Aug.  16th,  1918; 
V.  C.  Hemsley,  V.  R.  W.  Owens,  Sept.  ist,  1918;  H.  J.  Russell,  Sept.  13th, 
191b;  (Hon.  Capt.)  J.  L.  McLennan,  M.C,  T.  Large,  Sept.  23rd,  1918;  E. 
O.  Rutherford,  Oct.  3rd,  191b;  T.  I.  Phillips,  Oct.  14th,  191S;  S.  Tweedie, 
Oct.  16th,  1918;  W.  F.  Robertson,  Oct.  20th,  1918;  J.  R.  Barllett,  M.C,  Oct. 
23rd,  1918;  F.  E.  L.  Elliot,  C.  H.  Harwood,  G.  S.  Scott,  J.  Cafferkey,  Oct. 
26th,  1918;  R.  J.  Read,  A.  G.  L.  Sidwell,  Nov.  ist,  1918;  (Hon  Capt.)  A. 
W.  Bloy,  Nov.  7th,  1918;  G.  R.  Bradley,  Nov.  10th,  1918;  F.  L.  Wheeldon, 

D.  S.O.,  Nov.  15th,  1918;  R.  Boyle,  Nov.  26th,  1918;  A.  Hill,  R.  O.  God- 
dard,  Nov.  30th,  1918;  E.  Bower,  P.  G  Clarabut,  D.  A.  Hughes,  J.  H. 
Weatherill,  Dec.  27th,  1918;  C.  P.  King,  Jan.  16th;  D.  C.  Anderson,  H. 

E.  Ford,  Jan.  19th;  L.  G.  Cunningham,  Jan.  23rd;  W.  J.  Goddard,  W.  J. 
Porter,  D.  Young,  Feb.  1st;  S.  Jones,  C  S.  P.  Wallace,  Feb.  16th;  E. 
Littlejohn,  Feb.  22nd;  H.  R.  Wright,  Feb.  26th;  J.  M.  Barlow,  J.  D. 
Ford,  A.  F.  Harris,  L.  F.  Hodges,  S.  H.  Spencer,  March  ist;  C  V.  A. 
Bucknall,  March  12th;  N.  T.  North,  March  13th;  S.  A.  Dismore,  March 
23rd;  G.  A.  W.  Garland,  March  24th;  T.  R.  Adair,  J.  Atkinson,  J.  H. 
Mainwaring,  C.  Morries,  G.  H.  Simister,  F.  J,  lilley,  C  B.  Wilson, 
March  26th;  V.  G.  Hinds,  H  G.  Jackson,  March  27th;  J.  Stewart,  April 
ist;  G.  D.  Wigley,  April  7th;  P.  Bushell,  H.  Goodwin,  B.  Reunert,  April 
nth;  W.  Rowley-Redwood,  April  12th;  S.  Braby,  F.  J  Hunt,  R.  Pyne, 
April  25th;  G.  D.  Green,  April  29th;  H.  V.  Alder,  J.  F.  Blick,  C  H. 
Brazier,  V.  Harmer,  H.  Hutchinson,  J.  W.  Kembery,  R.  F.  Saunders.  R. 
W.  Silk,,  W.  Tinsley,  May  ist;  H.  B.  Harms  worth,  T..  Lovatt,  A.  Shep- 
herd, May  4th;  B.  H.  Matthews,  May  7th;  A   Beedie,  E.  A  C.  Britton, 

W.  B.  Crouch,  R.  Henderson,  C.  N.  James,  W.  S.  Jenkins,  D.F.C.  W. 
H.  Jordan,  A.  D.  Kiernandei,  H.  W.  Matthews,  T.  H.  Mercer,  F.  R. 
Oddy,  T.  G.  Reed,  J.  W.  Sole,  A.  G.  B.  Whittaker,  L.  A.  Williamson, 
May  8th;  E.  Grayson,  May  13th;  R.  C.  Creamer,  E.  S.  Farrand,  J.  F. 
Higgins,  F.  J.  Letzer,  O.  H  P.  Lloyd,  W  Maisden,  G.  F.  Shreve,  J.  M. 
Walker,  F.  L.  Wraight,  A.  Wroot,  May  17th;  H  E.  B.  Holden,  May  22nd; 
W.  R.  -Christian,  F.  W.  Osman,  W  Thornton,  May  23rd;  W.  V.  Pegden, 
May  24th;  W.  Campbell,  May  27th;  G.  W.  Armstrong,  L.  B.  Duggan, 
J.  C.  Fitzmaurice,  J.  Glover,  C.  A.  Morris,  H  L.  Page,  J.  B  Sanders.  S. 
P.  Scott,  May  28th;  W.  J.  Cairns,  C.  C.  A,  Leppan,  H.  L.  Lotnberg,  G.  L. 
Nicholson,  H.  S.  Sandford,  May  30th,  J.  Marsden,  June  2nd;  F.  Davison, 
T.  C.  Owen,  G.  Pattinson,  R.  A.  Pearce,  D.  L.  Walker,  June  Cth;  A. 
Grimshaw,  June  8th;  J.  F.  McNair.ara,  E  T.  Treglown,  June  13th;  L.  A. 
S  Harris,  T.  M.  Robertson,  R.  Walker,  June  18th;  M.  B.  Lewis,  June 
19th;  H.  P.  Crabb,  W.  Kinghorn,  H.  Woodcock,  June  20th  ;  R.  V  Curtis, 
June  22nd;  A.  V.  Street,  June  30th. 

Sec.  Lt.  (Hon.  Lt.)  E.  H.  Colman  to  be  Sec.  Lt.  (Hon.  Lt.)  (A.),  from 
(T.),  Jan.  2nd. 

S.  L.  Cannon  (Sec.  Lt.,  Bedford  R.)  is  granted  a  temp,  commn.  as 
Sec.  Lt.  (A.  and  S.),  May  16th,  1918  (substituted  for  notification  in 
"Gazette,"  June  21st,  1918). 

C  H.  Brown  (Lt.,  King's  L'pool  R.)  is  granted  a  temp,  commn.  as 
Sec.  Lt.  (O.),  Oct.  16th,  1918,  and  to  be  Hon.  Lt. 

The  following  relinquish  their  commns.  on  ceasing  to  be  empld.  :  — 
Lt.  S.  J.  Lee  (Lt.,  Sask.  R.),  May  19th;  Lt  H.  A.  D.  Mackay  (Lt.,  Hants. 
R.),  May  30th;  Sec.  Lt.  (Hon.  Lt.)  L-  R.  McKeima  (Lt.,  E.  Ont.  R.) , 
July  3rd  (substituted  for  notification  in  "Gazette,"  May  13th);  Capt. 
R.  Hilton,  M.C,  D.F.C.  (Capt.,  R  G  A.) ,  July  7th;  Sec.  Lt.  (Hon.  Capt.) 
O.  Greening  (Capt.,  Can.  Engineers),  Lt  W.  Henderson  (Lt.,  Gordon 
Highrs.),  July  8th;  Lt.  D.  J.  G.  Webb  (Lt.,  D.C.L.I.),  July  10th;  Sec.  Lt. 
(Hon.  Lt.)  A.  C.  Pollard,  M.C.  (Lt.,  Brit.  Columbia  R.) ,  Julv  15th;  Lt. 
J.  H.  Wensley  (Lt.,  Sask.  R.),  July  20th. 

Lt.  (actg.  Capt.)  D.  H.  D  Bickers  is  temp,  transferred  to  unempld. 
list,  Jan.  20th. 

Transferred  to  unempld.  list: — Sec.  Lt.  A.  Ussher,  Jan.  20th;  Lt.  J. 
W.  Trusler,  Lt.  (actg.  Capt.)"  J.  V.  Turner,  Feb.  27th;  Lt.  J.  E.  Tanner, 
Feb.  28th;  Lt.  N.  E.  Williams,  D.F.C,  March  1st;  Lt.  H.  Vick,  March 
12th;  Lt.  R.  C.  E.  Vernede,  March  31st;  Capt.  N.  D.  Hall,  Lt  W.  A. 
Hunter,  Lt.  C  L-  Hurst,  Lt.  W.  D.  Matheson,  M.C,  Lt.  S.  W.  Taylor, 
M.C,  A.F.C.,  Sec.  Lt.  C.  W.  Treleaven,  April  ist;  Sec.  Lt.  R.  Hughes, 
April  2nd;  Sec.  Lt.  P.  Hughes,  Sec.  Lt.  H;  C  Steele,  April  8th;  Sec.  Lt. 
W.  H.  E.  Labatt,  April  9th;  Sec.  Lt.  G.  W  Wills,  April  10th;  Lt.  S. 
Humphries,  See.  Lt.  (Hon  Lt.)  A,  B.  Seale  (Ches.  R.) ,  April  nth;  Sec 
Lt.  G.  A.  Hunter,  April  12th;  Sec.  Lt.  L.  S.  Campbell,  Sec  Lt.  P.  L. 
Teasdale,  Sec.  Lt.  W.  B.  Thomson,  April  13th;  I,t  S.  K.  F.  P.  Hum- 
phrey, Lt.  W.  J.  Hutchinson,  Lt.  H.  A.  Parry,  April  14th;  Sec.  Lt.  C. 
in  Hudson,  Sec.  lt.  L.  L  Stanton,  Sec.  Lt.  J.  Vokey.  Sec.  Lt.  H.  Wil- 
liams, April  15th;  Sec  Lt.  (Hon.  Lt.)  A.  L.  Wimhurst,  April  16th;  Lt. 
C  B.  Henderson,  Sec.  Lt  A.  W.  Hughes,  April  17th;  Sec.  Lt.  B.  Hutchin- 
son, April  18th;  Lt.  F.  M.  Bradfield,  Lt.  R.  H.  Roanlree,  Sec  Lt.  H.  O. 
Wilshire,  April  19th;  Lt.  V.  U.  Downard,  Lt.  A.  V.  Speight  (substituted 
for  notification  in  "Gazette,"  July  18th) ;  Sec.  Lt.  M.  Van  Coller,  April 
20th;  Sec.  Lt.  A.  Waller,  April  23rd;  Sec.  Lt  (Hon.  Lt.)  P.  G.  Hutson, 
Capt.  G.  A.  Thompson,  Sec.  Lt  J.  D.  Thomson,  April  24th;  Lt.  K.  F. 
Hunt,  April  2<;th;  Lt.  A.  R.  Hudson,  Sec.  Lt.  E  A.  Marchant.  April 
26th;  Sec.  Lt.  G.  T.  Williams,  April  29th;  Pec.  Lt.  T.  N  Enright,  Sec. 
Lt.  T.  E.  Williams,  April  30th:  Capt.  G  F.  Hughes,  Lt.  W.  C.  Sidaway, 
^Tav  ist;  Capt.  R.  M.  Hughes,  Sec.  Lt.  F.  Stanley,  Lt.  C  F.  Uwins.  May 
2nd;  Sec.  Lt.  J  C.  Humphreys,  May  5th;  Sec.  Lt.  W.  Marsden,  Sec.  Lt. 
H.  A.  Thompson,  Sec.  Lt.  A.  J.  Snetsinger,  May  6th;  Sec.  Lt.  C.  B.  Wind- 
sor, May  8th;  See.  Lt.  A.  E.  H.  Sinclair,  See.  Lt.  W.  R.  Thomson.  Sec. 
Tt.  IT.  R.  Young,  Mav  9th;  Lt.  A.  J.  Stopford,  arc  Lt.  G.  H.  Wilson, 
Mav  nth;  Sec.  Lt.  W.  L.  Williams,  Mav  14th:  Sec.  Lt.  W.  H  Williams, 
See.  Lt.  W.  F.  Wilson.  Mav  1.5th;  Lt  W  E.  Hicks-Ussher,  Sec.  Lt.  J.  B. 
Weir,  Sec.  Lt.  J.  S.  Wilson,  Mav  iKth;  Sec.  Lt  R.  W.  Symmons,  Sec.  Lt. 
C.  H.  Wood,  Mav  19th;  Lt.  H.  E.  Freeman -Smith ,  Capt.  R  T.  C.  Hoidge, 
Sec.  Lt.  L.  J.  Hunter,  Lt.  C  L-  Huskins,  Lt.  E.  T.  Salter,  Sec.  Lt.  A.  A. 
Schulman,  Lt.  A.  T.  Simons,  Sec.  Lt.  C.  M.  W.  Pmallbone,  Sec.  Lt.  H. 
W.  Smith,  Lt.  R.  R  Spafford,  Sec.  Lt  G.  W  Stubbs,  Lt.  J.  E.  Sydie, 
Second  Lieutenant  A.  Talbot,  Second  Lieutenant  A.  H.  Thompson, 
Lieutenant  J.  C.  Uhlman,  Second  Lieutenant  T.  D.  Vezina,  Second 
Lt.  J.  "R.  Wilkinson,  Sec.  Lt.  J.  C.  Williams,  Lt  F  L.  Yeomans,  May 
20th;  Lt.  R.  W.  Voting,  Mav  21st:  Sec  Lt.  G.  V  McNaughton.  May  22nd; 
Sec.  Lt.  P.  R  Hurley,  Sec.  Lt.  W  R.  Sisson,  Lt.  J.  D  Smith,  Lt.  J.  A. 
Stewart,  D.F.C,  Lt.  A.  C  Thornton,  Lt.  E.  G.  A.  Wilton,  Lt  V.  M. 
Yeates,  May  23rd;  Sec  Lt.  R  S.  Simpson,  Sec.  Lt  (Hon.  Lt  )  H.  B.  K 
Trollope,  May  24th;  Maj.  T.  Maxwell-Scott,  M.C,  Sec.  Lt  D.  G.  B. 
Theunissen,  May  25th;  Sec.  Lt.  P.  J.  Theron,,  Sec.  Lt.  C.  W.  Travers, 
Cant.  J.  H.  Vickers.  May  26th;  Lt.  F.  L  Collison  (substituted  for  notifi- 
cation in  "Gazette,""  Tulv  ist) ;  Lt.  G  T.  Verrall,  Sec.  Lt.  L  P.  Vigurs, 
May  28th;  Sec.  Lt.  D.  V  Tandy,  Pec.  Lt.  H.  L-  Williams,  T,t  E.  H 
Wingfield,  May  ?oth;  Sec.  Lt  W.  J.  Chenery,  Lt.  J.  F.  C.  De  Vomeeourt, 


August  6,  1919 


The  Aeroplane 


555 


it.  W.  C.  Veumore,  May  }oth;  it.  A.  S  Turner,  June  ist,  I,t.  H.  E. 
Goody,  it.  (Hon.  Cap:.)  A.  B.  Wright,  June  2nd;  it.  J.  Hutcheson,  it. 

C.  J.  McGrane,  Sec.  it.  C.  Wilson,  Sec.  it.  N.  B.  D  W.  Wood,  June  3rd, 
Sec.  it.  F.  J.  Wilcock,  it.  E.  G.  Wilkinson,  it.  K.  G.  Withers,  June  4th; 
it.  M.  A.  S.  Vaile,  June  5th;  it.  W.  II.  Martin,  it.  E.  T.  Smith,  Maj. 
R.  M.  S.  Veal,  June  6th;  it.  i.  S.  Worthing,  it.  G.  Wrapson,  June  7th; 
it.  W.  F.  Woods  (iondon  R.,  .I'.F.),  June  9th  (substituted  for  notifica- 
tion in  "Gazette,"  July  isth);  it.  1).  K.  Winton,  Sec.  it.  W.  R.  Wright, 
June  10th;  it.  G.  G.  Wilby,  it.  J.  R.  S.  \oung,  D.F.C.,  June  12th;  Sec. 

it.  F.  J.  Taylor,  it.  H.  G  Tinney,  it.  R  Viall,  it.  V.  Voss,  it.  J.  S. 
Wood,  Sec  it.  J.  i.  H.  Wright,  June  13th;  it.  F.  A.  Hunter,  Sec.  it.  W. 
Hutchings,  Sec.  it.  G.  F.  Sheard,  Sec.  it.  A.  T.  Sletd,  it.  C  E.  Thomp- 
son, it.  C.  W.  Tolson,  Sec~~it.  i  F.  Toucher,  Sec.  it.  F.  C.  Wilton, 

D.  F.C.,  Sec.  it.  T.  G.  Woodley,  June  14th;  Sec.  it.  E.  E.  Whitelock, 
June  15th  (substituted  for  notification  in  "Gazette,"  July  18th);  Sec.  it. 

C.  P.  Smith,  Sec.  it.  H.  D.  Travers,  Sec.  it.  G.  W.  Wollaston,  June  16th; 
Sec.  it.  G.  A.  Willcox,  June  17th;  Capt.  S-.  King-Smith,  June  18th;  Capt. 
i.  F.  Hursthouse,  Sec.  it.  C.  J.  S.  Tainton,  June  19th;  Sec.  it.  T.  F. 
Sanderson,  June  20th;  it  A.  i.  Russell  it.  D.  C  S.  Williams,  June 
21st;  Capt.  H.  G.  Salmond,  it.  J.  Seabrook,  A.F.C,  June '22nd,  Sec.  it. 
G.  V.  Straker,  Sec.  it.  i.  M.  Williams,  June  23rd;  Sec.  it.  T.  V.  Towns, 
Sec.  it.  S.  Tweedie,  Sec.  it.  K.  i.  Vernon,  June  21th;  Sec.  it.  H.  P. 
Woodman,  Sec.  it.  A.  H.  Wooster,  June  25th;  it.  C.  G.  Rich,  it.  R.  N. 
Smith,  June  26th;  it.  E.  P.  M  Shaw,  June  28th;  it.  J.  Sangster,  it.  D. 
W.  Saunders,  Sec.  it.  R.  i.  Scharff,  it.  G.  T.  Scott,  Sec.  it.  J.  Sproston, 
Sec.  it.  W.  N.  Stanley,  Sec.  it.  A.  E.  Stephenson,  it.  R.  E.  Taylor, 
Sec.  it.  i.  Thompson,  Capt.  A.  M.  Tidey,  Sec.  it.  J.  B.  Tiffin,  Sec.  it. 
R.  O.  Trentowsky,  Sec.  it.  J.  i.  Trotman,  Sec.  it.  E.  A.  Turner,  it.  E 

B.  Young,  June  29th;  Sec.  it.  E.  F.  V  Chard,  it.  E.  A.  Simson,  A.F.C. 
(R.F.A.),  Sec.  it.  J.  H.  Wharmby,  July  1st;  Capt.  J.  E.  i.  Hunter.  D.S.C., 

D.  F.C.,  Capt.  R.  N.  Montagu-Stuart- Wortley,  it.  G.  S.  Swain,  July  2nd; 
Sec.  it.  J.  C.  Gleave,  Capt.  A.  iang,  Sec  it.  W.  McCullagh,  it.  (Hon. 
Capt.)  D.  M.  Stewart  (R.  Scots.  R.,  T.F.),  it.  R.  J.  Thompson,  it.  V. 
Wigg,  it.  (Hon.  Capt.)  J.  i.  Williamson,  it.  J.  P.  Wilson,  July  3rd;  it. 
K.  H.  Smith,  it.  E.  J-  Stephens,  July  4th;  it.  J.  Coates,  July  5th;  Capt. 

C.  F.  iatitner,  Sec.  it.  A.  D.  Page,  it.  J.  W.  A.  Woodey,  July  6th;  it. 
W.  Aitcheson,  it.  D.  Shanks,  Sec.  it.  A.  E  Tomkins,  Sec.  it.  (Hon. 
it.)  H.  C.  H.  Townend,  it.  A.  G.  Walwyn,  July  7th;  it.  C.  D.  Far- 
quharson,  it.  M.  C.  Hayter,  it. -Col.  F.  C.  Sholmerdiue,  it.  E.  T.  Simp- 
sou,  July  8th;  Capt.  E.  R.  Barker,  D.S.C.,  Sec.  it  J.  Harston,  Sec.  it. 

G.  Norrish,  Sec.  it.  J.  S.  Smith,  July  gth ;  it.  A.  M.  Backstrom.  Sec.  it. 
S.  Campan,  Sec.  it.  R.  S.  Doukin,  it.  H.  J.  Duncan,  M.C  ,  it.  P.  F. 
O.  Frith,  it.  H.  C.  Hunter,  Sec.  it.  G.  R.  Porteous,  Sec.  it.  H.  G. 
Schoppe,  Sec.  it.  R.  W.  Simpson,  See.  it  A.  Smedley,  Sec.  it.  C.  S 
Van-Der-Poel,  it.  F.  S.  S.  Wates,  Sec.  it.  A  H.  R.  Youngleson,  July 
10th;  it.  W.  Adamson,  Maj.  H.  A.  Buss,  U.B.E.,  D.S.C.,  Sec.  it.  T. 
Herdtnan,  Sec.  it.  C.  J.  G.  Hunter,  Sec.  it.  A.  R.  McFarlan;  it.  W.  E. 
Wood,  July  nth;  Sec.  it  K.  W.  Akers,  Sec.  it.  P.  E.  Appleby,  Sec.  it. 

H.  J.  Armstrong,  Sec.  it.  R.  H.  Balfour,  Sec.  it.  J.  B.  Ballantyne,  See. 
it.  C.  W.  C.  Barber,  it.  C.  J.  Bayly,  Sec.  it.  R.  C.  Blanchard,  Sec.  it. 
p.  E.  Bourke,  Sec.  it.  R.  P.  Bourne,  Sec  it  N.  C.  Boyles,  Sec.  it.  S. 
MacG.  Brown,  Sec.  it.  J  B.  Browning,  Sec.  it.  H.  P.  Brummell,  Sec.  it. 
G.  T.  Burton,  it.  C.  R.  Campbell,  it.  C.  G  Catto,  Sec  it.  S.  Chandler, 
it.  i.  R.  Charron,  Sec.  it.  H.  i.  Christie,  Sec.  it   A.  H.  Coles,  See.  it. 

G.  T.  Collinson,  Sec.  it.  H.  E.  Cooper,  Sec.  it.  (Hon  Capt.)  A.  W.  Craig, 
Sec.  it.  W.  B.  Crealock.  Sec.  it.  J.  T.  R\.  Crossfield,  Sec.  it.  I.  i.  Cullen, 
Sec.  it.  J.  V.  Dallin,  it.  R.  T.  Eyre,  Sec.  it.  II.  Floyd,  it.  H.  C.  Foley, 
Sec.  it.  P.  A.  Freeman,  Sec.  it.  G.  W.  French,  .Sec.  it.  H.  H.  Gilbert, 
Sec.  it.  H.  B.  Gilmour,  Sec.  it.  S.  J.  Goodfellow,  it  J.  D.  Guild,  D.F.C., 
Sec.  it.  J.  R.  Guthridge,  it.  C.  J.  Hall,  Sec.  it.  E.  St.  C.  Hammett,  Sec. 
it.  W.  S.  Hammond,  Sec.  it  i.  P.  Harlow,  Sec  it.  i.  F.  Hawley,  it. 
M.  R.  Helliwell,  Sec.  it.  J.  P.  Henderson,  Sec.  it.  W.  R.  Henderson, 
Sec.  it  J.  J.  Heney,  Sec.  it  R.  T.  Henley,  it  A  "i.  Huber,  fee.  it.  C. 
B.  Humphrey,  Sec.  it.  E.  i.  Humphreys,  Sec  it  E.  S.  Hunt,  Sec.  it. 
N.  E.  iashbrook,  Sec.  it.  W.  M.  iaughton,  Sec.  it.  A.  D.  MacPherson, 
it.  J.  J.  Magill,  it  E  F.  Marchand,  Sec  it.  R  G.  Malhieson,  it.  F.  R. 
Ross,  it.  i.  A  Rees,  it.  R  R  Richardson,  A.FC,  it.  J.  Robertson, 
Sec.  it.  E.  K.  Sargent,  it.  G.  M.  Saunders,  it.  G.  W.  Schermerhorn, 
Sec.  it.  S.  R.  .Seaman,  Sec.  it.  A.  W.  Shaw,  Sec.  it.  H.  F  Skelton,  Sec. 
it.  H.  R.  Skilling,  Sec.  it.  C  O.  Smith,  Sec.  it.  E.  G.  Smith,  it.  J.  H. 
Smith,  it.  W.  T.  Smith,  Sec.  it.  E.  A.  Spence,  Sec.  it.  F.  G.  Stafford, 
it.  R.  E.  Stewart,  Sec.  it.  i.  H.  Stiles,  it.  R.  J.  Stone,  it.  W.  H.  Taylor, 
Capt.  G.  A.  Thompson,  Sec.  it  G.  O  Thompson,  it.  J.  Tompkins,  Sec. 
it.  C.  H.  Tripp,  Sec.  it.  T.  A.  Valles,  it.  A.  W.  Vanderburg,  Sec.  it. 

H.  Vigne,  Capt.  F.  P.  i.  "Washington,  it.  G.  A.  Wightman  (substituted 
for  notification  in  "Gazette,"  July  18th),  Sec.  it.  J.  F.  Wilcox,  Sec.  it.  K. 
B.  Wilkinson,  Sec.  it.  E.  W.  Williams,  Sec.  it.  H.  H.  Williamson,  Sec. 
it.  N.  C.  Wiseman,  it.  J.  S.  Wood,  it.  A.  Woods.  Sec.  it.  C.  i  Wright, 
See.  it.  H.  G.  Yerg,  July  12th,  Sec  it.  G.  T.  Burrill,  Sec  it.  W.  M. 
Brewer,  Sec.  it.  W.  R.  S.  Henderson,  Sec  it.  C.  J.  Johnson,  it.  C. 
Mackenzie,  it.  (Hon.  Capt.)  H.  P  Valintine,  it.  G.  J.  Windsor,  July 
13th;  Sec.  it.  A.  A.  Moir,  it  F.  St.  J.  North.  Sec.  it.  W.  F.  Stevens, 
July  14th;  Capt.  J.  S.  Barnes,  Mai.  R.  W.  Heath,  it. -Col.  A.  T.  Watson, 
it.  W.  Whittaker,  July  16th;  Sec.  it.  M.  MeDonougb,  it.  M.  C.  Mc- 
gregor,  D.F.C.,  Sec.  it.  V.  Sveinson,  July  17th:  Capt.  K.  G.  Boyd,  A.F.C, 
Capt.  H.  B.  Brenton,  Sec.  it.  C.  R.  B.  Clarke,  Sec.  it.  H.  B.  Scott,  it. 
T>.  K.  Sworder,  July  18th:  Mai  K.  R.  Binning,  M.C,  Capt.  R.  Sourav, 
July  19th;  Sec.  it.  J.  F.  Wood,  July  21st;  Sec.  it.  E.  E.  A.  Mills.  See. 
it.  H.  i.  White.  July  22nd;  Sec.  it.  B.  F.  Bunker,  it.  R.  O.  Schallaire, 
Cant.  F.  H.  Wallers,  July  2trd;  Sec.  it.  Ti.  J.  Muir,  Julv  24th;  Sec.  it. 
S.  H.  Cooper,  Sec.  it.  C.  B.  Creasey,  it.  W  K.  McClashan,  Tulv  2<dh; 
it.  G.  W.  Morey,  July  28th;  1st,  G.  K.  Chatham,  it.  G.  T  May,  July 
29th. 

The  following  its.  relinnuish  their  commns  on  account  of  ill-health 
and  are  permitted  to  retain  (heir  rank  : — W.  F.  Hiam  (contracted  on 
active  service),  April  7th  (substituted  for  notification  in  "Gazette,"  Jan. 
iothl ;  G.  M.  Duncan  (contracted  on  active  service).  June  12th;  K.  B. 
Preston  (caused  bv  wounds),  July  16th ;  G.  H  Nicholson  (contracted  on 
active  service),  July  18th. 

The  following  its.  resign  their  commns.  and  are  permitted  to  retain 
their  rank  :  -H.  R.  S.  Birkin  (it.,  R.  W.  R.),  C  W.  M.  Whitlock  (it., 
Wilts.  R.),  July  30th. 

The  following  Sec.  its.  relinquish  their  commns.  on  account  of  ill- 
health  and  are  permitted  to  retain  their  rank  : — S  J.  Bolitho,  June  i.sth 
(substituted  for  notification  in  "Gazette,"  July  isc) ;  W.  i.  Vennell,  July 
12th  (substituted  for  notification  in  "Gazette,"  April  nth);  F.  E.  King 
(contracted  on  active  service),  T.  V.  J  Nicholas,  July  18th. 

The  rank  of  it.  W.  G.  Millar  is  as  now  described,  and  not  "Sec.  it.," 
as  stated  in  "Gazette,"  May  30th. 

The  name  of  it.  C.  W  E.  Browse  is  as  now  described,  and  not  "C.  W. 
•Browne,"  as  stated  in  "Gazette,"  July  ist. 

The  notification  in  "Gazette,"  Feb  28th,  concerning  it.  J.  E.  G. 
Hosby,  D.S.O.,  is  cancelled. 

The  notification  in  "Gazette,"  April  1st,  concerning  Sec.  it.  J.  MacD. 
Mackinnon,  is  cancelled. 

The  notification  in  "Gazette,"  April  4th,  concerning  Sec.  it.  A.  R. 
A.  Millar,  is  cancelled. 

The  notification  in  "Gazette,"  April  4th,  concerning  Sec.  it.  i.  F. 
Rowsell,  is  cancelled. 

The  notification  in  "Gazette,"  April  Sth,  concerning  Sec  it.  R.  R. 
Parker,  is  cancelled. 


The  notification  in  "Gazette,"  April  nth,  concerning  See  it.  R.  S. 
Tayue,  is  cancelled. 

The  notification  in  "Gazette,"  April  29th,  concerning  Sec.  it.  D.  Mor- 
ford,  is  cancelled. 

The  notification  in  "Gazette,"  June  6th,  concerning  Sec  it.  A.  A. 
Moir,  is  cancelled. 

The  notification  in  "Gazette,"  Jun>_  24th,  concerning  Maj.  F.  E.  Sand- 
ford,  A.F.C,  is  cancelled. 

The  notification  in  "Gazette,"  July  Sth,  concerning  it.  H.  R.  Owen, 
is  cancelled 

Administrative  Branch.— Maj.  R.  B.  B.  Colmore,  O.B.E.,  to  be  Maj. 
from  (S.O.),  May  12th. 
Capt.  J.  A.  M.  iang,  U.B.E.,  to  be  Capt.,  from  (S.O.),  Mav  15th. 
it.  S.  J.  Stocks  to  be  it.,  Horn  (S.O.),  May  18th. 

Sec.  it.  (Hon.  Capt.)  R.  Alston  to  be  Sec.  it.  (Hon.  Capt.),  from 
(T.),  and  to  be  graded  for  purpose  of  pay  and  allowances  as  Capt.  whilst 
empld.  as  P.T.O.,  May  ist. 

Sec.  its.  to  be  its.  :— A.  G.  Buxton,  F.  W.  Day  (Hon.  Capt.)  W.  C 
Green,  M.C,  J.  W.  Harling,  G.  H.  Heys,  S.  W.  iewis,  April  2nd;  S.  F. 
R.  Hulbert,  April  17th,  1918;  G.  E-  Blake,  June  15th,  1918;  J.  B.  Martin, 
Sept.  17th,  191b;  H.  T.  Evans,  Oct.  10th,  1918;  T.  Whitaker,  Oct.  13th, 
1918;  T.  Gill,  Oct.  15th,  1918;  W.  iee,  .Nov.  9th,  1918;  A.  E  Holton, 
Nov.  30th,  191S;  G.  Olivei,  Jan.  31st;  G.  Wangh,  Feb.  2nd;  S.  R.  Payne, 
Feb.  28th;  S.  Sprenger,  March  ist;  J.  Pell,  March  2nd;  H.  T.  H.  Cope- 
land,  March  4th,  R.  4<.  Trout,  March  7th;  H.  G.  Hooker,  A.  H.  Redfern, 
March  26th;  J.  A.  Elliott,  April  nth;  H.  J.  Payne,  April  18th;  E.  N. 
Allott,  April  25th;  G.  Dolley,  May  Sth;  K.  Drago,  May  nth;  R.  J. 
Bright,  E.  A.  Burridge,  May  16th;  (Hon.  Capt.)  D.  R.  I'homas,  H.  West, 
May  17th;  H  Cooper,  M.C,  G.  H.  Blake,  D.C.M.,  May  21st;  A  J.  Somers, 
June  3rd;  G.  R.  ia  Cecilia,  June  5th. 

Sec.  it.  W.  J.  Collins  to  be  graded  for  purposes  of  pay  and  allowances 
as  it.  whilst  empld.  as  it.,  May  ist. 

Sec.  it.  i.  E.  Pocock  to  be  Sec.  it.,  from  (A.),  April  17th. 

The  following  Sec.  its.  (late  Gen  iist,  R.F.C.,  on  prob.)  are  confirmed 
in  rank  as  Sec.  its.  :— W  iee,  Nov.  8th,  1918;  Sec.  it.  P.  A.  Stallard, 
March  4th  (substituted  for  notification  in  "Gazette,"  June  17th);  R.  W 
Hyde,  June  nth. 

Sec.  it.  H.  T.  Robinson  is  confirmed  in  his  rank  as  Sec.  it.,  Feb.  20th. 

The  following  relinquish  their  commns.  on  ceasing  to  be  empld.  :  — 
it.  H.  Hemingway  (it.,  Midd'x  R.) ,  Feb.  17th;  Sec.  it.  i.  J.  Scott 
(R.A.O.C),  May  6th;  it.  R.  H.  S.  Walev  (it,  R.F.A.),  May  24th;  it.  R. 
C  Joynson-Hicks  (it.,  R.W.  Surr.  R.),  May  -;oth;  it.  J.  P.  Sheridan  (it., 
i.N.  iaucs.  R.),  Julv  2nd;  Maj.  R.  M.  R.  iamb,  D.S.O.  (Maj..  North'd 
Fus.),  July  4th;  it.  >T.  G.  Beale  lit.,  Dn.  Gds.) ;  it.  R.  T.  Robbins  (it., 
iinc.  R.),  July  9th. 

Transferred  to  unempld.  list  :  — Sec  it.  J.  MacD  Mackinnon.  Sec.  it. 
R.  R.  Parker,  Feb.  27th;  Sec.  it.  G.  Williams,  March  12th;  Sec.  it.  A. 
R.  A.  Millar,  Sec  it  i.  F.  Rowsell,  March  21st;  Sec.  it.  R.  E.  York, 
April  ist;  it.  (Hon.  Capt.)  F.  E.  Wilshere,  April  sth;  it.  T.  R.  Price, 
April  7th;  Sec.  it.  H.  A.  Hughes,  April  nth;  it.  N.  M.  Hoskins,  April 
15th;  Sec.  it.  B.  Hurdus,  April  17th;  it.  (actg.  Capt.)  F.  J.  Wood,  April 
18th;  Sec.  it.  ie  R.  H.  Holmes  April  19th,  Sec.  it.  V.  A.  Frankish, 
April  20th;  Sec.  it.  S.  S.  Mcieod,  it.  I.  Vane-Hunt,  Sec  it.  S.  Urwin, 
April  24th;  Sec.  it.  R.  J.  Hunt,  April  26th.  it.  V.  Mercer-Smith,  May 
3rd;  it.  J.  E  Pike,  it.  C  R.  Young,  Mav  6th;  Sec.  it.  C  G.  Furniss- 
Williams,  May  9th;  Sec.  it.  H.  G.  C  Verge,  Mav  29th  ;  Sec.  it.  J.  Side- 
botham,  May  29th;  it.  N.  Smith  (K.O.Y.i.I  ),  Mav  30U1 ;  it.  F.  C.  Wild. 
June  ist;  Sec.  it.  H.  F.  Workman,  June  6th:  Sec.  it.  J.  C.  i.  Vigne, 
Sec.  it.  C  S.  Wingate,  June  13th;  Capt.  J.  R.  M.  Tweddell,  June  14th; 
Lt  E.  F.  Wright,  June  16th;  Sec  it.  H.  R.  Owen,  June  26th:  it.  R.  C. 
Vaughan,  June  28th;  Sec.  it.  E.  W.  Thomson,  June  29th;  it.  A.  S. 
Clarke,  Maj  H.  A.  Moore,  C.B.E.,  M  C,  Julv  ist;  Sec.  it.  F.  R.  Beaudry, 
Sec.  it.  J.  Robinson,  July  10th;  it.  A.  H.  Clegg,  Julv  nth;  Sec.  it.  A. 
Challins,  it  i.  K.  Devitt,  See.  it  W.  W.  Kdv-ard,  Capt.  E.  P.  ieigh- 
Bennett,  Sec.  it.  O.  Voelker,  Julv  12th;  it.  A.  Reardon,  Julv  14th;  Capt. 
J.  i.  Parsons,  July  15th;  Maj.  W.  S.  Whitelaw,  July  16th;  Sec.  it.  C 
Thompson,  July  23rd. 

The  following  its.  relinquish  their  commns.  on  account  of  ill-health 
and  are  permitted  to  retain  their  rank:— J.  R.  Maloney  (caused  by 
wounds),  Jan.  nth  (substituted  for  notification  in  "Gazette,"  Jan.-ioth); 
C  G.  Merryweather,  June  12th;  J.  T.  Andrew,  July  14th. 

Sec  it.  W.  H  Dibben  relinquishes  his  commn.  on  account  of  ill- 
health  and  is  permitted  to  retain  his  rank,  July  16th 

Sec.  it.  B.  J.  Crewe  (Oxf.  and  Bucks,  ii.)  relinquishes  his  commn. 
on  account  of  ill-health  contracted  on  active  service,  July  23rd 

Sec.  it.  N.  F.  Hoxie  is  dismissed  the  Service  for  absence  without  leave, 
Jan.  26th. 

The  initials  of  Sec.  it.  T.  i.  Price  are  as  now  described,  and  not  "T. 
R,"  as  stated  in  "Gazette,"  May  13th. 

The  notification  in  "Gazette,"  April  29th,  concerning  Capt.  (Hon  Maj.) 
(actg.  it. -Col.)  H.  B.  Nutting,  is  cancelled. 

The  notification  in  "Gazette,"  May  2nd,  concerning  Sec    it.  (Hon. 
it.),  P  R  Cook,  is  cancelled. 
The  notification  in  "Gazette,"  May  30th,  concerning  it.  A    R.  Porter, 
is  cancelled. 

The  notification  in  "Gazette,"  July  nth,  concerning  it.  D.  Miller  is 
cancelled. 

Technical  Branch, — it.  C  E  A.  Moore  to  be  actg.  Capt  while  empld 
as  Capt.,  Grade  (A.),  from  Aug.  27th,  191R,  to  April  10th  (substituted  for 
notification  in  "Gazette,"  Oct.  nth,  1918). 

it.  H.  Cooke-Smith  to  be  graded  for  purposes  of  pay  and  allowances 
as  Capt.  whilst  empld.  as  Capt.,  Grade  !A.),  May  :st. 

it.  F.  T.  Cooke  to  be  graded  for  purposes  of  pay  and  allowances  as 
Capt.  while  empld.  as  Capt.,  Grade  'B),  from  May  ist  to  June  10th. 

it.  G.  W.  M.  Whitton  relinquishes  the  grading  for  purposes  of  pay 
and  allowances  of  Capt.,  July  18th 

Sec.  it.  B.  Cheeseman  to  be  graded  for  pay  and  allowances  as  it. 
while  empld.  as  it.,  Grade  (A),  May  1st. 

Sec.  its.  to  be  its.  :— H.  St.  C  Roy,  M  C,  April  2nd,  1918;  D.  Barron, 
June  12th,  1918;  P.  H.  Morrish.  Nov  gth,  1918;  E  S.  Baker, 
Jan.  27th;  A.  G.  Ridgon,  Feb.  28th;  N.  B.  Hemsley,  ll.BE..  March 
17th;  N.  F.  Burch,  April  9th;  O.  N.  H.  Watson,  A.  H.  Scaife,  April  23rd; 
W.  E-  Townsend,  April  24th;  H.  Davis,  May  ist;  F.  C.  iyne.  May  3rd; 
C  G.  Whitmore,  May  4th;  G.  H.  J.  Stein,  May  26th;  J.  G.  Peacock,  June 
6th;  R.  P.  Graham,  without  pay  and  allces.  prior  to  July  16th,  1918;  i.  A. 
Sturrock,  without  pay  and  allces.  prior  to  June  16th,  1918;  (Hon.  Capt.)  C. 
Shears,  without  pay  and  allowances  prior  to  July  ist.  1918;  H.  H.  Wil- 
liams, without  pay  and  allowances  prior  to  Dec  6th,  1918,  April  2nd, 
1918;  C.  B.  Dick-Cleiand,  April  5th,  1918,  without  pay  and  allowances 
prior  to  Sept.  18th,  1918;  G.  E.  Bower,  April  6th,  1918,  without  pay  and 
allowances  prior  to  June  ist,  1918;  E  G.  A.  Jones,  May  20th,  1918,  with- 
out pay  and  allowances  prior  to  Aug.  ist,  1918;  J.  Bullock,  June  14th, 
1918,  without  pay  and  allowances  prior  to  July  ist,  1918. 

Sec.  its.  to  be  its.  without  pay  and  allowances  of  that  rank  :  — 
D.  D.  Cormack,  M.C,  W.  E.  Cowie,  E  H.  Bramwell,  H.  V  Bevis  J. 
H.  Ferguson,  M  B.E.,  F.  Ti  Jefferis,  C.  i  iabhart.  H.  D.  Patterson.  J. 
J.  Page,  M.  R.  Preece  H.  S.  Royffe,  E.  i.  Rhodes  (Hon.  Maj.)  A.  H.  W. 
Saunders-Knox-Gore,  April  2nd.  S.  K.  D'A.  Ferrais,  April  5th,  1918;  J. 
O.  Cooper,  April  12th,  1918;  A.  H.  Varian,  June  2nd,  1918:  C.  B.  Hudson, 
Sept.  10th,  1918;  E.  C  Ponking,  Sept  14th,  19:8;  W.  H.  Hoile  Jan.  12th; 


556 


The  Aeroplane 


August  6,  1919 


J.  D.  Graham,  Jan.  16th;  J.  E.  Kingham,  Jan.  27th,  G.  S.  Crowther,  Feb. 

4th;  F.  W.  G.  Ticehurst,  Feb  12th;  W.  J  Harries,  Feb.  24th;  H.  J.  Kib- 
ble, Feb.  28th;  X,.  F.  W.  Stone,  AJarch  ibt,  R.  H.  JSicol,  March  6th; 

A.  Bolton,  March  8th;  W.  J.  CleaSby,  March  12th;  M.  J.  Curtis,  T.  H. 

Maltby,  March  21st;  W.  Massey,  March  24th;  J  McKeown,  April  8th;  A. 

R.  Conder,  C.  H.  Greenhouse,  H.  li.  Long,  G.  Spurgm,  Apiil  19th;  B. 

Freeman,  April  23rd ,  M  L.  Lobbm,  April  25th ;  N.  D.  Bryce,  April  30th ; 
G.  C.  Kemp,  May  ist;  E   A   Gater,  May  3rd,  F.  A.  Bracher,  May  nth; 

W.  A.  Mansheld,  A  E  Fallon,  May  12th;  W.  E.  l_ritchley,  G.  Johnson, 
J.  A.  Leonard,,  A.  Ward,  May  13th,  H.  W.  Baylis,  C.  W.  Bertley,  H.  J. 

Dann,  E.  T.        Nockold,  H.  G.  Smith,  B  P.  K.  Walsh,  May  16th;  A.  L. 

Flaws,  E.  M.  Ling,  C.  Mansfield,  E.  V.  Soloman,  May  26th ;  F.  Simpson, 

A.  C.  X inkier,  F.  C.  Worton,  May  28th;  A.  B.  West,  A.  Wilkins,  June 

1st;  A.  V.  Baker,  H.  Berridge,  W.  F.  Chauncey,  H  S.  Given,  V.  S.  Lord, 

W.  R.  X'uddenham,  L.  H.  Vernon,  June  3rd;  H.  Barnes-Moss,  June  8th; 

W.  R.  Day,  J.  E.  C.  Hammond,  June  10th;  E.  Whitmore,  June  12th;  E 

L.  Hocking,  June  15th;  A.  M.  R.  Nicholson,  June  18th;  C.  Rapley,  June 

21st,  A.  H.  Knight,  June  27th;  F.  S.  Hetheriugton,  F.  VV.  Martyn,  June 

28th. 

Sec.  Lt.  A.  W.  Whistlecroft  to  be  Sec.  Lt.,  Grade  (A.),  from  (Ad.),  Dec. 
ist,  1918  (substituted  for  notification  in  "Gazette,"  Feb.  4th). 

Sec.  Lt.  (Hon.  Lt.)  F.  McGuffie  to  be  Sec.  Lt.  (Hon.  Lt.),  from  (S.O.), 
March  5th. 

Sec.  Lt.  (Hon.  Capt.)  W.  C.  Green,  M.C.,  to  be  Sec.  Lt.  (Hon.  Capt.), 
Grade  (B),  from  (Ad.),  July  ist. 

Sec.  Lt.  F.  A.  Osborn  to  be  Sec.  Lt.,  Grade  (B),  from  (Ad.),  June  3rd. 

Sec.  Lt.  S.  E.  White  to  be  Sec.  Lt.,  from  (unempld.  list),  July  14th, 
with  precedence  next  below  Sec.  Lt.  J.  S.  Viner. 

Lt.-Col.  Lord  A.  R.  Innes-Kcr,  D.S.C*  (Capt.,  R  H.  Gds.),  relinquishes 
his  commn.  on  ceasing  to  be  empld. 

Transferred  to  unempld.  list  :—  Sec.  Lt.  J.  Young,  April  8th;  Lt.  E.  C 
Hucklebridge,  April  9th;  Sec.  Lt.  H.  N  McEeven-Roberts,  April  10th; 
Lt.  (Hon.  Capt.)  C.  A.  Hudson,  Lt  G.  V  Udale,  April  16th;  Lt.  J.  W. 
Thomson,  April  19th;  Lt.  R.  G  Hughff,  May  ist;  Capt.  E  C.  Hugh, 
May  9th;  Capt.  J.  Young,  May  17th;  Lt.  D  R.  Snider,  May  20th;  Lt.-Col. 
W.  A.  Bristow,  May  22nd;  Capt.  C  R  Fleming-Williams,  May  28th; 
Maj.  G.  K.  Field,  May  30th;  Lt.  D.  W.  Sedgwick,  June  ist;  Lt.  A.  N. 
Meier,  June  7th;  Sec.  Lt.  E-  R-  Wood,  June  16th;  Sec.  Lt.  W.  Padoon, 
June  ist;  Capt.  L-  Y.  Stott,  June  19th;  Sec.  Lt.  R.  Wylie,  July  ist;  Sec. 
Lt.  W.  Vaughan,  July  2nd,  Lt  A.  C.  Blackmore,  July  3rd,  Lt.  P.  N. 
Shone,  July  4th;  Sec.  Lt.  K.  B.  Voss,  July  7th;  Lt.  C.  J.  Hewens.  Lt.  J. 
Witt-Man,  July  8th;  Lt.  T.  B.  Hardy,  Julv  9th;  Lt.  C.  H.  Mendham,  Julv 
10th;  Sec.  Lt.  A.  W.  Hatfield,  Lt.  E.  C.  Hubbard,  July  nth;  Lt.  R.  J. 
Anderson,  Sec.  Lt.  G  Clark,  Sec.  Lt.  M.  H.  B  Heighatn,  Sec.  Lt.  T.  E. 
Winckworth,  Sec.  Lt.  R.  P.  Wilmot,  July  12th;  Lt.  F.  Cain,  July  13th; 
Sec.  Lt.  A.  Shires,  July  16th;  Sec.  Lt.  F.  T.  Sanford,  July  23rd;  Sec.  Lt. 
L.  E.  Currey,  Capt.  N.  F.  W.  Paul,  July  28th. 

Lt.  (Hon  Capt.)  C.  S  Willmott  relinquishes  his  commn  on  account 
of  ill-health,  and  is  permitted  to  retain  the  rank  of  Capt.,  June  10th 
(substituted  for  notification  in  "Gazette,"  June  27th). 

Sec.  Lt.  F.  Boult  relinquishes  his  commn.  on  account  of  ill-health 
and  is  permitted  to  retain  his  rank,  May  14th. 

The  notification  in  "Gazette,"  July  22nd,  concerning  Sec.  Lt.  S.  King- 
Smith,  is  cancelled. 

Medical  Branch. — Maj    E    M.   W.   Hearn    (Lt.-Comdr.,   R.N.)  relin- 
quishes his  commn.  on  ceasing  to  be  empld.,  May  30th. 

Transferred  to  unempld.  list  :— Lt.  L.  C.  Brough ton-Head,  May  14th; 
tit-  C.  H.  Vernon,  May  29th;  Capt.  N.  R.  Williamson,  June  10th. 

The  rank  of  Lt.  Col.  H.  Pritchard  is  as  now  described,  and  not  Maj. 
as  stated  jn  "Gazette,"  July  4th. 

Dental  Branch. — Lt.  P.  J.  Prond  is  transferred  to  unempld.  list,  July 
14th. 

Memoranda. — Lt.  J.  W.  Harling  to  be  Hon.  Capt.,  Sept.  ist,  1918. 

Sec.  Lts.  to  be  Lts.--H.  K.  Fairbrother,  Sept.  9th,  1918;  A.  E.  Hale, 
March  16th ;  H.  F.  Webb,  March  2tst. 

The  following  Cadets  are  granted  hon.  coramns.  as  Sec.  Lts.  :— 11 7198 
J.  Innes,  Dec.  27th,  iqi8;  iooiii  R  W.  R.  Cartwright,  Dec  30th,  1918; 
100432  M.  G.  Cole-Hamilton,  48308  R.  G.  Lindsay,  23909  R.  G  Leyden, 
22778  R.  W.  Rae,  120508  A.  Sandilands,  Jan.  -,rd;  110589  F.  Burrell,  128824 

G.  R.  Chappel,  157068  A.  S  R.  Pratt,  337098  H  Rollins,  47978  H.  L. 
Wightman,  Jan.  4th;  404903  M  Ratcliffe,  Jan.  8th;  23187  E  Rice,  Jan. 
nth;  137065  C.  H.  Preece,  Jan.  13th;  128029  G.  S.  McDonald,  52676  W. 
Sugdeu,  Jan.  15th:  M/ 151159  B.  B.  Clarkson,  137468  H.  C  Tapping,  Jan. 
16th;  49308  W. "Tt.  Ward,  Jan  lyth;  515057  H  William  Llovd.  Tan.  20th: 
128802  6.  Anderson.  14002  T.  Johnson",  "137024  M.  E.  Nalty,  50603  G.  I. 
R,anyor,  Jan.  21st;  175034  H.  Allchin,  35534^  C.  W.  Blogden,  128388  R.  S. 

H.  Houseman,  126723  W.  H.  I-eng,  Jau.'  22nd;  280272  W.  Foster,  17636 
S.  Shepherd,  14403  C   T.  Sweatland,  Jan.  23rd;  110140  S.  Hulbert,  Jan. 
24th;  65435  H.  Haigh,  Jan.  25th;  22669  W.  H.  Lomax,  176291  J.  T.  F. 
Wyllie,  Jan.  28th;  5688  J  Carter,  Jan.  29th;  137114  M  Shutte,  Jan.  30th; 
401085  J.  M.  Deas,  '352055  J  M  Walker,  Jan.  -sist;  9946  J.  Killoran,  Feb. 
5th;  "217469  S.  Joseph,  Feb  8th;  210278  A.  Thompson.  Feb.  10th ;  128113 
S.  H.  Thomas,  Feb.  nth.  .76632  D    W    Anderson,  137127  R-  C.  Bird, 
137673  C.  F  Brouncker,  1 54.527  T  W.  Campbell,  165.SI  J.  Campbell,  180111 
T.  J.  Carpenter,  110T59  F   E.  Carter,  175357  W.  L   David,  180025  <?.  I. 
Darlington,  40681  C.  Fryer,  9752  H.  K.  Fletcher,  330534  J.  M  Fyfe,  117300 
T.  R.  Garden,  767444  B.  E.  Goodwin,  137006  H.  Harvey,  179630  W.  Hersee, 
180157  G.  G.  Hall,  1807  E.  L.  Hobbs,  176338  J.  A.  Hewitt.  492296  H.  W. 
Knott,  93-546  G.  S.  Linaker,  137012  G.  H.  Mardon,  29130  L.  C.  MeQuib- 
ban,  179451  R    H.  Massev,  117809  D.  McGhee,  128889  J.  E.  McCann, 
117578  E.  Mortimer,  176266  J.  E.  Nicholson,  178902  A.  F.  Parsons,  179070 
C.  N.  Pugh,  110461   M.  Parkins,  219443  F.  F.  Pembrey,  137301  L.  J- 
Richardson,  176270  L.  C  Richards,  176126  C.  E.  Smith,  28123  D.  A.  Spicer, 
178831  S.  "L.  R.  Scott,  176159  C.  W   L.  Trusk,  10498  F.  G.  V,  Vincent, 
480257  C.  M.  Webster,  137513  J.  Wilkes,  88658  A.  J.  M.  Williams,  64  A. 
M.  Woodward,  15552  A.  B:  Wilson,  Feb.  13th;  204257  W.  P.  J.  Flannery, 
215569   A.  M.  Locke,  Feb.  15th;  175191  S.  B   Henderson,  233162  A.  E. 
Moffatt,  Feb.  17th;  21.5360  E.  V.  C.  Bolton.  1801T0  VV.  E.  Cressey,  Feb. 
18th:  59680  B.  E.  Baxter,  76680  B.  E.  Hobbs.  p"eb    20th;   165805  C.  N. 
Biooker,  92927  F.  R.  Douglas,  89941  J.  C.  Robinson,  110012  S.  J.  Whitfield, 
185687  E.  Wilson,  Feb.  21st;  1 57123  G.  R.  Auchterlonie,  137*5*  J-  Brooker, 
476279  B.  Broadhead.  51341  C.  Dovling.  20115  C.  G.  Furber,  70750  G.  E. 
Gudgin,  464055  .1.  J.  Hickman,  7228  F.  H.  Hushes,  11755.5  H.  Humphreys, 
28010  A.  L.  Irving,  204187  C.  R   Lucato,  16568  F.  R.  Milne,  itoi86  H.  A. 
McMillan,  117808  J.  Moffatt.  F1406  W.  Naylor,  737033  R-  Norris.  293577 
R.  F.  Oaklev.  137879  R.  Phillips,  153707  E.  Preece,  176379  W  Semnle, 
175621  T.  A.  Saward,  50877  H.  R.  H.  Scallan,  128698  A.  Smith.  110756  C. 
N.  Toolev,  238048  D.  Wray,  Feb.  22nd;  H7616  T.  M.  Brown,  Feb.  25rd; 
•16743  H.  Lea,  Feb.,  25th;  52595  J    M   Gerrard,  Feb.  27th,  180151  H.  c 
Marriott,  Feb.  28th;  110253  W.  G.  B.  Brislow.  March    ist;  06510  W. 
Griffiths.  107602  C.  Law,  March  3rd;  201051  R.  D.  Clements,  March  4th; 
154850   D.  McCalder,  March  14th;  204581   S.   C.   Knight.  March  15th; 
15/58408  W.  T.  Bnrgon,  10584  J.  G.  Gregson,  5102  H.  H.  W.  Por-e  March 
17th;  .36760  6.  S.  TJ.  Alexander,  763610  I,.  Brown.  5/06510  J.  Fnirbairn, 
204901  W.  R.  Simpson,  March  18th;  23191  C.  B.  Armit.  March  21st;  766203 
J.  C.  Tibbies,  March  22nd;  220027  Langman,  March  28th;  170565  H.  Allen, 
96458  J.  Graham,  112088  W.  Hodgkinson,  iPr.603  H.  Longlev,  700640  P. 
C.  Plumb,  Anril  nth;  -:56S75  B  Litlvwhite.  Mav  27th;  18070  F.  Hillyard, 
Tune  13th:  M2/054150  P.  C.  Lowman.  June  iith. 

Temp.  Hon.  Lt.  G.  A.  Hopper  relinquishes  his  commn.  on  ceasing 
to  be  empld.,  July  16th. 


Transferred  to  unempld.  list  :— Capt.  C  W.  Wise,  M.C.,  from  iS.O.), 
May  otn;  Maj.  E-  F.  Hutchinson,  irom  (S.O),  May  9th;  Capt.  H.  A. 
Fordhain  (J_t.,  Northumberland  ±-us.j  resigns  his  commn.  and  is  granted 
the  rank  ot  Maj.,  July  30th. 

Xhc  notification  m  "Gazette,"  July  8th,  concerning  Maj.  H.  A.  Moore, 
C.B.E.,  M.C.,  is.  cancelled. 

Ihe  notification  in  "Gazette,"  July  8th,  concerning  522564  Cdt.  E.  B. 
bauudeis,  is  cancelled. 

The  notification  in  "Gazette,"  July  18th,  concerning  Lt.  J  E.  Pike, 
is  cancelled. 

Air  Ministry,  August  1st. 
R.A.F. — X'he  attention  of  the  officers  named   in    this    "Gazette"  is 
dnected  to  the  Air  Ministry  Weekly  Order,  now  in  course  of  issue,  re- 
lating to  the  grant  of  permanent  commns.  and  to  the  new  rates  and 
conditions  of  pay  and  other  emoluments. 

The  following  are  granted  permanent  commns.  in  the  R.A.F.  in  the 
ranks  stated,  Aug.  ist  :  — 

Major-generals. 

Sir  H.  M.  Trenchard,  K.C.B.,  D.S.O.  >» 
Sir  G.  M.  Paine,  K.C.B.,  M.V.U. 
Sir  J.  M.  Salmond,  K.C  B.,  C.M.G.,  C.V.O.,  D.S.O 
J.  F.  A.  Higgins,  C.B.,  D.S.O.,  A.F.C. 
E.  L.  Ellington,  C.B.,  C.M.G. 
Sir  W.  G.  H.  Salmond,  K.C.M.G.,  C.B.,  D.S.O. 

Colonels. 

A.  V.  Vyvyan,  C.B.,  D.S.O.;   P.  W.  Game,  C.B.,  D.S.O. ,  -O  Swann, 

C.  B.,  C.B.E.;  F.  R.  Scarlett,  C.B.,  D.S.O.,  C.  L.  Lanibe,  C.B.,  C.M.G., 

D.  S.O.;  J.  M.  Steel,  C.M.G.,  C.B.f:.;  C.  A.  H.  Longcroft,  C  M.G.,  D.S.O., 
A.F.C. ;  T.   I.   Webb-Bowcn,  C.B.,   C.M.G. ;   L.   E.   O.    Charlton,  C.B., 

C.  M.G.,  D.S.O.;  D.  le  G.  Pitcher,  C.M.G.,  D.S.O.;  R.  M.  Groves, -C.B., 

D.  S.O.,  A.F.C.;  E.  A  D.  Masterman,  C.M.G.,  C  B.E.,  A.F.C;  J.  H 
W.  Becke,  C.M.G.,  D.S.O  ;  E>L.  Gerrard,  C.M.G.,  D.S.O.,  H.  P.  Smyth- 
Osbourne,  C.M.G.;  F.  C.  Halahan,  CMC,  D.S.O..  M.V.O. ;  P.  R.  C 
Groves,  C.M.G.,  D.S.O. 

Lieutenant-Colonels  . 
C.  R.  Samson,  C.M.G.,  D.S^O.,  A.F.C;  R.  H.  Clark-Hall,  D.S.O.;  T. 

C.  R.  Higgins,  C.M.G. ;  A.  M.  Longmore,  D.S.O.;  R.  M.  Bonham-Carter, 
O.B.E.;  P.  L.  W.  Herbert,  C.M.G.;  J.  G.  Hearson.  C.B.,  D.S.O.;  E.  R. 
Lud low-Hewitt,  C.M.G.,  D.S.O.,  M.C. ;  U.  J.  D.  Bourke.  CM  G. ;  C.  L. 
N.  Newall,  C.M.G.,  A.M.;  A.  E-  Borton,  C.M.G.,  D.S.O.,  A.F.C;  A. 
Fletcher,  C.M.G.,  C.B.E.,  M.C;  R.  Gordon,  C.M.G..  D.S.O. ;  C  R.  J. 
Randall,  C.B.E.;  A.  G.    Board,  C.M.G.,  D.S.O. ;  F.  V.  Flolt,  C.M.G., 

D.  S.O. ;  K.  G.  Brooke,  C.M.G.;  P.  B.  Joubcrt  de  la  Ferte,  C.M.G.,  D.S.O.; 
W.  R.  Freeman,  D.S.O.,  M.C  ;  N.  D.  K.  MacEwen,  CM. 6.,  D.S.O.;  P. 
H.  L-  Playfair,  M.C;  R.  P.  Mills,  M.C;  I.  T.  Courtney,  O.B.E.;  G.  B. 
Hynes,  D.S.O.;  Hon.  J  D.  Boyle,  D  S.O. ;  P.  K.  Wise,  C.M.G.,  D.S.O  ; 
W.  F.  MacNee,  D.S.O.,  D.F.C;  A.  B.  Burdett,  D.S.O. ;  W.  G.  S.  Mitchell, 
D  S  O.,  M.C;  H   le  M.  Brock,  D.S.O. ;  G.  F.  Pretyman,  D.S.O.,  O.B.E. 

E  F.  Briggs,  D.S.O.,  C  E.  Risk,  D.S.O.;  C.  L.  Courtney,  C.B.E., 
D.S.O.;  C.  E.  H.  Rathborne,  D.S.O.;  A.  W.  Bigsworth,  C.M.G.,  D.S.O.; 
R  P.  Ross,  D.S.O.;  S.  A.  Hebden,  G.  I.  Carmichael,  D.S.O. ;  J.  A. 
Chamier,  C.M.G.,  D.S.O.,  O.B.E. ;  L.  W.  B.  Rees,  V.C,  M.C.  A.F.C; 
C  R.  S.  Bradley,  O.B.E. ;  N.  J.  Gill,  C.B.E.,  M.C;  H.  A.  Williamson, 
C  M  G  •  D  A  Oliver,  D.S.O. ;  F.  W.  Bowhill,  D.S.O  ;  E.  D.  M.  Robert- 
son, D.F.C;  J.  T.  Cull,  D.S.O.;  H.  M.  Cave-Browne-Cave,  D.SO.,  D.F.C; 

A.  L.  Godmau,  C.M.G.,  D.S.O.;  A.  J.  L.  Scott,  M.C  .  A.F.C ;  A.  V.  Bet- 
tington,  C.M.G.;  J.  H.  A.  Landon,  D.S.O.;  R.  A.  C"opei ,  'D.S.O. ;  R.  G. 
Cherry,  M.C;  J.  C.  Halahan,  C.B.E. ;  A  E  Cairnes,  D.S.O. ;  C  D. 
Breese,  A.F.C;  R.  G.  D.  Small,  C   S.  Burnett,  D.SO.;  N'  Goldsmith  J. 

B.  Bowen,  OB.E.J  W.  H.  C.  Mansfield,  D.S.O.:  A.  H.  Measures.  O.B.E.; 
M.  Spicer,  R.  G.  Blomfield,  D.S.O.;  S.  Grant-Dalton,  D.S.O. ;  C  G.  S. 
Gould;  P.  F.  M.  Fellowes,  D.S.O.;  W.  H  Primrose,  D.F  C. :  C  F.  Kil- 
ner,  D.S.O.;  H.  R.  Busteed,  O.B.E.,  AF.C;  I.  G.  V.  Fowler,  A.F.C. ; 
M.  G.  Christie,  C.M.G.,  D.S.O.,  M.C. ;  H.  Blackburn,  J.  Mead.  M.C; 
R.  C.  M.  Pink,  G.  C.  St.  P.  de  Dombasle,  O.B.E. ;  R.  A.  Bradley,  C.M.G. 

Majors. 

L  A  Strange,  D.S.O.,  M.C,  D.F.C.  (A ) ;  A  S.  Jiarratt,  C.M.G.,  M.C. 
(A.);  J.  R.  Smyth-Pigott,  D.S.O.  (A.);  D.  L.  Allen  (S.O.);  J  W  Crink- 
shank,  O.B.E.  (T.) ;  H.  A.  Van  Ryneveld,  D.S.O.,  M.C.  (A),  A.  Shekle- 
ton,  D.S.O.  (A.);  E.  L.  Gossage,  D  SO.,  M.C  (S.O.) ;  J.  E.  A.  Baldwin, 
D.S.O.   (A.);  C.  H.  K.  Edmonds,  D.S.O.,  O  B.E.  (A  );  G.    R  Bromet, 

D.  S.O.,  OlB.E.  (S.O);  F.  E.  T.  Hewlett,  D.S.O.,  O.B.E.  (A.  and  S.).  R. 

E.  C.  Peirse,  D.S.O.,  A.F.C.  (A.  and  S.) ;  A.  C.  Winter,  O.B.E.  (S.O.  . 
J.  T.  Babington,  D.S.O.  (A.  and  S.) ;  E.  Osmond,  C.B.E  (A  and  S.) , 
W.  D.  S.  Sanday,  D.S.O.,  M.C  (A.);  R.  B.  Ward  (A.  and  S.) ;  R.  F. 
Stapleton  Cotton  (T.) ;  E.  L.  Conran,  MC.  (A.).;  G.  Blatherwiek  (Ad.); 
L.  L.  Greig,  M.V.O.  (Ad.);  A.  H.  S.  Steele- Perkins,  O.B.E-  (SO);  T. _G. 
Hetherington,  C.B.E.  (S.O);  R1  H.  Howell  (SO);  A.  B.  GaskeP^  D;S.C. 
(S.) ;  R.  L.  G.  Mari: 
E.  R.  C.  Nanson, 

p!S Babington,  M.C,  A.F.C.  (A.);  L  A.  Pattinsou,  MX,  D.F.C.  (A.); 
R.  J.  Bone,  D.S.O.  (A.  and  S.) ;  S.  Smitii,  D.S.O.,  A.F.C  (A.);  B.  F. 
Moore  (A.) ;  H.  R.  Nichcll  (A.) ;  A.  T.  Whitelock  (A.) ;  P  C.  Maltby, 
D  S.O.  (S.O.) ;  Hon.  L-  J.  E.  Twisleton-Wkycham  Fiennes  (A  ) ;  A.  Cleg- 
horn  (T.);  C.  M  Murphy  (A.);  E.  M.  Murray.  D  S.O.  M  C  (A);  A.  H. 
Jackson  (A.);  O.  T.  Boyd,  M.C.  (A.);  B.  E  Smythies,  D.F.C.  (A.);  F.  H 
TJnwin  (S.O);  G.  Laing,  O.B  E.  (T.) ;  A  Levick  (T.; 1;  T.  S.  Impey  (A.) 1, 
J.  C.  Quinuell,  D.F.C  (A.);  G  P.  Grenfcll,  D.S.O.  (T.) F.  C  \  Laws, 
OB.E.  (T.);  C  G.  Smith,  O.B  E.  (T  ) ;  C  E.  Maude  (S.O.)  ;  J  H  Lidder- 
dale  (S.O.) ;  L.  Tomkinson  (A.  and  S.) ;  E.  T.  Newton-Clare,  D.S.O.  (A  )  ; 
A.  Corbett-Wilson  (T.) ;  H  Stanley- Adams,  D.S.C  (A.  ;  D  C.  S.  Evill, 
DSC  (A.  and  S.) ;  V.  Gaskell-Blackburn ,  D.S.C.  (S.O.) ;  K  C.  Williams, 


.B.E.   (S.O);  R.  Jri.  JlOWeil   (^.<J.i;  n.  r>.  ^,a^^, 
tarix,  D.S.O.  (S.);  T.  O'B.  Hubbard,  M.C.  A.F.C  (A); 
1,  D.S.C,  A.F.C.  (S.);  F.  K  Haskins,  D.S.C    (A.);  A.  ap. 


O  B  E.  (S.O.);  A. 'w.' Tedder  (A.);  F.  F.  Minchin,  D.S.O  ,  M.C  (A^; 
j.  H.  Herring,  D.S.O,  M.C   (A.);  A.  A.  Walser.  M.C,  D.F.C  (A.);  J.  H. 

S'GryHendereon  '(A);  R.  F.  S.  Morton  (A.);  R  J.  F-  Barton,  O.B.E. 
(3.O.);  G.  R.  M.  Reid,  D.S.O,  M.C  (A.);  E.  H.  M.  O  Farrell  (A.l  .  S. 
W.  Smith  (A.);  C.  C.  Miles,  M.C.  (A.);  V  O  Rees  (T.) ;  C.  S.  Danby, 
M.C.  (A.);  M.  G.  Lees  (A.);  A.  R.  Stanley-Clarke,  M.C.  (A.) ,  W  J. 
Ryan,  C.B.E.  (S.O.) ;  G.  G  A  Williams  ;T.  L  Leigh  Mal  ory  (A^), 
V.  A.  A.  Albreeht,  M.C.  (A.);  Sir  N  A  R.  D.  Leslie,  G.B.E  (SO.) ,  N. 
M.  Martin  (S.O.j ;  G.  H.  Padley  (T.) ;  H.  F.  A.  Gordon  (SO),  B.  L- 


Huskisson,  D.S.C.  (A.);  J.  A.  G.  de  Courcy,  MC.  (A.);  C  F  Portal. 
D.S.O,  M.C.  (A.);  J.  T.  Whittaker,  M.C  (A.) ;  N  F  D.  Buekendge  (TV) , 
A.  F.  A.  Hooper,  O.B.E  ft.);  C  H.  B.  Blount,  M.C .  .(A.) ;  A.  W.  H. 
James,  M.C.  (A.)j  C.  W.  Anstey  (A.) ;  H.  E.  ivt.  Watkins  (A.  and  S ) , 
T.  W.  Elsdon  (A.  and  S.) ;  It-  V.  S.  Wilbc, force,  A  FC.  (S.) ;  R.  White- 
head (A  and  S.) ;  T.  H  England,  D.S.C.  (A.  and  S.) ;  F.  J.  Rutland, 
D  S  C,  A.M.  (A.  and  S  );  g7  S.  Trewin,  A.F.C  (O.);  R.  J-  Mounsey, 

0EEW(ANorton,  DSC  (A.);  C  E.  Bryant,  D.S.O.  (A.);  S.  J.  Gobie, 
DSO  OBE  DSC  (A.);  L  T.  N.  Gould,  M.C  (A);  A.  R.  C  Cooper 
(SO);'  WL  Welsh,  D.S  C  (A.  and  S.) ;  R  H  Peek  (A);  J.B.  Graham, 
MC  AFC  (A);  W.  D  Long,  O.B.S  (S.O.) ;  A  G.  R  Garrod  M.C. 
(S.O.) ;  R  A.  Chalmers,  O.B.E.,  A.F.C.  (A.);  T.  W.  Mulcahy-Morgan , 
M.C.  (A.) :  W.  J.  Y.  Guilfoyle,  M.C.  (A.) :  A.  L.  Neale,  M  C.  (A.)  .  A.  C. 
Wi-ight  (A.);  J.  McCrae,  M.B.E.  (T.) ;  C.  H.  Nicholas_  (A);  G.  W  M. 
Green  DSO  MC  (A.);  W.  J.  Shields  (Ad.);  W.  V.  Strugnell,  M.C. 
(A);  JO  Archer  (A);  C.  G.  Tucker  (T  ) ;  J  V  Steel  (A.);  J  Sowrey, 


August  6,  1919 


fhe  Aeroplane 


55; 


A.F.C.  (A.);  L.  F.  Forbes,  M.C  (A.);  E-  H.  Johnston,  O.B.E.  (A.):  H 
J.  Newton-Clare,  O.B.E.  (S.O.!;  C.  W.  H.  Pulford,  O.B.E,  AFC  (A  and 
S.);  B.  E.  Sutton,  D.S.O.,  O.B.E.,  M'C.  ;A);  S.  G.  Hodges,  MC  AFC 
(A.);  F  J  Roberts  (A.);  K.  R.  Binning,  M.C.  (A);  J.  Kemper  (T.);  R 
-E.  Saul  D.F.C  (A-.);  F.  W.  Stent,  M.C.  (A.);  E.  L.  Miller,  M.B.F.  (A.). 
«  '     ;a°.'  ^f,as£  A,'  G'  H-  Carr  (T  )i  R-  p-  Burchall  (T.) ;  H.  G. 

DC?UC  A-,,;cW;^i  Sltwell>  D.S.C.  (A.  and  S.);  E  R.  Moon,  D.S.O.  (A. 
■and  S.);  J.  S.  Mills,  D.S.C.  (A.  and  S.);  R.  M  Field  (S.O.),  G  F  Breese 
D.s.c  (A.);  J  C  P.  Wood  (A.  and  S.);  T.  V  Lister  (A.  and  S.);  R.  B. 
B  colmore  O.B.F  (S.O.);  B.  P.  H.  de  Roeper  (A.);  K.  c  Buss  (A.  and 
S.)  ,  B.  E.  Sandford,  A.F.C.  (A.  and  S.);  C.  W.  Nutting,  D.S.C.  (T  )  ■  J 
Kilner-Wells  (T.) ;  A.  E.  Pettingell  (T.)i  A.  J.  Currie  (S.O  ) ;  F-  PowelL 

0.  B.E.  (T.) ;  E.  A.  B.  Rice,  M.C.  (A.) ;  A.  T.  Harris,  A  FC  (A  )  j  F 
Sowrey,  D.S.O,  M.C,  A.F.C.  (A.);  T.  Bullen,  O.B  E.  (T.) :  F  R  Man- 
"i1^'^1-0-  (A-'-  M-  G-  p-  Copeman  (A.);  F.  G.  D.  Haids,  D.SC  ,  D  F  C 
IS.);  E.  R.  L.  Corballis,  D.S.O.  ;S.O.);  G  W.  "Williamson,  M  C.  (T.) ;  H 
A.  Michell  (S.O  );  A.  J.  Butler,  M.C.  (A.);  F.  B.  Binuey  (A.);  A  C. 

1,  ar  ndA  Pt  c:.  Sherren,  M.C.  (A.),  D.  R.  McLaren.  D.S.O., 
M.C,  D.F.C.  (A);  R.  Leckie,  D.S.O.,  D.S.C,  D.F.C.  (A.  and  S). 

Captains. 

A.  A.  B.  Thomson,  M.C.  (S.);  W.  B.  Hargrave  (A.);  J.  R.  Howett  (A  ) ; 
R.  S  Maxwell,  M.C,  D.F.C  (A.);  G.  Allen  (A.);  E.  M\  Pollard  (A. 
H.  V.  Champion  de  Crespigny,  M.C,  D.F.C.  (A.);  C  H  Dixon  MC 
D,'^-C^(A-);  Aia  Mbrris>  °-B-E.  (T.) ;  E.  R.  Pretyman  (A);  I.  T.  Lloyd 
(A  ;  E.  J.  Hodsell  (S.);  A.  J.  Capel  (A.);  J.  R.  McCrindle,  O.B.E.,  MC 
(A.);  H.  Cockerell  (T.) ;  O.  G.  W.  G.  Lywood  (T.j;  J.  C  Russell  (A); 
•C  E.  H.  Medhurst,  O.B  E-,  M.C.  (A.);  A.  R.  Arnold,  D  S.O  DFC 
A  and  S.) ;  C  S.  MaeNab  (S.O  ) ;  R.  H.  Kershaw  (A.  and  S.) ;  H  Stewart 
(a.);  N.  S.  Douglas  (Ad.);  J.  E.  B.  Maclean,  D.S.C.  (S.);  A  S.  Redfern 
(A.);  W.  Thomas,  M.C.  (T.);  R.  Collishaw,  D  SO.,  DSC,  DFC  (A  )  ■ 
•C  T.  MacLaren,  O.B.E.  (A.);  F.  P.  Holliday,  D.S  O.,  MC  (A  )  •  E  j' 
L-  W.  Gilchrist,  M.C,  D.F.C.  (A.);  H  E.  F.  Wyncoll,  MC  (T.) ;  R 
Grahame,  D.S.O,  D.SC,  D.F.C.  (S.) ;  C  H.  C.  Smith,  D.S.C.  (A.  and 
S.);  D.  S.  Jillmgs,  M'C.  (T.) ;  V.  A.  H.  Robeson,  M.C.  (A.);  G  H  Bow- 
man, D.S.O.,  M.C,  D.F.C  (A.);  C.  G.  Bulge,  O.B.E.  (A.);  N.  B  Tom- 
lmson  (T.) ;  H.  S.  Powell,  M  C.  (A.l ;  \V.  G.  P.  Young,  O  B  E  ISO]' 

-AT~H-,«St>radlins;  <s-°->;  Auker,  O  B  E  (TV);  C  A.  Ridley,  D.S.O.! 
M.C  (A.). 

F.  W.  H.  Lerwill  (T.);  R.  B.  Munday,  D.S.C.  (A.);  G.  C  Birie,  M  C 
(A.);  J.  H.  D'Albiac,  D.S.O.  (A.);  R.  J.  O.  Compston,  D.S  C,  DFC 
<A.);  G.  Somers-Clarke  (T.) ;  C  F  Gordon,  O.B.E.,  M.C  (O.) ;  C  E 
Wardle  (S.O);  T.  E.  Longridge  (SO.);  H,  W.  Stratton  (Ad.);  D  S  K 
Crosbie  (A.);  T.  L.  Stevens  (Ad.);  W.  R.  Read,  M  C,  A.F.C  (A);  G  T 
Porter  (A.);  H.  L.  Reilly,  D.S.O.  (A.);  C.  C.  Darley  (A.);  T.  G.  Bowler 
(Ad);  E.  O.  Grenfell,  M.C,  A.F.C  (A.);  E    C.  Perrin,  O.B.E.  (S.O.); 

F.  E.  Hellyer  (Ad.);  D.  R.  Hanlon  (A);  C.  E-  H  James,  M.C.  (A.) ;  B 
D.  S.  Tuke  (S.O.);  A.  McR.  Moffatt  (S.O.);  S.  C  W.  Smith  (T  ) ;  J  W 
Woodhouse,  D.S.O,  M'.C  (A.);  M.  Henderson,  D.S.O.  (A.)  -  F  A  Jack- 
sou  (T. ) ;  W.  J.  B.  Curtis,  O.B.E.  (T);  E.  L-  Oliver,  M.C  '(Ad.);  C.  H. 
Elliott-Smith,  M.C.  (A.);  R.  B.  C.  M.  T.  de  Poix  (S.O.);  E-  A.  Beulah 
(S.O.);  L.  H.  T.  Sloan  (A);  W.  W.  Hart,  M  B.E.  (T.) ;  E.  B.  Beauman 
lA.  and  S.) ;  E.  R.  Whitehouse  (S.O.) ;  G  B  Dacre,  DSC  (S )  •  R  C 
L.  Holme,  M.C.  (A.);  E  R'  Vaisey  (A.);  F.  W.  Trott,  ODE,  MC 
iS.O.);  F.  H.  Songhurst,  M.B  E.  (T  );  J.  H.  Simpson  (A.),  C  J.  W  Dar- 
win, D.S.O.  (A.). 

A.  C.  Bolton,  M.C.  (S.O.) ;  P.  G.  Scott  (A.);  C.  B.  Cooke  (A);  G  W. 
Robarts,  M.C.  (A.);  G.  H.  Hall,  A.F.C  (A.);  C.  Porri  (T.) ;  R.  B.  Mansell 
(A.);  F.  L.  Robinson,  D.S.O,  M.C.  (A.);  L.  J.  Caylv,  M.C  (A.);  C  E 
H.  C.  Macpherson  (A.);  P.  B.  Hunter  ;T.);  C.  Cooper  (A.);  R.  C  Hard- 
staff  (A.);  W  D.  Budgen,  G.B.E  (S.O.) ;  J.  J.  Breen  (S.O.);  G.  C.  Bailev, 
D.S.O.  (A.);  A.  Fitz.  R.  P.  H.  Somerset-I.eeke  (T.) ;  P.  Huskinson,  MC. 
(A.);  A.  S.  Ellerton  (S.O);  A.  P.  V.  Daly  (A.);  C  E.  W   Foster  (A.); 

D.  Iron  (S.O.);  A.   S.  Maskell  (A.);  C.  H    G    Woollven,  M.C.  (Ad.); 

E.  de  C  Hallifax,  D.S.C.  (A.  and  S.);  F.  P  Don  (S.O.);  R.  S.  McClin- 
toek,  M.C  (A.);  S.  N.  Cole  (A.);  A.  T.  Williams  (A.);  L  G  S.  Pavne, 
M.C  (A.);  B.  E.  Baker,  D.S  C,  M.C,  A.F.C  (A);  A.  W.  Bird  DSO 
(A.);  C.  H.  Hayward  (A.);  E  D.  Atkinson,  D.F.C,  AFC  (A  ) ;  G  L 
Hunting  (T.);  C.  W.  Mackey  (A.):  A.  N.  Lenge  (A.);  J.  C.  M.  Hav 
(Ad.);  C  R.  Cox,  A.F.C  (A.) ;  H.  G.  Hutchinson  (S.O.) ;  H.  W.  G. 
Jones,  M.C.  (A.);  R.  Whitaker,  M.B.E  (S.O.);  G.  H.  A.  Hawkins  (S.O.) ; 
J.  F.  Gordon,  D.F.C.  (A.). 

C  J.  Q.  Brand,  D.S.O,  M.C,  D.F.C.  ' A.) ;  J.  M.  Robb,  D.F.C.  (A.)  ; 
R.  G.  Mack  (A.);  R.  S.  Lucy  (A.);  T.  H.  McDowell  (A.);  W  E.  Reason 
(T.);  F.  L.  J.  Shirley,  M.C.  (Ad.);  N.  H.  Bottomley,  A.F.C.  (S.O.) ; 
E.  B.  Mason  (A.);  S.  G.  Frost,  M  B.E  (T.) ;  H  L.  H.  Owen,  A.F  C  (A.); 
E.  W^  Havers  (T.) ;  J.  Gilmour,  D.S  O.,  M.C.  (A);  M.  L-  Tavlor  (A.); 
P.  E.  M\  Le  Gallais,  A.F.C.  (A.) ;  H.  A.  Tweedie,  A.F.C  (S  O  V  H  M 
Probyn,  D.S.O.  (A.);  E.  B.  Grenfell  (A.);  E.  E.  N.  Burnev,  M.C  (A); 
L.  L.  MacLean  (A.) ;  O.  H.  Frost,  M  C  (S.O.) ;  A.  Hunter  (T  ) ;  I..  A  K 
Butt  (S.O.);  G.  H.  Cock,  M.C  (A.);  L.  C.  Keeble  (A.);  F  W  Hudson 
(A.);  D.  F.  Stevenson,  D.S.O.,  M.C.  (A.) :  F.  G.  Stammers,  O.B.E.  'S.O.) ; 
T.  F.  Hazell,  D.S.O.,  M.C  D.F.C  (A  : ;  R  M  Drummond,  D.S.O., 
M.C.  (A.);  A.  W.  F.  Glenny,  M.C,  D.FC  (A.);  A.  G.  Jones- Williams, 
M.C  (A.);  A.  C.  Randall,  D.F.C  (A.);  A.  P.  M.  Sanders  (S.O.) ;  L.  E. 
Palmer  (T.) ;  P.  F.  Fullard,  D.S.O.,  M.C.  (A.  and  S.) ;  R.  A.  Courtnev, 
M.B.E.  (T.);  C.  C.  Durston  (A.);  G.  E.  Livock,  D.F.C.  (S  ) ;  A.  F  F. 
Jacob,  D.S.O.  (A.). 

W.  H.  Dunn,  D,S.C.  (S.) ;  M.  A.  Simpson  .'A  and  S.) ;  R.  F.  S. "Leslie, 
D.S.C,  D.F.C.  (A.  and  S.) ;  F.  J.  Linnell  (A.  and  S.) ;  C.  J.  Galpin, 
D.S.O.  (A.  and  S.) ;  C  L.  Scott,  D.SC.  (S  ) ;  H.  G.  R.  Malet  (A);  R.  B. 
Maycock,  O.B.E.  (S.O.) ;  L.  D.  McKean  (A);  W.  B.  Cushion  (Ad.);  J.  L. 
Vachell,  M.C  (A.);  H.  H.  McL-  Fraser  (A.);  W.  P.  Groves  (T);  H.  W. 
Woollett,  D.S.O.,  M.C.  (A.);  F.  E.  P.  Barriueton  (A.);  J.  Everidge,  M.C. 
(A);  C  H.  Darley,  D.S.C,  D.F.C  (A.);  H.R.H.  Prince  Albert.  KG., 
Personal  A.D.C.  to  H.M.  the  King  (A.);  D  Cloete,  M.C.  (A.);  J.  Lea- 
croft,  M'.C.  (A.).;  H.  G.  Smart  (A  );  J  K  Waugh,  D.S.C  (S);  A  Durston 
(S.);  G.  J.  C.  Maxwell,  M.C,  DFC,  AFC  (A.);  A.  L.  Macfarlane  (A.); 
C  S.  Morice,  M.C.  (A.);  G.  M.  Clarke  (A).  E.  R  Tempest,  M.C, 
D.F.C.  (A.);  T.  E.  Salt,  A.F.C  (A.);  E  L.  P.  Morgan  (Ad.):  D  H.  M. 
Carbery,  M.C,  D.F.C.  (A.);  W.  A.  Skeate  (A);  A.  H.  Whistler.  D.S.O., 
D.F.C   (A.);  E.  H.  Hooper  (T.) ;  1     S.  T.  Fall,  D.S.C,  A.F.C  (A.); 

G.  R.  A.  Deacon.  M.C  (A.);  E   A.  Faweus  (A  ). 

K.  R.  Park,  M'.C.  (T.) ;  H.  I.  Hanmer,  D.F.C.  IS.O.);  A  L  Gregorv, 
M.B.E,  M.C  (T.J;  F  Nuttnll,  M.C  (A.);  R.  T.  Neville  (T  ) ;  V  Buxton 
(S.O.);  W.  H.  Clover  (T.) ;  L.  J.  Maclean,  M.C.  (A.)  ;  C  St  Noble  (T.l; 

H.  M.  K.  Brown  (A.);  A.  E.  McKeever,  D.S.O. ,  M.C  (A.);  H  A.  Smith, 
M.C  (A.);  J.  V.  Read,  M.B.E.  (T.) ;  W.  E.  O  Bryant  (SO.):  J.  A.  Stone 
(T.);  T.  C  Thomson  (A);  A.  Chapman  <T.) ;  L  I.  Bark-r  (A.) : 
Keegan  (T.);  F.  Workman,  M.C  (A.);  J.  McG  Glen,  M.C  (SO.);  W 
Dolphin  (T.l;  B.  J.  Silly,  M.C,  D  P.O.  (A).;  J.  P.  Angell  (T.) :  F 
Soden,  D.F.C.  (A.);  L.  M.  Lilley,  O.B.E.  (T.) ;  A.  G.  Bond,  A.F.C.  f  A.1 ; 
W.  B.  Lawson  (A.  and  S);  E.  B.  Rice  (A);  C.  IT.  Awcock  (T.) ;  J.  B. 
Fox,  M.C  (A.);  G.  Donald,  D.F.C  (A.  and  S.);  J.  P.  Coleman,  A.F.C 
(A.  and  S.) ;  W.  R.  Mackenzie,  D.S.C  (Ad.);  A.  N  Oallehnwk  (A.  and 
S  );  F.  W.  Walker  D  S  C.,  AFC.  IS.O);  H.  S.  Kerbv,  D.S.C .  A  F  C. 
(A.);  A.  M.  WaistelL  DSC  (S.O):  N.  W.  Wadham  (A.);  E  O.  Drudge, 
M.B.E.  (T.l;  T.  On*  (T.) ;  E  V.  Longinotto,  AFC  (A.);  P.  S.  Jackson- 
Taylor  (T.) ;  H  V.  German  (A.  and  S.) ;  L.  H.  Slatter,  D.S.C.  D.F.C. 
(A.). 

R.  M.  Bayley,  D.F.C  (A.);  V.  R.  Gibbs,  D.SC.  (A.);  W  B.  Callawav 
'S.);  F.  N.  Halsted,  D.S.C.  (A.  and  S.);  T.  E  I!  Howe,  A.F.C.  (A.); 
D.  G.  Donald  (A.);  E.  P.  Hardman,  D.F.C  (A.);  W.  S.  Newton-Clare 


M. 
H. 
O. 


(Ad.);  F.  M'.  Rope  (T.) ;  G.  H.  Reid.  D.F.C.  (S.) ;  S.  Richardson.  M.B.E. 
(Ad.);  A.  S.  Cheshire,  M.B.E  (T.) ;  R.  W.  Dawes  (Ad.);  L-  J  Killmayer, 
M.B.E.  (S.O.);  C.  F.  Rasmustn  (SO);  R.  Young  (T.) ;  A.  J.  Long  (T.) ; 
J.  A.  Sadler  (A.   and  S.);  H.  A.  J.  Wilson  (S.O.) ;  S.  Nixon  (S.O.); 

G.  M.  T.  Rouse  (A.);  E.  G.  Hopcraft,  D.S.C.  (A.  and  S.),  R.  J.  Slade, 
D.S.C.  (O.);  E.  J.  Cuckney,  D.S.C  (S.O.) ;  A.  II.  Pearce,  D.F.C  (S.) ; 
J.  A.  Glen,  D.S.C  (A.);  G  D.  Nelson,  D.S.C.  (T.) ;  E.  O'D.  Crean  (S.O.); 

C.  H.  Keith  (S.O.);  B  A.  Malet,  D.F.C.  (O.) ;  M.  O.  F.  England  (O.) ; 

H.  Lcedham  (T.) :  A.  G.  Bishop,  A.F.C.  (A.  and  S.) ;  L.  H  Cockey  (A.); 
H.  F.  Delarne,  A.F.C.  (A.  and  S.) ;  J.  W  B.  Grigson,  D.F.C.  (S.);  W.  R. 

D.  Ackland  (A.);  S.  T  Freeman  (A.  and  S.l;  C  M.  Crowe,  M.C,  D.F.C 
(A.);  A.  Ferris  (S.O.);  G.  E-  Wilson  (A.). 

Lieutenants. 

F.  Fowler,  D.S.C,  A.F.C,  (S.);  D.  Gilley,  D.F.C,  (A.);  T.  F.  N. 
Gerrard,  D.S.C.  (A;  and  S.);  F.  N.  Hudson,  M.C.  (A.);  J.  H.  Norton, 
M.C,  D.F.C.  (A.);  H.  G.  White  (A.);  C.  R.  Robbins,  M.C,  D.F.C,  (A.); 
J  H.  Butler  (A.);  D.  S.  Evans  (A.),  H.  F.  Bradley  (T.) ;  R.  S.  Sorley, 
D.S.C.  (A.);  H.  de  Vere  Leigh,  D.F.C.  (S.);  R.  G.  St.  John,  D.S.C.  (O.) ; 
E-  B.  C.  Betts,  D.S.C,  D.F.C.  (O.) ;  F.  L.  Luxmore  (A.);  H.  V.  Rowley 
(A.);  C.  F.  Brewerton,  D.S.C.  (A.);  G.  W.  R.  Fane,  D.S.C.  (A.  and  S.); 
F.  J.  Bailey  (S.) ;  W.  T.  S.  Williams.  D.S.C.  (S.O.) ;  L.  A.  C.  Stafford 
(T.);  D,.  R.  W.  Thompson  (O.);  S.  S.  Benson,  A.F.C.  (S.) ;  E.  P.  M. 
Davis,  A.F.C,  A.M  (A.  and  S.) ;  J.  R.  Swanston,  D.F.C  (A.);  A.  B. 
Ellwood,  D.S.C.  (A.);  P.  C.  Wood  (A.);  C.  Chapman,  D.S.C.  (O.) ;  W. 
F  Dickson,  D.S.O.  (A.  and  S.) ;  D  G.  McGregor,  A.F.C.  (O.);  L.  Ritson 
(O.);  B.  E.  Harrison  (O.) ;  J.  H.  Green  (P.);  A.  J.  Prince-Cox  (T.) ;  E. 
D.  Davis  (A.  and  S.) ;  W.  B.  Farrington,  D.S.O.  (T.);  R.  A.  George, 
M.C  (A.);  F.  M.  I.  Watts  (T.);  T.  L-  F.  Burnett  (T.);  J.  F.  Lawson, 
A.F.C.  (A.);  F.  MacB.  Paul  (A.) ;  C.  S.  T.  Lavers,  D.F.C  (A.);  A.  B. 
Wiggins  (T.);  J.  A.  Boret,  M.C,  A.F.C.  (A.);  G.  E.  Ransom  (A.);  A.  R. 
Churchman,  D.F.C  (A.);  H.  P.  Lale,  D.F.C.  (A.). 

S.  B.  Collett  (A.);  W.  Deane,  M.C  (A.);  G  E.  Gibbs,  M.C.  (A.); 
R.  D.  Starley,  M.C.  (A.);  P.  W.  S.  Bulman,  M.C,  A.F.C.  (A.);  B.  Mc- 
Entegart  (A.);  P.  Warburton  (A.);  M.  Minter,  M..C  (A.);  G.  W.  N.  R. 
Haynes  (A.);  F.  G.  C.  Weare,  M.C.  (A.);  I.  D.  R.  McDonald,  M.C, 
D.F.C.  (A.);  E.  T.  Carpenter  A.);  W.  B.  Everton  (T.) ;  N.  Liddall  (T.) ; 
D.  Drover  (T.) ;  T.  A.  Warnc-Browne,  D.S.C.  (A);  V.  S.  E.  Lindop  (A.); 
F.  H.  Eberli  (A.);  A.  G.  Weir  (A.);  P.  A.  Simmons  (S.O.);  F.  Pater- 
son  (Ad.) ;  H.  V.  Pendavis,  D.S.O.  (A.) ;  W.  E.  Somervell  (A.) ;  D.  W. 
Grinnell-Milne  (A.);  H.  B.  Russell  (A.);  A.  H.  Goldie  (S.O.);  K.  B. 
Lloyd,  A.F.C.  (A.);  L.  J.  Pearson  (A.);  J.  L.  M.  de  C.  Hughes-Chamber- 
lain (A.) ;  H.  O.  Long  (Ad.) ;  A.  T.  Wynward-Wright  (S.O.) ;  G.  M. 
Moore,  M.C.  (A.);  W.  A.  Harvey  (T.) ;  F.  Beaumont  (A.);  E.  J.  D. 
Townsend  (S.O.) ;  J.    C.  Bariaclough    IS.O.) ;  F.   L.    B.   Hebbett  (A.); 

D.  H.  de  Burgh,  A.F.C.  (A.);  C.  R.  Davidson,  M.C.  (A.);  L-  Eardly- 
Wilmot  (Ad.);  G.  T.  Richardson  (A.);  I,.  G.  Wood  (A.);  B.  V.  S.  Smith, 
M.C,  A.F.C  (A.) ;  L.  H.  Browning,  M.C  (A.) ;  F.  H.  Isaac  (A.  and  S.) ; 
A.  G.  B.  Ellis  (A.  and  S.) ;  G.  H.  Russell,  D.F.C.  (A.) ;  G.  R.  Travis 
(A.) ;  B.  A.  S.  Lewin  (A  ). 

W.  H.  Longton,  D.F.C,  A  F.C.  (A);  H.  V.  Puckridge  (A);  N.  Com- 
per  (A.);  W  .F.  Williamson  (A.);  R.  E.  Meek  (Ad);  D.  N.  Thompson. 
M.C.  (S.O.) ;  W.  L-  Fenwick  (A.) ;  L-  J.  Riordan,  A  F.C.  (A.) ;  W.  Suther- 
land (T.);  L  R  Briggs  (A.);  H.  G.  P.  Ovenden  (A.);  H.  V.  Jerrard 
(A.);  B.  Raymond-Barker  (A.);  C.  E.  V.  Porter  (A.);  W.  G.  Megaitt, 
M.C.  (A.) ;  J.  D.  S.  Denholm  (S.O.) ;  C.  R.  Kearv  (A.) ;  T.  S.  Ivens  (A.)  ; 
P  L-  Stephens  (Ad.);  C.  S.  Fulton  (S.O);  H-  C.  Pyper  (Ad.);  R.  M. 
Foster,  D.F.C.  (A.);  K.  A.  Meek  (Ad.);  C.  M.  Eastley  (A.);  C  Craw- 
ford (A.);  G.  C.  Gardener,  D  F.C.  (A.),  P.  L.  Plant  (A.);  R.  W.  Reid, 
M.C.  (A.);  R.  B.  Bourne  (A);  J.  M.  J.  C.  J.  I.  Rock  (Ad);  H  G.  W. 
Debenham  (A.) ;  M.  Moore  (O.) ;  S.  G.  Frogley  (A  ) ;  J.  S.  Goggin  (S.O.) ; 

E.  Thornton  (A.);  E.  Q.  L.  Bell  (Ad.);  C  F  Smith  (A.);  P.  J.  Barnett, 
M.C.  (A.);  J.  Potter  (A.);  F  W.  Deane,  D.F.C.  (A.);  C  R.  W.  Knight 
(A.) ;  J.  H.  O.  Campbell  (Ad  ) ;  F.  W.  W.  Wilson  (A.) ;  B.  H.  Godfrey 
(S.O);  W.  W.  Glenn.  M.C.  (Ad.);  D.  F.  Cox  'S.O.) ;  T.  G.  Poland,  M.C. 
(A.);  H.  N.  Loch  (A.);  M.  H  Coote  (A.);  C.  E  Williamson-Jones,  D.F.C. 
(A.);  K.  E-  Ward  (A.);  T.  Humble  (O.) ;  W  H.  Dale  (S.O);  R.  C.  Jen- 
kins, M.C  (A.);  J.  H.  Rutherford  (T.) ;  R.  P.  M.  Whitham,  M.C.  (A.); 

H.  M.  Coombs,  D.F.C.  (A.);  J.  Lawson  iA.). 

G.  R.  O'Sullivan  (A.) ;  C.  McM  Laing,  M.C.  (A.) ;  W.  G.  E.  Hayman 
(S.O);  W.  Scott  (T.);  S.  E.  Toomer  (A.);  C  R.  Strtidwiek  (A.);  C.  J.  S. 
Dearlove  (A.);  W.  R.  Curtis  (A.  and  S.) ;  F.  C  B.  Savile  (A.);  C.  Bous- 
field  (O.);  C.  N.  Ellen,  D.F.C.  (O.) :  E.  S.  Ades  (S.) ;  R.  St.  H.  Clarke, 
A.F.C.  (A.  and  S.) ;  G.  H.  Elliott  (O.);  F.  Leathley,  M.C.  (A.);  M.  A. 
Benjamin,  M.C.  (S.O);  J.  F.  Nalder  (Ad);  A.  W.  Symington,  M.C. 
(S.O.) ;  G.  G.  Banting  (A.) ;  K  C.  Tilman  (A.  and  S.) ;  R.  J.  Mont- 
gomerv-Moore  (Ad.);  G.  M.  Carter  (A);  F.  M.  F.  West,  V.C,  M.C. 
(A.);  D.  F.  Lawson  (A.);  C  E.  W.  Lockyer  (A.);  J.  H.  Winch  (T.) :  F. 
Thompson  (A.) ;  J.  A.  W.  Binnie  (A.i  ;  J.  Bussey  (A.) ;  M.  H.  -Findley, 

D.  S.C,  D.F.C.  (A.);  R.  Hallev,  D.F.C  (A.);  G  E.  Creighton  (A.l;  D. 
R  Mullan  (Ad.);  V.  R.  S.  White,  M.C.  'Ad);  C.  D.  Pyne  (A.),  C. 
Findlav,  D.F.C.  (A.) ;  R.  L-  Sweenv  (Ad.) .  E.  L.  Ardlev  (Ad.) ;  A.  C.  B 
Harrison,  M.C.  (Ad.);  H.  B.  Maund  (A.);  W.  M.  M.  Hurley  (Ad.);  C. 

F.  Le  P.  Trench  (A.);  II.  L.  Macro,  D  F.C  (S.) ;  N.  B.  Ward  (A.  and 
S.);  A.  W.  Simon  (A.);  P.  J.  Gardiner  (A.i;  C.  A.  B.  B.  Wilcock  (A.); 

G.  M,  Knocker  (A.);  F.  R.  Openshaw  (A.);  S.  P.  Marcus  (A.);  D.  W. 
Sibley  (A.);  N.  S.  Paynter  (A.);  A.  H.  G.  Dunkerley  (A.);  E.  G.  Hilton 
(A.  and  S.) ;  C.  H.  Harrison  (A.) ;  C.  H.  Noble-Campbell,  A.F.C.  (A  ) ; 
C  P.  Brown,  D.F.C.  (A.  and  S.) ;  R.  T.  B.  Houghton  (A.) ;  L-  W.  Jarvis 
(A.);  G.  R.  C.  Oliver  (Ad.);  H.  M.  Moodv,  M.C.  (A.);  D.  Price  (A.); 

E.  I.  Bussell,  (A.). 

J.  R.  Bell,  D.F.C.  (A.);  J  H  Dan.l  tA.) ;  A.  A.  C.  Hyde  (A.);  W.  J. 
N.  King  (S.O.);  C.  J.  Brockbank  (T.) ;  J.  R.  M.  Simpson  (A.);  E.  N.  D 
Worsley  (Ad.);  D.  d'H.  Humphreys  (A  and  S.) ;  G.  G.  Walker.  M.C. 
(A.);  J.  M.  Bell  (S.O.) ;  F_  Wood  (A.);  J.  G.  Western  (T.) ;  R.  L.  Crofton 
(A.);  A.  H.  Beach  (A.);  A.  W.  Beauehamp-Froctor,  B.C.,  D.S  O..  M.C, 
D.F.C.  (A.);  G.  R.  Barry  (T.) ;  A.  H  Paull  (A.  and  S  ) ;  J.  K.  A.  Jeakes, 
D.F.C.  (A.  and  S.V  C.  B.  Godfrey  (SO.);  B  G  H.  Keymer.  D.FC 
(A.);  E.  J.  L.  Hope  (A.  and  S.) ;  P.  C.  Campbell-Martin  (O.) ;  T.  F.  G. 
Bovle  (O.);  F.  T.  McElwee  (T.) ;  J.  Duncan  (S.O.) ;  J.  J.  Williamson, 
A.F.C.  (A.);  G.  G.  G.  Graves  (A.);  D.  S  Allan  (A);  L.  E.  M.  Oilman 
(S.O.);  G.  S.  Shaw  (A.  and  P.);  R.  B.  T.  Hedges  (A.);  R.  Grice  (A.);  E. 

I.  .  Barrington,  M.C.  (A.  and  S.) ;  N.  S.  Dewey,  M.C.  ;A.  and  S.V,  S.  D. 
Culley,  D.S.O.  (A.  and  S.) ;  M.  M.  Freehill,  D.F.C.  (A.) ;  C.  T.  Walk- 
ington  (A.);  W.  E.  Staten,  M.C,  D.F.C  (A.);  H.  O.  Prout,  A.F.C.  (A.); 
W.  E.  Windover  (A.);  E.  &,  Robins  (A.);  S.  Jones,  D.F.C.  (A.);  C.  D 
Skinner  (A.);  A.  Sutton-Jones  (Ad.l ;  T  Roberts  (A.):  D.  G.  A.  Batter 
bury  (A.  and  S.);  S.  E.  S.  McLeod  (T.l;  8.  C.  Strafford  ,A.  and  S). 

P.  J.  Murphy  (Ad.);  J.  D.  Breakev,  DFC.  (A.);  A.  E.  Lindon  (T.) ; 

C.  W.  H.  Moller  (O.) ;  E.  H.  Richardson  (A.);  A.  L  Paxtrm  (A.);  R.  J 
Rodwell    (A.);  A.   McGregor,  D.F.C.  (A.);  H.  W    L    Saunders,  M.C, 

D.  FC,  MM.  (A.);  G.  H.  H.  Scutt,  M.C  (O.) ;  A.  O.  Lewis-Roberts, 
D.F.C.  (A);  R  C  B.  Brading,  D.F.C  (A.l;  J.  W.  Baker.  M.C.  (A.);  R 
it  W.  Empson  (O.) ;  B.  S.  Wilcox,  D.F.C  tA.) ;  H.  I.  T.  Beardsworth 
(A.);  C.  L.  Cox  (A.);  L.  de  V.  Chisman  !A.)  ;  J.  II.  Dale  (T.);  P.  Mur- 
gatroyd  (A.);  J.  W.  Young  (A),  F.  N.  S.  Creek,  M.C.  (O);  D.  E.  D 
Tavlor,  M.C  (A.);  F.  Keith  (O.V  J.  A.  Grav  (A.):  W.  A  Duncan  (A.); 
A.  W.  Franklyn,  M.C.  (A.)j  M  G.  McL.  Cahill-Byrne  (O);  J.  S.  C. 
Robinson  (O.)  J  E.  K.  Blenkinson  (A.l ;  M  G.  S.  Burger,  D.F.C.  (A.) ;  F 

H.  Ronkslev,  M.C.  (A.);  H.  P.  Lloyd,  M.C,  D.F.C.  (A.);  W.  D.  Gaird- 
ner,  D.F.C.  (A.) ;  I.  McBain,  D.F.C.  (A  ) :  A.  T.  Laing  (Ad.) ;  H.  W. 
Clavton  (S.O.);  E.  B.  Wilson  (A.);  G.  Verden  (Ad.);  R.  L.  McK.  Bar- 


558 


The  Aeroplane 


August  6,  1919 


bour,  D.F.C  (A  )  J  E.  F.  Waring,  D.F.C.  (A  and  S.) ;  E.  E.  Porter, 
D.C.M.  (Ad.);  O.  W.  de  Putron  iT.);  A.  G.  Stradling  (S.O.). 

H.  E.  Forrow  (A.);  A.  Rowan  (S.O.);  L.  M.  Nixon  (Ad);  W.  Elliott, 
D.F.C.  (A.);  R.  E.  Keyes,  D  F.C.  iA.);  J.  I.  X.  Jones,  D.S.O.,  M.C., 
D.F.C,  M.M.  (A.);  R.  Ivelaw-Chapman,  D.F  C.  iA.);  E.  E-  P.  Smith 
(A.  and  S.) ;  S.  A.  Turner,  M.B.E  (T.) ,  C.  J.  Sims,  D.F.C.  (A.);  C.  E. 
H.  Allen,  D.F.C.  (A.),  F.  F.  Garroway  ;A.) ;  C.  R.  Pitber,  D.F.C.  (A.); 
V.  E.  Groom,  D.F.C.  (A.);  G.  S.  i'effers,  D.F.C.  (A.);  J.  F.  V.  Sugars 
(O.),  A.  V.  Shewell  (T.) ;  K.  Lister-Kayc  (A.);  Cuthbert  Harrison  (A. 
and  S.);  W.  Sanderson,  D.F.C.  (O.) ;  C.  A.  Hoy,  M.C.  (T.) ;  F.  R.  Hock- 
ney  (A.);  E.  J.  Ffoulkes-Jones  (A.);  R.  H.  Hanmer,  M.C.  (A.);  R.  M. 
Davy  (T.);  R.  R.  Evans  (A.);  W.  A.  Hancock  (T.) ;  T.  Everett  (T.) ; 
W.  F.  Floyd  (T.) ;  J.  C.  Andrews  (T.) ;  M.  J.  James,  M.B.E.  (T.) ;  H. 
J.  Gilbert  (T.) ;  O.  S.  Waymouth  (T.) ;  E.  S.  Steddy  (T.) ;  C.  C.  Bayzell 
!T.);  H.  W.  Heslop  (A.);  W.  G.  Stafford,  M.C,  D.C.M.  (T.) ;  Hon.  M.  H. 
R  Knatchbull-Hugessen,  M.C.  iS.O.) ;  F.  Grave  (T.) ;  R.  E.  Casev, 
D.F.C.  (O.);  R.  N  Essell  (A.);  J.  C  Belford  (A.);  E.  C.  Delamain, 
M.C.  (O.);  A.  Garrity  (T.) ;  H.  A  L.  Pattison  (A.);  F.  Whittaker  (Ad.); 
G.  B.  Booth  (Ad.);  C<  F.  B.  Basil  (T.j;  T,  I,.  Jones  (O.);  W.  Myers, 
M.C,  D.C.M.  (S.O.);  W.  F.  Wood  (T.) ;  V.  H.  Tait  (T.) ;  J.  M.  McEnte- 
gart  (T.) ;  J.  F.  Clark  (T.) ;  H.  G.  Rowe  (O  ) ;  A.  McC.  Goddard  (Ad.); 
S  T.  Kemp  (T.) ;  A.  Ledger  (T.). 

M.  B.  Fitzgerald  (T.) ;  R.  G.  Fussell  (Ad.);  B.  T.  Hood  (T.) ;  A.  J. 
Elliott  (T.) ;  F.  J.  W.  Humphreys  (S.O.);  J.  Bullock  (T.) ;  J.  A.  Allen 
(S.O.);  D.  R.  Mitchell  (T.) ;  N.  B.  Hemsley,  M.B.E.  (T.) ;  W.  J.  Richards 
(T.);  C.  J.  Poole  (T.) ;  C.  A.  C.  Fidler  (T .) ;  H.  T.  H.  Copeland  (Ad.); 
R.  D.  Lambert  (T.) ;  M.  R.  Preece  (T  ) ;  F.  H.  Astle  (T.) ;  W.  R.  Day 
(T.) ;  F.  S.  Wainscot  (T.) ;  C  V.  Laoey,  A.F.C.  (A.),  H.  Hackney  (S.)~; 
R.  W.  Edwards  (T.) ;  G.  J.  Davies  iT  1 ,  H.  Norrington  (T.) ;  J.  W. 
Jean,  D.S.M.  (T.) ;  W.  Liniker  (T.) ;  J.  W.  Hosking,  M.B.E.  IT.)',  C. 
Attrill,  M.B.E.  (T.). 

(To  be  continued.) 

PAY  IN  THE  ROYAL  AIR  FORCE  FOR  WARRANT 
OFFICERS,  NON-COMMISSIONED  OFFICERS  AND 
AIRMEN  OF  THE  ROYAL  AIR  FORCE. 

I.  The  rates  of  pay  and  pension  for  the  ranks  of  the  Royal  Air  Force 
below  commissioned  rank  have  been  under  review  and  the  standard 
rates  now  authorised  are  as  shown  in  the  accompanying  statements. 

2.  The  rates  of  pay  will  come  into  force  on  the  ist  August,  for  all 
men  not  dispensed  before  that  date,  in  substitution  for  existing  rates 
and  bonus,  but  in  any  case  where  the  present  rates  of  pay  together 
with  Army  of  Occupation  bonus  are  more  beneficial  than  the  new 
standard  rates  a  vested  right  to  the  old  lates  will  be  allowed  as 
follows  :  — 

(a)  Men  on  regular  engagements  may  draw  their  present  rates  plus 
bonus,  if  more  beneficial  than  the  new  rates,  up  to  the  31st  March,  1920. 

This  will  include  men  now  serving  who  may  without  a  breach  in 
their  service,  re-engage  or  sign  regular  engagements. 

(b)  New  enlistments. 

All  men  enlisting  on  or  after  ist  August,  1919,  whether  with  pre- 
vious service  or  not,  will  come  on  the  new  rates  of  pay  forth- 
with. 

(c)  Men  serving  for  Occupation  Period. 

These  men,  if  not  on  regular  engagements,  retain  the  old  rates 
plus  bonus  until  discharge,  if  more  favourable. 
1.  Rates  of  pay  for  the  Medical  and  Schoolmaster  Branches  will  be 
subsequently  announced. 

4.  Badges  for  good  conduct  will  be  granted,  under  regulations  to  be 
promulgated,  after  3,  8  and  13  years'  service.  Each  badge  will  carry 
pay  of  3d.  a  day  up  to  a  maximum  of  9d 

5.  The  present  rates  of  separation  allowance  will  be  continued  under 
existing  conditions  as  to  entitlement  until  31st  December,  1919,  when 
the  rates  and  conditions  of  issue  will  be  again  reviewed.  This  will  not, 
of  course,  affect  the  position  of  men  serving  for  the  Period  of  Occupa- 
tion or  those  who  have  extended  their  service  for  2,  3,  or  4  years  with 
reserved  rights  to  this  allowance. 

fi.  A  further  announcement  will  be  made  as  to  allowance  (other  than 
separation  allowance). 

7.  Further  details  as  to  rates  and  the  conditions  of  their  issue  will  be 
published  in  Regulations  in  due  course. 

ROYAL  AIR  FORCE  (Other  Ranks). 
The  rates  of  pay  proposed  are  as  follows  :  — 

TECHNICAL- — GROUP  I. 
Sergeant-Major,  Class  I.,  14s  lising  by  is  a  day  a  year  to  18s. 

Over  3  years.        Over  6  years, 
s    d  s.   d.  s.  d. 

Sergeant-Major,  Class  II.   ...    13  0 

Flight-Sergeant    11    6  12   0  12  6 

Sergeant    96  10   0  ir  6 

Corporal    79  80  8  6  | 

Leading  Aircraftman    56  510  62 

Aircraftman  1   46  4  10 

Aircraftman   II   4  0 

Boy   1  6 

Applicable  to  the  following  trades  and  occupations  :  — 

Blacksmith. 

Carpenter  (boat  builder). 
Carpenter  (motor  body  builder). 
Carpenter  (propeller  maker). 
Carpenter  (rigger). 
Coppersmith  (1). 

Draughtsman  (normally  boys  only). 
Electricians  (compass  setter  and  repairers 
Fitters  and  subsidiary  combined  trades.  . 
Fitter  (aero  engine) 
Fitter  (general). 
Fitter  (M.T.). 
Fitter  (constructional) . 
Fitter  (drivers:  petrol,  steam) 
Fitter  (motor  boat). 
Fitter  (armourers). 
Fitter  (motor  boat  coxswain)) 
Fitter  (millwright). 
Fitter  (jig  and  tool  maker). 
Instrument  maker  and  camera  repairer. 
Moulders. 
Pattern  maker. 
Turner  (2). 

Wireless  operator  (mechanic). 

(1)  Not  to  be  promoted  beyond  .Sergeant  unless   qualified  as  both 
Coppersmith  and  Tinsmith 

(2)  Not  to  be  promoted   beyond  the  rank  of  Flight-Sergeant  unless 
qualified  both  as  Machinist  and  Turner. 

All  boys  (trained  in  the  Service)  will  be  advanced  to  leading  air- 
craftsman on  satisfactory  completion  of  training. 


TECHNICAL.— GROUP  II 
Sergeant-Major,  Class  I.,  12s.  6d.,  rising  by  6d.  a  day  a  year  to  15s. 


Over  3  years, 
s.  d. 


Sergeant-Major,  Class  II.   ...  11 

Flight-Sergeant    10  0  10  6 

Sergeant    8  6  90 

Corporal   6  8  70 

Leading  Aircraftman    52  56 

Aircraitman   1   46  49 

Aircraftman  II   3  9 

Boy    1  b 

Applicable  to  the  following  trades  and  occupations  : 

Acetylene  welder. 

Balloon  basket  maker. 

Camera  repairer. 

Electrician. 

Machinist. 

Carpenter. 

Coach  painter. 

Photographer 

Rigger  (aero) . 

Rigger  (airship). 

Sheet  metal  worker. 

Tinsmith. 

Wireless  operator. 

TECHNICAL— GROUP  III. 
Sergeant-Major,  Class  I.,  11s.  rising  by  6d  a  day  a  year  to  15s 


Over  6  years, 
s.  d 


9  b 
7  4 
5  10 


Over  3  years. 

Over  6  years 

s. 

d 

s.  d. 

s  d. 

Sergeant-Major,  Class  11.  . 

.  10 

0  » 

8 

6 

9  c 

')  6 

■•  7 

0 

*  7<>.- 

8  0 

Corporal   

•■  :3r. 

10 

6  2 

6  <* 

Leading  Aircraftman   

■  4 

6 

4  10 

5  2 

Aircraftman  I  

■•  4 

0 

4  4 

Aircraftman  II  

•  3 

6 

Boy   

C 

Applicable  to  the  following  trades  and  occupations  :  — 
Driver  (Petrol)  (3). 
Motor-boat  coxswain. 
Driver  (steam). 
Driver  (winch). 
Motor  cyclist  (1).  - 
Cook  and  butcher. 

Shoemaker  (so  long  as  present  conditions  of  free  repair  continue). 

Tailor  (so  long  as  present  conditions  of  free  repaii  continue) 

Musician  (permanent  bands  only) 

Hydrogen  worker. 

Vulcaniser. 

Motor-boat  crew  (2). 

Stoker  (not  to  be  promoted  beyond  Corporal). 

Fabric  worker. 

Upholsterer 

(1)  Not  to  be  promoted  beyond  Corporal  unless  qualified  as  driver 
(M.T.). 

(2)  See  under  Non-substantive  Pay,  etc.,  as  to  hard  lying  money. 

(3)  Not  to  be  promoted  beyond  Sergeant  unless  qualified  as  fitter. 

ADMINISTRATIVE. — GROUP  IV. 
Sergeant-Major,  Class  I.,  11s.  by  6d.  a  day  a  year  to  15s. 


Over  3  years 


Over  6  years. 


Sergeant-Major,  Class  II   10  0 

FTigh  t-Sergeant 
Sergeant 
Corporal   

Leading  Aircraftman    4 

Aircraftman  I. 
Aircraftman  II 
Boy   

Applicable  to  the  following  occupations  : 

Clerk  (general). 

Clerk  1  pay). 

Clerk  (stores). 

Clerk  (Q). 

Meteorologist. 


s.  d. 

s.  d. 

s.  d. 

10  0 

9  0 

?  6 

8  6- 

7  6 

8  0 

7  0 

6  2 

6  6 

5  10 

4  10 

4  6 

4  4 

4  0 

3  6 

1  6 

NON-TECHNICAI,.— GROUP  V. 

Over  3  years. 


s.  d. 

Sergeant-Major,  Class  1   10  r. 

Sergeant-Major,  Class  II.   ...     9  0 

Flight-Sergeant    8  0 

Sergeant    6  6 

Corporal 


8  6 

7  0 

5  4 

4  4 


Over  6  years, 
s  d. 


Leading  Aircraftman    4  o 

Aircraftman  1   3  4 

Aircraftman   II   3  o 

Boy    1  6 

Applicable  to  the  following  trades  and  occupations  :  — 
Aircraft  hand  (batman,  G.,  P.T.I.,  GI.). 

See  under  "Non-substantive  pay,"  etc.,  as  to  addition  to  substantive 
pay  for  the  performance  of  specific  duties 

NON-SUBSTANTIVE   RATES  OF  PAY,  ETC 

Gunnery  Instructor. — is. 

Physical  Training  Instructor,  ist  Class — is 

Physical  Training  Instructor,  2nd  Class. — 8d. 

Aerial  Gunner! — 6d.  ~~ 

Interpreter. — Naval  rates  (is.  per  hour  with  a  maximum,  of  5s.  a  day; 
days  of  employment  only). 

Schoolmaster  (to  men  not  of  Schoolmaster  Branch)  .—3d. ;  days  Of  em- 
ployment only. 

Crew  pay. — Coxswain,  ds. ;  other  members  of  crew  2S.  a  day  continu- 
ously whilst  borne  on  the  establishment  of  a  squadron  for  service  in 
aircraft. 

Hard  lying  money.— To  be  paid  at  Naval  rates  and  under  Naval  con- 
ditions to  the  Marine  Branch  of  Royal  Air  Force. 

In  addition  to  crew  pay  of  2s.  per  day  whilst  employed  on  the  au- 
thorised establishment  of  a  squadron. 

GOOD  CONDUCT  PAY. 

As  for  the  Army. 

PENSIONS. 

1.  The  minimum  qualifying  period  will  be  24  years  from  the  date  of 
attestation  at  the  age  of  i6|  years. 

2.  The  numbers  allowed  from  time  to  time  to  re-engage  for  pension 
will  be  determined  by  the  requirements  of  the  Service  and  will  in  any 
case  be  restricted  to  men  who  have  reach  N.C.O.  rack. 

3.  The  pension  will  be  granted  on  the  basis  of  a  Tlaily  rate  for  each 
complete  year  of  service  in  each  rank,  with  proportionate  amounts  for 
completed  months.    The  daily  rate  will  be  uniform  for  all  branches. 

The  daily  rate  for  ranks  other  than  Warrant  Officers  is  as  follows:  — 
Aircraftman,  ijd 


AUGUST  6, 
1919. 


THEAEROPLA 


NE 


VOL.  XVII. 
No.  6. 


The  Edl'orial  and  Advertising  Orflc=  s  of  "  The  Aeroplane  "  are  at  166,  Piccadilly,  Locd  n.  W.l. 
Telegraphic  Address:  "Aileron,  London."  Telepnone:  Mayfair,  5407. 

Accounts,  and  all  correspondence  relating  thereto,  should  be  sent  to  the  Be°isr,ered 
Offices  of  The  Aeroplane  and  General  Publishing  Co.,  Ltd  ,  Union  Bank  Chambers 
61,  Carey  Str  et,  Lonton,  W.C.2  ' 
Subscription  Rates,  post  free:  Home.  3  months,  Vs.  6d.;  6  months,  15s.;  12  monthe,  30s 
Foreign,  3  months,  8s.  9d.;    6  months,  17s.  6d.;  V  months,  35s.  Canada.  .  Year  «»' 

U.S.A.,  1  Year,  $8  50c.  * 


ON    TEMPORARY  COMMISSIONS. 


At  last  the  first  list  of  Permanent  Commissions  in  the 
Royal  Air  Force  has  appeared  in  the  "  London  Gazette.1' 
One  sa3rs  "at  last"  not  in  any  spirit  of  reproach  to 
those  in  authority,  for  one  knows  that  the  Personnel 
Department  of  the  R.A.F.  has  done  its  best  to  hasten 
matters,  but  merely  because  now  at  last  the  period  of 
suspense  is  over  for  some  lucky  individuals. 

Those  who  are  in  the  Permanent  Commissions  List 
know  the  best,  but  unfortunately  those  who  have  only 
been  gazetted  to  Temporary  Commissions  do  not  yet 
know  the  worst.  Nor  can  they  know  it  for  some  years  to 
come,  for  so  long  as  they  hold  Temporary  Commissions 
so  long  ha-re  they  a  chance  of  winning  Permanent  Com- 
missions. For  which  reason  it  is  to  the  holders  of  Tem- 
porary Commissions,  and  to  those  to  whom  Temporary 
Commissions  have  been  offered,  that  this  article  is 
primarily  addressed.  Elsewhere  in  this  paper  will  be 
found  the  conditions  of  service  of  Permanent  and  Tem- 
porary Officers,  and  of  the  Special  Reserve. 

This  Stock  Objection. 

On  all  sides  and  from  all  sorts  of  people,  when  one  is 
discussing  Temporary  Commissions  one  meets  with  one 
stock  objection  which  runs,  with  minor  variations,  thus- 
wise  :  — 

"  Supposing  a  fellow  left  school  at  the  age  of  iS  or  so, 
he  is  now  about  23,  and  if  he  takes  a  Temporary  Com- 
mission for  four  years  he  will  find  himself  out  of  a  job 
at  27  years  of  age  without  any  knowledge  of  anything 
except  flying.  It  is  quite  bad  enough  for  him  to  start 
in  now  at  23  to  learn  a  profession  or  to  get  a  job.  But 
what  chance  has  he  at  27  ?  What  a  fool  a  man  would  be 
to  take  a  Temporary  Commission!" 

Now,  on  the  face  of  it  that  looks  like  an-unanswerable 
argument.    But  is  it  ?    Not  a  bit  of  it. 

The  Answer. 

Whether  a  man  is  a  failure  or  not  depends  to  a  small 
extent  on  luck,  to  a  greater  extent  on  his  own  ability, 
but  still  more  largely  on  his  faith  in  himself  and  in  his 
job.  If  he  is  made  of  the  right  stuff  he  will  be  a  success. 
If  he  is  not  he  will  be  a  failure  at  anything. 

Suppose  for  example  a  young  pilot  is  in  the  Permanent 
Commission  List  to-day.  Does  that  ensure  .his  success 
in  the  world  ?    Certainly  not ! 

He  may  be,  a  first-class  pilot,  and  a  very  decent  man 
all  round,  but  if  he  has  no  administrative  ability  he  can 
never  become  a  Flight  Commander,  and  he  must  retire 
at  30  or  thereabouts  as  a  lieutenant.  And  then  he  will 
be  worse  off  than  if  he  had  had  a  Temporary  Commission 
and  had  left  the  R.A.F.  at  27. 

Supposing  he  has  some  administrative  ability  and  be- 
comes a  Flight  Commander,  but  cannot  handle  men, 
then  he  cannot  be  promoted  to  command  a  squadron,  and 
so  he  has  to  retire  at  35.  In  which  case  he  is  in  a  still 
worse  position.  Again,  if  he  becomes  a  Squadron  Com- 
mander, but  has  not  the  ability  to  command  a  Wing, 
then  he  has  to  retire  at  40.    And,  be  it  remembered,  the 


competition  for  the  few  Wing  commands  which  there 
will  be  in  the  R.A.F.  on  its  reduced  peace  establishment  - 
will  be  very  keen,  so  that  only  exceptionally  good  men  ■ 
can  ever  hope  to  become  Wing  Commanders. 

Thus  unless  a  man  has  very  great  faith  in  himself 
and  does  actually  possess  very  considerable  ability 
he  cannot  hope  to  be  a  success  even  with  a  Permanent 
Commission. 

The  Chances  for  the  Temporary  Officer. 

On  the  other  hand  the  man  who  only  has  a  Temporary 
Commission  to-day  has  in  fact  plenty  of  chances  of 
success.  In  the  first  place,  none  of  the  Cadets  from  the 
promised  "  R.A.F.  Sandhurst  "  can  possibly  qualify  for 
commissions  before  1923.  Consequently  all  the  Permanent 
Commissions  which  must  be  given  during  1920,  '21,  and 
'22  must  of  necessity  be  filled  from  the  Temporary  List. 

Furthermore,  the  present  Permanent  List  is  admittedly 
only  a  partial  list.  The  exact  number  of  Permanent 
Commissions  cannot  be  fixed  until  (a)  the  League  of 
Nations  fixes  the  limiting  size  of  the  flying  services  of 
the  world,  until  (b)  the  British  Treasury  fixes  the  limit- 
ing sum  to  be  spent  on  the  R.A.F.  (which  will  certainly 
be  smaller  than  the  size  allowed  by  the  League  of 
Nations),  and  until  (c)  the  Air  Ministry  decides  whether 
to  spend  that  money  on  such  material  for  the  benefit  of 
a  big  Volunteer  personnel  or  on  less  material  and  a  greater 
Permanent  personnel. 

Naturally  therefore  the  present  Permanent  List  is  only 
an  irreducible  nucleus  for  the  Permanent  List  which  will 
be  published  after  the  Permanent  Establishment  of  the 
R.A.F.  is  fixed.  Therefore  4t  seems  that  a  goodly  pro- 
portion of  those  now  on  the  Temporary  List  will  be 
placed  on  the  Permanent  List  during  the  next  twelve 
months  or  so. 

Surely  therefore  it  is  worth  the  while  of  any  man  who 
has  faith  in  himself  to  remain -in  the  R.A.F.  with  a 
Temporary  Commission  until  at  least  that  next  List  is 
published.  For  all  he  knows  he  may  only  have  missed 
being  in  the  present  List  by  a  fluke,  or  because  his  im- 
mediate CO.  did  not  recommend  him  strongly  enough, 
or  because  the  CO.  who  recommended  him  strongly  is 
regarded  by  those  still  higher  on  the  scale  as  being  a 
man  of  doubtful  judgment. 

If  he  remains  he  may  in  the  next  year  or  so  fall  in 
with  a  first-class  CO.  who  recognises  his  merits  and 
who  may  give  him  a  chance  of  distinguishing  himself. 
Then  he  will  be  fairly  sure  of  a  Permanent  Commission 
in  the  next  List. 

Failing  that,  if  he  has  the  pluck  to  remain,  he  may 
himself  so  improve  as  he  grows  older  that  from  being 
merely  a  very  good  pilot  and  a  youngster  of  average 
intelligence  at  23,  he  may  be  a  very  brilliant  young 
administrator  at  26,  and  so  may  be  entreated  to  take  a 
Permanent  Commission  and  promotion.  One  knows 
plenty  of  men  who  have  changed  quite  suddenly  from 
being  merely  average  to  being  very  good  during  those 
critical  years  between  23  and  25.    And  vice  versa. 


4/8 


The  Aeroplane 


August  6,  1919 


At  the  Worst. 

And  even  at  the  worst  what  happens  ?  A  Temporary 
officer  is  thrown  out  on  a  cold  world  in  1923  at  the  age 
of  somewhere  between  27  and  30.  Is  he  half  as  badly 
placed  as  the  man  who  is  thrown  out  of  the  Army  to-day 
at  40  or  45  to  go  and  look  for  a  job  when  nobody  wants 
any  men  because  Capital  will  not  trust  Labour  and 
Labour  will  not  trust  Capital  and  so  all  enterprise  and 
industry  is  at  a  standstill  ? 

By  1923  either  the  country  will  be  properly  at  work 
again  or  else  the  country  will  be  bankrupt.  In  the  first 
case  he  will  have  been  well  paid  and  well  housed  all 
through  the  difficult  period  before  us.  In  the  second 
he  will  be  no  worse  off  than  he  would  be  to-day. 

Also,  very  many  of  the  world's  most  successful  men 
have  made  their  success  at  a  job  for  which  they  were  not 
intended.  In  one's  own  small  way  one  has  had  a  modi- 
cum of  success,  at  any  rate  one  is  not  grumbling  at  the 
unkindness  of  Fate,  yet  one  never  did  any  editing  till 
one  was  nearly  35  years  of  age,  and  one  never  wrote  for 
publication  until  one  was  over  30.  (One  can  hear  one's 
enemies  saying  : — "  Anyone  can  tell  that  by  the  way 
The  Aeroplane  is  run.")  At  29  one  had  not  the  slightest 
notion  of  ever  making  a  living  out  of  writing,  and  at  17 
one's  sole  idea  was  to  go  into  the  Army — a  misfortune 
from  which  the  Army  was  saved  merely  by  a  financial 
accident.  So  one  has  no  sympathy  with  the  man  who 
funks  having  to  change  his  job  at  27. 

Faith  in  Aeronautics. 
Still  less  has  one  any  sympathy  whatever  with  a  man 
who  has  gone  into  one  of  the  Ffying  Services  because  he 
is  really  interested  in  aeronautics  and  who  funks  leaving 
the  R.A.F.  in  1923.  By  that  time  the  Aircraft  Industry 
should  be  well  round  the  corner  after  the  coming  slump 
and  the  resultant  salutary  weeding-out  of  weaklings,  and 


any  man  who  leaves  the  R.A.F.  then  will  do  so  full  of 
the  latest  aeronautical  knowledge,  with  a  growing  in- 
dustry waiting  eagerly  to  give  him  a  job. 

If  a  man  has  neither  faith  in  the  R-A.F.,  nor  faith  in 
the  future  of  aeronautics,  nor  faith  in  himself,  the  sooner 
he  quits  all  connection  with  aircraft  the  better  for  him- 
self and  for  aeronautics. 

The  man  who  has  faith  in  aeronautics,  but  not  much 
in  the  R.A.F.  and  only  a  little  in  himself,  h<*d  better 
hang  onto  his  Temporary  Commission  if  he  can  get  it, 
and  use  it  as  a  stepping-stone  to  a  job  in  the  Aircraft 
Industry  after  the  slump. 

But  the  man  who  has  faith  in  the  R.A.F.  and  in  aero- 
nautics and  in  himself  had  better  grab  at  his  Temporary 
Commission,  and  install  himself  firmly  in  the  R.A.F. 
with  a  fixed  resolve  that  in  the  course  of  the  next  four 
years  he  is  going  to  convince  those  in' authority  that  they 
made  a  mistake  in  not  giving  him  a  Permanent  Com- 
mission at  once,  but  that  he  is  quite  willing  to  forgive 
them  for  their  initial  error  so  long  as  they  recognise  it 
by  giving  him  rapid  promotion. 

Such  a  man  is  on  the  right  way  to  become  in  due  course 
Chief  of  the  Air  Staff  after  the  present  illustrious  holder 
of  that  office  has  accomplished  his  great  task  of  building 
a  Third  Service  which  is  fit  to  serve  the  King.  May  it 
be  many  years  before  General  Treuchard  leaves  his  post 
as  the  head  of  the  Ro}^al  Air  Force,  but  when  he  does  it 
would  be  fit  and  proper  that  he  should  be  followed  by 
one  who  has  risen  to  that  proud  position  from  being 
merely  an  Officer  on  the  Temporary  List. 

If  a,ll  those  who  have  had  the  good  fortune  to  be  selected 
for  Temporary  Commissions  were  to  make  it  their  aim 
in  life  to  become  some  day  Chief  of  the  Air  Staff,  and 
were  to  order  their  conduct  accordingly,  then  in  a  very 
few  years  the  Royal  Air  Force  would  become  worthy  of 
its  name. — C.  G.  G. 


AN  R.A.F.  REVIEW  HELD  AT  HELIOPOIIS.  CAIRO,  ON  DEC.  23rd,  1918.— The  Photograph  shows  Machines  from  all 

parts  of  Egypt,  lined  up,  awaiting  inspection  by  General  Allenby. 


August  6,  1919 


The  Aeroplane 


559 


Corporal,  2d. 
Sergeant,  i£d. 
Flight-Sergeant,  3d. 

4.  Warrant  Officers. — The  scale  for  warrant  officers  will  remain  as 
•at  present,  namely  :  — 

For  each  completed  year  prior  lo  warrant  rank. — £3. 
For  each  year  as  warrant  officer  :  — 

(a)  If  retired  as  warrant  officer,  Class  II. — £4. 

(b)  If  retired  as  warrant  officer,  Class  I. — £.5. 

The  above  scale  is  subject  to  maximum  rates  as  follows,:  — 
.  Warrant,  officers,  Class  II. — £120. 
Warrant  officers,  Class  I. — /150. 

5.  All  men  discharged  to  pension  will  thereupon  become  members  of 
the  R.A.F.  Reserve. 

6.  If  after  24  years'  service  a  man  continue  to  serve,  he  will  draw 
the  pay  of  his  rank  and  his  time  will  count  for  increased  pension 

7.  Commutation. — Commutation  of  pension  will  be  allowed  where  it 
would  be  a  distinct  and  permanent  advantage  to  the  pensioner,  always 
provided  that  a  minimum  of  2S-.  a  day  is  left  uucommuted. 

The  New  Rank  Titles  in  iiie  R.A.F. 

The  Secretary  of  the  Air  Ministry  made  the  following  announce- 
ment on  August  4th  : — 

His  Majesty  the  King  has  been  pleased  to  assume  the  title  of 
Chief  of  the  Royal  Air  Force. 

His  Majesty,  on  the  advice  of  the  Secretary  of  State  for  War 
■and  Air,  has  approved  of  new  titles  for  the  commissioned  ranks 
•of  the  Royal  Air  Force.  These  are  set  out  below  with  their  cor- 
responding ranks  in  the  Army  and  the  Navy  : — 


Air  Force 
Marshal  of  the  Air 
Air  Chief-Marshal 
Air  Marshal 
Air  Vice-Marshal 
Air  Commodore 
"Group  Captain 
AVing  Commander 
Squadron  Leader 
Flight  Lieutenant 
Flying    Officer  (or 

Observer) 
Pilot  Officer 
The  object  which 


Navy 
Admiral  of  the  Fleet 
Admiral 
Vice-Admiral 
Rear-Admiral 
Commodore 
Captain 
Commander 
Lieut. -Commander 
Lieutenant 
Sub-Lieutenant 


Army 
Field-Marshal 
General 
Lieut.-General 
Major-General 
Brig.-General 
Colonel 
Lieut. -Colonel 
Mij  or 
Captain 
Lieutenant 


Midshipman  Sec.  Lieutenant 

has  been  held  in  view  is  to  preserve  and 
■emphasise  the  principle  of  the  independence  and  integrity  of  the 
Royal  Air  Force  as  a  separate  Service  among  the  fighting  Ser- 
vices of  the  Crown.  Hitherto  the  titles  borne  by  officers  of  the 
Royal  Air  Force  have  been  exclusively  military  in  character,  and 
•as  such  they  are  not  suited  to  a  Service  which  has  not  only  to 
serve  the  special  services  of  the  Army,  but  also  those  of  the 
Navy,  and  in  addition  has  a  strategic  and  tactical  sphere  of 
■action  independent  of  the  other  two  fighting  Services. 

It  is,  of  course,  not  easy  to  command  unanimous  agreement 
Tin  matters  of  nomenclature,  but  very  long  and  careful  considera- 
tion has  been  given  to  the  choice  of  the  titles  new  approved  and 
many  interesting  alternative  suggestions  have  been  rejected. 

The  scheme  is  framed  on  the  principle  (a)  that  the  ranks  should 
fls  far  as  possible  correspond  to  actual  functions  ;  (b)  that  the 
tanks  should  as  far  as  possible  correspond  to  equivalent  status 
in  the  three  Services  ;  and  (c)  that  there  should  be  110  repetitions 
In  titles  apart  from  the  prefixes  in  the  higher  ranks.  A  distinction 
is  preserved  between  the  regimental  officers  and  officers  of 
General  rank.  Officers  of  General  rank  in  the  Roval  Air  Force 
are  "Air  Officers,"  and  the  expression  "Air  Officer"  corresponds 
To  the  expression  "General  Officer"  in  the  Army  or  "Flag  Offi- 
cer" in  the  Navy. 

The  new  titles  will  come  into  force  on  Monday,  August  4th. 
A   Royal  Air  Force  Cadet  College. 
-  The  Air  Ministry  makes  the  following -announcement  : — 

1.  A  Royal  Air  Force  Cadet  College  for  the  training  of  the 
permanently  commissioned  officers  of  the  Royal  Air  Force  will 
\>e  opened  in  February  next. 

The  number  of  Cadets  to  be  admitted  on  the  opening  of  the 
■College  will  be  5$.    Admission  will  be  bv  competitive  examination. 

The  examination  for  admission  will  he  held  by  the  Civii  Ser- 
vice Commissioners,  and  will  be  the  examination  now  in  force 
for  admission  to  the  Royal  Military  Academy,  Royal  Military 
College,  and  Cadetships  in  the  Royal  Navy.    (Special  entry.) 

2.  Candidates  may  compete  for  one  or  more  of  the  above  col- 
leges and  cadetships  alternatively  at  the  same  examination.  The 
subjects  in  the  case  of  the  R  A.F.  Cadet  College  will  be  as 
follows  : — 

Obligatory. — 1.  English;  2.  English  History  and  Geography; 
3.  Mathematics  A  (elementary)  ;  4.  One  of  the  following  languages 
•—French,  German,  Italian,  Spanish,  Russian,  Arabic,  Hindu- 
■stani. 

Optional. — 1.  Latin  ;  2.  Greek  ;  3.  Any  on"  of  the  seven  lan- 
guages mentioned  above  other  than  that  taken  as  an  obligatory 
subject;  4.  Mathematics  B  (intermediate);  5.  Mathematics  C 
(higher)  ;  6.  Science  (Physics  and  Chemistry)  ;  7.  Elementary  en- 
gineering. 

All  obligatory  subjects  must  be  taken  iro  and  not  more  than 
'three  of  the  optional  subjects.  Each  subject  will  carry  2,000 
marks. 

In  addition  candidates  may  lake  up  freehand  drawing,  to  which 
400  marks  will  be  allotted. 

The  syllabus  in  each  subject  will  be  that  now  in  force  for  the 


other  Colleges  and  cadetships  mentioned  above.  Candidates  will 
be  required  to  qualify,  i.e.,  to  obtain  not  less  than  33  per  cent, 
of  the  total  marks  alloted  in  each  of_  the  obligatory  subjects. 

Provided  a  candidate  qualifies,  the  total  of  marks  gained  in 
all  the  subjects  taken  up  will  determine  Lis  place  on  the  list. 

The  examination  will  be  held  in  November. 

3.  Candidates  must  have  attained  the  age  of  17J  and  must  not 
have  attained  the  age  of  19  on  January  1st,  1920.-  to  be  eligible 
to  compete. 

4.  Candidates  will  be  required  to  pass  a  m<  (heal  examination 
which  will  be  conducted  at  or  about  the  time  of  the  competitive 
examination. 

5.  The  course  at  the  College  will  last  two  years.  During  the 
second  year  of  the  course  Cadets  will  be  taught  to  fly. 

6.  The  Regulations  governing  the  entry  of  King's  Cadets, 
Honorary  King's  Cadets,  and  candidates  specially  nominated  by 
the  Air  Coan  :il  will  be  similar  to  those  now  in  force  in  the  case 
of  the  Royal  Military  Academy  and  the  Royal  Military  College. 

7.  Detailed  regulations  for  admission  and  for  the  course  at  the 
College  will  be  issued  shortly,  and  will  include  full  information 
as  regards  fees  and  allowances. 

8.  The  Air  Council  has  fully  considered  the  alternative  of  ad- 
mission by  nomination  combined  with  a  qualifying  literary  ex- 
amination, but  has  decided  to  adopt  for  the  present  the-  system 
now  in  force  for  the  entry  of  Cadets  to  the  Royal  Military  and 
Royal  Military  College  in  order  to  secure  an  early  entry  and  to 
make  the  training  of  the  future  officers  of  the  Royal  Air  Force 
lo  commence  at  the  earliest  possible  moment.  This  decision 
does  not  prejudice  future  modifications  in  the  system  of  entry 
designed  to  substitute  nomination  for  a  competitive  examination^ 
should  experience  show  such  a  course  to  lie  desiraHc. 

*  *  * 

Recruiting  is  being  started  by  the  Royal  Air  Force  to  obtain 
15,000  men,  of  whom  12,000  are  required  to  be  skilled  workmen. 
Ex-Service  men  who  have  served  in  the  Air  Services  are  espe- 
cially wanted.  Men  between  the  ages  of  iS  and  26  are  eligible, 
but  men  will  be  accepted  over  26  if  they  are  skilled.  The  term  of 
service  is  four  years. 

GERMANY. 

The  Berlin  "Post"  publishes  a  letter  which  Herr  Erzberger 
sent  in  September,  1914,  to  General  von  Falkenhayn,  who  was 
at  that  time  War  Minister.  The  latter  recommends  a  flame- 
thrower, which  Herr  Erzbcrger  thought  might  he  used  success- 
fully from  airships  against  England,  and  say  ing  that  in  his  view 
all  humanitarian  considerations  and  scrupbs  relative  to  the  viola- 
lion  of  international  law  must  be  entirely  set  aside. 

CZECHOSLOVAKIA. 

The  Czecho-Slovak  Premier,  M.  Tusar,  has  acldiessed  a  Note 
to  Bela  Kun  protesting,  among  other  things,  against  the  bomb- 
<ing  of  the.  town  of  Csaiba  (near  Arad  in  Old  Hungary),  and 
accusing  Hungary  of  violating  the  neutral  zone,  and  thus  failing 
to  observe  the  Armistice  conditions. 

RUSSIA. 

Official  Communiques  (Oolsukvik). 
July  31st. — In  the  Gulf  of  Finland  an  enemy  aeroplane  has  dropped 
bombs  in  the  region  of  Kionstadt. 

*  *  * 

It  is  reported  that  a  number  of  aeroplanes  has  arrived  at  Hel- 
sirgfors  for  the  Russian  North-West  Army. 

NORWAY. 

The  following  is  from  the  Danish  correspondent  of  The  Aero= 
plane  : — 

From  the  middle  of  July  to  August  20th  a  number  of  air 
manceuvres  is  taking  place  over  the  southern  part  of  Norway, 
in  which  20  Army  pilots  partake  with  scouts  and  patrol  aircraft. 
Beside  military  manoeuvres  the  Army  aeroplanes  will  carry  out 
long  passenger  overland  flights  as  trials,  before  the  inauguration 
of  regular  air  services. 

Being  the  last  of  the  three  Scandinavian  countries  to  enter  upon 
aviation  activities,  Norway  leads  at  present,  which  fact  it  owes 
chiefly  to  its  good  connections  with  England,  wherefrom  it  has 
during  the  years  of  war  been  successful  in  drawing  equipment, 
even  if  not  of  the  very  latest  activi    service  mounts. 

As  has  been  the  case,  too,  in  Sweden  and  Norway,  like  even 
the  Allied  warfaring  countries,  Henry  and  Maui  ice  Farman  'bi- 
planes made  the  chief  composition  of  both  the  Army  and  the! 
Naval  Flying  Services  both  belore  and  while  expanding  early  in 
the  war., 

The  chief  naval  air  station  is  by  the  Roval  Dock  yard  in  Hor- 
ten,  and  other  stations  are  along  the  coasts  of  the  North  Sea  and 
Skager  Rak,  like  Christiansand,  while  the  main  Army  flying 
ground  is  at  Lillestrbm,  near  Christiania. 

The  respective  Government  factories  are  at  each  of  the  two 
centres,  tinder  the  command  of  Captain  Dehli  (X:  vv),  and  Cap- 
tain Sem-Jacobsen  (Army),  the  same  officers  commanding  for- 
merly the  flying  services.  Colonel  Griiner  is  now  chief  of  the 
Army  Corps. 

The  Army  factory  has  built  both  Henry  and  Maurice  Farman 
I  .On  ghorn  and  "Horace"  Farman  models,  for  which  the  Frede- 
riksstad  Mechanical  Works  produced   130  h.p.    Renault  mot  >rs» 


The  Aeroplane 


August  6,  19 19- 


vvhile  of  advanced  types  monocoqu.e  scouts  with  snow-skites  [sic] 
for  winter  flying,  equipped  with  150  h.p.  Hi.ipano-Suiza  engines, 
that  were  fetched  earl)'  from  Spain,  and  a  two- stater  patrol  bi- 
plane of  British  influenced  outlines  and.  poweied  by  a  R.A.F. 
motor,  have  been  produced.  J3.E.  and  Avro  biplanes  have  further 
been  acquired  in  England. 

The  Navy  long  stuck  to  a  twin-float  Farman  type  pusher  bi- 
plane with  F.E.  tail  fin  fashion,  equipped  first  with  Curtiss' 
motors,  and  next  with  some»  170  h.p.  Sunbeam  engines,  obtained 
from  England.  Various  Naval  flying  officers,  like  Lieuts. 
Liitzow-Holm  and  Riiser-Lassen  were  allowed  to  undergo  a  war 
instruction  course  at  a  British  Naval  flying  school,  and  some 
130  h.p.  Clerget-engined  Sopwirh  "Baby"  seaplanes  were  ac- 
quired. 

Nielsen  and  Whither,  in  Copenhagen,  built  a  tractor  school 
seaplane  for  the  Norwegian  Naval  Air  Service,  equipped  with  a 
101.  h.p.  Swedish-built  Scania -Vabis  Mercedes  motor. 


PERSONAL  NOTICES. 

NAVAL. 
Death. 

WHITE.— Major  Evelyn  Neville  Lewis  White,  R.A.F.  (Lieut.- 
Commander,  R.X.,  lttired),  who  died  on  Julv  29th  at  Trethevv, 
Tinlagel,  .Cornwall,-  was  the  onlv  son  of  Brig. -General  W.  L. 
White,  C.B.,  C.M.G.,  and  Mrs'.  Lewis  White,  of  10,  Cas'tle 
Street,  Farnham,  Surrey.    He  was  30  years  of  age. 

Engagement. 

SMYTH-PI  GOTT — FEILDING. — The  engagement  is  an- 
nounced of  Lieut. -Col.  Ruscombe  Smyth-Pigott,  D.S.O.,  R.A.F. 
(late  R.N.A.S.).  youngest  son  of  the  late  Hugh  Cecil  Smyth- 
Pigott  and  Mrs.  Smyth-Pigott,  of  Brockley  Hail,  Somerset,  and 
Lady  Clare  Feilding,  daughter  of  the  Earl  and  Countess  of  Den- 
bigh. 

Marriage. 

SHARROD— LANDER.— On  July  30th,  at  the  Parish  Church, 
Wellington,  Salop,  Surgeon-Lieut.  Arthur  R.  Sharrod,  R.N.', 
atld.  R.A.F.,  son  of  the  late  Mr.  F.  H.  and  Mrs.  Sharrod,  for- 
merly of  Cherrington  Manor,  was  married  to  Gwendoline  Lander, 
younger  daughter  of  Mr.  and  Mrs.  J.  V.  T.  Lander,  "  Sunny- 
ci'oft,"  Wellington. 


MILITARY. 

De<vth. 

DEVONSHIRE.— Lieut.  Feray  Vulliamy  Devonshire,  7th 
Hussars,  attached  R.A.F.,  who  was  killed  on  the  Afghan  Fron- 
tier on  July  20th,  was  the  only  son  of  Robert  and  'Henrietta 
Devonshire,  of  Heston,  Middlesex,  and  Maadi,  near  Cairo. 
He  was  28  years  of  age. 

TUCKER.— Sec.  Lieut.  Donald  C.  Tucker,  R.F.C.,  who  was 
reported  missing  on  March  24th,  1918,  is  now  officially  reported 
killed  in  action  on  that  date.  He  was  the  youngest  son  of  Frank 
J.  Tucker  and  Mrs.  Tucker,  Durley  Park  House,  Keynsham, 
Somerset,  and  was  19  years  of  age. 

Engagements. 

BLAKE — SHORE. — An  engagement  is  announced  between 
Lieut.  George  Godfrey  Leigh  Blake,  D.F.C.,  D.C.M7,  "R.A.F., 
elder  son  of  the  late  Rev.  G.  L.  Blake,  R.N.,  and  Mrs.  Blake, 
of  19,  Redcliffe  Square,  S.W.,  and  Vera  Henrietta  Louise,  third 
surviving  daughter  of  Charles  R.  Shore,  Esq.,  am'.  Mrs.  Shore, 
of  Barngates,  Binfield,  Berks. 

LLOYD — MEADOWS. — An  engagement  has  been  announced 
between  Captain  Hugh  Pughe  Lloyd,  M.C.,  D.F.C.,  Croix  de 
Guerre,  R.A.F.,  second  son  of  Mr.  and  Mrs.  L.  T.  Lloyd,  of 
Alfrick,  Worcester,  and  Kathleen,  voungest  daughter  of  Major 
R.  T.  Meadows,  D.S.O.,  and  Mrs.  Meadows,  Dunheved,  Saltash, 
Cornwall. 

MAUDUIT— BROOKSBANK.- — The  marriage  arranged  be- 
tween Captain  R.  F.  S.  Mauduit,  M.C.,  R.A.F.,  and  Irene  Helen 
Brooksbank  will  take  place  at  Middleton-on-the-Wolds,  East 
Yorkshire,  on  August  7th,  at  half-past  two  o'clock. 

MITTON— DE  BELABRE.— The  engagement  is  announced  of 
Capt.  Mitton,  Lincolnshire  Regt.  and  R.A.F.,  only  son  of  Mr. 
and  Mrs.  W.  H.  Mitton,  of  Sunnyside,  Sleaford,  and  Daphne 
Yseult,  daughter  of  Baror,  de  Belabre,  French  Consul,  Newcastle- 
on-Tvne,  and  great-granddaughter  of  Admiral  Sir  John  West, 
G.C.B. 

Marriage. 

PORTAL — WELBY. — The  marriage  took  place  on  July  22nd, 
at  Denton,  G'antham,  of  Major  C.  F.  A.  Portal,  D.S.O.,  M.C., 
R.A.F.,  son  of  Mr.  E.  R.  Portal,  formerly  Master  of  the  Craven 
Hounds,  of  Eddington  House,  Hungerford,  and  Miss  Joan  Mar- 
garet Welby,  third  and  voungest  daughter  of  Sir  Charles  Glynne 
Welby  and  Lady  Maria  Welby,  of  Denton  Manor.  The  service, 
which  was  choral.,  was  conducted  by  the  Rev.  Lord  Manners 
Hervev,  rector  of  Hoi  ringer,  Suffolk,' and  the  Rev.  B.  W.  Key- 
mer,  O.B.E.,  R.A.F. 


'      /  j.  Births.  ..»,.,    <-       ,.   '  • 

CORDING.— On  July  15th,  at  109,  Winnock  Road,  Colchester, 

wife  of  Capt.  Lewis  E.  Cording,  M.C.,  M.M.,  R  A.F.,  of  a  son.. 
DISNEY. — On  July  26th,  at  the  residence  of  her  parents,  68, 

Cadogan  Square,  S.W.,  the  wife  p[  Major  Gervase  Disney,  Essex 

Regt.  and  R.A.F.,  of  a  daughter. 

PRATT.— On  July  20th,  at  The  Meads,  Hemingl'ord  Abbots, 

Hunts,  to  Grace  Marian,  wife  of  Capt.  G.  Brian  Pratt,  R.A.  and 

R.A.F. — a  son. 

ROCKINGHAM  GILL.— On  July  21st,  to  Christina  (nee  Court. 
Treatt)  and  Captain  Rockingham  Gill,  R.G.A.  and  R.A.F.,  a  son. 


AIR  FORCE. 

Deaths. 

CAIN,  GAMMIE,  and  GRIFFITHS. — An  accident  occurred  on 
July  i-Sth,  at  Hendon  Aerodrome,  in  which  three  aviators  lost, 
their  lives.  Lieut.  Cain,  R.A.F.,  accompanied  by^  Corporal  Gam- 
mie,  R.A.F.,  and  Air  Mechanic  Griffiths,  R.A.F.,  had  just  as- 
cended in  a  new  machine,  which  was  being  taken  to  another 
aerodrome,  when,  in  making  a  turn,  it  suddenly  nose-dived,  and. 
on  reaching  the  ground  burst  into  flame. 

All  three  occupants  weie  burned  10  death  before  they  could  be 
rescued. 

At  the  inquest  at  Hendon  on  July  21st,  Maj  3r  Motmsey,  R.A.F,, 
identified  the  bodies,  and  said  That  he  gave  Lieut.  Cain  permis- 
sion to  ascend.  The  machine  was  new,  and  had  just  been  over-, 
hauled. 

The  Coroner- (.Dr-  Cohen)  :  If  the  machine  was  in  perfect  order, 
to  What  do  you  ascribe  the  accident. 

Witness  :  To  misjudgement  of  the  pilot.  The  best  pilots  are 
liable  to  make  an  error  of  judgment.  Lieut.  Cain  was  a  fine 
pilot  and  had  won  the  Distinguished  Flying  Cross  in  Italy. 

Corpl.  Wright,  R.A.F.,  said  that  the  machine  was  examined 
before  the  flight,  when  the  engine  and  rigging  were  found  to. 
be  in  perfect  order. 

-  Lieut.  F.  E.  Hills,  R.A.F.,  said  that  he  saw  the  machine  leave 
the  ground.  "  I  next  saw  them  about  150  ft.  up.  The  machine 
was  turning  gently,  until  it  nose-dived  and  fell  to  the  earth. 
I  ran  up,  but  it  was  too  late  to  give  any  assistance.  The  thiee 
men  were  burned  to  death  almost  instantaneously." 

Lieut.  Shaw,  of  the  Aircraft  Manufacturing  Company,  said  that 
he  flew  the  machine  three  times  before  handir.g  it  over  to  the 
Royal  Air  Force,  and  it  was  in  perfect  order. 

The  Coroner  said  that  the  margin  of  error  in  flying  was  not 
very  great.  It  was  evident  that  there  had  been  some  error  of 
judgment.  Errors  of  judgment  in  flying,  however  slight,  very 
often  had  terrible  results. 

The  jury  returned  a  verdict  of  "  Accidental  death.-" 

HERBERT,  BIZIOU,  and  HIELEY.— At  the  inquest  at  Farn- 
borough  on  July  16th  a  verdict  of  accidental  death  was  returned 
on  the  bodies  of  Lieutenants  Herbert  and  Biziou  and  Air  Mechanic 
Charles  Hieley,  who  were  killed  on  July  14th,  when  an  Avro 
biplane  and  an  S.E.5  collided.  The  coroner  stated  that  he  had 
dispensed  with  a  jury  as  he  was  convinced  that  prior  to  the 
ascent  the  machines  were  in  perfect  flying  condition. 

Thomas  Smith,  a  workman  at  Farnborough  Court,  said  he 
noticed  the  two  machines  in  the  air.  One  was  coming  in  a. 
north-easterly  direction,  and  the  other  in  a  south-easterly. 

The)'  were  300  ft.  or  400  ft.  high,  and  approached  each  other 
in  V  formation.  Both  rushed  nose  to  nose  on  each  other, 
twisted  about,  and  then  crashed  to  the  earth,  one  200  yards  from 
the  other.  There  was  no  mist,  and  he  thought  that  the  pilots 
could  have  seen  each  other. 

Major  Hills,  R.A.F.,  said  that  the  visibility  might  have  been-, 
termed  poor  on  that  afternoon,  but  it  was  not  at  all  dan- 
gerous. In  France  hundreds  of  machines  had  worked  in  the  air 
under  much  worse  conditions. 

The  Military  had  already-  held  an  inquiry,  and  were  satisfied  . 
that  the  disaster  had  been  entirely  accidental.    He  was  convinced 
that  no  stunting  had  taken  place. 

Engagement. 

FRANKISH— WHITEHEAD.— The  engagement  is  announced' 
of  Captain  J.  R.  Frankish,  M.B.E.,  R.A.F.,  eldest  son  of  the 
late  Mr.  and  Mrs.  W.  J.  Frankish,  of  Kinnington  House,  Lin- 
colnshire, and  Dorothy  Edith,  elder  daughter  of  Jeffry  Whitehead 
and  Mrs.  Whitehead,  of  Croydon,  Surrey. 

Marriage. 

BROWN— KENNEDY.— On  July  28th,  at  the  Chapel  Royal, 
Savoy,  Lifcut.  Sir  Arthur  Whitten  Brown,  K.B.E.,  R:A.F.,  only 
son  of  Mr.  and  Mrs.  A.  G.  Brown,  of  Manchester,  and  Mar- 
guerite Kathlpen,  elder  daughter  of  Maior  and  Mrs.  D.  H.  Ken- 
nedy, of  Ealing,  by  the  Rev.  rHugh  Chapman. 

Births. 

ACLAND.-i-On  July  24th,  at  n,  Courtfield  Gardens,  the  wife  of 
W.  H.  D.  Aclahd  (late  Major,  R.A.F.),  of  Barnes  Wood,  Welwyn,. 
of  a  daughter. 

KIDDY.— On  July  24th,  at  "  Welbeck  Lodge,"  North  Finch- 
ley,  to  Dorothy  (nee  Kynoch),  wife  of  Captain  M.  G.  Kiddy,  late 
R.A.F.,  a  daughter. 


August  6,  1919 


The  Aeroplane 


561 


THE  "SEMLOH"  SUIT  CASE. 

SUPER  OXHIDE,  HAND  MADE  THROUGHOUT 
BY  EXPERT  WORKMEN.    Size:— 24"  X  131"  X  6". 

Price,  including  initials,  carriage  paid  100/- 

ACTUAL  MAKERS;— 

C.  H.  HOLMES  &  SON,  38,  ALBERT  STREET,  MANCHESTER, 


SEND  US  YOUR 
ENQUIRIES. 


WOODWORK. 
METAL  WORK. 
TUBE  WORK. 
WELDING.  ^ 


AND 


MANUFACTURING 
COMPANY,  LIMITED. 


PARK  STREET, 
BURTON  ON  TRENT 


'Phone — 554  Burton-on-Trent. 
Telegrams — "  Planes,  Burton-on-Trent. 


Cast-iron  Hammered  Piston  Ring* 


(By  the  Davy 
Robert  son-Process  i 

In  our  Special  Piste* 
Ring  Iron.     All  tiftf- 
up  to  72  in 

Quick  Delivery. 
Absolutely 
Reliable 
Low  Pnces. 

Telephone  No  114*. 

Telegrams — 
"  Ocean,"  Sheffield 


The  Standard  Piston  Ring  &  Engineering  Co.,  Ltd* 

Don  Road,  Sheffield. 


HOPTON  &  SONS 


IHOPTONS 


GEORGE  STREET, 
EUSTON  SQUARE, 
LONDON  N.W.i 


UNION  'WORKS, 
MARKET  HARBORO', 
LEICESTERSHIRE.  


PIONEER  TIMBER  MERCHANTS  AND 
BENT    TIMBER    MANUFACTURERS  OF 

AEROPLANE  PARTS 


Telephones  — 
Museum  496. 
Mkt.  Harboro,  18. 


ESTABLISHED 
1840 


Telegrams— 
Hoptons,  Eu^quare, 

London. 
Hoptons, 

Mkt.  Harboro. 


ALUMINIUM  CASTINGS 
SAND  or  DIE 

of  every  description 

2  H.P.  to  600  H.P. 
Best  Metal.  Quick  deliveries. 

TELECOAMt' 

*Sr  ROBERT  W.  COAN 

TEU6PHONKC- 

219  COSWELL  RD.  LONDON-EC 


The  Air  Navigation  Co.,  Ltd. 

BLERIOT  &  SPAD, 


ADDLESTONE  (SURREY). 


Contractors  to  War  Office 
A  dmiralty. 


and 


Flying   Ground—  Brooklands  Aerodrome*, 

NORBERT  CHEREAU,    Managing    Director.  _ 

Telegrams— Bleriot,  Weybridge.         Telephone— 358  Weybridge. 


m 


The  STRONGEST  GLUE  in  the  WORLD 

for  aeroplane  construction  and  all  woodwork- 
ing purposes.     Used  cold,  damp-resisting. 
Adopted    by    principal   British    and  Allied 
aircraft  constructors. 
In  tins  0/  all  sizes,  and  in  casks. 
The  IMPROVED  LIQUID  GLUES  Co.,  Ltd. 

GREAT  HERMITAGE  ST.  4  BUSHELL  ST.  LONDON,  E.I. 
Telephone— Avenue  4611,  4612 

Telegrams — "Excroiden,  Phone.  London." 


LIQUID  SCOTCH  GLUE 


During  the  War  we  made 

MILLIONS  of  AERO  PARTS. 

We  are  still  making  large  quantities. 

CAN  WE  SUPPLY  YOUR  WANTS? 

TURNINGS  or  (Power)  PRESS  WORK. 
Any  metal  or  insulating  material,  screwed 
or  plain.  Any  article  of  small  or  medium 
size  where  very  large  quantities  are  required. 

No   charge  for   tools  for   large  quantities. 

CASHMORE  BROS. 

Zota  Works,  Hildreth  St.,  Balham.  S.W.12. 

Phones — Battersea  415,  Streatham  2140. 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


562 


The  Aeroplane 


August  6,  roro 


TRADE  CARDS. 


Cfegg  Metal  Engraving  Co. 

Chats  worth  Works,  Worthing, 
Fee  Dials,  Scal*s,  Namt-pl*t*«  and  Address  Pi****,, 
•ad  Instruction  Plates,  In  Metal,  Ivorine,  £t«.  . 

Eithsr  Chsmleally  Engraved  or  Machined,, 


#  FOXELIOn&CCL™ 


6v 


Timber  Importers, 
::  PLYMOUTH  ..: 


Walnut, 
Mahogany  and 

Silver  Spruce, 


Talagrima    "  Baltic  Plymouth..'      Telephone  :  121?  (2  !inw). 


I    Springs  1   Springe  i 

We  make  a  speciality  of 
Springs  for  Aeroplanes, 
SEND  FOR  PRICES. 


DAPfi  Spring  Co 


SCREW-  DRIVING 

RUSSELL  BROTHERS,  Ltd,,  RED  DITCH 

ACHINES. 


The  INTEGRAL  PROPELLER  Co.,  Ltd. 

guarantee  Highest  efficiency  in  their 
design  and  manufacture  of  propellers 
for  any  type   of  engine  or  machine. 

THE  INTEGRAL  PROPELLER  CO..  LTD., 
Edgware  Road,       The  Hyde,       Hendon  N.W.9. 

Telephone :  Kingsbury  104. 


SHEET  METAL  WORK  FOR  AUTOMOBILES  &  AIRCRAFT 

Domed  Motor  Wines,  Radiators,  Petrol  end  Oil  Tanks,  Panels, 
Cowlings.  Fairings,  etc,  supplied  new  or  repaired  Wheel  Discs 
for  Ford  and  other  cars  supplied  frcm  stock.  All  kinds  of  Sheet 
Metal  Work  Brazing  or  Acetylene  Welding  undertaken.  Metal 
Sidecar  Bodies  and  Aluminium  Number  Plates  supplied  promptly. 
Improved  Silencers  and  Racine-type  Exhaust  Pipes  fitted 
to  any  car  at  snort  notice. 

OWEN    DAVIES   ENGINEERING   Co.,  Ltd. 

(E.  Owen  Dayles,  Managing  Director.)  J 
44-46  QUEENSLAND  BO  AD,  HOLLOW  AY,  N.7.1  Phone  North  2964 


BBORA  PROPELLER*  COMPANY.  L«« 


Telepness  1  : 
ElBOSTIW  372. 


Telegrams . 
"Ebora,  KlNWUCO*. 


PROPELLERS 

Oontraotors  to  sue  ADMJBALTY  4  WAR  OFFICE, 
K  12.  Surbiton  Park  Terrace,  Kin£ston«on~Thau&aee» 


EGAMOID 


BRAND 

LEATHER  CLOTH, 


The  Best  Waterproof  Covering  for  Railway,  Tram- 
way, Aeroplane.  Motor  Boat.  Cushions.  Seats,  a  to 


NEW  PEGAMOID  LIMITED,  &Jg 


134,  Queen  Victoria  St., 


Telegram. — Pegamoid;  Phone,  London. 
SoUpiLoni — Gity  9104  (2  lineal 


Sables  ABC  5th  Edition  and  Private. 


RUBBER 


PETROL  &  OIL  RESIST 
ING  HOSE  &  TUBING, 
WASHERS,  BUFFERS,  MATTING,  SHEET, 
STRIP.      CONNECTIONS,       GASKETS,  ETC 

  Aircraft  Specialists  

JAMES  LYNE  HANCOCK,  LTD., 
86.  GOSWELL  ROAD,  LONDON,  E-C.l. 


Captain  A.  NEWMAN  (lateR.A.F.) 

Aviation  Insurance  Expert  &  Broker. 


Quotations  for  every  class  of  risks  — 
Lloyd's  Underwriters  and  leading 
:  ■         Insurance  Companies  : 


20,  BUCKLERSBURY,  E.C.4.  "gfcX' 


ADOPTED  BY  SO  MANY, 

oan  you  afford  to 
run  your  factory  without 

AUTO 

"START  AND 

CEASE  WORK", 

SOUND  SIGNALS 

and 

Modern  Methods 


Saving  Minutes  U 


■  The  Shortened 

Working  Week  Makes 
GENTS'  PULSYNETIC 
SYSTEM  ESSENTIAL 
N  MODERN  WORKS. 
Send  for 

Illustrated  Literature  Book  "A  25." 

ent  &  C°  LTrzr  Leicester 

London ;  Newcastle-cm -Tyne : 

Victoria  St.,  S.  v.t.      52(  Blackett  St, 


Trad* 


MEN  DINE  Mark. 


LIQUID  SCOTCH  GLUE 

USED  BY  THE  LEADINO  AEROPLANE  CONSTRUCTOR J. 

MOISTURE  PROOF. 
Writ*  for  Price  Litt  and  Particular*} 
MB H DINE  CO.,  8,  Arthur  Street,  London  Bridge,  E.C. 


KINDLY    MENTION    '•'  THE  AEROPLANE 


WHEN    CORRESPONDING    WITH  ADVERTISERS. 


August  6,  1919 


The  Aeroplane 


NORTHERN  MACHINE  SCREWS. 

Shafton  Lane  LEEDS 


l/ULL  MIM.L  t  L  U. 


Eyebolts,  Studs,  Nuts 
Bright  Steel  Bolts,  Studs  and  Nuts 
Whitworth  and  Auto  Standards. 

ALSO 

All  kinds  of  TURNED  REPETITION  WORK 
MAY  WE  QUOTE   YOU  ? 


Established  1849. 


HEATING  3l1 

FOR  EVERY  DESCRIPTION  OF 
BUILDING,  WORKSHOP  OR  OFFICE. 

DBAS.  P.  KINNELL  &  GO,  LTD., 

65,  Southw&rk  Street,  London,  S.E.I. 

VENTILATION 

EXPERT  AIMCE  &  ESTIMATES  FREE 


Keen  Buyers  go  to  the  Source. 


E.G. 


TOOLS 


.  MATHER  &  SON, 

SHEFFIELD. 


IRA  STEPHENS 


FOR 


Rawhide  Hammers  and  Mallets. 


Once  Used  on 
AIRCRAFT  or  any 
High- class  Wood  or 
Metal  Work 
Always  Used. 
It  is  not  an 
experiment. 

ASK  ! 

Stocked  by  all  good 
Machinery  Merchants. 


Admiralty  and  War 
Office  Contractor. 


ALL  BRITISH 


IRA  STEPHENS 

Ashton-under  Lyne, 
England. 

Currier.  Maker  of 
Round  and  Flat 
Belting      and  other 
Leather  Mechanical 
Specialities. 
Telephone  : 
709  Ashton-under-Lyne. 


MISCELLANEOUS  ADVERTISEMENTS 

SPECIAL  PREPAID  RATE  :  18  words  16  ;  Situations  Wanted  ONLY,  18  words  I  -  ;  Id.  per  word  after.      TRADE  ADVERTISEMENTS 
in  these  columns,  3  lines  3  -  ;  )0d-  per  line  after.    Public  Announcements,  Legal  Notices,  Auctions,  Contracts,  etc.,  1»6  per  line. 
'  For  the  convenience  of  Advertisers,  replies  can  be  received  at  the  offices  of  "  THE  AEROPLANE,"  61,  Carey  St.,  London,  W.C.2. 


PATENTS. 

PAGE  &  ROWLINGSON,  Chartered  Patent 
Agents  (Consulting  Engineer,  Mr.  S.  E. 
Page,  A.M.Inst.C.E.),  27,  Chancery  Lane, 
London,  W.C.    Tel.  332  Central 


Henry  Skerrett  (H.  N.  Skerrett,  A.I.A.E., 
A.I.Mech.E.,  Associate  I.E.E.,  Fellow  of  the 
Chartered  Institute  of  Patent  Agents),  Patents, 
designs  and  trad*  marks. — 24,  Temple  Rovv, 
Birmingham. 

Mr.  Chatwin,  A.I.E.E.,  Patent  Agent  Air- 
craft Engineer  and  Inspector,  recently  on  war- 
work. — 253,  Gray's  Inn  Road,  London. 

J.     HAROLD     BEAUMONT,  Registered 

Patent  Agent,    29,    Southampton  Buildings, 

London,  W.C. 2. — Patents,  Trade  Marks  and 
Designs. 


TERRITORIAL     FORCE  ASSOCIATION 
OF  THE  COUNTY  OF  LONDON. 
CADET  ORGANISATION. 

Wanted  Ex  Officers,  Warrant  Officers  and 
N.C.Os.  of  the  Royal  Air  Force  to  act  as 

INSTRUCTORS,  ASSISTANT  INSTRUC- 
TORS and  DEMONSTRATORS  in  connec- 
tion with  the  Sections  in  Aircraft  construc- 
tion (Rigging,  Engines  and  Navigation)  now 
being  formed  in  connection  with  the  various 
Cadet  Battalions    affiliated    to    the  London 


Aircraft  Woodworkers. — Wanted  3  Plane  As- 
semblers for  Country  District. — State  fully, 
previous  experience.  Branch  of  Society,  and 
rate  expected,  to  Box  No.  4729,  The  Aero- 
plane, 61,  Carey  Street,  W.C. 2. 


SITUATIONS  WANTED. 


Pilot,  age  26  years  ;  700  hours'  flying  ;  prac- 
tical engineer  (steam,  oil,  gas  and  petrol), 
desires  employment  as  pilot,  competition 
driver  or  rider.  Willing  n  undertake  any- 
thing at  home  or  abroad  with  £;ood  prospects. 
Territorial  Regiments.    The  work  is  entirely    —Box  No.  4719,  The  Aeroplane,  61,  Carey 


voluntary    and    Commissicns   are  offered 
suitable  gentlemen. 

Apply  in  writing  (o  :  — 

THE    ORGANISING  OFFICER, 

Territorial  Force  Association  of  the  County 
of  London,  Duke  of  York's  Headquarters, 
S.W  ,  marking  the  envelope  "Cadet  Instruc- 
tors. " 


SITUATIONS  VACANT. 

Aircraft  Construction. — Opening  for  several 
ex-R.A.F.  mechanics  with  trade  qualifications. 
Give  full  details  Service  and  pre-war  experi- 
ence. Country  "job.  Standard  rates.  Good 
job  for  right  men.— Box  No.  4731,  The  Aero- 
plane, 61,  Carey  Street,  W.C. 2. 


to    Street,  W.C. 2. 


Regular  Cavalry  Officer,  educated  Eton  and 
Sandhurst,  8  years'  service,  late  squadron 
commander  R.A.F.,  4  years'  flying  experi- 
ence, day  and  night,  at  home  and  abroad, 
wants  good  situation  in  aviation  company, 
either  instructional,  commercial,  or  passen- 
ger flying.  No  objection  going  abroad,  but 
good  salarv  and  prospects  essential. — Box 
No.  4721,  The  Aeroplane,  61,  Carev  Street, 

W.C.2. 

Aero  Erector  and  Motor  Mechanic  requires 


Coach  Body  Builders. — Wanted,  4  Coaoh 
Body    Builders,    with    aircraft    experience. — 

State  fully,  details  of  experience  and  pre-war  1  situation  charge  or  at  bench.  3  years'  sole 
occupation.  Standard  rates  paid. — Box  No.  j  charge  hand  erecting  department  leading 
4730,  The  Aeroplane,  6x',  Carey  Street,  1  aeroplane  makers.— Box  No.  4734,  The  Aero= 
W.C. 2.  plane,  61,  Carey  Street,  W.C.2. 


KINDLY    MENTION    "  THE  AEROPLANE 


WHEN    CORRESPONDING    WITH  ADVERTISERS. 


5^4 


The  Aeroplane 


August  6,  19 19  U$ 


SITUATIONS  WANTED— continued. 

ExR.A.F.  Captain  Pilot,  Seaplane  Flying 
Boat,  seeks  billet. — 'Box  No.  4732,  The  Aero- 
plane, 61,  Carey  Street,  W.C.J. 

Ex-R.A.F.  Officer,  2,000  hours,  40  types.  Five 
years'  flying  experience ;  two  years  as  Test 
Pilot.  Pilot's  License  No.  176.  Wants  job 
as  Test  Pilot,  Instructor  or  for  passenger 
work.  No  reasonable  offer  refused.— 
Apply  Box  No.  4727,  The  Aeroplane,  t>i, 
Carey  Street,  W.C.2. 

Demob. — Ex-Serjt.,  in  charge  Acceptance 
Rigging,  requires  situation  as  Charge  Hand. 
Woodworking  or  erection,  3  years  R.F.C. 
and  R.A.F.  Pre-war  Trade  Foreman  Joiner. 
Good  references  Good  knowledge  of  aero 
engines. — Wood,  2,  Ritches  Road,  Harrin- 
gay,  N. 

Ex-R.A.F.  Officer  requires  post  as  pilot.  12 
types ;  Motor  Engineer  ;  Civilian  Flying 
Licence.  Consider  anything  reasonable. 
Prefer  Test  or  similar  work. — Box  No.  4733, 
The  Aeroplane,  61,  Carey  Street,  W.C.2. 


ENGINEERING. 

British  Correspondence  School  of  Aeronautics 

(Estab.  1908). — Engineering  course,  17s.  6d. 
Advanced  course  in  design,  engines,  draughts- 
manship, 42s.  Diplomas  granted. — Penning- 
ton's, 254,  Oxford  Road,  Manchester 


AIRCRAFT  PARTS. 

Hardwood  for  Aeroplanes. — Specially  Selected 
air-dried  timber  as  supplied  to  leading  con- 
structors in  Britain  and  the  Continent.  Silver 
Spruce,  Ash,  Poplar ;  Hickory  and  Ash 
Skids  ;  Three-ply  ;  Thin  Cedar  and  Mahogany 
for  Floats  ;  Walnut  for  Propellers. — William 
Mallinson  and  Sons,  Ltd.,  Hackney  Road. 
'Phone,  3845  Central,  4770  Wall. 

Tapes,  Webs,  Cords  and  Threads  in  all  quali- 
ties suitable  for  Aircraft  Work.  Delivery  from 
stock. — John  MacLennan  and  Co.,  30,  New- 
gate Street,  London,  E.C.i.  (See  Advertise- 
ment Page  III  of  Cover  and  Buyers'  Guide). 


WANTED. 

Articles  wanted  on  the  following  : — Parachutes 
(15,000  words).  Meteorology  and  Aviation 
(10,000  words).  Medical  Aspects  of  Flying 
(5,000  to  10,000  words). — Etate  price  to  Box 
No.  4726,  The  Aeroplane,  61 ,  Carey  Street. 

W.C.2. 


FOR  SALE. 


AEROPLANE  LECTURES  NOTE  BOOK. 

Students  attending  lectures  on  aeroplanes 
and  aero-engines  find  the  task  of  note-taking 
very  trying  if  they  would  keep  their  attention 
fixed  on  the  lecturer.  Mr.  O.  Ford-Jones,  as 
the  result  of  his  observation  of  the  student's 
need,  has  devised  a  loose-leaf  note-book.  One 
set  of  leaves,  40  in  number,  is  for  "Particulars 
of  Aeroplane,"  a  second  for  "Particulars  of 
Engine."  All  the  student  has  to  do  is  to  insert 
notes  in  the  spaces  left — thus  : 

Speed  :   Flying  m.p.h.   Landing  m.p.h. 

Maximum  m.p.h 

The  600k  will  fit  into  an  ordinary  pocket, 
and  the  essentials  of  40  lectures  can  be  re- 
ceded with  a  minimum  of  trouble.  The  leaves 
can  be  easily  removed  for  ultimate  filing.  The 
**coolane  Note  Book  costs  5s.  net  ;  refills,  2s. 
net  per  set.  Order  of  any  newsagent  or  direct 
from  : — 

The   Aeroplane   &   General   Publishing  Co. 
Ltd.,  61,  Carey  Street,  W.C.2 


G. 


NON-RIGID  AIRSHIPS 
FOR  SALE. 


The  Admiralty  have  for  sale  a  number  of 
Non-Rigid  Airships  of  the  following  types  :  — 

COASTAL. 
COASTAL  STAR. 

S.S.Z. 

The  Airships  will  be  sold  with  Cars, Engines, 
Radiators,  Propellers,  Engine  Fittings,  Instru- 
ments, etc.,  but  without  wireless  gear. 

Forms  of  tender,  giving  particulars  of  the 
Airships  and  facilities  for  inspection,  may  be 
obtained  from  the  Director  of  Contracts, 
Branch  10a,  Room  81,  West  Block,  Admiralty, 
S.W.i. 

Tenders  for  the  Airships  will  be  received  up 
to  12  o'clock  noon  on  the  12th  August,  1919. 

Portable  Sheds,  170  ft.  by  50  ft.  by  56  ft.  (to 
crown  of  arch),  suitable  for  S.S.Z.  type  Air- 
ships, are  available  for  sale 

Silicol  Plants  forming  part  of  the  equipment 
of  stations  are  also  available. 

Full  particulars  as  regards  the  Sheds  may 
be  obtained  from  Civil  Engineer-in-Chief, 
Admiralty,  and,  as  regards  the  Silicol  Plants, 
from  Director  of  Airship  Production,  10, 
Smith  Square,  London,  S  W.i. 


OPPORTDNITY  FOR  EX-OFFICERS. 

FOR  SALE, 


MISCELLANEOUS  AND  TRADE. 

Lamplough  Radiators. — New  designs,  in- 
creased efficiency.  Radiators  repaired  or  re- 
made. Private  and  commercial  cars  oven 
hauled,  repaired  and  refitted  for  the  road. 
First-class  staff  and  machinery  available  for 
the  best  work. — Lamplough  &  Co.,  Highfield 
Works,  Feltham,  Middlesex.  'Phone  33  Felt- 
ham. 

Every  Writer  on  Aviation  should  be  in  touch 
with  Central  Asrnews,  104,  High  Holborn, 
W.C.i.  There  is  a  strong  demand  for  the 
right  type  of  Press  matter — written  by  prac- 
tical men  in  non-technical  vein  Central  Air- 
news  is  placing  such  articles  not  only  at  home 
but  in  the  Colonies  and  foreign  countries. 


SEVERAL 

New  De  Havilland  "Six"  Biplanes 

(Two  seaters)  fitted  with  70  h.p.  Renault 
engines  (or  90  h.p.  Curtiss  or  90  h.p.  R.A.F.), 
staggered  planes  and  modified  tail  units  to  Air 
Board  specifications.  These  machines  are 
eminently  suitable  for  Passenger  carrying 
during  the  coming  season.  Original  contract 
price  nearly  £1,500  each.  Owner  is  prepared 
to  sell  for 

£350  EACH  CASH 

or  on  deferred  payments  (no  interest  charged) 
£230  down  and  12  weekly  Instalments 
of  £10.    Offered  only  subject  to  prior  sale 
Apply  immediately. — 
"AEROMOTORS,"  Box  No.  4733,  The 
Aeroplane,  61,  Carey  Street,  W.C.2. 


Transfers.  Firms  requiring  Transfers  should 
write  to  the  makers. — A  Bird  &  Co.,  Latimer 
Street,  Birmingham. 

Sunbeam,  150  h.p.  8-cylinder.  and  225  h.p.  12 
cylinder  Aero  Engines.  Guaranteed  as  new 
for  sale. — Apply,  The  Cambridge  Automobile 
and  Engineering  Co.,  Ltd.,  21,  Hobson  Sfreet 
Cambridge. 


MODELS. 

Model  Petrol^moiors,  £  h.p.,  tooled  or  rough; 
interesting  ;  Water-cooled  or  Air-cooled.  List 
3d. — Littleover  Aeros,  Derby. 

Model  Aeroplanes. — Fly  \  mile,  circular  flight, 
4s.  "Yours  is  the  first  model  aeroplane  we 
have  had  that  really  flies"— testimonial  from* 
Miss  E.  and  Master  N.  Falcon.  Testimonials 
from  all  parts. — Dept.  C,  Bristol  Model  Aero- 
plane Depot,  Eastville,  Bristol 

An  Interesting  Hobby. — Send  i^d.  for  illus- 
rrated  catalogue  of  "M.S.C."  Parts  for  mak- 
ing Model  Aeroplanes.  Also  wide  range  of 
completed  models.  Accessories,  spare  parts.  — 
Murray,  Son  and  Co.,  387a,  High  Road, 
High  Cross,  Tottenham,  N.  Telephone: 
Tottenham  178. 


PUBLICATIONS 

Sixpence  Post  Free. — Technical  Essays  ol  an 
Aviator  by  W.  R.  D.  Shaw.  60  pages.  Illus- 
trated.  World  on  Wings  Publicity  Bureau 
(Registered),  180,  Sutherland  Avenue,  Maida 
Vale,  London,  W.9. 


The  following  books  may  be  obtained  post 
free  by  application  to 

The  Aeroplane  and  General  Publishing  Co., 
Ltd.,  Union  Bank  Chambers,  61,  Carey 
Street,  W.C.2  :— 

McCudden's  "Five  Years  in  the  R.F.C,"  8s. 
Butler's  "Plain  Impressions,"  2s.  9d. 
Sylvester's  "The  Design  and  Constiuction  ol 

Aero  Engines."    6s.  6d. 
Loening's  "Military  Aeroplanes,"  22s. 
Richthofen's   "The  Red   Air   Fighter"  (2nd 

Edition),  3s.  9d. 
Blakeney's  "How    an   Aeroplane   is  Built 

(2nd  Edition),  5s.  4d. 
Dixie's  "Air  Navigation  for  Flight  Officers, 

lis, 

Saundby's  "Flying  Colours"  (Popular  Edi- 
tion), 15s.  6d.    Edition  de  Luxe,  £2  2s. 

Barber's  "  The  Aeroplane  Speaks  "  (7th 
Edition),  9s. 

Barber's  "  Aerobatics,"  lis. 

Barber's  "Airy  Nothings,"  3s.  9d. 

Aviation  Pocket  Book,  6s.  4d. 

Songs  of  the  Submarine,  2s.  3d. 

Ballads  of  the  Flying  Corps,  2s.  9d. 

The  Flying  Book  (1918  Edition),  5s.  4d. 

Practical  Flying,  5s.  4d. 

"  The    £    S  D    of    Flying "  (Commercial 

Aviation  and  Its  Possibilities).    By  Captain 

Arthur  Swinton,  6s.  4d. 
Selwyn's  Metric  Conversion  Tables,  2s.  9d. 
"The    Revelations   of    Roy,"   Air  Mechanic 

With  Apologies  to  Artemas).  Is.  3d. 
"The  Aeroplane,"  Vols.  XIII  XIV,  XV,  25s. 

net  each.    i 

"  The  Aeroplane,"  Vols  IX,  X,  XI,  XII,  tit. 

net  each. 


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Vol.  XVII.  No.  7. 


SIXPENCE  WEEKLY. 


r  Registered  at  the  G.P.O.~| 
L        ts  a  Newspaper. 


John  Dawson  ^ 

and  Co.  (NEWCASTLE-ON-TYNE),  Ltd.  ^JJ^ 


Newcastle-ca-Tyne. 

Telephone—  CENTRAL,  NEWCASTLE  260* 
Telegrams— "DEPEND  A>BLE,  NEWCASTLE." 

Southampton  House, 
High  Holborn,  W.C.I. 

Telephone    HOLBORN  1876. 


THE  AERO  WIND 
SHIELD  THAT  WAS 
PROVED     BY  WAR. 

AUSTER  LIMITED 
London : 

133.  Long  Acre,  W.C  2. 

Birmingham 

Crown  Wks,  Barford  St. 


BEARDMORE 

.  M.  .                           ■  WW" 

AERO 
ENGINES 

TITANINE 

Thm  Original  DOP^B 

1 

Non-Poisonous 

BEX  ADVERT.  IHBIDB. 

R34 


Sunbeam     Goatalen  Engines. 


to  America 
AND  BACK  on 


ELEGRAM5  : 
:XV  ACCLE5  OLDBURY.  I 


Weldless  steel  tubes  for  aircraft  construction 


Tube  manipulation  and  presswork. 

SEE  ADVERT.  INSIDE. 


CRYSTAL 
ARMOUR" 

For  GOGGLES, 
WINDSCREENS, 
PANELS,  Etc. 


TRIPLEX^GLASS 

ill  f  111111 1  iiiiitiiii«iaiiiiiiiiiiiii  11 11111 1  iiiiiiiiiiiiiiiiiiiiiiiiitim  iiiiiiiJiiiiiiiiiiiiiiiiiiiiiniiiiiitj 
....  u r>sp// ntcra b/e.  //.  .  . 


THE  'TRIPLEX' 
SAFETY  GLASS 

C?,  LT.o 

I,  ALBEMARLE  ST, 
LONDON 

w.  1 . 


^IIIIIIIIIHIIIIIillllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllH 


The  Aeroplane 


August  13,  1919 


The  "All  British  "  Pioneers 
of  the 

Aircraft  Propeller  Industry. 


Our  long  experience  ensures  effec- 
tive design. 

Our  record  as  the  largest  producers 
during  the  war,  was  won  through 
quality  of  manufacture. 

Your  enquiries  are  safe  with  us  from 
either  standpoint. 

Please  mention  Dept.  A. 


Lang  Propeller  Ltd. 

SuMEY. 


^e/egrrcuns    Aerosticks.  Weybrtdjsjl. 


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August  13,  1919 


The 


Aeroplane 


565 


BRITAIN'S  AERIAL  LINERS 

R33  and  R34 

Outer  Covers  Proofed  with 

"EMAILLITE" 

Airship  Doping  Scheme  "P." 


THE  BRITISH  EMAIL. LITE  CO.,  LTD., 

Doping  Scheme  Specialists, 
5,    HYTHE    ROAD,    WILLESD  EN    JUNCTION,  N.W.IO. 
Wire:  Ridley,  Pren.  London.  'Phone:  Willesden  2346  &  2347. 


!  Handley   Page  I 

'         Aeroplanes  ' 

1 I 
B  have  flown  from  B 

,  ENGLAND  to  INDIA 

LONDON  to  CONSTANTINOPLE 
ENGLAND  to  CENTRAL  AFRICA 

I  ■  and  have  carried  ■  I 

I  PILOT    and    40     PASSENGERS  i 

5  ■        over  6,500  feet  high.        b  ■ 

|  The  whole  of  the  experience  of  the  Handley  Page  Company  is  at  the  disposal 

of  any  Government  or  Business  House  desirous   of  starting   a   service  for 

I  conveying  passengers  or  goods  by  Air. 

ITelegnm.;  -S—  -^•A&-<Z>-<  otophone;  | 

"■TDBOPH1D,  CRICKLE,  HAMPSTEAD 
London."         Aeroplane  Manufacturers  to  British  &  Other  Governments.        ?soo  io  lines). 

CRICKLEWOOD,  LONDON.  N.W.2.  ' • 

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566  The  Aeroplane  august  13,  1919 


Private  Hire  of 
Aeroplanes 

HT^O  anyone  who  finds  suddenly  that 
"  Time  is  Money,"  and  who  is  pre- 
pared to  pay  a  special  fee  in  order  to  be 
carried  from  point  to  point  by  air  at  100 
miles  an  hour,  the  Private  Hire  Depart- 
ment of  Aircraft  Transport  and  Travel, 
27,  Buckingham  Gate,  S.W.  i,  is  now  at 
their  disposal.  The  prices  for  the  hire  of 
aeroplanes  range  from  5/-  to  10/-  per  mile, 
according  to  circumstances,  and  a  telephone 
message  to  this  Department  (Victoria 
7932)  will  elicit  a  statement  at  once  as  to 
the  fee  charged  for  any  particular  flight. 

AIRCRAFT  TRANSPORT 
AND  TRAVEL,  LTD. 

(Chairman  :  G.  HOLT  THOMAS). 

London  Office  :   27,  BUCKINGHAM  GATE,  S.W.L 

Telephone :  Victoria  7932. 


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I  SIDDELEY  j 

!  6  -  CYLINDER     CAR  \ 

»  R.A.  C.  Rating  29.5  H.P.                                                            TREASURY  TAX  £8  8  o 

^  7he  Moderate  Price. 

^  I  ^HE  moderate  price  of  the  Armstrong  Siddeley  6-Cylinder  is  9 

W  JL      due   in    great  measure  to  the  simplicity  of  its  design.  W 

There  are  fewer  and  lighter  parts  :  less  metal  is  used  and  fA 

K  less  labour  involved  and  production  is  on  an  immense  scale.  m 

;  Our  factory  is  ten  times  larger  than  it  was  five  years  ago—  our 

fjj  machine  tools  and  plant  are  the  most  modern.    The  works  are 

/  laid  out  on  the  most  up-to-date  lines.     The  total  result  is  a 

I  tremendous  increase  in  productivity  with  a  decrease  in  manufac- 

I  turing  costs.  «m 

v|j  d,  The  experience  gained  by  our  staff  in  turning  out  the  y 

,v  largest  output  of  aero  engines  during  the  war  has  evolved  a  high  A 

m  degree  of  skill  in  the  mass-production  of  units  of   supreme      .  m 

jj|  accuracy. 

W  CL  Behind  this  highly-skilled  staff  and  magnificent  plant  lie  the  ^§ 

^  vast  resources  of  Sir  W.  G.  Armstrong  Whitworth  &  Company,  0 

m  Limited.  K 

1|  THE  CHASSIS   IS   EQUIPPED   WITH  U 

HI  Electric  Lighting  and  Starting  Set,  Five  Lamps,  A 

^  Four  Tyres,  Stepboards,  All  Wings  and  Dashboard  W 

x  A 

IX  Order  noiv  and  be  assured  that  you  ha^e  done  right.     You  cannot  buy  a  better  car.  [A 

H  The  SIDDELEY-DEASY  MOTOR  CAR  CO.,  Ltd.,  COVENTRY  M 

<M  CONTRACTORS  TO  II.M.  Al%  eMINISTRT.  jgj 

my  (The  Mm. 

( 

jj  YOU    CANNOT   BUY   A   BETTER  CAR. 


(The  Mo'or  Car  Dept.  ot  Sir  W.  G.  Armstrong  Whitworth  &  Company,  Limited). 
SKRVICE    DEPARTMENTS    AT    LONDON    AND  MANCHESTER. 

Write  for  Uroclmre  "  Three  "4nnouncement$." 

iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiimiiiiiiiiiiiiim 


i 


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568 


The  Aeroplane 


August  13,  1919 


Tne 
first  Seaplane 
to  fly  from 
the  water  in 
Great  Britain 


We  are  now  taking  orders  for 
AVRO  Aeroplanes  and  Sea- 
planes for  all  purposes. 

A.  V.  ROE  &  Co.,  LtcL, 

Dvignm  mi  CmantcUri  tf  AtnfUmt  txi  Muwrin, 

Manchester.  SouthamptM. 

A»d  166.  PICCADILLY.  LONDON.  Wi. 


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AUGUST  13, 
1919. 


NE 


thbAER0Pla 


The  Edi'orial  and  Advertising  Oiflops  of  "  The  Aeroplane  "  are  at  166,  Piccadilly,  Lond  n.  W.l. 
Telegraphic  Address:  "Aileron,  London."  Telephone:  Mayfair,  5407. 

Aocounts,  arid  all  correspondence  relating  thereto,  should  be  sent  to  the  Registered 
Offices  of  The  Aeroplane  and  General  Publishing  Co.,  Ltd.,  Union  Bank  Chambers 
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Subscription  Rates,  post  free:  Home.  3  months,  7s.  6d.;  6  months,  15s.;  12  months.  30s 
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U.S.A.,  1  Year,  g8.50c.  '  * 


VOL.  XVII. 
No.  7. 


ON  THE  BEGINNING  OF  INTERNATIONAL 

AVIATION. 

SOME    IMPRESSIONS. ;  FROM  AMSTERDAM. 


In  the  days  of  one's  youth  one  was  taught  that  Holland 
was  the  flattest  country  in  the  world  and  that  the 
Hollanders,  or  Dutch  as  we  wrongly  call  them,  were  a 
great  commercial  people.  It  seemed  peculiarly  apposite 
then  that  Holland  should  have  the  distinction  of  being 
the  first  country  to  encourage  International  commercial 
flying  by  holding  an  exhibition  of  aircraft  as  soon  as 
possible  after  the  outbreak  of.  Peace.  The  Hollanders 
are  a  singularly  pleasing  people  with  a  fund  of  quiet 
humour,  so  they  will  forgive  me  for  pointing  out  the 
irony  of  the  situation  in  view  of  the  fact  that  they 
possess  that  very  beautiful  monument  of  irony,  the 
Palace  of  Peace  at  The  Hague. 

Holland  is  perfectly  flat,  so  flat  that  when  at  the  very 
beginning  of  the  war  one  suggested  bombing  Essen  from 
Antwerp  by  flying  over  the  south-east  corner  of  Holland 
an  Anglo-Dutch  friend  remarked,  "  But  you  cannot  do 
that !  You  would  have  to  fly  over  the  Dutch  Alps. 
Some  of  them  are  as  much  as  thirty  metres  high!"  Yet 
despite  the  flatness  of  Holland  it  is  probably  the  worst 
country  in  the  world  over  which  to  fly  on  a  land-going 
aeroplane. 

In  passing  through  Holland  one  sees  vast  expanses  of 
magnificent  grass  land,  apparently  ready-made  aero- 
dromes. But  as  one  comes  close  to  them  one  finds  them 
cut  into  small  rectangular  patches  by  little  ditches.  In 
fact,  one  doubts  whether  anywhere  in  western  Holland 
there  is  a  piece  of  ground  200  yards  square  without  a 
dyke. 

A  PIint  to  Designers. 
V 

Here  then  is  the  first  impression,  for  the  benefit  of 
any  constructor  who  thinks  of  building  big  land-going 
machines  for  use  in  the  Low  Countries.  All  such 
machines  must  be  fitted  with  wide  flat  skids  at  least 
twelve  feet  long,  so  that  if  the  machine  has  to  make 
a  forced  landing  it  may  be  able  to  slide  across  the  small 
djdces. 


Even  a  better  way  would  be  to  make  the  lower 
longerons  of  the  machine  ~  so  that  they  could  act  as  skids 
— as  in  fact  the  longerons  of  the  F.K.26  B.A.T.  are 
already — and  then  fit  a  retractable  uuder-carriage  more 
or  less  of  the  Martin  type.  Then  there  could  be  no 
chance  of  a  machine  turning  over  on  its  nose  or  wiping 
off  its  under-carriage  if  forced  to  land  in  one  of  these 
dyke-infested  fields,  or  in  boggy  ground.  The  perform- 
ance of  the  Handley  Page  on  its  first  arrival  at  Amster- 
dam was  a  case  in  point — but  that  affair  will  be  de- 
scribed in  due  course. 

The  vSeaplane's  Country. 

On  the  other  hand  Holland  is  the  ideal  country  for 
seaplanes.  The  pilots  who  have  flown  over  it  from  Eng- 
land say  that  if  one  flies  at  2,000  feet  one  is  always 
within  gliding  distance  of  one  of  the  great  canals,  and 
that  it  would  be  possible  to  bring  a  seaplane  down  safely 
on  any  of  them.  On  many  of  them  a  flying-boat  of  the 
largest  type  could  alight  with  perfect  ease. 

Now  the  Hollander,  like  most  successful  business 
men,  is  a  man  who  knows  the  value  of  time.  His  trains 
are  good,  but  they  are  not  up  to  aeroplane  speed  by  a 
good  deal,  and  so  it  should  be  possible  to  do  quite  good 
business  in  Holland  with  seaplanes.  One  suggests, 
therefore,  that  if  an  enterprising  seaplane  firm  started 
a  seaplane  hire  service  in  Holland  it  would  pay  well  in 
time. 

Lost  Opportunities. 

One  does  not  suggest  for  a  moment  that  a  firm  has 
only  got  to  open  a  shop  in  Amsterdam  and  sell  seaplanes 
across  the  counter,  but  one  does  believe  firmly  that  a 
seaplane  "  joyride "  business  would  pay  its  way,  and 
that  from  it  would  grow  a  regular  business.  First  of 
all  it  would  develop  into  hiring  seaplanes  to  commercial 
men,  and  later  this  again  would  develop  into  a  sale-and- 
maintenance  business  on  quite  a  big  scale. 


TO    BELIEVERS   IN  AIRSHIPS. 

Those  who  believe  in  the  future  of  airships  will  do  well  to  order  at  once  a  copy  of  THE 
AEROPLANE  for  next  week  (dated  Aug.  20th).  That  issue  will  be  a  Special  Airship  Number 
and  will  be  devoted  to  describing  the  use,  construction  and  design  of  airships.  It  will  also  contain 
a  description  and  specification  of  practically  every  type  of  airship  at  present  in  use  in  the  world. 

Great  assistance  has  been  given  in  compiling  this  Special  Number  by  Vickers,  Ltd  ,  Sir  Wm. 
Armstrong,  Whitworth  and  Co.,  Ltd.,  Wm.  Beardmore  and  Sons,  Ltd.,  Short  Bros.,  Ltd.,  and 
Airships,  Ltd.  The  technical  department  of  each  of  these  great  firms  has  contributed  an  article  of 
great  interest,  each  on  an  entirely  different  phase  of  the  subject. 

Authorities  on  airships  in  various  countries  have  kindly  furnished  figures  concerning  their 
national  ships.  Altogether,  the  Special  Airship  Number  of  THE  AEROPLANE  will  contain 
more  information  about  airships  than  has  been  collected  within  the  covers  of  one  publication  since 
the  first  Airship  Number  of  THE  AEROPLANE  was  published  in  1916. 

As  newsagents  are  not,  as  a  rule,  interested  in  aeronautics,  those  who  want  to  make  sure  of 
securing  a  copy  of  the  Airship  Number  are  advised  to  order  it  in  advance  from  "  The  Aeroplane  " 
Publishing  Dept.,   61,    Carey   Street,   W.C.2.    The  price  is  9d.  post  free. 


5;o 


The  Aeroplane 


As  usual  we  are  losing  our  opportunities.  Here  is  the 
fust  International  Aeronautical  Exhibition  since  the 
war,  and  there  is  not  a  single  seaplane  on  view  or  in 
use,  except  a  couple  of  machines  built  in  Holland  from 
parts  of  German  machines  fished  out  of  the  North  Sea, 
and  one  F.5  flying-boat,  built  by  the  Gosport  Co.,  flown 
to  Amsterdam,  not  flown  during  the  show  for  reasons 
which  will  be  explained  later,  and  moored  out  in  Het  Ij 
where  it  cannot  be  seen  except  from  passing  boats  and 
where  it  cannot  be  inspected  at  all. 

That  apparently  is  our  typically  British  way  of  getting 
business.  One  hardly  knows  whether  it  is  the  fault  of 
the  Air  Ministry  or  of  the  Society  of  British  Aircraft 
Constructors  or  of  the  individual  aircraft  firms.  Pro- 
bably the  fault  is  divisible  among  all  of  them  in  variable 
degrees. 

To  Whom  the  Blame? 
The  individual  seaplane  firms  are  certainly  to  blame 
for  not  following  the  obviously  sensible  policy  of  being 
first  in  the  first  of  the  world's  open  markets  since  the 
war.  But  one  cannot  be  sure  of  how  much  hindrance 
has  been  put  in  the  way  of  the  Trade  by  the  Air  Ministry, 
so  perhaps  the  fault  is  not  altogether  that  of  the  indi- 
vidual firm. 

The  S.B.A.C.  is  certainly  to  blame  for  not  encouraging 
the  Trade  to  exhibit  at  Amsterdam.  Of  course  one  can 
quite  understand  that  the  S.B.A.C.  wants  its  own  first 
shew  in  London  to  be  the  greatest  thing  that  ever  hap- 
pened. But  even  if  that  show  is  to  occupy  the  whole 
of  the  Crystal  Palace,  or  if  Hyde  Park  is  to  be  covered 
with  marquees  for  the  occasion,  that  will  not  bring  to 
London  the  actual  individual  buyers  who  would  buy 
seaplanes  at  their  own  doors  if  the  machines  were  brought 
there,  and  if  they  had  the  practical  value  of  the  seaplane 
demonstrated  by  a  successful  joy-ride  service.  The 
policy,  or  lack  of  polic}'  (whichever  it  ma}'  be)  of  the 
S.B.A.C.  is  short-sighted  and  small-minded.  One  had 
hoped  for  better  things  from  a  combination  of  men  who 
were  so  successful  in  war-time.  But  peace  is  ever  a 
more  serious  test  of  ability  than  is  war. 

The  Air  Ministry's  Part. 

Just  what  the  Air  Ministry  has  done  to  help  British 
industry  in  this  market  is"  precisely  nothing.  One  hears 
that  the  Ministry  may  perhaps  send  a  high  official  to 
Holland  to  "  talk  pretty  "  to  those  Hollanders  who  are 
becoming  so  keenly  interested  in  aeronautics.  But  what 
the  Ministry  is  going  to  do  matters  rather  less  than 
what  it  has  done.  And  anyhow  we  have  had  more  than 
enough  pretty  talk  from  the  Civil  Aviation  Department. 
In  fact  most  of  us  are  becoming  rather  nauseated  by  it. 
And  in  any  case  we  want  something  done. 

So  far  the  Ministry  has  kindly  permitted  the  Gosport 
Aviation  Co.  to  fly  a  boat  to  Amsterdam — as  already 
stated.  And  that  seems  to  be  the  net  amount  of  help 
given . 

It  is  true  that  the  boat  is  some  day  to  become  the 
property  of  the  R.A.F.,  and  so  it  is  desirable  that  it 
should  not  be  worn  out  before  it  is  delivered.  But  it 
seems  purely  imbecile  to  forbid  the  Gosport  Co.  from 
flying  it  at  all  during  its  visit  to  Holland.  Considering 
that  the  R.A.F.  has  some  dozens  of  boats  sitting  in  sheds 
at  Felixstowe,  minus  wings,  rusting  and  drying  to  death 
(a  boat  hull  must  be  kept  in  water  or  it  becomes  danger- 
ous), it  is  fairly  futile  to  talk  such  a  lot  about  helping 
aviation  and  then  do  nothing  to  help. 

If  the  Air  Ministry  had  had  any  common  sense  at  all, 
it  would  have  started  a  regular  flying-boat  service  be- 
tween Harwich  and  Amsterdam,  via  Ijmuiden,  for  the 
benefit  of  those  concerned  with  the  Exhibition,  and  any 
others  who  might  care  to  pay  the  price  to  use  it. 
A  Great  Chance. 

There  is  no  more  objection  to  the  "R.A.F.  running  a 
flying-boat  service  than  there  is  to  the  State  running 


the  railways,  and,  badly  organised  as  the  R.A.F.  may 
be,  it  could  not  possibly  make  as  big  a  mess  of  such  a 
service  as  the  State  has  made  of  the  railway  and  tele- 
phone services  since  it  took  them  over.  In  fact  the 
flying-boat  people  have  done  such  good  work  in  the 
past  that  they  would  probably  run  a  line  to  Holland 
extremely  well. 

One  has  been  told  by  one  of  the  ablest  of  our  .seaplane 
officers  that  the  R.A.F.  flying-boats  have  flown  more 
than  a  million  (1,000,000)  miles  without  a  fatal  incident, 
and  this  despite  the  fact  that  by  far  the  greater  part  of 
this  flying  was  done  in  time  of  war,  when  people  flew 
in  weather  in  which  they  would  not  have  flown  in  peace- 
time. Surely  such  a  record  should  encourage  the  Air 
Ministry  to  start  a  regular  service  to  Holland  at  once. 

We  hear  a  lot  about  "blazing  the  trail"  for  Civil 
Aviation,  and  we  hear  of  silly  voyages  to  India  and 
Central  Africa,  which  cost  thousands  of  pounds  and 
merely  demonstrate  that  an  aeroplane  is  slower  than  a 
camel,  and  yet  the  Air  Ministry  lacks  the  common 
gumption  to  blaze  the  trail  by  opening  an  experimental 
service  which  is  not  only  bound  to  be  a  technical  success, 
but  might  with  very  little  luck  pay  its  way. 

A  Paying  Proposition. 

The  fare  from  London  to  Amsterdam  is  roughly  six 
pounds.  With  all  incidentals  thrown  in  there  is  not 
much  change  out  of  ten  pounds.  And  the  journey  takes 
twenty-four  hours,  the  Zeeland  boats  being  skilfully 
timed  so  that  one  has  to  spend  an  uncomfortable  night 
on  board  at  the  price  of  a  super-Ritz  for  accommodation. 
Besides  which  there  is  all  the  annoyance  and  fatigue  of 
the  passport  formalities  on  the  quays  at  Folkestone  and 
Flushing. 

Anybody  who  wanted  to  go  to  or  from  Amsterdam  in 
a  hurry  would  gladly  pay  £15  or  £20  for  a  flight  across 
the  North  Sea  and  a  quick  railway  journey  between 
London  and  Harwich. 

Let  the  much-advertised  Civil  Aviation  Department  of 
the  Air  Ministry  work  it  out  and  see  whether  it  could 
not  make  enough  out  of  fares  at  that  rate  to  pay  at  least 
for  petrol  and  wear-and-tear  of  boats  and  engines.  ^  If 
it  could  do  so  it  would  be  more  than  justified  in  running 
the  service,  for  it"  would  then  provide  its  pilots  and 
mechanics  with  plenty  of  practice  at  no  more  cost  than 
that  of  their  pay  and  maintenance,  it  would  confer  a 
benefit  on  the  business  community,  and  it  would  do  a 
very  great  deal  to  develop  Civil  Aviation. 

But  of  course  it  would  be  asking  far  too  much  of  the 
Civil  Aviation  Department  to  expect  it  to  wrestle  with 
the  Air  Ministry  as  a  whole  to  achieve  three  such  desir- 
able objects.  The  only  object  of  the  Department  so  far 
seems  to  be  to  provide  restful  places  for  incompetent 
officials  and  to  talk  without  acting.  Its  motto  might 
well  be  "  Verba  non  res." 

A  Brilliant  Act. 

Another  brilliant  act  of  the  Air  Ministry  was  forbid- 
ding the  Boulton  &  Paul  "  Bourges  "  biplane  from  going 
to  Amsterdam,  where  its  fine  performance  and  magnifi- 
cent workmanship  would  have  materially  enhanced  the 
reputation  of  British  aircraft  on  the  Continent.  Just 
what  right  the  Air  Ministry  had  to  exercise  its  pre- 
dilection for  Prussianism  one  cannot  quite  understand. 

One  is  told  on  quite  good  authority — though  not  by 
anyone  concerned  with  the  B.  &  P.  firm  (this  explanation 
is  necessary  in  view  of  possible  official  reprisals) — that 
the  Air  Ministry  has  neither  paid  for,  bought,  nor  even 
ordered  the  "  Bourges  "  which  it  was  proposed  to  send 
to  Amsterdam.  Also,  it  was  designed  by  Mr.  J.  D.  North 
and  not  by  the  Technical  Department,  whom  none  would 
suspect  of  doing  anything  so  intelligent,  so  that  there 
is  not  even  the  excuse  that  it  is  a  machine  of  Govern- 
ment design,  so  what  earthly  or  aeronautical  reas.on  can 
there  be  for  prohibiting  its  exhibition  ? 


August  13,  1919  The   Aeroplane  571 


WYTON  AERODROME,  HUNTS. 

Area  about  198*  acres. 

F^r   disposal   as   a   whole,  or  the  buildings  and  land  on  which 
they    stand,    without    the    Aerodrome    itself.      The    Buildings    are  of 
reinforced    plaster,   brick,   corrugated   iron   and   wood.       There    is  a 
Water   Supply,  Electric   Light   Supply   and    Sewage   Disposal.  Tarmac 
road.      In   addition   to   its   use   as  an 

AERODROME 

the  buildings  are  suitable  for 

FACTORY,  STORAGE, 

SANATORIUM, 
TRAINING  INSTITUTION, 

and   many   other   similar  purposes. 

The  site  is  occupied  by  the  Government  under  the  Dt  fence  of 
the  Realm  Regulations,  and  can  (if  necessary^  be  purchased  under  and 
subject  to  the  provisions  of  the  Defence  of  the  Realm  (Acquisition  of 
Lands)  Act,  1 9  1 6. 

For  further  particulars  apply  to  the  Disposal  Board,,  Room  135, 
Charing  Cross  Buildings,  Villien  Street,  London,  W.C.2. 

NOTE.— For  "SURPLUS,"  the  detailed  list  of  surplus  Government 
property  for  sale,  apply  at  the  nearest  bookstall  or  to  the  Director  of 
Publicity,  Ministry  of  Munitions,  Whitehall  Place,  London,  S.W.I.    Price  3d 


KINDLY    MENTION    "  THE    AEROPLANE  "     "'HEN    CORRESPONDING    WITH  ADVERTISERS 


572 


The  Aeroplane 


August  13,  1919 


When  such  things  happen  one  can  understand  the 
belief  held  by  many  people  that  the  Air  Ministry  is  try- 
ing to  play  the  old  game  of  the  Department  of  Military 
Aeronautics  when  it  tried  to  make  aircraft  design  a 
Government  monopoly  and  tried  to  make  aeroplane  pro- 
duction the  job  of  a  few  "tame"  or  "favoured" 
firms.  Personally  one  ascribes  all  the  Air  Ministry's 
actions  up  to  the  present  merely  to  congenital  imbecility. 
In  this  instance  it  is  probably  inspired  by  a  foolish  idea 
that  it  is  really  protecting  the  safety  of  the  Empire  by 
preventing  undesirable  aliens  from  seeing  our  newest 
designs.  a  Simple  Lesson. 

One  commends  to  the  Air  Ministry  the  saying  of  a 
great  American  manufacturer  some  25  years  ago.  One 
happened  to  be  showing  him  round  a  certain  big 
British  factory,  the  head  of  which  was  more  enlightened 
than  his  contemporaries  and  did  not  believe  in  the  usual 
British  policy  of  silly  secrecy.  Being  very  young,  one 
remarked  to  the  American  that  he  was  highly  privileged 
to  be  allowed  to  see  over  our  excellent  works.  The 
American  replied  quite  simply  that  he  always  made  a 
point  of  showing  his  rivals  all  his  latest  productions, 
because  they  talked  about  them  and  so  gave  him  the 
best  possible  advertisement,  and  if  they  saw  anything 
in  his  works  worth  copying,  and  managed  to  copy  it  in 
time  to  compete  with  him,  that  merely  showed  that  his 
ideas  were  out  of  date  and  it  was  time  for  him  to  think 
and  act  more  quickly. 

Not  only  the  Air  Ministry  but  the  Aircraft  Industry 
might  well  profit  by  that  simple  lesson.  By  showing 
the  World  cur  best  we  increase  the  World's  respect  for 
us.  And  if  other  nations  can  produce  machines  as  good 
before  we  have  produced  something  better  it  is  proof 
positive  that  we  are  not  progressing  as  we  should. 
An  Imbecile  Policy. 

Perhaps  the  most  imbecile  of  all  the  imbecile  things 
which  we  ha\e  done  in  connection  with  the  Amsterdam 
Show  was  to  bring  pressure,  to  bear  on  the  Hollanders 
to  prevent  the  Germans  from  showing  aeroplanes  there. 
Such  action  on  our  part  must  have  seemed  an  obvious 
confession  of  weakness. 

Surely  if  our  machines  are  better  than  those  of  the 
Germans  we  have  every  reason  to  profit  by  putting  the 
two  side  by  side.    As  a  matter  of  fact  we  should  have 


scored  immensely  by  having  German  machines  there. 
The  Royal  Netherlands  Flying  Corps  had  several  Hun 
aeroplanes,  and  there  were  three  Fokkers,  evidently 
built  in  Germany,  but  they  could  not  in  the  least  com- 
pete with  their  "opposite  number"  the  Bantam  Bat.  And 
the  bigger  Hun  machines  would  have  compared  equally 
badly  in  the  eyes  of  a  Hollander  with  Aircos,  H.Ps.,  and 
Vickerses. 

None  kuows  what  is  good  work  and  what  is  not  •  so 
well  as  does  the  Hollander,  whose  own  work  in  every- 
thing lie  touches  is  a  marvel  of  finish  and  craftsmanship. 
We  have  lost  yet  another  opportunity  by  thus  barring 
German  machines,  besides  giving  the  World  an  im- 
pression of  our  small-minded  meanness  to  a  beaten  foe. 

Perhaps  some  more  imaginative  person  than  oneself 
can  give  some  reasonable  explanation  of  why  Hun 
machines  were  boycotted.  For  oneself  one  fails  entirely 
to  imagine  why  a  neutral  country  should  thus  become 
partisan  after  ihc  war-. 

An  Extraordinary  Official. 

Before  closing  these  few  kind  remarks  on  the  Air 
Ministry  one  would  like  to  refer  to  one  Government 
official  who  deserves  a  paragraph  to  himself.  One  does 
not  know  his  name,  nor  his  rank,  but  he  is  a  Customs 
official  at  Hounslow,  and  one  is  told  that  he  is  doing 
eve^thing  in  his  power  to  help  Civil  Aviation  by  doing 
his  job  courteously  and  efficiently.  He  is  said  to  simplify 
formalities  and  to  explain  difficulties  most  pleasingly. 
And  he  is  even  reported  to  have  wished  aerial  travellers 
good  luck  on  their  journey.  One  hopes  that  this  testi- 
monial will  not  damage  his  career  under  the  Air 
Ministry,  but  he  is  so  unusual  that  one  feels  that  he 
deserves  notice.  Perhaps,  though,  he  is  a  real  Custorn- 
House  officer,  in  which  case  he  is  perhaps  not  so  ex- 
ceptional and  may  be  able  to  continue  his  career  of 
usefulness.    Would  that  there  were  more  like  him. 

On  the  whole  we  have  lost  some  fine  opportunities  at 
Amsterdam,  but  none  which  we  cannot  regain  if  we  act 
at  once.  There  is,  however,  no  such  chance.  Having 
thus  ernpnasised  our  defects  m  large  print,  according  to 
custom,  one  now  proposes,  for  the  benefit  of  those  who 
are  not  already  bored  with  the  subject,  to  set  forth  in 
smaller  print  some  of  the  really  good  things  which 
British  Aircraft  have  done  at  the  Amsterdam  Aero  Shew. 


AT    THE   AMSTERDAM    AERO  SHOW. 


The  Amsterdam  Show  is  known  all  over  Holland  as  the  Elta. 
The  letters  stand  for  Eerste  Luchtvaart  Ter lor  nstellings  -Am- 
sterdam, otherwise  First  Airtravel  Exhibition,  Amsterdam.  Never 
has  one  seen  an  exhibition  so  well  advertised,  and  never  has  one 
seen  a  whole  country  so  interested  in  an  exhib.tion.  The  word 
Elta  is  about  as  familiar  in  Holland  to-day  as  the  words  Kaas 
or  Bier.  Truly,  the  Amsterdammer  is  a  fine  commercial  man, 
and  well  worth  cultivating. 

Holland  to-day  is  probably  the  richest  country  in  the  world 
per  head  of  population,  thanks  to  the  war.  and  now  in  time  of 
peace,  Holland  is  growing  still  richer,  as  the  entrepot  between 
England  and  Germany.  Holland  is  at  present  making  England 
pay  for  Van  Tromp's  ships  sunk  some  hundreds  of  years  ago, 
and  in  making  Germany  pay  for  the  Batavia  Liners  sunk  a  vear 
or  two  or  'hree  ago. 


The  method  is  quite  simple.  Everything  is  charged  in  things 
that  look  like  francs  on  a  bill,  and  become  florins  (commonly 
called  gelder)  in  practice.  One  thinks  in  t  npences  and  pays  in 
two-shilling  pieces.  As  one  remarked  at  the  beginning  of  this 
article,  the  Hollanders  are  a  great  commercial  people. 

Owing  to  this  plan  everything  in  Holland  costs  exactly  twice 
what  it  costs  in  London  to-day,  which  is  (o  s.*y  that  it  costs  just 
four  times  the  pre-war  price.  And  so  the  Hollands  merchant 
does  well. 

Against  this  predatory  habit  one  sets  the  fact  that  the  Hol- 
lander is  one  of  the  best  fellows  in  the  world.  He  is  most  hos- 
pitable, he  is  wonderfully  good-tempered,  and  he  is  good  10 
behold.    So  is  she,  especially  the  last. 

Amsterdam  is  what  London  might  be  if  it  had  a  County 
Council  which  possessed    civic    pride    instead   of    a  passion  for 


ON  THE  WAY  TO  THE  ELTA. — The  two  first  Avros  replenishing  at  Evere  in  Belgium. 


August  13,  1919 


The  Aeroplane 


573 


CIVIL  FLYI 


WITH 


THE  SOPWITH  "DOVE"  2-SEATER 
SPORTING  MODEL 


COMFORT  AND  ECONOMY 


The  Sopwith  "  DOVE  "  is  a  sporting 
and  utility  aeroplane,  based,  in  point 
of  design  and  general  arrangement,  upon 
the  famous  Sopwith  "  PUP." 

With  its  fast  climb,  high-speed,  quick 
manoeuvrability  and  wide-^peed  range  it 
is  an  ideal  safety-first  pleasure  aircraft. 

Full  details  of  performance  and  appoint- 
ments for  demonstration 

on  application  to 
The  Designer-Construct,  rs, 


The  Sopwith  Aviation  &  Engineering  Co., 


Registered  Offices  and  W  orks  : 

KINGSTON-ON-THAMES 

Telephone:  Kingston  1988  (8  Iine-i, 


LTD 

London  Offices  : 

65,  SOUTH  MOLTON  ST. 

Telephone:  Ma-yfalr  5803-4-5.  W.l. 


Paris  Office:    21,  RU°    1>U    WONT    THABOR.  Telephone:    Central  80.44. 

Australia:    THE  LARKIN-SOPWITH  AVIATION  CO.  OF  AUSTRALASIA.  LTD., 
18,  GURNER  STREET,  ST. "  KILD  A,  MELBOURNE. 


KINDLY    MENTION    "THE    AEROPLANE"       WHEN    CORRESPONDING    WITH  ADVERTISERS 


574 


The  Aeroplane 


August  13,  igig 


politics,  and  if  it  were  planted  on  the  site  of  Venice.  That  is  to 
say,  it  is  the  cleanest  city  in  the  world,  full  of  the  most  beautiful 
buildings,  and  it  lives  on  its  canals.  It  is  the  handsomest  city 
one  has  seen. 

The  people  look  like  advertisements  for  son  ebody's  health- 
salts,  though  how  they  retain  their  complexions  and  figures 
along  with  their  appetites  is  one  of  the  Wonders  of  the  World. 
Presumably,  their  energy  absorbs  the  vast  ar  eunt  of  fuel  they 
consume,  and  keeps  them  fit.  Surely  the  Hollander  must  be  the 
healthiest  person  in  the  world,  as  well  as  one  of  the  best. 

The  most  astonishing  thing  about  the  Amste:dammer  is  that 
he  looks -so  English.  One  can  walk  all  over  the  place  without 
seeing  anyone  who  "looks  foreign,"  as  wt  should  say  in  Eng- 
land. The  Hollander  dresses  well  but  not  stylishly,  and  one 
might  fancy  oneself  in  Manchester  (minus  its  dirt  and  its  poorj 
if  one  glanced  at  an  Amsterdam  crowd,  but  one  would  never 
think  oneself  in  Piccadilly. 

The  Hollander  being  what  he  is,  as  mentioned  herebefore,  it 
was  natural  that  the  Elta  should  be  a  success,  for  it  interests 
the  business  man,  and  the  sportsman  equally.  And  so  Holland 
goes  to  the  Elta  in  its  thousands. 

At  the  Elta  Aekoorome. 

One  arrived  in  Amsterdam  too  late  for  the  "Oopeningsplechi- 
igheid"  (or  opening  ceremony) — a  lovely  word-  that.  Anyhow, 
one  was  told  that  the  "opening  splash"  did  not  signify  much, 
because  the  real  ceremony  was  being  kept  for  Captain  Sir  John 
Alcock,  K.B.E.,  D.S.C.,  who- was  the  distinguished  guest  of  the 
Elta  Committee  on  Sunday.  And  certainly  Sir  John  got  a  re- 
ception. It  is  demonstrably  true  that  it  was  far  better  organised 
officially  and  spontaneously  bigger  than  that  which  he  received 
in  London.  You  see  there  was  no  preliminary  anti-climax  nor 
ill-judged  newspaper  booming  :o  spoil  the  effect.  The  Netherlands 
newspapers  merely  announced  that  the  man  who  had  flown  the 
Atlantic  was  coming  to  Amsterdam  at  a  certain  hour,  and  the 
people  flocked  in  their  tens  of  thousands  to  greet  him. 

A  Dutch  welcome  is  really  rather  a  terrifying  proceeding,  for 
it  involves  lunches  and  banquets  and  healths  innumerable.  And 
Dutch  hospitality  is  of  the  most  lavish  kind.  After  about  three 
days  of  it  one  could  see  the  British  guests  swelling  visibly,  and 
after  five  days  one  gallant  lieutenant-colonel,  R.A.F.,  said  that 
or.  the  next  morning  he  had  to  be  led  by  the  hand  along  the  corri- 
dor of  his  hotel  because  he  was  so  stodged  with  food  that  he  could 
not  see  out  of  his  eyes.  Which  expressed  very  well  what  all  of 
the  visitors  felt. 

On  arrival  at  the  Elta  aerodrome,  Sir  John  Alcock,  Captain 
Acland,  of  Vickers,  Ltd.,  and  all  the  other  British  visitors  were 
entertained  to  lunch  by  the  Elta  committee,  with  General  Snyders 
in  the  chair.  Next  to  the  magnificence  of  the  lunch  the  most 
striking  thing  was  the  fact  that  all  the  speeches — which  were 
interlarded  between  the  courses — were  delivered  in  sxcellent  Eng- 
lish. The  upper  class  Hollander  seems  to  speak  English,  French, 
and  German  with  as  much  fluency  as  his  own  expressive  tongue — 
which  probably  explains  Holland's  success  in  business. 

In  the  evening  everybody  was  entertained  to  dinner  by  the 
Nethmv — which    stands    for  Nedrrlands-Englisch-Technich-Han- 


dels-Maatschapij — which  is  the-  Dutch  Vickers  Co.,  and  that  wa» 
as  fine  an  affair  as  the  lunch.  Next  day  everybody  who  had  been 
there  looked  like  it.  After  that  there  were  private  or  business- 
entertainments  of  one  sort  or  other  every  day. 

Flying  to  Holland. 

The  Elta  aerodrome  itself  was  vile,  considered  as  an  aerodrome- 
surface,  but  it  is  excellently  situated,  dead  flat,  free  from  obstruc- 
tions all  round,  and  of  a  size  adequate  for  the  biggest  machines. 
In  reality  it  is  a  splendid  testimony  to  the  energy  of  the  Hol- 
landers, for  a  tew  weeks  ago  it  was  Just  a  stretch  of  hog,  thinly 
covered  with  sand  and  patches  of  skinny-looking  grass  here  and 
there.  By  the  time  the  Elta  opened  it  was  quite  serviceable  for 
light  and  medium  machines,  but  the  big  ones  such  as  the  H.P.'s 
and  Vimy's  bogged  up  to  the  axles  every  time  they  landed,  until 
the  pilots  learned  to  know  the  hard  spots  by  name.  When  the 
surface  has  been  properly  doctored  it  should  be  one  of  the  best 
and  most  important  of  the  famous  aerodromes  of  the  world. 

At  the  beginning  of  the  show  Herr  Fokker  had  the  flying  all  to 
himself.  German  machines  were  barred  from  the  show,  it  is  true, 
but  Herr  Fokker,  who  became  a  naturalised  German  during  the 
war,  is  now  de-naturalised  and  is  again  a  Nederlander,  so  of 
course  he  is  entitled  to  show.  On  account  of  his  skill  as  a  pilot 
and  of  the  fame  of  his  machines  in  the  war,  and  of  his  nationality, 
he  was  naturallj  the  popular  hero  till  the  British  machines  began- 
to  arrive,  and  then  he  took  a  back  seat  several  rows  behind. 

-  The  First  Arrival. 
The  first  British  machine  to  arrive  by  air,  so  far  as  one  could 
gather,  was  a  four-engined  Handley  Page,  piloted  by  Major 
Douglas.  By  good  luck  it  bogged  without  overturning,  and  was 
thereafter  towed  into  one  of  the  two  big  exhibition  halls.  Getting 
it  into  the  hall  necessitated  pulling  down  telegraph  wires,  kiosks^ 
offices,  triumphal  pillars,  and  eventually  almost  the  whole  front 
of  the  hall.  And  even  when  it  was  got  inside  it  was  only  possible 
to  open  one  wing,  for  it  then  extended  the  full  width  of  the  hall. 
However,  it  was  better  to  show  it  with  one  wing  folded,  as  aa 
example  of  ingenious  design. 

A  Fine  Performance. 

The  next  arrival  was  a  Gosport  flying-boat,  which  put  up  one  of 
the  most  striking  performances  in  the  brief  history  of  commer- 
cial aeronautics.  This  boat,  an  F.5,  with  Rolls-Royce  engines,  is 
an  Air  Ministry  order,  so,  though  the  Ministry  has  not  paid  for 
it,  the  boat  is  under  official  control.  By  some  wonderful  effort  of 
intelligence  the  Ministry  allowed  the  firm  to  fly  the  boat  to 
Amsterdam,  but  absolutely  and  utterly  forbade  the  firm  to  fly  it 
while  there,  except  when  it  is  flown  away  again. 

Which,  of  course,  is  so  useful  as  a  means  of  demonstrating  the 
usefulness  of  British  aircraft.  It  would  be  like  a  cautious  Hol- 
lander or  any  other  business  man  to  buy  a  boat  which  he  was  not 
allowed  to  try.  The  buyer's  natural  argument  would  be  that  if 
the  boat  is  only  fit  tc  fly  to  Amsterdam  and  to  fly  away  again,  and 
is  not  fit  for  trial  flights  while  there,  it  cannot  be  worth  very 
much.  But  of  course  that  is  all  in  accord  with  the  Civil  Avia- 
tion Department's  bldgue  about  "  blazing  the  trail  "  for  com. 
mercial  aeronautics. 

Anyhow,  the  flight  was  unusually  fine.    The  boat  left  the  Gos- 


AN  OFFICIAL   RECEPTION. — Captain  Sir  John   Alcock,  K. B  E.,  D.S.C,  entering  the  Elta,    escorted   by  General  Snyders 

(on  his  left)  and  the  Elta  Committee. 


August  13,  1919 


The  Aeroplane 


S7S 


MARTINSYDE 

DESIGNERS   OF   THE  FAMOUS 

F4  FIGHTER 

WHICH    ESTABLISHED  THE 

FINEST  PERFORMANCE 

FOR   CLIMB   AND   SPEED   AT  HEIGHT. 


A  ROLLS-MARTINSYDE 

CARRIED   GOVERNMENT  DESPATCHES 

FROM   LONDON   TO  PARIS 

IN    75  MINUTES. 


COMMERCIAL  TYPE  A. 

INQUIRIES    INVITED   FOR    PASSENGER— CR    MAIL— CARRYING  MACHINES    OF   THIS  TYPE. 

SPECIFICATIONS   WILL  INCLUDE 

285  H.P.    ROLLS-ROYCE    FALCON    ENGINE,  or 
300  H.P.    HISPANO-SUIZA  ENGINE. 

APPROXIMATE    PRICE  £2,500. 

Note.— All  above  Types  can  be  fitted  with  interchangeable  land  undercarriage  or  •<  afloat*. 
SPECIAL   PROVISION    IS    MADE   FOR    HOT  CLIMATES. 


London  Office  : 
17.  WATERLOO  PLACE. 

REGENT   STREET.  S.W.1. 

Telephore— £99  Regent. 


MARTINSYDE,  LTD., 

WOKING,  ENGLAND. 

Telephones— 851,  562  and  553  Wcking. 


KINDLY    MENTION    "  THE    AEROFLANE  "      WHEN    CORRESPONDING    WITH  ADVERTlSbKj 


The  Aeroplane 


port  Aviation  Company's  works  at  Southampton  on  Wednesday, 
July  31st,  piloted  by  Lieut.-Col.  Hope-Vere,  R.A.F.,  and  Lieut. 
Carnegie,  R.A.F.,  carrying  as  passengers  Dr.  Bisschop  (who 
brought  the  diplomatic  mail  with  him),  Mr.  M.  H.  Volk 
(manager  of  the  Gosport  Co.),  Mr.  Nicholson  (son  of  Mr.  Charles 
Nicholson,  the  famous  yacht  builder),  and  an  engineer.  They 
followed  the  British  coast  to  Beachy  Head,  .crossed  thence  to 
Oris  Nez,  and  so  along  the  French,  Belgian,  and  Nederlands 
coast  to  Ijmuiden,  whence  they  followed  the  ship  canal  to  Amster- 
dam, where  they  arrived  at  8.25  p.m. 

Southampton  to  Amsterdam  non-stop  in  5  hours  and  35  minutes 
is  a  splendid  demonstration  of  the  value  of  the  flying-boat  for 
international  communication.  Incidentally  the  boat  carried  the 
London  morning  papers,  which  thus  reached  Holland  for  the  first 
time  on  the  day  of  publication,  in  spite  of  going  all  the  way  to 
Southampton. 

After  its  arrival  the  boat  was  moored  out  in  the  Ij,  where  it" 
was  only  visible  at  a  distance  to  those  who  went  to  the  Elta  by 
boat  instead  of  by  road  and  ferry.  And,  presumably  because  it  is 
a  Government  order,  there  was  no  advertisement  on  it  to  proclaim 
its  performance,  or  the  fact- that  it  was  made  by  the  Gosport  Co. 
Thus  do  we  English  hide  our  lights  under  many  bushels. 

The  Pride  of  Holland. 

The  Hollanders  themselves  were  filled  with  pride  when  the 
F.K.26  Bat  arrived,  piloted  by  Major  Draper,  and  carrying  Mr. 
and  Mrs.  Koolhoven,  and  the  invaluable  "  Tom  "  (Mr.  Kool- 
hoven's  chief  aerodrome  engineer)  as  passengers.  As  they  emerged 
from  the  big  black  and  white  machine  with  their  many  suit-cases, 
rugs,  coats,  spare  tyres  and  so  forth,  the  crowd  waxed  joyful  at 
this  example  of  aerial  "tourism,"  and  Ihe  Amsterdam  Press  quite 
let  itself  go  on  the  subject,  even  to  the  extent  of  pulling  Mr.  Kool- 
hoven's  leg  and  reminding  him  that  as  a  motor-racing  hero  he  was 
popularly  known  as  Fritz  before  he  became  a  naturalised  English- 
man and  took  to  calling  himself  Frederick. 

But  Holland's  pride  in  Mr.  Koolhoven  grew  exceedingly  when 
a  Bantam  Bat  with  the  170  A. B.C.  engine  arrived,  piloted  by  Mr. 
Duke,  late  Lieut.,  R.A.F.,  and  proceeded  to  show  Amsterdam- 
mers  real  flying  for  the  first  time.  Mr.  Duke  has  beautiful  hands 
for  a  fast  machine,  and  he  did  everything  that  a  first-class  scout 
pilot  can  do — which  is  rather  wonderful  considering  that  he  spent 
the  last  year  of  the  war  as  a  prisoner  in  Germany. 

Then  Major  Draper  took  the  machine  over,  and  in  an  evil 
moment  Herr  Fokker  chose  to  come  and  gaze  closely  at  the 
machine  while  the  engine  was '  being  started.  That  settled  the 
matter  for  ever.  The  pilot's  blood  was  up,  and  never  in  ten  years' 
experience  of  flying  has  one  seen  such  an  exhibition  of  real  skill. 
Without  ever  taking  a  risk,  without  once  endangering  the  specta- 
tors, and  always  in  full  view  well  out  over  the  aerodrome,  Major 
Draper  made  the  little  Bat  do  everything  that  an  aeroplane  can 
do.  Short  of  turning  the  machine  inside  out,  or  taking  it  to 
pieces  and  putting  it  together  again  in  the  air,  there  was  nothing 
-left  to  be  done..  The  crowd  shouted  itself  hoarse,  and  the  Fokker 
reputation  faded  away  into  the  ewigkeit. 

Let  it  be  said  in  fairness  that  when  Major  Draper  came  down 
Herr  Fokker  went  up  to  Mr.  Koolhoven  and  said,  "  It  is  a  good 
thing  for  us  that  those  machines  did  not  come  into  the  war  !  " 
and  he  congratulated  the  pilot  on  his  fine  flying.  It  was  a  hand- 
some acknowledgment  of  defeat.  But  when  one  considers  that, 
only  for  the  imbecility  or  knavery  of  the  Technical  Department, 
those  same  Bats  might  have  been  in  the  war  from  the  middle  of 
1917  onwards,  it  makes  one  fesl  inclined  to  go  out  and  assassinate 
somebody.  Incidentally  Herr  Fokker  was  not  quite  a  good  enough 
sportsman  to  accept  challenges  to  a  flying  competition  sent  to  him 
by  Sir  John  Alcock  and  Major  Draper. 

A  Cause  for  Thanksgiving. 

The  contrast  between  the  way  the  Germans  treated  the  Dutch- 
man Fokker  and  the  way  the  English  treated  the  Dutchman 
Koolhoven  ought  to  be  a  lesson  to  us.  And  we  ought  to  thank  all 
our  Gods  that  the  latter  has  a  Franco-Belgian  -wife  and  so.  was  pre- 
vented from  going  to  Germany.  If  the  Germans  had  had  the 
machine  which  we  know  as  the  Bantam  Bat  they  would  have, 
treated  our  much-advertised  S.E.^s.  in  1017-18  just  as  their 
Fokkers  treated  our  equally  advertised  B.E.2S  in  1915-16.  Cer-^ 
tainly  the  R.A.F.  owes  Fritz  Koolhoven  a  debt  of  eternal  gratitude 
for  not  becoming  a  German,  hut  gratitude  is  all  he  is  ever  likely 
to  get,  for  the  Government  technical  official  cannot  forgive  the 
man  who  is  a  better  technician  than  he  is  himself.  The  future  of 
the  Bat  aeroplane  lies  in  international  commercial  aeronautics, 'for 
the  Technical  Department  will  never  forgive  Fritz  Koolhoven  for 
being  a  genius  while  the  best  men  the  Technical  Department  could 
produce  were  merely  fair  average  journeymen-designers,  and  sq.f 
the  firm  need  never  expect  Government  orders. 

The  Dutch  Evf. 

Incidentally  one's  visit  to  Holland  has  cleared  up  a  mystery 
about  those  Bat  machines.  One  could  never  quite  place  their 
origin.  They  are  English  enough  in  excellence  of  workmanship 
and  construction,  but  there  is  an  un-English  neatness  and  clean- 
ness of  line  about  them.  The  journey  through  Holland  fixed 
them.  Mr.  Koolhoven  must  have  taken  his  inspiration  for  the 
big  passenger  machine  from  one  of  those  beautiful  black-and-white 


Dutch  cows,  either  black  with  white  heads  or  white  with  black 
heads,  which  cover  the  whole  country.  And  the  Bantam  gam- 
bolling in  the  air  reminds  one  of  a  fat  little  Dutch  bull  calf  that 
lias  gone  mad. 

The  Fokker  is  also  essentially  Dutch,  but  of  a  distinct  type.  Its 
short  stubby  fuselage,  thick  wings,  and  quick  jerky  manoeuvres 
remind  one  of  the  little  tubby  high-bowed  boats  with  brown  sails 
which  one  sees  on  the  big  canals  and  rivers.  Equally,  Mr. 
Wijnmalen's  beautifully-built  Spijker  biplanes  suggest  the  unfail- 
ing eve  for.  line  and  finish  which  produces  the  best  buildings  in 
Holland. 

Some  very  good  flying  of  the  non-acrobatic  kind  was  done  by 
various  Dutch  civilian  pilots,  ;;nd  by  officers  of  the  Flying  Corps 
on  Spijker  machines,  and  on  German  machines  which  had  been 
crashed  in  Holland  and  rebuilt  at  Soesterburg,  the  headquarters 
of  the  Army's  aviation. 

A  Credit  to  Great  Britain. 

A  terrific  amount  of  l»ard  work  was  done,  purely  for  the  credit 
of  the  old  country,  by  a  pair  of  Australian  Flying. Corps  officers 
who  flew  a  couple  of  no  Le  Rh6ne  Avros  to  Amsterdam  early  in 
the  Show.  Seemingly  all  the  Avro  "  joy-ride  "  pilots  were  too 
busy  in  England  to  go  to  Holland,  so  these  two  sportsmen  volun- 
teered to  ferry  the  machines  over.  When  they  arrived  they  found 
that  the  Avros  were  expected  to  give  joy-rides,  so  they  set  to  work 
and  carried  passengers  all  day  long.  Being  on  the  active  list  they 
could  not  take  pay  for  it,  but  rather  than  let  down  the  Avro  firm 
before  the  Amsterdam  public  they  became  volunteer  chauffeurs 
for  a  week  or  so,  pending  the  arrival  of  the  regular  pilots. 

Although  they  took  up  some  fifty  passengers  a  day  there  was 
always  a  queue  waiting  for  flights,  and  they  flew  so  well  and 
.safely  that  they  did  excellent  propagandist  work  for  British  avia- 
tion. At  times  they  did  some  "  stunt  "  flying  to  amuse  the 
crowd,  and  were  duly  presented  with  wreaths  of  honour  by  the 
Elta  Committee.  One  of  them  in  particular  won  much  kudos  by 
going  up  alone  in  the  back  seat  of  his  machine  and  coming  down 
in  the  front  seat.    As  one  was  leaving  Amsterdam  a  third  Avro 


AT  THE  ELTA. — Herr  Fokker,  encircled  by  a  triumphal  wreath, 
talking  to  General  Snyders  after  an  exhibition  flight. 


August  13,  1919 


The  Aeroplane 


577 


Telegrams : — 
"Aviation,  Bristol." 


Telephone : — 
3906  Bristol. 


The  commercial  world  demands 
of  m  <chines  engaged  in  aerial 
transport  that  they  shall  be 

SPEEDY 

AND 

RELIABLE 

No  other  weight -carrying  aeroplane  yet 
constructed  can  travel  at  125  miles  per  hour 
as  does  the  giant  "BRISTOL"  Triplane, 
whilst  its  excellence  of  design  and  the  four 
powdrful  engines  with  which  it  is  fitted 
ensure  complete  reliability. 

THE 

BRITISH    AND  COLONIAL 
AEROPLANE    CO.,  LTD., 
Filton— Bristol. 


KINDLY    MENTION    "  THE    AEROPLANE  "     WHEN    CORRESPONDING    WITH  ADVERTISERS. 


578 


The  Aeroplane 


August  13,  1919- 


arrived  with  two  of  the  regular  joy-ride  pilots  on  board,  but  one 
believes  that  for  the  next  two  months  Holland  could  keep  a  couple 
of  dozen  joy-ride  machines  fully  occupied. 

The  Big  Machines. 

Despite  the  bogginess  of  the  ground  Sir  John  Alcock  made 
several  flights  on  a  Vimy  passenger  machine,  which  had  been 
flown  over  full  of  passengers  and  luggage  by  Captain  Cockerell, 
R.A.F.  The  machine  flies  beautifully,  the  big  streamline  body 
making  it  faster  and  easier  to  handle  than  either  the  bomber  or 
the  trans-Atlantic  machines — which  seems  to  confirm  Mr.  Jose 
Weiss's  theory  that  to  get  the  best  results  out  of  a  machine  the 
cross-section  of  the  body  must  bear  a  definite  relation  to  the 
span  and  chord  of  the  wings. 

The  little  leading  wheel  of  the  Vimy  saved  her  more  than  once 
from  turning  over  onto  her  nose.  Both  Sir  John  Alcock  and 
Captain  Cockerell  handled  the  machine  splendidly,  and  gave  the 
various  people  in  high  society  in  the  Netherlands  who  were  privi- 
leged to  fly  in  the  machine  an  excellent  opinion  of  her  suitability 
for  her  work. 

A  twin-engined  Handley  Page  arrived  about  the  middle  of  last 
week,  piloted  by  Captain  Meintjes,  a  South  African  Dutch  pilot, 
formerly  a  star  turn  of  the  famous  23  Squadron,  R.F.C.,  and  a 
noted  Hun-killer.  He  handles  ihe  big  machine  as  well  as  he  used 
to  fly  a  scout,  and  made  a  perfect  landing.  As  he  was  taxying 
to  his  shed — directed  by  a  Dutch  officer — his  wheels  sank  into  a 
hidden  bog  and  the  machine,  after  hesitating  for  what  seemed 
like  minutes,  solemnly  and  slowly  stood  on  its  nose,  where  it  re- 
mained bowing  to  the  crowd  with  its  nose  in  the  sand  and  its 
tail  in  the  air,  like  a  Mussulman  praying.  It  was  very  sad,  but 
it  was  extraordinarily  funny  to  watch. 

It  took  six  hours  to  get  it  right  side  up  and  out  of  the  bog  and 
into  its  shed,  but  happily  it  was  quite  undamaged,  except  for  its 
wireless  mast. 

Late  Arrivals. 

Towards  the  end  of  last  week  various  other  machines  began  to 
arrive.  Just  as  one  was  leaving  the  Show,  witii  the  cheering 
prospect  of  a  24-hour  journey  tc  London  before  one,  Captain  Law- 
ford,  R.A.F.  (who  will  be  remembered  as  the  proprietor  of  a 
Champel  biplane  at  Hendon  before  the  war)  drifted  in  happily  on 
an  Airco  9  with  a  Siddeley  Puma  B.H.P.  engine,  having  come 
from  Hounslow  (which,  with  our  usual  intelligence,  is  a  terminal 
air  station  ten  miles  the  wrong  side  of  London)  to  Amsterdam  in 
three  hours.  Captain  Saint,  R.A.F.,  also  came  in  on  an  Airco  4, 
having  taken  about  the  same  time.  General  P.rancker  was  ex- 
pected some  days  earlier,  but  it  was  reported  that  he  was  staying 
a  while  in  Brussels  before  coming  on  to  Amsterdam. 

No  French  machines  arrived,  which  is  rather  remarkable,  but 
Italy  sent  three  excellent  specimens,  all  of  which  put  up  a  very 
good  show. 

Italy's  Part. 

The  famous  Lieut.  Brack-Papa,  one  of  the  most  charming  as 
well  as  one  of  the  most  gallant  and  skilful  of  Italian  pilots,  ar- 
rived from  London  with  that  excellent  little  sportsman,  Lieut. 
Buonocini,  on  the  great  700-h.p.  Fiat  biplane  which  they  flew  from 
Rome  to  London  in  the  day.  So  far  she  is  the  fastest  publicly 
proved  machine  in  the  world,  with  her  160-mile-an-hour  touring 
speed.  The  roar  of  that  engine,  is  a  joy  to  hear,  and  Lieut.  Brack- 
Papa  handles  her  like  an  artist. 

There  was  also  a  little  S.V.A.  two-seater  which 
flew  very  well,  and  was  cleverly  handled.  On  Thurs- 
day a  three-engin  ;d  Caproni  biplane  arrived,  mak- 
ing much  noise,  and  carrying  many  passengers.  It 
is  not  a  pretty  machine,  and  it  seems  to  depend 
entirely  on  the  pilot  for  its  stability,  but  it  does 
its  job.  Its  turn  seems  to  take  the  form  of  a 
flat    spin     checked    by     the     three    vast  rudders 


after  a  quarter  of  a  circle,  whidi  is  terrifying  but  effective,  for  it 
has  not  fin  area  aft  at  all. 

The  Exhibition  Itself. 

The  actual  Aero  Show  itself  is  very  well  arranged  in  two  big 
wooden  halls.  Naturally  it  is  not  a  big  show,  judged  by  the 
standards  of  London  and  Paris,  but  what  there  is  is  good.  British 
exhibits  predominate,  but  the  Hollanders  themselves  make  a  very 
cicditable  display.  Mr.  Henry  Wijnmalen's  Spijker-Trompenburg. 
biplane,  though  of  conventional  design,  will  stand  comparison  with 
the  machines  of  any  other  country.  He  shows  a  single-seater 
scout,  and  a  two-seater,  and  on  his:  stand  is  a  Spijker  sporting 
model  car  which  fills  one  with  covetousness.  A  particularly  neat 
fitting  in  the  Spijker  machines  is  the  method  of  fixing  the  steel 
ribbons  which  are  used  for  bracing  instead  of  o'  r  over-rated  raf- 
wires.  The  Spijker  way  seems  just  as  good,  and  about  a  quarter 
as  costly. 

Herr  Fokker  shows  a  biplane  and  a  parasol  monoplane  of  the 
war  type,  and  an  ingenious  folding  biplane,  with  a  Morane-type 
fuselage.  This  last  is  shown  with  the  left  plane  folded  and  laid 
flat  against  the  body  for  road  transport.  The  tail-skid  is  hitched 
onto  the  stern  of  an  Opel  car  (a  very  smart  two-seater),  to  de- 
monstrate how  the  sporting  aviator  may  tow  his  machine  from 
aerodrome  to  aerodrome.  It  is  pretty,  but  in  this  country  our 
aviators  prefer  to  fly  from  one  place  to  another. 

The  Royal  Nederlands  Navy  shows  a  well-built.  Friedrlch- 
shafen  seaplane,  built  in  the  naval  workshops  from  the  wreckage 
(.f  a  German  machine  which  was  fished  out  of  the  North  Sea.  '  It 
is  a  highly  creditable  piece  of  work. 

The  Royal  Nederlands  Army  shows  a  cleverly  designed  twin- 
engined  machine,  with  two  110-h.p.  le  Rh6nes,  rather  on  Caudron 
lines,  built  at  the  military  aerodrome  at  Soesterburg,  out  of  the 
material  of  two  Sopwith  15  strutters  which  were  compelled  to  de- 
scend in  Holland  and  partly  crashed.  With  two  80-h.p.  le  Rh6nes 
the  machine  flies  very  well,  but  it  has  not  yet  been  tried  with  the 
no's.  The  workmanship  throughout  is  up  to  the  high  standard 
of  all  work  in  Holland. 

The  remaining  Dutch  exhibit  is  a  seaplane  of  Brandenburg 
type,  minus  an  engine,  built  by  Van  Berkel's  Patent,  of  Rotter- 
dam, the  firm  which  is  famous  for  the  slicing  and  cutting 
machines  so  popular  in  hotels  and  cook-shops.  The  combination 
is  curious.    As  usual,  the  workmanship  is  good.  m 

There  are  a  good  many  accessory  stands  showing  tools,  mate- 
rial, lamps,  and  so  forth,  but  nothing  of  particular  note  except 
tho  "Picus  Triplex,"  which  appears  to  be  a  very  excellent  breed' 
of  three-ply  wood  at  very  much  less  than  the  price  which  we  are 
accustomed  to  pay  in  this  country. 

The  French  Exniiins. 

The  French  exhibit  consists  of  a  stand  of  the  Messageries 
AeYiennes — a  combine  of  BleYiot,  BnSguet,  Caudron,  and  Morane. 
The  only  mac  hmes  on  view  are  a  Breguet  war  machine  with  five 
machine-guns,  and  a  Caudron,  neither  of  new  type.  The  Gn6me 
and  Le  Rh6ne  Co.  also  have  a  stand. 

The  British  Exhibits. 

There  are  several  British  machines  in  the  show.    The  biggest 
is,  naturally,  the  four-engined  Handley  Page  already  mentioned. 
The  next  is  a  Vickers-"  Vimy  "-Rolls-Royce  bomber,  and  on 


A  CLEAN  DESIGN. — The  latest  type  Spijker-Trompenburg  Scout,  Holland's  leading  aeroplane. 


august  13,  1919  The  Aeroplane  579 


■■■■■■■■IBIBBIIIII1IIB1 


Victory 
Aerial  Derby 

Open   to  All  Comers 

Out  of  1 2  starters — only  one  with 
Napier     Engine — seven  finished. 


S  NAPIE 


FIRST 


Average  speed  129.3  m.p.h  ;  2.8  m.p.h. 
better  than  the   Official   World's  Record. 

The  Napier  was  also  the  First  Engine 
to   Reach   Six  Miles  Up  in  the  Air. 

Full  Particulars  on  Applica  ion  — 

D.  NAPIER   &  SON,  LTD. 

14,   New   Burl  ngton  Street, 
LONDON, 
W.I.- 

Works:  Acton,  London,  W.3. 


KINDLY    MENTION    "THE    AEROPLANE'     WHEN    CORRESPONDING    WITH  ADVERTlSERb 


580 


The  Aeroplane 


August  13,  1919 


AVIATION  IN  HOLLAND. — The  latest  type  Spijker  Biplane  under  test  at  Soesterburg. 


the  stand  is  the  passenger  cabin  of  a  Vimy  commercial  machine, 
now  improved  by  having  a  door  at  the  back.  The  Vickc-rs  people 
also  show  a  very  neat  model  of  their  "-Valentia  "  flying  boat, 
and  a  model  of  a  Vimy  reposing  inside  a  model  of  an  Alban 
Richards  hangar.    Altogether  it  is  a  very  taking  exhibit. 

The  British  Aerial  Transport  Co.  show  a  Bantam  Bat,  and 
also  a  Bat  "  Crow,"  an  up-to-date  version  of  the  early 
''  Demoiselles."  These  machines  have  already  been  described  in 
this  paper. 

The  Airco  had  just  received  an  Airco  4,  with  enclosed  passenger 
compartment,  when  one  was  leaving.  Their  stand  is  strikingly 
arranged  with  very  good  paintings  of  Airco  machines  by  Mr. 
Hill  Reid,  and  a  big  model  of  Hendon  aerodrome;  A  prominent 
feature  on  the  stand  is  a  Napier  "  Lion  "  engine,  which  attracts 
much  attention  from  the  motor  engineers  of  all  nations,  and  has 
produced  very  favourable  comments. 

The  Gosport  Co.  and  the  Blackburn  Co.  both  have  stands,  but 
either  because  of  strikes  or  Government  officials  (one  never  knows 
which  are  hanging  up  industrv  in  these  days)  their  exhibits  had 
not  arrived  when  one  left.  The  General  Aeronautical  Co.  also 
have  a  stand,  which  was  similarly  lacking  in  exhibits  at  the  time, 
though  British  Emaiilite,  which  pertains  to  their  business,  was 
well  represented  in  the  show.  The  Palmer  Tyre  Co.  have  a  good 
show  of  their  famous  products.  Adastra  Clothing  is  well  shown, 
but  for  some  curious  reason  the  London  address  of  the  firm  was 
not  to  be  seen,  so  far  as  one  could  discover.  Th.i  Marconi  Co.  show 
wireless  sets  for  field  and  aerial  work  of  all  sorts.  And  the  Far- 
ringdon  Propeller  Co.  make  a  good  show. 

Holland's  Aircraft  Factory. 

A  very  pleasing  interlude  in  one's  work  at  the  Elta  was  a  visit 
to  the  Spijker  works,  in  company  with  Lieuts.  Brack-Papa  and 
Buonocini,  at  the  invitation  of  Mr.  Wijnmalen.  Those  who  were 
concerned  with  flying  in  its  early  days  will  remember  Mr.  Wijn- 
malen as  a  singularly  fine  pilot  of  Farman  .biplanes.  On  October 
ist,  1910,  he  beat  the  world's  height  record  by  reaching  a  height 
of  9,118  feet  (2,780  metres)  on  a  50-h.p.  Gnome  box-kite,  so 
modern  pilots  may  judge  that  he  was  an  aviator  of  great  ability. 


Though  he  is  now  the  head  of  the  biggest  motor  works-  and  the 
only  aircraft  factory  in  Holland,  he  looks  as  young  and  is  as  ener- 
getic as  he  was  nine  years  ago. 

His  works  are  at  Trompenburg — the  site  of  the  castle  of  our 
ancient  enemy,  Admiral  Van  Tromp — and  they  would  cheer  the 
heart  of  any  enthusiastic  motor  maker  in  this  country.  The  show- 
room is  a  thing  of  beauty  which  would  kill  any  car  which  was 
less  than  first  class,  but  the  cars  are  worthy  of  the  showroom,  for 
Mr.  Wijnmalen  is  an  artist  as  well  as-  an  engireer.  Never  has- 
one  seen  more  beautiful  chassis  lines  nor  finer  carrosserie. 

The  works  themselves  are  worthy  of  their  products  ;  they  are 
exquis'tely  neat,  they  are  arranged  on  the  most  modern  system,, 
everything  possible  is  done  for  the  health  and  comfort  of  the  work- 
people, arid  they  are  equipped  with  the  latest  thing  in  machinery — 
chiefly  American,  sad  to  say. 

The  aeroplane  section  of  the  works,  which  exists  on  orders  for 
the  Royal  Nederlands  Flying  Corps,  is  on  a  par  with  the  firm's- 
motor  works.  The  machines  are  thoroughly  well  made,  and  the 
internal  finish  '  of  the  parts  is  equal  to  our  own  best  work. 
Though  Mr.  Wijnmalen  has  adhered  to  conventional  lines  in  his 
designs  his  machines  have  a  distinctive  appearance,  thanks  to 
their  typically  Dutch  cleanness  of  outline,  and  one  feels  sure  that 
when  international  commercial  flying  develops  the  Spijker  aero- 
planes will  make  a  big  name  for  themselves. 

After  the  inspection  of  the  works  Mr.  Wijnmalen  and  his  charm- 
ing wife  entertained  the  visitors  with  even  more  than  that  hospi- 
tality which  seems  10  be  one  of  the  national  industries  of  their 
country,  and  one  confesses  to  a  feeling  of  helpless  envy  after  see- 
ing the  artistic  treasures  which  he  has  accumulated  in  his  house. 
One  takes  this  opportunity  of  thanking  Mr.  and  Mrs.  Wijnmalen' 
on  behalf  of  their  various  guests  from  England  for  adding  very 
greatly  to  the  pleasure  of  their  visit  to  Holland.  .  It  is  to  be  hoped,  . 
that  ere  long  they  themselves  will  come  to  England  and  afford  us 
an  opportunity  of  returning  their  hospitality. 

-  V         Thanks  to  Elta. 
Taking  it  all  round,  the  promoters  of  the  Elta  may  congratulate- 


AEROPLANE  MAKING  IN  HOLLAND. — The  erecting  shop  in  the  Spijker-Trompenburg  WorKs. 


August.  i3,  191 9 


The  Aeroplane 


581 


Telephone : — 
OFFICE    ...    912  REGENT. 
WORKS    ...    4762  KENSINGTON  (2  lines) 
281-2-3  WEMBLEY. 


Telegrams : — 

"SOCIABLE,  PHONE, 

LONDON." 


AERONAUTICAL  ENGINEERS 
TO  THE  ROYAL  AIR  FORGE. 


AUTOMOBILE  ENGINEERS 

CHASSIS— ALL  BEST  TYPES  SUPPLIED. 
REPAIRS  all  kinds- body  and  CHASSIS. 


MOTOR  ■  BODY  BUILDERS 


BY  ROYAL  WARRANT. 


BY  ROYAL  WARRANT. 


BY  ROYAL  WARRANT. 

TO 

HIS    MAJESTY    THE  KING. 
HER    MAJESTY   THE  QUEEN. 
HER    MAJESTY   GfcU  EEN  ALEXANDRA. 
H.R.H.  THE    DUKE   OF  CONNAUGHT. 


HOOPER   &  CO.  are  also  Coach  builders  to 

H.M.   The  King  of  Spain.  H.R.H.   The  PHnceea  Royal. 

H.M,   The  King  of  Norway.  H.R.H.    Princess  Louise  Duchess  of  A rgy  I 

HJWI.  The  Queen  Mother  of  the  Netheriards  H  R.H.    Princess  Victoria. 


54,    ST.   JAMES'S  STREET, 
PICCADILLY,    LONDON,  S.W.I 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


582 


The  Aeroplane 


August  13,  1919 


themselves  on  Holland's  first  aero  show,  and  none  is  better  de- 
serving of  congratulation  than  is  Mr.  Van  Der  Steen,  the  orga- 
niser in  London  of  the  British  section.  Mr.  Van  Der  Steen's 
energy  and  assiduity  brought  many  of  the  best  people  in  the  Air- 
craft Industry  to  Amsterdam,  and  his  care  for  their  welfare  when 
they  arrived  deserves  the  thanks  of  all  concerned. 

As  one  has  indicated  in  these  notes,  the  show  is  not  a  big  show, 
but  it  is  a  very  good  show,  and  it  is  fulfilling  an  excellent  purpose. 
It  is  interesting  the  international  commercial  men  of  Holland  in 
aviation,  and  it  is  demonstrating  to  all  and  sundry  that,  despite 
strikes  and  Government  officials,  the  British  Aircraft  Industry  still 
leads  the  world  in  its  own  particular  line  of  business. 

Therefore  one  feels  that  the  Elta  deserves  the  thanks  of  the 


aeronautical  community  for  the  good  work  it  is  doing.  To  the 
President  and  to  the  Committee  of  the  Elta  one  offers  compliments 
on  their  success  and  thanks  for  their  hospitality  on  behalf  of  all 
their  British  visitors.  C.  G.  G. 

P.S. — As  this  number  is  going  to  press  on  Aug.  12th  a  telegram, 
sent  from  Amsterdam  on  Aug.  10th  at  midday,  arrives  stating 
that  a  Gosport  flying-boat  of  the  school  training  type,  with  a 
120-h.p.  British  Anzani  engine,  had  arrived  at  the  Elta  in  4^ 
hours'  flying  time  from  Southampton,  piloted  by  Mr.  Ash,  with 
an  engineer  as  passenger.  So  it  takes  two  days  for  a  telegram 
tc  get  from  Amsterdam  to  London,  and  4^  hours  for  a  little 
school  boat  to  get  from  Southampton  to  Amsterdam. 


THE    CANADIAN    AIR  BOARD. 

The  following  appeared  in  the  issue  of  "Canada,"  dated 
Aug.   2nd  : — 

"The  Civil  Service  Commission,  Ottawa,  state  that  a  Canadian 
Air  Board  having  been  constituted,  the  following  appointments 
have  become  available  at  the  following  initial  salaries  : — Secre- 
tary, $3,000  oer  annum  ;  Superintendent  of  Certificates  Branch, 
$3,600  per  annum  ;  Superintendent  Govern  \ier.t  Flying  Opera- 
tions, $4,500  per  annum  ;  Medical  Officer,  $2\4co  per  annum. 
All  salaries  are  subject  to  annual  increase. 

"These  appointments  would  be  for  three  )ears,  renewable,  and 
candidates  who  do  not  secure  appointments  may  be  eligible  for 
other  positions  under  the  Air  Board,  probably  including  the  fol- 
lowing : — Assistant  Secretary,  2  Inspectors  in  the  Certificates 
Branch  (1  for  pilots  and  navigators,  1  tor  aeroplanes  and 
mechanics),  a  Flying  Officer  in  Operations  Branch,  and  Equip- 
ment and  Supply  Officer  in  Operations  Branch.  The  appointees 
of  all  positions  must  be  willing  to  fly. 

"Application  should  be  made  to  the  office  of  the  Director  of 
Air  Services,  Canadian  Air  Force,  Oxford  Circus  House,  Lon- 
don, not  later  than  Aug.  21st,  1919." 


THE    ROYAL    AERO  CLUB. 

VICE-PATRON  OF  THE  CLUB. 
II.R.H.  The  Prime  of  Wales  has  honoured  the  Club  by  becoming  a 
Vice-Patron.  . 

The  Society  of  British  Aircraft  Constructors  and  the  Royal  Aero 

Club. 

A  meeting  of  the  Joint  Standing  Committee  of  the  Society  of  British 
Aircraft  Constructors  and  the  Royal  Aero  Club  was  held  on  Thursday, 
July  24th,  1919,  when  there  were  present  : — Royal  Aero  Club  :  Lieut. - 
Col.  J.  T.  C.  Moore-Brabazon,  M.P.  (in  the  Chair),  Lieut. -Col.  F.  K. 
M'cClean,  Lieut.-Col.  Alec  Ogilvie,  and  Mr  Harold  E-  Perrin  (Secretary). 
Society  of  British  Aircraft  Constructors  :  Mr.  R.  O.  Cary,  Mr  Hamilton 
Fulton,  Mr.  N.  G.  Gwynne,  and  Mr.  Charles  V.  Allen  (Secretary). 

Chairman. — On  the  motion  of  Mr  N.  G.  Gwynne,  seconded  by  Lieut.- 
Col.  F.  K.  McClean,  Lieut.-Col.  J.  T  C.  Moore-Brabazon,  MP.,  was 
unanimously  elected  to  the  Chair. 

The  appointment  of  the  Joint  Standing  Committee  was  reported  as 
follows  :  — 

Society  of  British  Aircraft  Constructors — Capt.  P.  D.  Acland,  Mr. 
R.  O.  Cary,  Mr.  Hamilton  Fulton,  Mr.  N.  G.  Gwynne. 

Royal  Aero  Club  :—  Lieut.-Col.  F.  K.  MeClean,  Lieut.-Col  J.  T.  C. 
Moore-Brabazon.  M.P..  Mr.  .1.  H   Nicholson.  Lieut.-Col.  Alec  Oeilvie. 


.RECORDS. 

It  was  decided  that  the  word  "Record"  should  not  be  used  in  any 
advertisement  except  in  the  case  of  a  definite  record  having  been  granted 
by  the  Royal  Aero  Club. 

Special  Committee  Meeting: 

A  Special  Meeting  of  the  Committee  was  held  on  Wednesday,  July 
30th,  1919,  when  there  were  present :— Brig.-Gen.  Sir  Capel  Holden, 
K.C.B.,  F.R.S.  (in  the  Chair),  Mr  Ernest  C.  Bucknall,  Lieut.-Col.  John 
D.  Dunville,  R.A.F..  Lieut. -Col.  Spenser  D.  A.  Grey,  D.S.O.,  RAF 
Lieut.-Col.  T.  O'B.  Hubbard,  M.C.,  R.A.F.,  Lieut.-Col.  F.  K.  McClean, 
Lieut.-Col.  Alec  Ogilvie,  Col.  C  R.  Samson,  D.S.O.,  R.A.F.,  and  Mr 
Harold  E.  Perrin  (Secretary). 

Golf. 

A  goif  match  between  the  Royal  Air  Force  Club  and  the  Royal  Aero 
Club  took  place  at  Worplesdon  on  Tuesday,  July  29th,  19 19.  The  morn- 
ing's play  resulted  in  the  Royal  Air  Force  Club  being  defeated  by  6 
matches  to  1.  The  afternoon  was  given  up  to  four-ball  matches,  in  which- 
the  teams  finished  "2  all."  The  Royal  Aero  Club  won,  therefore,  on 
the  day's  play  by  8  points  to  -5. 

THE  FLYING  SERVICES  FUND. 
(Registered  under  the  War  Charities  Act,  1916.) 
Administered  by  the  Royal  Aero  Club. 
For  the  benefit  of  Officers,  Non-Commission ed  Officers  and  Men  of  the 
Royal  Air  Force  who  are  incapacitated  while  on  duty,  and  for  the  widows 
and  dependants  of  those  who  are  killed  or  die  from  injuries  or  illness 
lOiitracted  while  on  duty. 

Honorary  Treasurer  : 
The   Ki.?ht  Hon.  Lord  Kinnaird. 
Committee  : 
H.R.H.  Prince  Albert,  K.G.  (Chairman). 
Mr.  Chester  Fox. 

Lieut.-Col.  T.  O'B.  Hubbard,  M.C.,  R.A.F. 
Lieut  -Col.  C.  E.  Maude,  R.A.P. 

secretary  : 
H.  E.  Peirin. 
Bankers  : 

Messrs.  Barclays  Bank,  Ltd.,  4,  Pall  Mall  East,  London,  S.W.i. 
Subscriptions  : 

Total  subscriptions  received  to  July  29th,  1919    ;£i.">ic77  *9  1 

Amount    paid    for    a    passenger    flight  with 

Mr.  H.  C    Hawker  on  May  31st,  1919,  per 

the  Sopwith  Aviation  and  Engineering  Co., 

Lid.   ,   42  0  0 


Total,  August  1st,  1919 


£15,  -19  19  1 


W 

Minis 
(a) 


NEW    FOR    OLD  TITLES. 

the  Invention  of  Kr. r,k  I'ttles  Department  if  the  Air 
try  please  give  rulings  on  the  following  points? 
If  ar  P  N.A.S.  officer  wa>  invalided  out  or  was  permitted  to 
resign,  as  a  squadron  commander,  before  the 
R.A.F.  was  formed,  or  if  an  R.F.C.  major  left 
the  corps  under  similar  conditions,  does  he  now 
become  a  squadron  leader  on  his  visiting  cards 
or  not? 

(b)  If  an  R.A.F.  officer  has  left  the  Service 
as  a  major  does  he  become  a  courtesy  squadron 
leader,  and  if  he  left  as  a  captain  does  he  be- 
iome  a  courtesy  flight-lieutenant?  Similarly,  do 
retired  colonels,  R.A.F.,  become  courtesy  group 
captains  ? 

(c)  As  demobilised  officers  who  are  on  the  un- 
employed list  have  not  had  their  commissions 
1  ancelled  they  are  still  in  the  R.A.F.  Must 
they  therefore  adopt  the  new  R.A.F.  titles,  and 
are  the)'  committing  a  punishable  offence  if 
thev  stick  to  their  old  military  titles? 


A  DUTCH  PASSENGER  MACHINE. —  The  two-sealer  Spijker  with  Trompenburg-Le  Rhone  engine. 


'August  13,  igig 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplane.) 


583 


KINDLY    MENTION    "  THE    AEROPLANE  "      WHEN    CORRESPONDING   WITH  ADVERTISERS. 


584 


(Supplement  to  The  Aeroplane.) 


Aeronautical  Engineering 


August  13,  iqi< 


Contractors 

to  the 
War  Office, 
Admiralty 
and 


I    Air  Ministry. 


lie  Le 


Gnome 


1—  h.p.  Ml* &»<r*m4mgtk 


and  Le  Rhone 
Engine 
Company 


MANUFACTURERS    AND    SOLE  LICENSEES 
for  the  British  Isles,  and  Licensees  for  Overseas  Dominions 
of  the  Gnome  and  Le  Rhone  Aero  Engines. 


The  Gnome  and  Le  Rhone  Engine  Co.  beg  to  give  no  tic* 
that  they  cannot  accept  any  responsibility  for  Engines  and 
Spares  which  have  not  been  supplied  direct  from  them,  or 
which  have  not  been  overhauled  and  tested  by  their  «tafi 


LONDON  OFFICE 

27,  BUCKINGHAM  GATE,  S.W.I. 

WORKS   aho  OFFICES 

BLAGKHORSE  LANE,  WALTHAMSTOW.  E.17 


KINDLY  MENTION  "  THF    4FBnpr,*.VF  "    WHFV    fOB w ESPCvrviVG    WITH  IPliriTllilli. 


1QIQ 


Aeronautical  Engineering   (Supplement  to  Tut  Afkmpmxe.) 

585 


H  I  STORY 


IS  THE 


HISTORY 


OF 


AIR  SUPREMACY. 


Before  the  War,  RECORD  upon 
RECORD  was  created  by  this 
Master     of     Aero  Engineering. 


For    Simplicity,    Reliability,  Lone 
Life  and  Economy  BEARDMORE 
AERO    ENGINE   is  still  UN- 
EQUALLED.  :: 


WATCH  BEARDMORE 
DEVELOPMENTS.  Many 
Leading  Aircraft  Manufacturers  are 
adopting  this  Engine  as  a  STAN- 
DARD    Post-war    Power  Unit. 


THE  BEARDMORE  AERO    ENGINE,  LIMITED, 

Chairman  :  Sir  William  Beardmore,  Bart. 

London  Showrooms  and  Depots  ; 

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Telephone  :    238  Gerrard. 


AepoEndoes 


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586     (Supplemeilt-toTHEAE1,oPUKE.)  Aeronautical  Engineering  august  13,  1919 


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August  13,  1919 


Nothing  can  be  better  than  the  best 
Nothing  can  be  better  than  "  Cellon 
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592     (Supplement  to  the  aeroplane.)  Aeronautical  Engineering 


August  13, 


Victory 


I  Get  interested  in  securing  &  maintaining 

1  MAXIMUM  SERVICE  from  your  Engine 

I  and  win  your  Objective  every  time! 

H  (not    necessarily    a    World's  Record). 

=  If  you  are  experiencing  trouble  with  your  Engine — intermittent 

|j  or  otherwise — have  it  overhauled  by  us.    We  are  experts  and 

g  have  a  record  experience  in 

I  Overhauling  &  Repairing 

E  Engines  of  every  type  and  class,  Steam  and  Petrol — Air,  Land 

EE  and   Marine   Service.     The   results    we   give   you   will  be 

I  MAXIMUM-GUARANTEED! 

=j  Let  us  estimate,  you  can't  do  better.    In  urgent  cases  we  will 

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1  branches.      Cars  collected  at  our  London  Depot 

I  31  Brook  Street,  Bond  Street,  W. 

=  (Cyril  T.  Chamberlain,  London  Manager), 

EE  or  any  address  by  appointment.  If  urgent  'phone 

I  2966  Mayfair  or   550  Weybridge. 


MERCEDES  SPECIALITY. 


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Supplement  to  The  Aeroplane,  August  13th,  1919 


INCORPORATING  AIRCRAFT  ENGINEERING,  AERODYNAMICS,  AIRCRAFT  FINANCE  AND  COMMERCIAL  AERONAUTICS 
AND  MATTERS  PERTAINING  TO  THE  AERONAUTICAL  ENGINEER  AND  THE  AIRCRAFT  TRADER. 


THE  WEEKLY 

In  an  article  on  "Aerial  Propulsion,"  Capt.  W.  H. 
Sayers  discusses  the  inefficiency  of  the  method  now  em- 
ployed in  the  propelling  of  aircraft. 

He  shows  that  the  heat  energy  of  burning  fuel  is  used 
directly  to  set  gas  in  motion,  this  motion  is  com- 
municated by  a  complicated  mechanism  to  the  airscrew, 
finally  to  set  in  motion  once  more  another  body  of  gas — 
the  airscrew  slipstream. 

The  turbine  is  considered  as  a  simplification  of  the 
chain  of  mechanism  between  the  first  and  the  final 
stage. 


COMMENTARY. 

by  the  Westland  Aircraft  Works  for  commercial  purposes 
is  described  in  this  issue. 


The  Handley  Page  multiple-engine  machines  of  the 
O/400  and  the  V/ 1,500  types  are  described  in  this 
week's  instalment  of  the  series  on  "  Modern  British 
Aeroplanes." 


A  new  passenger-carrying  machine  designed  and  built 


A  letter  from  M.  L.  P.  Frantzen  describes  the  French 
Couade  tandem  parachute  system  of  1913,  which  bears 
a  close  resemblance  to  the  tandem  parachute  system 
described  by  Lieut. -Col.  Holt  in  recent  issues  of  this 
paper. 


AERIAL  PROPULSION. 

By  Capt.  W.  H.  SAYERS,  late  R.A.F. 


The  future  of  the  aeroplane  as  a  commercial  vehicle 
is  to  a  very  large  extent  dependent  upon  the  cost  of 
operating  aerial  services. 

Whether  the  aeroplane  remains  as  it  now  is,  a  costly 
method  of  transport,  or  whether  it  can  be  made  cheap 
to  build  and  to  run,  it  undoubtedly  has  a  future. 

Unless  the  world  at  large  relapses  into  mere  savagery, 
there  will  always  be  occasions  upon  which  the  saving 
in  time  on  a  journey,  which  the  aeroplane  alone  can 
secure,  will  be  of  greater  value  than  the  cost  of  thus 
saving  it. 

If,  on  the  other  hand,  aerial  transport  can  be  made 
really  cheap  and  at  the  same  time  safe  and  reliable,  then 
its  uses  will  be  enormously  extended. 

Practically  the  whole  question  of  the  cost  of  aeroplane 
travel  is  a  question  of  the  method  of  propulsion. 

The  prime  cost  of  an  aeroplane  of  any  normal  type 
is  very  largely  composed  of  items  relating  to  the  pro- 
pelling plant. 

The  Direct  and  Indirect  Cost  of  Power  Plant. 

In  very  few  modern  machines  does  the  cost  of  the 
aeroplane  itself,  without  engine,  fuel  tanks,  radiators, 
airscrews,  and  the  instruments  and  controls  incidental 
to  the  power  plant,  exceed  one  half  of  the  total  cost  of 
the  machine  with  these  items  installed. 

Of  the  cost  of  maintaining  an  aeroplane  in  service,  at 
least  50  per  cent,  is  directly  chargeable  to  the  cost  of 
power  plant  overhaul  and  maintenance,  and  with  present- 
day  machines  the  weight  of  engines  and  their  accessories, 
together  with  fuel  and  oil,  is  always  very  much  greater 
than  that  of  the  useful  or  paying  cargo  which  can  be 
carried. 

Of  the  actual  cost  of  running  an  aeroplane  over  any 
given  stage,  fuel  and  oil  account  for  no  inconsiderable 
proportion. 

Finally,  apart  from  accidents  caused  either  directly 
or  indirectly  by  failure  of  the  propelling  mechanism,  the 
aeroplane  is  probably  the  safest  type  of  vehicle  in 
existence. 

Thus  the  importance  of  improving  upon  the  present 
methods  of  propelling  aeroplanes  cannot  be  exaggerated. 


It  is  well  worth  while  to  consider  in  some  detail  the 
chain  of  processes  which  in  the  aeroplane  convert  the 
latent  energy  of  the  fuel  into  a  propulsive  effort. 
A  Complex  Cycle. 

In  the  first  place,  the  fuel,  mixed  with  an  appropriate 
amount  of  air,  is  burnt,  raising  the  temperature  of  the 
products  of  combustion  to  a  great  extent,  and  causing 
them- to  expand.  In  so  expanding,  this  gas  drives  before 
it  a  piston,  which  in  its  turn,  through  the  connecting- 
rod,  drives  round  the  crankshaft. 

The  crankshaft  by  its  rotation  causes  the  airscrew  to 
revolve,  and  the  airscrew  reacts  upon  the  air  in  which  it 
works  and  drives  backward  from  the  aeroplane  a  column 
of  air. 

The  actual  propulsion  effort  exerted  upon  the  aeroplane 
is  equal,  and  in  the  opposite  direction,  to  the  force  which 
is  exerted  upon  the  air  driven  backwards,  and  which 
serves  to  put  it  in  motion. 

Thus  the  process  begins  with  the  setting  in  motion 
by  the  application  of  heat  of  a  mass  of  fluid.  This  motion 
is  in  turn  converted  into  a  linear  movement  of  the 
piston,  a  rotary  motion  of  crankshaft,  airscrew,  and 
finally  into  a  more  or  less  linear  movement  of  a  further 
mass  of  fluid. 

in  each  of  these  changes  in  the  nature  of  the  move- 
ment there  is  a  loss  of  some  of  the  original  energy  of 
combustion. 

In  the  first  place,  of  the  heat  energy  liberated  at  com- 
bustion some  large  proportion  is  absorbed  in  heating 
cylinders  and  pistons,  and  is  carried  off  by  the  cooling 
water  and  air.  Secondly,  the  heated  gas  within  the 
cylinders  is  liberated  long  before  it  has  given  up  all  its 
heat  energy,  and  is  allowed  to  escape,  carrying  the 
remnant  with  it.  Some  55  per  cent,  or  more  of  the  total 
heat  energy  of  the  fuel  is  thus  lost. 

In  the  translation  of  the  linear  motion  imparted 
to  the  piston  into  the  rotary  motion  of  the  crankshaft 
there  are  frictional  losses.  In  addition  to  those  which 
occur  in  the  actual  translation  there  are  losses  involved 
in  driving  the  valve  gears,  oil  and  water  pumps, 
and  magnetos,  which  have  to  be  deducted  from  gross 


594     (Supplement  to  the  aeroplane.)  Aeronautical  Engineering 


August  13,  1919 


power  delivered  by  the  piston  to  the  crankshaft.  In 
such  ways  some  10  per  cent,  of  the  energy  delivered  to 
the  piston,  or  5  per  cent,  of  the  fuel  heat  energy,  is 
dissipated. 

Thus  at  the  most  40  per  cent,  of  the  total  stored  energy 
in  the  fuel  is  available  at  the  crankshaft  end  for  driving 
the  airscrew. 

In  the  final  translation  of  the  rotary  motion  of  the 
crankshaft  to  the  linear  motion  of  the  slipstream,  by  the 
airscrew,  there  is  a  further  loss  of  at  least  20  per  cent, 
of  the  net  output  of  the  engine,  or  8  per  cent,  of  the 
original  energy  of  the  fuel. 

A  Tow  Efficiency. 

Thus  the  overall  efficiency  of  the  propelling  mechanism 
of  the  aeroplane  is  not  more  than  32  per  cent.  In  practice 
this  figure  is  never  reached.  It  is  based  upon  at  com- 
bination of  the  best  possible  results  right  through  the 
whole  cycle  of  propulsion. 

Probably  28  per  cent,  overall  efficiency  is  about  as 
high  as  can  be  relied  upon  under  practicable  conditions. 

Since  an  aeroplane  in  flight  is  entirely  immersed  in 
the  air,  and  has  no  connection  with  any  other  body,  there 
is  obviously  no  other  abutment  against  which  a  propel- 
ling force  can  act.  As  the  air  is  fluid,  any  force  applied 
to  it  will  set  it  in  motion,  and  it  is  not  possible  to  propel 
an  aeroplane  without  driving  a  current  of  air  astern,  not 
merely  relatively  to  the  aeroplane,  but  relatively  to  the 
whole  body  of  air. 

The  propulsive  effort  obtained  by  so  driving  a  current 
of  air  astern  depends  upon  the  mass  of  air  affected  and 
the  speed  of  the  current.  Thus  an  airscrew  which  drives 
an  air  current  astern  at  32  ft.  per  second  will  give  a 
thrust  of  one  pound  for  every  pound  of  air  which  passes 
through  it  per  second.  If  the  air  speed  of  the  aeroplane 
to  which  the  airscrew  is  attached  be  88  ft.  per  second, 
the  slipstream  velocity  past  the  aeroplane  must  be 
88  +  32  or  120  ft.  per  second  to  keep  the  thrust  to  that 
value. 

If  the  slipstream  velocity  relative  to  the  aeroplane  is 
reduced  to  104  ft.  per  second,  making  the  real  velocity 
of  the  air  current  16  ft.  per  second,  a  thrust  of  only  half 
a  pound  for  every  pound  of  air  passing  the  airscrew 
per  second  is  obtained. 

The  stream  of  air  moving  astern  has,  m  virtue  of  its 
motion,  kinetic  energy,  which  has  to  be  supplied  by  the 
engine  driving  the  airscrew.  Thus  a  certain  amount  of 
the  engine  power  is  necessarily  expended  in  propelling 
air  instead  of  propelling  the  aeroplane. 

For  any  given  thrust  the  amount  of  this  loss  is  en- 
tirely dependent  on  the  relative  velocity  of  the  slipstream 
to  the  general  body  of  the  air. 

Thus  with  a  slipstream  having  an  absolute  velocity 
of  32  ft.  per  second  the  loss  is  1  x  32  =  32  ft. -lbs.  per 
second  =  32/550  =  0.058  h.p.  per  lb.  of  thrust  obtained. 

With  the  absolute  slipstream  velocity  of  16  ft.  per 
second  the  loss  is  only  16  ft. -lbs.  per  second  =  0.029  h.p. 
per  lb.  thrust,  although  twice  as  much  air  must  be  set 
in  motion  to  give  that  pound  of  thrust. 

The  Real  Problem. 

Thus  the  problem  of  aeroplane  propulsion  is  to  provide 
a  stream  of  air  of  the  greatest  possible  mass,  or  cross- 
section,  and  moving,  relatively  to  the  undisturbed  air 
around,  at  the  least  possible  velocity. 

In  its  present  form  the  airscrew  can  be  made  to  give 
efficiencies  up  to  80  per  cent.,  but,  except  for  machines 
of  very  much  greater  speeds  than  have  at  present  been 
reached,  there  is  little  likelihood  of  any  great  advance. 
As  a  device  for  transforming  rotary  motion  into  a  pro- 
pulsive effort  there  is  little  hope  of  greatly  improving 
upon  the  airscrew  as  it  is  now  known. 

The  internal  combustion  engine  converts  the  heat 
energy  of  the  fuel  into  energy  in  a  form  suited  to  the 


driving  of  the  airscrew  with  an  efficiency  of  rather  less 
than  40  per  cent.  Here  again  there  is  little  prospect 
of,  if  much  room  for,  any  great  improvement  without 
an  entire  change  in  the  type  of  engine  used. 

The  idea  of  using  some  form  of  turbine  in  place  of  the 
reciprocating  engine  has  many  attractions. 

A  Real  Simplification. 

The  turbine  in  effect  cuts  out  two  of  the  transformation 
steps  in  the  conversion  of  the  energy  of  expanding  gas 
into  the  energy  of  rotation  of  the  engine  shaft.  The  hot 
gas  is  allowed  to  expand  in  flowing  past  the  blades  of 
the  turbine  wheel,  and  in  so  flowing  gives  up  part  of  its 
kinetic  energy  directly  to  the  rotating  blades.  It  is  thus 
possible  to  avoid  many  of  the  mechanical  losses  which 
are  inseparable  from  the  reciprocating  engine. 

Also,  the  turbine  promises  a  large  reduction  in  weight 
as  compared  with  the  reciprocating  engine. 

So  far,  though  there  are  certain  rumoured  experimental 
productions,  no  internal  combustion  turbine  is  doing 
practical  work.  In  any  form  the  steam  turbine  is 
scarcely  a  practicable  aero-engine. 

The  best  steam  turbine  fuel  consumption  per  h.p.-hour 
still  exceeds  that  of  the  petrol  engine  to  a  very  appreci- 
able extent.  The  weight  of  water  which  must  be  evapo- 
rated is  something  like  10  lbs.  per  h.p.-hour,  and, 
although  this  can  be  condensed  and  returned  to  the 
boiler  after  exhaust,  a  certain  loss  occurs  in  the  process. 
To  make  up  for  this,  a  weight  of  water  probably  not 
less  than  half  a  pound  per  h.p.-hour  will  have  to  be 
carried  as  a  "  make-up." 

Thus  water  and  fuel  together  will  weigh  at  least  twice 
as  much  as  the  fuel  and  oil  required  for  a  petrol  engine 
of  equal  output. 

In  addition,  the  steam  turbine  loses  immensely  in 
efficiency  unless  a  very  high  vacuum  is  maintained  at 
the  exhaust  outlet.  This  calls  for  large  condensing 
plant  and  air  pumps.  Condensers  may  be  made  light 
by  air-cooling  them.  Unfortunately  an  enormous  sur- 
face is  needed,  and  the  head  resistance  would  then  be- 
come excessive.  Altogether,  steam  plants  do  not  appear 
to  have  any  very  great  future. 

An  Experimental  Effort. 

There  has  been  suggested,  and  it  is  understood  that 
experiments  are  to  be  made  with,  a  type  of  turbine  gene- 
rally similar  to  the  steam  turbine  of  commerce,  but 
employing  the  vapour  of  some  fluid  other  than  water. 

This  fluid  is  preferably  to  be  an  inflammable  one,  with 
a  considerably  lower  boiling  point  and  a  lower  latent 
heat  of  evaporation  than  has  water. 

Owing  to  the  low  latent  heat,  it  is  hoped  that  con- 
densers small  and  light  compared  with  those  needed  for 
steam  will  suffice,  and  it  is  proposed  to  use  a  small 
proportion  of    the  exhaust  as  a  fuel  in  the  boiler. 

It  is  hoped  that  by  such  methods  it  may  be  possible 
to  produce  large  power  plants  which  shall  not  exceed 
either  in  plant  weight  or  in  fuel  consumption  petrol 
engine  plants  of  equal  output,  and  which  will  be  very 
much  more  reliable  than  are  these. 

The  author  must  confess  that  he  does  not  see  any  great 
likelihood  of  success  along  such  lines. 

Putting  an  inflammable  liquid  into  a  boiler  and 
vaporising  it  does  not  sound  a  particularly  safe .  pro- 
ceeding, particularly  in  an  aeroplane,  and  the  prospects 
of  greatly  reducing  the  total  weight  to  be  carried  for 
power  plant  and  accessories  seem  remote. 

However,  the  scheme  is  being  considered  by  a  firm 
of  the  highest  standing  in  the  engineering  world,  with 
a  very  large  turbine  experience,  so  that  it  may  fairly 
safely  be  presumed  that  the  scheme  has  advantages  as 
yet  undisclosed  to  recommend  it,  and  the  fact  that  any 
such  experiment  should  be  put  in  hand  in  earnest  is  at 
least  a  hopeful  sign. 

(To  be  continued.) 


August  13,  1919 


Aeronautical  Engineering  (Supplement  t0 THE  a***™*,* .>  595 


THE    TRANSATLANTIC  FLIGHT. 


"  VICKERS-vimy-ROLLS. 

The  first  direct  flight  from  Newfoundland  to  Ireland 
was  accomplished  by  this  Aeroplane  in  15hrs.  57mins. 


AEROPLANES 
for  COMMERCIAL  and 
MILITARY  use. 


FLYING  BOATS 
for  COMMERCIAL  and 
NAVAL  use. 


CONTRACTORS   TO  H.M.  GOVERNMENT. 


Telegraphic  Address : 
Vickerfyta,  Knights,  London. 


Aviation  Department, 
Imperial  Court,  Basil  Street, 
KNIGHTSBRIDGE,  S.W.3. 


Telephone ; 

Kensington  6520  (4  lines). 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


596     (Supplement  to  the  aeroplane.)  Aeronautical  Engineering  august  13,  1919 


The  Original  NON-POISONOUS. 

Titanine  Dope 

is  strongly  recommended  for 

PRIVATE  and  COMMERCIAL 

AEROPLANES. 


Absolutely  unequalled  for  Durability. 


There  is  no  CONTROL  on  Dope  for  the 
above  types  of  machines. 


Titanine  is  the  most  economical  and  offers  the 
greatest  resistance  to  flame. 


Complete  Doping 

PROMPT  c  u 

IftRlA-ni  Schemes 

DELIVERIES.         WWW       .     „  A 

submitted  on  application. 


TITANINE  LIMITED, 

175>  PICCADILLY,  Telegrams 

Gerrard2312.  LONDON,  W.l.  ^L^^ 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


August  13,  1919 


Aeronautical  Engineering 


(Supplement  to  The  Aekoplane.) 


59; 


THE   "WESTLAND  LIMOUSINE." 


Tnree=quarter  View  from  Rear  of  the  "  Westltrid  Limousine 


Rolls-Royce  "  Falcon  "  engine). 


Of  the  numerous  engineering  firms  which  during  the  war  have 
undertaken  the  manufacture  of  aircraft,  Petters,  Ltd.,  of  Yeovil 
— known  as  regards  their  aeroplane  department  as  the  Westland 
Aircraft  Works — have  taken  a  prominent  place  Their- aircraft 
products  have  gained  for  themselves  a  unifor  n  and  high  repu- 
tation for  excellent  workmanship  and  finish. 

The  success  of  their  efforts  at  producing  machines  to  official 
specification  encouraged  them  to  proceed  to  original  design 
work,  and  tbey  have  built,  for  war  purposes,  the  experimental 
seaplanes  N.16  and  N.17,  Che  Westland  "Wagtail"  and  the 
Westland  "Weasel,"  all  of  which  have  given  excellent  results. 

Messrs.  Petters'  experience  of  war  aeroplane  building  has  'eft 
them  with  a  firm  confidence  in  the  future  of  aviation  as  a  means 
of  transport,  and  the  firm  has  determined  to  develop  aircraft  for 
commeroial  transport  services. 

At  the  invitation  of  the  company,  representatives  of  the  Tech- 
nical Press  were  given  on  July  31st,  an  opportunity  of  inspecting 
and  making  trial  flights  in  the  first  of  the  firm'?  machines  de- 
signed for  commercial  work. 

This — which  is  to  be  known  as  the  "Westland  Limousine" — 
is  a  small  four-seater  passenger-carrying  machine,  designed  for 
the  use  of  business  men  and  the  like  to  whom  time  is  of  value, 
but  who  wish  to  travel  in  reasonable  comfort. 

In  so  far  as  its  aerodynamical  features  are  concerned,  the 
machine  is  a  perfectly  normal  tractor  biplane. 

The  fuselage  is  a  totally  enclosed  affair  containing  four  seats. 
Of  these  the  after  one  on  the  port  side  is  raised  above  the  cabin 
floor  some  2  ft.  6  ins.,  and  has  above  it  '.n  opening  into  the 
outer  air.  This  is  occupied  by  the  pilot,  and  is  fitted  with  the 
usual  controls. 

The  three  remaining  seats  are  at  a  lower  level,  so  that  the 
occupants  are  entirely  within  the  fuselage. 

One  seat  is  beside  that  of  the  pilot,  facing  lorward,  and  the 
remaining  pair,  in  the  front  end  of  the  cabin,  face  one  forward 
and  one  back. 

The  passenger  cabin,  which  forms  one  unit  of  the  three  com- 
prising the  fuselage,  is  a  three-ply  and  timber  structure,  free 
from  all  internal  crosslbracing,  and  has  at  its  for'ard  end  a  double 
bulkhead  of  three-plv  with  an  asbestos  filling  between,  which  acts 
as  an  insulation  against  both  the  heat  and  the  noise  of  the  en- 
gine. 

The  engine  exhaust  is  carried  back  past  the  pilot  toy  long  ex- 
haust pipes,  and  the  cabin  is  fitted  with  a  ventilator,  adjustable 
from  within,  which  allows  air  from  the  slip  stream  to  enter  at  the 
for'ard  end  and  pass  out  by  the  pilot's  cockpit. 

The  interior  of  the  cabin  is  upholstered  in  the  style  charac- 
teristic of  the  very  finest  class  of  motor-car  bodies,  the  seats  are 
extremely  comfortable,  and  there  is  ample  leg  room. 

Conversation  can  be  carried  on  with  ease,  and  although  there 
are  no  draughts,  there  is  no  trace  of  odour  from  the  engine. 

After  a  fairly  long  experience  of  flying  in  open  machines  the 
writer  must  confess  to  a  feeling  of  discomfort  when  flying  in  the 
totally  enclosed  cabin  of  this  machine. 

The  discomfort  is  by  no  means  uncommon,  and  is  probably  due 
to  the  fact  that  though  one  knows  that  one  is  flying,  one  misses 
most  of  the  accustomed  sensations  of  the  spoit. 

It  is,  in  fact,  very  terrifying  to  miss  that  comforting  100-mile 
an  hour  blast  straight  in  the  face  that  assures  one  that  though 
the  -earth  is  apparently  trying  its  hardest  to  fall  on  one  from  the 
side  it  will  not  succeed,  and  a  muffled  kind  of  moan  is  a  poor 
substitute  for  the  healthy  roar  that  tells  of  12  cvlinders  all  firing 
regularly. 

Thus  the  feeling  is,  in  fact,  a  measure  of  the  designers'  suc- 
cess.     It   can    certainly  be  said  that  the  "Westland  Limousine" 


is  considerably  more  comfortable  to  travel  in  than  was  the, 
dining-car  upon  which  the  return  journey  from  Yeovil  to  Lon- 
don was  made. 

There  was  no  more  noise,  considerably  less  oscillation — and 
that  under  very  bumpy  weather  conditions — certainly  less  smell, 
and  considerably  less  of  that  leg-cramping  effect  which  is  com- 
mon to  railway  carriages  and  theatre  seats. 

To  the  front  end  of  the  cabin  structure  ahead  of  the  bulkhead 
arc  affixed  beams  for  fuel  tanks  and  the  engine  mounting. 

The  latter  is  in  this  case  an  affair  of  steel  tubes  arranged  to 
carry  a  Rolls-Royoe  "Falcon"  engine.  The  whole  structure  is 
removable,  and  engine  mountings  for  other  types  of  engine  may 
be  fitted  without  any  structural  alterations  to  the  cabin  unit. 

The  rear  part  of  the  fuselage  is  of  the  usual  wire  braced  con- 
struction. 

Very  great  care  has  been  taken  over  the  engine  installation  to 
secure  cleanliness. 

The  whole  body  is  painted  in  a  very  pleasing  shade  of  grey — 
one  which  would  easily  rival  "Bolo  blue"  in  its  capacity  for 
showing  dirt. 

Upon  the  arrival  of  the  party  at  the  aerodrome  the  machine 
had  the  appearance  of  having  just  left  the  paint  shop.  At  the 
end  of  the  afternoon — after  four  or  five  flights — of  a  total  of 
probably  an  hour  and  a  half,  it  was  impossible  to  discover  any 
sign  of  oil  or  dirt  about  the  body. 

As  a  demonstration  of  the  conditions  prevailing  within  the 
cabin,  one  of  the  typists  from  the  works  office,  complete  with 
note-book  and  typewriter,  made  a  flight  in  the  machine.  Whilst 
in  the  air  letters  were  dictated  to  her  and  were  successfully  typed. 

This  particular  demonstration  was  partiilly  marred  by  a  hitch 
which  would  appear  to  demand  the  immediate  attention  of  the 
Department  of  Civil  Aeronautics.  The  ground  staff  at  the  aero- 
drome appear  to  have  been  totally  inexperienced  in  the  erection 
and  truing  up  of  typewriter  machines,  and,  on  the  first  trial,  it 
was  found  that  insufficient  clearance  had  Deen  allowed  for  the 
operation  of  the  shift  key.  Quite  a  number  of  otherwise  excel- 
lent letters  were  thus  deprived  of  their  Capitals,  and  unless  a 
new  department  is  immediately  formed  to  supervise  the  installa- 
tion of  aerial  typewriters,  a  number  of  accidents'  even  more 
serious  may  occur. 

By  the  removal  of  the  upholstery  and  the  seats  the  "Limou- 
sine" may  be  converted  to  a  mail-carrier.  1  here  is  available 
about  95  cub.  ft.  of  space,  and  the  machine  would  carry  com- 
fortably from  ;nn  to  600  lbs.  of  troocls. 


Westland  Limousine 


the  Air. 


i98 


(Supplement  to  The  Aeroplane.) 


Aeronautical  Engineering 


August  13,  1919 


A  careful  observation  of  the  pilot's  actions  in  the  air  leaves  no 
room  for  doubt  that  the  machine  is  in  excellent  balance,  and  is 
both  light  and  quick  in  answering  its  controls. 

Altogether,  the  machine  reflects  great  :redif  upon  the  entet- 
prise  of  its  makers  and  upon  its  designers,  Mr.  R.  A.  Bruce,  the 
managing  director,  and  Mr.  Davenport,  'he  chie!  draughtsman, 
of  the  Westland  Aircraft  Works. 

Amongst  the  noteworthy  details  of  construction  the  ta'.lplane 
adjustment  gear,  wlhich  is  illustrated  herewith,  is  of  interest.  TK 
meclhanism  is  covered  by  a  patent,  and  the  essential  feature  'is 
the  complete  and  simple  triangulation  of  the  tailplane  bracing 
which  is  secured. 

At  the  ronclusion  of  the  visit,  Mr.  F.  W.  Peiter,  one  of  the 
joint  managing  directors  of  Petters,  Ltd.,  in  a  short  speech,  ex- 
pressed the  confidence  of  the  firm  in  the  future  of  commercM 
aviation,  and  their  determination  to  take  an  important  part  in 
that  future. 

To  him,  to  Mr.  Chandler,  the  works  manager,  of  the  West- 
land  Aircraft  Works,  and  to  Capt.  Keep,  M.C.,  late  R.A.F.,  the 
firm's  very  able  pilot,  one  must  express  one's  thanks  for  a  very 
pleasant  and  a  verv  interesting  day. 

The  attached  specification  gives  all  the  main  particulars  of  the 
Westland  "  Limousine." 

Length  overall   28  ft.  6  in. 

Span   .-  .,8  ft.  2  in. 

Chord  6  ft.  3  in. 

Gap  6  ft.  o  Li. 

Stagger   1  ft.  0  in. 

Total  wing  area   ,  440  sq.  ft 

Dihedral  angle   2  deg. 

Total  aileron  area   54  sq.  ft. 

Area  of  tail  plane   30  sq.  ft. 

Area  of  elevators   22  sq.  ft. 

Area  of  fin   6.0  sq.  ft. 

Area  of  rudder   n.-  Sq.  ft. 

Engine   ,  Rolls-Royce  "  Falcon." 

Weight,    empty   .."  2,010  lbs. 

Weight,    loaded   3,226  lbs. 


Weight,  useful  load   540  lbs. 

Fuel  capacity   3  hours. 

Loading   7.8  lbs.  per  sq.  ft. 

do  15.  f  lbs.  per  h.p. 

Performance — 

Speed  low  down   100  m.p.h. 

Speed  10,000  ft  91  m.p.h. 

Speed  15,000  ft  85  m.p.h. 

Climb — 

S.000  ft  „  8.35  min*. 

10,000  ft    19.6  mins. 

!S.ooo  ft  37.5  mins. 

Ceiling   ....^17,000  ft. 


aa.'  6." 


WESTLAND 

"  LIMOUSINE" 

Rolls  "Falcon" 


Area  0$ 

MAIN  PLANES: 

440  s^.ifr 

TAI L    PLAN  E 

30  .. 

Elevators 

22 

&ILER0N5  :  (  4-  ) 

64  ■■ 

FIIM 

6  •• 

H3  - 

_xl — Li. 

August  13,  1919 


Aeronautical  Engineering 


&     ("iNViaoaav  3HX  O)  jnsnisiJclTig) 


599 


ARNDTT-&-HARRISDN  Lt° 


J 


Telephone — 

WILLESDEN  2297  (2  lines). 


Telegrams — 

ARNOTHARRI,  LONDON. 


SPECIALISTS    IN  ALL 

DE  HAVILLAND 

METAL  FITTINGS 

UNSURPASSED  FOR 

PROMPT  DELIVERY. 

Hythe  Rd.,  WILLESDEN  JUNCTION, 
N.W.10. 


SMALL  PARTS  TO  THE  RESCUE. 


RENE  TAMPIER 


CONSTRUCTING  ENGINEER, 

INVENTOR  AND  PATENTEE 


CONTRACTOR    TO    H.M.    AND    ALLIED  GOVERNMENTS. 
PARIS.         LYONS.  TURIN. 


BLOGTUBE  CARBURETTORS 
COMPLETE. 

BLOGTUBE   PETROL  VALVES. 

BLOGTUBE  CONNECTIONS. 


BLOCKTUBE  CONTROLS. 

Large  Variety  of  Models. 

INTERMEDIATE  BRACKETS. 

Straight  or  Bell  Crank. 


BLOCTUBE  CARBURETTOR  WORKS, 

DANE  MERE    STREET,    PUTNEY,   LONDON,  S.W.15. 


Telephone  —  PUTNEY  242. 


Telegrams— "TUB LOCARB,  PUT,  LONDON.' 


KINDLY    MENTION    "  THE    AEROPLANE"    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


ioo 


(Supplement  to  The  Aeroplane.) 


Aeronautical  Engineering 


August  13,  1919 


TRANSITIONS 
IN  TRANSIT 

The  Tea  Clippers 
of  the  'Sixties.' 

A  toast,  gentlemen,  to  the 
glorious  memory  of  the  old  East 
Indiamen  —  "  Cutty  Sark,"  "  Black 
Adder,"  "Sir  Lancelot"  and  the  rest— may 
their  grand  old  timbers  rest  in  peace. 
And  here's  to  the  splendid  sea  dogs  who 
manned  them,  raced  them  hali  round  the 
world  to  be  first  into  the  Port  O'  London 
with  the  new  season's  tea.  The  men 
who  were  not  content  with  t'gallants 
and  royals,  but  set  skysails  and  moon- 
rakers  in  the  teeth  of  the  hurricane. 
From  Foo  Choo  to  the  Port  O'  London 
in  100  days, — record  time!  And  nowadays 
the  same  journey  can  be  done  in  ioo 
hours — by  aircraft!  The  time  is  not  far 
distant  when  the  produce  of  the  East 
will  be  brought  home  by  aeroplane. 
The  machine  illustrated  above  is  the 
Nieuport  Mark  VI.  Seaplane. 


KINDLY    MENTION    "THE    AEROPLANE"     WHEN    CORRESPONDING    WITH  ADVERTISERS 


August  13,  1919 


Aeronautical  Engineering 

(Supplement  to  The  Aeroplane.) 


I 


AN  investigation  of  the  Selsdon  pro- 
ducts will  prove  conclusively  that 
they  represent  the  highest  achievement  in 
the  design  and  construction  of  aeroplane 
engines.  Designed  for  war  service,  they 
have  now  been  modified  to  meet  the 
demands  of  peace  time  flying,  and  are  the 
lightest  aero  engines  for  their  power. 

The  Gnat  aero  engine  is  the  ideal  power 
unit  for  the  sporting  'bus.  It  develops  40 
B.H. P.  and  weighs  only  115  lbs. --2.9  lbs. 
per  B.H. P. 

Write  for  full  particulars  of  endurance 
tests  of  this  and  other  types  in  the  course 
of  production  to  sole  manufacturers, 

SELSDON  AERO  &  ENGINEERING  CO  ,  LTD., 

!,  ALBEMARLE  ST.,  PICCADILLY, 
LONDON,  W.l. 


602 


(Supplement  to  The  Aeroplane.) 


Aeronautical  Engineering 


August  13,  1919 


'""iimnm!^  \ 


OLDBURY. 

Telejr.ms  :  — "ACCLES,"  OLDBURY. 

BIRMINGHAM. 

Telephone  : — OLDBURY  m  (4.  Unci). 


REPUTATION. 

As  manufacturers  of  weldless  steel  tubing,  as  tube 
manipulators,  and  as  steel  pressworkers,  we  have 
a  world-wide  reputation  for  all-round  excellence. 
Multitudinous  are  our  products,  md  our  reputation 

is  behind  every  item. 

We  are  right  in  the  fore-front  with  our  "  Apollo  " 

tubular  box  spanners.  These  are  becoming  increas- 
ingly popular  in  progressive  engineering  workshops. 
\\  e  tliaiie  several  patterns — incljding  a  special  set 
for  ford  Cars — all  of  which  leave  absolutely  nothing 
to  be  desired  in  tubular  spanner  construction.  Ask 
for  our  spanner  catalogue  and  price  list. 

We  can  supply  aircraft  parts  in  big  quantities,  as 
in  this  connection  we  are  specialists  in  tapering, 
bending,  trapping,  welding,  and  all  other  classes  of 
tube  manipulation  and  presswo.'k.  7  c-day  we  recog- 
nise that  aircraft  builders  have  more  time  to  mani- 
pulate their  own  components,  but  they  .  need  steel 
tubing  and  we  supply  the  very  best.  Further,  let 
our  war  experience  assist  you  in  chis  matter  of  steel 
tubing  and  steel  presswork.  We  may  be  able  to 
save  you  money,  because  we  have  the  tools  for  many 
components.  „ 


TIE 


FOR  ALL  PURPOSES. 

W.  WESSON  &  CO.,  LTD., 

Iron  &  Steel  Manufacturers, 

MOXLEY,  nr.  WEDNESBURY. 


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August  13,  1919 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplane.) 


603 


THE 


SSOGIATION 


Policies  issued  by  Underwriting  Members  of  Lloyd's  the  Eagle,  Star 
and  British  Dominions  Insurance  Co.,  Ltd.,  and  the  Excesi 
Insurance  Co.,  Ltd,,   for   whom   the  Association  acts  as  Agents. 


POLICIES 


Cover  all  classes  of 
Aviation  Risks. 


Accidental  Damage  under  all  circumstances  to 
Aircraft  ot  all  descriptions,  including  Fire,  Burglary, 
and  Theft     (Profit  Sharing  Policies). 

Covering  Policies  of  various  kinds  to  meet  the 
requirements  of  Carriers  by  Air. 

MINIMUM 
RATES. 


Accidental  Damage  to  Cargo. 

Personal  Accident  to  male  Pilots  of  Aircraft, 

to  Crew  and  Passengers. 

Third  Party  Risks  of  all  descriptions. 
Accidental  Damage  from  Aircraft. 

MAXIMUM 
SECURITY. 


1,     ROYAL      EXCHANGE      AVENUE,      LONDON,  E.C.3. 


Telephone  :    LONDON  WALL  9944. 


Telephone 

WILLESDEN  2214. 


THE 


CONTRACTORS  TO 
H.M.  GOVERNMENT. 


BRITISH  ANZ!I  E 

SOLE    BUILDING   AND    SELLING  RIGHTS 

  FOR   

THE   BRITISH   EMPIRE   AND  DEPENDENCIES. 

MANUFACTURERS  OF  ANZANI  AIR  ENGINES  OF  ALL  TYPES 

MAGNETOS. 

MOTOR  CYCLE,  CYCLE  CAR,  LIGHT  CAR,  AND  MOTOR  BOAT  ENGINES. 

THE    ANZANI     ENGINE    HAS    THE    BIGGEST  RECORD  FOR 
SCHOOL  AND  CROSS-COUNTRY  FLYING. 

It  Is  the  most  reliable,  cheapest,  economical  and  simplest  in  the  World 
And  was  THE   FIRST  TO   FLY  THE  CHANNEL. 

Works  &  Registered  Offices:  SCR  U  BBS  LANE,  WILLESDEN  N.W.10. 


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604 


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August  13,  1919 


SPECIAL 

FLYING 
DISPLAYS 

EVERY 
SATURDAY 
and 
SUNDAY 
AFTERNOONS 

weather 
permitting-. 


=HENDON= 

Passenger  Flights 
&  Flying  Displays 

at  the 

LONDON  AERODROME 
and  Air  Station,  HENDON. 

Coming  Stents. 

Hendon — Manchester  Air  Race. 
Hendon — Paris  Air  Race. 
Hendon — Brighton  Air  Race. 


Admission  to 
ENCLOSURES 

from 

9d. 

(Plus  Tax). 
Children  Half  Price. 

Motor  Cars: 

O  /ft  /  including  Chauffeur  \ 
*7  "    ^        if  in  livery,  ) 

Private  Box  Enclosures 

may  be  reserved. 

OPEN-AIR  CAFES. 

Easy    access  by  Tube, 
Tram,  Rail  or  Bus 


PASSENGER  FLIGHTS 

(Tickets  21/=) 


DAILY 


Telephones  : 
Gosport  217. 
Southampton  1861 
London  :    Gerrard  5716. 


Telegrams  : 

"  Flight,  Gosport." 

♦'Flying,  Southampton.' 


GOSPORT  AIRCRAFT  C^ 


DESIGNERS      AND     BUILDERS  OF 


FOR 


THE  AIR  MINISTRY  AND  FOR  COMMERCIAL  AND  PLEASURE  USE. 


HEAD  OFFICE:  GOSPORT. 
WORKS:   GOSPORT  &  SOUTHAMPTON. 


Sir  Charles  Allom. 
Charles  E.  Nicholson. 

M.  H.  Volk,  A.F.Ae.S.  (General  Manager). 


London  Office  :   15,  George  Street, 
Hanover  Square,  W.i. 

Te'egrams— "  Embellishment,  London." 

New  York  Office  : 

19,  East  52nd  Street. 

Telegrams — "  Embellishment,  New  York." 


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August  13,  1919 


Aeronautical  Engineering 


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SMETHWICK  BIRMINGHAM 


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(Supplement  to  The  Aeroplane.) 


Aeronautical  Engineering 


August  13,  1919 


3UIIIIIIIIIIIII11IIIIIIIII1 


(°7fie  •  ^Aeroplane 


Accumulators— 

The  Chloride  Electrical  Storage  Co.,  Ltd., 
Clifton  Junction,  near  Manchester. 
"Chloridic,  Pendlebury  "  Central  Man- 
chester,   163S.  Pendleton,  n. 

Acetylene  Welding  Plant— 

Acetvlene  Corporation  of  Great  Britain, 
Ltd.,  The,  49,  Victoria  Street,  West- 
minster, S  W.i.  "  Flamma,  Vic, 
London  "  Vic  4830. 

Imperial  Light,  Ltd  ,  123,  Victoria  Street, 
London,  S.W.i.  "  Edibrac,  'Phone. 
London."  .-540  Victoria  (3  lines;. 


Aeroplane  Manufacturers- 
Aircraft  Manufacturing:  Co.,  Ltd.,  Hendon. 
"Airmanship,  Hyde,  London." 

Kingsbury  220. 
Armstrong,  Sir  W.,  Whitworth  &  Co.,  Ltd., 
Newcastle  -  on   -  Tyne.  "Armstrong 
Aviation,  Newc-is*le-on-Tyne." 

Gosforth  500. 

Blackburn  Aeroplane  &  Motor  Co.,  Ltd., 
Olympia,  Leeds.     "  Propellors,  Leeds." 

Roundhay  345  (3  lines). 

Boulton  &  Paul,  Ltd.,  Rose  Lane,  Norwich, 
"  Aviation,  Norwich."        Norwich  851. 

British  Aerial  Transport  Co.,  Ltd.  Head 
Office  :  38,  Conduit  Street,  London, 
W.i.  "Batigram    Reg.  London  " 

Mayfair  637,  638. 
Works  :  Hythe  Road,  Willesden,  Lon- 
don, N  W.jo  "Aerbrirans,  Phone, 
London."             Willesden,    2272,  2273 

Butish    &    Colonial    Aeroplane    Co.,  Lta._ 
(The     Bristol     Co.),     Filton,  Bristol 
"Aviation,  Bristol."  Bristol  3906 

Central  Aircraft  Co ,  High  Road,  Kilburn, 
N.W.6.   "  Aviduction,  Phone,  London." 

Hampstead  4403  and  4424. 

Dawson,  John,  &  Co,  Ltd.,  Newcastle-on- 
Tyne.  "  Dependable,  Newcastle-on- 
lyne."  Central  2604  (2  lines). 

Eastbourne  Aviation  Co.,  Ltd.,  Eastbourne. 
"  Aircraft,  Eastbourne 

Eastbourne  1176. 
Gosport  Ancraft  Co.,  Gosport. 

"  Flight  Gosport."  Gosport  217. 

Grahame-White  Company,  Ltd.,  London 
Aerodrome,  Hendon.  "Volplane,  Hyde, 
London."  Kingsbury  120. 

London  Office,  12,  Regent  Street, 
S.W.i.  Regent  2084. 

Handley  Page,  Ltd.,  110,  Cricklewood  Lane, 
N.W  2.    "  Hydrophid,  Crickle,  London." 

Hampstead  7420. 

Hooper  &  Co.,  Ltd.,  54,  St.  James  St., 
Piccadilly,  London,  S.W.  "  Sociable, 
St   James,  London."  Regent  912. 

Mann,  Egerton  &  Co,  Ltd.,  Norwich. 
"  Motors,  Norwich  " 

Norwich  482  (4  lines). 

Martiusyde,  Ltd.,  Brookiands,  By  fleet, 
"  Martinsyde,  Weybridge." 

Woking  331;  Byfleet  171. 

"  Nieuport  "  &  General  Aircraft  Co., 
Cricklewood,  London,  N.W. 2.  "  Nieu- 
scout,  Crickle,  London." 

Willesden  2435 

Phcenix,  Dynamo  Manufacturing  Co.,  Ltd., 
Thornbury,  Bradford.  "Dynamo, 
Bradford."  Bradford  3700  (4  lines). 

Roe,  A.  V.,  &  Co.,  Ltd.,  Manchester. 
"  Triplane,  Manchester  " 

City  8530-8531,  Manchester. 

Saunders,  S.  R.,  Ltd.,  East  Cowes,  I.O.W. 
"  Consuta,  East  Cowes."      Cowes  193. 

Short  Bros.,  Rochester,  Eastchurch  and 
Whitehall  House,  S.W.  "Te&ted,  Phone, 
London."  Regent  378. 

The  Siddeley  Deasy  Motor  Car  Co.,  Ltd., 
Coventry.  Coventry  954  "  Deasy, 
Coventry." 

Sopwith  Aviation  Co.,  Ltd.,  Kingston-on- 
Thames.     "  Sopwith,  Kingston." 

Kingston  1988  (8  lines). 

The  Supermarine  Aviation  Works,  Ltd., 
Southampton.     "  Supermarin." 

Woolston  37  (2  lines). 

Vickers,  Ltd  ,  Imperial  Court,  Basil  Street, 
Knightsbridge,  S.W.3.  "  Vickerfyla, 
Knights,  London."       Kensington  6810. 

Waring  &  Gillow,  Ltd.,  Hammersmith. 
"  Warisen,  Ox,  London."  Museum  5000. 

Westland  Aircraft,  Yeovil  "Aircraft,  Yeo- 
vil." Veovil  129. 

White,  J.  Samuel,  &  Co.,  Ltd  ,  East  Cowes. 
"  White,  East  Cowes."  Cowes  3. 


Airships- 
Airships,  Ltd.,  High  Street,  Merton. 

Wimbledon  1314. 
Short    Bros.,    Rochester,    Eastchurch,  and 
Whitehall   House,  S.W.  "  Tested, 

.'Phone,  London."  Regent  370. 

C.  G.  Spencer  and  Sons,  Ltd. 
(See  under  "  Balloons  "). 

Aluminium  Castings  (Sand  and  Die) 
Coan,  R.  W.,  219,  Goswell  Road,  London, 
E  C.i.    "  Krankases,    Isling,    London.  ' 

City  3846. 

Balloons— 

C.  G.  Spencer  and  Sons,  Ltd.,  50A,  High- 
bury Grove,  N  5.    "Aeronaut,  London." 

Dalston  1893. 

Bent  Timber  Parts— 

Hopton  X  Sons,  George  Street,  Euston 
Square,  London,  N.W.i.  "  Hoptons, 
Eusquare,  London  "  Museum  496. 

Also  at  Market  Harborough,  Leices- 
tershire. "  Hoptons,  Market  Har- 
borough''      Market    Harborough  13. 

Bearings  {Etonia  Cast  Phosphor  Bronze) 
Brown  Bros.,  Ltd  ,  Gt.  Eastern  St.,  E.C.I. 
Yorkshire     Engineering     Supplies,  Ltd., 
Vvortley,  Leeds.     "Yes,  Leeds." 

Central  3927. 

Blowpipes  (Oxy-Acetylene)— 

Acetylene  Corporation  of  Great  Britain, 
Ltd  ,  The,  49,  Victoria  Street,  Westmins- 
ter, S.W.i    "  Flamma,  Vic,  London." 

Vic.  4830 

Imperial  Light,  Ltd  ,  123,  Victoria  Street, 
London,  S.W.i.  "Edibrac,  'Phone, 
London."  Vic.  3540  (3  lines). 

BoltS- 
MitcheU    Wedgewood    &    Co.,  Campbell 
Works,     Stoke     Newington,  London, 
N.16.  Dalston  2500  (2  lines). 

Books  (Aero  1  ,ngines) — 

Dykes'  Auto  -encyclopedia,  Gillam,  149, 
Strand,  W  .2 

Buildings- 

Boulton  &  Ft  ill   Ltd    Rose  Lane,  Norwich 
"  Aviation.  Norwi  h."        Norwich  851 
Rubery    Owei?    &    C    ,    Darlaston,  South 

Staffs 

Cable    Coverings    and  Cable 
Controls— 

The  Bowden  iirak-  Co.,  Ltd.,  Tyseley,  Bir- 
mingham     "  iowden,    icock's  Green." 

icock's    <reen  103  &  104 
Bowden     Wire,   j^td  ,   Wi  lesden  Junction, 
"  Bowirelim     Tarles,  _ondon." 

Wii  esaen  2400  (3  lines). 
Herbert    Terry    4    Sons,    Ltd.,  Redditch. 
"  Springs,  R  dditcti."  Redditch  bi. 


Carburettors- 

Hobson,  ii.  M.,  Iu 
Road    i.W  2 


),  Vauxhall  Bridge 
Victoria  4670. 


Casein- 

Nieuwhof,   Surie    &  .0.,   Ltd.,   5,  Lloyds 

Avenue,  London  E-C.3.     "  Suricodon, 

Fen,  lond'jn."  Avenue  34  and  35. 

ClOthing- 
Burberry's,  Ltd  ,  Hay  market,  S.W.i 

Regent  2165. 

DunhiU's  Ltd.,  Euston  Road,  N.W.i. 
"  Dunsend,  London."  North  3405-6. 

Component  Parts— 

Accles  &  Pollock,  Lid  Oldbury,  Birming- 
ham    "Accles,  Oldbury." 

•  Mdbury  111  (4  lines). 

Brown  Bros.,  Ltd.,  Gt.  Eastern  St.,  E.C.I. 

Central  Aircraft  Co.,  High  Road,  Kilburn, 
N.W. 6.    "Aviduction,    Phone,  London." 

Hampstead  4403  &  4404. 

Thompson  Bros.  'Bilston),  Ltd.,  Bradley, 
Bilston,  Engla..  .  "  Thompson  Bros., 
Bilsto'  Bilston  10. 


Cords,  Tapes,  and  Threads— 

MacLennau,  J.,  &  Co.,  30,  Newgate  Street, 
E.C  i.    .And  at  Glasgo"-         City  3115. 


Dopec 

Titanine,     Ltd.,      T75,     Piccadilly,  W.i. 

"Tetrafree,  Piccy,  Lonlon."  Gerrard  2312 
British  Cellulose  Co.,  8,  Waterloo  Place, 
"S.W.i.     "  Cellutate,  London 

Regent  4046. 

The  British  Emaillite  Co.,  Ltd.,  30,  Regent 
Street,  S.W.i.  "  Ridleypren,  Piccy, 
London  "  Gerrard  280. 

Cellon,  Ltd.,  22,  Cork  Street,  London,  W.i. 
"  Ajawb,  Reg,  London."     Gerrard  440. 

Robt.   Ingham  Clark   &   Co.,  Ltd.,  West 
Ham  Abbey,   F.15.      "  Oleotine,  Strat,  r- 
London."  East  955. 

Engines  and  Parts— 

Allen.  W.  H  .  &  Co.,  Ltd.,  Bedford.  "Pumt> 
Bedford."  Bedford  No  * 

Arrol-Johnston,  Ltd.,  Dumfries.  "  Mocar, 
Du-nfries  "  Dumfries  281-282. 

Beardmore  A^rz  Eng.,  Ltd  ,  112,  Great  Port- 
land Street,  W.i.  "  Beardmore,  Lon- 
don." Gerrard  238. 

The  Cosmos  Engineering  Co.,  Ltd.,  Fish- 
ponds, Eristol 

Dudoridge  Iron  Works,  Ltd  iSalmson),  87, 
Victoria  Street,  London,  S.W.i.  "Aero- 
flight,  Vic,  London."  Vic  7026. 

Gordon  Watney  S:  Co.,  Ltd.,  Weybridge. 
"  Mercedes,  Weybridge." 

Weybridge  550  (7  lines). 

Green  Engine  Co ,  Ltd.,  Twickenham. 

Richmond  1203. 

G  Wynnes,  Ltd.,  Hammersmith,  W. 
"  Gwynne,  Hammersmith. " 

Hammersmith  1910. 

Napier  &  Son,  D.,  Ltd  ,  14,  New  Burlington 
Street,  London,  W.,  and  at  Acton,  W. 
"  Nitrifier,   London  "         Gerrard  8926. 

Rolls-Royce,  Ltd  ,  14  and  15,  Conduit  Street, 
W.i.      "  Rolhead,  London." 

Gerrard  1654-5-6. 

The  Siddeley-Deasy  Motor  Car  Co.,  Ltd., 
Coventry.  Coventry  oc,i  "Deasy, 
Coventry." 

Sunbeam  Motor  Car  Co.,  Ltd.,  Wolverhamp- 
ton.     "  Mourfield,  Wolverhampton." 

Wolverhampton  985. 

The  Gnome  &  Le  Rhone  Engine  Co.,  Ltd., 
27,  Buckingham  Gate,  S.W.i.  "Eleven-' 
fold,  London.        Walthamstow  811  (2 
lines). 

Walton  Motors,  Ltd.,  Walton-on-Thames. 
"  Motors,  Waltou-on-Thames." 

Waiton-on-Thaines  220. 

Electrical  Accessories— 

Belling    &    Co.,    Montague    Road,  Upper 
Edmonton,   N.18.      "Belling,  Edmon- 
ton.' Tottenham  1984. 
Brown  Bros.,  Ltd.,  Gt.  Eastern  St.,  EC.i. 
Gent     &      Co.,     Ltd.,     Faraday  Works, 
Leicester.     "Lodestone,  Leicester." 

National  151  (two  lines) 
Johnson  &  Phillips.  Ltd.,  Charlton,  Lon- 
don, S.E-7  juno,  London." 

Central  2207;  London  Wall  1564. 
The  Rotax  Motor  Accessories  Co.,  Ltd.,  Vic- 
toria Road,  Willesden  Junction,  N.W.10. 
"  Kodynalite,   'Phone,  London 

Willesden  248c. 

Electric  Cables— 

E.  Kalker  and  Co.,  Coventry.  "  Kalker, 
Coventry  "  Coventry  24X, 

Johnson  &  Philliiis,  Ltd.,  Charlton,  I  uiidou. 
S.E.7.     "Juno,  Loudon." 

Central  2207;  London  Wall  1564. 

Electric  Lighting  and  Power— 

Johnson  &  Phillips,  Ltd  ,  Charlton,  Lon- 
don, S.E.7.    "Juno,  London." 

Central  2207;  London  Wall  1564. 

Mann,  Egerton  &  Co.,  Ltd.,  117,  Cleveland 
Street,  London,  W.  "  Installing,  Eus- 
road."  Musejim  70  14  lines). 

Electro    Platers    and  Metal 
Polishers'  Engineers— 

W.  Canning  X  Co.,  \ '3-137,  Great  Hampton 
Street,  Bii'mingham.  "  Materials,  Bir- 
mingham." 

Birmingham  3022  Central  (3  lines) 

Fireproof  Petrol  Tanks— 

The  Aircraft  Improvements  Co.,  Morning- 
ton  vvorks,  Armigton  Road,  Camden 
Town,  N.W  1 

Flare  Lights— 

Imperial  Light,  Ltd.,  125,  Victoria.  Street, 
London,  S.W.i  "Edibrac,  'Phone, 
London. "  Victoria  3540  (3  lines). 

Flexible  ShaftS- 
Herbert    Terry    &    Sons,    Ltd.,  Redditch. 
"  Springs,   Redditch."         Redditch  61 


I 


August  13,  1919 


Aeronautical  Engineering  (Sumleffleiltto  THE  6oj, 


Fluxes- 
imperial  Light,  Ltd.,  123,  Victoria  Street, 
London,     S.W.i.      "  Edibrac,  'Phone, 
London."  Victoria  5540  (?  lines). 

The  Anto  Controller  Co.  (Firxite),  Vienna 
Road,   Berniondsey,  Eng. 

Flying  Boat  Builders — 

Gosport  Aircraft  Co.,  Gosport.  "  Flight, 
Gosport."  Gosport  217. 

Galvanising— 

Boulton  &  Paul,  Ltd.,  Rose  Lane,  Norwich. 
"  Aviation,   Norwich."       Norwich  851. 

Gauges— 

J.  A.  Prcstwieh  &  Co.,  Northumberland 
Park,  Tottenham,  N.17. 

Gears- 
Moss  Gear  Co.,  Ltd.,  Thomas  Street,  Aston, 
Birmingham.  "  Mosgear.  Birmingham." 

Glue-  -  East  4°7' 

Cannon,  B.,  &  Co.,  Ltd  ,  Lincoln.  Loudon 
Office,  no,  Cannon  Street,  EC. 4. 
"  Bececol'in,   Cannon,  London." 

•  City  1206. 

Improved  Liqnid  Glues  Co.,  Ltd.,  Gt.  Her- 
mitage Street,  E.  (Croid.)  "Excroiden, 
'Phone,   London."  Avenue  4611-2. 

Meudine  Co.,  8,  Arthur  Street,  E.C. 

Bank  5873. 

GOggleS- 
Triplex  Safety  Glass  Co.,  Ltd..  1,  Albemarle 
Street,  Piccadilly,  W.i.       "  Shatterlys, 
Piccy,  London  ''  Regent  1340 

Heating  and  Ventilating— 

Chas.  P.  Kinnell  and  Co.,  Ltd.,  65  &  65A, 
Southwark  Street,  London,  S.E.I. 
"  Kinnell,  London."    Hop  372  (2  lines). 

The  Thames  Bank  (Blackfriars)  Iron  Co., 
Ltd  ,  Upper  Ground  Street,  London, 
S.E.i.      "  Hot  Water.  Friars,  London." 

Hop  763. 

Instruments- 
British    Wright    Co ,  Ltd  ,    33,  Chancery 
Lane,  W.C.2.  Holborn  1308. 

Instruments    (Scientific,  Altimeters, 
etc.) — 

Short  &  Mason,  Ltd.,  Macdonald  Road, 
Walthamstow,  E.17.  "  Aneroid,  Phone, 
London."  Walthamstow  180. 

Insurance- 
Aviation  Insurance  Association,  1,  Royal 
Exchange  Avenue,  E.C. 3. 

London  Wall  9944. 
Bray,   Gibb  &    Co  ,    Ltd.,    166,  .  Piccadilly, 
:  W.i.' 

Captain  A.  Newman  (late  R.A.F.),  20, 
Bucklcrsbury,  E.C. 4.  City  4855 

Harold  Townend,  Ltd.,  13-14,  Abchurch 
Lane,  King  William  Street,  E.C. 4. 
"Carinsur,  London." 

Central  156  (2  lines). 
Percy     Wingfield,     22,     Newgate  Street, 
E.C.i.  City,.  4672. 

Leather  Cloth- 
New  Pegamoid,  Ltd.,  134,  Queen  Victoria 
Street,     London  "  Pegamoid,  Cent., 
London."  City  9704  (2  lines). 

Lubricating  Oil  Refiners  and 
Merchants— 

W.  B.  Dick  &  Co ,  Ltd  ,  90,  Feuchurch 
Street,  E.C..;  Telegrams,  Dicotto  Fen, 
London.  Avenue  7854  (2  lines.) 

Magneto  Driving  Pieces- 
Herbert    Terry   S:   Sous,    Ltd.,  Redditch. 
"  Springs,  Redditch."  Redditch  bi. 


Magnetos- 


The  British  Lighting  &  Ignition  Co.,  Ltd., 
204,  Tottenham  Court  Road,  W.i. 
"  Vicksmag,  Phone,  London." 

Museum  430. 

The  British  Thomson -Houston  Co.,  Ltd., 
Lower  Ford  Street,  Coventry.  "  As- 
teroidal,  Coventry."  Coventry  278. 

Metal     Casement  Manufac- 
turers- 
Henry  Hope  &  Sons,  Ltd.,  55,  Lionel  Street, 
Birmingham.     "  Conservatory,  Birming- 
ham." Central  999   (2  lines). 

Metal  Manufacturers- 
Clifford, Chas  ,  ,S:  Sons,  Ltd.,  Birmingham. 
"  Clifford,  Birmingham."    Central  42-43. 

Avenue  1432. 


Metals  in  General— 

Samuel  Mercer  &  Co.,  198,  Upper  Thames 
Street,  E.C. 4.  "  iteconciled,  Cannon, 
London.  City  6342. 

Metal  Parts  and  Fittings— 

Accles  &  Pollock,  Ltd  Oldbury,  Birming- 
ham.   "Accles,  Oldl  ury." 

Oblbury  in  (4  lines) 

Arnott  &  Harrison,  Ltd  ,  Hythe  Road, 
Willesden  Junction.    _      Willesden  2207. 

Bayliss,  Jones,  X  Bayli-.fl,  Ltd.,  Wolver- 
hampton. (Bolts  and  Nuts.)  "Bayliss, 
Wolverhampton."    Wolverhampton  1041. 

Blackburn  Aeroplane  &  Motor  Co.,  Ltd.-, 
Olympia,  Leeds.      '*  Prcoellors,  Leeds." 

Roundhay  34s  (t,  lines). 

Brown  Bros.,  Ltd.,  Gt.  Eastern  St.,  E-C.i. 

Mann,  Egerton  &  Co.,  Ltd.,  177,  Cleveland 
Street,  •  London,  W.i  "  Installing, 
Eusroad,  London."  Museum  70. 

Ruberv  Owen  &  Co.,  Darlaston,  South 
Staffs. 

Sankey,  Joseph,  &  Sons,  Ltd.,  Wellington, 
Shropshire.  "  Sankey,  Wellington, 
Salop."  Wellington  66. 

The  Selsdou  Aero  &  Engineering  Co.,  Ltd., 
1,  Albemarle  Street,  Piccadilly,  W.i. 
"  Selaero,  Phone,  Loudon."  Regent  1181. 

Thompson  Bros.,  ±.td.,  Bradley,  Bilston. 
"  Thompson  Bros.,  Bilston."    Bilston  10. 

Metric  Bolts— 

Cashmore  Bros  ,  Hildreth  Street,  Balham, 
S.W.  Battersea  415. 

Rubery  Owen  &  Co.,  Darlaston,  South 
Staffs. 

Miscellaneous- 
Anderson,     D.,     *     0011,    Ltd.  (Roofs), 
Belfast.    "Anderson,  Belfast." 

Belfast  4033-4034-4035. 
Brown  Bros.,   Ltd.,  Great   Eastern  Street, 
E.C  1  "  Imbrowned,  B^l'road,  London." 

London  Wall  6300. 
Herbert  Frood  Co.,  Ltd.,  Chapel-en-le-Frith. 
"  Frodobrake,  Birmingham." 

Central  793 

MacLennan,  J.,  &  Co.,  30,  Newgate  Street, 
E-C. 1.,  and  at  Glasgow.  Tapes,  Cords, 
and  Threads.  City  3115. 

Motor  Cars  - 

Arrol  Johnston,  Ltd.,  Dumfries.  "  Mocar, 
Dumfries."  Dumfries  281-282. 

Mann,  Egerton  &  Co.,  Ltd.  ;79/38i,  Euston 
Road,  London,  N.W.j  "  Manegecar, 
Eusroad,  London  ''  Museum  70. 

Standard  Motor  Car  Co.,  Coventry.  "  Fly- 
wheel, Coventry  ■ 

Coventry  530  (4  lines). 

Nameplates  and  Labels— 

The  .  Clegg  Metal  Engraving  Co.,  Ltd., 
Worthing.    "Clegg,  Worthing." 

Observation  Panels— 

Triplex  Safety  Glass  Co.,  Ltd.,  1,  Albemarle 
Street,  Piccadilly,  V  j.  "Shatterlys, 
Pico   l^jndon."  Regent  1340. 


Oils- 

C.  C.  Wakefield  &  Co.,  Ltd,  Wakefield 
House,  Cheapside,  ICC. 2.  "  Cheery, 
Cent,  London  "    Central  11305  &  13466. 

Parachutes— 

E.  R.  Calthrop's  Aerial  Patents,  Ltd., 
Eldon  Street  House,  Eldon  Street, 
London,  E  C.  "  Savemalivo,  Ave,  Lon- 
don." Loudon  Wall  3266-3267. 

C.  G.  Spencer   &   Sons,  Ltd. 
(See   under   "  Balloons  "). 

Piston  Rings— 

The  Standard  Piston  Ring  and  Engineering 
Co.,  Ltd.,  Don  Road,  Sheffield.  "Ocean, 
Sheffield  "  Sheffield  2149 

Presswork— 

Rubery  Owen  &  Co.,  Darlaston,  South 
Staffs. 

Terry,  Herbert,  &  Sons,  Ltd.,  Redditch. 
"  Springs,  Redditch."  Redditch  61. 

Propellers— 

The  Aircraft  Improvements  Co.,  Morning- 
ton  Works,  Arlington  Road,  Camden 
Town,  N  W.i. 

Blackburn  Aeroplane  &  Motor  Co.,  Ltd., 
Olympia,  Leeds.     "  Propellors,  Leeds." 

Roundhay  345  (3  lines). 


Propellers  (continued). 

Boulton  &  Paul   Ltd.,  Rose  Lane,  Norwich, 
"  Aviation,  Norwich."        Norwich  851. 
Ebora   Propeller   Co.,    11    &    12,  Surbiton 
Park      Terrace,  Kingston-on-Thames 
"  Ebora,  Kingston."  Kingston  672. 

Integral  Propeller  Co.,  Ltd.,  "  Aviprop, 
Hyde,  London." 

Heudon  9.     Kingsbury  ioj 
Lang  Propeller,  Ltd.,  Weybridge.      "  Aero- 
sticks,  Weybridge.  '    Weybridge  520-521. 
Oddy,  W.  D.,  &  Co.,  Leeds.  "Airscrews, 
Leeds."  Leeds  20547-8. 

Westland  Aircraft,  Yeovil.  "  Aircraft,  Yeo- 
vil." Yeovil  129. 

Pyrometers— 

The  Foster  Instrument  Co.,  Letch  worth, 
Herts.  "  Foster  instruments,  Letch- 
worth."  Letch  worth  26. 

Rawhide  Hammers— 

lra  Stephens,  Whitelauds  Leather  Works, 
Ashton  under-Lyne.  "  Stephens,  709, 
Ashton."  Ashton  709. 

Rigging  for  Aircraft— 

Cractock,  Geo.,  &  Co.,  Ltd.,  Wakefield, 
England.    "  Cradock,  Wakefield." 

Wakefield  466 

Rubber  Tubing  &  Accessories- 
Hancock,  James  Lyne,  Ltd.,  266,  Goswell 
Road,    London,    E-C  1       "  Masticator, 
Isling,  London.  '  City  3811  &  3812 

Safety  Belts— 

C.  H.  Holmes  &  Son,  38,  Albert  Street, 
Manchester.    "  Semloh.  Manchester." 

City  4433. 

Screw-driving  Machines— 

Russell  Bros.  (Redditch),  Ltd.,  Littleworth, 
Redditch.    "  inventors,  Redditcn." 

Redditch  74. 

Seaplane  Manufacturers— 

Blackburn  Aeroplane  &  Motor  Co.,  Ltd., 
Olympia,  Ljeds.     "  Propellors,  Leeds." 

Roundhay  545  (3  lines). 

Phcenix  Dynamo  Manufacturing  Co.,  Ltd., 
Thornbury,  Bradford.  "  Dynamo,  Brad- 
ford." Bradford  3700   (7  lines). 

Short  Bros.,  Rochester.  "  Seaplanes, 
Rochester."  Chatham  627. 

Supermarine  Aviation  Works,  Ltd.,  South- 
ampton. "  Supermarin,  Southamp- 
ton." Wooiston  37. 

Searchlights  &  Landing  Lights 

Brown  Bros.,  Ltd.,  Great  Eastern  St.,  E.C.i. 

Imperial  Light,  Ltd.,  123,  Victoria  Street, 
London,  S.W.i.  "  Edibrac,  Phone,  Lon- 
don "  3540  Victoria  (3  lines). 

Shock  Absorbers- 
Luke  Turner  &  Co.,  Deacon  Street,  Leices- 
ter Leicester  967. 
Tubbs,  Lewis  ik  Co.,  Ltd.,  29  &  30,  Noble 
Street,  E  C. 2.    "Elastics,  London." 

City  22. 

Sheet  Metal  Pressings— 

Accles  &  Pollock,  Ltd  ,  Oldbury,  Birming- 
ham.   "  Accles,  Oldbury." 

Oldbury  111  (4  lines) 
Blackburn   Aeroplane   &   Motor  Co.,  Ltd., 
Olympia,  Leeds.     "  Propellors,  Leeds." 

Roundhay  345  (3  lines) 
Rubery    Owen    &    Co.,    Darlaston,  South 
Staffs. 

Sheet  Metal  Work— 

The  Acetylene  Corporation  of  Great  Britain, 

Ltd.,      49,      Victoria      Street,  S.W.i. 

"  Flamma,  Vic,  London."  Vic  4830 

Rubery  Owen  &  Co.,  Darlaston,  South 
The  Selsdon  Aero  &  Engineering  Co.,  Ltd., 

1,    Albemarle    Street,    Piccadilly,  W.i. 

"  Selaero,  Phone,  London." 

Regent  11S1 

Imperial  Light,  Ltd.,  123,  Victoria  Street, 
London,  S.W.i.  "  Edibrac,  Phone,  Lon- 
don." Victoria  3540  (3  lines). 

Solder  Manufacturers— 

Samuel  Mercer  &  Co.,  198,  Upper  Thames 
Street,  E.C. 4.  "  Reconciled,  Cannon, 
London."  City  6342. 

Sparking  Plugs- 
Brown  Bros.,  Ltd.,  Great  Eastern  St.,  E  C. I. 
Lodge   Sparking   Plug   Co.,  Ltd.,  Rugby. 

"  Igniter,  Rugby.'  Rugby  235. 

The  Robinhood  Engineering  Works,  Ltd., 

Neulauds,       Putney       Vale,      S.W. 15. 

Makers     of     KLG   Plugs.      "  Kaelgee, 

Phone,  London." 

Putney  2132-3. 


6o6 


Aeronautical  Engineering 


August  13,  ,9,g 


2UIIIIIIIIIIIIIIIIIIIINII' 


=  Accumulators— 

—  chcstcr,   1638  1  ^  ' 

1       Acetylene  Welding  Plant- 


Aeroplane  Manufacturers- 

Aircmfl  Mnnnhctnr:ne  Co.  Lid  Htndon. 
"Airmanship,  Hvde,  London 

Kingsbury  2:0. 
Armstrouc  ^ir  W    Whilwnrth  &  Co.,  Ltd., 
Newcastle  ■  011  -  Tyne.  "AnnstruiK 
Aviation    W  wl  ,<l.  -on-Tyne  " 

Gosforth  "ioo. 

Blackburn  Aeroplane  &  Motor  Co.,  UA, 
Olymoia,  Leeds.     "  Prnpcllors.  Leeds 
Rouudhny  345  <3  'mt*l 
Boulton  &  Paul,  Ltd  ,  Rose  Lane,  Norwich. 


i:h  ' 


Ltd.  Head 


Biilish  &  Colon;  il  Aeroplane  Co.,  I. to. 
(Tbc  Bristol  Co.),  Filton,  Bristol 
"Aviation,  Bristol."  Bristol  3906 

Centri)  Aircraft  Co,  High  Road,  Kilburn, 
N.W.6    "  AviduLiiun,  Phone,  Loudon." 

liaui'istcad  i.\o}  and  4424. 
Dawson,  Jobn,  &  Co.  Ltd.,  NcwcnsUe-on- 
Tyne.       "  Dependable,  Newcaslle-on- 
*iync."  Ccutral  ;6i~|  [i  lines}. 

Eastbourne  Aviation  '.Zo.,  Ltd  ,  Eastbourne 
"  Aircraft,  Eastbourne  " 

Eastbourne  117(1. 
Co.,  Gosport. 


Graii  11 


■  \\\\ 


TUlldoi 


Ltd 


Hamll.  v  page,  Lid  , 


I.W  2 


Hydr.i; 


.  London 
ine,  Hyde, 

12,     Resent'  street, 
Regent  2064. 
10,  Cncklewood  Lane, 
"  Ic,  London  " 


[l.in 


lead 


'•  sociable, 
tegent  yi2. 
Norwich. 


Co.,  Ltd., 
rucanlly,  London, 
St  James,  London.' 
Mann,    Egerton    &  C 

Norwich  482  (4  lines). 
Martinsyde,     Ltd  ,     Brooklands,     By  fleet, 
"  Martinsyde,  WVybridge." 

Woking  331;  Byfleet  171 
"  Nieuiiort "    ft    General    Aircraft  Co., 
Cricklewood,  London,  NW-2.     "  Nieu- 
scout,  Crickle,  Loudon.' 

Willcsdcn  2433 
Bhocnix  Dynamo  Manufacturing  Co.,  Ltd 

Tbornbury,        Bradfnrd.  "Dynamo 

Bradford."  Bradford  3700  (4  lines).' 

Roe,    A.    V.,    &    Co.,    Ltd.,  Manchester. 

"  Triplan;,  Manchester  " 

City  6530-8531,  Manchester. 
Saunders,  S.  E.,  Ltd,  East  Cowes,  I.O.W. 

"  Consuta,  East  Cowes."  Cowis  193. 
Short    Bros,    Rochester,    Eastcliureh  and 

Whitehall  Houic,  SW  "Twaed,  Phone, 

London."  Regent  37a 

The  Siddeley  Dcasy  Motor  Car  Co.,  Ltd., 

Coventry.       Coventry  054         "  Deasy, 

Coventry." 

Sopwith  Aviation  Co.,  Ltd  ,  Kingston-on- 
Thames.     "  Sopwith,  Kingston  " 

Kingston  18  lines). 


Vickers,  Ltd  ,  Impi-rial  Courl    Basil  strec! 
Knighubridg..-      s  W-3.     '  "  Vicker/yto 
i^mgnis,  London."       Kensington  toic 
Waring    &    Cillow.    Ltd.,  Hammersmith 

wansen,  Ox,  Londnti  "  Museum 
Wetland  Aircraft,  Yeovil     "Aircraft,  Ye. 

Yeovil  i2< 

"Vhii^T"1;  &r  Co"  Ud  •  East  Cowe, 
White,  East  Cowes"  Ccwr. 


£ffig  •  MeroplariQ  • 


>r  Eastcburch,  and  | 
S.W.  "Tested,  ! 

r,~"  Regent  37& 

J  Sons,  Ltd. 
V"  "sec'  ande'r  "  Balloons  "L 

Aluminium  Castings  (Sand  and  Die) 

R    W     2iq,  Goswell    K":nl,    i.i .mtnii, 
Coan,      ■  Islint:.  I."ndi>n. 


ort  Bros,  Roctt«t 
WhiU'ball  Jlim-e, 
, 'Phone,  l.ou -Ion  ' 


jns,  Ltd  ,  .=;o\,  ITigh- 
'■  .\,  ri'iianl,  I.inidini." 
Dalston  189$ 


Bent  Timber  Parts- 

Hopton    X    Sons,  George 


Bearings  <Et"ni 

Brown  Bros  ,  Lt< 
Yorkshire  Eng1 


i  Cast  Phosphor  Bronze) 
.  Gt.  Eastern  St.,  E.C.i. 
leering  Supplies,  Ltd., 
5.     *'  Yes,  Leeds.  ' 

Central  39:7. 


Blowpipes  (Oxy-Acetylene)— 

Acetylene  Corporation  of  Great  Britain, 
]'t,l  tii:  ,  vii  loria  Street,  Wcsimins- 
ter   SWi    ■'  l-laiuoja,  Vic,  London." 

Vic.  4830 

Imperial  Light,  Ltd ,  123,  Victoria  street, 
London,  S.W.I.  "  Edibrac,  'Phone, 
London."  Vic.  3540  (3  lines). 

BoltS- 
Mitchell    Wedgewood    &    Co.,  Campbell 
Works,     Stoke     Newington,  London, 
N  16  Dalston  3500  (2  lines). 

Books  (Aero  I.ngines)— 

Dykes*  Auto    ■encyclopedia,    Gillam,  149, 


Buildings- 

Boulion  A  [Vuj,  Ltd 
"  Aviation.  Nor  A' 


Hose  Lane,  Norwich 
H."  Norwieh  S3 1 
,   Darlastou,  South 


Cable    Coverings    and  Cable 
Contrtjjs— 


Herbert  Terry 


Carburettors- 


Nie-uwhuf,  Surie  Si  .0.,  Ltd.,  ^.  I.lovds 
Aveaue,  London  EC.3  "Surieodon, 
I-eL,  Jond-in."  Avenue  34  and  35. 

Clothing— 

Burberry's,   Ltd  ,   Hoymarket,  S.W.i 
_     .  .„,      .  j  Regent  2165. 

Dunnill's  Ltd.,  Euston  Road,  N.W.i. 
■' Dunseud,  London."         North  3405-0. 

Component  Parts— 


.id  Oldbury,  Birmiug- 
Oldbury." 

„  „  •  Mdbury  111  (4  lines). 

Brown  Bros,  Ltd,  Gt.  Eastern  St  ECi 
Central  Aircraft  Co.,  Hich  Road,  Kilburn, 
N.W.6.    "Avldiiction,   Phone,  London." 
„.  Hanapstead  4403  it  4404. 

Ihompson   Bros    'Hilstonl,   Ltd.,  Bradley, 
'  Thompson  Bros.) 

Bilstou  10. 


"Anli.. 


EiiKla..  . 


Dopec 

Titanine,     Ltd,     175,     Piccadilly,  w, 
"Tetrafre-,  1'iccy,  Lon  l,,n  "  n^Lr*;1 
British   Cellulose   Co,   h.  rl,""r  .-^ 

-S.W.i.     "Cellutntc,  London  lact- 

The  British  Emaillitc  Co,  lid   '-f  ^ 
Street,    RXT.i.      "  Ridleypren,  vi^} 

Ccllon,  Ltd,  22,  Cork  Street,  I  (wu'  >v  0 
"  Ajawb,  Reg,  Loudon  "     r,L-rrarj  1 

Robt.  Ingham  Clark  &  Co.,  1  td  '  \v' 
Ham  Abbey,  E-is.  "  Okolini-'  ct_? 
Lotion."  Easf^ 

Engines  and  Parts— 


Cords,  Tapes,  and  Threads- 

aiacLennaa,  J,,  &  Co.,  -,o,  Ntwgjiii  strtt-t 
~  E.C  i.  .And  «l  Gla»go""        city  1115.  "  Siirinns    Keddttcli."  - 

 m  iM  ,„„„„  


W  1 


The  Siddeley-Deasy 
Coven  trv.  Cov 
Coventry  " 

Sunbeam  Motor  Tar 
ton       "  Moorfi'-I 

The  Gn6me_&  3„e  U 

fold,  Lo.i'kri 
lir.es). 
Walton   iMolors,  LI 


Electrical  Accessories— 

Belling    &    Co.,    M^outague  Koad, 
Edmonton,    .N.18.      "  Belling,^ 

Brown  Bros.,  Ltd.,^  Gt.  Eastern  SI 

Johnson   &    Phillips    Ltd  Lluirlli: 

The  Rotux  Motor  Accessories  C?„  1 
Lnnu  ^Koad ,  iVill.-l.  11  Jim- 


"Deasy, 


Electric  Cables- 

E    Kalkcr  and  Co., 


PbilUps,  Ltd.,  Charltoi.,  l  uadou. 
"Juno,  London"  , 
Central  2207;  London  WalUW 


Electric  Lighting  and  Power 

Johnson    &    PuiUipS,  Lin  .  Cliarlt.-n,  w 


Electro    Platers  and 

Polishers'  Engineers 


Metal 


;cef,  Birmingbl 
Birmingham  : 


:  Central  13 


Fireproof  Petrol  Tanks- 

The  Aireraft   Im|.l ■ovcinenti  Co  ,      '  '  ^.i,,, 
to..    \Vnrk-.,    Arrniwion    Koad,  taw 


Flare  Lights— 

Imperial  Lighi,  >■< 
Loudon,  S.W.J 
Lor.dou  "        '  Vl 

Flexible  Shafts- 


AUGUST  I3»  1919 


Aeronautical  Engineering 


(Supileincnt  to  The  Aruopu 


6oj, 


nX"o'^"MY  c=.Faiu,..'v.t„„n 
Road,  armonclsey,  Ene 

Fiving  Boat  Builders— 


^'^Itirniii 

East  407- 

^'o^ii^111.  r-  •  &  Cn  ■         •  L'rmm-  London 
nffiee,     no,     Cnnuon     Street,  E.C.4- 
Dececolin,  Cannon,  London," 


Iujprovi-il  Liquid  r.b 


Lt 


GoggleS- 


Street.  E.  iCroid.l 
,  London."  Avenin  4(111- 

Jo,  S,  Arthur  Street,  E-C. 

Bank  58} 

fety  Glass  Co.,  Ltd..  1,  Albcmar 


Heating  and  Ventilating- 


lnstruments- 


H..11.M 


Instruments    tScientific,  Altimeters, 

etc.)- 

Short  &  -Mason,  Ltd.,  Maedonald  Road, 
Wall  hams  tow,  E17.  "  Aneroid,  Phone, 
London."  Wallhamstow  iMo. 

Insurance- 
Aviation  Insurance  Association,  r.  Royal 
Exchange  Avenue,  E.C  3. 

London  Wall  (<Q44. 
Bray,  Oibb  &    Co ,    Ltd.,    166,  .  Piccadilly, 

Captain  A  Newman  Hate  R.AiTL) ,  ao, 
Diiekltrsbury,  E.C.J.  Ciiy  iS;5 

Harold  TuwiKiid,  Ltd.,  n-n,  Abchurdi 
Lnne,  King  William  Street,  E.C. 4. 
'Carinsur,  London." 

n  Central   is6  (2  lines). 

p"ey  Wmefie'.d.  S3,  Newgate  Street, 
EC  1  cityi  4672. 

Leather  Cloth- 

ew  I'eg.iiiioid,  Ltd  ,  134,  Queen  Victoria 
1  .  „I*ont'011  "  re«auioid.  Cent., 
WJaaon.  city  0704  12  lines). 

Lubricating  Oil  Refiners  and 
Merchants- 

«  D  DiL-k  &  co,  Ltd,  90,  Feuehurch 
J^eet,  i;  c.i  relegrams,  Dicotto  Fen, 
London  Avenue  7854  (2  lines.) 

Magneto  Driving  Pieces- 

«"Ihti    Terry    ,v    Sous,    Ltd,  K>diiiteh. 
''"^Si  Ked.liteh."  Redditch  t»i- 

^agnetos- 

The  Brilwh  Lightins  &  Ignition  Co.,  Ltd., 
;04,     lolteniiiiui     Court     Road,  W.i. 
Mcksmag,  Phone,  London." 
Th>.  ti      .    _  Museum  410. 

T„Bn;,Ml_.  Thonwon-Houston    Co.,  Ltd., 


L01 


COVLI 


'  .-\s- 


teroidal,  Cown-.ry."  Coventry  278. 

Metal     Casement  Manufac- 
turers- 

"ffirn11-01";  81  Sons'  Lld  -  S5<  l-ionel  Street, 
(..  "".^"a  11      "  Conservatory,  Birming- 
Central  900  (2  lines). 

Manufacturers- 

Sons,  Ltd  ,  Birmingham. 


Metal 


Clifford,  BirmiiiBh'am  "  cotttal'i 


 II 


;  iiiiiiiiiiiiiiiiiiiiiniiH 


Metals  in  General— 

^"sirl^^K'i-  &  ,98,  Pprier  Thames 

i     j  '  1       '  'tecom-iled,  Cannon, 

London.  city  63^; 

Metal  Parts  and  Fittings- 


Willesden  lumtinn.  '  Willesdei 
yliss,  Jones,  &  Bay  lb  1,  Ltd  ,  \\ 
hainpton.    (Bolls  and  NuL-  1    "  H 


Metric  Bolts— 

Cnshniore  Bros ,  Hildreth  Street,  Bolham, 
S.W.  Battersea  415. 

Rubery  Owen  &  Co.,  Darlaslon,  South 
Staffs. 

Miscellaneous- 
Anderson.    D.,    ,\    .1011,    Ltd.  (Roofs), 
Belfast   "Aadersoa,  Belfast." 

Belfast  4033-4034-4035 
Brown  Bros.,  Ltd.,  Great   Eastern  Street, 
E  C  1  "  Imbrowncd,  B-  " 


Lo 


all  630 


Herbert  Frood  Co.,  Ltd.,  Chapel-ei 
"  Frodobraki  ,  liinniiigham." 

Central  701 

MacLennati,  J  ,  &  Co.,  jo,  rJcwgate  Street, 
E  C  i.,  and  at  Glasgow.  Tapes,  Cords, 
and  Threads.  City  3115. 

Motcr  Cars- 

Arrnl  JohiLston,  Ltd  ,  Dumfries  "  Mocar, 
Du-nfries."  Dumfries  .'Si-jSj 

Mann.  Egerton  &  Co.,  Ltd.  -79/381,  Fusion 
Road,  London.  N.W.i  "  Manegccar, 
E  lis  road,  Loudon  '  Museum  70. 

Standard  Motor  Car  Co.,  Coventry  "  Fly- 
wheel. Coventry 

Coventry  530  (4  lines). 

Nameplates  and  Labels— 

The  Clegs  Metal  engraving  Co  ,  Ltd., 
Worthing.    "Clegg,  Worthing." 

Observation  Panels— 

Triples  Safely  Glass  Oj-,  Lid.,  1,  All n. mail'. 
Street,  rieeadiliv,  \.  -  "  SliaKerly-, 
Pico    l^ndoti."  Regent  1340. 

Gils- 

C  C  Wakefield  &  Co.,  Ltd,  WakeloU 
House,  iMK.T.isi.lc,  E  C .2.  "  Cheery, 
Cent,  Loudon  "    Central  1130S  &  13406- 

Parachutes— 

E  R  Calthrop's  Aerial  Patents,  Ltd., 
Eldon  Street  House,  Eldon  Street, 
I  oudon  EC  "  savemalivo,  Ave,  Lon- 
don."   '  London  Wall  3266-3207- 

C.  G.  Sne.ic.-r  &  sons,  Lid. 
[See   under  "Balloons  ) 

Piston  Rings- 

I  h,    M-iitd'ipi  l-isl-.n  Ume.  and  HiiKwuLnng 
1  1,1    11. .11  Uu.ul,  ^lu-ituM    "  Ocean, 
Sheffield  "  Shellield  .140 

Presswork— 

Rubcry    Owen   &   Co.,    Darlastou,  South 
TerSf^erbcrt.   &    Sons,   Ltd.,  Rwlditeh. 
"Springs,  ReddUeh."  Reddilch  61. 

Propellers— 

The  \ircralt  Iraprovemeuls  Co,  Mnniim:- 
t,m    w..rks.    Arlington    Road,  tamden 

flLickbur!i  Aeroplane  5;  Motor  Co.,  Ltd.. 
Olympia,  Leeds 


Propellers  (continued). 

Boulton  iv  Paul   Lid..  Rose  line,  Norwich, 
"  Aviaio.n,    Nuruich  '■         Norwich  S5E. 
Ebora  I^oii^ller  Co.,    11    &    (2.  Surbiton 
Park     Tirra:e.  Kingston-on-Thames 
"  F.biira,  Rin,:iLon  "  Kingston  '.7;. 

Integral  Propelftr  Co.,  Ltd.,       "  Aviprop. 
Hyde,  London," 

Heudoa  9.     Kingsbury  iqj 
Lang  Propeller,  Lid  .  Weybridgi-.     ■■  Aero- 
stieks,  Weybridje.  ■    Weybndge  s;o-;;j. 
Oddy,  W.  D.,  &  Co  ,  Leed-     "  Air-erovs, 
I'tcds-"  Leeds  .o-.47-6. 

Wesllaud  Aireraft,  Yeovil.    "  Aircraft,  Veo- 
\eovil  129. 


Pyrometers- 


Rawhide  Hammers— 

Ira  Stephens,    Wh.telands  Leal 


Co,  Letehworth, 
'-uuKiils,  Leteh- 
I.etchworth  26. 


Ashtou  709.  — 


Rigging  for  Aircraft- 


Rubber  Tubing  &  Accessories—  = 

Hancock,  Janie-.;  Lyn;;,  Lid,  .'jp,  i".o>«ell  = 

Road,    Loudon,   E.C  1       "  .Masticator,  = 

Safety  Belts—  H 

C.  ft.   Holmes  &  Son,  38,  Albert  Street,  = 

Mamhesler.     "  Semloli.   Manchester  "  — 

City  443a  = 

Screw-driving  Machines—  = 

Russell  Bros.  (Redditch),  Lid  ,  Littlewortb,  — 

Reilditeh.    "  iuvvntors,  Red  liun."  = 

K.-dilileh  74.  — 

Seaplane  Manufacturers— 

Blackburn  Acropla^   S   Motor  Co,  Ltd,  = 

Olympia,  Lreds.  "  I'ropcllors,  Leeds."  — 
Roundhay  .145  (3  lines! 

Phccnix  Dynamo  Man ufacturing  Co  ,  Ltd.,  — 

Thornbury,  Bradford.    "  Dynamo,  Brad-  — 

ford  "               Bradford  3700  (7  lines).  S 

Short       Bros.,       RoehesU-r.       "  Seaplaut-s,  — 

Rochester  "                          Chatham  627.  — 

Superuiurim;  Aviatiou  Works,   Ltd.,  houlh-  = 

amp  ton          "  Supvrmanu,^ soulhamp-  — 

Searchlights  &  Landing  Lights  = 

Brown  Bros  ,  Ltd.,  Great  Eastern  St.,  E.C.i.  — 
Imperial  Light,  Ltd., 


Lo 


le,  L01 


5540  Vii 

Shock  Absorbers- 
Luke  Turner  i.  Co.,  Deacon  Street.  Leices- 
ter Leicester  467. 
Tubbs,  Lewis  a  Co.,  Ltd  ,  29  &  Noble 
Slreel,  F,  C  2     "Elastics,  London." 

City  22. 

Sheet  Metal  Pressings— 

Accles  S  Pollock,  l.tJ,  Oldbury,  Birming- 
ham.   "  AecleS,  Oldbary." 

Oldbury  111  14  l'"^ 
Blackburn  Aeroplaae  it   Motor  Co  ,  Ltd  . 
Olympia,  LeeJs.     "  Proiwllors,  Leeds." 

Roundhay  ,45  (j  lines) 
Rubery    Owen    &    Co.,    Darlastou,  South 
Staffs 


Sheet  Metal  Work- 


n  of  C 


The  Acetylene  Corpu 

Ltd.,     49,     Vict-n-ia     nu  1 

Rubery    Owen    &'  Co  ,  Darla 
The  Sels  Ion  Aero  ^  Engineer! I,^ 

I,    Albemarle    street,  ^  Piccadilly,  W 


Britain,  = 


Ltd., 


Solder  Manufacturers— 

Samuel  Mercer  &  Co..  19*.  Vyoer  Thames 
Street  E  C  4-  Reconciled,  Camion, 
London."  City  6542. 

Sparking  Plugs- 
Brown  Rrus.,  Ltd.,  Great  Eastern  St.,  E.C.i 
Lodge    svn-kin^    Ting    Co.,    Ltd.,  Rugby. 

"  Igniter,  Rugby.'  Kugby  235- 

The    Robmbn  ..!    EncineeniHT    Work-,  Ltd  , 

Newlatlds,      Putney      Vale,      S.W. 15. 

Mak-rs    of    KLG   Plugs.      "  Kaelgec, 

Phone,  London." 

Putney  n\2-y 


608     (supplement  to  the  aeropunb.)  Aeronautical  Engineering 


August  13,  1919 


"  Tfcie   Aeroplane "   Buyers1   Guide.- continued. 


Springs- 
Dart  Spring  Co.,  West  Bromwich.    "  Dart, 
West  Bromwich.''    West  Bromwich  332. 
Terry,  Herbert,    &   Sons,   Ltd.,  Redditch. 
"  Springs,  Redditch." 

Redditch  61  (3  lines). 

Steel- 

Alleu,    Edgar,    a     Co.,    Ltd.,  Sheffield. 

"Allen,  Sheffield."  Sheffield  4607. 

Brown  Bros.,  Ltd.,  Great  Eastern  St.,  E.C.I. 
Firth,  Thos.,  &   Sous,  Sheffield.  "Firth, 

Sheffield."  Sheffield  3230  to  3257. 

Jonas    6t    Colver,    Ltd.,    Continental  Steel 

Works,   Sheffield.     "Jonas,  Sheffield." 

Sheffield  4660 

Nicklin,  Bernaid,  &  Co.,  Birmingham. 
"  Bernico,  Birmingham." 

Smith  wick,  224. 
Spear  &  Jackson,  Ltd.,  -Etna  Works,  Shef- 
field.    "  Spear,  Sheffield." 

Central  4522-3-4. 

Steel  Tubes  for  Aeroplanes— 

Acclca  &  Pollock,  Ltd  ,  Oldbury,  Birming- 
ham.   '•  Accles,  Gldbarv." 

Oldbury  111  (4  lines) 

Tapes  and  Smallwares— 

MacLetman,  John,  &  Co.,  30,  Newgate 
Street,  E.C.i.    And  at  Glasgow. 

City  3115. 

Timber— 

Hopto;i  &  Sons,  George  •  Street,  Euston 
Square,  London,  N.W.i.  "  Hoptons, 
Eusquare,  Loudon  Museurn  496. 

Also  at  Market  Harborough,  Leicester- 
shire.   "Hoptons,  Market  Harborough." 

Market  Harborough  13. 


Time  Discipline  Apparatus- 
Gent     &     Co.,     Ltd.,     Faraday  Works, 
Leicester.     "Lodestone,  Leicester." 

National  151  (two  lines) 


TOOlS- 
Richard  Mather  &  Sou,    Shoreham  Street 
Works,  Sheffield 

Sheffield  4349. 


Turnbuckles— 

Brown  Bros.,  Ltd.,  Great  Eastern  St.,  E.C.i. 
Rubery    Owen    ."i    Co,     Darlaston,  South 

Staffs. 


Tyres  and  Wheels— 

The     Palmer     Tyre,     Ltd.,  Shaftesbury 
Avenue.    "  Tyricord,  Westcent." 

Gerrard  1214  (5  lines). 


Undercarriages- 
Thompson  Bros.  iBilston),   Ltd.,  Bradley, 
Bilston,   England.     "  Thompson  Bros., 
Bikton."  Bilston  10. 


Varnishes— 

The  British  Emaillite  Co.,  Ltd.,  30,  Regent 
Street,  S.W.i.  "  Ridleypreii,  Piccy, 
London."  Gerrard  2S0. 

Thomas  Parsons  &  Sons,  315  &  317,  Oxford 
Street,  London,  W.i.  ' "  Varjap,  Phone, 
London."  Mayfair  6347  (3  lines). 

Robt.  Ingham,  Clark  &  Co.,  Ltd.,  West 
Ham  Abbey,  g.15.  "  Oleotine,  Strat, 
London."  East  955. 

Harland,  \v.,  fi  Son,  Merton,  London, 
S.W.19.    "  Harlaul,  Wimbledon  45  " 

Wimbledon  45  and  1395. 

Naylor  Bros.,  Ltd.,  Southall,  Middlesex. 
"  Naylor,  Southall."  Southall  30. 


Washers- 
Terry,  Herbert,  &  Sons,  Ltd  ,  Redditch 
"  Springs,  Redditch."  Redditch  6i 


Welding  and  Cutting  Plant— 

Acetylene  Corporadon  of  Great  Britain, 
Ltd.,  The,  49,  Victoria  Street,  West- 
minster, S.W  1.  "  Flamma,  Vic, 
London  »  Vic  4S30. 

Imperial  Light,  Ltd ,  123,  Victoria  Street, 
London,  S.Wx  "Edibrac,  Phone, 
London."  Victoria  3540  (3  lines). 


Welding  Repairs- 
imperial  Light,  Ltd  ,  123,  Victoria  Street, 
London,     S.W.i.      "  Edibrac,"  Phone, 
London."  Victoria  3540  (3  lines). 


Wind  Shields— 

Austcr,  Ltd.,  133,  Loug  Acre,  W.C.  ".  Win- 
flector,  London  '•  Regent  5910. 

Triplex  Safety  Glass  Co.,  Ltd.,  1,  Albemarle 
Street,  Ticcadilly,  W.i.  "  Shatterb's, 
Piccy,  London."  Regent  1340. 

Wire  GaUZe- 
Greening,  N.,   &  Sons,  Ltd  ,  16,  Finsbury 
Street,     London,     E  C.2       "  Setscrew, 
Finsquarej  London."  London  Wall  1082. 


Wire  and  Cables— 

Bruntons,  Musselburgh,  Scotland.     "  Wire- 
mill,  Musselburgh."      Musselburgh  28. 

Cradock,    Geo.,    &    Co.,    Ltd  ,  Wakefield. 
England.    "  Cradock,  Wakefield." 

Wakefield  466  (3  lines)*. 

Wirework— 

Terry,  Herbert,   &  Sons,  Ltd,  Redditch. 
"  Si>rings,  Redditch  "         .  Redditch  61.  . 


Woodworking  Machinery— 

Sagar,  J,  X  Co,  Ltd,  Halifax  "Saw- 
tooth," Halifax."  riniifax  136. 

Wadkin  &  Co  ,  Leicester  "  Woodworker, 
Leicester  "  Leicester  1614. 


ALUMINIUM 


We  undertake  full  responsibility  for  the  accu- 
racy and  quality  of  our  castings  from  the  time 
our  Pattern  Shops  receive  the  drawings  until  you 
receive  the  castings.  We  have  our  own  Labora- 
tory and  Physical  Testing  Plant.  All  alloys  are 
made  under  the  control  of  a  Head  Chemist. 
Analyses  and  tests  are  taken  daily,  thus  ensuring 
regularity  and  uniformity  in  our  castings. 

We  have  the  latest  equipment  in  Moulding 
Machines  for  any  size  casting,  and  can  quote 
very  favourably  for  repetition  work.  We  invite 
your  enquiries. 


IRON 


Motor  Cylinders,  Water  and  Air  Cooled. 


WM.  MILLS  LTD 

Aluminium  and  Iron  Founders, 
Atlas  Works,  Grove  Street, 

INGHAM. 


sTiiui  1  it  1 1 11 1  it  mi  1 1 !  1 1  hi  ( 1 1  i  11 1111 1 1 111111111  minium  iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiHiiiiiimiiiiiiim  muinn= 

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(Supplement  to  The  Aeroplane.) 


609 


THE   AERIAL   ARM:    Its  Func- 
tions and  Development. 

With  an  Introduction  by 
Major-General  Sir  W-  SEFTON  BRANCKER,  K.C.B.,  A.F.C. 
6s.  6d.  net.  7s,  post  frae, 


By  LIEUT.-COLONEL  N.  J.  GILL,  C.B.E,  M.C. 


Contents  : — Chap.  i. — The  Atmosphere.  II. — Airships. 
Hi. — The  Aeropline.  IV. — Progress  in  Aeroplane  Design, 
v. — The  Evolution  of  Types,  vi. — Navigation  of  the  Air. 
VII. — The  Military  Use  of  Aeroplanes,  vm.  — Co-Operation 
Afloat. — ix. — Air  Power. 


By   A.    S.    G.  BUTLER 
PLAIN  IMPRESSIONS. 

WITH  AN  INTRODUCTION  BY  C.  G.  GREY. 
Crown  8vo.  2s.    6d.  2s.    9d.  post  frae. 


Mr.  Butler,  a  grandson  of  Josephine  Butler,  an  architect 
by  profession,  became  an  artillery  officer,  and  in  this  de- 
lightful little  volume  gives  his  plain  but  very  graphic  im- 
pressions of  warfare  on  the  Western  Front. 


By  C.   SYLVESTER,  A.M.I.E.E. 

THE     DESIGN     AND    CONSTRUC*  A  popular  yet  expert  and  exhaustive  book  on  Aero  Engines 

°j"JQ||^     OF     AERO     ENGINES  has  long  been  wanted.     Mr.  Sylvester  supplies  the  want. 

I      I—  O  ■  The  book  is  now  readv. 
WITH  96  DIAGRAMS.   6s.  net.    6s.  6d.  post  free 


Ry    MAJOR   J.   T.    B.   McCUDDEN,  V.C.,    D.S.O..    M.C,  M.M.    and   Croix   de  Guerre. 

FIVE      YEARS      IN      THE      R.F.C.  °f  Maj°r  McCudden's  book  The  Morning  Post  says  it 

is  "pithy  and  picturesque."  "The  cavalry  of  the  air  has 
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FULLY  ILLUSTRATED. 


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By  CAPTAIN    BARON  VON  RICHTHOFEN. 

THE     RED     AIR     FIGHTER.  McCudden  only  met  Richthofen  once  in   the   air.  He 

FULLY  TTT  IKTRATnn       i  j  it™-™™  had  a  very  high  °Pinion  of  the  German  air  fighters,  an* 

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By  CAPTAIN   R.  H. 
FLYING  COLOURS. 

20  Pictures  in  Colours  of  a  Year  in  the  R.F.C.    EDITION  DE 
LUXE,  £2  2s.      POPULAR  EDITION,  15s.  net. 


M.   S.    SAUNDBY,  M.C. 

With  an  Introduction  by  Major-Gen.  E.  B.  Ashmore,  C.B., 
C.M.G.,  who  says  :  "The  series  may  be  relied  on  as  giving 
a  very  true  and  vivid  idea  of  things  as  seen  by  a  pilot  in 
action." 


By  CAPTAIN   ARTHUR  SWINTON. 

THE     L.S.D.     OF      FLYING.  Captain  Swinton  reduces  much  of  the  eloquence  of  the  past 

few  months  on  the  future  of  civil  aviation  to  the  practical 
6s.   net.  6s.   4d.   post   free.  test  of  £  s.  d. 

By  STEPNEY  BLAKENEY. 

HOW  AN    APDADI  AMC    ICS    Rllil  *f*  Mr.  Blakeney  is  not  a  theorist,  but  a  worker.     His  book 

UW    MW   AtKOfLANE    IS    BUILT  will  be  asei^  in  every  factorv  where  aeroplanes  are  being 

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WITH    APOLOGIES  TO  ARTEMAS. 

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1                  nCVEtA  I                       9J I"        KUT  things  he  did  and  the  things  he  left  undone  in  the  days 

2nd  EDITION.        Is.  net.         Is.   3d.  post  free. 


when  there  was  war."  His  satire  is  worthy  of  the  Scribe 
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'  THE  AERIAL  ARM  » 
'  THE  DESIGN  OF  AERO  ENGINES  " 
'£  S.  D.  OF  FLYING." 
'HOW  AN  AEROPLANE  IS  BUILT" 
4  THE  RED  AIR  FIGHTER.".. 
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Aeronautical  Engineering 


August  13,  1919 


WESTLAND 


The  Westland  "LIMOUSINE" 

is  the  "  Rolls-Royce  "  of  the  Air.  It  is  not  a  converted 
war  machine,  but  has  been  specially  built  for  high-class  public 
passenger  service  or  for  the  convenience  of  the  private  owner. 

It  combines  the  speed  of  the  aeroplane  with  the  comfort  of 
a  Limousine. 

For  full  particulars  and  arrangements  as  to  trial  flights  apply 
to  our  London  Representative  Lieut.  -  Colonel  C.  H. 
MEARES,  HOTEL  REGINA,  17,  SOUTHWELL 
GARDENS,  LONDON,  S.W. 


WESTLAND   AIRCRAFT  WORKS 

(Branch  of  Petters  Limited) 

YEOVIL. 


Telephone  : 
141  and  142  YEOVIL. 


Telegrams  : 
AIRCRAFT,  YEOVIL. 


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6l  I 


liimmiii 


We  afejhe  Latest  Buyefs 


THE  ENGLISH  ELECTRIC  CO.,  LTD. 

DESIGNERS  AND  CONSTRUCTORS  OF  ALL  CLASSES  OF 

AIRCRAFT 

SPECIALITY  LARGE  FLYING  BOATS  TO  OWN 

AND   OFFICIAL  DESIGNS, 


THE  ENGLISH  ELECTRIC  CO.,  which  incorporates  the  works 
of  Messrs.  COVENTRY  ORDNANCE,  DICK  KERR  and  PHCENIX 
DYNAMO  CO.,  has  consolidated  the  joint  aircraft  experience  and  plant 
of  the  three  concerns  in  one  large  central  factory  having  exceptional 
manufacturing  and  testing  facilities. 


Correspondence  relative  to  Aircraft  to  be  addressed  to:— Aircraft  Offices,  Thornbury  Works,  Bradford. 


Works  :    THORNBURY  and  SCOTSTOUN, 
Central  Offices  :    QUEENS  HOUSE,  KINGSWAY,  LONDON. 


TELEPHONE 

BRADFORD  3700  (7  lines). 

COVENTRY 

DICK 

PRIVATE    BRANCH  EXCHANGE. 

ORDNANCE 

PHOENIX 

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HOLBORN  830 

TELEGRAMS 
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Enelectico,Westcent,  London. 

CABLES 

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612     (Supplement  to  the  aeroplane.)  Aeronautical  Engineering 


August  13,  1919 


Specially  designed  j&r  tfie  O  inner  T^rivar 


His  Standard  of  Comfort, 
Easy  Control,  Stability, 
Economy  and  Ample  Power. 


THE  STANDARD  MOTOR  CO.,  LTD., 
COVENTRY. 

London   Showrooms:    49,  Pail   Mall,    S.W.  I. 


The  All 


,BritisK 


Stcmaafdcagrhs 


Price  £350  complete. 


THE 

SUPERMARINE 
CHANNEL  TYPE 


FOUR  SEATER 
FLYING  BOAT 


illustrate  J  above  has  been  designed  and  cons  ructed  by  THE  S.A.W.,  Ltd.,  Southampton,  and  passed  for  sea 
and  air  worthiness  by  the  British  Air  Ministry.  We  have  standardised  this  machice,  which  is  fitted  with 
folding  wings,  160  H.P.  Beardmore  engine,  and  the  latest  and  most  up-to-date  improvements  in  marine  aircraft. 
We  are  using  this  model  for  our  ILYIfKG  BOAT  Passenger  Service  on  the  South  Coast.  Demonstration 
flights  will  be  given  by  arrangement.  Enquiries  are  invited  for  these  machines,  which  we  have  ready  complete 
for  shipment  to  any  part  of  the  world.  We  are  prepared  to  act  as  consultants  to  give  advice  a  >  the  result  of  our 
experience  on  the  establishing  of  a  Flying  Boat  Passenger  Service.  A  FLYING  BOAT  Passenger  Service  is 
the  best  paying  proposition  to  day  in  Civil  Aviation. 


OFFICE 


I 


LONDON  )  DONINGTON  HOUSE, 
LUWUU"  '  NORFOLK  STREET, 
STRAND  W.C.2. 


TELEPHONE 
CENTRAL  7770. 


)  WESTERN  UNION 
WA?c£     ABC  ;ih  EON. 


MARCONI  INTERNATIONAL. 


TELEPHONE      37  WOOLSTON  2  I  nes. 
TELEGRAMS    )  "  SVPERMAR1N," 
and  CABLES      J  SOUTHAMPTON. 


OO 


<e?  SUBMARINE  AVIATION  ^KKS,U 


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(Supplement  to  The  Aeropune.) 


613 


Oven  Furnaces  constructed  and  fired 
on  the  DAVIS  Patent 


REGD.  TRADE  MARK) 


PRINCIPLE 


show  a  Saving  in  77I  o 
Gas  Consumed 


in     1?  71  o  / 
of    e>03  /o 


as  compared  with  any  other 
known  system  of  Oven  Fur- 
nace Firing  with  Town's  Gas 


PROOF  BY  DEMONSTRATION  ARRANGED 


PAMPHLET  GRATIS 


The  Davis  Furnace  Company  (Proprietors  :  The  Davis  Gas  Stove  Co.  Ltd. 

THE  DIAMOND   FOUNDRY,  LUTON 


e  air 


mm 


as  on  1 


were  fitted  to  the  Kispano-  Suiza  engine 
on  Nieuport  plane  which  beat  all  worlds 
records  for  altitude, viz.  30,800  feet. 

Send  for  Booklet. 
ZENITH  CARBURETTER  CO.,  Ltd.,  40-42,  Newman  St.,  W.l. 

Telephone  :  Regent  4812-4813. 

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'  '  (Supplement  to  The  Aeroplane.) 

Aeronautical  Engineering  August  13,  1919 


GWYNNES 

LIMITED. 


CONTRACTORS  TO   H.M.  GOVERNMENT 
MANUFACTURERS   AND   SOLE    LICENSEES   IN   THE    BRITISH  EMPIRE 

"CLERGET"  PATENT  AERO  ENGINES 


ENGINEERS,  LONDON. 

'QWYNNE  LONDON." 


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August  i3)  1919  Aeronautical   Engineering  ;suppleinent to^HE ^pUnE.)  6i5 


MODERN  BRITISH  AEROPLANES. 

XL— Handley  Page,  Ltd. 


The  twinengined  Handley  Page  Type  O/100  Biplane  with 

Mr.  F.  Handley  Page  is  one  of  the  earliest  British  experi- 
mental aircraft  constructors.  Originally — like  quite  a  number 
of  others  of  the  pioneers  of  aviation  in  this  country — an  electrical 
engineer,  Mr.  Handley  Page  abandoned  this  profession  circa 
1908,  and  founded  the  firm  of  Handlev  Page,  which  became 
Handley  Page,  Ltd.,  in  1909.  At  their  works  in  Barking  they 
produced  the  extraordinarily  successful  two-seater  monoplane 
with  a  50  Gndine  engine,  which  was  affectionately  known  as 
the  "  Yellow  Peril,"  tihe  70  Gnome-engined  monoplane  of  the 
1912  Military  Trials,  and  the  1914  Handley  Page  biplane.  All 
these  machines  were  fitted  with  wings  which  fcilowed  upon  the 
lines  of  the  wing  of  a  bird,  both  in  plan  fern  and  in  section, 
and  they  were  all  of  them  possessed  of  a  very  considerable  degree 
of  inherent  stability. 

During  the  early  stages  of  trie  war,  Handley  Page,  Ltd., 
were  confined  to  building  aeroplanes  to  official  specification. 

Towards  the  end  of  191 5 -they  produced  the  first  of  the  now 
famous  twin-engine  H.Ps.,  and  since  then  have  been  entirely 
engaged  upon  the  production  of  this  and  it-  elder  brother,  the 
four-engined  type  V/1500  ma:hines. 

THE  HANDLEY  PAGE  TWIN-ENGINED  BIPLANE. 

The  Handlev  Page  twin-engined  biplane  0/400  type  was  de- 
signed and  built  in  1915  as  a  bomber,  but  was  not  adopted  as  a 
service  machine  until  1916,  when  the  R.N. A  S.  commenced  their 
heavy  night  raiding  aiong  the  Belgian  Coast. 

The  machine  follows  (he  usual  practice  in  twin-engined  bi- 
planes in  having  a  centre  fuselage  with  the  pilot's  cockpit 
situated  in  advance  of  the  leadiing-edge  of  the  main  planes  and 
the  two  observers'  cockpits  are  one  right  ia  the  nose  and  the 
other  in  rear  of  the  main  planes. 

The  two  engines  are  carried  in  streamline  nacelles  between  the 
planes  on  the  first  pair  of  interplane  struts  driving  two  tractor 
airscrews. 

The  upper  plane  has  a  considerable  overh  mg  which  is  braced 
above  and  below  from  a  pylon  ov«r  the  last  set  of  struts  and  the 
bases  of  the  last  sets  of  struts  respectively. 

The  tail  unit  is  of  the  biplane  type  and  has  two  rudders.  Two 
separate  undercarriages  are  carried,  one  on  either  side  of  the 
fuselage,  and  each  consists  of  three  Vees  attached  to  a  stub  skid, 
the  axle  being  supported  by  oleo-pneumatic  shock-absorbers  as 
shown  in  the  photographs. 

Since  the  armistice  the  0/400  type  has  been  converted  for  com- 
mercial and  passenger-carrying  work  by  having  the  central  in- 
ternal bomb  racks  and  back  observer's  cockpit  removed,  the  re- 
sultant space  being  fitted  up  with  seats. 

SPECIFICATION. 

Type  of  machine    Biplane. 

Name  or  type  No.  of  machine..  0/400. 

Purpose  for  which  intended   Night  bombing. 

Span    1 00  ft. 

Gap,  maximum  and  minimum  ...  ii  ft. 

Overall  length    62  ft.  6  in. 

Maximum  height    22  ft. 

Chord    ,0  ft. 

Total  surface  of  wings    1.630  ft. 

Maximum  cross  section  of  body...         f>  ft.  10  ins.    x  4  ft.  9  ins. 


wings  folded  (two  375  Rolls-Royce  "  Eagle  "  engines) 

Engine  type  and  h.p   2   R.R.    'Eagle  VIII." 

Standard  equipment. 

Airscrew,  diam.,  and  revs   11  ft.  diam.,  1,080  r.p.m. 

Weight  of  machine  empty    8,200  lbs. 

Load  per  sq.  ft.  fully  loaded    8.5  lbs. 

Weight  per  h.p  r..r    20  lbs. 

"lank  capacity  in  hours    8J  hours. 

Tank  capacity  in  gallons    300  gallons. 

Performance — 

Speed  low  down   ,          97  m.p.h.  fully  loaded. 

Speed  at  6,500  feet    95  m.p.h. 

Speed  at  10,000  feet    93  m.p.h. 

Landing  speed    50  m.p.h 

Climb — 

1,000  ft.  per  min.  lightly  loaded 

To  5,000  feet    10  mins. 

To  10,000  feet    25  mins. 

Disposable  load  apart  from  fuel     3,500  lbs. 
Total  weight  of  machine  loaded     14,000  lbs. 
Alternative  Engines. — 

2  "Liberty's,"  2  "Sunbeam  Maori,"  2  "Sunbeam  Cossack," 
or  2  "F.I.A.T.,"  etc. 

THE  HANDLEY  PAGE  FOUR-ENGINED  BIPLANE. 

The  Handley  Page  4-engined  biplane,  type  \  1500  is  a  develop- 
ment of  the  smaller  0/400,  the  principle  alterations  being  the  in- 
crease of  dimensions  ali  round,  with  eNception  of  the  length,  the 


The  four-engined  Handley  Page  in  the  Air. 


6i6 


(Supplement  to  The  Aeroplane.) 


Aeronautical  Engineering 


August  13,  1919 


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August  i3,  1919  Aeronautical  Engineering  (Supplemcnt  t0  TBB  ^o^,  617 


To  "Aeroplane 99  Subscribers. 

Since  the  Armistice,  the  subscription  list  ot  the  Aeroplane  has  steadily  increased  :  an 
eminently  satisfactory  development  which  we  are  anxious  to  encourage. 

Of  the  many  books  published  on  the  war  on  the  Western  front,  none  conveys  a  more 
realistic  impression  of  the  work  of  a  particular  arm  than  FLYING  COLOURS 
by  Captain  H.  M.  S,  Saundby,  A.F.C.,  R.A.F.,  M.C.,  published  at  £2  2s.  net 
(Edition  de  luxe)  and  15/-  net  (Popular  Edition). 

Among  the  art  books  published  in  the  last  year  or  two,  none  can  claim  to  be  a  more 
faithful  reproduction  of  the  artist's  colour  scheme  and  that  indefinable  thing 
atmosphere. 

FLYING  COLOURS  is  a  permanent  memorial  of  the  life  oi  "  the  pilot  in  action," 
as  Major-General  C.  B.  Ashmore  calls  him.  It  was  very  costly  to  produce,  and 
necessarily  the  price  to  the  public  had  to  be  high. 

Many  would  like  to  possess  it  who  do  not  feel  disposed  to  put  down  Two  Guineas  for 
the  larger  edition  or  Fifteen  Shillings  for  the  smaller. 

How  to  meet  their  views  ?  We  make  a  special  offer  to  any  subscriber  for  one  year 
to  the  Aeroplane  :  namely  to  give  him  the  right  to  purchase  either  edition 
at  half  price. 

All  he  need  do  is  to  send  us  the  accompanying  order  form  with  cheque  for  one  year's 
subscription,  plus  £1   Is.  or  7s.  6d.  according  to  the  Edition  he  wishes  to  have. 

In  order  to  be  fair  to  current  yearly  subscribers  we  extend  the  ha!f-r  ice  concession  to 
them  also.  If  a  subscriber  has  paid  a  quarterly  or  half-yearly  subscription,  then  to 
secure  the  right  to  participate  he  should  send  the  balance  for  the  year. 

Subscribers  who  have  given  their  orders  through  the  trade,  and  not  direct  to  the  Aeroplane 
Office,  must  sign  the  form  below  or  a  copy  thereof,  and  hand  it  with  the  balance  on 
account  of  the  book  to  their  retailer  for  transmission  to  the  Aeroplane. 

If  the  subscriber  already  has  a  copy  of  FLYING  COLOURS,  and  would  wish  to  take 
advantage  of  this  offer,  then  he  may  secure  McCudden's  "  Five  Years  in  the  R.F.C.  ' 
(7s.  6d.) ;  Richthofen's  "  Red  Air  Fighter  "  (3s.  6d.),  and  Gill's  "  The  Aerial  Arm  " 
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August  13,  1919 


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Special  ANNUAL  ACCIDENT  POLICIES  for  AIR  PILOTS. 

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August  13,  1919 


TANDEM  PARACHUTES. 

The  following  letter  has  been  received  :  — 

Sir  : — In  the  very  interesting  series  of  notes  on  parachutes  which 
have  recently  appeared  in  your  excellent  journal,  Lieut-Col.  Holt 
has  described  the  arrangement  of  a  tandem  parachute  system 
wherein  a  parachute  of  small  diameter  is  first  released  and  serves 
to  draw  out  the  main  parachute.  This  idea  is  excellent,  but  it  is 
not  novel.  Several  investigators  have  suggested  it  since  1910,  and 
in  1913  Lieut.-Col.  (then  Captain)  Couade,  of  the  French  Army, 
had  already  used  this  system. 

On  Oct.  2nd,  1913,  a  note  describing  the  Couade  Sloan  para- 
chute was  communicated  to  the  French  Academy  of  Sciences  by 
M.  Leon  Lecormi  (Comptes  Rendu  Acad.,  t.C.L.  VII,  page  167). 

This  descriptive  note  gave  a  number  of  results  obtained  with  the 
arrangement  which  had  been  tested  in  model  form  by  Capt. 
Couade  in  collaboration  with  M.  Sloan,  who  ma)  be  remembered 
as  the  inventor  of  a  curious  aeroplane  (circa  1910}  known  as  the 
Sloan  Bicurve. 

The  following  extract  describes  the  features  cf  the  Couade 
system,  which  could  not  only  be  used  for  saving  the  pilot  from 
danger,  but  which  it  was  proposed  to  employ  for  salving  the 
complete  aeroplane  : — 

"  The  parachute  (1)  is  fitted  within  a  tube  (2)  placed  in  the  fuse- 
lage which  emerges  behind  the  control  surfaces  of  the  tail,  and  it 


(the  parachute)  has  attached  to  its  summit  a  small  '  tractor  ' 
parachute  (3)  fitted  with  elastic  ribs,  which  alore  projects  beyond 
the  tube. 

"  This  '  tractor  '  is  normally  held  closed,  but  may  be  freed 
when  necessary  by  the  pilot.  It  then  draws  from  its  case  the 
main  parachute  and  brings  it  out  into  the  air  current.  This  then 
opens  in  its  turn  without  any  risk  of  its  unfolding  being  interfered 
with. 

"  The  surface  or  the  parachuces  is  des.gncd  to  allow  a  fall 
at  the  rate  of  6  m.  50  per  second. 

"  In  order  to  avoid  dangerous  accelerations  which  would  be 
caused  by  a  sudden  opening  of  the  parachute  whc  the  machine 
is  travelling  at  a  great  speed  were  the  parachute  directly  attached 
to  the  machine,  there  is  interposed  between  the  two  a  cable  (4) 
which  passes  round  a  brake  (5).  The  acceleration  cannot  then 
exceed  the  effort  applied  by  the  bralte.  A  shock  absorber  (6)  is 
filled  which  relieves  the  parachute  of  the  effects  of  a  brusque 
action  on  the  part  of  the  brake. 

"  In  order  to  reduce  the  slip  past  the  brake,  the  parachute  is 
arranged  to-  open  in  two  stages. 


"  This  is  accomplished  by  a  tie  (7)  which  holds  the  suspension 
ropes  together  in  their  middle. 

"The  parachute  opens  partially,  and  when  the  load  on  7  reaches 
a  certain  value  this  tie  ruptures  and  allows  the  complete  opening. 

"For  high  speeds  of  fall  (50  metres  per  second)  the  parachute 
should  open  completely  within  100  metres." — L.  P.  Frantzen. 

BY  ERROR. 

In  the  article  by  M.  L.  P.  Frantzen  on  "Aerial  Safety  and  the 
Aeroplane  Parachute,"  published  in  this  paper  on  July  23rd,  two 
unfortunate  errors  occurred. 

The  Couade  parachute  system  was  referred  to  as  the  Conade 
(page  317),  and  on  page  318  Rene  Lallemand  was  described  as 
Roger  Lallemand. 

TECHNICAL  KNOWLEDGE. 

Following  are  some  questions  and  answers  collected  by  an 
instructor  of  R.A.F.  Cadets  : — 

How  is  a  machine  supported  in  flight? — By  flying  wires. 

What  is  die  object  of  a  tail  plane? — It  is  fitted  for  stabling 
purposes. 

Wihat  is  propeller  torque? — When  the  propeller  is  loose  on  its 
boss  and  rattles. 

How  does  a  machine  get  into  a  glide?-  Ry  gravity  acting 
through  the  propeller  boss. 

How  is  rotary  motion  obtained  in  a  rotary  engine?— By  means 
of  two  eccentric  circles. 

What  is  the  construction  of  the  crankcase  of  a  mono? — It  is 
made  of  clamped  iron  filings. 

What  are  the  chief  points  of  a  R.A.F.  engine? — It  has  crinkly 
cylinders. 

How  would  you  find  the  direction  of  the  wind? — By  holding 
out  my  handkerchief. 

You  lose  your  way  over  the  enemy  lines.  How  would  you 
find  your  way  back? — I  would  come  down  and  wait  for  someone 
to  approach..  I  would  then  talk  to  him  in  English,  and  if  he 
answered  in  German,  I  would  turn  round  and  fly  back  in  the 
opposite  direction. 

What  is  the  right  bank  of  a  river?— That  hank  on  your  right 
when  you  are  speaking  from  the  mouth  of  the  river. 

What  are  iso-bars? — Hot  air  rises  from  the  ground,  and  where 
it  meets  cold  air  coming  down  from  the  sky,  it  freezes  and  forms 
iso-bars. 

What  are  the  chief  duties  of  an  Equipment  Ofiicer? — He  acts 
as  adviser  to  his  CO.,  looks  after  stores,  etc.,  and  sees  that  all 
rubber  articles  are  wrapped  in  French  chalk. 

THE  REPAIR  OF  MAGNETO  PARTS. 

It  is  not  generally  known  that  the  vulcanite  parts  of  magnetos 
(slip  rings,  distributors,  etc.)  can  be  effectively  repaired  if  broken, 
and  that  the  results  secured  are  so  satisfactory  that  repairs  of 
this  nature  for  aeroplane  and  other  important  work  were  carried 
out  during  the  war  with  the  full  approval  of  the  Government  in- 
scp.ctors. 

Messrs.  Harvey  Frost  and  Co.,  Ltd.,  who  are  responsible  for 
this  innovation,  expect  a  large  demand  as  soon  as  it  is  realised 
ivy  motorists  and  the  motor  trade  that  valuable  magneto  parts, 
sometimes  irreplaceable,  need  no  longer  be  scrapped  when  broken, 
but  that  they  can  be  repaired  efficiently  at  trifling  cost.  They 
have  opened,  therefore,  a  special  department  to  deal  with  this 
business,  and  they  now  invite  anyone  who  may  have  broken  vul- 
canite magneto  parts  on  their  hands  tc^  send  them  to  148-1^0, 
Great  Portland  Street,  W.i. 

A  BELGIAN  DECORATION. 

The  King  of  the  Belgians  has  conferred  the  title  of  Commandeur 
de  l'Ordre  de  Leopold  II  upon  Sir  Herbert  Austin,  managing 
director  of  the  Austin  Motor  Co.,  Ltd.,  in  recognition  of  "con- 
stant and  generous  help  given  to  this  country  in  the  course  of  the 


Front  View  of  the  Type  V/1500  four-engined  Handley  Page  Biplane  described  on  page  616. 


August  13.  1919 


Aeronautical  Fngineering 


(Supplement  to  Tub  Aeroplane.) 


621 


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Proprietors  of 

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OF  FLYING, 

THE  LONDON  AERODROME, 
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Telephone  :    Kingsbury  120  (8  lines). 


LONDON    OFFICE  : 

12,  Regent  Street,  Pall  Mall,  S.W.I. 

(Regent  2084). 


HEN  DON 

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COMING  EVENTS. 

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SPECIAL  FLYING  DISPLAYS  \  ADMISSION  17- 

EVERY      SATURDAY      AND  (  (including  tax). 

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August  13,  1919 


BROOKS 


manufacturers  of  the  world-re- 
nowned BRO  KS  CYCLE, 
MOTOR  CYCLE  and  AUTO- 
MOBILE SPECIALITIES. 

We  are  repared  to  quote,  upon 
rec  ipt  of  detailed  enquiries,  for 
"  Featherweight  "  Trunks,  Va!  st-s 
tnd  Tool  Cases,  from  Aircraft 
Manufacturer-*  ar;d  others  inter 
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connection  snould  be  addressed  to 

J.  B.  BROCKS  &  Co.,  Ltd. 

Motor  81  Aero  Dept. 

Gt.  Charles  St.,  Burning  him. 


161A. 


A  Great  Sheffield  Discovery. 


FIRTH'S  STAINLESS  STEEL  was  discovered  in 
the  Firm's  Laboratories  shortly  before  the 
War.  It  is  undoubtedly  one  of  the  most 
important  and  far-reaching  discoveries  of  this 
century. 

FIRTH'S  STAINLESS  STEEL  was  immediately 
adopted  for  high-class  table  cutlery.  These 
knives  are  now  well  known,  and  their  labour- 
saving  advantages,  due  to  the  fact  that  they 
do  not  rust,  stain  nor  tarnish,  render  them 
indispensable  in  every  modern  home. 

During  the  War,  the  output  of  FIRTH'S 
STAINLESS  STEFL  was  absoibed  in  the  manu- 
facture of  articles  of  national  necessity,  and 
its  ability  to  withstand  the  action  of  sea  water 
and  of  high  temperatures  respectively,  com- 
bined with  its  mechanical  properties  as  a 
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KINDLY    MENTION    "  THE    AEROPLANE      WHEN    CORRESPONDING    WITH  ADVERTISERS 


August  13,  1919 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplane.) 


623 


PATENTS  INDEX 

The  subjoined  list  of  recent  inventions  has  been  specially  com- 
piled bv  The  Aeroplane  from  the  current  Official  Patents 
Records  : — 

Patents  Applications. 

Cummuskey,  G.  Device  for  locking  steering-  gear  and  switching- 
off  electric  current  from  magnetos  of  moto.:-cars,  boats,  aero- 
planes, etc.    No.  14731.    June  nth. 

Dupigny,  L.  E.    Toy  aeroplane.    No.  14646.    June  10th. 

Gosport  Aircraft  Co.    Aerial  machines.    No.  14S97.    June  12th. 

Houlden,  H.  W.  Motive-power  vehicles,  ships  and  aircraft.  No. 
14727.    June  nth. 

Lyons,  L.  A.    Aeroplanes.    No.  14881.    June  12th. 

Macdonald  K.  Turbine  for  aeroplane  and  airship  propulsion.  No. 
14628.    June  10th. 

Morris,  F.  Devices  for  automatically  controlling  aircraft.  No. 
14752.    June  nth. 

Palethorpe,  J.  Tail-skids  for  aeroplanes,  etc.  No.  14933.  June 
13th. 

Potral,  A.    Flying-machines.    No.  14815.    June  12th. 
Power,  R.  F.    Aerial  observation.    No.  14767.    June  nth 
Siddeley  Deasy  Motor  Car  Co.    Balanced  rudders,  flaps,  etc.,  of 

aircraft.    No.  15029.    June  14th. 
Siddeley  Deasy  Motor  Car  Co.     Fittings  for  metal  framework  of 

aeroplanes,  etc.    No.  15030.    June  14th. 
Siddeley  Deasy  Motor  Car  Co.    Control  mechanism  of  balancing 

flaps,  etc.,  of  aircraft.    No.  15031.    June  14th. 
Supermarine  Aviation  Works.     Fiying-boats,    etc.     No.  14681. 

Tune  10th. 

Tebaldi,  A.  Aeroplanes.    No.  14687.    June  10th. 

Worsley,  L.  S.  Undercarriage  and  landing  device  for  aircraft. 
No.  14826.    June  12th. 

Complete  Specifications  Accepted,  prints  of  which  can  be 
obtained  on  and  after  jb'lv  3rd,  i919. 

127620.  May  ist,  1917.  Lanchester,  F.  W.  Mechanism  for  re- 
ceiving and  launching  aeroplanes  at  sea 

127627.  May  2nd,  1917.  Lang  Propeller,  Ltd.,  and  Mills,  G. 
Construction  of  aerial  propellers. 

127628.  May  3rd,  1917.  Wolseley  Motors,  Ltd.,  and  Remington, 
A.  A.  Lnternal-combustion  engines  (particularly  aircraft  en- 
gines) which  are  required  to  work  under  considerable  varia- 
tions of  air  pressure. 

127633.  May  5th,  1917.  Aeronautical  Instrument  Co.  and 
Brewer,  G.    Ripping  pane's  for  balloons  and  other  aerostats. 

127637.  May  7th,  1917-  Aeronautical  Instrument  Co.  and 
Brewer,  G     Ripping  panels  for  balloons  and  other  aerostats. 

127643.  Jan.  27th,  1917.  Birkigt,  M.  Combined  gun  and  en- 
cine  for  aerial  machines. 

127644.  Feb.  12th,  1917.  Birkigt,  M.  Means  for  coupling  in- 
ternal-combustion engines. 

127648.  May  10th,  1917.  Dawson,  Sir  A.  T.,  and  Buckham,  Sir 
G.  T.    Aircraft  gun  mountings. 

127658.  May  15th,  1917.  Roe,  A.  V.  Device  for  anchoring  brac- 
ing: cable  and  the  like. 

127665.  May  17th,  1917.  Tarrant,  W.  G.  Construction  of  gir- 
ders, beams,  struts,  and  the  like  for  aircraft  and  other  pur- 
poses. 

127667.  '  July  22nd,  1916.  Soc.  dits  '"Spad."  Control  ol  aerial 
machines. 

127671.  June  26th,  1916.  Bleriot,  L.  Joints  particularly  for 
aerial  machines. 

127673.    May  22nd,  191 7.    Sopwith  Aviation  Co.    and  Cato,  H. 

E.    Tool  for  extracting  the  fixing  bolts  of  the  propellers  of 

aeroplanes  and  other  aircraft. 
127676.    May  23rd,  1917.    Armstrong  Whitworth  and  Co.,  Sir  W, 

G.,  and  Allan,  A.    Hydraulic  transmission  apparatus. 
127684.    March  2nd,  1918.    Woyevodsky,  N.  Aircraft. 
127691.    May  ist,  1918.    Bowden  Wire,  Ltd.,  and  Sentinella,  A. 

E.    Bowden  Wire  Mechanism. 
127695.    May  4th,  1918.    Patent  Corporation  and  Thompson,  W. 

P.  Flying-machines. 

Patents  Applications. 
127703.    May  31st,  1918.    Robins,  T.  H.,  and  Thompson,  G.  H. 

Device  for  indicating  the  angular  position  of  an  aeroplane  or 

like  machine  with  respect  to  the  horizontal. 

127710.  May  31st,  1918.  Mooney,  D.  J.  Method  of  or  apparatus 
for  building  aeroplane  wings. 

127711,  May  31st,  1918.  Mooney,  D.  J.,  B'.ovvn,  E.  E.,  and 
Westcombe,  A.  C.    Aeroplane  wings  having  metal  frames. 

127743.  June  iSth,  1918.  Rudge-Whitworth,  Ltd.,  Pugh,  J.  V., 
Holroyd,  V.  A.,  and  Nelson,  W.  H.  Fairings  or  stream- 
lining^ for  aircraft. 

127748.  -  June  20th,  1918.  Hobbs.  E.  Sighting  apparatus  for 
droppine  bombs  from  aircraft. 

Aguirre,  A.  Means  for  automatically  controlling  steering 
mechanism  of  marine  or  airships.    No.  T5279.    June  18th. 

Austin,  G.  B.  H.    Aeroplanes.    No.  15319.    June  18th. 

Blakoe,  R.  Friction  driving  gear  for  motor  vehicles,  boats  and 
aircraft.    No.  15517.    Tune  ?oth. 

Brown.  E.  E.  Metal  framework  for  aircraft.  No.  15653.  June 
21st. 


Duplan,  A.  E.  Machines  to  travel  on  land  or  in  air.  No.  15239. 
June  17th. 

Foster,  G.  H.  Aeroanutical  apparatus.    No.  15220.    June  17th. 
Gangler,  J.   B.  E.     Aeroplane  construction.     No.   15478.  June 
iQth. 

Gath,  J.  H.  Indicator  for  lateral  shifting  of  aircraft.  No.  15370. 
Tune  10th. 

Gath,  J.  H.  Indicator  for  lateral  shifting  of  aircraft.  No.  15634. 
June  21st. 

Holmes,  W.    Aeroplane.    No.  15158.    June  17th. 
Irving  Airchute  Co.    Safety  parachute  pack  device.    No.  15473. 
June  19th. 

Jubey,  H.  Instrument  for  measuring  divergence  of  aircraft  from 
horizontal.    No.  15627.    June  21st. 

Mackworth,  J.  D.  Ballonet  diaphragm  systems  for  balloons.  No. 
15435-    June  19*- 

Marriott,  R.  H.  Course-indicating  means  for  water,  land,  or 
aircraft.    No.  15607.    June  20th. 

Moore,  H.  R.  Rivers-.  Method  for  navigating  aircraft.  No. 
15409.    June  19th. 

Reid,  G.  H.  Apparatus  for  indicating  position  of  controls  on  air- 
craft and  operating  same.    No.  15306.    June  18th. 

Rumbelow,  J.  J.  Level  indicator  for  aeroplanes.  No.  15545. 
Tune  20th. 

Schneider  et  Cie.  Fuse  for  aviation  bombs.  No.  15582. 
June  20th. 

Stafford,  F.    Airships,  etc.    No.  15193.    June  20th. 
U.S.   Industrial  Alcohol  Co.    Aeroplane  motor  fuel.     No.  15124. 
Tune  16th. 

U.S.  Industrial  Alcohol  Co.  Aeroplane  motor  fuel.  No.  15125. 
Tune  16th. 

U.S.  Industrial  Alcohol  Co.  Aeroplane  motor  fuel.  No.  15126. 
June  16th. 

Vanattenhoven,  G.  Aerial  transport  device.  No.  15436.  June 
ioth. 

Complete  Specifications  Accepted,  prints  of  which  can  be 
obtained  on  and  af1er  july  ioth,  i919. 
27841.    May  26th,  1917.    Robinson,  C.  J.    Machines  for  shaping 

propeller  blades  and  the  like. 
27S42.    May  26th,  1917.    Lott,  R.  E.  L.    Means  for  supporting 

fuel  tanks  on  aeroplanes  and  airships. 
27844.     May  26th,  1917.    Tarrent,  F.  G.     Construction  of  and 

method  of  joining  together  girders,  beams,  struts,  and  other 

frame  members  of  airships. 
27S47.    May  29th,  1917.     Sopwith  Aviation  Co.    and  Hawker, 

H.  G.    Cowls  for  engines  of  aeroplanes. 
27S57.    June  2nd,  1917.    Thomas,  G.  H.,  and  HaviMand,  G.  de. 

Radiators  on  aeroplanes. 
27858.    June  4th,  1917.    Sopwith  Aviation  Co.    and  Sigrist,  F. 

Struts,  spars,  and  the  like  used  in  aircraft  construction. 
27862.    June  5th,  1917.    Flower,  S.  A.  Airships. 

27866.  June  6th,  1917.  Sage  and  Co.,  F.,  and  Turnbull,  W.  R. 
Floats  for  hydro-aeroplanes  and  the  like. 

27867.  June  8th,  1917.  Brotherhood,  Ltd.,  P.,  Bryant,  C.  W., 
and  Jones,  G.  F.    Aero  engines. 

27868.  June  8th,  1917.  Brotherhood,  Ltd.,  P.,  Bryant,  C.  W. 
and   Tones,  G.  F.    Aero  engines. 

27874.  June  9th,  191 7.  Waring  and  Gillow,  and  Richmond.  W. 
H.    Spars,  struts,  or  like  members  of  aircraft,  and  the  like. 

27877.  June  nth,  1017.  Tavlor,  A.,  and  Gray,  P.  W.  Optical 
sighting-devices  for  aircraft  and  the  like. 

June  12th,  1917.    Calthrop,  E  .R.  Parachutes 

27S82.  June  13th,  1917.  Page,  F.  H.  Rapidly-releasable  fas- 
tening devices. 

27884.  June  13th,  1017.  Western  Electric  Co.  Telephone  ap- 
paratus particularly  for  use  on  aeroplanes. 

2.78,98.  June  20th,  1917.  Joseph,  G.  F.,  Portholme  Aerodrome, 
and  Pape,  F.    Wings  for  aeroplane  flying-machines. 

27004.  June  21st,  1917.  Vickers,  Ltd.,  and  Duncan,  T.  S. 
Landing  devices  of  aeroplanes. 

27005.  June  21st,  1917.  Anderson,  D.  Aeroplanes,  hydro- 
planes, seaplanes,  and  like  craft. 

27qio.     June  23rd,   1917.     Aeronautical    Instrument  Co.  and 

Brewer.  G.  Balloons. 
.7011.    June  23rd,   1017.     Levland  Motors,  Ltd.,  and  Thomas, 
J.  G.  P      Internal-combustion  engines  especially  for  use  on 
aircraft. 

27917  August  27th,  191-7.  Daniel  son,  O.  A.  Indicating-devices 
for  aeroplanes  and  other  aerial  machines. 

27943.  June  3rd,  1918.  Moonev,  D.  J.  Construction  of  fuse- 
lages and  the  like  for  aviation. 

27944.  June  3rd,  1918.     Innes.  J.     Hangars  and  like  buildings. 
27980.    June  12th,  1918.    Kent,  W.  G.,  and  Hunt,  N    H.  Air- 
craft instruments  for  sighting  terrestrial  objects. 

28040.  July  nth,  1918.  Taplin,  T.  J.,  and  Taplin,  T.  J.  Stabi- 
lisers for  aeroplanes. 

28076.  Sept.  3rd,  1918.  Moonev,  D.  J.  Metallic  frame-mem- 
bers for  aircraft. 

2145Q.     Dec.  12th,  1917.    Caretta,  E.  Girdeis. 

2470a.    March  25th,  1918-    Caretta,  E.  Girders. 

28131.  Dec.  24th,  iqi8.  Brown.  E.  E.,  and  Mooney,  D.  L 
Metal  construction  for  aircraft. 


624 


(Supplement  to  The  Aeroplane.) 


Aeronautical  Engineering 


August  13,  1919 


for  Aeroplane, 
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(Supplement  to  The  Aeroplane.) 


625 


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626 


(Supplement  to  The  Aeroplane.) 


Aeronautical  Engineering 


August  13,  1919 


AEROPLANES      AIR  SHIPS, 
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The  Aeroplane 


627 


COOPERATIVE 


PROPAGANDA.   (COMPETITION  FLYING.; 

By  "MED WAY.'? 


When  dealing  in  my  last  article  with  the  conduct  oi  pro- 
paganda by  individual  firms,  I  hinted  at  rny  own  opinion 
that  the  bulk  of  the  work  towards  the  development  of 
commercial  aeronautics  throughout  the  world  must  be 
the  result  of  co-operative  rather  than  individual  action. 

The  most  obvious  form  of  co-operative  propaganda  is 
to  be  found  in  races,  trials,  and  other  competitions.  All 
these  are  certainly  worth  doing,  provided  that  they  are 
done  well.  We  must  have  no  nonsensical  official  inter- 
ference calculated  to  give  the  world  the  impression  that 
the  machines  turned  out  in  this  country  are  slow  and 
feeble. 

Up  to  a  point  races  will  serve  our  turn,  because  there 
are  many  forms  of  commercial  aeronautics  in  connection 
with  which  speed  is  the  first  and  most  valuable  factor. 
This  applies  to  mail  services,  express  passenger  services, 
and  attempts  to  create  a  rapid  system  of  communications 
where  cables  do  not  exist  or  are  inefficient  or  inadequate. 
Speed  is  not,  however,  the  beginning  and  end  of  all 
things. 

Endurance  Tests. 
I  am  convinced  that  the  future  depends  in  an  even 
greater  measure  upon  reliability,  economy,  and  weight- 
carrying  capacity.  To  prove  these  qualities  we  want 
trials  more  on  the  lines  of  endurance  tests.  To  take  an 
analogy  from  the  Motor  Industry,  the  private  car  bene- 
fited very  much  from  the  racing  in  the  Isle  of  Man  and 
on  the  Brooklands  track.  The  best  thing  that  was  ever 
done  for  the  commercial  motor  vehicle  was  the  Royal 
Automobile  Club's  five-week  trial,  held  in  1907.  On  each 
day  of  the  trial  the  vehicles  covered  only  a  moderate  dis- 
tance at  a  moderate  speed.  Each  day  they  moved  from 
one  centre  to  another,  with  the  exception  of  an  occasional 
day's  rest  at  some  large  centre,  where  a  sort  of  extem- 
porary exhibition  was  held.  The  consumption  of  fuel, 
oil,  and  so  on  was  very  carefully  noted  and  checked  by 
observers.  At  the  end  of  the  trial  all  the  machines  were 
thoroughly  inspected  and  examined  for  wear  and 
depreciation. 

I  am  convinced  that  it  would  be  well  worth  the  while 
of  the  British  Aircraft  Industry  to  work  up  an  event  on 
similar  lines,  covering  anything  from  three  to  six  hundred 
miles  a  day,  and  holding  little  exhibitions  at  a  number 
of  important  points.  The  trials  would  result  in  some 
very  useful  figures  bearing  upon  operating  costs,  and 
would  give  a  good  idea  of  the  degree  of  reliability  at  pre- 
sent secured. 

Experimental  Services. 
Last  week  I  suggested  that  individual  propaganda 
should  take  the  form  of  the  establishment  of  experi- 
mental services  in  various  parts  of  the  world.  It  would 
be  better  still  if  the  Industry  as  a  whole  could  co-operate 
for  the  establishment  of,  say,  forty  or  fifty  such  services. 
Machines  of  a  variety  of  British  makes  would  be  used. 
The  central  organisation  would  supervise  the  accounts 
of  every  service.  Tremendously  valuable  data  would  be 
collected,  as  a  consequence  of  which  anyone  contem- 
plating the  establishment  of  a  service  of  any  kind  would 
be  able  to  come  to  the  central  body  representing  the 
British  Industry  and  to  get  some  really  reliable  guide 


as  to  probable  operating  costs,  based  on  experience  and 
not  on  guesswork.  The  fee  charged  for  such  advice 
would  be  a  heavy  one,  but  the  bulk  or  the  whole  of  it 
would  be  returnable  if  the  service  were  subsequently 
established  and  the  orders  for  machines  were  placed 
solely  with  British  firms. 

The  central  organisation  would  also  receive  Press 
matter  and  photographs  from  all  of  its  affiliated  services 
and  would  distribute  these,  not  so  much  for  the  glorifi- 
cation of  individual  firms,  whose  names  would  only 
figure  incidentally,  but  for  the  purpose  of  rubbing  into 
the  world  the  supremacy  of  the  British  Industry  as  a 
whole. 

In  the  first  instance  this  last  form  of  propaganda  would 
be  an  expensive  matter.  Later  on,  as  I  have  already 
suggested,  a  fair  proportion  of  the  services  established 
would  become  profitable,  and  these  would  be  floated  as 
public  companies  or  sold  as  going  concerns.  In  this 
way  I  think  that  the  bulk  of  the  initial  losses  would  be 
recovered.  At  any  rate  the  risk  would  be  far  less  and 
the  possible  loss  far  smaller  if  we  took  an  average  of  a 
large  number  of  services  than  it  would  be  to  the  indi- 
vidual firm  necessarily  experimenting  only  in  a  few 
quarte'rs. 

It  will  be  noticed  that,  in  connection  with  this  last 
scheme,  I  have  referred  only  to  the  use  of  British  air- 
craft. In  such  a  scheme  we  should  not  want  to  adver- 
tise our  competitors'  goods,  or  to  create  goodwill  for  them 
by  getting  them  known  locally  in  various  promising 
districts. 

[One  fears  that  a  co-operative  effort  of  this  kind  would 
not  appeal  to  the  individualistic  Englishman. — Ed.] 

The  Policy  of  the  Open  Door. 

On  this  whole  question  of  whether  we  should  limit 
propagandist  competitions  to  British  vehicles,  whether 
we  should  exclude  German  machines,  or  whether  we 
should  open  the  door  to  the  whole  world,  a  very  sharp 
division  of  opinion  is  possible.  I  do  not  altogether 
share  what  I  regard  as  the  super-cosmopolitan  attitude 
of  C.  G.  G.  I  admit  that  if  you  want  to  prove  your 
ability  to  knock  out  Beckett  in  five  rounds  it  is  perfectly 
useless  to  advertise  the  fact  that  you  have  punched  your 
small  brother's  head.  Similarly,  the  fact  that  one  British 
machine  can  beat  another  in  a  race  or  durability  test 
does  not  prove  that  either  of  them  can  beat  the  foreigner, 
and  this  is  really  what  we  ultimately  have  to  demon- 
strate. I  think  that  in  all  speed  tests  the  foreign 
machine,  whatever  its  country  of  origin,  should  be 
allowed  free  rights  of  participation.  Even  if  other  coun- 
tries do  not  follow  our  lead  in  this  matter,  the  policy 
of  the  open  door  would  be  of  advantage  to-  us. 

When  it  comes  to  any  competition,  part  of  the  purpose 
of  which  is  to  secure  reliable  data  of  operating  costs 
and  so  on,  the  case  is  different.  One  of  our  prime  needs 
of  the  moment  is  to  be  able  to  show  the  prospective  in- 
vestor what  it  will  cost  to  do  certain  work  by  air.  We 
are  very  short  of  reliable  data.  So  also  are  our  foreign 
competitors.  If  we  can  provide  such  data  in  respect  of 
our  own  machines,  we  are  one  up.  Supposing  that  the 
foreigner  has  an  even  better  proposition  to  offer,  but 


623 


The  Aeroplane 


August  13,  1919 


cannot  put  that  proposition  in  convincing  form  because 
he  has  no  accepted  figures  to  show,  it  is  not  our  business 
to  provide  him  with  them.  I  should  therefore  limit  him 
tc  participation  in  races,  stunts,  and  performances  of  a 
kind  calculated  to  encourage  the  exceptional  machine 
evolved  for  that  purpose  rather  than  the  normal  machine 
designed  purely  for  commerce. 

No  Stupid  Traditions. 
Reverting  to  the  question  of  experimental  services,  I 
recognise  the  difficulties  in  the  way  of  co-operative 
action.  I  think,  however,  that  these  ought  to  be  over- 
come by  a  young  and  progressive  Industry  with  no 
stupid  traditions  in  its  way.  In  that  case  it  would  be 
far  better  for  the  Industry  as  a  whole  to  organise  these 
experimental  services  than  for  single  firms  to  do  so. 
-Whatever  may  be  the  real  ultimate  intention,  the  manu- 
facturer who  starts  to  operate  his  products  personally  "for 
profit  lays  himself  open  to  the  accusation  of  competing 
with  his  own  customers  on  preferential  terms,  inasmuch 
as  he  can  get  his  stuff  at  cost  price.    This  encourages 


the  customer  to  go  elsewhere  or  to  start  manufacturing 
on  his  own  account. 

The  existing  manufacturer  may  reiterate  the  assurance 
that  he  was  merely  experimenting  and  had  no  intention 
of  remaining  permanently  in  the  business,  but  it  is  very 
doubtful  whether  he  would  be  believed.  On  the  other 
hand,  if  the  Industry  as  a  whole  worked  out  a  scheme 
and  publicly  stated  its  intentions  from  the  first,  it  is 
not  likely  that  anyone  would  suspect  it  of  ulterior 
motives.  Moreover,  the  accumulated  data,  which  would 
in  this  way  be  made  available  at  one  single  centre,  would 
be  of  immense  value  as  bearing  upon  the  prospectuses 
of  independent  operating  concerns.  Promoters  of  such 
concerns,  if  they  really  honestly  believed  in  them  them- 
selves, would  be  quite  willing  to  go  to  the  central  body 
to  get  a  certificate  to  the  effect  that  their  estimates  of 
operating  costs  were  in  accordance  with  the  figures- in 
the  possession  of  that  body.  This  would  give  much 
increased  public  confidence,  and  therefore  would  en- 
courage the  investment  of  moi-^  in  aerial  enterprises. 


THE   COPENHAGEN  AERO=SHOW. 


Bv 


ERIK  HILDESHE1M  (Copenh.-'gei 


Under  Peace  conditions  the  second  Scandinavian  aero  exhibi- 
tion chiefly  stimulated  interest  for  coming  events,  the  shows  of 
the  Danish  Army  and  Navy  being  most  attractive,  the  stand  oi 
the  former  including  a  Vickers  100  h.p.  Gnome  monosoupap" 
pusher,  an  H.  tractor  of  own  model  with  140  h.p.  Argus,  a 
Maurice  Farm  an  longhorn  school  biplane, 'and  a  30  h.p.  B.  and 
S.  monoplane,  beside  home-made  70  h.p.  Renault  motors. 

The  Navy  exhibited  their  first  aeroplane,  a  50  h.p.  Farman 
box-kite,  a  school  flying  boat  with  100  h.p.  home-made  Curtiss 
motor,  a  160  h.p.  twin-float  seaplane,  and  a  200  h.p.  flying  boat 
of  the  Danish  type.  The  Swedish  Army  Works  showed  a  biplane 
of  German  outlines  with  a  260  h.p.  Mercedis,  the  stand  of  Thulin 
containing  a  single-seater  and  a  two-seater  scout  and  a  160  h.p. 
tractor. 

Owing  to  the  many  service  accidents  the  advisory  committee, 
appointed  bv  the  Parliament,  forbade  the  army  ail  flying  with 
the  worn-out  monosoupapes  of  the  Vickers,  as  well  as  the  Argus 
motors,  with  their  vibrating  camshafts,  of  the  H  tractors,  and 
the  Thulin  engines  of  the  scouts.  Thus  only  the  1912  M.  Farman 
model  remained,  on  which  Sergeant  Biarkow  covered  the  longest 
distance  in  to  and  fro  flying  by  Copenhagen,  in  the  12  hours 
allowed  in  the  "Star  Flying"  called  so  for  its  demonstrating 
character  of  ending,  froirTall  corner's  of  the  Scandinavian  coun- 
tries, in  Copenhagen,  to  arouse  interest  in  the  show. 

The  Danish  naval  pilots  were  not  followed  by  luck,  Lieut.  Gyll- 
ing  on  a  flying  boat  being  prevented  by  rain  and  mist  from  carry- 
ing out  his  full  course  between  the  extreme  points  of  Denmark, 
and  Lieut.  Thiele  having  the  screw  of  his  tractor  seaplane  damaged 
by  the  rough  sea  at  an  intermediate  landing  which  blew  then 
off  in  the  continued  flight  and  smashed  one  float. 

The  Swedish  competitors  were  prevented  from  completing  by 
meteorological  conditions,  and  thus  the  Norwegian  partakers 
showed  off  best,  being  even  to  the  credit  of  the  British  aircraft 
trade,  as  the  two  naval  pilots,  Lieuts.  Liitzow-Holm  and  Riiser- 
Lassen  flew  130  h.p.  Clerget  Sopwith  Baby  seaplanes  from  the 
naval  air  station  at  Horten  by  Christiania^  to  Copenhagen  with 
one  landing  at  Gothenburg. 

Lieut.  Ibsen  of  the  army,  a  grandson  cf  the  two  well-known 
Norwegian  authors,  Henrik  Ibsen  and  Bjornstjerne  Bjornson,  on 
the  first  army-built  tractor  biplane  with  a  R.A.F.  motor  put  up 
a  fine  performar.ee  from  the  army  Christiania  aerodrome  al  Lille- 
strom,  in  spite  of  bad  weather  conditions. 

As  these  three  Norwegian  pilots  gave  an  exhibition  of  fancy- 
flying  over  the  Danish  capital,  this  performance  impressed  too 
well  of  the  training  that  the  nvo  naval  officers  had  undergone  at 
an  English  war  flying  school. 

A  passenger  service  was  to  have  been  run  during  the  exhibi- 
tion between  Copenhagen  and  the  Swedish  city  Malmo,  but  the 
Nielsen  and  Wirither  seaplane  was  smashed  after  forced  landing 
in  first  two  flights,  and  the  Thulin  seaplane  was  stopped  by 
the  Swedish  police,  till  it  had  passed  a  technical  examination, 
and  carried  then  on  the  last  days  out  a  number  of  flights. 

The  first  foreign  pilot  to  come  attracted  by  the  show,  was  the 
German  Sablatnig,  who  landed  with  two  passengers  at  Copen- 
hagen, after  long  efforts  to  be  allowed  to  continue  his  service  from 
Berlin  to  the  last  German  station,  Warnemiinde  on  to  Copen- 
hagen. He  flew  his  own  type,  the  model,  N  for  night  flying,  with 
230-h.p.  Benz  motor,  and  the  front  cockpit  enclosed  with  Cellon 
plates  to  form  a  narrow  cabin  for  three  passengers. 


Two  more  Sablatnig  biplanes  came  later,  one  piloted  by  Capt.- 
Lieut.  Berchtold,  and  were  sold  to  a  new  Danish  company  named 
Airexpress,  formed  chiefly  for  joyriding,  and  said  to  have  ordered 
eight  more  Sablatnig  aircraft,  two  of  which  are  to  have  sleep- 
ing accommodation  in  lying  position  for  two  passengers. 

Next  came  a  number  of  I..V.G.  biplanes  to  a  dairy-exporter 
to  Germany,  one  of  which,  after  an  exhibition  tour,  was  sold  to 
a  provincial  haulage  contractor,  while  the  other  ones  have  been 
demonstrated  to  the  army,  their  sale  or  use  for  a  flying  school 
being  negotiated. 

A  young  war-profiteerer  imported  sundry  Rumpler  and  other 
type  slough  relics  from  the  German  Adlershof  aircraft  churchyard 
and  after  superficial  reviving  sold  a  number  of  them,  but  the 
first  customer,  a  young  sportsman  met,  a  few  days  after  taking 
his  ticket,  with  a  fatal  accident,  both  he  and  his  passenger, 
being  burned  to  death  on  an  overland  flight.  The  papers  there- 
fore ask  for  restrictions  on  the  imports,  but  as  the  flying  regu- 
lations have  not  been  issued  so  far,  the  air  bill  monopolising  all 
air  traffic  to  the  Government,  which  will  give  concession  to  in- 
fluential companies  in  return  for  their  big  financial  outlays,  has  . 
not  been  passed  yet,  the  police  do  not  see  fit  to  forbid  hurried 
efforts,  in  most  cases  associated  with  German  enterprise,  other- 
wise than  declining  to  grant  passports  for  foreign  aviators,  and 
limiting  the  duration  of  those  pilots,  staying  in  the  country 
already. 

A  Slesvvig  aviator  piloted  the  other  day  a  British  Red  Cross 
officer  from  Berlin  to  Copenhagen  on  an  Albatros,  and  after- 
wards carried  out  an  altitude  flight  to  20,000  ft.  with  two  pas- 
sengers. 

The  former  CO.  of  the  Richthofen  fighting  squadron,  Lieut. 
Goring,  flew  over  a  Fokker  D  VII  scout  wim  B.M.W.  motor," and 
gave  a  demonstration  to  the  military  authorities,  afterwards  going 
out  on  exhibitions,  but  when  a  big  meeting  was  to  have  been 
organised,  which  was  patronised  by  the  King  and  a  number  of 
members  of  the  Royal  Family  by  their  presence,  his  motor  gave 
troubles,  and  as  the  army  pilots  were  forbidden  to  partake,  and 
other  expected  partakers  turned  up  neither,  the  show  was  very 
poor. 

The  best  performance  was  by  the  Danish  pilot  Reichert,  who 
has  returned  from  Johannisthal  with  3  Albatros  biplanes,  of  which 
he  put  during  the  war  1,100  through  their  delivery  tests,  expe- 
riencing later  a  narrow  escape  with  his  two  passengers,  when 
one  of  his  biplanes  caught  fire  and  was  burned. 

To  have  appeared  was  the  Austrian  pile  Sparmann,  of  pre-war 
fame  as  a  Lohner  pilot,  and  now  chief  design  pilot  to  the  Phonix 
Works,  the  largest  Austrian  aircraft  manufacturing  company  and 
successors  to  the  Albatros  firm  of  Austria,  who,  flying  a  scout, 
turned  up  later  in  the  company  of  Capt.  Perelli,  who  flew  a  two- 
seater  in  8  hours  from  Vienna  to  Copenhagen  with  two  stops  at 
the  Szeco  frontier  and  in  Berlin.  After  demonstrating  their  air- 
craft to  the  advisory  committee  and  others  thpv  continued  their 
flight  to  Stockholm  and  later  io  Christiania.  It  is  said  that  Spar- 
mann has  been  engaged  as  designer  and  school  instructor  by  the 
Thulin  works  that  are  to  turn  out  Phonix  aeroplanes. 

Dutch  pilots  turned  up  too  as  guests  at  the  Copenhagen  show. 
First  arrived  a  two-seater  Friedrichshafen  seaplane  with  naval 
officers,  and  next  an  Argus-engined  Rumpler  with  officer  pilots. 
Another  aeroplane  of  same  make  and  starting  at  the  same  time, 
met  with  a  fatal  accident  to  the  two  officers  manning  it,  in 
Sleswig.         *  - 


August  13,  1919 


The  Aeroplane 


629 


Armstrong.  Whitv/orth 

Newcastle  ~  upon  -tyne. 


TELEPHONE  >    500  GOSFORTH. 
TELEGRAMS*.-    ARMSTRONG  AVIATION, 

NEWCASTLE  -  ON  ~TYNE. 


l||lllllll|lllll!l|l|[jP)!lllilllllllllllllinillllllllllllllll!llllllirillllllllMIIIII!!IIIIIIIIH 


Tubulgtf  Framework 

Underc  a  r  ri  a  ges: 
\     Tail  Units* Etc. 


I  homoson  Bros.  (BILSTON)  Ltd, 

Aircraft  Department  Bilston, 
Contractors  to  H.M .  Air  Ministry. 


rruy^iTr  t  °n  *n  ma*ters 

WtWULI  connected  witk 
Commercial  and  Pleasure  Plying, 
Aeronautic  Design  &  Manufacture. 

1  0  ^ears'  Poetical  experience 
v  in  all  Branches, 


Phone  R  g  n 


414 


*  F  R.  Ae.  S 


St.  George's  House, 
193,  Regent  Street, 

LONDON.  W.l, 


J.  H.  MOORE, 

Late  Lt.  R.A.F., 

9,  MOUNT  RD.,  HENDON,  N.W.4 


Testing  of  any  Type  of  Aircraft  undertaken. 

5  years'  experience — 3£  years  as  Official 
Test  Pilot.  o 

Open  to  demonstrate  machines  abroad. 


KINDLY    MENTION    "THE    AEROFLAN E  "    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


630 


The  Aeroplane 


August  13,  1919 


A  BREACH  OF  AGREEMENT. 

In  an  official  document  entitled  "  Directions  Issued  by  the 
Secretary  of  State  for  Air,  under  para.  3  of  the  Air  Navigation 
Regulations,  1919,  dated  April  30th,  19(9,"  which  bears  what 
purports  to  be  a  reproduction  of  the  signature  of  the  Right  Hon. 
Winston  Spencer  Churchill,  there  is  laid  down  a  scale  of  the 
charges  which  will  be  made  to  the  owners  of  civil  aircraft  for 
accommodation  and  for  landing  fees  at  R.A.F.  aerodromes. 

These  charges  are  based  upon  the  floor  -pace  occupied  by  the 
machine.  This  is  assessed  on  the  product  of  overall  span  and 
overall  length,  and  machines  are  classified  therein  as  : — 

Small  type,  less  than  900  sq.  ft. 

Medium  type,  not  exceeding  1,800  so.  ft. 

Large  type,  over  1,800  sq.  ft. 
It  appears,  however,  that  the  Civil  Aviation  officials  at  official 
aerodromes  have  received  entirely  different  instructions,  and  that 
machines  are  to  be  classed  as  single-seaters,   two-seaters,  and 
iarge  aeroplanes. 

Thus,  anyone  flying  a  four-seater  machine  which  comes  within 
the  published  definition  of  a  small  machine  must  be  prepared  to 
be  charged  at  the  rate  laid  down  for  the  large  type  if  he  is 
so  ill  advised  as  to  land  at  a  Government  aerodrome. 

It  is  not  quite  clear  whether  this  performance  on  the  part  of 
the  authorities  is  to  be  classed  as  foolishness  or  roguery. 

It  is  a  clear  case  of  breach  of  agreement,  and  it  would  be 
interesting  to  learn  what  would  be  the  views  of  the  Air  Ministry 
as  to  the  action  of  the  proprietor  of  a  licensed  private  aerodrome 
who  attempted  to  interpret  his  agreement  as  to  charges  for 
R.A.F.  aeroplanes  which  landed  upon  his  ground  in  a  similar 
manner. 

KILLING  CIVIL  AVIATION. 

Though  one  knows,  personally,  that  the  operations  of  the  De- 
partment of  Civil  Aviation  are  just  pure  natural  foolishness,  and 
are  not  inspired  by  any  malicious  intent,  one  cannot  blame  those 
who  are  less  in  touch  with  affairs  for  believing  that  it  is  the 
policy  of  the  Department  of  Civil  Aviation  to  kill  all  small  firms 
who  have  the  impudence  to  try  and  make  a  living  out  of  aviation 
so  that  all  civilian  flying  may  pass  into  the  hands  of  a  few  would- 
be  monopolists  who  happen  to  be  friends  of  the  people  in  the 
Department.  It  has  already  been  recorded,  both  editorially  and 
in  the  advertisement  columns  of  this  paper,  that  the  London  and 
Provincial  Aviation  Co.,  Ltd.,  whose  principal,  Mr.  Warren,  is 
one  of  the  pioneers  of  aviation  in  this  country,  have  gone  out  of 
business,  at  any  rate,  until  such  time  as  Civil  Aviation  is  con- 
trolled by  people  who  know  something  about  civility  and  avia- 
tion. 

Considering  all  the  good  work  that  the  firm  has  done  during 
the  war,  it  is  a  great  pity  that  it  should  expire,  or  even  suffer, 
from  suspended  animation,  for  nobodv  is  better  qur  lifted  than  arc 
Messrs.  Warren  and  Smiles  to  turn  out  usefH  commercial  aero- 
planes at  a  reasonable  price.  One  learns  that  they  had  actually 
in  hand  the  designs  for  a  five-seater  touring  machine  with  a  120 
h.p.  engine,  which  they  intended  to  exhibit  at  the  next  Aero 
Show.  This,  however,  will,'  of  course,  not  be  produced  in  view 
of  the  activities  of  the  Civil  Aviation  Department. 

Another  small  and  enterprising  firm  which  looks  like  being 
squeezed  out  of  existence  by  the  Department  is  the  Cheltenham 
Aviation  Co..  Ltd.,  founded  by  Mr.  Horace  Wright  and  two  other 
ex-R.A.F.   officers  who  pooled   their  gratuities  in  the  hopes  of 


making  a  living  out  of  the  experience  they  gained  in  running 
aeroplanes  during  the  war.  It  seems,  however,  that  the  mere 
war  experience  of  practical  aviators  and  engineers  does  not 
qualify  them  in  the  eyes  of  the  stay-at-home  officials  of  the  Civil 
Aviation  Department.  The  mere  fact  that  these  ex-R.A.F.  offi- 
cers were  staking  not  only  all  they  possessed  in  the  way  of  cash 
but  also  were  prepared  to  risk  their  lives  in  flying  the  machines 
in  order  to  earn  a  living,  does  not  seem  to  have  weighed  with 
the  gentlemen  of  that  institution  which  is  becoming  known  ;;s 
the  "Fee-Snatching''  Department. 

Practically  every  other  concern  which  has  attempted  to  deal 
with  the  Department  of  Civil  Aviation  has  nothing  but  com- 
plaints to  make,  and  as  this  paper  has  already  staled,  it  is  quite 
time  that  the  whole  Department  was  overhauled  from  top  to 
bottom. 

THE  AEROPLANE  SITUATION  IN  THE  U.S.A. 

By  G.  W.  Kettle. 

From,  personal  observation  during  a  few  weeks'  visit  to  the 
United  States,  I  am  convinced  that  the  Americans  are  thoroughly 
dissatisfied  with  their  own  progress  in  aeronautics.  Whether  in 
New  York,  Chicago,  Philadelphia,  Cleveland  or  Washington,  I 
heard  the  same  tale  of  woe. 

The  fact  is  their  manufacturers  came  down  very  badly  indeed 
over  their  war  promises  and  supplies.  The  evidence  is  overwhelm- 
ing ;  and  though  the  average  citizen  says  little  he  is  very  conscious 
of  failure. 

Here,  the  American  believes  in  us.  Doubting  himself,  he  is  con- 
vinced that  the  Britisher  knows  all  about  it.  Being  willing  to 
irust  us  with  his  personal  safety,  he  expects  more  inspiration  and 
!  etter  supplies  from  England  than  from  his  own  country.  Our 
old  reputation  for  thoroughness  and  conscientious  workmanship, 
for  initiative  and  skill,  is  doing  us  good  service  to-day. 

There  can  be  no  question,  again,  that  America  wants  aeroplanes 
-—for  commercial  purposes  and  for  pleasure.  Remembering  that 
in  Cleveland,  for  example,  one  family  in  every  five  owns  a  motor- 
car, we  may  safely  assume  that  the  same  spirit  of  restless  enter- 
prise— ever  seeking  after  some  new  thing — will  tapidly  create  the 
demand.  For  that  continent,  with  her  vast  distances,  is  compara- 
tively speaking,  badly  supplied  with  means  of  transit. 

Her  average  voads  do  not  reach  at  all  a  high  standard  of  effi- 
ciency ;  there  is  very  little  railway  development  outside  the  great 
traffic  systems.  Yet  her  desires  and  her  needs  for  the  intercourse 
which  prompts  travel  are  rather  exceptionally  urgent. 

Speed,  too,  is  very  imperative,  and  must  be  maintained  over  a 
number  of  miles  scarcely  contemplated  in  our  little  island.  And 
gasolene  is  cheap.  Wherefore,  more  and  more,  day  by  day, 
America  is  looking  to  the  air. 

Information  as  to  the  possibility  of  aeronautics  is  badly  needed 
to-dav  in  the  States.  Who  is  to  build  and  establish  her  factories? 
Who  is  to  supervise  the  work? 

Since  we  English  are  leading  in  this  matter,  what  have  we  really 
learnt  from  our  five  years'  experience  at  war?  Are  we  already 
applying  that  experience  to  peace  purposes? 

It  is  true  that  the  whole  question  of  air  navigation  laws,  etc., 
though  pressing,  may  not  be  decided  for  <ome  months?  But  our 
cousins  over  the  water  are  not  likely  to  wait  for  the  final  result  of 
deliberations  affecting  the  interests  of  the  whole  world.  They 
want  practical  programmes  here  and  now — and  they  will  find 
them,  somewhere  ! 


Threequ.irter  Front  View  of  the  "  Westland  Limousine  "  described  on  pages  597-598. 


August  13,  1919 


The  Aeroplane 


CIVIL   AERIAL  TRANSPORT  NOTES. 


GREAT  BRITAIN. 

Attention  is  drawn  by  the  Air  Ministry  to  the  Secretary  of 
State's  order  published  in  the  "London  Gazette"  of  Aug.  '  ist, 
which  makes  a  small  alteration  in  the  method  of  marking  air- 
craft. 

Under  the  Regulations  published  on  April  30th  the  marks  of 
aivil  aircraft  were  to  be  underlined  with  a  black  line;  the  Inter- 
national Air  Convention  reserves  this  black  line  for  one  par- 
ticular type  of  aircraft,  i.e.,  the  private  or  tourist  aircraft  as 
opposed  to  the  commercial  or  State  machines.  The  order  pub- 
lished in  the  "London  Gazette"  of  Aug.  Stli  thus  brings  the 
British  Regulations  into  line  with  the  International  Convention 
in  this  respect. 

The  Big  Purchase  of  Avros. 
Mr.  S.   W.  Copley,  the  managing  director  of  Copley's  Bank, 
U,  Queen  Victoria    Street,    who  purchased    the    28c,    new  Avro 
machines  from  the  Aircraft  Disposal  Department,  has  also  bought 
several  other  machines. 

At  present  the  project  is  in  the  air,  but  an  aerodrome  has  been 
obtained  near  London.  The  machines,  or  some  cf  them,  will  be 
used  for  passenger  and  cargo-carrying  at  a  fixed  and  moderate 
mileage  scale  of  payment. 

An  Aerial  Police  Force. 
Major-Gen.  the  Right  Hon.  J.  E.   B.   Seely,   C.B.,  C.M.G., 
D.S.O.,  M.P.,  the  Under  Secretary  of  State  for  Air,  has  stated 
that  it  is  not  considered  that  the  expense  of  maintaining  an  Air 
Police  Force  would  be  justified  at  present. 

Free  Flights. 

The  "  Daily  News  "  announce  that  they  will  g:v-;  on  Saturday, 
Aug.  16th,  and  on  Monday,  Aug.  iSth,  a  total  ot  22C  free 
nights.  In  addition  to  these,  20  free  flights  are  announced  for 
Nottingham  on  Aug.  13th. 

Flights  at  the  following  places  are  to  be  given  on  Aug.  i6t'<  : 
Cricklewood,  100 ;  Hastings  and  Southend,  20  each ;  Swansea, 
16;  Great  Yarmouth  and  Eastbourne,  15  each;  Sandown  plus 
Ventnor  and  Torquay  plus  Paignton,  10  each. 

On  Aug.  18th  seaplane  flights  will  be  given  at  Brighton  from 
the  end  of  the  West  Pier. 

A  Tax  Collector  Missino. 

An  Avro  pilot  recently  conveyed  passengers  to  a  recognised 
Government  aerodrome  in  Lancashire.  He  lar  dec,  and  as  no 
one  came  out  to  assist  him  or  paid  any  attention  to  him  he 
departed  again  without  paying  his  5s.  landing  fee. 

Major  McMinnies  was  under  the  impression  that  the  charge  of 
5s.  is  made  in  return  for  services  of  taxying  in  with  mechanics' 
assistance,  etc.,  but  when  there  is  no  one  about  and  the  mach.'ne 
only  alights  for  a  few  moments   this  toll  seems  rather  excessive. 
Blackpool. 

The  five-scater  Avros  signified  their  arrival  at  Blackpool  by 
setting  up*  new  records  for  the  week  ending  Aug.  9th,  nearly 
500  passengers  being  flown  in  one  dav  bv  'hree  pilots.  '  Thou- 
sands throng  the  beach  all  dav  long  waiting  for  the  day  when 
flights  will  be  5s.  each. 

Brighton. 

Eighty-five  flights  were  made  by  Avro  machine?  for  the  week 
ending  Aug.  9th,  and  212  passengers  were  tak?.i  up. 

Cambridge. 

The  Cambridge  School  of  Flying  had  a  record  day  on  Bank 
Holiday,  Aug.  4th.  Numbers  of  people  turned  up  at  the  Hard- 
wick  Aerodrome  to  watch  the  flying,  and  many  were  taken  up. 

Lieut.  Ortweiler  piloted  the  only  flyable  Avro  the  whole  day, 
and  d;d  many  stunts,  which  the  passengers  enjoyed.  In  the 
afternoon,  another  pilot  made  a  very  short  trip  on  one  of  the 
Caudron  machines. 

Conway. 

Ir  is  hoped  that  when  the  Air  Ministry's  licence  for  the  Morfa 
Ground,  Conway,  is  granted,  a  special  service  will  be  inau- 
gurated between  Rhyl  and  Conwav.  The  Morfa  is  an  excellent 
centre  for  North  Wales,  Llandudno,  Conwav,  and  Colwyn  Bav 
being  within  a  few  miles  of  the  landing-ground. 

1  COWES. 

Colonel  W'mgfield,  a  well-known  member  of  the  Royal  Yacht 
Squadron,  with  three  friends,  flew  from  Cowes  to  Portsmouth 
on  August  5th,  in  a  Supermarine  riving  boat  to  witness  the  de- 
parture of  the  Prince  of  Wales  to  Canada. 

A  Supermarine  flying  boat  attended  the  Cowes  Regatta  each 
day.  Members  of  the  R.Y.S.  and  other  clubs  were  taken  up  and 
followed  the  yacht  racing  from  the  air. 

Great  Yarmouth. 
Free  flights  were  given  by  the  "  Daily  Sketch,"  the  "  Illus- 
trated Sunday  Herald,"  and  the  "  Evening  Standard  '-  at  Burgh 
Ccstle'on  Aug.  3rd.    Further  flights  were  arranged  to  be  given 
on  Aug.  7th  and  10th. 

Hull. 

Proposals  for  a  new  aerodrome  at  Hull  h.,ve  been  discussed  on 


the  spot  cy  a  committee  of  the  Hull  Corpori^on  and  Lieut. -Col. 
Beatty  ot  the  Air  Ministry.    Lieut. -Col.  Beatty  stated  the  Scan- 
dinavian and  Dutch  traffic  would  probably  conw  to  Hull. 
Isle  of  Man. 

Capt.  Pixton  did  very  well  for  the  week  ei  ding  Aug.  9th  in 
delivering  his  3,000  copies  of  the  "  Daily  News  "  daily  to 
Douglas.  The  weather  was  not  always  kind,  as  on  occasions 
he  had  to  battle  with  40  m.p.h.  winds,  hut  he  got  througn  to 
time  despite  them  and  a  certain  amount  of  mist.  A  standard 
Avro  seaplane  is  used,  but  with  a  special  compartment  for  papers 
instead  of  jjiassengers. 

Aires  ate  reported  to  be  as  busy  as  ever  at  Douglas,  "  Round  the 
Island  "  flights  oeing  the  latest  idea.  Lieut.  Moxon  has  an  ideal 
spot  for  pegging  his  machines  down  as  they  are  situated  outside 
th'1  Castle  Mona  Hotel,  just  oft  the  promenade,  where  other  but 
less  up-to-date  means  of  transport,  such  as  cars  and  cabs,  ar>; 
also  parked  ! 

London. 

Hendon. — Capt.  Gathergood,  with  two  passengers,  in  an  Airco 
D.H.4.a  machine,  flew  from  Edinburgh  to  London  on  Aug.  5th. 
The  flying  time  was  3J  hours,  and  an  average  speed  of  120  m.p.h. 
was  made.  1  he  fastest  express  trains  take  over  nine  hours  to  do 
this  journey. 

Hounslow. — During  the  week  ending  Aug.  9th,  347  passengers 
were  carried  in  Avro  machines. 

A  five-sea ter  Avro  machine  with  Mr.  H.  R.  Hastings  (late 
R.A.F.)  as  pilot,  and  carrying  two  passengers  and  a  mechanic, 
set  out  from  Hounslow  at  about  5.30  p.m.  on  August  6th  to  fly 
7  tc  Camberley.  The  pilot  was  preparing  to  land  near  the  Royal 
Military  College  when  the  machine  dropped  thirty  feet  onto  the 
ground  and  crashed. 

Mr.  H.  R.  Hastings  was  killed.  Major  Phillips  was  seriously 
injured,  and  taken  to  the  Royal  Cambridge  Hospital.  The 
olher  passenger  and  the  mechanic  were  uninjured. 

Mr.  Hastings  was  a  highly  skilled  pilot  who  had  done  a  great 
deal  of  flying.  He  was  for  some  time  instructing  in  flying  in  the 
R.A.F.  at  the  Shoreham  aerodrome  A  short  while  ago  he  took 
Major  Phillips  on  a  flying  trip  from  Hounslow  to  Swanage. 

It  is  claimed  that  A.  V.  Roe  and  Co.  have  carried  over  20,000 
passengers  in  short  and  long  distance  flights,  and  that  this  was 
the  first  accident  experienced  In  connection  with  passenger  flights. 
Margate. 

Nearly  300  passengers  were  taken  up  in  Avros  at  the  Manston 
aerodrome  during  the  week  ending  Aug  9th.  Among  the  pas- 
sengers was  the  weli-known  jockey  Duller.  Miss  Carrie  Tubb' 
flew  to  Heme  Bay  for  a  special  engagement.  A  number  of  people 
arranged  to  fly  to  the  Folkestone  Races  this  week 
Nottingham. 

On  Frid  ly,  Aug.  8th,  Major  McMinnies  flew  from  Southport 
to  Nottingham  to  see  Sir  Jesse  Boot.  Landing  in  a  small  field 
next  to  the  Boots  recreation  ground,  he  transacted  his  business 
and  was  back  at  Southport  again  in  thee  same  time  that  it  would 
have  taken  to  reach  Nottingham  by  train.  It  is  probable  that 
a  Boots  flying  week  and  aerial  gymkhana  and  fete  will  take  plai-e 
at  Nottingham  during  September. 

Prhston. 

Preston  Aerodrome  will  be  opened  very  shortly  for  Avro  flying, 
as  the  Air  Ministry  has  granted  a  licence  fcr  it. 

Rhyl. 

Three  Avro  pilots  have  been  kept  busy  during  the  week  ending 
Aug.  9th,  the  Rhyl  Council  leading  the  way  in  flying,  and  ren- 
dering every  possible  assistance  to  the  schem>\ 
'St.  Andrews,  Fife. 
The  first  day,  Aug.  6th,  of  the  four  days'  passenger  flights  in 
two  Avro  machines  was  a  great  success.  The  fit  st  passengers 
to  be  taken  up  from  the  sands  were  the  Provost  and  the  Town 
Clerk.    The  pilots  were  Capt.  Simpson  and  Lieut.  Duron. 

Sou in port. 

A  dual-control  machine  for  women  pupils  is  expected  shortly.  The 
machine  is  a  standard  100  hyp.  mono  Avro,  and  pupils  will  be 
taught  by  means  of  a  telephone. 

Last  Saturday,  Aug.  9th,  flying  continued  til!  10  p.m.,  and 
even  when  the  pilots  stopped  in  the  moonlight  there  were  a  few 
more  couples  waiting  to  book. 

Southsea. 

Aeroplane  flights  ever  Southsea  Common  have  not  been  verj 
satisfactory  financially.  The  Portsmouth  Corporation  Parks 
Committee  have  been  advised  to  stop  the  flights  as  soon  as  pos- 
sible. 

Swansea. 

During  the  holiday  week  crowds  flocked  to  the  Avro  Aero- 
drome from  extensive  factory  and  mining  districts  of  South  Wales 
to  get  their  first  experience  of  flying.  A  large  force  of  police 
was  necessary  to  keep  the  waiting  crowds  off  the  aerodrome. 

Aeroplanes  were  in  great  demand  to  carry  passengers  to  the 
beautiful  Gower  coast  for  fishing  or  bathing.  The  local  Com- 
mandant of  the  Boy  Scouts  flew  for  a  parade  to  the  sands  of 
Port  Eynon. 


632 


The  Aeroplane 


August  13,  1919 


On  Friday,  Aug.  8th,  in  response  to  a  letter  from  Llanwrtydd 
Wells,  Capt.  Dalton  flew  from  Swansea  to  the  grounds  of  the 
ALc  nant  Lake  Hotel.  As  a  result  of  his  visit  passenger  flights 
will  be  given  daily  at  Llanwrtydd  Wells.  Many  flights  from  the 
Wells  have  already  been  booked  by  visitors  at  other  neighbour- 
ing towns. 

A  daily  service  was  arranged  to  start  on  M<  riday.,  Aug.  nth, 
for  the  Wells,  leaving  Swansea  at  u  a.m.,  and  returning  at 
7  p.m.  This  route  passes  over  the  fine  scenery  of  the  black 
Mountains. 

643  passengers  have  been  carried  since  july  26th  without  any 
mishap. 

Weston  super-Mare. 
At  this  town  232  passengers  have  been  taken  up  in  an  Avro 
five-seater   and    an    Avro  three-seater   during  the  week  ending 
Aug.  9th. 

Free  flights  have  been  given  by  arrangement  with  the  "  Bristol 
Times  and  Echo  "  and  the  "  Daily  News." 

There  are  now  two  aviation  companies  established  at  Weston- 
super-Mare.  On  Aug.  1st  a  company  had  secured  an  aerodrome 
in  the  vicinity  of  Brean  Down,  across  the  River  Axe.  This  com- 
pany will  :;ater  for  Burnham  and  Bridgwater,  as  well  as  Weston. 

The  sands  aerodiome  has  proved  very  popular,  crowds  flock 
to  tha'.  end  of  the  sea-front  which  was  only  sparsely  populated 
before.  Tents  are  pitched  near  ihe  enclosure,  and  family  parties 
camp  out  in  approved  Bohemian  fashion. 

Weymouth. 

A  seaplane  piloted  by  Captain  Alan  Storey,  late  R.A.F.,  with  a 
woman  passenger,  fell  into  the  sea  near  Weymouth  owing  to  the 
breaking  of  the  airscrew.  The  machine  was  proceeding  to 
Bournemouth.    Both  pilot  and  passenger  were  rescind. 

CANADA. 

Capt.  Ernest  Hoy,  D.F.C.,  rlcw  a  Curtiss  machine  trom  Van- 
couver to  Calgary  via  Crow's  Nest  Pass  on  Aug.  8th  in  16  hrs. 
4.-i  mins.  The  distance  is  745  miles.  This  is  -the  first  flight 
across  the  Rockies. , 

BELGIAN  CONGO 

The  Belgian  Congo  aerial  service  is  to  be  strrted  on  Jan.  1st, 
1920.  The  route  will'  be  over  the  whole  Upper  Congo  River, 
from  Kinshasa  (terminus  of  the  railway  from  Matadi)  to  the 
Katanga.    Seaplanes  of  a  French  type  (Levy-le-I'en)  will  be  used. 

They  wdl  carry  express  mail  and  express  parcels,  and  will  3v 
in  connection  with  the  arrival  and  sailing  of  the  mail  liners  of 
'he  Antwerp  Compagnie  Beige  Maritime  du  Congo. 

A  special  series  of  postage  stamps  is  to  be  issued  for  the  letters, 
etc.  It  is  not  yet  decoded  whether  passengers  will  be  carried. 
Photographs  will  also  be  taken  to  be  used  for  the  drawing  up  of 
the  hydrographical  map  of  the  Congo  river  and  of  its  tributaries. 

A  Commission,  formed  by  Col.  van  Crombrughe,  Major  Paulis 
and  Commandant  Jaumotte,  is  investigating  matters  connected 
with  the  scheme  in  Belgium.  A  party,  headpd  by  Engineer 
Allard,  is  to  leave  by  the  next  Antwerp  boat  to  choose  the  spots 
on  which  the  sheds  will  be  erected.  The  fi--;t  aeroplane  flights 
in  Central  Africa  were  given  in  1913  at  Elizahethville  by  the  Bel- 
gian pilot  Lescarts. 

DENMARK. 

The  Danish  Ministry  of  War  has  leased  the  military  aviation 
ground  near  Copenhagen  to  two  pilots.  They  propose  starting  a 
flying  school  there  with  German  machines.  The  full  course  will 
not  cost  more  than  3,000  kronen. 

FRANCE. 

The  following  flights  will  be  attempted  shortly  by  pflots  who 
an?  in  training  at  Villacoublay :  Paris-Constantinople,  Major 
Vuillemin  and  Capt.  Leune  ;  Paris-Cairo,  Lieut.  Dagneux  ;  Paris- 
Fez,  Lieut.  Bonzac  and  Lieut.  Pat,imhon  ;  Paris-Rome,  Lieut, 
de  Romanet. 

The  Arc  de  Triomphe  was  flown  through  by  a  French  aviator 
at  7.30  a.m.  on  Aug.  7th.  His  name  is  Charles  Godefroy,  and 
he  had  only  been  demobilised  two  days  before.  On  an  ordinary 
Nieuport,  with  an  120  rup.  Le  Rhdne  engine,  he  descended  in 
a  spiral  over  the  Place  de  l'Etoile  and  got  in  a  direct  line  with 
ihe  entrance  of  the  Arc.  He  passed  through  the  Arc  at  90  m.p.h. 
and  continued  on  to  the  Concorde. 

The  actual  height  of  the  Arc  de  Triomphe  is  some  90  ft,  and 
its  Width  is  only  43  ft.  The  span  of  the  machine  varies  in  the 
various  accounts  from  22  to  27  ft. 

Navarre  was  going  to  perform  this  feat  soon  after  he  was 
killed. 

An  enterprising  Paris  firm  took  a  cinematograph  film  of  the 
flight  through  the  arch.  The  Prefect  of  Police  ha,  forbidden  its 
exhibition  until  further  notice. 

GERMANY. 

A  large  German  aeroplane,  belonging  to  a  Get  man  aerial 
company  and  hired  by  the  Ukrainian  Government,  crashed  in  the 
Raudten  Forest,  in  Upper  Silesia,  on  Aug.  5th. 

The  pilot  and  all  the  passengers,  including  M.  Vitovsky,  a 
former  Ukrainian  Minister,  were  killed.  The  machine  also  car- 
ried a  great  deal  of  money  and  important  documents. 


The  flight  began  at  Bresl  iu  and  was  to  have  continued  10 
Podolein. 

A  German  Government  wireless  message  reported  that  it  was 
shot  down  by  Polish  frontier  troops. 

The  machine  is  reported  to  have  had  a  span  of  43  metres,  five 
motors  of  260  h.p.  each,  and  a  load  capacity  of  4,500  kilo- 
grammes. , 

The  Deutsche  Luft  Reederei  has  been  founded  by  the  A.  E.  G. 
Company,  syndicated  with  the  Zeppelin  works.  It  has  the  as- 
sistance of  the  Hamburg-America  Line  in  all  matters  relating 
to  traffic,  and  has  been  established  for  commercial  aviation  to 
the  exclusion  of  stunt  flying.  In  ihe  first  three  months  of  its 
existence  916  flights  have  been  made  without  at  acciden.t.  The 
total  distance  of  those  flights  would  encircle  the  world  nine  times. 
The  average  journey  Berlin  to  Weimar  has  been  made  in.  just 
over  two  hours.  In  one  day  1,300  ibs.  of  mail  were  taken  from 
the  Leipzig  Fair.  The  "D.  L.  R. "  possesses  70  small  and  20 
large  aeroplanes. 

Since  the  opening  of  the  seaside  resort  service  the  "D.  L.  R." 
has  transported  44  persons  and  8  tons  of  mail. 

Three  large  aeroplanes  left  Berlin  on  July  19th  for  Swine- 
munde,  each  carrying  eight  passengers  for  the  week-end  trip. 

On  the  same  date  a  Berlin  family  hired  a  large  private  machine 
and  flew  to  Rugen. 

During  the  races  at  Harburg  the  "D.  L.  R."  ran  an  air  ser- 
vice from  July  i7-3oth  to  connect  wyth  the  postal  service  Berlin- 
Braunschweig-Hannover-Gelsenkirchen-Rhineland.  The  Harburg 
line  connected  at  Braunschweig. 

The  Berlin  Luftschiffbau  G.  m.  b.  H.  have  announced,  regard- 
ing the  New  York  to  Hamburg  aerial  line,  that  no  result  has 
been  achieved,  although  negotiations  have  been  started.  The 
company  anticipates  a  regular  trans-Atlantic  Air  Service  for  the 
summer  of  next  year. 

"Weser  Zeitung."  of  July  24th,  announces  that  the  aerial  line 
Berlin-Hannover-Gelsenkirchen  which  had  been  slipped  for  some 
time  owing  to  the  lack  of  raw  material  has  again  been  started. 

To  connect  the  service  by  motor  with  Essen-Duisburg-Dort- 
mund,  etc.,  the  various  towns  have  promised  to  subsidise  it. 
This  will  mean  a  tax  of  2  pfennig  per  head  on  the  local  popula- 
tion. In  Dortmund,  for  instance,  the  assistance  given  amounts 
to  6,000  marks. 

It  is  rumoured  that  a  new  type  of  airship  has  been  constructed 
in  Germany  which  will  make  its  first  flight  on  about  Aug.  16th 
from  Berlin  to  Friedrichshafen  via  Miinchen.  It  will  carry  mails 
and  20  passengers  exclusive  of  crew. 

It  is  said  to  have  a  speed  of  120  m.p.h.,  and  that  it  will  cov°r 
the  distance  within  seven  hours.  A  regular  service  will  be  started 
over  this  route,  which  eventu-rlly  will  be  extended  to  Switzerland. 

German  Trade  News. 
The  Danish  correspondent  of  The  Aeroplane  writes  : — ■ 

The  well-known  German  naval  expert  and  contributor  to  the 
German  paper,  "  Berliner  Tageblatt,"  Captain  Persius,  has 
issued  a  pamphlet  entitled  "Tirpitz,  the  Gravedigger  of  the  Ger- 
man Navy,"  in  which  he  shows  the  poor  results  of  the  airships, 
claiming  the  unreliability  of  the  Zeppelins  and  the  Maybach 
motor  as  the  chief  reason. 

Against  these  statements  the  Zeppelin  Airship  Building  Co. 
and  the  Maybaoh  Motor  Works  in  Friedrichshafen  put  large  ad- 
vertisements in  the  German  technical  papers,  quoting  first  his 
remarks  that  technical  'imperfection  was  the  ret  son  for  stopping 
the  employment  of  the  airships,  as  their  military  achievements 
in  the  war  were  very  small,  as  they  were  often  exposed  to  the 
enemy  weapons  owing  to  lacking  manoeuvring  capacities,  many 
cases  being  due  to  engine  breakdowns.  It  is,  however,  published 
as  a  fact  that  one  single  report  ol  -'L.n"  saved  the  whole  Ger- 
man fleet  from  destruticon. 

In  the  parallel  articles  on  modern  national  aircraft,  run  by  the 
German  journal  "Flugsport, "  various  news  is  gradually  revealed. 
Thus  it  is  reported  that  the  Hannoverische  Waggonfabrik  started 
by  building  Rumpler  and  Aviatik  two-seaters,  and.  Halberstadt 
scouts  under  licence.  The  firm  engaged  the  pioneer  designer 
Dcrner,  whose  monoplane  with  front  motor  and  propeller  drive 
aft  crashed  in  the  fatal  accident  to  its  chief  exponent.  They  are 
producing  now  the  various  Hannoveraner  prcducls 

The  Aviatik  works  took  over  the  Grade  plant  at  the  Bork  aero- 
drome and  produced  Staaken  giant  aircraft  after  the  end  of 
1916.  It  appears  that  the  front  motor  installation  has  soon  been 
abolished,  the  Aviatik  specimen  having  a  power  plant  amounting 
to  1,500  h.p.  in  the  two  interplane  engine  nacelles  made  up  with 
two  front  cnes  of  230  h.p.  and  two  rear  32-cyl.  ones  of  500  h.p. 
each. 

Horrible  conditions  are  reported  at  the  aircraft  stores  in  Adler- 
shof,  where  6,000.  workmen  are  paid  ^37,500  a  week  without 
doing  anything,  as  500  men  would  suffice.  It  is  alleged  that 
mostly  everyone  steals  when  leaving  after  4  o'clock,  foremost  the 
safety  guards,  400  of  which  were  to  have  b-^en  dismissed  last" 
February,  though  it  has  not  been  done  vet.  The  result  of  the 
Bolshevik  workmen  management  since  the  revolution  amounts 
to  ,£1,100,000  loss  against  £8,750  income 


August  13,  1919 


The  Aeroplane 


633 


HOLLAND. 

According  to  the  "Times''  of  Aug.  7th: — 

Sir  John  Alcock,  K.B.E.,  D.S.C.,  is  selling  seats  in  his  aero- 
plane for'  passenger  flights  at  the  Amsterdam  Exhibition  to  the 
highest  bidders.  The  money  thus  received  will  be  given  to  the 
poor  of  Amsterdam. 

ITALY. 

A  flight  from  Varesu  to  Barcelona,  a  560-mile  coastal  trip,  was 
made  .1  few  days  ago  by  Petty  Officer  Zanetti  with  Signor  Buzlo, 
the  technical  manager  of  the  firm,  on  a  Macchi  3  seaplane  with 
an  I.F.  150  h.p.  engine.  The  iVLg,  with  passenger  accommoda- 
tion, as  seen'at  -Taliedo,  will  shortly  be  following  her,  as  Messrs. 
Macchi  are  out  to  show  their  wares  to  the  Neutrals  with  cash 
to  spare  and  some  fear  of  future  wars. 

Among  the  eye-openers  was  a  Caproni  trip  from  Milan  to  Turin 
and  back  with  two  pilots  and  15  passengers,  in  2  hours  ;  stated  to 
be  a  world's  record.  The  weight  of  passengers  is  no:  stated. 
•  To  a  Socialist  M.P.,  who  lamented  the  waste  of  money  on 
aviation  when  half  Italy  has  no  roads  and  no  railways  the  new 
Premier  replied  deploring  the  threaL  of  a  g<  rerai  strike  then 
being  held  over  the  Government's  head,  jnri  stating  that  all 
arrangements  were  ready  for  guaranteeing  cc  mmunications  and 
the  transport  of  passengers  by  air  if  the  threat  were  carried  out. 
In  fact,  a  large  wine  firm  in  Turin  is  advertising  that  their  next 
consignment  of  wine  "will  arrive  from  Rome  by  dirigible  if  other 
means  of  transport  are  not  available." 

It  was  also  stated  in  Parliament  recently  that  of  the  100,000 
men  employed  in  aeronautical  factories  in  November  last,  there 
now  remain  fewer  than  27,000.  The  orders  lor  material  in  con- 
nection with  the  Air  Forces  amounted  to  8  milliards  of  lire  at 
that  date.  Which  explains  why  some  folk  regret  the  collapse 
of  the  Central  Powers. 

Col.  Berliri-Zoppi  is  now  at  the  head  of  Aeronautics  here — 
Civilian  side — whilst  Gabriele  D'Annunzio  has  accepted  the  post 
of  High  Councillor  to  the  Department  with,  apparently,  acting 
powers.  Col.  Berliri-Zoppi  announces  that  the  Government  will 
hold  a  show  of  Italian  aeroplanes  and  parts  at  Pekin  to  back  up 
the  Mission  being  sent  there. 

It  appears  that  the  great  Italian  Aero  demonstration  by  the 
Levant  Squadron  at  Constantinople  was  very  effective.  Several 
C.As.,  including  a  big  triplane  and  a  small  fleet  of  S.V.As.  de- 
lighted the  Turk  by  giving  cool,  comfortable  trips.  Some  of  the 
big  Allies  were  slightly  jealous,  on  dit  !  Count  Sforza  is  at  the 
head  of  <he  Mission. — t.  s.  h. 

NORWAY. 

According  to  the  "Morgenblad"  of  Aug.  i,th,  a  British  expe- 
dition will  leave  Tromso  in  the  next  few  days  for  Spitsbergen. 
The  preparations  for  the  expedition  are  being  made  with  great 
secrecy. 

Independently  of  the  expedition  a  Brinsh  aviator  will  fly 
shortly  fr«n  Tromso  to  Spitsbergen. 

SOUTH  AMERICA. 

Lieut.  Antonio  Locatelli,  the  Italian  pilot,  has  recrossed  the 
Andes  and  reached  Buenos  Ai.-2s  after  a  direct  flight  from  San- 
tiago de  Chile. 

SWEDEN. 

The  Copenhagen  correspondent  of  the  "  Time;  '  states  that  a 
seaplane  approached  the  coast  at  Smygehuk,  the  southernmost 
point  of  Sweden,  on  Aug.  10th.  It  dropped  two  parcels,  which 
were  picked  up  by  a  German  couple  who  lived  in  the  neighbour- 
hood. 

Coastguards  seeing  the  incident  pursued  t'.e  Germans  without 
success,  but  they  were  arrested  at  a  railway  station,  searched, 
and  the  parcels  were  found  on  them.  'I  he  parcels  contained 
jewellery  and  shares  Worth  a  great  deal  of  money,  wheh  belonged 
to  the  ex-King  of  Saxony. 

The  attempt  is  said  to  have  been  arranged  by  the  Prince  von 
Wied  (pre-war  ruler  of  Albania),  and  according  to  one  version  he 
was  himself  on  the  seaplane. 

Reuter  states  that  the  ex-King  of  Saxony's  attorney  denies  the 
report  that  the  Prince  von  Wied  attempted  to  take  the  securities 
of  the  ex-King  to  Sweden  by  aeroplane. 

,  It  was  noted-  in  The  Aeroplane  on  Juiy  30th  that  Major 
C.  H.  R.  Johnston  and  Captain  K.  Saunders,  late  R.A.F.,  had 
started  passenger  flying  in  Sweden.  They  are  doing  school,  pas- 
senger and  exhibition  flying  on  two  Avros  and  a  D.H.6.  The 
Swedish  public  are  at  present  very  ignorant  as  to  the  possibilities 
of  aviation.  Germany  is  making  strong  efforts  to  establish  a 
strong  foothold  for  their  machines  in  the  country.  Owing  to 
the  wooded  nature  of  the  country  and  the  absence  of  any  really 
good  fields,  Sweden  is  only  suitable  for  machines  with  very  slow 
landing  speeds. 

At  present  there  are  only  three  aerodromes  of  any  importance, 
namely,  Hagerstalund,  near  Stockholm,  where  Major  Johnston 
and  Captain  Saunders  are,  Malmslett,  which  is  the  headquarters 
of  the  Swedish  Air  Force,  and  a  civilian  aerodrome  at  Lands- 
krona,  belonging  to  the  Thulin  people.    The  climatic  conditions 


are  good  for  aviation.  The  visibility  on  an  average  day  is  100 
miles.  Rain  and  fog  rarely  give  trouble.  The  surrounding 
country  is  ideal  for  seaplane  work,  as  at  3,000  feet  one  is  never 
out  of  gliding  distance  of  water. 

The  Danish  correspondent  of  The  Aeroplane  writes  : — 
It  is  pleasing  to  record  from  here  that  »o  far  the  longest  flight 
tc  the  Danish  capital  has  been  carried  out  by  a  Dane,  Lieut. 
Krause  Jensen,  on  voluntary  French  service,  who  made  on  a 
Breguet  (300  h.p.  Renault)  a  non-stop  flight  from  Villacoublay  to 
Copenhagen,  though  his  first  intention  was  to  continue  to  Stock- 
holm, whither  he  flew  next.  Continuing  to  Christiania  he  had 
engine  breakdown,  as  he  had  forgotten  to  open  the  cock  for 
hit  rication.  He  then  went  back  to  Paris  to  fetch  a  new  motor, 
and,  on  his  return,  found  so  many  metal  parts  stolen  that  he 
was  unable  to  continue. 

The  large  extended  Danish  telegraph  firm,  Great  Northern 
Cable  Co.,  expressed  fears  of  the  competition  with  aeroplanes 
and  wireless,  when  discussing  future  prospects  at  the  general 
meeting  this  year. 

U.S.A. 

The  Post  Office  Department  inaugurated  a  cov  tinuous  air  mail 
service  between  New  York  and  Chicago  on  July  1st.  The  route 
is  divided  into  three  stages,  the  intermediate  stations  being 
Bellefonte,  Pa.,  and  Cleveland,  O. 

The  Cleveland- Chicago  stage  has  been  in  operation  since  May 
15th,  but  the  organisation  of  the  other  two  stages  was  delayed  on 
account  of  the  difficult  ground  that  the  route  follows,  particu- 
larly between  Bellefonte  and  New  York,  where  there  are  only 
few  natural  landing  grounds.  The  total  distance  is  about  750 
miles. 

Letters  from  New  York  to  Chicago  will  reach  their  destina- 
tion in  from  eight  to  nine  hours  with  the  new  through-going  air 
mail  service.  Mail  will  be  delivered  on  the  Pacific  coast  24  hours 
earluer  than  it  was. 

Most  of  the  machines  used  are  rebuilt  D.H.4a  biplanes  with 
Liberty  engines.    They  have  a  capacity  for  400  lbs   of  mail 

The  New  York  terminal  of  the  ain  mail  service  has  been  trans- 
ferred from  Belmont  Park  to  Newark,  N.J.  This  arrangement 
was  made  to  avoid  the  fog  which  hangs  '  ver  Long  Island  early 
in  the  morning,  and  also  in  view  of  the  better  train  connections 
with  New  York. 

What  is  claimed  by  the  "  Aerial  Age  Weekly  of  America  to 
be  the  largest  post-war  order  for  aircraft  has  been  placed  with 
the  Curtiss  Aeroplane  and  Motor  Corporation  of  Buffalo. 

The  order  consists  of  225  aeroplanes  and  200  engines.  Of  the 
machines  150  are  the  Curtiss  Oriole  type  land  machines  and  75 
are  Curtiss  "  Sea  Gulls."  The  engines  tire  all  of  one  type — 
namely,  the  new  Curtiss  150  h.p.  model,  whose  fuel  consumption 
is  estimated  at  one-tenth  cent,  per  mile. 

On  Aug.  9th  Mr.  C.  W.  Webster  started  on  a  tour  of  South 
America,  his  intention  being  to  demonstrate  American-built 
machines.  He  takes  with  him  several  well-known  American 
pilots,  and  the  machines  include  the  Curtiss  Oriole,  Sea  Gull, 
and  Hornet.    The  latter  is  a  two-seater  fighter 

The  United  Aircraft  Engineering  Corporation  of  New  York, 
through  its  London  agents,  the  Canadian  and  General  Trust, 
Ltd.,  is  buying  from  the  Minister  of  Munitions  Aircraft  Disposal 
Department,  700  aircraft  engines  and  a  large  number  of  aero- 
planes.   These  are  for  export  to  Canada  and  the  United  States. 


A    QUESTIONABLE  CLAUSE. 

Major  C.  G.  Turner,  in  the  "Observer"  of  Aug.  3rd,  writes: 

"Ballooning  does  not  appear  likely  to  revive  to  any  extent. this 
year.  There  are  general  complaints  of  offiaial  discouragement. 
The  Regulations  for  pilot's  certificates  contain  one  very  ques- 
tionable clause  :  It  is  that  each  of  the  test  trips  shall  be  of  a 
minimum  of  two  hours'  duration. 

"That  is  all  very  well  for  most  Continental  countries,  but  in 
England,  Denmark,  Sweden,  Norway,  Japan,  and  other  coun- 
tries of  small  land  area,  it  is  difficult.  In  England,  during  the 
spells — weeks  long  sometimes — of  westerly  winds,  balloonists 
starting  from  London  often  find  themselves  compelled  to  land 
after  little  more  than  an  hour,  for  fear  of  drifting  over  the 
Thames  Estuary  or  the  North  Sea.  The  records  of  '  free  '  bal- 
looning during  the  war  give  over  many  long  periods  an  average 
of  80  or  90  minutes  per  trip.  On  occasion  balloons  had  to  de- 
scend before  completing  the  minimum  of  one  hour. 

"Why  that  minimum  should  now  be  made  two  hours  is  not 
clear.  Quite  a  lot  of  balloon  management  can  be  learned  in  an 
hour,  and  there  is  only  one  landing — the  most  important  matter 
— in  any  case." 

THE    LOWEST    HEIGHT  RECORD. 

An  evening  news-sheet  last  week  published  an  account  of  "  a 
new  height  record  "  of  22,000  feet.  This  is  believed  to  be  the 
lowest  height  record  made  in  recent  times. 


63* 


The  Aeroplane 


August  13,  1919 


AIRCRAFTflNANCE 


CURRENT  TOPICS. 

Verv  Little  Activity. 
These  are  the  dog  days  in  the  Stock  Exchange,  but  instead  of 
the  customary  humdrum  stagnation,  there  has  been  some  activity 
of  the  nervous  sort  arising   out    of    the    Labour  unsettlement. 
Everything  has  been  off-colour,  including  Aircraft  securities. 

Aircraft  Manufacturing  Notfs. 
Some  of  the  holders  of  Aircraft  Manufacturing  7  per  Cent 
short  term  Notes  appear  to  be  growing  nervous.  They  are  stand- 
ing about  96.  The  nervousness  is  due  to  the  uncertainty  natural 
to  the  change  over  from  war  to  peace  conditions.  However,  it 
must  not  be  overlooked  that  these  Notes  f.re  redeemable  by  five 
equal  annual  drawings  over  a  period  commencing  Oct.  1st,  1921, 
at  a  premium  of  15  per  cent.,  or  earlier,  at  the  company's  option, 
at  a  similar  premium,  on  six  months'  notice. 

Handley*  Page  Recovering. 
There  has  been  a  further  recovery  in  Handley  Page  Partici- 
pating Preference  shares  to  17s.    The  issue  price  of  these,  ir  will 
be  remembered,  was  21s.    The  recent  fall  was  overdone,  and  it 
would  not  be  surprising  if  the  recovery  made  further  progress. 

An  Ambitious  Project. 

It  appears  that  about  280  Avro  machines,  the  balance  of  the 
Government  stock,  has  been  bought  by  one  individual  who  in- 
tends to  "  inaugurate  express  services  from  a  centre  near  London 
where  the  machines  will  be  always  ready  to  take  passengers  or 
merchandise  to  almost  anywhere." 

This  sounds  impressive  in  itself.  In  ;.n  interview  the  pur- 
chaser did  not  give  anything  away  as  to  his  intention  beyond 
that  he  seems  to  believe  that  no  one  has  vet  tackled  Commer- 
cial Aviation  projects  as  they  ought  to  be  tackled.  Appositely, 
the  early  days  of  motors  were  referred  to,  and,  so/rehow,  similar 
pitfalls  are  to  be  avoided  in  this  new  venture.  One  has  heard 
things  like  this  before.  Anyhow,  the  greater  the  experience  the 
more  intense  the  knowledge,  and  that  is  all  for  the  good  of  avia- 
tors commercially  and  financially. 

Waring  and  Gili.ow  and  Aiiickaft- 

Nothing  further  has  developed  in  connection  with  Whiteheaus, 
but  one  is  particularly  interested  in  Waring  and  Gillow.  Although 
actually  a  store  business,  Waring  and  Gillow  interests  have  been 
largely  connected  with  Aircraft  construction.  Th  •  accounts  now 
published  cover  the  operations  of  three  years,  and  not  a  word 
is  mentioned  about  Aircraft.  — - 

Presumably,  the  investments  held  in  subsidiary  companies, 
which  have  increased  very  considerably,  owing  to  the  exigencies 
of  Government  contracts,  may  have  some  bearing  on  the  Aircraft 
ventures.  These  investments  in  subsidiaries  appear  as  an  asset 
fo."  £822,319,  whioh  is  the  valuation  of  the  directors. 

The  results  failed  to  inspire  enthusiasm.  Trading  profits  for 
the  three  years  aggregated  .£1,217,542.  After  meeting  three 
year's  dividend  on  the  preference  shares,  and  writing  off  £42,500 
for  discount  and  underwriting:  commissi  on,  there  remains 
£942,048  to  be  carried  forward,  subject  to  an  estimated  liability 
of  £880,000  for  Excess  Profit  Duties  and  income  tax.  This  is  a 
big  lump. 

Simplified  Excursion  Insurance. 

A  week  or  two  ago  attention  was  drawn  to  the  simplicity  of 
insurance  for' aerial  trippers.  The  simplicity  is  even  more  marked 
in  the  new  scheme  of  the  Aviation  Insurance  Association. 
Bcokng  agents  and  the  transportation  companies  themselves 
are  provided  with  books  of  insurance  certificates  requiring  only 
the  passenger's  name. 

One  schedule  covers  the  payment  of  £500  in  the  event  of  death 
for  a  premium  of  2s.  6d.  If  the  passenger  wants  to  cover  £5,000 
in  the  new  scheme  of  the  Aviation  Insurance  Association, 
premium  in  all.  Accidental  injury,  involving  payment  of  £500 
in  the  event  of  loss  of  two  limbs  or  both  eyes,  or  one  eye  and 
one  limb,  or  permanent  total  disablement,  can  be  covered  for 
another  2s.  6d.,  which  premium  insures  the  ppyment  of  £250 
in  the  event  of  the  loss  of  one  limb  or  one  eye,  and,  alterna- 
tively, covers  the  payment  of  £2  10s.  per  week  for  26  weeks  in 
■the  event  of  temporary  total  disablement. 


These  premiums  of  2s.  6d.  for  accidental  injury  are  limited  to 
six  multiples  of  each  or  any  of  the  benefits  specified.  That  is  to. 
say,  six  half-crowns  cover  six  times  the  payment. 

The  foregoing  are-,  aerodrome  flights.  1  here  is  another 
schedule  covering  similar  risks  when  the  pissenger  is  flying 
within  the  land  limits  of  the  United  Kingdom,  which  embraces 
trips  by  seaplanes  not  further  than  live  miles  from  land.  Here 
the  premium  is  5s.  for  similar  benefits. 

One  cannot  help  admiring  the  excellent  manner  in  which  these 
insurance  facilities  are  being  enlarged  for  the  benefit  of  the  Air- 
craft Industry.  When  the  general  public  realise  how  freely  such 
facilities  are  offered,  Aviation  will  become  more  popular 

Brazil  Aerial  Contracts. 
It  is  announced  that  the  President  of  Brazil  has  formally  sanc- 
tioned the  contracts  with  Messrs.  Davidson,  Fi  Her,  Joas  Varsco, 
and  Handley  Page,  Ltd.,  for  the  establishment  of  aerial  services 
between  Brazil  and  other  countries.    No  further  details  transpire. 


NEW  COMPANIES. 

Aircraft  Tubes  and  Pressings,  Ltd.-  -Private  company.  Re- 
gistered May  24th.  Capital  £15,000  in  £1  shares.  To  enter 
into  agreement  (1)  of  sale  and  purchase  between  Millward  and 
Hughes,  Ltd.,  of  first  part;  and  (2)  of  service  between  W.  W. 
Hughes  of  the  first  part,  G.  V.  Stringer  of  the  second  part,  and 
the  Company  of  the  third  part,  and  to  carry  on  the  business  of 
manufacturers  of  and  directors  in  tubes,  etc.  The  subscribers 
(each  with  one  share)  are  : — W.  W.  Hughes,  85,  Middleton  Hall 
Road,  King's  Norton,  Birmingham,  managing  director ;  G.  V. 
Stringer,  26a,  Eaton  Terrace,  S.W. ,  managing  director.  Direc- 
tors :  W.  W.  Hughes,  G.  V.  Stringer,  A.  Millward,  80,  Middle- 
ton  Hall  Road,  King's  Norton  and  W.  E.  Warden,  214,  Hagley 
Road,  Birmingham.  Solicitors  :  Jcffery  Parr,  Hasell  and  Parr, 
20,  Temple  Row,  Birmingham. 

E.  N.  V.  Motors,  Ltd. — Private  company.  Registered  May 
30th.  Capital  £iou,ooc  in  £1  shares.  To  take  over  the  busi- 
ness of  a  motor  manufacturer  and  engineer  carried  on  at  4, 
Hythe  Road,  Hammersmith,  as  the  E.  N.  V.  Motor  Co.,  by 
Brig. -General  J.  F.  Laycock,  D.S.O.,  to  acquire  the  benefit  of 
an  agreement  between  the  said  J.  F.  Laycock  and  B.  Oppen- 
heimei\  etc.  Power  is  taken  also  to  manufacture  and  deal  in 
aircraft  of  all  kinds.  The  subscribers  (each  with  one  sjiare)  are  : 
H.  S.  Dennington,  117,  Whitehall  Court,  S.W.,  merchant;  A.  E. 
Hukins,  31,  Hartswood  Road,  Stamford  Brook,  Middlesex,  engi- 
neer The  first  directors  are  :  H.  S.  Dennington,  A.  E.  Hukins, 
and  G.  M.  Oppenheimer.  Qualification,  £2,500.  Solicitor  :  A. 
Tooth,  37,.  Lincoln's  Inn  Fields,  W.C. 

Aeronautical  Intelligence  Bureau,  Ltd.  Registered  June 
13th,  as  a  company  limited  by  guarantee,  wrth  not  more  than  150 
members,  each  liable  for  £1  in  the  event  of  winding  up,  to  unite 
for  mutual  advancement  and  protection  certain  persons,  companies 
and  firms  carrying  on  business  as  manufacturers  of  and  dealers  in 
and  agents  for  aeroplanes,  airships,  balloons  and  parts  thereof,  to 
obtain  and  distribute  status  information,  to  promote  or  oppose 
legislation,  to  collect  debts,  etc.  The  subscribers  are  : — R.  H. 
Tetley  (Palmer  Tyre,  Ltd.),  121,  Shaftesbury  Avenue,  W.C.  ;  F. 
M.  Luther  (Beardmore  Aero  Eng.,  Ltd.),  112,  Great  Portland 
Street,  W.  ;  J.  Riendt  (British  Emaillite  Co.,  Ltd.,  aero  dope  and 
varnish  manufacturers),  30,  Regent  Street,,  S.W.  ;  G.  A.  Mansfield 
(Motor  and  Aircraft  Supplies  Co.,  Ltd.),  125,  Long  Acre,  W.C; 
R.  Delpech  (Triplex  Safety  Gear  Co.,  Ltd.),  1,  Albemarle  Street, 
W.  ;  J.  F.  Inshaw  (Auster,  Ltd.),  133,  Long  Acre,  W.C.  (2)  ;  W.  A. 
Jewell,  56,  Shelley  Avenue,  Manor  Park,  E.  (12).  The  first  mem- 
bers of  the  council  are  to  be  nominated  by  the  subscribers.  Re- 
gistered office  :  30,  Bedford  Row,  W.C. 

Davidson  Motor  and  Carriage  Co.,  Ltd. — Private  company. 
Registered  July  7th.  Capital  £20,000  in  £1  shares.  (i7>5oo 
ordinary'  and  2,500  "B").  To  adopt  an  agieemen1:  with  the 
Davidson  Aviation  Co.,  Ltd.,  for  the  acquisition  of  certain  garage 
premises,  stock,  plant  and  machinery,  and  to  carry  on  'business 
as  garage  proprietors,  etc.  The  subscribers  are  : — P.  L.  Mott, 
b,  Cornwall  Terrace,  Regents  Park,  N.W.  timber  merchant, 
300  "B";  S.  Hoare,  17,  Cornwall  Terrace,  Regents  Park,  N.W., 
solicitor,  300  "B";  T.  Bain,  9,  Ravenscourt  Avenue,  Hammer- 
smith, W.5,  joinery  manufacturer,  300  "B" ;  G.  H.  Cude,  17, 
Colebrooke  Avenue,  W.  Ealing,  accountant,  15c  "B";  N.  Raw- 
lins, Mansion  Hotel,  Richmond,  motor  engineer,  150  "B."  Direc- 
tors :  P.  L.  Mott,  S.  Hoare,  and  T.  Bun.  Registered  office: 
16  and  18,  Avonmore  Road,  West  Kensington. 


August  13,  191  g 


The  Aeroplane 


635 


WNAUT1CS 


l\NEWS  OF  THE  WEEK* FROM /ILL  QU/IRTERS0 


Honours  for  the  Chief  of  the  Air  Staff. 

In  the  list  of  monetary  rewards  granted  by  the  Houses 
of  Parliament  at  the  King's  will  on  August  6th  last,  Sir 
Hugh  Trenchard  was  awarded  a  grant  of  ^io,ooo,  the 
only  representative  of  the  Royal  Air  Force  to  receive 
such  a  gift. 

On  the  same  day  it  was  announced  that  among 
other  distinguished  officers  receiving  honours  the  King 
had  been  pleased  to  confer  a  baronetcy  on  Sir  Hugh 
Trenchard,. 

All  will  join  in  congratulating  Air  Vice-Marshal  Sir 
Hugh  Trenchard  on  these  well-earned  honours,  and  one 
hopes  that  he  will  live  long  to  enjoy  the  fruits  of  his 
labours  and  to  continue  his  great  work  at  the  Air 
Ministry. 

The  Schneider  Cup  Race. 

The  list  of  entries  for  the  Sch  leider  Cup  Competition  at  Bourne- 
mouth on  Sept.  ioth  is  now  closed.  There  are  onlv  seven  entries. 
Three  are  allowed  from  each  country.  The  Aero  Club  of  France 
has  entered  three  machines,  and  the  Aero  Club  of  Italy  one 
machine.  Three  British  machines  will  fly  cut  of  the  following 
four  :  Avro,  Fairey,  Sopwith,  and  Supermarine. 

Big  Developments. 

Probably  a  good  many  people  are  surprised  that  the  name  of 
Col.  John  Porte,  C.M.G.,  R.A.F.,  does  not  appear  in  the  Per- 
manent Commissions  list  recently  published. 

As  a  matter  of  fact  Col.  Porte  was  demobilised  from  the  R.A.F. 
some  months  ago  and  is  devoting  his  attention  to  commercial  avia- 
tion. It  is  not  yet  possible  to  make  any  definite  statements  con- 
cerning his  movements,  but  one  is  under  the  impression  that  he 
has  in  hand  a  scheme  for  the  development  of  flying-boats  of  the 
very  largest  size  and  for  their  operation  on  a  grand  fca!?.  Cer- 
tainly nobody  knows  more  about  flying-boats  than  deos  Col. 
Porte,  and  one  hopes  to  be  able  ere  long  to  chronicle  the  complete 
success  of  his  scheme. 

Wireless  Telephony. 

The  wireless  telephony  demonstration  given  on  August  nth 
by  Major-General  Seely  in  a  committee  room  of  the  Horses  of 
Parliament  was  a  great  success. 

General  Seely  stated  that  the  Royal  Air  Force  started  expe- 
riments early  in  1975,  and  by  March,  1918  two  squadrons  in 
France  had  been  fitted  with  the  apparatus.  The  postal  aeroplanes 
such  as  those  flying  between  Kenley  and  France  are  now  so  fitted. 

Communication  has  been  made  with  an  aeroplane  100  miles 
away  and  with  an  airship  165  miles  distant.  No  evidence  has 
been  obtained  to  suggest  that  the  Germans  had  developed  wireless 
telephony. 

Two  specially  powerful  valves  were  arranged  to  amplify  the 
signals,  which  came  through  a  trumpet  and  were  audible  all  over 
the  room. 

A  gramophone  was  heard  from  Aperfield  Court,  some  ,:o  miles 
away. 

Communication  was  then  established  with ,  aeroplanes  sent  up 
from  Biggin  Hill  aerodrome.  General  Seely  was  informed  that 
his  voice  carried  very  well.  He  asked  the  pilot  and  cbserver  cf 
one  machine  to  dine  with  him  at  the  House  of  ("omm.ins  that 
evening,  and  asked  that  the  invitation  might  be  communicated 
to  other  aeroplanes  in  the  air  within  ?o  miles.  Six  officers  availed 
themselves  of  the  invitation. 

An  observer  in  another  machine  was  constrained  to  sing  into 
the  telephone. 

Directional  wireless  was  demonstrated.  A  novel  wireless  tele- 
phone was  also  shown  in  which  the  transmitter  is  pressed  against 
the  neck  of  the  speaker.  There  is  a  wire  connection  down  the 
trouser  leg.    The  wearer  can  speak  to  anyone  within  range. 

Opportunities  in  the  R  A  F. 

One  continues  to  receive  many  letters  from  joung  men  who  are 
anxious  to  obtain  employment  in  the  Airera't  Industry.  To  all 
one  would  repeat  the  advice  to  join  the  R.A.F.  The  new  rates 
of  pay  compare  very  favourably  with  wages  in  civil  life  when 
the  value  of  free  rations  and  free  uniform  is  taken  into  con- 
sideration. 

Any  young  man  who  is  ready  to  go  through  the  workshops  of 
a  commercial  firm — and  no  other  is  worth  his  salt — would  do 
better  at  the  present  time  to  join  the'  R.A.F.  in  which  he  will 
find  every  opportunity  of  acquiring  knowledge  of  aircraft  that 
ha  can  turn  to  account  when  the  Industry  has  developed. 


The  New  Rank  Titles  in  the  R  A  F. 

There  would  appear  to  he  considerable  disratisfaction  among 
officers  of  the  Royal  Air  Force  as  to  the  new  rank  titles  laid  down 
on  Aug.  4th  for  the  commissioned  ranks  of  their  service. 

It  is  easy  to  criticise  and  many  objections  c&n  be  outlined  in 
regard  to  many  of  the  new  titles.  For  instance',  all  "  air  offi- 
cers" will  be  termed  "marshals"  colloquially  just  as  all  general 
officers  are  loosely  termed  "  general  "  in  conversation.  This 
practice  will  reduce  in  public  estimation  the  standing  of  field- 
marshals,  the  highest  rank  attainable  in  the  British  Army. 

Another  criticism  can  be  directed  against  the  use  in  this  list 
of  the  names  of  gradings  as  rank  titles.  The  term  "  squadron 
leader  "  implies  certain  duties  which  will  certainly  not  be  com- 
mon toi  all  holders  of  the  rank.  In  both  the  Army  and  the  Navy 
all  rafik  titles  are  generic  terms  in  an  order  of  precedence,  and 
no  hint  is  given  of  the  duties  to  be  performed  by  any  rank  save 
in  certain  cases  where  special  titles  are  given  in  technical  branches 
of  these  services. 

But  while  it  is  easy  to  criticise,  it  is  difficult  to  construct.  Let 
each  of  those  who  dislike  the  new  names  by  which  they  are  to  be 
known  think  of  any  possible  alternatives  which  shall  be  different 
from  those  common  in  the  Army  and  Navy  and  yet  be  free  from 
that  suggestion  of  absurdity  which  enhalos  the  titles  of  dignities 
in  rustic  friendly  societies. 

The  old  rank  titles  of  the  dead  empires  such  as  "  dux  "  or 
"  centurion  "  can  hardly  be  revived  for  use  by  people  who  habitu- 
ally travel  to  their  hotel  headquarters  by  tube  or  cmnibus.  There 
are,  in  fact,  no  titles  which  be  both  apt  and  dignified  and  at  the 
same  time  distinct  from  those  formerly  in  use  in  the  three  ser- 
vices. The  new  titles  are  bad,  but  they  must  be  accepted  in  ths 
lack  of  a  better  series. 

Exclusive  Misinformation 

The  "  Daily  Mail  "  of  August  nth  announced  that  "  air  taxis 
for  the  Air  Council  is  one  of  the  latest  innovations  in  Governmen- 
tal services.  An  air  council  inspection  squadron,  with  headquarters 
at  Croydon,  has  just  been  formed."  Inquiry  at  the  publicity  de- 
partment of  the  Air  Ministry,  however,  failed  to  confirm  these 
statements.  The  truth  appears  to  be  that,  as  for  many  months 
past,  a  few  machines — certainly  not  a  squadron — are  at  the  dis- 
posal of  the  Air  Council  and  that  there  is  nothing  new  to  record. 

Much  innocent  amusement  has  been  caused  by  the  exclusive  mis- 
information given  by  this  journal.    It  is  said  that  : — - 

"  Each  member  is  permitted  to  state  the  class  of  machine  he 
wishes  to  fly.  There  are  specially  equipped  Bristol  fighters  with 
coupe  seats  and  De  H  10's  with  limousine  cabin  in  the  squadron. 
General  Seely,  it  is  said,  wishes  to  fly  every  type  ever  used  by  the 
R.A.F.  Recently  he  was  supplied  with  a  Bristol  monoplane,  an 
obsolete  machine  for  service  purposes.  He  now,  it  is  stated,  de- 
sires an  old  F.E.2B,  one  of  the  original  bombers  in  the  British 
service. 

"  Mr.  Winston  Churchill,  although  a  qualified  pilot,  has  more 
conservative  tastes,  and  prefers  a  fool-proof  school  machine  of 
the  Avro  type." 

The  last  paragraph  does  not  sound  complimentary  to  Mr. 
Churchill,  who  doubtless  will  be  as  much  amused  by  the  news  as 
everybody  else. 

Good  Wishes. 

Everybody  concerned  with  aviation  will  regret  very  much  to 
hear  that  Captain  Geoffrey  de  Havilland  is  very  seriously  ill,  and 
is  not  likely  to  be  able  to  return  to  work  for  a  considerable  time. 

Captain  de  Havilland  first  acquired  fame  as  the  designer  of 
the  original  B.E.  biplane,  which  was  certainly  the  best  machine 
of  its  period.  Since  then  he  has  done  very  fine  work  as  the 
designer  of  the  famous  "D.  H."  series  of  Airco  machines. 

His  quiet  and  retiring  nature  prevented  him  from  becoming  a 
popular  figure  in  aviation,  but  those  who  know  him  esteem  him 
most  highly,  and  all  will  wish  him  an  early  and  complete 
recovery. 

Mr.  Burroughes'  Move. 

Mr.  Hugh  Burroughes,  one  of  the  original  directors  of  the 
Aircraft  Manufacturing  Co.,  Ltd.,  and  before  that  an  important 
member  of  the  staff  of  the  Royal  Aircraft  Facta y,  has  recently 
left  the  Aircraft  Manufacturing  Co.  No  official  intimation  has 
been  given  of  Mr.  Burroughes'  future  movements,  but  his  ex- 
perience and  success  as  a  business  manager  are  sufficient 
guarantee  that  ere  long  news  will  5e  heard  of  him  in  some  im- 
portant connection. 


636 


The  Aeroplane 


August  13,  1919 


EWORLD  of  AERONAUTICS ^ 

Benzol  as  Aeroplane  Fuel. 

An  interesting  test  on  a  no  h.p.  Le  Rhone  Avro  Scout  has 
just  been  completed  in  Lancashire.  The  results  closely  follow 
what  has  already  been  found  cut  in  "connection  wiLi  motor-cars 
using   this  fuel 

Unity  may  be  Weakness. 

It  is  reported  that  co-operation  between  Great  Britain,  America, 
and  France  by  the  formation  of  an  Allied  aviation  committee  of 
the  League  of  Nations  is  being  advocated. 

One  is  inclined  to  think  that  such  co-operation  would  be  more 
likely  to  hamper  than  to  assist  the  development  ot  aviation,  as 
it  is  probable  that  the  main  idea  would  be  to  reach  an  agreement 
to  limit  the  amount  of  money  to  be  spent  by  «he  countries  con. 
cerned  upon  service  machines.  Healthy  competition  for  the  future 
mastery  of  the  air  would,  one  thinks,  produce  better  results 
than  co-operation. 

An  Absurd  Stunt. 

An  American  pilot  and  photographer  recently  performed  the 
absurd  stunt  of  diving  under  the  suspension  bridge  at  Niagara 
Falls.  Apparently  they  had  a  series  of  adventures,  for  owing  to 
unexpected  air  currents  they  were  unable  to  rise  again  as  the) 
wished,  and  had  to  pass  under  two.  more  bridges.  At  the  whirlpool 
the  machine  was  still  below  the  top  of  the  gorge;  and  a  vertical 
bank  had  to  be  made  at  the  right-angled  turn  of  the  river,  where 
the  aviator  narrowly  missed  hitting  the  cliffs. 

A  Flight  by  Man  Power 

An  interesting  flight  L>y  man  power  is  reported  from  Paris.  It 
was  made  by  the  well-known  French  cyclist,  Poulain,  who,  on 
August  nth,  succeeded  in  flying  twelve  metres  at  a  height  of  one 
metre.  Poulain  will  attempt  another  flighl  on  his  aviette  before 
officials  of  the  Aero  Club  de  France  and  will  endeavour  to  win  the 
Peugeot  prize  of  10,000  francs  offered  for  the  first  flight  c  f  ten 
metres  that  is  made  entirely  by  man  power. 

A  Basement  Needed. 

According  to  the  Glasgow  "Evening  Citizen"  : — 

"Details  are  to  hand  of  the  airship  R.80,  which  has  been  de- 
signed for  passenger  service  from  Barrow  to  Rio  de  Janeiro. 
The  vessel  is  of  a  capacity  of  1,250,000  cubic  feet,  or  rather  more 
than  half  the  size  of  the  R.34.  She  is  considered  to  be  the  most 
perfect  known  streamline  shape  of  airship,  while  her  hull  is 
■constructed  of  special  light  alloy,  'duralumin'  girders. 

"The  R.80  possesses  a  cruising  speed  of  46  and  a  fulfapower 
■speed  of  60  miles  per  hour,  and  is  535  feet  in  length. 

"The  passengers'  living  yuirters  are  contamted  on  the  top  of 
the  hull,  where  are  situated  a  large  saloon  fitted  out  lie  a  Pull- 
man car,  a  roof  garden,  and  a  spelter  deck,  and  cabins  of  sleep- 
ing berths. 

"There  is  an  observation  car  below  the  hull  of  the  airship, 
which  is  connected  with  the  living  quarters  by  means  osf  a  pas- 
senger lift  through  the  middle' of  the  ship." 

Somebody  seems  to  have  been  giving  a  severe  tug  to  the  leg 
of  the  writer,  and  the  compositor  has  not  been  kind.  The  "pas- 
sengers' living  yuarters,"  the  saloon  "lie  a  Pullman  car,''  the 
roof  garden  and  spelter  deck  all  reached  by  means  "osf"  a  pas- 
senger lift,  all  sound  almost  too  good  to  be  true.  If  only  the 
airship  had  a  basement -for  the  cold  storage  of  American  beef  it 
should  solve  the  problem  of  Commercial  Aviation  tetween  (Barro\v 
and  Rio  de  Janeiro. 

A  Surprising  Affair. 

One  of  the  greatest  of  the  troubles  of  aviators  is  the  starting  of 
the  big  engines  now  in  vogue,  and  it  is  eminently  satisfactory  to 
know  that  this  trouble  seems  to  be  overcome  for  ever  by  a  simple 
little  device  known  as  the  Herzmark  Self-starter,  an  apparatus 
which  only  weighs  a  matter  of  20  lbs  The  most  surprising  thing 
about  the  apparatus  is  that  though  it  only  came  to  England  a 
few  weeks  ago  it  has  already  attracted  the  attention  of  the  highest 
aeronautical  officials.  A  irfatter  of  a  fortnight  since  Major-General 
j.  E.  B.  Seely,  C.B.,  C.M.G.,  D.S.O  ,  Under-Secretary  for  Air, 
journeyed  specially  to  Hendon  to  see  it,  and  demonstrated  its  fool- 
proofness  by  himself  causing  it  to  operate  successfully  three  times 
in  succession  on  a  Rolls-Royce  engine  in  an  F.K.26  type  Bat 
c  ommercial  biplane. 

THE  LEPAERIAL  TRAVEL  BUREAU. 

During  the  last  two  weeks  there  have  been  numerous  enquiries 
for-  flights  to  Amsterdam,  and  the  majority  of  the  companies  tak- 
ing machines  to  the  Exhibition  were  able  to  carry  passengers  on 
the  machines  they  were  showing.  Owing,  however,  to  the  delay 
by  the  Air  Ministry  in  licensing  some  of  the  machines  and  the 
short  notice  of  definite  dates,  and  times  of  starting,  the  publica- 
tion of  which  are  highly  important  if  civilian  flying  is  to  be  a 
success,  there  were  few  bookings. 

Among  the  long-distance  flights  booked  was  a  round  trip,  Houns- 
low  Cowes-Dover-Hounslow  :  one  of  the  passengers  landed  at 
Dover  to  catch  the  Ostend  boat 

Joy-rides  are  still  popular,  not  the  least  b  ing  the  "Over  Lon- 
don "  trip;    the   passengers,  starting    from  either  Hounslow 


Northolt,  are  brought. up  over  the  West-End  to  the  Tower  Bridge 
and  St.  Paul's  and  back  again,  about  30  minutes  in  the  air  at  a 
fare  of  £2  5s.  per  passenger. 

It  is  now  possible  to  'phone  or  call  at  the  Bureau  in  Piccadilly 
Circus  and  hire  a  taxi-plane  to  any  part  of  Great  Britain  at  a 
moment's  notice. 

The  management  of  the  Bureau  extend  a  cordial  invitation  to  all 
members  of  the  Aircraft  Industry  to  call  and  inspect  the  magnifi- 
cently appointed  offices  in  Piccadilly  Circus  and  would  be  pleased 
if  they  would  make  use  of  the  office  for  keeping  business  appoint- 
ments— it  is  certainly  one  of  the  coolest  spots  in  London. 

For  the  Attention  of  the  Postmaster-General. 

One  wouid  like  .  to  tell  the  following  facts  to  the  British 
Postmaster-General,  Mr.  Illingworth,  who  recently  made  the  state- 
ment that  aeroplanes  for  mail-carrying  were  of  ''  only  60  per 
cent,  efficiency     : — 

A  record  of  99  per  cent,  was  made  by  the  Air  Mail  Service 
between  Washington  and  New  York  for  the  month  of  June, 
covering  a  mileage  of  11,118  and  carrying  15,643  lbs.  of  mail. 

On  the  Cleveland-Chicago  division  a  perfect  score  ot  100  per 
cent,  was  obtained.  A  total  ot  19,825  miles  was  run  during  the 
month  of  June  on  that  division  and  a  total  cf  19,603  lbs.  of  mail 
was  carried.  The  average  speed  on  that  route  for  the  month 
was  97.8  miles  per  hour.  The  best  flying  was  performed  on 
June  18th,  when  the  round  trip  from  Cleveland  to  Chicago  and 
return  was  made  in  6  hours  and  14  minutes — an  average  of  104.4 
miles  an  nour  in  each  direction. 

The  operation  of  the  Cleveland-Chicago  route  is  without  a 
parallel  in  the  history  of  aviation.  The  route  was  started  May 
15th  and  has  never  missed  a  day — 70  consecutive  daily  non-stop 
flights  of  325  miles  each  were  made  without  a  forced  landing. 
On  the  71st  trip  a  petrol  connection  sprung  a  leak,  causing  a 
forced  landing  on  the  emergency  air  mail  landing  field  .at  Bryan, 
Ohio. 

On  July  4th  there  were  on  the  mail  route  between  Washington 
and  New  York,  New  York  and  Cleveland,  and  Cleveland  and 
Chicago,  10  aeroplanes  in  flight.  The  shortest  route  was  215 
miles  from  New  York  to  Bellefcnte,  Pa.,  and  the  longest  route 
was  from  Cleveland  to  Chicago  or  325  miles.  All  10  aeroplanes 
scored  100  per  cent.,  arriving  and  leaving  every  station  on  time. 

An  Air  for  Airmen. 

A  weekly  newspaper  is  offering  a  prize  for  the  best  marching 
air  for  the  Royal  Air  Force.  How  t.i  induce  the  R.A.F.  to  adopt 
it  will  be  the  next  problem.  One  thinks  that  the  Force  will  not 
altogether  appreciate  the  possibly  well-meant  attentions  of  the 
popular  press.  Marches  and  songs  that  would  please  the  populace 
would  in  all  probability  be  scorned  by  the  service. 

One  good  result  of  the  war  was  the  death  of  the  old-fashioned 
sloppy  "  patriotic  '"  song.    One  remembers  such  examples  as  : — 
Hit  is  ther  Nyvy, 
Ther  British  Nyvy, 

That  keeps  our  foes  at  bye. 

Very  naturally  the  men  in  the  ranks  prefer  to  march  to  the  lilt 
of  "  Another  little  drink  wouldn't  do  us  any  harm,"  or  "  When 
you  look  in  her  eyes."  A  march  with  jazz  band  effects  might 
catch  the  fancy  of  the  mob  if  it  included  imitations  of  the  drone 
of  a  propeller,  a  Lewis  gun,  and  an  occasional  crash,  but  the  air- 
man would  doubtless  prefer  one.  of  the  old  favourites  that  he  sang 
during  the  war. 

A  Removal. 

Major-General  Sir  W.  S.  Brancker  has  moved  from  13,  Little 
Grosvenor  Street,  to  K.6,  The  Albany,  Piccadilly,  W.  Telephone  : 
Regent  982. 

A  Vacancy. 

There  is  a  vacancy  on  the  staff  of  The  Aeroplane  for  a  compe- 
tent shorthand-t\pist  who  is  interested  in  aviation.  Applications 
should  be  made  by  letter  only  in  the  first  instance  to  175,  Picca- 
dilly, W.i. 


COMING  EVENTS. 

August. 

Amsterdam  Aircraft  Exhibition. 

Saturday,  August  16th. — R.N.A.S.  Officers  (Hendon)  Dinner  at 
the  Cafe  Royal. 

Thursday,  August  21st. — R.A.F.  Annual  Athletic  Meeting  at 
Stamford  Bridge. 

Sunday,  August  24th  to  Sunday,  August  31st. — The  "Avenir's" 
Tour  de  France  Aerien  is  due  to  start. 

Saturday,  August  30th. — -Hendon-Brighton-Hendon  Air  Race  at 
Hendon  Aerodrome. 

September. 

Monday,  September  1st. — Last  day  for  presentation  of  British 
machines  for  the  Schneider  Cup  Competition. 

Wednesday,  September  10th. — Schneider  Cup  Competition, 
Bournemouth. 

Saturday,  Sept.  20th. — Hendon-Manchester-Hendon  Air  Race  a' 
Hendon  Aerodrome. 

Dates  to  be  Announced  Later. 
Hendon-Paris-Hendon  Air  Race. 

The  "  Daily  Express  "  ^Tio.ooo  Prize  Competitions. 


August  13,  1919 


The  Aeroplane 


637 


AIRCRAFT  in  parliament 

HOUSE  OF  LORDS. 

Earl  CURZOJN,  in  his  speech  of  thanks  to  the  Services  on  August  6th, 
made  the  following  references  to  the  Royal  Air  Force  :  — 

Every  British  soldier  and  every  Ally  who  has  been  lighting  in  this 
war,  with  the  exception  of  those  brave  heroes  of  the  air  who  defended 
us  from  aerial  attack  in  this  country,  has  been  lighting  throughout  on 
foreign  soil. 

Among  those  whom  this  House  will  be  asked  to  honour  with  a  grant 
is  General  Trenchard,  the  embodiment  of  the  fighting  spirit  of  that 
glorious  force  which  he  led  at  different  times  both  at  home  and  in  the 
field. 

When  we>  compare  the  tiny  fleet  of  aircraft  that  flew  across  the 
Channel  in  the  first  weeks  of  the  war,  numbering .  only  i,oou  officers 
and  men  and  not  more  than  100  machines,  with  the  vast  fleet  and  the 
tens  of  thousands  of  men  who  crossed  later,  we  have  some  measure  of 
the  advance  which  has  been  made  in  that  great  branch  of  the  Service. 

The  history  of  the  aerial  combats  in  these  years  of  fighting  has  been 
■a  series  of  epics.  Whether  we  think  of  the  amazing  development  of  the 
machines  or  the  resourcefulness  and  incredible  audacity  of  the  men, 
there  is  no  more  admirable  page  in  the  history  of  the  war. 

HOUSE  OF  COMMONS. 

The  following  written  answers  were  given  on  August  5th  :  — 

CELLULOSE  INQUIRY. 

Mr.  RAPER  .asked  the  Prime  Minister  when  Lord  Sumner's  Report  on 
"the  cellulose  inquiry  will  be  forthcoming  as  it  was  promised  before  the 
end  of  last  month.  • 

Mr  .BONAR  LAW  :  It  is  hoped  that  the  Report  would  be  in  the  hands 
of  the  Chancellor  of  the  Exchequer  in  the  course  of  a  few  days,  and 
it  is  certain  that  it  will  be  forthcoming  before  the  House  adjourns. 

MISS   VIOLET  DOUGLAS  PENNANT— (SELECT  COM- 
MITTEE). 

Mr.  BONAR  LAW,  replying  to  Sir  J.  Butcher,  sain  that  the  expenses 
"of  the  Select  Committee  would  be  chargeable  to  the  Vote  lor  House  of 
Lords'  Offices,  which  includes  provision  for  witnesses  attending  the 
Committees  and  shorthand-writers. 

*  *  * 

The  following  written  answers  were  given  on  August  4th  :  — 

CIVIL   AVIATION  DEPARTMENT. 

Mr.  JOYNSON-HICKS  asked  the  Under  Secretary  of  State  to  the  Air 
"Ministry  if  he.  can  make  a  statement  as  to  the  names,  salaries,  and 
-working  of  General  Sykes'  staff  in  the  Civil  Aviation  Department. 

Maior-Gen.  SEELY  :  The  following  members  of  the  staff  of  the  Civil 
Aviation  Department  are  being  paid  the  civil  rates  shown  :  — 
Major-Gen.  Sir  F.  H.  Sykes. — £2,000  plus  £500  retired  pay 
Major-Gen.  E.  D.   Swinton. — £1,800  less  10  per  cent,  deduction  on 

account  of  pension. 
Lieut. -Col.  W.  O.  Raikes.— £1,000. 
Mr.  G.  B.  Coekburn.— £800. 
Mr.  J.  M'.  Pearson. — £280  plus  bonus. 

Other  gentlemen  are  serving  in  the  Civil  Aviation  Departmenl  as  offi- 
cers, and  these  are  in  receipt  of  Staff  rates  of  pay  or  pay  and  allow- 
ances of  their  rank.  Letters  offering  civil  appointments  in  those  cases 
agreed  by  the  Treasury  have  been  sent. 

Capfain  W.  BENN  asked  the  Tinder  Secretary  of  State  to  the  Air 
Ministry  whether  he  can  make  a  statement  regarding  the  organisation 
of  the  Civil  Aviation  Department,  especially  the  training  and  licensing 
of  commercial  pilots. 

Maior-Gen.  SFELY  :  As  regards  the  first  part  of  the  question,  the 
organisation  of  the  Department  of  Civil  Aviation  is  proceeding  on  the 
general  lines  indicated  in  the  Memorandum  circulated  amongst  Members 
by  me  on  April  30th  last.  Treasury  sanction  has  been  ohta;ned  for  a 
certain  proportion  of  the  staff  provisionally  asked  for  by  the  Air  Minis- 
try. Since  the  date  of  the  Memorandum  referred  to,  all  the  meteoro- 
logical services  have  become  part  of  the  Department  of  Civ;l  Aviation. 
As_ regards  the  second  part  of  the  question,  the  Department  of  Civil 
Aviation  does  not  undertake  the  training  of  pilots,  tint  it  licenses  pilots 
possessing  the  .qualifications  prescribed  in  the  Air  Navigation  Regula-. 
tions. 

AIR  REGULATIONS  (ENFORCEMENT) 

Mr  JOYNSON-HICKS  asked  the  Under  Secretary  of  State  to  the  Air 
Ministry  whether  he  is  making  any  arrangement  in  the  nature  of  an 
air  police  force  for  ensuring  obedience  to  the  air  Regulations. 

Major-  Gen.  SEELY  :  Arrangements  have  been  made  in  order  to  en- 
sure, as  far  as  possible,  that  breaches  of  the  air  regulations  are  re- 
ported to  the  Controller-General  of  Civil  Aviation  It  is  not  considered 
that  the  expense  involved  in  maintaining  an  air  police  force  would  be 
justified  at  the  present  stage 

*  *     •  * 

The  following  written  answers  were  given  on  August  6th  :  — 

CONSTRUCTION  (TRANSFERENCE) 

Captain  W.  BENN  asked,  separately,  the  Under  Secretary  of  State  to 
the  Air  Ministry  and  the  First  Lord  _of  the  Admiralty  whether  they 
could  make  a  statement  explaining  the  Government  policy  relating  to 
the  transference  of  the  construction  of  lighter-than-air  craft  from  the 
Admiralty  to  the  Air  Ministry;  but  neither  could  add  anything  further 
to  previous  answers  given  on  July  31st. 

WAR  SERVICES — THANKS  OF  PARLIAMENT. 

The  PRIME  MINISTER,  in  moving  a  vote  of  thanks  to  the  Services 
■on  August  6th,  made  the  following  references  to  the  Royal  Air  Force  :  — 

I  beg  to  move  that  the  thanks  of  this  House  be  accorded  to  the  officers, 
non-commissioned  officers  and  men  of  the  Air  Force  for  their  brilliant 
daring  and  conspicuous  services  over  sea  and  land 

SUPPLY — GRANTS  TO  OFFICERS. 

On  August  6th  a  Motion  w'as  made  and  a  Question  proposed  that  a 
sum,  not  exceeding  £585,000,  be  granted  to  His  Majesty,  to  be  issued  to 
those  officers  who  commanded  and  directed  His  forces  by  sea,  on  land, 
and  in  the  air,  in  recognition  of  their  eminent  services  during  the  late 
war,  namely  (among  others)  :  — 

Air  : 

Air  Vice-Marshal  Sir  Hugh  Trenchard        ...        .,       ...  £10000. 
The  PRIME  MINISTER  in  his  speech  said  :  As  for  Air  Vice-Marshal 
Trenchard,  he,  by  his  energy  and  daring  and  drive  and  imagination  and 
magnetism,,  which  make  for  great  leadership  in  war,  made  the  Air  Force 
become  the  powerful  and  formidable  fighting  machine  that  it  was. 


Mr.  JOYNSON-HICKS  :  There  is  another  name  which  should  be  men- 
tioned in  this  list,  whether  it  be  in  the  form  of  a  "money  reward  or 
those  other  honours  which  have  been  announced  in  this  morning's 
papers — I  refer  to  General  Sir  Frederick  Sykes,  of  the  Royal  Air  Force. 
The  Royal  Air  Force  has  been  a  great  object  in  my  life  tor  years  past, 
and  I  have  gloried  ill  its  successes  during  the  war. 

The  words  which  the  Prime  Minister  spoke  with  regard  to  General 
Trenchard  are  none  too  high.  We  all  know  the  magnificent  work  ne 
has  performed,  and  the  inestimable  service  his  spirit  gave  to  the  yo'mg 
men  of  the  corps.  They  all  swore  by  him,  and  when  he  gave  an  order 
they  were  always  ready  to  go  and  carry  it  out.  1  am  very  pleased  to 
see  the  Under  Secretary  for  Air  present  this  afternoon.  He  knows  the 
very  great  services  which  General  Sykes  rendered  at  the  time  when 
General  Trenchard  resigned  his  post  and  General  Sykes  wras  appointed 
to  take  the  command  in  the  field,  and  the  very  good  services  which 
he  performed. 

I  ask  whoever  is  taking  charge  on  behalf  of  the  Government  to  men- 
tion these  two  names  to  the  Prime  Minister,  and  if  they  have  been  over- 
looked I  ask  that  the  matter  may  be  reconsidered,  and  I  feel  by  includ- 
ing them  you  will  be  doing  honour  not  merely  to  those  generals  but  to 
the  whole  community  at  large. 

[As  a  matter  of  fact  General  Sykes  was  Chief  of  the  Air  Staff,  and 
did  not  command  in  the  field. — Ed.] 

*  *  * 

The  following  written  answers  were  given  on  August  7th  :  — 

AERODROMES  AND  OFFICES  (RELINQUISHMENT). 

.Captain  W.  BENN  asked  the  Under  Secretary  of  State  to 'the  Air 
Ministry  what  reductions  have  been  made  recently  in  the  njmber  of 
aerodromes  in  use  and  the  hotels  and  offices  occupied  by  the  Ministry. 

Major-Gen.  SEELY  :  Between  July  2nd  and  August  6th,  1919,  one 
aerodrome,  five  seaplane  stations,  and  thirteen  landing-grounds  have 
been  notified  to  the  Directorate  of  Lands  as  available  for  relinquishment 
or  to  be  disposed  of,  making  a  total  of  fifty-two  aerodromes,  eleven  sea- 
plane stations,  and  147  landing-grounds,  so  devised  since  November  nth, 
iqiS.  The  Hotel  Cecil,  the  only  hotel  now  in  the  occupation  of  the  Air 
Ministry,  will  be  evacuated  on  August  13th,  1919.  The  offices  at  5, 
John  Street,  Adelphi,  will  be  evacuated  on  August  9th,  19  ic 

The  following  hotels  and  offices  have  been  given  up  by  the  Air  Minis- 
try within  the  last  five  months:  — 

Cavendish  Hotel,  evacuated  January  10th,  1919.  4-6,  Adam  Street, 
evacuated  March  22nd,  1919.  Adelphi  Hotel,  evacuated  April  5th,  1019. 
5  and  7,  John  Street,  Adelphi,  evacuated  April  5th,  19 19.  Covent  Garden 
Hotel,  evacuated  April  14th,  1919 

The  number  of  hired  premises  in  use  by  the  Royal  Air  Force  at  the 
date  of  the  Armistice  was  2,143;  by  August  '.st,  1919,  1,899  of  these  had 
been  given  up. 

CIVILIAN  AVIATION  (CONDITIONS).,, 

Sir  HERBERT  NIELD  asked  the  President  of  the  Board  of  Trade 
whether  any  licence  or  other  permit  is  necessary  to -enable  civilian- 
owned  aircraft  to  be  exercised  and  flown;  whether  any  regulations, have 
been  made  with  regard  to  the  conditions  under  wdiich  such  flying  is  au- 
thorised, and  what,  if  any,  security  is  required  or  other  provision  made 
for  the  payment  of  or  indemity  against  damage  to  life  or  injury  to 
persons  or  property  resulting  from  accidents  caused  by  the  fall  of  air- 
craft or  from  anything  dropped  from  aircraft  while  in  the  course,  of 
flight;  and  whether  there  is  any  and  what  provision  for  the  identifica- 
tion of  such  aircraft  in  cases  where  the  injury  is  caused  by  anything 
so  dropped. 

Major-Gen.  SEELY  t  The  conditions  governing  civilian  fljing  are  laid 
down  in  the  Air  Navigation  Regulations,  1919  (Statutory  Rules  and 
Orders,  1919,  No.  525).  These  regulations  provide,  inter  alia,  that  all 
aircraft  must  be  registered  and  bear  a  registration  mark,  that  aircraft 
f-arrving  passengers  for  hire  c;  reward  must  be  cetified  airworthy,  and 
that  all  pilots  flying  aircraft  must  be  licensed.  There  is  no  special 
provision  in  the  Regulations  as  fo  liability  in  resoect  of  acciden:s.  Con- 
ditions are  imposed  as  to  the  display  of  the  registration^  mark  with  a 
view  to  facilitating,  the  identification  of  aircraft.  Damage  caused  by- 
aircraft  is  recoverable  by  ordinary  process  of  law  as  in  the  case  of 
damage  caused  by  any  other  means. 

*  *  * 

The  following  written  answer  was  given  on  Aug.  8th  :  — 
ANTI-AIRCRAFT    STATION,  SHIPPOURNE. 

Mr.  BENNETT  asked  the  Secretary  of  State  for  War  if  -there  is  now 
any  necessity  for  the  anti-aircraft  station  at  Shipbourne,  Sevenoaks; 
and  if  he  will  give  instructions  for  its  early  removal,  inasmuch  as  the 
huts  and  gun  prevent  the  villagers  from  using  the  village  green  for 
cricket  and  other  accustomed  sports. 

Mr.  CHURCHILL  :  Instructions  are  about  to  be  issued  for  the  aboli- 
tion of  the  anti-aircraft  station  at  Shipbourne. 

*  *  * 

The  following  is  taken  from  the  "Times"  :  — 

On  August  4th  Mr.  RAPER  asked  the  Under  Secretary  to  the  Air 
Ministry  what  steps  he  proposed  to  take  to  punish  all  persons  in  or 
connected  with  the  Air  Force,  no  matter  what  their  positions,  found 
guilty  of  corrupt  practice  in  connection  with  the  Air  Force  contracts  by 
the  Select  Committee  on  National  Expenditure,  and  whether,  in  view 
of  recent  disclosures,  he  would  now,  without  further  delay,  form  a 
smaii  committee  of  two  or  three  Members  of  the  House  having  real 
business  experience,  and  two  or  ihr^e  other  experienced  business  men 
outside  the  House  to  supervise  the  placing  and  execution  of  all  future 
Air  Force  contracts. 

Major.-Gen.  SEELY  :  Every  possible  step  has  already  been  taken  and 
will  be  taken  in  future  to  bring  to  justice  any  person  in,  or  connected 
with,  the  Air  Force  guilty  of  corrupt  practices  regarding  Air  Force 
contracts  or  in  any  other  matter.  I  am  not  disposed  to  adopt  the 
suggestion  contained  in  the  last  part  of  the  question.  I  intend  to 
make  a  statement  on  the  matter  in  the  course  of  to-morrow's  debate. 

Mr.  RAPER  :  Does  the  right  hon.  gentleman  propose  to  take  steps 
to  prosecute  those  referred  to  in  the  report  of  the  Select  Committee  ? 

Major-Gen.  SEELY  :  Since  I  have  been  at  the  Air  Ministry,  where- 
ever  there  has  been  any  case  of  corruption  I  have  at  once  given  orders 
that  a  prosecution  shall  take  place,  if  a  prosecution  can  lie.  I  pro- 
pose to  continue  that  practice. 

Mr.  RAPER  :  Is  it  not  a  fact  that,  in  connection  with  the  instances 
mentioned  in  the  report,  the  Government  decided,  for  reasons  of  their 
own,  not  to  institute  proceedings  ? 

Major-Gen.  SEELY  :  No,  sir.  I  presume  my  hon.  friend  is  referring 
to  two  cases.  One  was  the  case  referred  to  uy  Sir  John  Hunter,  in 
which  I  gave  instructions  myself  personally  that  a  prosecution  wa., 
to  take  place  if  a  prosecution  would  lie.  I  gave  these  instructions  pre- 
cisely twice  to  Sir  John  Hunter,  who  was  then  acting  under  my  direc- 
tions. The  Lord  Advocate  for  Scotland  decided  that  a  prosecution 
would  not  lie.  So  far  as  the  Air  Ministry  is  concerned  the  facts  are 
as  I  have  stated,  that  wherever  there  has  been  the  possibility  of  pro- 


638 


The  Aeroplane 


August  13,  jig 


secution  a  prosecution  has  been  ordered.  The  other  was  the  ease  of 
Miss  O'Sullivan,  who  made  allegations  of  corruption.  The  very  day 
these  allegations  were  brought  before  the  Select  Committee,  presided 
over  by  the  right  hon.  baronet,  the  Member  for  the  City  of  London, 
I  ordered  an  inquiry  to  be  held,  which  is  now  proceeding.  If  there  is 
ground  for  prosecution — that  is,  cf  course,  a  legal  matter — that  prose- 
cution will  take  place. 

Mr.  G.  LAMBERT  :  May  I  ask  the  Leader  of  the  House  whether  if, 
with  Mr.  Speaker's  permission,  this  matter  is  raised  to-morrow  as  to 
the  prosecution  of  these  officials  in  the  Air  Service,  the  Lord  Advo- 
cate will  be  here  to  defend  his  somewhat  inexplicable  action  ? 

Mr.  BONAR  LAW  :  I  shall  make  inquiry,  but  I  entirely  agree  with 
my  right  hon.  friend  that  a  discussion  cn  that  point  would  be  very 
ineffective  unless  we  hear  the  Lord  Advocate's  own  explanation  of 
what  are   his  reasons. 

Mr  BILLING  asked  whether  the  officers  named  by  Sir  John  Hunter 
Mere  still  in  the  employment  of  the  Air  Service,  and,  if  so,  what  posi- 
tions did  they  occupy. 

Major-Gen.  SEELY  :  I  do  not  carry  the  facts  in  my  mind,  and  I  must 
have  notice  of  the  question  as  to  the  particular  officers  the  hon. 
Member  refers  to.  But  I  repeat  that  our  policy  has  been  throughout 
— mine  especially — that  wherever  there  could  be  any  question  of  im- 
proper or  corrupt  dealings  a  prosecution  is  at  once  ordered. 

Mr.  BILLING  asked  whether,  having  regard  to  the  fact  that  the  only 
reason  that  these  officers  had  not  been  prosecuted  was  owing  to  a 
technicality,  the  right  hon.  gentleman  could  see  that  if  they  occupied 
any  position  of  trust  they  should  be  forthwith  dismissed. 

Major-Gen.  SEELY  :  Certainly  not.  Are  we  to  assume  that  a  man 
is  guilty  before  he  is  found  to  be  so  by  a  process  of  law  ?  I  cannot 
carry  in  my  mind  who  all  these  people  are,  but  in  trying  to  do  what 
is  right  in  the  interests  of  the  State  we  must  do  right  to  the  individual. 

Replying  to  a  question  from  Mr.  BRI.YNT  Major-Gen.  SEELY  said  : 
The  information  I  received  from  the  Lord  Advocate  was  that  a  prose- 
cution would  not  succeed.  When  it  was  suggested  to  me  that  possibly 
it  might  bring  into  disrepute  the  representatives  of  either  Sir  John 
Hunter  or  any  other  officials,   I  said  at  once  that  that  had  nothing 


EXPENDITURE  BY  THE  AIR  MIMSTRY. 

The  Third  Report  from  the  Select  Committee  on  National 
Expenditure  "  (No.  168,  printed  Aug.  7th,  1919;  deals  in  the 
main  with  expenditure  controlled  by  the  Air  Ministry.  The  in- 
efficiency of  various  branches  of  that  Ministry,  well  known  to 
those  behind  the  veil  of  official  life,  is  revealed  in  some  degree 
to  the  pujblic  in  this  paper.  The  two  principal  subjects  dealt 
with  by  fie  Committee  were  the  construction  of  aerodromes  and 
the  issuing  of  a  contract  for  the  supply  of  unilorm  to  W.R.A.F. 
personnel. 

In  regard  to  the  construction  and  laying  out  of  aerodromes 
Sir  John  Hunter,  K.B.E.,  lately  Administrator  of  Works  and 
Buildings,  was  examined.  He  stated  that  he  had  found  rnucn 
evidence  of  fraud  in  the  carrying  out  of  this  work.  '  .  .  .  He 
was  of  opinion  [for  instance]  that  no  man  who  had  been  em- 
ployed on  the  erection  of  aerodromes  had  earnxi  the  monev  he 
received."  Speaking  generally,  he  including  the  whole  number 
employed — 70,000  men — in  this  charge.  At  Renfrew  he  found 
evidence  of  conspiracy  between  a  Government  official  and  three 
of  the  contractors'  men,  and  suspected  that  the  contractor  him- 
self might  also  be  involved.  Four  men  were  arrested  and  were  held 
on  bail  for  four  months,  "but  the  Crown  authorities  declined  to 
prosecute  and  the  men  were  freed  from  charge  on  June  7th."  A 
civil  action  was  being  entered  against  the  cn  tractor  concerned 
for  about  .£50,000. 

The  Lord  Advocate  had  refused  to  prosecute  in  the  case  above 
referred  to  because,  he  said,  "  There  is  no  evidence  at  all  that 
any  of  the  accused  applied  to  their  own  uses  any  of  the  money 
said  to  have  been  improperly  obtained  from  the  Ministry.  This 
circumstance,  though  it  does  not  in  itself  provide  an  answer  to  a 
charge  of  fraud,  makes  the  insufficiency  of  evidence  more  formid- 
able than  would  otherwise  be  the  case.  Further,  a  prosecution 
would  reveal  what  appears  to  be  inefficiency  and  absence  of  con- 
trol on  the  part  of  the  representatives  of  the  Ministry  on  the 
spot." 

Sir  John  Hunter,  in  a  letter  of  protest  to  the  Air  Ministry  in 
regard  to  the  position  adopted  by  the  Lord  Advocate,  said  : — 

I  find  it  very  difficult  to  understand  how  a  criminal  charge 
cannot  be  formulated  and  a  conviction  obtained,  having  regard  to 
the  admissions  made,  and  in  some  cases  signed  by  persons 
charged.  It  is  admitted  that  the  books  or  time-sheets  were  falsi- 
fied by  entering  thereon  the  names  of  men  said  to  be  employed  on 
the  job,  but  who  did  not,  in  fact,  exist.  Wages  were  drawn 
regularly  and  charged  to  the  Government  as  having  been  paid  to 
these  men.  Where  did  that  money  go?  The  Lord  Advocate  says 
there  is  no  evidence  that  any  of  the  accused  '  applied  to  their 
own  uses  any  of  the  money  said  to  have  been  improperly  obtained 
from  the  Air  Ministry.'  But  would  not  any  jury  on  the  facts 
above  stated  draw  the  obvious  inference  that  the  persons  responsi- 
ble for  putting  these  '  dead  men  '  on  the  books  and  drawing 
wages  regularly  for  them  from  Government  funds  had,  in  fact, 
put  the  money  in  their  own  pockets?  And  is  there  not  evidence 
that  this  was  done  with  the  connivance  of  the  Clerk  of  Works? 

But  I  wish  to  carry  the  matter  further  and  to  point  out  that, 
the  position,  if  no  piosecution  is  attempted,  is  in  my  opinion 
more  serious  for  the  Air  Ministry  than  if  a  prosecution  should  be 
started  and  fail,  and  I  wish  to  explain  the  position  so  that  it 
may  be  put  before  the  Lord  Advocate.  After  a  personal  inquiry, 
on  making  the  discovery  of  these  irregularities,  I  informed  the 
contractors  Lhat  I  would  not  authorise  payment  to  them  of  com 


whatever  to  do  with  the  case,  but  I  confess  I  do  not  understand  the 
particular  point.  The  Lord  Advocate  is  not  present  in  the  House,  but 
110  doubt  it  will  be  cleared  up  to-morrow.  I  say  at  once  that  such  an 
idea  never  entered  my  head  or  .he  head  of  anyone  responsible  at  the 
Air  Ministry.    All  we  want  to  do  is  to  get  at  the  truth. 

Sir  F.  BANBURY  :  This  matter  was  the  subject  of  inquiry  so  long 
ago  as  March.  No  inquiry  was  granted  until  June,  and  then  the  in- 
quiry was  commenced,  but  was  not  finished,  owing  to  the  fact  that 
Miss  O'Sullivan  had  not  signed  her  evidence,  and  no  further  steps 
were  taken  until  it  was  made  evident  to  the  Air  Ministry  that  in- 
quiries were  going  on  before  the  Select  Committee,  and  it  was  then,, 
and  then  only,  on  the  25th  of  last  mouth,  that  an  inquiry  was  insti- 
tuted by  the  Air  Ministry. 

Major-Gen.  SEELY  :  I  have  -5aid  again  and  again  in  this  House 
that  if  in  this  matter,  which  affects  what  is  called  the  "Douglas- 
Pennant  case,"  any  specific  charge  of  corruption  could  be  made,  it 
would  be  at  once  inquired  into.  I  have  again  and  again  asked  for  a 
specific  statement.  It  was  not  c.iven.  The  moment  it  was  given  in 
response  to  a  question  asked  by  the  Select  Committee,  lhat  very  same 
day  an  inquiry  was  ordered. 

Captain '  WEDGWOOD  BENN  :  Who  is  the  Secretary  of  State  for 
Air,  and  why  is  he  not  here  to  answer  these  matters  ?  Will  he  be 
here  to  morrow  ? 

Mr.  BONAR  LAW  :  He  will  certainly  oe  here  to-morrow,  and  I  am 
quite  sure  my  right  hon.  friend  will  be  glad  to  have  an  opportunity 
of  stating  the  policy  of  the  Air  Ministry  in  this  matter. 

Mr.  STEWART  :  If  there  is  any  prosecution  possible  will  it  be  under 
Scottish  law  or  English  law,  and  is  the  law  of  evidence  the  same  in 
Scotland  as  in  England  ? 

No  answer  was  given. 

Mr.  MacVEAGH  :  Will  the  right  hon.  gentlenian,  in  the  .inquiry 
which  he  is  now  conducting,  inquire  into  the  conduct  of  the  official 
who  threatened  to  dismiss  Miss  O'Sullivan  'or  making  This  report  ? 

Major-Gen.  SEELY  :  Yes,  certainly. 

Lord  ROBERT  CECIL  rose,  but  the  SPEAKER  said  that  any  further 

questions  had  better  be  left  over  for  discussion  to-morrow. 


mission  in  accordance  with  the  terms  of  their  contract,  but  would 
have  the  whole  job  measured  up  and  pay  tnem  on  such  measure- 
ment on  proper  rates.  Mr.  Cowieson  (the  head  oi  the  firm  of 
contractors),  at  an  interview  which  I  had  with  him  and  his  law 
agent,  agreed  to  this,  and  later  agreed  by  letter.  A  firm  of 
measurers  were  engaged  by  me,  and  their  work  is  now  practically 
complete,  and  it  appears  that  already  there  is  a  sum  of  about 
£60,000  charged  by  the  contractors  to  the  job  which  cannot  be 
accounted  for." 

Despite  this  protest  the  Lord  Advocate  still  refused  to  prose- 
cute and  has  not  since  altered  his  attitude  in  regard  to  the  case. 

Other  references  to  dishonest  practices  were  made  by  Sir  John 
Hunter  and  his  cross-examination  was  closed. 

Miss  O'Sullivan,  Clothing  Controller  to  the  W.R.A.F.,  was 
examined  as  to  the  placing  of  contracts  for  \\  R.A.F.  uniform 
with  a  Manchester  firm. 

She  said  that  a  contract  for  30,000  coat  frocks  and  30,000. 
overcoats  was  placed  with  this  firm  (Messrs.  Cohen  and  Wilks),. 
despite  the  fact  a  pattern  uniform  sent  in  by  Messrs.  Kenneth 
Durward  had  been  selected  by  the  Committee  deciding  these 
matters. 

"  11.  She  also  stated  that  the  deliveries  of  the  article  in  ques- 
tion were  dilatory  and  not  up  to  sample,  the  garments  being 
amongst  other  things  badly  cu:.  ' 

"12.  By  direction  of  Miss  Douglas-Pennant,  who  was  then 
Commandant  of  the  W.R.A.F..  the  Clothing  Controller  went  to 
Manchester  and  she  stated  that  the  coat  frock;  were  being  cut 
on  the  bias  instead  of  on  the  straight ;  this  course,  if  pursued,, 
would  have  resulted  in  the  saving  to  th'j  contractor  of  about 
three-quarters  of  a  yard  on  each  garment.  According  to  the 
contract,  payment  was  to  be  made  for  3  yards  2.1  inches  of  cloth: 
on  each  garment." 

Various  officers  were  cross-examined  as  to  the  placing  of  this 
contract,  and  as  to  the  removal  of  Miss  O'Sullivan  from  the 
work  of  inspection.  The  evidence  given  by  two  officers  and  the 
lack  of  evidence  given  by  a  third,  who  did  not  obey  the  Commit- 
tee's request  to  appear  before  it,  was  regarded  as  unsatisfactory. 

"  28.  The  Sub-Committee  examined  Major-General  Sir  H. 
Trenchard  (Chief  of  the  Air  Staff)  and  are  of  opinion  that  he  is- 
doing  all  that  is  possible  to  cut  down  expenditure  whMe  having, 
due  regard  to  the  efficiency  of  his  Department." 

The  rest  of  the  report  deals  with  the  Finance  Department, 
which  "  is  very  satisfactorily  conducted,"  and  to  motor  vehicles. 

Too  muGh  stress  should  not  be  laid  on  the  scandals  revealed  in 
this  report.  Irregularities  small  or  great  ?.re  bound  to  occur  in 
a  Ministry  improvised  during  a  great  war  from  personnel  the 
majority  of  whom  have  had  but  little  experience  of  Government 
work  and  who  all  too  frequently  lack  that  staNlitv  and  proved' 
honesty  which  are  the  pride  of  the  regular  military  and  civil 
services. 

THE  CASE  OF  MISS  DOUGLAS-PENNANT. 

The  Committee  of  Inquiry,  which  has  been  formed  by  the  House 
of  Lords  to  inquire  into  the  dismissal  of  Miss  Douglas-Pennant 
from  the  W.R.A.F.,  will  consist  of  five  members.  Lord  Kintore,. 
Chairman  of  Committees  in  the  House  of  Lords.  Lord  Askwith,. 
Lord  Gainford,  and  Lord  Denbigh  are  four  of  rh»  members. 

It  was  unofficially  stated  on  Aug.  8th  that  the  Government  has. 
intimated  its  desire  to  be  represented  on  the  Select  Committee. 


August  13,  1919 


The  Aeroplane 


639 


NAVMMILITMYAERONAUTics 


GREAT  BRITAIIN. 

FROM  THE  COURT  CIRCULAR 

Buckingham  Palace,  August  6th 
The  Prince  Albert,  attended  by  Major  Louis  Greig,  was  Present  at  the 
Royal  Air  Force  (South-Eastern  Area)  Athletic  Sports  at  the  Queen's 
Club,  West  Kensington,  this  afternoon,  and  afterwards  handed  the  Prizes 
to  the  successful  competitors 

Buckingham  Palace,  August  nth 
Air  Vice-Marshal  Sir  Hugh  Trenchard,  Chief  of  the  Air  Staff,  had  the 
honour  of  being  received  by  the  King  this  morning. 


NAVAL 

Lieut.  C.  Lansdowne,  R.A.F.,  and  Lieut.  Marshall,  R.A.F., 
were  out  on  a  bombing  expedition  over  the  Bolshevik  lines  on  the 
Dvina  on  July  14th,  when  their  seaplane  was  damaged  by 
machine-gun  fire  and  forced  to  descend. 

They  destroyed  the  seaplane,  and  started  to  swim  back  to  the 
British  lines,  but  had  barely  covered  a  mile  when  a  Bolshevist 
patrol  appeared  and  forced  them  to  surrender.  They  were  taken 
to  the  enemy  headquarters  at  Puchega.  and  are  reported  safe  and 
well. 

*        *  # 

The  Air  Ministry  issued  the  official  story  of  Major  Sitwell's 
flight  on  August  7th,  most  of  this  having  already  been  noted  in 
The  Aeroplane.  The  following  would  appear  to  be  fresh  infor- 
mation : — 

Strong  head  winds  were  met  with  during  the  flight  from  Copen- 
hagen to  Reval,  and  as  petrol  threatened  to  run  short  a  course 
was  set  towards  Stockholm.  On  the  west  side  of  Gotland,  how- 
ever, a  following  wind  was  picked  up,  and  the  flight  was  con- 
tinued to  Reval,  which  was  reached  at  6.15  p.m.  on  July  20th. 

On  July  21st  the  last  stage  of  the  journey  was  flown  in  much 
improved  weather,  and  the  total  journey  of  over  1,100  miles  from 
Felixstowe  to  Helsingfors  was  completed  in  sixteen  flying  hours. 

A  very  warm  reception  was  accorded  to  the  British  flying  officers 
and  crew  by  the  Finns.  The  Cross  of  the  White  Rose  of  Finland 
was  conferred  upon  Major  Sitwell  and  Captain  Bailey. 

Facilities  were  accorded  for  inspection  of  the  flying-boat  and  de- 
monstration flights  were  given  each  day  to  prominent  Finns  and 
representatives  of  the  Finnish  Press.  Among  those  taken  up  were  : 
Herr  Castren,  the  Premier  ;  General  Kivekas,  Chief  of  Staff  of  the 
Finnish  army;  Herr  Holsti,  the  Minister  of  Foreign  Affairs;  and 
the-  Ministers  of  Commerce,  of  Commuirication  ■,,  and  Aviation. 

This  flight  is  all  the  more  interesting-  owing  to  the  fact  that 
the  boat  is  three  years  old, "having  been  built  at  Felixstowe  during 
the  late  war. 

The  British  inhabitants  of  Reval  are  stated  to  have  been  ex- 
tremely pleased  to  receive  newspapers  which  were  merely  two  days 
old  instead  of  nine. 


The  following  has  been  received  from  die  Danish  correspon- 
dent of  The  Aeroplane  : — 

While  the  British  flying-boats  to  carry  out  the  Scandinavian 
circuit  have  long  been  expected,  another  F.5  N.90  turned  up  last 
Saturday,  July  19th,  establishing  the  first  after-war  non-stop 
flight  between  England  and  Denmark.  Under  the  command  of 
Major  Sitwell,  and  with  Captain  Bailey  as  pilot,  the  flying-boat 
followed  a  course  over  Holland,  Cuxhaven,  rnd  the  Kiel  channel, 
the  Danish  islands  Lolland  and  Falster,  and  landed  by  the  Naval 
Air  Station  at  the  Roval  Dockyard  in  Copenhagen.  She  carried 
beside  the  two  N.C.Os.  a  representative  of  the  Foreign  Office, 
as  the  flying-boat  was  on  courier  service  to  Finland.  Having 
replenished  the  petrol  tanks  with  1,000  kg.  fuel,  F.5  N.90  started 
on  Sunday,  July  20th,  dulv  arriving  at  H<  Isingfors  via  Reval. 


The  following  has  also  been  received  from  the  Danish  corre- 
spondent of  The  Aeroplane  : — 

The  show  flight  to  the  Scandinavian  capitals  was  started 
upon,  F„5  N.4044  flying  first  from  Felixstowe  to  Christianin, 
where  it  was  to  wait  for  a  sister  companion.  It  filled  in  the 
time  with  trips,  the  passengers  including  H.M.  Queen  Maud 
and  Crown  Prince  Olav  of  Norway.  On  the  next  stage  to 
Copenhagen  a  wire  broke,  so  the  craft  landed  ai  the  Norwegian 
Air  Station  at  Horten,  stopping  overnight,  and,  as  the-  British 
Legation  at  Copenhagen  was  not  informed,  a  fatal  accident  wis 
feared,  and  Danish  naval  aircraft  were  preparing  to  go  out  to 


search  in  the  Kattegat  Sea,  when  the  flying- boat  turned  up 
safely  at  noon,  July  29th,  at  the  Danish  capital.  N.  4044  is 
under  command  of  Major  Galpin,  with  Captain  Scott  as  pilot, 
the  crew  including  further  one  wireless  operator  and  one 
n.f  rhanic.  F.5  N.4044  will  next  proceed  to  Stockholm,  returning 
to  England  via  the  Swedish  Gota  Canal  and  the  Danish  city  Esb- 
jerg.  Demonstration  flights  are  given  in  Copenhagen  to  various 
'persons  of  the  Press,  the  Army  and  Navy,  and  the  mail  service 
concerned  with  aviation. 

*       *  * 

On  Au,g.  3rd  the  British  Naval  flying-boat  !•'. 5/4044  (Major 
C.  T.  Galpin,  D.S.O.,  R.A.F.),  arrived  at  Stockholm  from 
Copenhagen.  Her  ani\al  caused  much  ex _i lenient  among  the 
populace.  On  Aug.  5th  the  same  boat  left  Gothenburg  for 
Esbjerg  on  her  return  flight  to  England,  naving  made  a  tour  of 
Scandinavia.  She  arrived  at  Esbjerg  at  3  a.m.  on  Aug.  6th,  and 
left  at  noon  for  Felixstowe. 


H.M. A.  R.33  will  very  probably  start  to  fly  10  India  within  the 
week.  The  route  this  ship  will  take  was  announced  some  little 
time  ago. 

*  *  * 

The  British  Naval  triplane  flying-boat,  known  as  the  "Felix- 
stowe Fury,"  was  completely  wrecked  on  Aug.  nth,  whilst 
ui.dergoing  tests.  Her  crew  at  the  time  of  accident  was  Wing 
Comdr.  Fellowes,  R.A.F.  (in  command),  Squadion  Leader  E.  R. 
Moon,  R.A.F.,  and  Flight  Lieut.  Scott,  R.A.F.  (pilots),  Flying 
Officers  Armitt  and  S.  E.  S.  McLeod,  R.A.F.,  Serjt. -Major  Cock- 
burn,  R.A.F.,  and  one  Locker,  whose  rank  is  hitherto  unstated. 
Flying  Officer  McLeod  was  drowned. 

The  boat  had  started  from  Felixstowe  Aerodrome  at  9.15  a-.in 
en  route  for  Portsmouth,  and  taxied  towards  Landguard  Point. 
Then  she  turned  into  the  wind.  She  narrowly  missed  fouling  one 
of  the  buoys  in  the  harbour  and  made  a  sudden  stop. 

An  endeavour  was  next  made  to  clear  the  river  boat  "Noi- 
folk,"  and  it  was  then  she  took  a  couple  of  leaps  out  of  the  water 
and  finally  struck  the  water  with  her  nose  and  one  wing  and 
sunk,  her  tail  sticking  out.  Flying  Offiejr  McLeod,  who  was 
strapped  in,  was  drowned,  and— two  others  of  ihn  crew  were  in- 
jured. Later  in  the  day  motor  launches  tewed  the  wreckage 
back  to  the  aerodrome. 

The  accident  took  place  within  500  vards  of  the  aerodrome,  and 
an  eyewitness  declared  that  the  boat  had  only  just  lifted  herself 
from  the  water  when  the  mishap  occurred.  Arother  eyewitness 
s,-.id  that  she  appeared  to  be  too  heavy,  and  sid'  -slipped  and  dived 
into  the  water. 

The  inquest  was  held  at  Felixstowe  the  same  afternoon  on 
Flying  Officer  Samuel  Evans  Smith  McLeod,  R.A.F.,  aged  30, 
who  was  acting  as  wireless  operator.  It  was  staied  the  "Fury" 
left  the  slipways  all  right,  but  when  about  i>5  ft.  up  she  fell  and 
-libmerged  the  crew. 

Lieut.  G.  J.  O.  Mullane,  R.A.F.,  stated  'hat  he  witnessed  the 
accident.  The  seaplane  left  the  harbour  and  veered  round  to  the 
wind,  which  was  blowing  due  north.  She  was  travelling  about 
40  miles  an  hour.  She  rose  from  the  water  twice  to  a  height  of 
about  15  ft.,  and  on  rebounding  3  second  time  the  left  wing 
dropped  and  caught  the  water,  bringing  her  nose  round  to  port. 
This  caused  her  to  dive.  In  witness's  opinion,  her  hull  was 
smashed  and  deceased  was  entangled  in  the  wires. 

Capt.  Charles  Langston  Scott,  R.A.F.,  who  was  on  board, 
corroborated  the  last  witness.  The  deceased  had  been  a  Felix- 
stowe station  six  months.  A  verdict  of  accidental  death  was  re- 
turned. 

The  "Felixstowe  Fury"  had  five  Rolls-Royce  engines  with  a 
total  of  1,800  horse-power.  'She  was  designed  by  Colonel 
J.  C.  Porte,  C.M.G.,  R.A.F.,  and  took  two  yo.-p  to  build.  At 
the  time  of  her  construction  she  was  the  largest  triplane  in  exist- 
ence, and  it  was  at  first  intended  that  she  should  cross  the  At- 
lantic. She  was  on  her  way  to  Portsmouih  preparatory  to  flying 
to  the  Near  East  when  the  accident  occurred. 


MILITARY. 

War  Office,  August  2nd. 
'RBTrtruit  Forces  Establishments.— R  F  C. — Mil.  Wiug".— Flving  Officers. 
—The  aonointment  of  Sec.  I,t.  M.  McGall  (5th  R.  Sc.  Fus  .  T.F.)  is  ante, 
dated  to  April  15th,  iqij. 


640 


The  Aeroplane 


August  13,  1919 


^J.he  ?a™e„?{  temP-  .Sec  Lt  William  Armstrong  is  as  now  described 
and  not  William  Austin  Armstrong  as  in  -Gazette,-  April  18th   i9I8  ' 
Lt A wFGSV?radrffan  Equipment  Officer,  ?st  Class.-lemp. 
A.  W.  Furbank,  Gen.  List,  from  an  Asst.  Instr.  in  Gunnerv  (srraded 

^pTd.^STo'th^f^'         ClaSS)>         t0  be  *^^S8g 
Equipment  Officer,  ist  Class.—  Temp,  rapt  T.  A   Ross   RE    from  an 
MnU,28ThntIoI>8ffiCer'  3rf  ClaSS'  £md  t0  be  lCmv- 
Overseas   FoRCEs.-Canada.-Quebec    R.-The   iollowing   temp  Lts 
t0^C  ??Cd'  -f°r  duty  With  the  Mr  Ministry,  Dept  of 
£°  A  £  Hu&  Tugr^qU1Sh  th£  aCt2'  rank  of  Capt'  !■  lyes- 

Western  Ontario  R -Temp  Lt.  (actg.  Capt.)  R.  R.  Pigott  ceases  to  be 
f"  duty  with  the  Air  Ministry,  Dept.  of  Works  and  Mdgs7,  and 
relinquishes  the  actg.  rank  of  Capt,  Au°-  2nd 

fnr  vr^mp;-U;.-(a?tg-  CapU  B  Y-  Jackson  ceases  to  be  seed. 

ytlWlth  ,the  M?  Ministry,  Dept.  of  Works  and  Bldgs ,  and  relin- 
quishes the  actg.  rank  of  Capt,  Aug  2nd 

tJ*jfct  C°l^b}^  R— Temp.  Capt.  P.  J.  D.  de  Latour  ceases  to  be  seed. 
inSS  JsieesAAuglniSr'  ^  °f  W°rkS  Md  a"d 

Affi^  ^   E-      Cr°nin  CeaS£5  l°  ^  S6Cd   f°r  dUt>' 

^nt1arni°  R  T^™1?-  N-  G-  Reynolds  ceases  to  be  seed  for  duty* 
with  R.A.F.,    July  14th. 

?  w*™!0  ,R  "J?lemp  Lt  R  A-  Adams  ceascs  to  be  seed,  for 
fluty  with  R.A.F.,  July  14th. 

1  Sasckatchewan  R.-Temp.  Lt.  J.  H.  Wcnsley  ceases  to  be  seed,  for 
duty  with  R.A.F.,  July  20th. 

i«?h,Co«  R,TTem?-  V-  R  H  Schroeder  ceases  to  be  seed,  for  duty 
17th         c  a  f-,  ana  also  relinquishes  grading  as  Flying  Officer,  July 

^an;,Foie?trJ  Corps.— Temp.  Et  D.  Neil  ceases  to  be  seed,  for  duty 
with  the  R.A.F.,  July  14th. 

Territorial  Force.— Royal  Garrison  Artillery.— Ets.  to  be  Capts.  :  — 
remp.  Capt,  (R.A.F.)  R.  W  A.  de  H.  Haigh  (Glam.  R.G.A.),  and  to 
remain  seed.,  Oct.  31st,  1918. 

Infantry.— 5th  Bn.  Somerset  E  I. — See.  Et.  S.  D.  Mason  (K.AF.)  to  be 
Adjt  and  to  be  actg.  Capt,  with  pay  and  allowances  of  Et.  whilst  so 
empld.,  Maren  3rd. 

War  Office,  August  sth. 

Regular  Forces.— Cavalry  .--nth  Hrs.-Lt.  R.  C.  Williams  (attd. 
R.A.F.)  resigns  his  commn.,  Aug.  6th. 

Infantry.— Yorks.  E.E— Capt  and  Bt.  Maj.  C.  E.  C.  Rabagliati.  M  C  , 
A.F.C.,  resigns  his  commn.,  Aug.  6th. 

„  ,  War  Office,  Aug.  8th. 

REGULAR  FORCES. — R  F  C. — Mil.  Wing.- Flying  Officer —The -name 
of  temp.  See.  Et  H.  A.  Eeppan  is  as  now  described,  and  not  E  H 
Allans,  as  m  "Gazette,"  May  roth,  1918. 

Gen.  List—  The  name  of  temp.  See.  I  t.  Hilton  Angus  Eeppan  is  as 
now  described,  and  not  Eeppan  Hulton  Angus,  as  in  "  Gazette,"  Oct 
25th,  1917. 

Memorandum.— Air  Vice-Marshal  Sir  H.  M  Trenchard,  K.C  B    D  S  O 
Chief  of  the  Air  Staff,  to  be  Col.  of  the  R.  Scots  Fus.,  July  13th. 

War  Office,  August  9th. 

REGULAR  FORCES — Establishments.  —Cavalry. — 15th  Hrs.— Capt 
and  Bt.  Col.  Sir  F.  H.  Sykes,  K  C  B.,  C.M.G  ,  is  placed  on  retired  list 
on  appointment  to  a  permanent  commission  in  the  R.A.F.,  April  12th. 

.   ,  ,  VVar  Office,  August  nth. 

A  despatch  dated  June  28th  from  Field-Marshal  Sir  Edmund  Allenby, 
Commander-in-Chief,  the  Egyptian  Expeditionary  Force,  has  been  re- 
ceived by  the  Secretary  of  State  for  War.  The  despatch  summarises 
the  campaign  in  Syria  and  Palestine,  and  the  following  reference  is 
made  to  the  work  of  the  Royal  Air  Force.  "...  the  superiority 
established  by  the  air  force  over  the  enemy  was  one  of  the  great 
factors  of  the  successes  of  my  troops. 

Official  Communiques. 

The  War  Office  issued  the  following  statement  on  August  5th. 

General  Maynard  reports  that  a  successful  raid  was"  carried  out  on 
August  2nd  by  combined  foices  of  land,  sea,  and  air,  with  the  object 
ol  striking  a  surprise  blow  at  the  enemy's  lake  flotilla  on  Lake  Onega, 
and  of  capturing  the  port  of  Talvuiski,  40  miles  south-east  of  Medvye- 
jya  Gora. 

The  operation  proved  entirely  successful. 

The  India  Office  made  the  following  announcement  on  Aug.  8th  :  — 
The  Government  of  India  have  informed  the  Secretary  oi  State  that 
peace  with  Afghanistan  was  signed  at  11  a.m.,  Friday,  Aug.  8th. 


AIR  FORCE.  x 

Air  Ministry,  August  ist. 

R.A.F. — The  attention  of  the  officers  named  in  this  "Gazette"  is 
■directed  to  the  Air  Ministry  Weekly  Order,  now  m  course  of  issue,  re- 
lating to  the  grant  of  permanent  eommns.  and  to  the  new  rates  and 
conditions  of  pay  and  other  emoluments. 

The  following  are  granted  permanent  eommns.  in  the  R.A.F.  in  the 
ranks  stated,  August  1st:  — 

Lieutenants. 

R.  I.  Hartley  (T.) ;  C.  F.  Chincry  (T.) ;  E.  H  Bundle  i'T.)  ;  C.  H.  Potts 
(T.) ;  H.  H.  S.  Scott,  D.S.M.  (T.). 

E.  Whittlesea  (T.);  S.  T.  Littleton  (T.) ;  H.  J.  Brown  (T  ) ;  P.  Covle 
(T.);  J.  Noonan,  D.S.M.  (T.),  T.  S.  Jobling  (T.) ;  R.  D.  McE  Hart  (f.) ; 
R.  G.  Gore  (T.) ;  A.  P.  White  (T.);  C  O.  Towler  (T.)  C.  E.  Wbinney 
(T.);  H.  W.  St.  John,  D.F.C.  (O.);  W.  A.  Coryton  (A.);  A.  G.  Quinnell 
(Ad.);  R.  Pyne  (A.),  H.  K.  Goode,  D.S  O.,  D.F.C  'A.);  J.  Clover  (O.); 
H.  E.  King  (A.);  W.  J.  Millan  (A.);  E.  S.  B.  Clarke  (A.);  G.  S.  Taylor 
(A.);  C.  S.  Gray  (A.);  R.  Menzies  (A);  J.  Bradbury  (A.);  D  A.  Cos: 
(O.);  G.  A.  R.  Muschamp  (A);  H.  G.  McKeclmie  (T.);  W.  K  Rose  (A. 
and  S.);  R.  A.  Whyte  (A  and  S.);  A.  E  Gocch  (T.) ;  F.  A.  Skoulding 
(T.);  R.  Jones,  M.C.  (A.);  J  E.  Kendrick,  D.F.C.  (O.);  I.  Whitford  (A.); 
R.  H.  Haworth-Booth,  D.F.C.  |A.);  J  A.  G.  Haslam,  M.C.,  D.F.C  (O.); 
J.  S.  Harrison  (O  ) ;  E  G.  Gaff  (A.),  V.  Croorne  (A  );  F.  G.  Prince  (A.) ; 
J.  A.  Elliott  (T.);  O.  G.  Gregson  (A.);  C.  A  Horn  (O.);  J.  Blackford 
(A.);  J.  W.  Lissett  (A);  W.  E.  Dipple  (A.  and  S);  H.  E.  Falkner  (O); 
F.  T.  Eades  (O.) ;  G.  M.  Lawson,  M  C.  (O  ) ;  D  S.  Robertson  (A.);  W.  S. 
Allen  (T.) ;  B.  F.  Deane  (O). 

J.  V  Gascoyne,  D.F.C.  (A.) ;  L.  B.  Duggan  (A.  and  S.) ;  J.  Parsons 
(T.);  H.  J.  Bradley  (A.  and  S.);  J.  S.  Nichol  (O.) ;  R.  H.  F.  de  V.  S. 
Somerset  (A.  and  S.);  D.  Wood  (A  );  G.  W  Birkinshaw  (A  and  S.):  E. 
Brewerton  (A.  and  S.) ;  G.  M'cCormack  (O.) ;  G.  P.  H  Carter  (A.):  C. 
Walker  (O.);  K  L.  Harris  (A):  H  Dawes,  M  B  E.  (S.O.);  S.  C.  Black 
(A.);  R.  J.  Willson  (O ) ;  J.  Cafferkey  (A  );  M.  C  Trench  (O.) ;  F.  K. 
Damant  (A.);  F.  J.  Smith,  MC,  MM.  (O.) ;  C.  A.  Spence  (A.);  E.  B. 
Green,  M.C.  (O.) ;  S.  J.  Smetham  (S  ) ;  P  N.  Melitus  (CO;  E  H.  Searle 
(A.  and  S);  L.  Smith  (Ad.):  A  G.  Thackrav  (S.) :  C.  S.  Miller  (O.) :  H. 
W.  Pearson  (A),  E.  A  Blake  (A.);  B  A  Foord,  M  C.  (O  ) ;  W  H.  Bow- 
den  (Ad  );  A.  G  Pearce  (A  ):  J.  C.  Foden,  A.F  C  (A.);  C  B.  Dick-Cle- 
land  (Ad);  L.  H.  T.  Bell  (A);  L.  G.  Maxton  (A.);  A.  H  E.  Lindop 
(O.);  A  S.  Thompson  (A.);  C.  R.  Fenton  (Ad);  C.  F.  Falkenberg, 
D.F.C.  (A);  R.  W   Rayn  (A.). 


R.A.F. — The  following  temp,  appointment  is  made  at  the  Air  Minis- 
try :— Staff  Officer,  ist  Class  (Air.).—  Lt.-Col.  A.  S.  Barratt,  C.M.G., 
M.C,  July  18th,  vice  Lt.-Col.  G.  F.  Pretyman,  D.S.O.,  O.B.E. 

The  following  temp,  appointments  are  made  :— Brig.-Gen.  (Staff).— 
Lt.-Col.  C  S.  Burnett,  C.B.E.,  D.S.O.,  June  18th,  and  to  be  actg.  Brig.- 
Gen.  while  so  empld.,  vice  Lt.-Col.  (actg.  Brig -Gen  )  P.  L.  W.  Herbert, 
C.M.G. 

Staff  Officer,  1st  Class.— (P.).— Lt.-Col.  R.  C.  M.  Pink,  July  25th. 

Staff  Officer,  2nd  Class— (T.).— M'aj.  W.  R.  Bruce,  Feb.  22nd. 

Staff  Officer,  3rd  Class.— (Q  ).- Capt.  G.  L.  Hunting,  Feb.  25th 

Staff  Officer,  4th  Class  (Air).— ist  Grade— Lt.  R.  J.  Slade,  Mav  27th. 

Flying  Branch.— Lt.-Col.  G  F.  Pretyman,  D.S.O.,  O.B.E  ,  to  be  Lt.- 
Col.  (A.),  from  (S.O.),  July  --.8th 

Maj.  F.  K.  Haskins,  D.S.C.,  to  be  graded  for  purposes  of  pay  and 
allowances  as  Lt.-Col.  while  empld.  as  Lt.-Col.  (A.),  from  Mav  ist  to 
May  25th. 

Maj.  W.  Pennef.rther  to  be  Maj*  (A'ship),  from  (SO.),  May  ist. 

Capt.  R.  S.  Smith  to  be  graded  for  purposes  of  pay  and  allowances  as 
Maj.  while  empld.  as  M'aj.  (K.B.),  July  20th 

H.R.H.  Prince  Albert,  KG.,  Personal  A  D.C.  to  His  Majesty  the  King, 
to  be  Capt.  (A.),  from  (Ad.),  July  31st. 

Lt.  P.  D.  Baker  to  be  graded  for  purposes  of  pay  and  allowances  as 
Capt.  whilst  empld.  as  Capt  (A.),  May  1st 

Lts.  (O.)  to  be  Lts.  (A.)  :— G.  F.  Fry,  C.  W.  H.  Moller,  Mav  20th. 

Lt.  D.  F.  Fox  to  be  Lt.  (A.),  from  (S.O.),  July  21st 

See.  Lts.  to  be  Lts.  :— F.  D.  Kilbv,  Feb.  ist:  A.  G.  Dickinson,  June 
7th. 

See.  Lt.  G.  R.  Hunter  to  be  Sec.  Lt.  (A.),  from  (O.),  July  9th,  1918. 

The  following  relinquish  their  eommns  on  ceasing  to  be  empld.  :  — 
Lt.  S.  B.  Kington  (Lt.,  W.  Rid.  R.),  Feb.  4th;  Lt.  W.  P.  Harris  (Lt..  W. 
Out  R.),  March  10th;  Lt.  S.  G.  Hartnan  (Lt,  Welsh  R.),  May  6th;  Sec. 
Lt.  T.  H.  Barry  (Lt.,  R.GA.),  May  23rd;  Lt.  R.  A.  P.  Johns  (Lt.,  Hus- 
sars), May  31st;  Capt.  C.  L.  Bath  (Lt.,  tt-mp.  Capt.,  Can.  M.G.C.).  June 
.nth;  Sec.  Lt.  (Hon.  Lt.)  W.  P.  A.  Robinson  (Lt.,  R.F.A.).  June  21st; 
Lt.-Col.  F.  A.  Wanklvn,  M.C.  (M'aj-,  R.A.),  June  24th;  Lt  W  H.  Kilbv. 
(Lt.,  Manitoba  R.),  July  gth ,  Et.  L.  Dobson,  M.C  (Lt..  S  Staffs  R.), 
July  nth;  Lt.  G.  Fielden  (Lt.,  Hussars),  July  30th;  Lt.  W.  R.  Curtis  is 
temporarily  transferred  to  the  unempld  list,  May  22nd. 

Transferred  to  unempld.  list  : — Lt.  R.  J.  W.  Palmer,  Feb.  19th  (sub- 
stituted for  notification  in  "Gazette,"  April  i.Sth) ;  Sec.  Lt.  J.  G.  Munro, 
March  10th;  Sec.  Lt.  R.  H.  Mills,  March  nth;  Lt.  E.  J.  P.  Penney, 
March  28th;  Sec.  Lt.  L.  J.  Weatherall,  March  31st;  Sec  Lt.  S  N.  K. 
Jones,  April  ist;  Lt.  E.  N.  Mais,  April  3rd;  Lt.  G.  M'.  Hopkins,  April 
6th,  Lt.  E  M.  Heron,  April  gth;  Sec  Lt.  A.  C.  Hyde,  April  10th;  Sec. 
Lt.  (Hon.  Lt.)  J.  C.  Howells,  April  13th;  Lt.  H.  H.  Hall,  Lt.  G.  S.  Hol- 
loway,  April  14th;  Sec  Lt.  (Hon.  Lt.)  S.  F.  Parker,  April  15th;  Maj.  D. 
Joy,  Sec.  Lt.  R.  C.  Holdom,  April  16th;  Sec.  Lt.  J  Houldgreaves,  April 
18th;  Lt.  W.  R.  McCluskey,  Capt.  (actg.  Maj.J  P.  R.  Meredith,  April 
19th;  Sec.  Lt.  C.  B.  Barton,  April  21st;  See.  Lt.  W.  T.  Laurie,  Lt.  R. 
W.  Murray,  April  22nd';  Lt.  F.  C.  Hoult,  April  23rd;  Sec.  Lt.  N.  S.  Mac- 
Leod, April  24th;  Sec.  Lt.  S.  Horsman,  April  25th;  Lt.  P.  K.  Hobson, 
M.C,  April  26th;  Sec.  Lt.  R.  K.  Moore,  Sec.  Lt  A.  G.  Wyatt,  April  30th; 
Capt.  C.  L.  H.  Hicks,  Lt.  R.  C.  Hume,  Sec.  Lt.  J.  C.  R.  Weeks,  Sec.  Lt. 
R.  Williams,  May  ist;  Lt.  E.  C.  M'usson,  May  2nd;  See.  Lt.  A.  E.  Mil- 
lar, May  3rd;  Sec.  Lt.  H.  A.  Morley,  May  6th;  Lt  J.  S.  Wesson,  May 
7th;  Sec.  Lt.  J.  R.  Barnett,  Capt  F.  W^  Mardock,  May  15th;  Sec.  Lt.  W. 
L.  Winter,  Lt.  L.  G.  Tavlor,  Mav  19th;  Lt.  R.  L.  Houlding,  Sec.  Lt.  H. 
Morrow,  Sec.  Lt.  H.  A.  Neate,  Sec.  Lt.  H  C.  Traver,  Sec.  Lt.  F.  H.  H. 
White,  Sec.  Lt.  J.  Williams,  May  20th;  Lt.  F.  Taylor,  May  21st;  Sec.  Lt. 
G  W.  Wadison,  M'ay  22nd;  Lt.  W.  L-  Collins,  Sec  Lt.  E.  B.  Webster, 
May  24th;  Lt.  C.  F.  Weaver,  May  25th;  Lt.  C  F.  P.  Haslegrave,  Lt.  J. 
W.  Hogben,  Sec.  Lt.  N.  R.  E.  Mattintrly,  Lt.  C.  N.  Wylam,  May  28th; 
Sec.  Lt.  T.  A.  Hopkinson,  Capt.  A  M.  West,  May  29th;  Sec.  Lt.  W.  V. 
Thomas,  Lt.  G.  V.  Wheatley,  Sec.  Lt.  A  Wren,  Sec.  Lt.  J  T.  R  Wynn, 
May  30th;  Capt.  N.  Wallis,  May  31st:  Lt.  M  Hyslop,  June  ist;  Lt.  L. 
H  Weeden,  June  2nd;  Sec.  Lt.  A.  G.  B.  Whittaker,  June  6th:  Lt.  D. 
M.  Hodgson,  Lt.  C  Malthouse,  Sec.  Lt.  C.  C.  Hocy,  June  7th;  Sec.  Lt. 
J.  Redmond  (King's  L'pool  R.),  June  10th;  Sec  Lt.  A.  V.  Hansford, 
June  nth;  Lt.  D.  Widderburn,  June  13th,  Lt  (Hon.  Capt.)  L.  E.  Barry 
(substituted  for  notification  in  "Gazette/'  April  29th) ;  Lt.  C.  L.  Grim- 
wood,  June  14th;  Lt.  W.  J.  P.  Woodhouse,  June  15th  Sec.  Lt  C.  B.  Tod, 
June  16th,  Ll   J.  C  Ballard,  June  18th ;  Et  F  T  Woods,  June  19th;  Lt. 

B.  F.  Watcs,  Lt.  J.  D.  F.  West,  June  20th;  See  Lt.  Wm.  P.  Watts,  June 
22nd;  Lt.  H.  R.  Davies,  June  23rd:  Lt.  G.  S.  Wilkinson,  June  25th;  Sec. 
Lt.  C.  Walton,  Sec  Lt.  C.  H.  White,  June  26th;  Lt.  A.  Hyland,  July 
2nd;  Sec.  Lt.  D.  H.  O.  Edmunds,  Sec.  Lt.  F.  J.  Walton,  Julv  4th;  Capt. 

C.  W.  Hvde,  See.  Lt  D.  M.  Fleming,  July  sth;  Lt.  V.  Dresehfield,  Lt.  G. 
M.  Eileart,  Sec.  Lt.  A.  E.  Gammon,  July  6th;  Lt.  G.  Clapbam,  A.F.C., 
Lt.  Wm.  B.  Cochran,  Lt.  A.  W.  Dav,  Lt.  G  E.  P.  Elder.  Capt.  H.  M. 
Ferreira,  Lt.  A.  E.  Horn,  Lt.  C.  A.  Mulligan,  July  7th;  Lt.  F.  G.  Wells, 
July  3th;  Lt.  B.  V.  Chine<y7~Sec.  Lt.  H.  P.  Dalwood,  July  9th;  I,t  J.  C. 
Davison,  Sec.  Lt.  A.  B.  C  Emmetr,  Sec.  Lt.  S.  O.  Franks,  Sec.  Lt.  E. 
Hazell,  Lt.  P.  T.  Hunt,  July  10th;  Sec.  Lt.  F  I.  Atkins,  Sec.  Lt  J.  B. 
Begin,  Sec.  Lt.  L.  J.  Betts,  See.  Lt.  G.  W.  Brown,  Sec.  Lt.  J.  W.  Caines, 
Lt.  N.  E.  Chandler,  Capt  R.  M.  Clifford,  See.  Lt.  A.  Craig,  Lt  D.  McK. 
Darroch,  Lt.  J.  D  Davidson,  Sec.  Lt  O.  J.  Demers,  Capt.  M  C  Duboc, 
Sec.  Lt.  S.  E.  Edwards,  Sec.  Lt.  R.  H  Ellis,  Sec.  Lt.  G.  P.  Emery,  Sec. 
Lt.  H.  L.  Erb,  Sec.  Lt.  A.  W  Field,  See.  Lt.  L.  Galibert,  Lt.  J.  G.  Gil- 
landers,  Lt.  R  J.  Gilroy,  Sec  Lt.  A.  V.  Green.  Sec.  Lt.  T.  L  Jones,  Sec. 
Lt.  T.  A.  Lawrence,  Sec.  Lt.  J.  B.  Little,  Sec.  Lt.  F.  M.  Ramsay,  Sec.  Lt. 
A.  V.  Waters,  Sec.  Lt.  J.  R.  Welsford,  July  12th;  Sec.  Lt.  S  G.  Kiddie, 
July  13th ;  Lt.  J.  H.  Crowe,  I,t  P.  M.  Lindesay,  Sec.  Lt.  J.  E  Workman, 
July  14th;  Maj.  R.  J.  J.  Hope-Vere,  Sec.  Lt.  J.  H  Moore,  Julv  15th;  Lt 
W.  T.  Breach,  Lt.  R.  C.  B.  Presland,  July  17th;  Sec.  Lt.  J.  C.  Gow.  Lt. 
E.  P.  Holloway,  Sec.  Lt.  F.  G.  Kilby,  Lt.  R.  B.  Loemore,  D.S.O.,  July 
18th:  Lt.  F.  C.  Craig,  Sec.  Lt. 'A.  C  Whittle.  July  19th;  Sec.  Lt.  J.  E. 
White,  Julv  22nd;  Lt.  C.  H.  O.  Strettell,  Julv  23rd;  Sec  Lt  N.  H.  Muir, 
Julv  24th;  Sec.  Lt.  C.  S.  Harrison.  Lt.  H.  O.  M'acDonald,  Lt.  E.  R.  W. 
Millar,  Lt.  C.  F.  R  Price-Hughes,  July  2^th;  Lt.  L  Mortimore,  July  26th; 
Lt.  W.  T.  Corney,  Lt.  F.  Nightingale,  Sec.  Lt.  M.  E.  Noyce,  Sec.  Lt.  P. 
S.  White,  July  29th;  Lt.  G.  M.  Wrentmore,  Julv  30th;  Sec  Lt.  C.  A. 
Milner,  Sec.  Lt.  H.  S.  Mills,  Sec.  Lt.  C.  N.  Osborne,  Sec.  Lt.  T  .W.  Os- 
borne, Aug.  ist. 

The  following  relinquish  their  eommns.  on  account  of  ill-health  and 
are  permitted  to  retain  their  rank  :— Capt.  J.  W.  Somers  (contracted  on 
active  service),  Julv  21st;  Lt.  H.  Fenton  (contracted  on  active  service), 
Lt.  E-  L.  H  Macleod  (caused  by  wounds),  July  22nd;  Lt.  C  C.  G.  Gir- 
van  (caused  by  wounds),  July  23rd,  Lt  M  Andiews  (contracted  on 
active  service),  July  30th  (substituted  for  notification  in  "Gazette." 
March  28th);  Sec.  Lt  F.  T.  Mollard,  May  23id  (substituted  for  notifica- 
tion in  "Gazette,"  May  gth);  Sec.  Lt.  G.  R  Newton-Bridle  (contracted 
on  active  service),  July  20th  (substituted  for  notification  in  "Gazette." 
April  8th);  Sec.  Lt.  S.  C.  Ridges,  July  26th. 

Sec.  Lt.  M.  C.  Burt  relinquishes  his  commn.  on  account  of  ill-health, 
July  10th  (substituted  for  notification  in  "Gazette,"  June  6th) 

The  initials  of  Lt.  (actg.  Caot)  E.  C.  Morris  are  as  now  described 
and  not  "E.  E  ,"  as  stated  in  "Gazette,"  May  9th 

The  Christian  names  of  Sec.  Lt.  Edmund  Bernard  Saur.ders  are  as 
now  described,  and  not  "Edward  Bernard,"  as  stated  in  "Gazette," 
Dec.  10th,  1918. 


August  13,  1919 


The  Aeroplane 


641 


The  surname  of  Sec.  Lt.  R.  Kelley  is  as  now  described,  and  not 
"Kelly,"  as  stated  in  "Gazette,"  June  24th. 

The  notification  in  "Gazette,"  March  28th,  concerning  Lt.  J.  A.  Ander- 
son (Brit.  Col.  R.)  is  cancelled 

The  notification  in  "Gazette,"  April  -|th,  concerning  Lt.  I.  A.  Peers  is 
cancelled. 

The  notification  in  "Gazette,"  April  Sth,  concerning  Lt.  (.actg.  Capt.) 
P.  B.  Pattisson  is  cancelled. 

The  notification  in  "Gazette,"  May  20th,  concerning  Lt  N  B.  Arbuth- 
not  is  cancelled.    The  notification  in  "Gazette,"  May  27th,  to  stand. 

The  notification  in  "Gazette,"  May  27th,  concerning  Sec.  Lt.  (Hon. 
Lt.)  W.  Cooke  is  cancelled. 

The  notification  in  "Gazette,"  July  1st,  concerning  Lt.  C.  Miller  is 
cancelled. 

'The  notification  -in  "Gazette,"  July  Sth,  concerning  Sec.  Lt.  R.  J. 
Palmer  is  cancelled. 

Administrative  Branch. — M'ajs.  to  be  Majs.,  from  (S.O.)  : — R.  Honey, 
July  9th;  H.  E.  Day,  D.S.O.,  M.V.O.,  July  21st. 

To  be  actg.  Majs.  whilst  empld.  as  Majs.  : — Capt.  J.  P.  H.  Hayes,  Sec. 
Lt.  (Hon.  Capt.)  C.  Harvey,  May  1st. 

Capts.  to  be  Capts.  :—  G.  B.  McClure,  O.B.E.,  lrom  (S.O  ),  July  qth; 
H.  S.  Edgar,  from  (T.),  July  16th;  A.  W.  Crombie,  from  (T.),  July  21st. 

Lt.  E.  P.  Manson  to  be  graded  for  purposes  of  ray  and  allowances  as 
Capt.  whilst  empld.  as  Capt.,  from  Mav  1st  to  July  jst. 

Sec.  Lt.  (Hon.  Lt.)  A.  G.  Horlock  to  be  Sec  Lt.  (Hon.  Lt.),  from  (O.), 
and  to  be  actg.  Lt.  whilst  empld.  as  Lt.,  from  May  30th,  1918,  to  April 

Sec.  Lt.  F.  C.  Matten  to  be  Sec  Lt.,  from  iT.),  Jan.  1st. 

P.F.O.  S.  S.  Russell  (late  R.N.A.S.)  is  granted  a  temp,  comma,  as  Sec. 
Lt.,  Sept.  7th,  1918. 

The  following  are  granted  temp,  commas,  as  Sec.  Lts  • — P  A.  H. 
Anderson,  July  28th;  E   F.  Elliott,  July  30th 

The  following  relinquish  their  corumns.  on  ceasing  to  be  empld.  :  — 
Capt.  R.  J.  H.  Purcell  (Capt.,  K.R.R  C),  Feb.  27th;  bee.  Lt.  (Hon.  Lt.)  G. 
II.  P.  Whitfield  (Lt.,  R.  Irish  Rifles),  April  1st;  Lt.  P.  L.  Hogan  (Lt., 
L'pool  R.),  May  28th;  Sec.  Lt.  (Hon.  Lt.)  N.  F  Penruddocke  (Capt., 
R.A.S.C.),  July  nth;  Lt.  P.  H  Drake-Brockman  (Lt.,  E.  Surrey  R.).  July 
15th. 

Transferred  to  unempld.  list  :—  Lt.  V  A.  Mildred,  M.C.,  Feb.  19th; 
Lt.  P.  B.  Pattison,  Feb.  20th;  Lt  W.  R.  Northbridge,  March  sth;  Capt. 
J.  T.  Pyrn,  March  23rd;  Sec  Lt.  H.  West,  April  nth;  Sec.  Lt.  H.  L 
Whitelaw,  April  12th;  Sec.  Lt.  C.  V.  Wheeler,  April  15th;  Sec.  Lt.  F.  E. 
Wilford,  April  16th;  Sec.  Lt.  F.  T.  Wickwar,  April  18th ;  Sec.  Lt.  A.  E- 
DeGruchy,  April  20th;  Lt.  A.  Parrish,  May  1st;  Sec.  Lt.  W.  E.  Mayne, 
May  2nd;  Lt.  (Hon.  Capt.)  G.  A.  Hoghton,  May  5th;  Sec.  Lt.  A.  G.  Whit- 
taker,  May  14th;  Sec.  Lt  H.  J.  B.  Sullivan,  May  20th;  Sec.  Lt.  B.  T. 
Cato,  May  21st  (substituted  for  notification  in  "Gazette,"  May  T6th) ;  Sec. 
Lt.  F.  Harrison,  May  24th;  Sec.  Lt.  R.  G.  Lotter,  May  29th;  Sec.  Lt.  C. 
S.  M.  Weldon,  June  9th;  Sec  Lt  F.  B.  Mciris.  June  14th;  Sec.  Lt.  A.  K. 
Whiteman,  June  25th  (substituted  for  notification  in  "Gazette,"  July 
15th;  Sec.  Lt.  W.  F.  Mackenzie,  June  26th,  Capt.  P.  S.  Hargreaves,  July 
6th,  Sec.  Lt.  F.  Hook,  July  11th;  Sec.  Lt.  H   Dove,  July  12th;  Sec.  Lt. 

G.  Weaver,  July  13th;  Capt.  A.  W.  W.  Pope,  July  isth;  Lt.  E.  K.  James, 
July  18th ;  Sec.  Lt.  (Hon  Lt  )  G.  H.  Heys,  July  22nd. 

The  following  Lts.  relinquish  their  cornmns  on  account  of  ill-health, 
and  are  permitted  to  retain  their  lank  : — L.  Curlewis,  M.C.  (caused  by- 
wounds),  C.  D.  Taylor  (contracted  on  active  service),  July  22nd 

Sec.  Lt.  H.  C.  Thomas  relinquishes  uis  comnm.  on  account  of  ill- 
health,  and  is  permitted  to  retain  his  rank,  July  22nd. 

Sec.  Lt.  S.  V.  Daley  to  take  rank  and  precedence  as  if  his  appointment 
as  Sec  Lt  bore  date  Ma>  ist 

The  notification  in  "Gazette,"  June  6th,  concerning  Sec.  Lt.  F.  B.  Mor- 
ris is  cancelled. 

The  notification  in  "Gazette,"  June  17th,  concerning  Lt.  R.  T.  Kelly 
is  cancelled. 

The  notification  in  "Gazette,"  July  nth,  concerning  Lt  J.  T.  Wright 
ftt:  R.N.)  is  cancelled. 

The  notification  in  "Gazette,"  July  15th,  concerning  Capt.  G.  A. 
Brown  is  cancelled. 

Technical  Branch.— Maj.  V.  C.  Richmond,  O.B.E.,  to  be  actg.  Lt.-Col 
while  empld.  as  Lt.-Col.,  Grade  (A.),  from  Aug.  1st,  1918,  to  March  31st. 

Capt.  E.  P.  Smith  to  be  actg.  Maj.  while  empld.  as  Maj.,  Grade  (A.), 
from  Aug.  ist,  1918,  to  Feb.  27th. 

Capts.  to  be  graded  for  purposes  of  pay  and  allowances  as  Majs.  while 
empld.  as  Majs.,  Grade  (A)  :— A.  K.  Kendal,  W.  W.  Tullis,  May  ist. 

Capt.  P.  D.  Robertson,  A.M.,  to  be  Capt.,  Grade  (A.),  from  (A.)  April 
17th. 

To  be  actg.  Capts.  while  empld.  as  Capts.,  Grade  (B.)  :— Sec.  Lt.  E.  P. 
Dampier,  from  April  ist,  1918,  to  April  30th  (substituted  for  notifica- 
tion in  "Gazette,"  April  30th,  1918);  Lt.  A.  B.  Macintosh,  from  Jan.  27th 
to  April  ■  '-. 

Lt.  S.  vv    Davis  to  be  graded  for  purposes  of  pay  and  allowances  as 
Capt.  while  empld.  as  Capt.,  Ofade  (A.),  May  ist. 
Lt.  A.  S.  Clark  to  be  Lt.,  Grade  (A.),  from  (A.),  Dec.  31st,  1918. 
Sec.  Lt.  M.  Sheriff,  D.C  M.,  to  be  Lt  ,  Feb.  30th. 

Sec.  Lts.  to  be  actg.  Lts..  while  empld.  as  Lts.,  Glade  (A  ),  from  Aug. 
ist,  1918,  to  March  31st  : — C.  Dollery,  T.  F.  Emms. 

Sec.  Lt.  (Hon.  Lt.)  L.  A.  Sturrock  (Lt.,  LA.R.O.)  relinquishes  his 
eominn,  on  reversion  to  I.A.R.O.,  Aug.  1st. 

The  following  relinquish  their  columns,  on  ceasing  to  be  fmpld.  : — ■ 
Lt.  C.  B.  Carr  (Lt.,  Kent  Cyclist  Batt.),  June  20th,  1918,  Lt  T.  S.  Grif- 
fiths (Lt.,  R.  Welsh  Fus  ),  Ju-.ie  26th;  Lt.  C.  H.  Knight  (Dorset  R.),  July 
3rd;  Sec.  Lt.  (Hon.  Lt.)  P.  Anderson  (/'.t.  (T./Capt.)  A  and  S.  Highrs), 
July  9th. 

Transferred  to  unempld  list  : — Capt  S.  Watson.  Feb.  jrd-;  ra"t.  F.  J. 
Mussel-White,  March  4th;  Sec.  Lt.  (actg.  Lt.)  R.  D.  Whitt,  March  16th; 
Lt.  F.  W.  Webster,  April  nth;  Sec.  Lt.  (Hon.  Lt.)  (actg  Lt.)  J.  R. 
Jones,  April  16th ;  Lt.  W.  R.  Boag,  Lt.  F.  J.  Kayser,  April  20th;  Sec.  Lt. 
A.  W.  Whistlecroft,  ,May  Sth;  Capt.  W  H.  Mulville,  M'ay  i-.th;  Sec.  Lt. 
J.  T.  Williams,  May  17th;  See  Lt.  G.  Lauglilin,  May  20II1  (substituted 
for  notification  in  "Gazette,"  Mav  23rd):  Sec.  Lt.  J.  H.  Glew,  May  26th; 
Sec.  Lt.  J.  West,  May  28th;  Lt.-Col.  F.  R  G.  Hoare,  C.B.E  ,  Lt.  F.  E. 
White,  M'ay  30th;  Sec.  Lt  (Hon.  Lt.)  C.  W.  Whitworth,  May  ?ist;  Cant. 
P.  Whiddington,  June  ist;  Maj.  C.  W.  C.  Wheatlev,  June   3rd;  Capt. 

H.  C.  Harris,  June  sth;  Lt.  (Hon.  Maj.)  W  A.  Webb,  lune  iSth :  Lt.  J. 
E.  Wight,  June  24th  ;  Capt.  E.  S.  Davis,  June  30th ;  Lt.  D.  W.  Harvev, 
Capt.  C.  H.  Waghorn,  July  1st;  Lt  W.  L.  Horwood,  July  2nd:  Cant, 
(actg.  Maj.)  D.  R  Verey,  July  6th;  Sec.  Lt.  (Hon.  Lt.)  R.  S.  Haward, 
Sec.  Lt.  (Hon  Lt )  A.  N.  Pictor,  July  8th;  Sec.  Lt.  (Hon.  Lt.)  G.  C.  R. 
Hitchings,  July  10th  ;  Capt.  W.  A.  Ogden,  July  nth;  Lt.  F.  D.  Lugard, 
July  14th;  Maj.  C  H.  Parkes,  Tuly  15*11:  Cant.  W.  T.  Passmore,  Julv  18th; 
Sec.  Lt.  (Hon.  Lt.)  C.  W  Olliver,  July  19th;  See.  Lt  A  K.  Murray, 
Tulv  22nd. 

Lt.  C.  W.  Ware  relinquishes  his  commn.  on  account  of  ill-health,  and 
is  permitted  to  retain  his  rank,  July  29th  (substituted  for  notification  in 
"Gazette,"  April  15th). 

Sec.  Lt.  C.  A.  S  Brittenden  relinquishes  his  commn  on  account  of 
ill-health,  and  is  nermitted  to  letain  his  rank,  July  22nd. 

The  notification  in  "Gazette,"  July  18th,  concerning  Sec  Lt.  (actg. 
Capt.)  E.  P.  Dampier  is  cancelled. 


The  notification  in  "Gazette,"  May  23rd,  concerning  Sec.  Lt.  J.  H. 
Glew  is  cancelled. 

Medical  Branch— Transferred  to  unemnld.  list:— Capt.  J.  L-  Whatley, 
Feb.  29th,  Capt.  II .  M.  Holt,  April  13th. 

Memoranda.— The  following  are  granted  the  actg.  rank  stated  against 
their  names  :— Maj.  A.  H.  C.  Kearsey,  D.S.O.,  to  be  actg.  Lt  -Col.;  Capt. 
H.  I.  Hanmer,  D.F.C.,  to  be  actg.  Maj.;  Capt.  A.  H.  S.  Baker  to  be 
actg.  M'aj.;  Capt.  C.  C.  Treatt  to  be  actg.  Maj.;  Lt.  K.  A.  C.  Creswell, 
M.B.E.,  to  be  actg.  Capt.,  May  ist. 

Lt.  C.  H.  Tancred  to  be  actg.  Capt.,  May  27th. 

I  he  following  Overseas  Cadets  are  granted  temp,  commns.  as  Sec. 
Lts.,  with  effect  from  Feb.  15th,  and  relinquish  such  commr.s.  with  per- 
mission to  retain  the  rank,  from  the  day  following  termination  of  the 
standardised  voyage  in  the  case  of  those  claiming  immediate  repatria- 
tion, and  from  the  day  following  demobilisation  in  England  in  all  other 
eases  :— 184391  A.  K.  Askham,  184418  J.  J.  Anderson,  184282  C.  J.  Arnold, 
185568  J.  Baguley,  184205  L.  Brown,  184298  A.  Burl,  316817  J.  M.  Black, 
316815  G.  C.  V.  Buckley,  183878  N.  Collett,  184398  J.  J.  Carlos,  184801  T. 
II.  Cochrane,  184:83  E.  H.  Cuss,  316782  J.  E.  Dealev,  184488  H.  P.  Ealey, 
316545  E.  W.  Flower,  316587'  H.  Faram,  185272  E.  W.  Foot,  183847  E.  A. 
Fothergill,  183726  W.  W.  Florence,  316592  A.  C.  Goble,  316772  AGP 
Gibbs,  184420  W.  B.  Geipel,  183615  G.  S.  Green,  184286  G.  T.  Godwin, 
1S4457  C.  Harvey,  183677  J.  G.  Hawtiu,  136536  A.  C.  Hepburn.  75712  S.  N. 
Houeyman  (substituted  for  notification  in  "Gazette,"  June  13th),  184624 

0.  G.  F.  Joubert,  184568  J.  Johnson,  184244  J.  C.  Jones,  316600  R.  S  Jame- 
son, 183926  F.  T.  Kean,  137040  R.  A.  King,  184463  D.  L-  Lundie,  184751;  R 
H.  Last,  316601  A.  P.  Ledeboei  ,  316551  J.  B.  McGiil,  316550  F  C  *  Mc- 
Donald, 184862  R.  Mitch elmore,  18446s  B.  F.  Morley,  179164  A.  D  Morris, 
516813  M.  D.  Macbeth,  316555  W.  E.  Norton,  316554  I.  A.  Nicolson,  181034 

D.  M.  Nesbit,  316609  M.  E.  Pennington,  316110  C.  M.  Plowes,  181913  M. 

B.  C.  Pettengell,  184315  F.  A  Pragnell,  316190  E.  H.  Reeves,  ioo03~i  B. 
Kiages,  316557  E.  C.  Ruddeuklau,  3t6s58  O.  P.  Stanford,  1S4X18  R  S 
Simpson,  184290  W.  J.  Stone,  136710  R.  Turner,  316620  A.  W  Turrell 
316559  C.  R.  Williamson,  182925  N.  A.  C.  Williams. 

The  following  Cadets  are  granted  Hon.  commns.  as  Sec.  Lts.  :— 137729 
L.  F.  Firth,  26023  G.  W.  Shawcross,  Jan  17th;  1376/0  R.  H.  Bromley,  Jan 
21st;  309610  A.  Horwood,  Jan  23rd;  14018,1  G.  D.  Ball,  Jan.  27th;  15003 
A.  J.  Balls,  1222S  H.  W.  Bunuing,  S/90495  V.  J.  Dalbv,  Jan.  29th;  22233  A 

E.  Allen,  290668  A.  P.  Franklin,  31.5376  F.  Gill,  178685  E-  Hurley,  110718 
R.  D.  O.  Lewis,  032166  W.  D.  Watt,  Jan.  30th;  650497  W.  J.  Maine  5/19139 

1.  R.  Merrishaw,  S/22856  G.  Walls,  Jan.  31st;  217805  A.  S.  Baldwin,  Feb 
ist;  210062  C.  E.  Collier,  156347  H  W.  Hatfield.  156922  H.  N.  Nixon,  Feb 
3rd;  137096  E.  A.  Reavell,  550069  J.  Russ-11,  Feb.  7th;  .300500  P.  A.  Os- 
bourue,  179269  W.  Warren,  Feb.  8th;  87075  E.  S.  Stead,  Feb.  10th;  117044 
W._  G.  Vaughan,  Feb.  nth,  17948  E.  T.  Bailey,  157400  A.  G.  Honey,  Feb. 
i.Stn;  137738  J.  Hullah,  56234  R.  Stephenson,  147989  R.  Whitehead,  Feb. 
16th;  1 17856  A.  Broadbtnt,  200606  M.  Empswcll,  254629  R.  J.  Morgan, 
178874  E.  W.  Morris,  54576  T.  L.  McGowan,  58651  R.  B.  Tibbs  175025  W 
P.  Wiltshire,  253280  E.  Walker,  13759  N.  Walker,  Feb.  17th;  128637  G 
Hamilton,  177597  G.  R.  Hunt,  106359  T.  H.  Mills,  128412  D.  Nunn  110316 
N.  J^  White,  Feb.  18th;  137184  G.  N.  Davies,  Feb.  19th;  100049  N  'l. 
Ilandley,  128869  C.  Hulbert,  157607  E.  G  Nance,  93097  A.  Nuttall  175021 
W.  H.  Whitby,  Feb.  20th;  66042  T.  W.  Pate,  137440  S.  Pycock,  127549  H 

C.  R.  luff,  Feb.  21st;  1370S9  A.  G.  Alexander,  128283  R.  O  Comnys, 
128515  E.  A.  Dennis,  1 17976  H.  W.  Drinkwater,  70592  S.  A.  Eagles, 
110190  L.  Flexman,  301840  J.  A.  Harveyson.  0/156542  J.  E.  Jurdan  128327 
A.  D.  Landin,  30357  J.  L-  H.  Miller,  101468  W.  S.  Marston,  4829  H.  E 
Parmiuter,  12401  H.  Sunderland,  176125  T  C.  Sharwood,  137043  W.  Woods, 
30556  C.  S.  M.  White,  Feb.  22nd;  753 35  B.  Kennard,  26291  S.  Makin,  248655 

D.  W.  Service,  Feb.  27th;  2/050601  S  Lockwood,  480809  F.  S.  Pullan, 
March  5rd;  ,97805  G.  Calvert.  March  4th;  100479  N.  W.  Lindsay,  March 
6th;  176406  W.  S.  Andrews,  March  7th;  32244  H  Tucker,  March  8th; 
449-15  P-  Jones,  March  13th;  190232  J.  L.  Tavlor,  Maich  14th;  110291  V. 
A.  Blaker,  17610S  R.  L.  Morgan,  March  15th;  155448  F.  Smith,  March 
17th;  729  A.  Brown,  40S485  A.  Foote,  March  20th;  137671  K.  E.  Buller, 
March  21st;  43290  A.  F.  Barrett,  128171  G.  T.  Bickle,  110871  H.  G.  Plum- 
bridge,  March  22nd;  15797  E.  Algar,  March  23rd;  95967  C.  Dick  March 
27th;  75235  N.  Q.  Hudson,  137101  G.  R.  Reynolds,  March  30th;  221510 
L.  V.  Lincoln,  March  31st,  1862  J.  H  Moilev,  April  ist;  241096  J.  Dick, 
April  2nd;  321 172  E-  A.  Hinxman,  131649  J.  Lktlejohn,  175070  H.  Mitchell, 
128678  R.  W  McKay,  23868  H.  H.  L  Potter,  214.153  J.  R.  Palfrey,  April 
3rd;  514411  G.  H.  Davy,  137348  A.  J  Parringtou,  175762  C.  M.  Miller, 
170578  C.  J.  Price,  17515}  B.  F.  Simpson,  April  sth;  315557  R.  H.  J.  Affleck, 
24492S  J.  W.  Archer,  1 76152  E  Belt,  1 79.174  J.  D.  Grey,  180135  S.  Hillier, 
178715  G  R.  Hart,  i86di  H.  rroctor,  1792S6  C.  Selbie,  17879s  G.  Walker, 
April  10th;  MS/4039  J.  E-  Beare,  April  nth;  158027  G.  W.  Clarke,  27156 
H.  r.  Lupton,  T9421  W.  G.  N.  Prisrchard,  April  16th;  78799  J.  F.  Moss, 
April  24th;  767460  P  Bacon,  203287  T.  H.  Haivey,  A.pril  30th ;  137026  J. 
A.  Nicholson,  192746  J.  A.  Potts.  137447  C.  Powell,  M'av  ist;  9S595  W  T. 
Ruse,  May  3rd,  52472  M.  D.  Black.,  May  20th. 

Maj. -Gen.  Sir  F  H.  Sykes,  K.C.B.,  C.M.G.,  retires  on  ret.  pay,  April 
ist. 

Capt.  E.  G.  Knox  (Aus  Flying  Corps)  relinquishes  his  temp,  supple- 
mentary commn.  on  ceasing  to  be  empld.,  July  23rd. 

The  following  relinquish  their  commns.  on  ceasing  to  be  empld.  :  — 
Lt.-Col.  R.  J.  Armes,  C.M.G  (Maj  (Bt -Col  ),  N.  Staffs.  R.),  May  25th; 
Maj  J.  St.  A.  King  (Maj.,  Indian  Army),  July  7th:  Temp.  Hon.  Lt.  H. 
R.  Tidswell  July  31st. 

Transferred  to  unempld  list: — Maj  G.  P.  Myers,  from  ISO.).  Anril 
nth;  Lt.-Col.  R.  H.  Mulock,  D  SO  ,  May  16th:  Lt.  H  Hooper,  from 
(S.O.),  June  nth;  Capt.  A  E.  Illiugworth,  from  (S.O.),  July  7th. 

Regular  Forces  Establishments. — Royal  regiment  op  Artillery. — 
R.H.  and  R.F.A.— The  following  resign  their  commns.  : — Capt.  A. 
Christie,  C.M.G.,  D.S.O  (temp.  Lt.-Col.,  R.A.F.),  Lt.  D.  D:E  Strickland, 
Aug.  2nd 

Air  Ministry,  August  5th. 
R.A.F. — Permanent  Officers. — Promotions. — To  be  Air  Commodores. 
—A.  V.  Vvwan,  C.B.,  D.SO.,  P.  W.   Came,  C.B.,  D.S.O.,  O.  Swann, 
C.B.,  C.B.E.,  F.  R.  Scarlett,  C.B.,  D.S.O,  Aug.  ist;  C.  L.  Lambe,  C.B., 

C.  M.G.,  D.SO.,  J  M.  Steel,  C.M.G.,  C.B.E. ,  C   A.  H.  Longcroft.  C.M.G., 

D.  S.O.,  A.F.C.,  T.  I  Webh-Bowen,  C.B.,  CMC,  L.  E.  O.  Charlton, 
C.B.,  C.M.G.,  D.S.O.,  D.  le  G.  Pitcher,  C.M.G.,  D.S.O.,  Aug.  sth. 

To  be  Group  Capts.  :— C    R.   Samson,   R.  H    Clark-Hall,  T.  C.  R. 
Hiogins,  A.  M.  Longmore,  I.  M.  Bonham -Carter,  O.B.E.,  Aug.  sth. 
The   following   apnointmenfs   are    made  : — Directors. — P.   W.  Game, 

C.  B.,  D.S.O.,  C.   L.  Lambe,  C.B.,  CM  C.,  D  S.O. ,  R.  M.  Groves,  C.B., 

D.  S.O.,   A.F.C.,  August  ist. 

Dep.  Dir.,  ist  Class  :— F.  C  Halahan,  C  M.G.,  D.S.O,  M.V.O.,  Aug. 
ist. 

Dep.  Dirs.,  2nd  Class  : — 1.  M  Bonham -Carter,  O.B.E  ,  and  to  be 
Dep.  Dir.,  ist  Class,  Aug.  sth;  E.  R.  Ludlow-Hewitt,  C.M.G.,  D.S.O, 
M.C,  C.  L.  N.  Newall,  CMC,  A.M.,  C.  L-  Courtney,  C.B.E.,  D.S.O., 
Aug.  ist. 

The  following  t<>mp.  aonointmeuts  are  made  at  the  Air  Ministry  :  — 
Staff  Officer,  2nd  Class  (T.)  :— Cant.  T   C.  Skeats.  Aug.  ist. 

S'aff  OfHcer.  ;rd  Class  (T.)  :— Sec.  Lt.  C.  Y.  Mitchell,  Aug.  ist,  vice 
Cant.  T.  G.  Skeats. 

Th?  following  temp,  appointments  are  made  : — Staff  Officer,  ist  Class 
(Air)  :— I  t.-Col.  G.  M.  Griffith,  Mar.  }ist. 

Staff  Officer,  2nd  Class  (P.)  :— Maj.  R    C   Lane.  Juh-  .ist. 


642 


The  Aeroplane 


August  13,  1919 


Staff  Officer  3rd  Class  (P  )  :— Capt.  H.  R.  Kavauagh,  July  8th,  vice 
Capt.  L  A.  K.  Butt,  Capt.  A.  J.  W.  Barmby,  O.B.E.,  July  31st,  from 
S.O.2. 

Flying  Branch  —  Lt.-Col.  (actg.  Brig.  Gen.)  P.  L.  W  Herbert,  C.M.G., 
to  be  Lt.-Col  (A.),  from  (S.O.),  and  relinquishes  actg.  rank  of  Brig.- 
Gen.,  June  18th. 

Lt.-Col  L.  W.  B.  Rces,  Y.C.,  M.C,  A  F  C,  to  be  Lt.-Col.  (A  ),  from 
(S.O.)  July  25th. 

Maj.  R.  B.  B.  Colmore,  O.B.E.,  to  be  Mnj.  {A  ),  from  (S.O.)  May  Kth. 

Capt.  E.  C.  Emmett,  M.C,  D.F.C,  to  he  actg.  Maj.  whilst  empld.  as 
Maj.  (A.),  May  1st. 

Capt.  K.  B.  S.  Greig  to  be  graded  for  purposes  of  pay  and  allow- 
ances as  Maj.  whilst  employed  as  Maj.  (K.B.),  May  1st. 

Capt.  F.  Workman,  M.C,  to  be  Capt.  (A.),  from  (T.)  April  23rd. 

Capt.  A.  J.  H.  MacColl  to  be  graded  for  purposes  of  pay  and  allow- 
ances as  Capt.  whilst  employed  as  Capt.  (A'ship),  March  5th. 

Lt.  J.  P. -Morkham  to  be  actg.  Capt.  whilst  employed  as  Capt.  (A.) 
Nov.  25th,  1918 

Sec.  Lt.  H.  E-  Crane  is  antedated  in  his  appointment  as  Sec.  Lt. 
(A.  and  S.),  May  nth,  1918. 

The  following  relinquish  their  commissions  on  ceasing  to  be  em- 
ployedSec.  Lt.  W.  R.  Gray  (Sec.  Lt.,  Shrops.  E.L),  Aug  9th,  191?; 
Lt.  (Hon.  Capt.)  A.  B.  Fairclough,  M.C.  (Capt.,  Can.  M.G.C.),  Capt. 
J.  II.  Scandrett  (Capt.,  Can.  Fd.  Art.),  April  14th;  Sec.  Et.  (Hon.  Capt.) 
II  E.  Paquin  (Capt.,  Quebec  R.),  April  19th;  Sec  Et  (Hon.  Et.)  H. 
McA  Peacock  (Capt.,  R.F.),  April  23rd;  Lt.  (Hon.  Capt.)  G.  W.  Taylor 
(Lt.,  R.  Can.  Dragoons),  April  27th;  Sec.  I.t.  C.  R.  Fraser  (Lt  ,  Can. 
Engrs.),  May  15th;  Et.  W.  A.  Scott  (Lt.,  Can  Forestry  Corps),  May 
fr'Ski  Sec.  Lt.  E.  C.  L.  .Cook  (Sec.  Lt.,  R.A.S.C.),  June  7th;  Lt.  A. 
Grundy  (Lt.,  Brit.  Columbia  R.),  June  27th;  Sec.  Et.  E.  H.  D.  Fowler 
(Lt.,  Midd'x  R.),  Lt.  R.  C.  D.  Oliver  (Sec  Lt ,  R.  Berks  R.),  July  1st ; 
Sec.  Et.  (Hon.  Et.),  A.  C.  Lobley  (Lt  ,  E.  Ont  R.),  July  7th;  Sec.  Et. 
(Hon.  Lt.)  P.  R.  Cook  (Et.,  R.F.A.),  July  8th;  Capt.  W.  A.  C.  Heyman 
(Lt.,  Hussars),  July  24th;  Capt.  F.  R.  Alford,  M.C  (Capt.,  Can.  M.G.C.), 
July  27th. 

Transferred  to  the  unemployed  list  : — Lt.  E-  Plowman,  Jan.  23rd;  Lt. 
H  T.  W.  Manwaring,  Jan.  30th;  Capt  C.  G.  Brouson,  Feb.  17th;  Sec. 
Lt.  G.  H.  Price,  Feb.  22nd;  Sec.  Et.  R  D.  Nicholls,  March  7th;  Sec.  Lt. 
L  C.  Spaven,  March  25th;  Lt  (actg  Capt.)  R.  G.  Malcolm,  Lt.  J.  A. 
Stretfon,  Lt.  W  D.  Stroud  (R.F.A.),  April  1st;  Capt.  (actg.  Maj.)  F.  D. 
Till,  April  3rd;  Sec.  Et.  G.  J.  Mortimer,  April  4th;  Sec.  Lt.  IE  S.  Izzett, 
Lt.  J.  L-  Jewkes,  April  8th;  Sec.  Lt.  I.  H.  Jenkins,  Sec.  Lt.  G.  W. 
Shepherd,  April  10th;  Lt.  B.  R.  Jillings,  Sec.  Lt.  W.  E.  Johns.  Lt. 
S  M.  Johnson,  Lt.  S.  G.  E.  I.  Knox,  Lt.  H.  F.  N.  Paull,  April  nth; 
Lt.  W.  R.  Healey,  Et.  C.  de  B.  Pequegnat,  April  13th;  Lt.  O.  J.  F. 
Jones-Llovd,  April  14th;  Lt.  W.  R.  Eastman,  Sec.  Lt.  E.  V.  Hunter,  Sec. 
Lt.  W.  V.  Tomlinson,  April  15th;  Sec  Lt  A.  H.  Burns,  Sec.  Lt.  C.  R. 
Jenkins,  Sec.  Lt.  E.  T.  Jones,  April  16th :  Sec  Lt.  F.  H  Joynes,  April 
17th;  Lt.  A.  B.  Hughes,  Lt.  H.  J.  Loughlin,  April  18th;  Lt.  E.  &  Dug- 
gan,  I.t.  P.  G.  du  Val,  Lt.  N  K.  Johnson,  Lt.  (Hon.  Capt.)  E.  G. 
Loudoun,  Sec.  Lt.  C.  H.  G.  Prvor,  April  19th;  Lt.  J.  D.  Reid,  Sec.  Lt. 
C  C.  Stubbs,  April  20th;  Sec.  Lt.  W.  A.  Crich,  Sec.  Lt  ,  F.  J.  Hunt, 
D.F.C,  April  22nd;  Lt.  R.  M.  W.  Louden,  April  23rd;  Lt.  E.  W.  Hud- 
son, Lt.  P.  C-  Jenner,  April  24th;  Sec.  Et.  A.  W.  Steward,  April  23th; 
Capt.  A.  O.  Jones,  April  2oth;  Sec.  Lt.  (Hon.  Lt.)  F.  M.  Loly,  D.F.C, 
April  28th;  Lt:  C.  G.  Jenyns,  Sec.  Lt.  W.  G.  Lowcock,  May  7th;  Sec. 
Lt.  E-  Roberts,  May  8th;  Capt.  (Hon.  Maj.)  A  M.  Miller,  D.S.O  , 
May  9th;  Sec.  Lt.  N.  A.  D.  Cowan  (substituted  for  the  notification  in 
the  "  Gazette  "  of  May  20th) ;  Sec.  Lt.  G.  W.  Lazeuby  (substituted  for  the 
notification  in  "Gazette,"  Mav  23rd),  Mav  20th;  Sec.  I.t.  A.  D.  Lough- 
broucrh,  May  25th;  Lt.  A.  G.  Loton,  May  28th ;  Lt.  D.  H.  Jones,  May  29th; 
Lt.  F.  D.  Hobbs,  May  30th;  Sec.  Lt.  R.  Jurgans,  June  2nd;  Sec.  Lt.  H. 
.T  Smith,  June  3rd;  Sec.  Lt.  C  H.  Jehan,  I.t.  C.  F.  Lodge,  June  5th; 
Lt.  W.  P.  Lester-Jones,  June  6th;  Sec.  Lt.  H.  P.  E-  Jones,  June  7th; 
Maj.  C.  H.  R.  Johnstone,  June  cth;  Sec.  Lt.  D.  H.  Jones,  June  10th; 
Sec.  Et.  H.  A.  Hallrday,  June  12th;  Lt.  A  W.  Davison,  Sec.  Lt.  J.  K. 
Loud,  Lt.  C.  R.  Richards,  M.C,  Sec.  Et.  J.  Spooner,  June  13th;  Sec. 
f  t.  (Hon.  Lt.)  W.  Dougall,  Sec.  Lt.  C.  H.  Senegal,  June  14th;  Capt. 
r,  E-  W.  Hitchcock,  June  20th;  Lt.  G.  K.  Deaker,  June  23rd;  Lt.  A. 
I  omax,  MC,  June  30th;  Lt.  A.  M.  Lomas,  Sec.  Lt.  S.  P.  Tarrant, 
July  3rd;  Sec.  Et.  L-'  E-  T.  Burlev,  Julv  6th;  Sec  Lt.  E.  V.  L.  Keat- 
ing, July  7th;  Capt.  F.  M.  Kitto,  M.C,  July  8th;  Et.  J.  H.  T.  Carr,  Lt. 
H.  B.  Davies,  July  9th;  Sec.  Et.  J.  A.  E.  Rogers,  Sec.  Et.  C.  R. 
Stewart,  July  10th;  Lt  C.  S.  Stonehouse,  July  nth;  Lt.  Ee  G.  Cun- 
ningham, Lt.  C.  S.  Dickinson,  Sec.  Lt.  J.  H.  Douglas,  Sec.  Lt.  S.  W. 
Keston,  Et.  J.  Reekie,  Sec.  Lt.  W.  E.  Rose,  Lt  G.  F.  Sanderson,  Sec 
Lt.  H.  W.  Scarnell,1  Sec.  Lt.  K.  M.  Skene,  Et.  G.  C.  W.  Sutcliffe,  Sec. 
Lt.  F.  S.  Tear,  Sec  Lt.  H  Thomas,  Lt.  J  W.  Thompson,  Sec.  Lt. 
P.  A.  Timmons,  Lt.  R.  C.  Tyler,  July  12th;  Sec.  Lt.  W.  H.  A.  Tedder, 
July  13th;  Sec.  Et.  J.  W.  Radcliffe,  July  14th;  Sec.  Lt  J.  C.  Fraser, 
Sec.  Lt.  (Hon.  Lt.)  J.  F.  Scott,  Sec.  Lt.  H.  S.  Spencer,  Sec.  Lt.  E.  J. 
Whitwell,  July  15th;  Lt.  D.  M.  Deighton,  July  16th;  Lt.  J.  K.  Arnold, 
Sec.  Lt.  G.  A.  Munro,  July  17th;  Sec.  Et.  J  E.  Sewell,  July  21st;  Lt. 
A.  F.  McGlasban,  M.C,  Capt.  L.  G.  Si?veking,  DSC,  Julv  22nd;  Capt. 
DA.  F.  Hilton,  M.C,  July  23rd;  Sec.  Lt.  W.  Dowliug,  Julv  24th;  Sec. 
Lt.  A.  P.  Booth,  Sec.  Et.  T.  J.  Leighs,  Lt  C.  G  Ross,  D  F.C,  Sec  Lt. 
N:  D.  Spranger,  Sec.  Et  H  Toms,  Sec  Lt  G  B  Treadwell,  D.F.C  , 
July  25th;  Sec.  Lt.  F.  N  Quy,  Capt.  S  W.  Taylor,  M.C  (substituted 
for  the  notification  in  the  "Gazette"  of  April  23th),  Aug.  1st;  Maj 
B  C  McEwen,  M.C,  Sec.  Lt.  J  H.  C.  Norgarb,  Lt.  G.  A.  Penny, 
Aus.  2nd;  Lt.  O.  E.  MeConnell,  Aug.  3rd. 

The  following  Capts.  relinquish  their  commissions  on  account  of 
ill-health,  and  are  permitted  to  retain  their  rank  : — C.  Lawrence,  R.  E. 
Spear  (contracted  on  active  service),  July  25th. 

The  following  Lts.  relinquish  their  commissions  on  account  of  ill- 
health,  and  are  permitted  to  retain  their  rank:—  S.  F.  Napper,  June 
13th  (substituted  for  the  notification  in  the  "Gazette"  of  June  27th) ; 
W    G.  Kewley  (contracted  on  active  service),  July  5th. 

Lt  L-  F.  Short  (K.O.Y.L-,  T.F.)  resigns  his  commission  on  account 
of  ill-health  caused  by  wounds,  July  23rd. 

Sec.  Lt.  R.  C.  Williams  (Sec  Lt.  Hussars)  resigns  his  commission, 
and  is  permitted  to  retain  his  rank,  Aug.  6th. 

The  initials  of  Sec.  Lt.  D.  E.  Waight  (Northumberland  Fus.)  are 
as  now  described,  and  not  "W.  G.,"  as  stated  in  the  "Gazette"  of 
May  20th. 

The  initials  of  Sec.  Et.  C.  A.  Muir  are  as  now  described,  and  not  "J. 
A.,"  as  stated  in  "Gazette,"  June  3rd. 

The  initials  of  Lt.  W.  Partridge  are  as  now  described,  and  not  "N.." 
as  stated  in  "Gazette,"  June  27th. 

The  notification  in  "Gazette,"  Dec.  31st,  1918,  concerning  Sec.  Et.  H. 
Brooks  is  cancelled. 

The  notifications  in  "Gazette,"  April  4th,  concerning  the  following 
officers  are  cancelled  :—  Sec.  Et.  J.  Collins  (Rifle  Bde.),  Sec.  Et.  J.  F.  J. 
Peters. 

The  notification  in  "Gazette,"  April  29th,  concerning  Lt.  R.  Milner 

is  cancelled. 

The  notifications  in  "Gazette,"  June  27th,  concerning  the  following 
officers  are  cancelled  :— Capt.  F.  W  I  V.  Fraser,  O.BF...  M'C  ;  Lt.  W. 
IT.  S  Towell,  Sec   I,t    1II011    ft)   I,.  S.  Dell 


The  notification  in  "Gazette,''  July  ,th,  concerning  Lt.  N  B  Love- 
mure  is  cancelled. 

The  notification  in  "Gazette,"  July  i5th,  concerning  473312  G  C  Bover 
js  cancelled.  - 

The  notifications  in  "Gazette,"  July  29th,  concerning  the  undermen- 
tioned officers  are  cancelled  :—  Lt.-Col.  F.  C.  Shelmerdine  Lt  J  E  G 
Mosby.  J. 

The  Christian  names  of  Sec.  i.t.  Edward  Harry  Sansom  are  as  now 
described,  and  uot  "Edward  Parry  Sansom"  as  stated  in  "Gazette  "  Sept 
10th,  1918.  -  ' 

file  notification  in  "Gazette,"'  Oct  23th,  1918,  concerning  475312  G 
Boycr  is  cancelled. 

Administrative  Branch— Capt.  N.  a.  Daniell  to  be  graded  for  pur- 
poses of  pay  and  allowances  of  Maj.  whilst  empld  as  Maj    May  1st 
f  ea;,t,s,.  f"  ,b.'  CaP's'  :— A   Ridley,  from  (S.O.),  June  2nd;  j.  W."  Carter, 
fium  (1.),  July  ;8th. 

Lts.  to  be  actg.  Capts.  whilst  empld  as  Capts.  :—  II.  B.  Dakin,  May 
1st;  R.  J.  E.  Gerard,  July  22nd. 

Lts.  to  be  graded  for  purposes  of  pay  and  allowances  as  Capts  whilst 
empld.  as  Capts.  :— I.  Morgan,  Jan.  12th,  (Hon.  Capt.)  R.  A  Shepheard- 
Walwyn.  Mav  1st. 

Lt.  (actg.  Capt.)  I.  Morgan  to  be  Lt.,  from  (KB.),  and  to  retain  the 
actg.  rank  of  Capt.  (without  pay  and  allowances  of  that  rank)  whilst 
empld.  as  Capt.,  Nov.  17th,  1918. 

Lts  to  be  Lts.  :— H.  V.  Lewis,  from  (A  ),  July  9th;  L.  E.  M.  Gillman, 
from  (S.O.),  Aug.  1st. 

G.  D'A.  W.  Oliver  (I.t.,  Wilts.  R.)  is  granted  a  temp,  commn  as  Lt- 
July  20th,  19 1 8 

Sec.  Lts.  to  be  Lts.  .-—(Horb.  Capt.)  C.  S  Bmdoit,  April  2nd,  rc-nS;  J  H 
Thompson,  Dec.  21st,  1918. 

Sec.  Et.  F.  C.  Matten  to  be  actg.  I.t.  whilst  einpid.  as  Et  from  Jan 
1st  to  April  30th 

Sec.  Lt.  J.  Pughe-Jones  to  be  Sec,  Lt.,  from  I  A..),  Feb.  3rel  (substituted 
for  notification  in  "Gazette, Feb.  4th). 

The  following  relinquish  their  commns  on  ceasing  to  be  empld  :  — 
Sec.  Lt.  (Hon.  Lt.)  E  S.  Dell  (Et  ,  R  FA  )  Mav  14th;  Et  W  H  S 
lowell  (T./Pmr.  Sub-Lt.,  R  N.) ,  June  5th 

Transferred  to  unempld  list  :— Sec.  Lt.  J.  F  J.  Peters,  Feb  2*,rd;  Sec 
Lt.  (actg.  Lt.)  J.  G.  Macksey,  March  3rd;  Sec.  Et.  H.  C.  Der'iam.  Tt  J 

C.  O'Reilly-King,  Sec.  Lt.  H.  Partington,  March  6th;  Sec.  Lt.  H.  J  Fos- 
ter, March  7th;  Et.  (actg.  Capt.)  S.  H.  Preston,  March    12th;  T<  R 
Milner,  March  21st;  Sec.  Et.  (actg   Capt. I  K.  Rooney,  April  4th;  Sec  It 
\\    M.  Sinclair,  April  9th,  Sec.  Lt.  W.  Rawson,  Apiil  10th;  Sec.  It  J 

A.  W.  Smith,  April  15th;  Sec  It.  J.  G  Thompson,  April  20th;  Lt.  T 
II.  Jones,  May  8th;  Sec.  Et.  F.  Jevous,  May  22nd;  Sec.  Lt.  T  E.  Holden, 
May  30th;  Sec.  Et.  A.  F.  Judd,  May  31st;  Sec.  Et.  Jl  Pughe-Jones,  June 
31  d;  Lt.  S.  N.  Jones,  June  10th;  Sec  Lt.  E.  S.  Robson,  June  17th;  Sec. 
Lt.  P.  C.  Jones,  June  27th;  Capt.  S.  H  M  Donaldson,  Julv  3rd;  Et  H 
G.  Bellamy,  July  5th;  Lt  B.  W.  Knuckley,  July  6th;  Capt.  E.  C.  Blight, 
July  8th;  Lt.  A.  E.  Biggs,  July  nth;  Sec.  Lt.  J.  R.  Quinn,  Et.  (Hon. 
Capt.)  S.  Snow,  July  12th;  Lt  G.  D.  Robin,  Julv  nth;  Lt.  A.  Reardon. 
(Essex  R.,  T.F.),  July  14th;  Et.  E  E  Stock,  M.C,  July  i8fh ;  Sec  Et. 
G,  E.  Seeker,  July  19th;  Lt.  T.  M.  Jones,  Lt.  R.  H  Wallace,  Julv  22nd; 
Sec.  Lt.  (Hon.  Capt)  IE  Milman,  Sec.  Lt.  W.  F.  Staniland.  July  24th; 
Sec.  Lt.  A.  Williams,  July  26th;  Et.  N.  Nuttall,  July  29th;  Lt.  W.  a  B. 
1'robart,  Aug.  20th;  Lt.  V.  J.  Holland,  Aug.  4th. 

Lt.  J.  J.  Coleman  relinquishes  his  commn.  on  account  of  ill-health 
contracted  on  active  service,  and  is  permitted  to  retain  his  rank,  July 
25th. 

Sec.  Lt.  H.  V.  A.  Salter  relinquishes  his  commn.  on  account  of  ill- 
health  and  is  permitted  to  retain  his  rank,  July  25th. 

The  notification  in  "Gazette,"  July  1st,  concerning  I.t.  H  W.  Sidley 
is  cancelled. 

The  notification  in  "Gazette,"  July  29th,  concerning  Ma]  R.  B.  B. 
Colmore,  O.B.E.,  is  cancelled 

The  notification  in  "Gazette,"  Nov.  ;th,  1918,  concerning  Sec.  Lt.  H. 
G.  G.  Rawlings  is  cancelled. 

Technical  Branch.— Capt.  F.  R  Williams  to  be  aefg.  Maj.  while  empld 
as  Maj.,  Grade  (A.).  May  1st 

Cants,  to  be  graded  for  purposes  of  pay  and  allowances  as  Majs.. 
whilst  empld.  as  Majs.,  Grade  (A.)  :— T.  Temple,  April  1st;  F.  Workman, 
M.C,  from  (A.),  May  1st. 

Capt.  E.  R.  Whitehouse  to  be  Capt.,  Grade  (A.),  from  (Ad.),  April  nth. 

Capts.  to  be  Caots.,  Grade  (B.)  : — F.  Workman,  M.C,  from  JA.S  Way 
9th,  1918;  A.  J.  Woodhouse,  from  (S.O.),  May  10th. 

Lts.  to  be  actg.  Capts.  whilst  empld.  as  Capts.,  Grade  (A.)  :—Xj.  E 
Y^-omans,  Sept.  lcvth,  1918,  T.  G.  S.  Babb,  from  March  8th  to  April  30th; 
P.  Burke.  Mav  1st. 

Lt.  J.  W.  Gardner  to  be  Et.,  Grade  (A.),  from  (Ad  ),  Mav  iqth. 

Lt.  II .  W.  Sidley  to  be  Lt.,  Grade  (B.),  from  (S.O  ),  May  23rd. 

Lts.  to  be  graded  for  purposes  of  pay  and  allowances  as  T  ts.  whilst 
empld.  as  Lts.,  Crade  (A.)  :— (Hon.  Capt.)  J.  R.  Cassidv,  fro.  .  ..ug.  ->nd, 
1 9 18,  to  Jan.  10th;  T.  G  S.  Babb,  from  Feb.  24th  to  March  7th;  J.  V.. 
Vates,  March  8th 

See.  I.t.  H.  G.  G.  Rawlings  (late  Gen  List.  R.F.C,  011  prob  )  is  con-' 
firmed  in  rank  as  Sec  Lt.,  Grade  (B.),  Nov.  1st,  1918. 

The  following  relinquish  their  commns  on  ceasing  to  be  empld.  :  — 
Sec.  Lt.  H.  A.  Cole  (Sub-Lt.,  R.N.V.R.),  June  T7th;  Sec.  Lt.  (Hon.  Capt.) 
W.  W.  W.  Rcilly  (Capt.,  Conuaught  Rangers),  July  29th 

Transferred  to  unempld.  list;-  Caot.  O.  C.  Mnrisou,  Sec.  I.t.  (actg. 
Capt.)  T.  Stevenson,  March  Sth ;  Sec.  I.t.  M.  I,.  Metcalfe,  April  2nd:  Lt. 
T.  B.  Jones,  April  3rd;  Lt  D  Goidor,  April  8th;  Sec.  Lt.  C.  Jones,  April 
9th;  Lt.  E.  O.  Johnson,  April  13th:  I.t.  (actg.  Capt.)  F.  R  H.  Logan, 
April  30th;  Capt.  M.  G.  Jones,  Mav  1st;  Sec.  Lt.  (Hon.  Capt.)  E.  R 
Loder,  Sec.  LtrJ.  N.  Poyntz,  May  9th:  I.t.  W.  H.  Hodson,  May  50th;  Sec. 
Lt.  T.  P.  Jenkins,  June  15th;  Capt.  E  A  Jackson,  June.  18th ,  I.t  D. 
Low,  June  30th;  Lt.  E.  E.  Beaumont,  Julv  6th:  Sec.  I.t.  S  Reynolds.  July 
7th;  Capt.  J.  M'.  Beddall,  Sec.  Lt.  J.  P.  Standfast-,  July  12th:  Sec.  It.  E. 

B.  Kent,  Sec.  Lt.  J.  J.  Thomas,  July  15th ;  Lt  H.  Pe.llard,  July  16th  ;  Lt. 
II.  A.  Dunningham,  Sec.  I.t.  A.  E.  Elmes,  Capt.  .1.  D.  Reimie,  July  18th; 
Lt.  H.  N.  Attwell,  July  19th;  Et.  J.  Shields,  July  ?<th;  Sec.  Lt.  H.  R.  C 
Van  de  Velde,  July  26th ;  Lt.  A.  A.  Morn's,  July  29th. 

Maj.  C.  L-  Hope  relinquishes  his  commn.  on  account  of  ill-health,  and 
is  permitted  to  retain  his  rank,  July  25th. 

The  rank  of  Sec.  Lt.  (actg.  Lt.)  A.  Morison  is  as  now  described  and' 
not  Sec.  Lt.  as  in  "Gazette,"  Jan.  24th. 

The  notification  in  "Gazette,"  July  8th,  concerning  Sec.  I.t  H.  G.  G. 
Rawlings  is  cancelled. 

The  notification  in  'Gazette,''  April  23th,  concerning  I.t.  D,  Gordon 
is  cancelled. 

Medical  Branch. — Maj.  A.  Fairlev  fSurg.-Lt.  Comm.,  R.N.)  relinquishes 
his  commn.  on  ceasing  to  be  empld.,  July  19th. 

Transferred  to  unempld  list: — Lt.  A  J.  s wanton,  Feb  28th;  Cant.  J. 
Freeman,  April  15th;  Capt.  C  C.  O'Malley,  May  13th;  Capt.  (Hon.  M«i.) 

D.  Wilson,  July  14th;  Lt.-Col.  T.  Philp,  Julv  13th;  Capt.  A.  Sutcliffe, 
July  16th. 

Memoranda.— Lt.-Col.  B  C  bellows,  CM.G  (Bt.  Maj.,  Remount  Ser- 
vice) (ret.  Ind.  Army),  is  granted  the  hon.  rank  of  Brig  -Gen..  March 
19th. 

Sec.  Lts.  to  b°  Hon.  Capts.  :— (Hem  Lt.)  R  Blacfcith ,  Oct  7th,  tqi8;: 
F.  J.  Smith,  Jan   14th;  W   Blake,  Mav  2gth. 


August  13,  191 9 


643 


The  following  Overseas  Cadets  are  granted  temp,  commns.  as  See.  Lts., 
with  effect  from  1-eb.  :5th,  and  relinquish  such  conjjnn.,  with  permission 
to  retain  the  rank  from  the  day  following  termination  of  the 
standardised  voyage  in  the  case  of  those  claiming  immediate  repatria- 
tion, and  from  the  day  following  demobilisation  in  England  in  all  other 
cases  : — 102854  T.  A-  Bailey,  50882  M.  H.  Eracey,  84003  MP.  C.  Burns,  1509^ 
Mi  H.  Carne,  153543  W.  E-  C  Jones,  183121  E.  Kilroe,  506156  H.  P.  Mc- 
Donald, 132522  S.  W.  Shaw,  154801  J.  M.  H.  Shline,  302521  H.  C.  Vander- 
feen. 

The  following  Cadets  are  granted  hon.  commns.  as  Sec.  Lts.  : — 16623 
E.  Fitzsimmons,  Jan.  9th;  175129  J.  V.  Houlton,  Jan.  10th;  175244  A. 
C.  G.  Burt,  137188  H.  H.  Dyus,  Jan  nth;  D.  W.  Warren,  Jan.  12th; 
50918  A.  R.  Johnston,  97222  E.  Shaw,  137042  J.  F.  Wright,  Jan.  16th; 
513042  T.  H.  Marshall,  75629  T.  H  Spink,  Jan.  17th;  11700T  J.  S.  Bar- 
bour, Jan.  18th;  66912  J.  P.  Crawford,  1 75195  J.  A.  Jemmett,  Jan.  20th; 
110606  L.  A.  Rowe,  65769  J.  A.  Turner,  Jan.  22nd;  300050  C  K.  Sim,  Jan. 
23rd;  766962  F.  Bradley,  W.  Eastwood,  M2/104C95  c'  B.  Harris,  767062  W. 
Nadin,  100146  H.  Richardson,  706660  F.  Rolinsdn,  Jan.  24tn;  176112  A.  F. 
Lhrhardt,  100123  J-  McArthur,  Jan.  25th;  300003  R.  C  Bell,  175745  W.  G. 
Henshaw,  95342  W.  Mottram,  1 10749  R.  A.  D.  Saunders,  T10610  F.  A. 
Strong,  Jan.  27th;  176070  J.  H.  Barwell,   157134  H.  I:  Browning,  175577 

E.  E.  Caffyn,  176653  H.  E.  Dallon,  137398  S.  E.  Hart,  117967  A.  P.  A. 
Rose,  Jan.  28th;  12S534  J.  H.  Jones,  Jan.  30th;  50895  J.  S.  Cummins,  128100 

G.  L.  B.  Dufferin,  175190  R.  A  Heppell,  Feb.  1st;  238802  J.  Biooks,  175801 
A.  G.  Burford,  100139  T.  Clarkson,  128952  N.  Dewey,  176178  J.  H.  Fenn, 
176795  W.  D.  Jack,  M2/20475S  G.  S.  Lewis,  767386  S.  H.  Long,  8687  H. 
Woollin,  Feb.  3rd;  70700  G.  R.  Barker,  110516  N.  P.  Bertie,  128509  P.  R. 
Burton,  128958  A.  Davison,  137588  J.  Oliver,  175660  T.  A.  M.  Roberts,  Feb. 
4th;  205119  P.  R.  Hedges,  Feb.  5th;  205^32  F.  C.  Jones,  117034  D.  Ramsey, 
Feb.  6th;  128570  H.  B.  Cochran,  7066S  V.  W.  Harte,  17338  Vv'.  E.  Slater, 
Feb.  7th;  175678  T.  D.  Beat,  W.  E  H.  Caddy,  32633  C.  J.  Colling.  62080 
W.  E-  Durre,  n  7419  C.  F.  M'arsh,  176119  F.  A.  £,.  Roberts,  Feb.  8th; 
2490  S.  Bever,  117095  F.  H.  Johnson,  130702  F.  R.  Pitts,  220301  J.  B. 
Taylor,  Feb.  10th;  176654  W.  H.  Driscoll,  Feb  nth;  46784  APT.  Ire- 
land, Feb.  12th;  19/900  F.  H.  Brisby  Feb.  14th;  17922  N.  A  Rhys,  Feb. 
15th;  89033  P.  G.  Bannister,  11 7166  R.  Carr,  62466  H.  R.  Cooke,  128605 
R.  St.  C.  Edwards,  12SS46  S.  Farrer,  23570  A.  A.  Gill,  128383  C.  D. 
Howells,  345547  E-  Jones,  4355  J.  H.  Loomes,  10028  C.  Newbould.  1 10782 

C.  Rowbothatn,  137717  A.  H.  Warren,  97212  J.  "W.  Warrington,  Feb.  17th; 
175427  L.  J.  Brake,  14027  W.  Tranter,  110772  B  A.  Walkley,  Feb.  rSth; 
90978  V.  Byrne,  6989  J,  L.  Connor,  40668  G.  S.  Dobson,  137728  R.  G.  Foden, 
110568  W.  J.  Keates,  110449  W.  H  Loveland,  110887  G.  M.  Rhodes,  28119=; 
S.  C.  Smethurst,  137133  H.  C.  Steele,  128925  T.  H.  E.  D.  Turner,  Feb. 
20th;  26532  E.  O.  M.  Allen,  175730  W.  J.  Borrowman,  58537  J  Boyack, 
302296  G.  D.  Cleggj  117252  V.  C.  Crowe,  137528  H.  E.  Dexter*  117147  L-  C. 
Dixon,  28658  R.  A.  B.  Jaffray,  11 7463  K.  J.  Key,  .117272  T.  N.  Sumpter, 
20945  L.  F.  B.  Thompson,  13/052  R.  H  Windsor,  110773  F.  W.  Wrench, 
Feb.  21st;  W/1827  K.  W.  Andrew,  M2/ 018850  N.  I,.  H.  Burchell.  100366 

F.  H.  Booth,  341385  H.  Biidgeman,  23564  T.  D.  F.  Byass,  M2/0S2826  R. 
P.  Clegg,  137695  D.  E.  Fox,  157356  W.  .1.  Gad  well,  10/10466  W  H.  Hatt, 
555046  A.  Haynes,  175525  W.  A.  Heighten,  36853  H.  C.  Ireland,  128761  J. 
Jones,  355557  F.  Linfield,  35682  R.  J.  Lloyd,  DM2/ 169607  H  Ord-Smith, 
205406  E.  Palmer,  156395  W.  J.  Pulley,  59127  E.  L.  Read,  117546  J.  W.  G. 
Snook,  117279  H.  F.  Taylor,  137045  R.  G.  Wright,  Feb.  22nd;  117608  R.  A. 
Jones,  137108  L.  Slater,  M2/209309  H.  E  Walker,  Feb.  24th;  304179  N.  S. 
Gaylard,  March  9th;  3325  G.  M.  Fitzgerald,  300626  P.  T.  Mercer,  5/97250 
E.  S.  Smith,  March  10th,  12S394  C.  Kenney,  128402  C.  V.  Mann.  March 
nth;  50909  T.  W.  Barker,  100349  J-  H.  S.  Smith,  March  13th;  085912  D. 
N.  Braid,  241163  A.  E.  Forsyth,  901570  R  A.  J.  Mullarkey,  110146  F.  N. 
Martin,  March  14th;  (17154  C.  Belgrove,  25220  S.  G.  Barnes,  128574  H. 
Cahill  57713  A.  C.  V.  Meads,  March  15th;  24142  F.  Booth,  2208  T.  E. 
Ligbtfoot,  5/96533  A.  L-  B.  Lacatnp,  March  17th;  203670  H.  G  Pounds, 
March  19th;  95394  E-  Carrington,  1 37001  J.  A  Goodwin,  31035  N.  Ion, 
March  20th;  175799  J.  R.  Beard,  36708  W  A.  Shorten,  137459  G.  E-  Shaw, 
March  21st;  58656  C.  L.  Allingham,  1377x2  F  C.  Barnard,  137116  F.  P. 
Bramwell,  13719b  G.  R.  C.  Dimhill,  37728  R  G.  Roberts,  128545  H.  C. 
Simpson,  10/90434  D.  L-  H.  Williams,  1370=53  W.  E.  Wilson,  March  22nd; 
12S308  B.  G.  Savage,  March  27th,  17.53S8  A.  W.  Buck,  March  28th;  779 
E.  F.  Gill,  March  29th;  175124  H.  Hartley,  April  3rd;  137687  J.  E-  Day, 
April  4th;  1377363  S.  G.  Hooper,  85610  A.  F.  A.  Tilley,  April  8th;  128969 
AV.  D.  A.  Emery,  April  9th;  Br.  S.  Ross,  April  14th;  40229  H.  S.  Ball, 
April  17th;  G.  Moss,  April  26th;  548029  I.  Vedrnore,  May  6th;  175S18  F. 
T.  Hill,  May  20th 

The  following  gentlemen  are  granted  hon.  commns.  as  Sec.  Lts.  :  — 
A.  G.  Bethel,  W.  A.  Dunhill,  H.  M.  Lane,  G   Mitchell,  G.  F.  Mullin, 

H.  L  Overton,  B.  S  Ryrie,  J.  W.  Shand,  E.  Roberts,  Aug.  5th. 

Capt.  F.  W.  I.  V.  Fraser,  O.BE-,  M.C  (Capt.,  Seaforth  Highrs.)  relin- 
quishes his  commn.  on  ceasing  to  be  empld.,  June  12th. 

Transferred  to  unempld.  list  : — Lt.  J.  W  Jones,  from  (S.O.I,  Feb.  16th ; 
Maj.  E.  Hogg,  from  (S.O.),  May  1st;  Lt.  F.  Jewell,  from  (S.O.),  June 
1st;  Lt.-Col.  F.  C.  Shehnerdine,  O.BE.,  from  (S.O.),  July  9th. 

The  following  Capts.  (actg.  Majs.)  relinquish  their  commns  on  account 
of  ill-health,  and  are  permitted  to  retain  their  rank  of  Mai.  : — A.  E. 
Hawker,  Feb.  5th  'substituted  for  notification  in  "Gazette,"  Feb.  .ith) ; 
P.  le  G.  Gribble,  from  (S.O.),  April  19th  (substituted  for  notification  in 
"Gazette,"  July  15th). 

Lt.  W.  E-  Rubens  (Essex  R.,  T.F.)  relinquishes  his  commn  on  ac- 
count of  ill-health  contracted  on  active. service,  July  rst. 

Air  Ministry.  August  8th. 

R.A.F. — Permanent  officers. — Promotions. — To  be  Air  Commodores. — 
R.  M.  Groves,  C.B.,  D.S.O.,  A.F.C.,  BAD.  Masterman,  C.M.G.,  C.B.E., 

A.F.C.,  Aug.  8th. 

To  be  Group  Capts.— P.  L.  W.  Herbert,  C.M.G.,  J.  G.  Hearson,  C.B., 

D.  S.O.,  E-  R-  Ludlow-Hewitt,  C.M'.G.,  D.S.O.,  M.C,  U.  J.  D.  Bourke, 
C.M.G.,  C.  L-  N.  Newall,  C.M.G.,  A.M.,  A.  E-  Borton,  C.M.G.,  D.S.O., 
A.F.C.,  Aug.  8th. 

The  following  appointments  are  made  : — Deputy-Directors,  1st  Class.— 
Group  Capt  E-  R.  Ludlow-Hewitt,  CMC,  D.S.O.,  M.C,  Group  Capt. 
C.  L-  N.  Newall,  C.M.G.,  A.M.,  Aug   8th  , 

The  following  temp,  appointments  are  made  : — Staff  Officer,  2nd  Class. 
—Maj.  J.  Gaskell-Blaekburn,  July  1st,  from  (S.O.),  1. 

Staff  Officer,  3rd  Class.— Sec.  Lt.  (Hon.  Lt.)  L.  Miller,  Jan.  13th. 

Air  Attache.— Lt.-Col.  R  A.  Cooper,  D.SO.,  May  1st,  vice  Lt.-Col.  C. 
H.  M'eares. 

Flytng  Branch. — Capt.  J.  H.  Green  to  be  graded  for  purposes  of  pay 
and  allowances  as  Capt.  while  empld.  as  Capt.  (A.),  May  1st. 

Capt.  J.  H.  Green  to  be  graded  for  purposes  of  pay  and  allowances  as 
Lt.  while  empld.  as  Lt.  (A),  Sept.  27th,  1918. 

Sec.  Lt.  F.  C.  Rayson  to  be  Lt.,  May  28th. 

Sec.  Lt.  S.  C.  Paice  (late  Gen.  List,  R.F.C.,  on  prob.)  is  confirmed  in 
rank  as  Sec.  Lt.  (A.),  May  1st  (since  killed)  (substituted  for  notification 
in  "Gazette,"  .Tune  3rd). 

H.  C.  Harris  is  granted  a  temp,  commn.  as  Sec.  Lt.  "O,"  Nov.  4th, 
1918. 

Lt.  E.  H.  P.  Jolley  (Sec.  Lt.  (temp.  I  t.)  I.A.RO.)  relinquishes  his 
commn.  on  reversion  to  I  A.R.O.,  Aug.  7th. 

The  following  relinquish  their  commns.  on  ceasing  to  be  -mpld.  :  — 
Lt.  V.  S.  Bennett  (Lt.  (actg.  Capt.),  R.  Newfoundland  R.),  July  3rd;  Lt. 
S.  B.  Nelson  (Lt.,  E.  Ont.  R  ),  July  2^rd;  Lt.  W.  G  Jewitt  (Lt.,  E.  Out. 
R.),  July  24th,  Lt.-Col.  E.  B.  Gordon,  CMC,  D.SO.  (Maj  and  Bt.  Lt.- 


Col.,  North'd  Fus.),  July  20th,  Lt  A.  Kusl,  M.M.  (Lt,  A'bcrla  K.) ,  July 
29th;  Sec.  Lt.  (Hon.  Lt.)  A.  H.  Bill  (Lt~  Sask.  R.-J,  July  30th;  Capt.  S. 
II.  Long,  D.S.O.,  M.C.  (Lt.,  B.JL.I.),  July  31st;  Maj.  A.  V.  Holt,  D.S.O. 
(Capt.,  R.  Highrs.),  Aug.  4th. 

Transferred  to  the  unempld.  list  : — Lt.  F.  L.  Mccreary,  .M.C,  Jan. 
28th;  Sec.  Lt.  R.  Sheppard,  Feb.  7th;  Sec.  Lt.  A.  Hill,  Feb.  15th;  Sec. 
Lt.  C.  W.  Powell,  Feb.  21st;  Lt.  F.  R.  Pearce,  Match  7th'  Lt.  T.  M. 
Thomson,  March  15th;  Sec.  Lt.  (Hon.  Lt.)  R.  J.  Hunt,  April  9th;  Lt.  T. 
M.  Jones,  April  10th;  Sec.  Lt  B.  W.  Jackson,  Lt.  S.  Joliey,  M.C,  April 
nth;  Lt.  O.  W.  Jones,  April  13th;  Sec  Lt.  H.  J.  L-  Jones,  April  14th; 
Sec.  Lt.  F.  Stuart-Joncs,  April  15th;  Sec  Lt..  W.  A  F.  Jackson,  Sec.  Lt. 
F.  L-  James,  Sec.  Lt.  H.  L-  Jones,  Sec.  Lt.  DrA  H.  Jones,  April  17th; 
Sec.  Lt.  A.  Hirschberg,  April  18th;  Lt.  R.  J.  T.  Wray,  April  19th;  Capt. 
W.  S.  F.  Johnson,  Lt.  (actg.  Capt.)  S.  G.  Wingrield,  April  20th,  Sec.  Lt. 
E-  C.  F.  D.  Jacqaier,  Apiil  26th;  Lt.  R.  W.  Cross,  Sec.  Lt.  (Hon.  Lt.) 
I".  H.  Johnston,  May  1st;  Capt.  A.  F.  F.  Jacob,  D.S.O.,  May  2nd;  Sec. 
Lt.  J.  A.  Stewart,  May  9th;  Sec.  Lt.  J.  B.  Pearson,  May  10th;  Lt.  J.  H. 
James,  May  14th,;  Capt.  H.  H.  Booth,  Sec.  Lt.  C.  Turner,  May  17th;  Sec. 
Lt.  C.  N.  James,  Lt.  S.  A.  Mowat,  May  20th;  Lt.  A  C.  D.  Anderson,  M'ay 
27th;  Lt.  J.  T.  Johnson,  June  3rd;  Sec.  Lt  J.  G.  Angus  (H.L-I  ,  T.F.).  Lt. 

F.  C  Wood,  June  4th;  Sec.  Lt.  G  C.  Jenkins,  July  3rd;  Sec.  Lt.  R.  J. 
Joubert,  July  4th;  Sec.  Lt.  F.  W.  Seed,  July  5th;  Sec.  Lt.  R.  C.  Van  der 
Ben,  M.C,  D.F.C.,  July  7th,  Sec.  Lt  (Hon.  I.t.)  E.  C.  Crosse,  July  9th; 
Lt.  J.  E.  Robbins,  Sec.  Lt.  J.  Ramage,  Lt.  J.  L.  Rowe,  Sec.  Lt.  J.  R. 
Stephens,  Sec.  Lt.  D.  N.  Taylor,  July  10th;  Lt.  W.  G.  Stewart,  July  nth; 
Sec.  Lt.  W.  L.  E.  Carroll,  Sec.  Lt.  W.  Riley,  Sec.  Lt.  R.  B.  Robinson, 
Sec.  Lt.  E.  W.  Roesch,  Sec.  Lt.  J  W.  Rowley,  Sec.  Lt  L.  I.  Sangster, 
Sec.  Lt.  A.  B.  Taylor,  Sec.  Lt.  B.  H.  Travis,  July  12th;  Sec.  Lt.  C  Stubbs, 
July  13th;  Capt  C.  W.  Scott,  D.F.C,  July  15th;  ee.  Lt.  L.  M.  Pickwick, 
July  16th ;  Sec.  Lt.  F.  G.  Watson,  July  18th ;  Lt  L.  G.  Mackliu,  July  19th ; 
Lt.  H.  F.  Birchal,  July  20th;  Lt.  H  H.  Blackwell,  Lt.  R.  K.  Morris,  M.C, 
July  21st;  Sec.  Lt.  E.  A.  Thompson,  July  22nd;  Sec  Lt.  P  E.  Olley,  Lt. 
W.  A.  Pritt,  July  24th;  Sec.  Lt.  J.  J.  Marks,  Sec.  Lt.  L.  E.  Russell,  July 
25th;  Lt.  Y.  E.  S.  Kirkpatrick,  Sec.  Lt.  (Hon.  Lt.)  T.  A.  Tindle,  July 
27th;  Sec.  Lt.  G.  W.  Minto,  July  28th;  Lt.  W.  E.  Neville,  Sec.  Lt.  J.  W. 
Sampson,  July  29th;  Sec.  Lt.  R.  C.  Knowles,  July  31st;  Lt.  F.  H.  Hum- 
phreys, Sec.  Lt  J.  P.  Mills,  Aug.  1st;  Sec  Lt.  D.  P.  Pogson,  D.F.C,  Aug. 
2nd;  Sec.  Lt.  G.  D.  Ilsley,  Sec.  Lt.  I,.  Jacobs,  Sec.  Lt.  G.  Leslie,  Sec.  Lt. 
L.  L-  Locke,  Lt.  J.  W.  S.  Mellish,  Sec.  Lt.  B.  B.  Nelson,  Sec.  Lt.  G.  B. 
Nisbet,  Sec.  Lt.  M.  G.  S.  Parker,  Sec.  Lt.  R.  A.  K.  Wiener,  Aug.  7th. 

Lt.-Col.  C.  E-  C  Rabagliati,  M.C.  (Capt.,  Bt.  Maj.,  K.O.Y.LT  ),  resigns 
his  commn.  and  is  permitted  to  retain  his  rank,  Aug.  6th. 

The  following  Capts.  relinquish  their  commns.  on  account  of  ill-health 
and  are  permitted  to  retain  their  rank  : — W.  D.  M  Bell,  M.C.  (contracted 
on  active  service),  April  nth,  1918;  J.  A.  Hutchison,  May  20th  (substi- 
tuted for  notification  in  "Gazette,"  Jan.  24th). 

The  following  Lts.  relinquish  their  commns  on  account  of  ill-health 
and  are  permitted  to  retain  their  rank  :— F.  N.  Grimwade,  April  18th, 
1918  (substituted  for  notification  in  "Gazette,"  Sept.  6th,  19TS) ;  R.  Coop 
(caused  bv  wounds),  June  6th. 

Lt.  S.  Carlin,  M.C,  D.F.C,  D.C.M.  (R.F,.,  T.F.),  relinquishes  his 
commn.  on  account  of  ill-health  contracted  on  active  service,  Aug.  7th. 

Lt.  W.  L-  C.  White  to  take  rank  and  precedence  as  if  his  appointment 
as  Lt.  bore  date  Oct.  1st,  1018. 

The  initials  of  Lt.  F.  P  O.  Mann  arc  as  now  described,  and  not  "F. 
O."  as  stated  in  "Gazette,"  June  17th. 

The  notification  in  "Gazette,"  March  21st,  concerning"  Sec.  Lt.  W.  S. 
Vipond  (Lt.,  Canadians)  is  cancelled. 

The  notification  in  "Gazette,"  April  8th,  concerning  I.t  S.  D.  Mor- 
rison (Nova  Scotia  R.)  is  cancelled. 

The  notification  in  "Gazette,"  July  15th,  concerning  Cant.  G.  H.  Mor- 
ton (Brit.  Col.  R.)  is  cancelled. 

Administrative  Branch.— Sec.  Lt.  (Hon  Lt.)  E.  M'eynell,  D.C.M.,  to 
be  actg.  Capt.  while  empld.  as  Capt.,  May  1st. 

Lt.  H.  Harkcr  to  be  Lt.,  from  (A.),  July  25th. 

F.  R.  C.  Davidson  (Lt.,  Montgomery  Yeo.,  T.F.)  is  granted  a  temp, 
commn.  as  Lt.,  Aug.  1st,  1918,  with  seny.  from  April  1st,  1)18. 

The  following  relinquish  their  commns.  on  ceasing  to  be  empld.  :  — 
Capt.  (Hon.  Maj.)  H.  R.  P.  Reynolds  (Capt.  (Bt.  Maj.),  RE),  June  17th; 
Lt.  J.  E.  H.  Bibby,  June  50th. 

Transferred  to  unempld.  list  :■  -Sec.  Lt.  W.  Price,  March  21st;  Sec.  Lt. 

G.  W.  Arnold,  April  20th;  Sec.  Lt.  P.  E.  Jackman,  April  30th;  I.t.  R.  N. 
Preece,  May  9th;  Sec.  Lt.  C  H.  Rice,  Mav  29th;  Sec.  Lt.  A.  N.  Jackman, 
May  31st;  Lt.  G.  G.  Raphael  (Lond.  R.,  T.F.),  June  21st;  Sec.  Lt.  J.  T. 
White,  June  30th;  Sec.  Lt.  J.  Symington,  Sec.  Lt.  C.  I.  Sandys-Thomas, 
July  10th;  Sec.  Lt.  J.  E-  Belfoid,  July  18th;  Capt.  P.  Musker,  July  24th; 
Lt.  H.  C.  House,  July  25th,  Lt.  W.  T  Bassett,  Sec.  Lt.  R.  L  Philip,  July 
50th;  Lt.  R.  G.  Taggart,  Capt.  O.  Williams,  Aug.  1st;  Lt.  G.  A.  Kin- 
mont,  Lt.  A.  N.  Nesbitt,  Sec  'Lt.  P.  G  Pollard,  Aug.  7th. 

Sec.  Lt.  I.  MacK.  Lockhead  relinquishes  his  commn.  on  account  of  ill- 
health,  and  is  permitted  to  retain  his  rank,  July  29th. 

The  rank  of  Lt.  H-  A.  Maynard  is  as  now  described,  and  not  Capt.,  as 
slated  in  "Gazette,"  Tune  37th 

The  notification  in  "Gazette,"  June  17th,  concerning  Lt  I,.  H.  Hillier 
is  cancelled. 

The  notification  in  "Gazette,"  June  22nd,  concerning  Lt.  (Hon.  Capt.) 
T.  E.  Gentles  is  cancelled. 

Technical  Branch—  Maj.  S.  S.  Nevill,  O.B.E.,  to  be  actg.  Lt.  Col.  whilst 
empld.  as  Lt.-Col.,  Grade  (A.),  May  1st. 

Lt.  C  H.  Boyle  to  be  actg.  Capt  whilst  empld.  as  Capt.,  Grade  (B  ), 
May  29th. 

Lt.  L.  H.  Hillier  to  be  Lt.  (Grade  (A.),  from  (A  ),  Sept  23rd,  1918. 
Sec.  Lt.  J.  Penrose  to  be  Lt.,  without  pay  and  allowances  of  that  rank, 
Jan.  15th. 

Sec.  Lt.  (Hon.  Lt.)  (actg.  Capt.)  F.  McGuffie  to  be  Sec.  Lt.  (Hon.  Lt.), 
Grade  (B,),  and  to  relinquish  the  actg.  rank  of  Capt.,  from  (S.O.)  March 
5th  (substituted  for  notification  in  "Gazette,"  Julv  29th). 

Transferred  to  unempld.  list:—  Ltr  J.  L.  Smith,  M.C,  Tan  27th;  Lt. 
(actg.  Capt.)  W.  F.  Mytton,  March  nth;  Sec.  Lt.  (Hon.  I.t.)  A.  K.  H. 
Maitland,  March  15th;  Maj.  .1.  W.  K.  Allsop,  Sec.  Lt.  (actg.  Lt.)  H.  Wil- 
son, April  nth;  Lt.  D.  J.  A.  O'Brien,  April  17th;  Sec.  Lt.  R  A.  Stoker, 
April  20th;  Lt.  S.  Lynn,  June  nth;  Capt.  G.  E  Quinccy,  June  27th;  Lt. 
E.  O.  Jones,  Sec.  Lt.  C  C.  V.  Roebuck,  July  rst;  Lt.  R.  G.  Whitcombe, 
July  21st;  Lt.  J.  A.  Armstrong,  July  24th;  Lt.  C.  B.  Lowetli,  Julv  27th; 
Lt.  E  Mull,  Aug.  1st 

M'aj.  E-  J.  Parker,  M.C,  to  lake  rank  and  prec.  as  if  his  appointment 
as  Maj.  bore  date  Oct.  1st,  1918 

Sec.  Lt.  J.  P.  Clark  resigns  his  commn.,  Aug.  9th. 

The  surname  of  Lt.  H.  W.  K.  Jennings  is  as  now  described,  and  not 
"Jellings"  as  stated  in  "Gazette,"  June  3rd. 

The  rank  of  Lt.  E.  P.  Proud  is  as  now  described,  and  not  as  stated  in 
"Gazette,"  April  4th 

The  notification  in  "Gazette,"  April  4th,  concerning  Lt.  W.  F.  Mytton 
is  cancelled. 

The  notification  in  "Gazette,"  July  1st,  concerning  Lt.  J  Hooper  is 
cancelled.  The  notification  in  "Gazette,"  July  nth  to  stand. 

Medical  Branch.— Lt.-Col.  H.  E.  South  (Fleet  Surgeon,  R.N.)  relin- 
quishes his  commn.  on  ceasing  to  be  empld.,  May  19th. 

Transferred  to  unempld.  list: -Capt.  T  H.  James,  June  22nd;  Capt- 
(actg.  Maj.)  C  J.  G.  Tavlor,  Aug.  1st 


644 


The  Aeroplane 


August  13,  igig 


ReCRUIUNG    IN    1'HE    ROVAL   AiR  FokGE, 

It  is  now  desired  that  in  order  to  complete  existing  establish- 
ments in  the  Roval  Air  Force,  an  additional  15,00c  skilled  men 
should  be  enlisted  within  the  next  three  months.  The  men  selected 
will  be  of  good  character  who  will  help  10  make  the  Royal  Air 
Force  the  great  Service  it  is  intended  to  be  in  the  future. 

There  are  many  reasons  why  men  skilled  in  aeronautical  trades 
should  consider  seriously  the  desirability  of  joining  the  Royal 
Air  Force. 

The  pay  offered  is  equal,  if  not  superior;  to  that  offered  in 
civil  life.  The  permanence  of  employment  is  assured  with  the 
certainty  of  an  adequate  pension  to  those  who  remain  the  allotted 
time  in  the  Service.  Food,  clothing  and  medical  attendance,  ex- 
pensive in  civil  life,  cost  nothing  to  those  in  the  R.A.F. 

The  prospects  of  employment  under  present  conditions  in  civil 
aviation  are  not  good,  and  k  is  likely  that  many  good  men  may, 
from  lack  of  aeronautical  work,  drift  into  other  trades  totally 
unconnected  with  the  Industry  in  which  their  interest  lies. 

Civil  aeronautics  will  improve  rapidly,  and,  in  the  course  of  a 
few  years,  there  will  be  many  opportunities  t  f  obtaining  good 
positions  in  the  Aircraft  Industry  for  those  who  have  used  their 
time  in  the  Royal  Air  Force  to  the  best  advantage. 

The  British  War  Medal. 

The  Air  Ministry  made  the  following  announcement  on  Aug. 
10th  : — 

A  preliminary  issue  of  two  inches  of  the  riband  will  be  made 
to  all  Air  Force  personnel  who  are  entitled  tc  the  British  War 
Medal,  on  the  understanding  that  such  issue  does  not  confirm  the 
title  of  the  recipient  to  the  subsequent  award  of  the  medal. 

In  view  of  the  numbers  entitled  to  participete  in  the  issue, 
some  considerable  time  must  necessarily  elapse  before  the  issue 
is  completed.  Every  effort  is,  however,  being  made  to  accom- 
plish this  as  soon  as  possible. 

Officers  demobilised  or  invalided  should  make  application  to 
the  Secretary,  Air  Ministry,  stating  full  particulars  of  their  ser- 
vices. 

Discharged  and  demobilised  airmen  should  apply  to  the  Officer 
i/c  Records,  R.A.F.,  Blandford,  as  follows  : — 

(a)  Those  resident  in  Great  Britain,  Ireland,  Channel 
Islands  and  Isle  of  Man,  on  the  special  R.A.F.  post-card 
(F.S.  Form  758)  Obtainable  at  any  post-offic. 

The  Army  post-card  (Army  Form  W  5100  A)  will  not  be 
accepted,  neither  will  any  other  form  of  application. 

(b)  Those  resident  abroad,  by  an  ordinary  letter  giving  full 
particulars  regarding  official  number,  rank,  unit  in  which 
last  served,  and  the  address  to  which  the  riband  should  be 
sent. 

Discharged  and  demobilised  members  of  *he  W.R.A.F.  should 
apply  by  letter  giving  full  particulars  of  their  service,  to  the 
Officer  i/c  W.R.A.F.  Records,  15,  St.  George's  Square,  S.W.i. 

Members  of  women's  formations  who  have  been  employed 
under  a  direct  contract  of  service  with  the  R.A.F.  Medical  Ser- 
vice should  apply  to  the  Secretary  (D.M.S.)  Air  Ministry. 

Officers  and  men  of  the  R.N.A.S.  who  were  discharged  prior 
to  April  1st,  1918,  and  those  who  did  not  transfer  to  the  R.A.F., 
will  be  dealt  with  in  an  Admiralty  announcement  which  will  be 
published  in  due  course. 

A  Financial  Appointment. 

It   is  announced   by  the  Air  Ministry  that    the  Marquess  of 
Londonderry,  Finance  Member  of  the  Air  Council,  has  appointed 
Mr.  E.  F.  Cliff  to  be  his  Private  Secretary,  vice  Capt.  Lord  E. 
A.  Grosvenor,  R.A.F.,  with  effect  from  July  22nd.  1919. 
The  Pigeon  Service  R.A.F. 

The  Air  Ministry  has  recently  issued  an  official  handbook  on 
the  work  of  the  pigeon  service  during  the  wai .  The  handbook, 
which  is  entitled  "  The  Pigeon  Service  Manual,"  is  obtainable 
from  any  bookseller,  and  is  a  comprehensive    book  on  pigeons. 

Attention  is  once  more  drawn  to  the  fact  that  owing  to  the 
use  of  messenger  pigeons  by  the  Royal  Air  Force  it  is  exceedingiv 
thoughtless — to  say  the  least  of  it — of  persons  to  shoot  pigeons, 
and  in  the  future,  when  commercial  aircraft  also  use  these  birds, 
it  will  be  still  more  so.  The  R.A.F.  has  no  intention  of  disposing 
of  its  pigeons. 

Evacuations. 

The  Hotel  Cecil,  the  only  hotel  now  occupied  by  the  Air  Minis- 
try, will  be  relinquished  during  the  week.  The  offices  at  5, 
John  Street,  Adelphi,  were  relinquished  on  Aug.  yth.  Out  of  the 
2,143  hired  premises  occupied  by  the  Air  Ministry  at  the  Armistice 
1,899  had  been  given  up  by  Aug.  1st. 

Major-General  Seely  states  that  'between  July  2nd  and  Aug.  6th 
this  year  one  aerodrome,  five  seaplane  stations,  and  13  landing 
grounds  have  been  given  up,  making  a  total  of  52  aerodromes, 
11  seaplane  stations,  and  147  landing  grounds  surrendered  since 
the  Armistiie. 


RUSSIA. 

Official  Communiques  (Bolshevik). 

Undated.— In  the  Gulf  of  Finland,  enemy  aeroplanes  dropped  bombs 
on  the  Fortress  of  Kronstadt. 

Aug.  9th. — Eastern  Front. — Enemy  aeroplanes  have  dropped  100  bombs 
on  the  town  of  Cherny-Yar. 


PERSONAL  NOTICES. 

MIL1TAR*. 

Marriages. 

BELL-IRVING— PYBUS.— On  Aug.  5th,  art  Vancouver, 
B.C.,  Major  Allan  Duncan  bell-Irving,  M.C.,  Croix  de  Guerre, 
Gordon  Highlanders  and  R.A.F.,  was  married  to  Juan  E.  Keith 
Falconer,  daughter  of  Commander  H.  Pybus,  R.N.R.,  and  Mrs. 
Fybus,  Vancouver,  B.C. 

MATHER— WHITLOCK.— On  Aug.  2nd,  at  St.  Martin-in- 
the-Fields,  Harry  Mather,  late  Lieut.,  R.F.C.,  eldest  son  of 
Walter  Mather,  Esq  ,  Brierfield,  was  married  to  Chotee,  elder 
daughter  of  Lieut.-Col.  G.  F.  A.  Whitlock,  C.B.E.,  R  E.,  30, 
Winn  Road,  Southampton,  by  the  Rev.  H.  T.  Matthews. 

MAUDUIT — BROOKSBANK. — On  Aug.  7th,  at  St.  Andrew's, 
Middleton-on-the-Wolds,  Capt.  R.  F.  S.  Mauduit,  M.C.,  late 
R.F.C.,  son  of  Lieut.-Col.  Mauduit,  was  nurried  to  Irene  Helen 
Brooksbank,  daughter  of  the  late  Capt.  A.  H.  Broo'ksbank  and 
Mrs.  A.  H.  Brooksbank,  of  Middleton-on-  the  Wolds,  by  the 
Right  Rev.  the  Bishop  of  Hull,  assisted  by  Canon  Blakeney  and 
the  Rev.  E.  T.  Wilson,  Rector. 

SPENCER— PATTMAN.— On  Aug.  6th,  at  All  Saints',  Scar- 
borough, Lieut  Lionel  R.  V.  Spencer,  Aust.  F.C.,  son  of  Mr.  R. 
Spencer,  of  the  Old  White  Hart  Hotel,  Melbourne,  was  married 
to  Dorothy  Cecelia,  eldest  daughter  of  Mr.  G.  T.  PatLman,  the 
eminent  organist,  and  Mrs.  Pattman,  by  the  Lord  Bishop  of 
Aberdeen,  assisted  by  the  Rev.  W.  F.  Ramsden. 

Engagement. 

SHIRLEY — PARNALL. — The  marriage  arranged  between 
Capt.  J.  L.  Shirley,  M.C.,  late  34th  Squadron,  R  F.C.,  and  Miss 
Kathleen  Parnall,  0?  Rugby,  will  take  place  at  the  Parish  Church, 
Rugby,  at  12.30  p.m.  on  Tuesday,  Sept.  16th. 


AIR  FORCE. 

Deaths. 

HALL-SMITH.— Lieut.  Phil  Hall-Smith,  R.A.F.,  who  died 
on  Aug.  1st  as  the  result  of  aeroplane  accident  at  Leuchars  Aero- 
drome,   Fife,  was  30  _  years  of  age. 

LUPINSKY. — A  verdict  of  "Accidental  Death"  was  returned  at 
Doncaster  on  July  28th  in  an  inquest  on  the  body  of  Lieut.  Lupin- 
sky,  a  Russian  flying  officer,  who  was  struck  by  an  airscrew  and 
killed  on  the  Doncaster  Aerodrome  on  July  26th,  when  preparing 
to  return  to  Tadcaster. 

ROBERTS  AND  IRELAND.— On  July  31st,  Sec.  Lieut. 
W.  A.  Roberts,  R.A.F.,  of  Shirebrook,  Derbyshire,  (he  pilot,  and 
Sec.  Lieut.  Edward  Ireland,  R.A.F.,  of  Liverpool,  the  passenger, 
were  killed  at  Cranwel!  Aerodrome,  Lincolnshire,  while  flying  a 
Bristol  Fighter  (250  h.p.  engine,  type  unknown). 

At  half-past  two  o'clock  they  ascended  for  a  flight  to  Liverpool, 
taking  off  against  a  slight  head  wind.  When  afcoui.  200  feet  up 
the  pilot  banked  at  a  steep  angle,  and  before  the  machine  could 
recover  it  side-slipped,  crashed  to  the  ground,  and  burst  into 
flames. 

The  squad  of  men  who  had  assisted  in  preparing  the  flight 
immediately  went  to  the  assistance  of  the  aviators,  but  it  was- 
found  impossible  to  extricate  them.  The  machine  was  a  cam- 
plete  wreck,  and  the  death  of  the  two  occupants  must  have  been 
instantaneous. 

TONKS.— Capt.  Adrian  James  Bbswell  Tonks,  D.F.C.  and 
Bar,  R.A.F.,  who  died  on  July  14th  at  Raseltin  Hospital,  Alexan- 
dria, from  injuries  in  a  flying  accident,  was  the  youngest  son  of 
Mr.  and  Mrs.  Arthur  George  Tonks,  31,  Addison  Mansions,  Ken- 
sington, W.14. 

Birth. 

BOOTH.— On  July  18th,  at  Heathfield,  Shortlands,  to  Winnie 
(n&c  Cowen),  widow  of  Sec.  Lt.  Sydney  Edwin  Booth,  R.A.F., 
a  daughter— Audrey  Sydney. 


United 

Aircraft  Engineering  Corporation 

OF 

New  York. 

(Cable  Address :  Unairco.) 

MANUFACTURERS.  ENGINEERS 

London  Offices  : 

Capt.  A.  B.  ROGERS,  Manager, 
Suite  8  &  9,  123,  Pall  Mall. 

~*Phoni :  Gerrard  3537. 


August  13,  1919 


The  Aeroplane 


645 


Y.E.S.  PHOSPHOR  BRONZES 

Oast  '  EA  TONIA  '  Proooss. 

Bearings,  Bushes,  Gearwheels, 

The  most  durable  produced. 

•BATONIA  '  CAST  BARS  are   the  only  perfectly 
rensd   and   straight    Bars,   and    the    only  HOMO- 
GENEOUS CASTINGS. 

Oh  Works    contain  Laboratories  and  Maahiaes  for 

all  physical  tests. 

SOLB  PRODUCERS  &  SELLERS, 

YORKSHIRE  ENGINEERING  SUPPLIES,  Ltd. 

WOBTLP.Y,  LEEDS. 


Cast-iron  Hammered  Piston  Ring$« 


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CASTINGS. 

PHOSPHOR  TIN, 
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CHARLES  CLIFFORD  &  SON,  LTD., 

BIRMINGHAM. 


WE  CAN  ASSIST  YOU 

IN  YOUR 

RECONSTRUCTION  PLANS 


We   are   prepared  to  undertake 

WOODWORK  or  METAL 
WORK,    Pressings,  Tube 
Work  and  Welding. 


BURTON  AIRCRAFT  AND 
MANUFACTURING  Co.,  Ltd., 
Park  Street,  BURTON-ON-TRENT 


"CROIO"  LIQUID  GLUE— USED  BY  ALL 
Aeroplane  Constructors  during  the  War 
IS     THE     STRONGEST     GLUE  KNOWN. 

USED  GOLD  -  with  the  addition  of  cold  water. 

Write   To-day  for  Descriptive    Booklet   No.  17 

The  IMPROVED  LIQUID  GLUES  Co.,  Ltd., 
Gr.  at  Hermitage  Street,     -     London,  E.l. 


Keen  Bayers      to  the  Source, 


E.G. 


TOOLS 


R.  MATHER  &  SON, 

SHEFFIELD. 


The  Air  Navigation  Co.,  Ltd. 

BLERIOT  &  SPAD, 

ADDLESTONE  (SURREY). 

Contractors  to  War  Office  and 
Admiralty, 


Flying   Ground—  Brook  lands  Aerodrome, 

NORBEHT  CHEREAU,    Managing  Director. 

Telsgrams— Bleriot,  Weybridge.         Telephone— 358  Weybridge. 


During  the  War  we  made 

MILLIONS  of  AERO  PARTS. 

We  are  still  making  large  quantities. 

CAW  WE  SUPPLY  YOUR  WANTS  ? 

TURNINGS  or  (Power)  PRESS  WORK. 

Any  metal  or  insulating  material,  screwed 
or  plain.  Any  article  of  small  or  medium 
size  where  very  large  quantities  are  required. 

No   charge  for   tools  Jor   large  quantities. 

CASH  MORE  BROS. 

Zota  Works,  Hildreth  St.,  Balham,  S.W.12. 

Phones—  Battersea  415,  Streatham  2140. 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS 


646 


The  Aeroplane 


August  15,  1919 


TRADE  CARDS. 


!   Springs  I   SprlrcfiQ  S 

We  make  a  speciality  of 
Springs  for  Aeroplanes. 
SEND  FOR  PRICES, 
prtng  Co.,  W@et  8pom^.o>: 


SHEET  METAL  WORK  FOR  AUTOMOBILES  &  AIRCRAFT 

Domed  Motor  l/vmss.  .Radiators,  Petril  and  OH  TankB,  Panels, 
Cowlings.  Fairings  etc.,  supplied  new  or  repaired  Wheel  Discs 
for  Ford  and  other  cars  supplied  frcm  stock.  All  kinds  of  Sheet 
Metal  'Work  Brazing  or  Acetylene  Welding  undertaken.  Metal 
Sidecar  Bodies  and  Aluminium  Number  Plates  supplied  promptly. 
Improved  Silencers  and  Racing-type  Exhaust  Pipes  fitted 
to  any  car  at  snort  notice. 

OWEN    DAVIES   ENGINEERING   Co.,  Ltd. 

(E.  Owen  Davies,  Managing  Director.) 
,4-46  QUEENSLAND  BOAD,  HOLLO W  AY,  N.7..  Phone  North  2964 


NAME  PLATES, 
DIALS,  SCALES,  ADDRESS  PLATES, 

etc.,  in  all  metals,  Celluloid,  Bone, 
Ivory.    Chemically  enlarged  or  machined. 

CLEGG    METAL    ENGRAVING    CO.,  LTD., 
WORTHING. 


EGAMOID 


BRAND 

LEATHER  CLOTH. 


The  Best  Waterproof  Covering  for  Baflway.  Tram- 
Way,  Aeroplane.  Motor  Boat,  Cushions,  Beats,  etc- 

I         NEW  PEGAMOID  LIMITED,  JSLSSr^T1^ 

Telegrams — Pegamoid,  Phone,  London. 
Eelephone— City  9704  (2  lines).  Oablea  A  B  0  5tn  Edition  and  Private. 

a-rzMMMIHHI    Mill  1MIH  ■  .IIIIHMIH  


The  INTEGRAL  PROPELLER  Co.,  Ltd. 

guarantee  mghest  efficiency  in  their 
design  and  manufacture  of  propellers 
for  any  type  of  engine  or  machine. 

THE  INTEGRAL  PROPELLER  CO.,  LTD., 
Edgware  Road,       The  Hyde,       Hendon  N.W.9. 

Telephone :   Kingsbury  104. 


Captain  A.  NEWMAN  (lateR.A.F.) 

Aviation  Insurance  Expert  &  Broker. 


Quotations  for  every  class  of  risks  — 
Lloyd's  Underwriters  and  leading 
:  •         Insurance  Companies         :  : 


20,  BUCKLERSBURY,  E  C.  4.  ^e5po"ve 


SCREW-  DRIVING 

RUSSELL  BROTHERS,  Ltd,,  REDDITCH 

MACHINES. 


EBORA  PROPBLLER  COMPANY.  Ltd 


Telephone : 

KlKOSTON  672. 


Telegrams  s 
"Ebora,  Kingston.' 


PROPELLERS 

Oon tractors  to  th»  ADMIRALTY  &  WAR  OFFICE, 
ik  &  i2c  Surbiton  Park  Terr&ee^  K  agstoa-on-Thamec. 


Tr»d«     |  MEN  DINE]  Mark. 

LIQU I D  SCOTCH  G LUE 

USED  -BY  THE  LEADING  AEROPLANE  CONSTRUCTOB3. 

MOISTURE  PROOF. 
H'riii  for  Price  List  and  Particular* 
MENDINE  CO.,  8,  Arthur  Street,  London  Bridge,  E.C. 


ADOPTED  BY  SO  MANY, 

oan  you  afford  to 
ran  your  factory  without 

AUTO 

"START  AND 

CEASE  WORK", 

SOUND  SIGNALS 

and 

Modern  Methods 
Baying  Minutes  iM  L» 


The  Shortened 
Working  Week  Makes 
GENTS'   PUt-SYN  ETIC 
SYSTEM  ESSENTIAL 
IN  MODERN  WORKS. 
Send  for 

Illustrated  Literature  Book  "A  »5." 

Sent  &  CB  t**tSSBff  Leicester 

London:  Newo«atle-on-Tyne: 
,  Viotoria  St.,  S.  v.t.      5«.  Blackett  St. 


UN II MUTE  15  LENGTH  with  INCREASES)  STRENGTH 


Phone 
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KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS. 

\ 


August  13,  1919 


The  Aeroplane 


647 


SALMSON 

AERO -ENGINES 

(Canton-Unne  System). 
All  enquiries  should  be  addressed  to 

THE  DUDBRIDGE  IRON  WORKS,  V 

STROUD, 
GLOUCESTERSHIRE. 

■  111 1 1 1  ■  iiMiimi  ■  111  paJai — — — — —a— a ■— 


THE  AERIAL  ARM  :  Its  Functions 
and  Development. 

By  Lieut.-Colonel  N.  J.  GILL,  C.B.E,,  M.C. 

With  an  Introduction  by 
Maj.-Gen.Sir  W.SEFTON  B  *ANCKER,  K.C.  B  .,  A.F.C. 

6s.    6d.  net.  7s.  post  free. 

CoTtents: — Chap,  i — The  Atmosphere.  11. — Airships.  in, — The 
Aeroplane,  iv. — Progress  in  Aeroplane  Design,  v — The  Evolution  of 
Types,  vi. — Navigation  of  the  Air.  vn. — The  Military  Use  of  Aero- 
planes,   viii. — Co-Operation  Afloat,    ix.—  Air  Power. 

"A  well  balanced,  carefully  written  book — covering  in  a  com- 
paratively short  space  technical  aspects  in  such  a  manner  as  to  be  easily 
understood  by  the  lay  reader." — Times. 

THE  AEROPLANE  &  GENERAL  PUBLISHING,  CO,  LTD, 

61,  CAREY   STREET,  W.C.2. 


NINTH  AND  LATEST  EDITION. 

DYKES*  AUTO-ENCYCLOPOEDIA 

The  Standard  Work  on  Motor  Mechanism. 

This  Edition  contains  the  following  new  features — 

AEROPLANES,    Aeroplane    Engines,  including 
full  Supplement  on  the  Liberty  Engine;  Trucks, 
Tractors,  Cycle   Cars,  all   fully  Illustrated.  940 
pages.      3,362   Illustrations.     6,000  lines  of  Index. 
300  Illustrations  on  ««  THE  FORD."  — 5  Coloured  Inserts. 


OVER  300,000  COPIES  SOLD.  ■«* 
The  Book  for  the  Expert  and  the  Student. 

Price— £1  Ss.  net  (Postage  9d-)  Cash  with  order. 

Prospeclus  on  Application.      At  all  Booksellers. 
LONDON       -       S.  G.  GILLAM,  149.  STRAND,  W.C.2. 


MISCELLANEOUS  ADVERTISEMENTS 

SPECIAL  PREPAID  BATE  :  18  words  1  6  ;  Situations  Wanted  ONLY,  18  words  1  -  ;  Id.  per  word  after.  TRADE  ADVERTISEMENTS 
in  these  columns,  3  lines  3  -  ;  J0d.  per  line  after.  Public  Announcements,  Legal  .Notices,  Auctions,  Contracts,  etc.,  1  6  per  line. 
For  the  convenience  of  Advertisers,  replies  can  be  received  at  the  offices  of  "  THE  AEROPLANE,"  61,  Carey  St.,  London,  W.C.2. 


PATENTS. 

PAGE  &  HOWLINGSON,  Chartered  Patent 
Agents  (Consulting  Engineer,  Mr.  S.  E. 
Page,  A.M.Inst.C.E.),  27,  Chancery  Lane, 
London,  W.C.    Tel.  332  Central 

Henry  Skerrett  (H.  N.  Skerrett,  A.I.A.E., 
A.I.Mech.E.,  Associate  I.E.E.,  Fellow  of  the 
Chartered  Institute  of  Patent  Agents),  Patents, 
designs  and  trade  marks. — 24,  Temple  Row, 
Birmingham. 

Inventors  advised  free.    Write  for  booklet  . 
King's    Patent    Agency,    Ltd.,    165,  Queen 
Victoria  Street,  London.    30  years'  references. 

Stanley,  Popplewell  and  Co.,  Patent  Agents 
and  Consulting  Engineers.  Applications  for 
Patents  attended  to  in  all  countries. — 3S, 
Chancery  Lane,  W.C.  Telephone  :  1763  Cen- 
tral.   Circular  free. 

i.  HAROLD  BEAUMONT,  Registered 
Patept  Agent,  29,  Southampton  Building.;, 
London,  W.C. 2. — Patents.  Trade  Marks  and 
D"^ign  s. 

Patentee  wishes  -to  dispose  of  Patent  No. 
21778  for  flexible  petrol  pipes  as  fitted  to  most 
aeroplanes  since  1 9 1 5 . — Apply  Box  .  No.  4736, 
The  Aeroplane,  61,  Carey  Street,  W.C. 2. 

W.  BRYSON,  B.Sc,  A.M.Inst.C~E., 
A.F.R.Ae.S.,  Chartered  Patent  Agent,  29, 
Southampton  Building,  London,  W.C. 2. 


SITUATIONS  VACANT. 

TERRITORIAL    FORCE  ASSOCIATION 
OF  THE  COUNT V  OF  LONDON. 
CADET  ORGANISATION. 

Wanted  Ex  Officers,  Warrant  Officers  and 
N.C.Os.  of  the  Royal  Air  Force  to  act  as 

INSTRUCTORS,  ASSISTANT  INSTRUC- 
TORS and  DEMONSTRATORS  in  connec- 
tion with  the  Sections  in  Aircraft  construc- 
tion (Rigging,  Engines  and  Navigation)  now 
being  formed  in  connection  with  the  various 
Cadet  Battalions  affiliated  to  the  Loud  in 
Territorial  Regiments.  The  work  is  entirely 
voluntary  and  Commissions  are  offered  to 
suitable  gentlemen. 

Apply  in  writing  to  .— 

THE    ORGANISING  OFFICER, 
Territorial  Force   Association   of   the  Countv 
of    London,    Duke  of  York's  Headquarters, 
S.W  ,  marking  the  envelope  "Cadet  Instruc- 
tors." 


Ah  craft  Woodworkers. — Wanted  3  Plane  As- 
semblers tor  Country  District. — State  fully, 
previous  experience,  Branch  of  Society,  and 
rate  expected,  to  Box  No.  4729,  The  Aero- 
plane, 61,  Carey  Street,  W.C. 2. 


Coach  Body  Builders. — Wanted,  4  Coach 
Body  Builders,  with  aircraft  experience. — 
State  fully,  details  of  experience  and  pre-war 
occupation.  Standard  rates  paid. — Box  No. 
4730,    The    Aeroplane,    €1.    Carey  Street, 

W.C.2. 


Aircraft  Construction. — Opening  for  several 
ex-R.A.F.  mechanics  with  trade  qualifications. 
Give  full  details  Service  and  pre-war  experi- 
ence. Country  job.  Standard  rates.  Good 
job  for  right  men. — Box  No.  4731,  The  Aero- 
plane, 61,  Carey  Street,  W.C. 2. 


Wanted  for  North  Midlands,  Aircraft  Pro- 
peller Shapers.  Standard  tales  and  piece- 
work. Permanent.  Non-unionists  preferred. 
— Apply,  giving  full  particulars  to  Box  No. 
4757,  The  Aeroplane,  61,  Carev  Street, 
W.C.  2. 


KINDLY    MENTION    "  TH 


E    AEROPLANE  "       WHEN    CORRESPONDING    WITH  ADVERTISERS. 


648 


The  Aeroplane 


AUGUST  13,  1919 


SITUATIONS  VACANT — continued. 

Photographer  wanted,  must  be  experienced 
in  ground  and  aerial  work. — Reply  by  letter, 
with  full  particulars  and  wages  required, 
"  C,"  179,  High  Koad,  Kil'bur'n: 


Carpenters,  Engineers,  Tinners,  Fitters, 
Riggers,  etc.,  required  '  immediately  for 
R.A.F.  New  pay  and  conditions  are  un- 
equalled anywhere.  Splendid  chances  of  rapid 
promotion. — Apply  to  Inspector  of  Recruiting, 
4,  Henrietta  Street,  Covent  Garden,  W.C.2, 
or  to  any  Royal  Air  Fores  Station. 


SITUATION  WANTED. 

Qualified  Engineer  (Marine),  31,  A.R.T.C. 
(Distinction),  A.M.I.C.E.,  A.F.R.Ae.S.,  ex- 
Major,  R.A.F.  (Technical);  4^  years'  design, 
construction  and  experiment,  Large  and 
small  flying  boats.  Offers  his  services.  Will- 
ing to  go  abroad. — Box  No.  4735,  The  Aero- 
plane, 6l,  Carey  Street,  W.C.2. 


ENGINEERING. 

British  Correspondence  School  of  Aeronautics 

(Estab.  1908). — Engineering  course,  17s.  6d. 
Advanced  course  in  design,  engines,  draughts- 
manship, 42s.  Diplomas  granted. — Penning- 
ton's, 254,  Oxford  Road,  Manchester 


AIRCRAFT  PARTS. 

Hardwood  for  Aeroplanes. — Specially  Selected 
air-dried  timber  as  supplied  to  leading  con- 
structors in  Britain  and  the  Continent.  Silver 
Spruce,  Ash,  Poplar  :  Hickory  and  Ash 
Skids  ;  Three-ply  ;  Thin  Cedar  and  Mahoganv 
for  Floats ;  Walnut  for  Propellers. — WilLiam 
Mallinson  and  Sons,  ^td.,  Hackney  Road. 
'Phone,  3845  Central,  4770  Wall. 


Tapes,  Webs,  Cords  and  Threads  in  all  quali- 
ties suitable  for  Aircraft  Work.  Delivery  from 
stock. — John  MacLennan  and  Co.,  30,  New- 
gate Street,  London,  E.C.i.  (See  Advertise- 
ment Page  IV  of  Cover  and  Iifiyc'rs'  Guide). 


AEROPLANE   LECTURES  NOTE  "BOOK. 

Students  attending  lectures  on  aeroplanes 
and  aero-engines  find  the  task  of  note-taking 
very  trying  if  they  would  keep  their  attention 
fixed  on  the  lecturer.  Mr.  O.  Ford-Jones,  as 
the  result  of  his  observation  of  the  student's 
need,  has  devised  a  loose-leaf  note-book.  One 
set  of  leaves,  40  in  number,  is  for  "Particulars 
of  Aeroplane,"  a  second  for  "Particulars  of 
Engine."  All  the  student  has  to  do  is  to  insert 
notes  in  the  spaces  left — thus  : 

Speed  :    Flying  m.p.h.   Landing  m.p.h. 

Maximum  m.p.h. 

The  book  will  fit  into  an  ordinary  pocket, 
and  the  essentials  of  40  lectures  can  be  re- 
ef 'ded  with  a  minimum  of  trouble.  The  leaves 
fan  be  easily  removed  for  ultimate  filing.  .The 
**to^'ane  Note  Book  costs  5s.  net  ;  refills,  2s. 
net  per  set.  Order  of  any  newsagent  or  direct 
from  :  — 

The    Aeroplane   &    General   Publishing  Co., 
Ltd.,  61,  Carev  Street,  W.C.2 


FOR  SALE. 


OPPORTUNITY  FOR  EX-OFFICERS. 


FOR  SALE. 


SEVERAL 

New  De  Havilland  "Six"  Biplanes. 

(Two  seaters)  fitted  with  70"  h.p.  Renault 
engines  (or  90  h  p.  Curtiss  or  90  h.p.  R.A.F.), 
staggered  planes  and  modified  tail  units  to  Air 
Board  specifications.  These  machines  are 
eminently  suitable  for  Passenger  carrying 
during  the  coming  season.  Original  contract 
price  nearly  ^1,500  each.  Owner  is  prepared 
to  sell  for 

£350  EACH  CASH 

or  on  deferred  payments  (no  interest  charged) — 
£230  down  and  12  weekly  instalments 
of  £10.    Offered  only  subject  to  prior  sale 

Apply  immediately  :  — 

"AEROMOTORS."  Box  No.  4733.  The 
Aeroplane,  61,  Carey  Street,  W.C.2. 


Transfers.  Firms  requiring  Transfers  should 
write  to  the  makers. — A  Bird  &  Co.,  Latimer 
Street,  Birmingham. 

Sunbeam,  150  h.p.  8-cylinder,  and  225  h.p.  12- 
cylinder  Aero  Engines.  Guaranteed  as  new, 
for  sale. — Apply,  The  Cambridge  Automobile 
and  Engineering'  Co.,  Ltd.,  21,  Hobson  Street, 
Cambridge. 


MISCELLANEOUS  AND  TRADE. 

I  amplough  Radiators. — New  designs,  in- 
creased efficiency.  Radiators  repaired  or  re- 
made. Private  and  commercial  cars  over 
hauled,  repaired  and  refitted  for  the  road. 
First-class  staff  and  machinery  available  for 
the  best  work. — Lamplough  &  Co.,  Highfield 
Works,  Feltham,  Middlesex.  'Phone  33  Felt- 
ham. 


MODELS. 

Model  Petrol  motors,  i  h.p.,  tooled  or  ro»jg '•• 
interesting  ;  Water-cooled  or  Air-cooled.  List 
3d. — Littleover  Aeros,  Derby. 


Model  Maker,  25  years'  experience.  Spe- 
ciality highly  finished  aeroplanes  to  scale  for 
exhibition  or  other  purposes,  also  inventors'' 
suggestions  -completed. — Greene,  6,  Tremnar 
Gardens,  College  Park,  M.W.10 


Model  Aeroplanes. — Fly  I  mile,  circular 
flight,  4^.  "Yours  is  the  firs':  "model  aero- 
plane we  have  had  that  really  flies" — testimo- 
nial from  Miss  E.  and  Master  N.  Falson,  Hill 
Close,  Braunton,  Barnstaple.  Testimonials 
from  all  parts.— Dept.  C,  Bristol  Modei  Aero- 
plane Depot,  Eastville,  Bristol 


PUBLICATIONS. 

Sixpence  Post  Free. — Technical  Essays  of  an 
Aviator  by  W.  R.  D.  Shaw.  60  pages.  Illus- 
trated. World  on  Wings  Publicity  Bureau 
(Registered),  180,  Sutherland  Avenue,  Maida 
Vale,  London,  W.9. 


The  following  books  may  be  obtained  post 
free  by  application  to 

The  Aeroplane  and  General  Publishing  Co., 
Ltd..    Union    Bank    Chambers,    61,  Care 
Street,  W.C.2  :— 

McCudden's  "Five  Years  in. the  R.F.C.,"  8s. 

Butler's  "Plain  Impressions,"  2s.  9d. 

Sylvester's  "The  Design  and  Construction  ot 

Aero  Engines."    6s.  6d. 
Loening's  "Military  Aeroplanes,"  22s. 

Richthofen's  "The  Red   Air  Fighter"  (2nd 

Edition),  3s.  9d. 
Blakeney's  "How    an    Aeroplane    is  Built" 

(2nd  Edition),  5s.  4d. 
Dixie's  "Air  Navigation  for  Flight  Officers," 

lis. 

Saundby's  "Flying  Colours"  (Popular  Edi- 
tion), ISs.  6d.    Edit.on  de  Luxe,  £2  2s. 

Barber's    "  The    Aeroplane    Speaks  "  (7th 

Edition),  9s. 
Barber's  "  Aerobatics,"  Us. 
Barber's  "Airy  Nothings,"  3s.  9d. 
Aviation  Pocket  Book,  6s.  4d. 
Songs  of  the  Submarine,  2s.  3d. 
Ballads  of  the  Flying  Corps,  2s.  9d. 
The  Flying  Book  (1918  Edition),  5s.  4d. 
Practical  Flying,  5s.  4d. 

"  The  £  S  D  of  Flying "  '(Commercial 
Aviation  and  Its  Possibilities).  By  Captain 
Arthur  Swinton,  6s.  4d. 

Selwyn's  Metric  Conversion  Tables,  2s.  9d. 

"The  Revelations  of  Roy,''  Air  Mechanic 
(With  Apologies  to  Artemas),  Is.  3d. 

"The  Aeroplane,"  Vols.  XIII  XIV,  XV,  25«. 

net  each. 

"  The  Aeroplane,"  Vols  IX,  X,  XI,  XII,  21s. 

net  each. 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS 


August  13,  1919 


The  Aeroplane 


in 


THE  BRITISH  WRIGHT 

CO.,  LTD. 

Owners  of  the  British,  Italian  and  Belgian 
Patents  of  Wilbur  and   Orville  Wright 

THB   ONLY    FIRM    IN    ORE  AT    BRITAIN   WHOSE  S-OLE 
MANUFACTURE  AERONAUTICAL  INSTRUMENTS. 

Manufacturers  of 

OGILVIE  AIR  SPEED  INDICATORS,  for  Aeroplanes, 
An  ships.  Kite  balloons  and  Air  Stations. 

BUBBLE  STATOSCOPKS,  for  instantly  indicating  change 
in  dirtcticn  of  rise  or  fall,  used  on  all  Airships  in  His 
Majesty's  Service. 

DARWIN  AERO  TURN  INDICATORS,  for  flying  in  clouds 
and  fog.  This  instrument  was  the  subject  of  a  Secret 
Patent  by  Sir  Horace  Darwin  and  has  lately  been  used 
on  large  numbers  of  Government  machines  for  avoiding 
side  slipping,  turning  and  diving,  due  to  loss  of  horizon 
in  fog  and  clouds.  The  instruments  are  now  available 
for  commercial  aviation. 

RECORDING     MANOMETERS,    WIND    SPEED  RE- 
CORDERS, SPEED  OF  RISE  AND  FALL  INDICATORS, 
AND    CLOUD    DIRECTION  INDICATORS. 

THE 

BRITISH  WRIGHT  CO.,  LTD., 

33,  CHANCERY  LANE,  W.C.2. 


OXY-ACETYLENE 

WELDING  &  CUTTINB 

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PLANT 

The  Latest  and  Beefi  Typs  of  Plant  for  th;i  Prc-teai 
as  installe    by  the  Smdlng  Aircraft,  Shipbuilding  snd 
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BLOW  PSPE8  AND  AIL  WELDING  ACCE$8(QIJES. 

ATOZ  PLUXB8. 


Carbide.    Flarelights,    Hand  I  amps. 

Patrol  and  Oil  Storage   Drums  of  any 
capacity.      Stool    Barrels,   Sheet  Metal 
Work   foe  AEroraft,  eto. 

The  Acetylene  Corporation  ltd, 

49,  VICTORIA  ST.,  WESTMINSTER. 

Talcphonta  t 


TftUgitmt : 

"IPlUtMMA,  Vic,  LoHDttH." 


Contractors  to  H.M.  Government. 

licrs  Concours  Membre  du  Jury:    Brussels  International  Exhibition,  1910. 
Grand  Prix  London,  1008.  and  Buenos  Airea,  1910, 


On  "Lloyd's  Register." 


p&e|STeRec 


Telegrams . 
JONAS, 

SHEFFIELD. 


TRADE  "MARKS 


Telephone : 
No.  4(i6?. 
Private  Branch 
Exchange. 


JONAS  &  COLVER,  LTD. 

Manufacturers  of  Steel  of  every  description,  including 

HIGH  GRADE  NICKEL  STEEL  &  FORG1NGS 


Special  Heat 

S.S.G. 
S.G.W. 
G.P.S. 


for  Naval  and  General  Marine  Purposes. 

Treated  Alloy  and  other  Steels  Automobile  Purposes 

IMPORTANT  SPECIALITIES  ; 

A  SPECIAL  NICKEL  CHROME  GEAR  STEEL. 

FOR  AIR  OR  OIL  HARDENING.  When  treated  th's  steel  has  exceedingly  tough  properties.  and  is 
specially  suitable  for  Gear  Wheels,  Connecting  Rods,  etc. 

A  NICKEL  CHROME  STEEL  IN  FOUR  GRADES. 

Eminently  suitable  and  strongly  recommended  for  Gears,  Crankshafts,  and  other  highly  stressed  parts  and 
having  exceptional  machining  qualities.  Combines  unusually  heavy  shock-resisting  and  wearing  properties 
with  silent  running, 

A  HIGH  GRADE  ALLOY  CASE  HARDENING  STEEL. 

For  severely  strained  parts,  such  as  Gear  Wheels,  Gudgeon  Pins,  etc. 


SHEFFIELD. 


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iv 


The  Aeroplane 


August -13,  1919 


CONTRACTORS  TO  THE  ADMIRALTY  AND  AIR  MINISTRY 


SHORT  BROTHERS, 

ROCHESTER,  KENT, 


AND 


BEDFORD. 


fa?  Chatbim 

•61  a.sd  tfrt  Bidfoij 

f*3  BaTTEKIEA 


TtUgrapk&c  AJdnsses ; 

"  SeAPLAMBS."  RoCHB3T«« 

"  Shorts,"  Bedford. 
"  Ballooning,"  London 


London  Office :  WHITEHALL  HOUSE,  29/30,  CHARING  CROSS,  S.W.  1. 


TeUphonc :  378  Regent. 


Ttltgfamt ;  "  Test      Pho^e,  Lomdom.1 


NOVELLON"  DOPE 

AND   AEROPLANE  VARNISH. 

CELLULOSE  ACETATE  &  CHEMICALS 


BRITISH  CELLULOSE  &  CHEMICAL  MANF'G. 


Telegrams  • 
"Cellulate.  London 


COMPANY,  LIMITED, 
8,  WATERLOO  PLACE,  S.W.I 


'Phone  :  Regent  4045. 

Also  at  Spondon,  Derby ;  and  Maybury  Gardens,  High  Road,  Willesden  Green,  N.W.10. 

(Telephone:    Willesden  2380.) 


Telephone:  y£ITY  3 1 1 3 . 


Telegrams  :"VAt1DUARA.CEMT  LONDON" 


Contractors  to  H  .  M.  Government. 


AerohaJtiqvl  japes,  WEBS,  CORDS  &  TH  READS 


DELIVERY  FROM  STOCK. 


JOHN  MACLENNAN  &  C9. 

30.  NEWGATE    ST.,  LONDON,  E.C.I. 

 ,  (  AND  AT  GLASGOW.]   ,  ,  


EDITORIAL  OFFICES,  166,  PICCADILLY,  W.l. 

ADVERTISEMENT  OFFICES,  61,  CAREY  STREET,  W.C.2. 

Printed  for  Thb  Aeroplane  and  General  Publishing  Co.,  Ltd.,  bv  Bonner  &  Co.,  The  Chancery  Lane  Press,  Rolls  Passage! 
Loadon  ;  and  Published  by  J]hi  Aeroplane  and  General  Publishing  Company,  Ltd.,  at  Union  Bank  Chambers, 


THE  AEROPLANE— AUG   20  1919. 


SPECIAL  AIRSHIP  ISSUE. 


Vol.  XVII.  No.  8 


SIXPENCE  WEEKLY. 


r  Registered  at  the  G.P.O."! 
1         ms  a  Newspaper.  J 


John  Dawson 

ana  Co  .  (NEWCASTLE-ON-TYNE),  Ltd. 


Newcastle-oe-Tyne. 

Telephone—  CENTRAL,  NEWCASTLE  2604 
Telegrams-"DEPENDABLE, NEWCASTLE." 

Southampton  House, 
High  Holborn,  W.C.I. 

Telephone    HOLBORN  1876. 


THE  AERO  WIND 
SHIELD  THAT  WAS 
PROVED     BY  WAR. 

AUSTER  LIMITED 
London : 

133  Long  Acre.  W.C  2. 

Birmingham 

Crown  Wks,  Burford  St 


BEARDMORE 

AERO 
ENGINES 

TIT  A  NINE 

Tho  Original                   J  CUCfr  Jfc*"^fcl-i 

Non-Poisonous 

BEE   ADVERT.  INSIDE. 

R34 

Sunbeam     Coatalen  Engines. 


to  America 
AND  BACK  on 


Weldless  steel  tubes  for  aircraft  construction 


Tube  manipulation  and  presswork. 

SEE  ADVERT.  INSIDE. 


"CRYSTAL 
ARMQUR" 

For  GOGGLES, 
WINDSCREENS, 
PANELS,  Etc. 


TRIPLEX^GLASS 

llllllllllllllllllllllllllllllllillllllllllllllllllllltlllllllllltllllltllllllllltllllllllllllllllllllllllllllllll 
....  unsp//nte.rak>/e.  f-f.  .  . 


THE  TRIPLEX 
SAFETY  GLASS 

O?,  LT.o 

I,  ALBEMARLE  ST, 

LONDON 

w.i. 


 I 


^llHilllMIIIIIIIIIIIIIHililllllllllllllllllllinilllllllllllllllllllllllllllllllllllllllll^ 


The  Aeroplane 


August  20,  1919 


The  "All  British  "  Pioneers 
of  the 

Aircraft  Propeller  Industry. 


Our  long  experience  ensures  effec- 
tive design. 

Our  record  as  the  largest  producers 
during  the  war,  was  won  through 
quality  of  manufacture. 

Your  enquiries  are  safe  with  us  from 
either  standpoint. 

Please  mention  Dept.  A. 


Lang  Propeller  Lw. 

Weyb ridge.  SuPHEY. 


~&e/egf}~GUTis    Ae&ostjcks.  Wetbridgz. 


KINDLY    MENTION      THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


August  20,  19 19 


The  Aeroplane 


649 


Telephone : 
6300  London  WaU. 
Extension  ila. 

Telegrams  : 
"Inibrownecf , 
Bethtoad,  London  " 


BUOWNS  BUILDINGS,  GT.  EASTERN  ST. 
LONDON,  E.C.2. 
And  at  Manchester,  Dublin,  Paris  and  Melbourne. 


Pressed  Steel 
Nuts 

607  gross  1  S  Hex, 
90  gross  1,8  square 


Sq.  Forged 
Nuts 

21)  gross  1/4  in. 

Hex.  Nuts. 

290  gross  2BA  steel 
124  gross  2BA  Brass 


Hex.  BS. 
Pressed  Nuts. 

108  gross  4  HA 
564'  gross  6BA 

Pressed  Steel 
Nuts. 

405  gross  2BA 
399  gross  4BA 

Turned  Steel 
Nuts. 

422  gross  1BA 
206  gross  4BA 


The  following  goods  arc  offered  EX  STOCK 


Shackles. 

100  gross  158B 
100  gross  158D 
50  gross  15fcE 

A.G.S.  Shackle 
Pins. 

10  gross  383,"  0 
10  gross  383/62 

Fork  Ends. 

08  gross  1168A 
68  gross  1168B 
30  gross  1169A 
30  gross  1169  B 
20  gross  1170A 
20  tross  1170B 

A.G.S.  Nuts. 


A.G.S.  Nuts. 


3 
16 
253 
412 
94 
1 
46 
00 
30 
7 

1000 
501) 


gross  120A 
gross  120C 
gro's  138B 
gross  v38C 
gross  239A 
gross  239J 
gross  239  B 
gross  116  ■ 
gross  HdG 
gross  116H 
gross  117A 
gross  117E 


45 
7 

160 
13 
1000 
5000 
22 
4 
4 


gross  113A 
gross  113B 
tross  114A 
gross  114B 
gross 116A 
gross  1  6B 
eross  117H 
gross  lloE 
gro=s  119E 
>  ross  119H 
gross 119C 
gross  119F 
gross  119G 


H  T.  Wire 
Cutters. 

50  pairs 

A.G.S.  Brass 
Nipple. 

502  A  G.S.  209A 
572      ,,  210B 

1002      ,,  210C 

503  ,,  211C 

Gimp  Pins. 

1  cwt.  3/8  X  19  gauge 
.'.  cwt.l  4  X  18  gauge 
§  cwt  3  8  X  18  gauge 
1  cwt.  3  i  X  19  gauge 


A.G.S. 
Thimbles. 

500  gross  1P6A 
500  gross  136B 
5C0  gross  136C 
500  gross  138D 


A.G.S. 
Ferrules. 

500  gross  156A 
500  gross  156B 
5C0  gross  1R6D 
400  gross  156E 
500  gross  156F 


A.G.S.  Shackle 
Pins. 

251  gross  A.G.S  137B 


A.G.S.  Shackle 
Pins. 

8  gross 

A.G.S.  137T 
5         „  137W 
10         ,,  137X 

A.G  S.  Brass 
Thimbles. 

1566  gross 

A.G.S.  136A 


1990 
1545 
700 

3 


136B 
136C 
136D 
136F 


300 
5 
12 
12 
160 
70 
iiO 
1 

160 
13 
6 

20 


137  D 
U7E 
137G 
1371 
137J 
137L 
137  M 
137N 
13TO 
137P 
137  R 
137S 


A.G.S. 
Ferrules. 

2214  gross 

A.G.S. losF 

400  ,,  156  K 
2780  ,,  156D 
289 J        ,,        156 B 

727        ,,        156 A 

A.G.S. 
Shackles. 

4gross  A.G.S.  158A 
35  ,,  158B 

80  ,,  158D 

10  ,,  158C 

10  ,,  158E 


Policies  issued  by  Underwriting  Members  of  Lloyd's  the  Eagle  Star 
and  British  Dominions  Insurance  Co.,  Ltd.,  and  the  Excess 
Insurance  Co.,  Ltd,,   for   whom   the  Association  acts  as  Agents. 


POLICIES 


Cover  all  classes  of 
Aviation  Risks. 


Accidental  Damage  urder  all  circumstances  to 
Aircraft  ot  all  descriptions,  including  Fire,  Burglary, 
and  Theft     (Profit  Sharing  Policies). 

Covering  Policies  of  various  kinds  to  meet  the 
requirements  of  Carriers  by  Air. 

MINIMUM 

RATES. 


Accidental   Damage  to  Cargo. 

Personal  Accident  to  male  Pilots  of  Aircraft. 

to  Crew  and  Passengers. 

Third  Party  Risks  of  all  descriptions. 
Accidental  Damage  from  Aircraft. 

MAXIMUM 
SECURITY. 


1,     ROYAL      EXCHANGE      AVENUE,  LONDON, 


Telephon 


LONDON  WALL  9944. 


E.  C .  3. 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    U.  ITH  ADVERTISERS 


650 


The  Aeroplane 


August  20,  1919 


America's  Huge 
Airco  Fleet 

The  U.S.  War  Department  issued  an  announcement  on  June 
30th  regarding  the  number  of  aeroplanes  in  the  U,S.  Army  Air 
Service.  The  following  table  from  an  American  source  shows 
the  exact  number  of  machines  available  for  all  purposes  : — 

Number  in       In  storage 
commission      with  motors 
Type  Designed  for  taken  out 


D.H.4    Observation  day  bombing  1191  842 


Spad 

.  Pursuit  . 

27 

Le  Pere  . 

.  Service 

18 

Handley  Page 

.  Bomber 

4 

20 

S.E.5  .  . 

.  Advanced  training 

46 

57 

J.N.6-H  . 

•  Advanced  training 

.  653 

156 

S.4-C  .  . 

.  Advanced  training 

.  400 

Total 

.  2339 

1075 

These  official  figures  demonstrate  in  a  most  striking  way 
the    confidence  placed    by  the   United  States  Air  Service 
in  the  De  Havilland  or  Airco  design. 


AIRCO 


THE  AIRCRAFT 
MANUFACTURING  COMPANY,  LTD. 

Chairman  (and  Founder.  1911):  G.  HOLT  THOMAS. 

London  Offiot:  27,  Buckingham  Gate,  London,  S.W.I.  Works  :  The  Hyde,  Hendon,  N.W.9. 


KINDLY    MENTION    "  THE  AEROPLANE 


U  HEN    CORRESPONDING    WITH  ADVERTISERS 


August  20,  igtg 


The  Aeroplane 


An  Ordinary 

Accumulator 


IN  A  POSITION  LIKE  THIS  WOULD 
BE  A  SOURCE  OF  DANGER  TO 
ALL  MATERIAL  AROUND, 
FROM    THE    ACID  WHICH 
WOULD    RUN  FREELY 
THROUGH  THE  VENT. 


44 


ft 


Patent  Unspillable  Accumulators 

WERE  OFTEN  IN  THIS  AND  SIMILAR 
POSITIONS,    BUT    ACID  CANNOT 
LEAK,     AND     FURTHER,  THE 
ACCUMULATOR  CONTINUES 
TO  DO  ITS  WORK  IN  ANY 
POSITION. 


44 


ft 


ACCUMULATORS 


Were  adopted  by  the  Ministry  of  Munitions  for  Aero  use. 
Were  fitted  on  R.  34  for   Ignition  and  Wireless  and 
are  Standard  Equipment  on  all  Rigid  Airships. 


ELECTRICAL  STORAGE 
COMPANY  LIMITED. 


Head  Offioe  and  Workt 
CLIFTON  JUNCTION 

MANCHESTER. 

London  Offioe 

39  VICTORIA  STREET  S.W.I. 


AERO 
OIL 

Ensure  maximum 
lubrication  with*  mini- 
mum carbonisation. 
They  sut  pass  all  other 
lubricants  for  high 
flying,  being  remark- 
able for  their  low 
setting  point  and  won- 
derful efficiency  at  all 
temperatures. 

W.  B.  DICK  &  C?  UP. 
90,  FENCHURCH  ST. 
LO  N  D  O  N ,  E.C.3 


KINDLY    V1KNTION    "  THE    AEROPLANE"    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


652 


The  Aeroplane 


August  20,  1919 


KINDLY    MENTION    "THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS 


/ 


AUGUST  20, 
1919. 


THE 


VOL,.  XV5! 
No,,  8, 


The  Editorial  and  Advertising  Offices  of  "  The  Aeroplane ' 
Telegrapmc  Aadtess:  "  Aileron,  i-iondon." 


are  at  175.  Piccadilly,  London,  W.l. 
Telephone:  May  fair,  5407. 


Accounts,  and  all  correspondence  relating  thereto,  should    be    3ent    to    the  Registered 
Offices  of   The  Aeroplane    and    General    Publishing    Co.,  Ltd.,  Union    Bank  Chambers, 
6i,  Carey  Street,  London,  W.C.2. 

Subs-ription  Bates,  post  free:  Home.  3  months,  7s.  6d.;  6  months,  15a.;  12  months  30s. 
Foreign  j  months,  8s.  9d.;  6  months,  17s.  6d.;  12  months,  35s.  Canada,  1  Year,  S3. 

U.S.A..  1  Year,  )J8  50c. 


ON    THE   HARMSWORTH   PRESS   AND  THE 

R.A.F.  VOTE. 


Naturally  none  of  us  who  is  concerned  with  aeronautics 
sets  much  store  by  the  opinions  of  Lord  Rother- 
mere,  whose  operations  as  our  first  Air  Minister  gave 
all  of  us  a  pretty  fair  measure  both  of  his  incapacity  as 

-  the  chief  of  a  Government  department  and  of  the  curious 
methods  by  which  he  conducts  official  business.  Un- 
fortunately, however,  Lord  Rothermere  either  directs  or 
influences  a  good  many  newspapers,  which  by  reason 
of  their  big  circulation  carry  influence  among  the  bulk 
of  the  unintelligent  population. 

One  recalls  that  caustic  remark  of  the  Morning  Post 
some  years  ago,  when  it  referred  to  the  period  before  the 
war  "  when  Lord  Northcliffe  started  the  Daily  Mail  for 
people  who  could  not  think,  and  Lord  Rothermere  started 
the  Daily  Mirror  for  people  who  could  not  read."  The 
people  who  cannot  think  or  cannot  read  hold  the  majoritv 
of  votes  in  this  country,  and  consequently  when  Lord  North- 
cliffe and/or  Lord  Rothermere  set  forth  on  a  campaign 
— no  matter  how  wrong-headed — there  is  grave  danger 
of  their  unintelligent  or  illiterate  followers  enabling  them 
by  sheer  weight  of  numbers  to  do  great  harm  to  the 
King's  Services. 

A  Campaign  of  Misrepresentation. 

At  present  it  is  believed  that  Lord  Northcliffe  is  out 
of  the  country,  therefore  it  seems  fair  to  attribute  to  Lord 
Rothermere  the  campaign  against  the  present  Chiefs  of 
the  Royal  Air  Force  which  began  in  the  Times  on 
Aug.  15th  and  continued  hi  the  Sunday  Pictorial  of 
Aug.  17th.  It  would  appear  that  the  Harmsworth  Press 
is  starting  another  of  its  attempts  to  wreck  a  man  or  an 
institution  ou  whom  or  on  which  the  public  weal 
depends. 

-  The  former  paper  protested  against  the  sum  of 
.£25,000,000  per  annum  being  voted  for  the  R.A.F.,  and 
pointed  out  that  this  was  only  £4,000,000  less  than  the 
pre-war  Army  vote.  To 'any  moderately  intelligent  per- 
son this  would  appear  as  a  complete  non  sequitur,  in  that 
the  R.A.F.  after  the  war  bears  no  relation  whatever  to 
the  Army  before  the  war — especially  in  view  of  the  fact 
that  the  Harmsworth  Press  was  the  most  vigorous,  at 
the  time  when  the  R.A.F.  was  being  formed,  in  arguing 
that  the  Air  Force  must  be  quite  indepeudent  from  the 
Army  and  was  in  fact  much  more  important.  Indeed, 
one  might  quite  easily  quote  the  Harmsworth  Press  in 
favour  of  an  argument  that  the  R.A.F.  Vote  should  be 
bigger  than  those  of  the  Navy  and  Army  combined. 

Furthermore,  the  Times  protested  against  Mr. 
Churchill's  budgeting  for  his  Departments  on  the  assump- 
tion that  £25,000,000  to-day  is  only  worth  what  £12,000,000 
was  worth  before  the  war,  and  suggested  that  Govern- 
ment Departments  should  base  their  finances  on  the  pre- 
war value  of  money.  One  can  scarcely  imagine  the 
Times  of  the  late  Mr.  Delane  publishing  such  a  futile 
argument  or  displaying  such  lamentable  ignorance  of 
history,  but  it  is  scarcely  worth  while  arguing  with  the 
Harmsworth  Press  of  to-day  on  any  subject  requiring 


education  either  in  history  or  economics.  One  may, 
however,  inquire  whether  the  Times,  Mail,  Sunday  Pic- 
torial, Daily  Mirror,  etc.,  operate  on  pre-war  prices?  If 
so,  why  do  we  pay  a  penny  for  a  ha'penny  Mail  and 
threepence  for  a  penny  Times  ? 

Lord  Rothermere's  Attack. 

Lord  Rothermere's  personal  part  in  the  attack  began 
in  the  Sunday  Pictorial  of  Aug.  17th,  in  an  article  under 
his  own  signature.  He  stated  therein  that  it  was  possi- 
ble to  maintain  an  Air  Force  of  20,000  men  on  a  vote  of 
£10,000,000  per  annum,  which  would  provide  25  squadrons 
each  of  20  aeroplanes  of  the  most  modern  type,  "  and 
there  would  be  plenty  of  money  left  to  build  up  a  fine 
auxiliary  service,  similar  to  the  R.N.V.R.,  from  the 
many  civilian  airmen  and  mechanics." 

In  that  one  short  paragraph  Lord  Rothermere  exposes 
his  lamentable  ignorance  of  aviation,  aircraft,  finance, 
foreign  policy,  the  British  Empire,  and  the  English  lan- 
guage. One  would  willingly  give  a  few  years  of  one's 
life  for  the  privilege  of  dealing  faithfully  with  Lord 
Rothermere's  statement  in  those  numerous  papers  which 
are  read  by  the  uneducated  majority  of  the  King's  sub- 
jects. As  it  is,  one  can  only  "do  so  briefly  in  this  paper, 
where  one  is  preaching  to  the  converted.  Still,  a  few 
points  may  be  useful  to  one's  readers  when  they  are 
dtawn  into  argument  with  the  ignorant. 

How  the  Money  Goes. 
Firstly,  25  squadrons  of  20  aeroplanes  apiece  means 
500  aeroplanes.  These  entail  500  more  in  reserve.  Which 
means  1,000  aeroplanes.  At  the  moderate  price  of 
£5,000  apiece  (to  include  big  bombers  and  flying  boats 
at  £20,000  or  £30,000  each  as  well  as  school  machines  at 
£1,500)  that  means  £5,000,000  out  of  Lord  Rothermere's 
ten  millions. 

Secondly,  25  active-service  squadrons  have  to  serve — 
both  for  sea  and  land,  remember — all  our  Naval  and  Mili- 
tary stations  abroad  as  well  as  at  home.  How  would 
Lord  Rothermere  distribute  25  squadrons  between  India, 
Burmah,  Hong-Kong,  Mesopotamia,  Syria,  Egypt,  Aden, 
Malta,  Gibraltar,  British  East  Africa,  British  Central 
Africa,  Somalilaud,  the  Soudan,  West  Africa,  Nigeria; 
and  a  few  other  odd  places  where  British  troops  are 
permanently  stationed,  and  where,  consequently,  there 
must  be  detachments  of  the  R.A.F.  ? 

Also  when  he  has  distributee!  his  25  squadrons — appa- 
rently at  the  rate  of  about  two  machines  per  military 
station  abroad — what  is  he  going  to  do  about  air  stations 
at  home,  and  about  R.A.F.  detachments  with  the  Fleet?. 

Cost  of  Upkeep. 
At  a  very  moderate  estimate  of  post-bellum  prices  and 
rates  of  pay  his  20,000  men  are  going  to  cost  him  £300 
apiece  for  pay,  and  food,  and  uniforms  and  lodging,  so 
that  is  another  £6,000,000  out  of  the  ten  millions.  Thus 
Lord  Rothermere  has  already  spent  a  million  over  and 
above  his  estimate  before  he  has  even  begun  on  such 
things  as  administrative  expenses,  armament,  petrol  and 


654 


The  Aeroplane 


August  20,  1919 


oil,  transport,  travelling,  shipping,  maintenance  of  aero- 
dromes, or  the  pa}-  and  allowances  of  officers. 

From  this  one  may  form  some  estimate  of  Lord  Rother- 
mere's  capacity  for  managing  any  ordinary  business,  let 
alone  one  of  the  King's  Armed  Services  on  which  the 
welfare  of  the  Realm  depends.  One  can  only  be  thankful 
that  his  term  of  office  as  Air  Minister  was  so  short. 
Heaven  knows,  his  Fleet  Street  methods  did  enough  harm 
at  the  Air  Ministry  as  it  was,  but  only  flow  does  one 
realise  how  lamentable  it  would  have  been  if  he  had  re- 
mained in  office. 

That  Resignation. 

His  resignation  apparently  saved  the  R.A.F.  in  the 
Field  from  utter  disaster.  When  Lord  Rothermere  re- 
signed his  retirement  was  ascribed  officially  to  an  attack 
of  bronchitis.  A  cynical  official  remarked  at  the  time, 
"  Bronchitis  is  sometimes  caused  by  cold  feet  and  expo- 
sr.ve."  Certainly  no  exposure  could  be  so  complete  as 
that  which  Lord  Rothermere  has  made  of  his  own  ideals 
and  methods  in  that  one  brief  paragraph  in  the  Sunday 
Pictorial. 

Peace  and  Retrenchment  are  excellent  companions  after 
a  great  and  expensive  war.  But  Folly  and  Meanness 
conibined  in  time  of  peace — a  peace  in  which  over  20 
wars  are  still  raging — can  only  mean  the  ruin  of  the 
British  Empire  just  when  it  is  most  necessary  to  main- 
tain our  prestige  as  a  Great  Power. 

Underlying  Motives. 

In  politics  no  weapon  is  too  dirty  for  use.  and  it  seems 
that  all  these  attacks  on  the  administration  and  organisa- 
tion of  the  R.A.F.  are  part  of  the  political  game. 
Whether  the  attack  is  on  Mr.  Churchill  in  his  dual 
capacity  as  War  and  Air  Minister  is  not  quite  clear,  but 
one  thing  does  seem  quite  clear— namely,  that  Lord 
Rothermere  is  determined  to  undermine  the  position  of 
Sir  Hugh  Trenchard,  Chief  of  the  Air  Staff. 

It  will  be  remembered  that  Lord  Rothermere's  methods 
caused  the  resignation  of  General  Trenchard  early  in 
igiS,  but  that  Sir  Hugh's  public  reputation  and  the 
esteem  in  which  lie  was  held  by  the  personnel  of  the 
R.A.F.  was  greatly  enhanced  by  the  storm  raised  by  his 
usignatiou,  and  that  ultimately  that  same  storm  forced 
Lord  Rothermere  to  resign.  There  seems,  then,  only 
too  much  reason  for  the  popular  impression  that  this 
present  attack  on  the  R.A.F.  is  influenced  by  a  desire 
on  the  part  of  Lord  Rothermere  to  "  get  his  own  back." 

Perhaps  this  impression  is  unjust  to  Lord  Rothermere, 
but  it  is  evident  that  if  the  Air  Force  Vote  is  cut  down 
owing  to  these  attacks  to  a  point  at  which  it  is  impossi- 
ble to  organise  an  adequate  and  efficient  nucleus  Air 
Force — for  it  can  be  nothing  more,  even  on  £25,000,000 
pei  annum— the  Chief  of  the  Air  Staff  and  all  those  offi- 
cers who  are  so  loyally  supporting  his  efforts  must  of 
necessity  resign  in  order  to  save  their  reputations  and  to 
avoid  being  associated  with  what  must  obviously  be  a 
disastrous  failure.  If  the}'  go,  the  whole  R.A.F.  will 
fall  to  pieces,  for  nothing  but  the  personal  loyalty  of 
the  better-class  officers  to  Sir  Hugh  Trenchard  and  his 
Staff  is  holding  the  Force  together  to-dav-      Then  the 


Navy  and  the  Army  will  have  to  start  again  from  the 
beginning  to  build  up  their  own  air  services,  and  the 
remains  of  the  R.A.F.  will  become  a  mere  mockery,  and 
a  very  real  waste  of  money. 

An  Unfortunate  Connection. 

The  Ti))ics  attack  is  accompanied  by  an  unfortunate 
chain  of  circumstances  which  have  given  rise  to  another 
impression  which  should  be  removed  as  soon  as  possible. 
One  mentions  110  names,  because  one  has  a  high  regard 
for  the  officers  concerned,  and  though  they  will  be  recog- 
nised at  once  by  those  "in  the  know  "  it  seems  unneces- 
sary to  give  their  names  to  those  who  are  outside. 

The  Times  is  advised  on  technical  aeronautical  matters 
by  a  distinguished  officer  who  did  much  good  organising 
work  during  the  war,  and  was  at  one  time  closely  asso- 
ciated with  Lord  Rothermere.  His  success  in  the  R.F.C. 
was  largely  due  to  the  high  quality  of  the  work  which 
he  did  on  the  staff  of  a  General  Officer  who  was- responsi- 
ble lor  a  very  great  share  of  the  victory  of  the  R.F.C, 
and  later  of  the  R.A.F.  in  the  Field.  It  is  somewhat 
natural,  therefore,  that  those  who  only  know  so  much 
should  assume  that  the  attack  in  the  Times  is  influenced 
by  a  desire  to  further  the  interests  of  that  General  Officer. 

Knowing  something  of  the  loyalty  of  both  these  officers 
to  the  present  Chief  of  the  Air  Staff  in  the  old  days,  one 
personally  refuses  to  believe  that  either  of  them  would 
be  a  party  to  any  attack  which  would  make  the  task  of 
organising  the  post-bellum  R.A.F.  more  difficult  than 
it  is.  But  it  would  be  well  for  both  if  it  were  made  quite 
clear  that  the  officer  who  has  turned  journalist  disagrees 
entirely  with  the  policy  of  decreasing  the  R.A.F.  Vote  in 
obedience  either  to  political  agitation  or  to  personal 
influence  inspired  by  individual  animosity. 

The  position  is  one  of  very  great  difficulty,  but  there 
are  times  when  a  man  has  to  sacrifice  material  benefits 
for  the  sake  of  his  loyalty  or  of  his  personal  honour. 
And  this  appears  to  be  one  of  them.  Otherwise  people 
who  are  only  partly  cognisant  of  the  facts  are  bound  to 
impute  to  internal  intrigue  some  of  the  responsibility  for 
these  latest  attacks. 

A  Plea  for  Loyalty. 

Those  who  wish  well  to  the  R.A.F.  and  its  great  chief 
can  fight  political  agitators  and  personal  attacks  by  out- 
siders (in  whatever  sense  one  cares  to  interpret  the 
word),  but  a  house  divided  against  itself  cannot  stand. 
And  if  the  R.A.F.  is  to  exist  as  a  separate  Third  Service 
it  can  only  weather  the  present  storm  if  all  within  it  are 
loyal  to  the  existing  administration. 

Personally,  one  still  believes  that  for  purely  tactical 
uses  the  Navy  and  the  Army  should  have  their  own  Aif 
Services  and  their  own  lines  of  supply  of  aircraft.  But 
one  realises  that  a  separate  Air  Force  is  desirable  for 
purely  aerial  operations.  One  believes  that  if  this  Em- 
pire is  to  retain  its  position  in  the  world  it  must  hold 
the  Command  of  the  Air  as  it  held  the  Command  of  the 
vSea.  And  such  Command  can  only  be  held  by  an  ade- 
quate, an  efficient,  and  a  loyal  Air  Force.  Let  all  those 
who  have  their  King  and  Country  at  heart  work  together 
for  that  end.— C.  G.  G. 


R25 — A  sister  ship  of  R23.  R21  and  R2C  —  of  the  external  girder  keel  type. 


August  20,  1919 


The  Aeroplane 


655 


ON  AIRSHIPS. 


Frankly  one  knows  very  little  about  airships.  The 
work  of  editing  this  number  of  The  Akroplane  has 
taught  one  far  more  about  the  design,  construction,  and 
operation  of  airships,  and  about  the  types  of  ships  now 
in  being*,  than  one  knew  before.  One  hopes  therefore 
that  the  readers  of  this  paper,  who  are  mostly  concerned 
with  aeroplanes,  will  find  the  contents  of  this  present 
issue  as  informative  as  have  the  editorial  staff.  The  thanks 
of  the  readers  and  the  staff  alike  are  due  to  the  various 
airship  firms  which  have  contributed  so  much  valuable 
information  and  so  man}'-  interesting  illustrations  for 
the  benefit  of  the  world  at  large,  and  one  hopes  that 
the  resultant  publicity  will  help  materially  in  making- 
better  known  the  claims  of  the  airship  011  the  attention 
of  those  who  hope  to  develop  aerial  transport  and  travel. 

The  One  Drawback. 

There  can  be  no  disputing  the  fact  that  for  long- 
distance non-stop  journeys  the  airship  has  great  advan- 
tages over  the  aeroplane.  Personally  one  is  not 
enamouied  of  the  idea  of  hanging  below  or  sitting  on 
top  of  a  mass  of  highly  inflammable  gas  for  several  days 
at  a  time,  especially  when  that  mass  of  gas  is  driven  by 
engines  of  a  highly  explosive  character.  Nevertheless 
the  records  of  airships  in  the  war  go  to  prove  that  the 
double  risk  of  fire  from  the  engines  and  fire  from  the 
envelope  is  much  less  than  might  be  imagined. 

If  and  when  helium  gas  can  be  produced  on  a  com- 
mercial basis,  and  the  common  petrol  engine  has  been 
superseded  either  by  a  heavy-oil  Diesel-type  engine  or 
by  an  ammonia  turbine,  then  the  airship  will  be  the 
ideal  vehicle  in  which  to  travel.  Dong  before  the  war 
the  Zeppelins  proved  that  an  airship  can  be  wrecked 
either  in  a  forest  or  on  bare  rocks  without  harm  to 
passengers  or  crew.  The  only  genuine  danger  in  air- 
ships is  the  danger  of  fire.  When  once  that  danger  is 
abolished  the  airship  will  be  the  safest  vehicle  in  the 
world. 

The  Task  op  the  Scientist. 

Therefore  one  advocates  most  strongly  that  those 
eminent  scientists  who  are  investigating  and  experiment- 
ing with  airships  should  devote  far  more  attention  to  these 
subjects  than  to  the  improvement  of  existing  engines 
or  to  the  production  of  fabrics  which  are  impermeable 
to  hydrogen.  It  will  be  better  to  abolish  the  causes  of 
fire  than  merely  to  try  to  prevent  its  occurrence. 

Till  that  has  been  done  the  airship  will  never  be  a 
commercial  success.  As  soon  as  it  has  been  done  there 
will  be  no  difficulty  whatever  in  finding  all  the  capital 
needed  for  the  establishment  of  airship  lines  all  over 
the  world.  When  the  non-inflammable  airship  has  been 
produced  airships  will  soon  become  as  common  as  steam- 
ships, or  even  commoner,  for  they  will  cover  the  earth 
as  well  as  the  sea. 

Blimp-Yachting. 
The  big  airships  will  naturally  be  the  property  of  the 
various  States,  or  of  big  transport  lines,  for  their  cost 


will  be  too  great  for  even  a  millionaire,  but  the  small, 
ships,  of  the  S.S.  Class,  commonly  known  as  "  Blimps," 
and  even  the  larger  ships  of  the  N.S.,  or  the  Italian, 
M.  Class,  may  very  well  appeal  to  the  private  owner 
who  in  these  days  keeps  a  yacht.  In  fact  it  is  surpris- 
ing that  110  well-to-do  person  has  yet  acquired  a  private 
airship,  considering  that  they  can  be  bought  so  cheaply 
from  the  Disposal  Board. 

Not  long  ago  an  eminent  airship  officer  proposed  quite 
seriously  to  try  and  form  a  "Blimp-yacht  Club."  His 
idea  was  that  a  number  of  fairly  wealthy  men  should 
join  together  and  buy  one  of  the  disused  R.A.F.  airship 
stations,  such  for  example  as  Polegate — which  is  easily 
reached  by  road  or  rail  from  London.  There  they  would 
keep  a  number  of  small  ships  and  spend  their  week- 
ends "yachting"  over  the  South  Downs. 

The  prospect  is  distinctly  alluring,  for  the  small  air- 
ship can  do  things  which  the  aeroplane  can  not.  The 
downland  of  England  or  the  mountains  of  Scotland  or 
Wales  are  about  as  interesting  as  the  Fen  Country  when 
seen  from  a  height  at  which  it  is  safe  for  an  aeroplane 
to  fly  over  them.  The  airship,  on  the  other  hand,  can 
paddle  about  just  over  the  tree-tops,  or  along  the  middle 
of  valleys,  so  that  views  can  be  seen  from  it  which  are 
unobtainable  in  any  other  way. 

Even  if  an  aeroplane  pilot  foolishly  takes  the  risk  of 
flying  so  low  he  must  tear  along  at  60  miles  an  hour 
or  more,  whereas  an  airship  can  remain  stationary  over 
one  point  if  so  desired.  Consequently  as  a  pure  pleasure 
vehicle  the  small  airship  combines  all  the  pleasures  of 
yachting  and  motoring  without  the  discomforts  of  either. 

As  in  the  case  of  the  big  ships  the  only  danger  is  fire. 
This  danger  must  be  overcome  before  Blimp-yachting 
can  become  popular,  but  even  as  things  are,  there  is  no 
doubt  that  a  Blimp-yacht  Club  might  be  made  a  genuine 
success  if  taken  in  hand  by  energetic  people. 

In  fact  one  believes  that  if  a  well-run  business  firm 
took  the  matter  in  hand  and  bought  a  number  of  disused 
Blimps,  it  could  make  a  commercial  success  of  a  kind  of 
combined  Blimp-yacht  Club  and  a  "joy-ride"  concern. 
Many  thousands  of  those  who  have  tried  aeroplane  joy- 
riding as  a  sport  would  try  Blimp-yachting  as  a  novel 
experience,  and  would  find  that  actually  it  is  a  more 
pleasurable  form  of  amusement  than  aeroplane  flying, 
though  obviously  very  inferior  as  a  means  of  quick 
communication. 

A  Clear  Future. 
Admittedly  airships  are  still  in  their  infancy,  though 
certainly  a  600  ft.  infant  which  travels  to  America  and 
back  is  a  fairly  healthy  affair.  There  are  many  develop- 
ments to  take  place  before  we  travel  by  airship  in  the 
s'-me  casual  way  as  we  travel  by  sea-ship.  But  those 
developments  are  plainly  to  be  seen  ahead,  so  the  future 
of  the  airship  does  not  depend  011  unknown  factors,  but 
simply  on  the  energy,  enterprise,  and  faith  in  aeronautics 
of  those  who  are  to-day  responsible  for  airship  develop- 
ment.— C.  G.  G. 


I 


R27. — The  first  of  the  R23X  Ctass,  British  rigid  ships  without  extenai  keel.    The  centre  car  has  bttu    replace,!   b*.    "  wing  "'  cars 

containing  one  engine  apiece. 


6k6 


The  Aeroplane 


August  20,  1919 


THE   GOVERNMENT  AEROPLANE 


The  announcement  made  by  Major-General  J.  F.  B. 
Seely,  C.B.,  C.M.G.,  D.S.O.,  Under-Secretary  oi  State 
for  Air,  that  the  Department  of  Civil  Aviation  proposes 
to  offer  prizes  to  the  aggregate  amount  of  ,£64,000  for 
aeroplanes  suitable  for  commercial  purposes,  with  a 
special  eye  to  the  development  of  safe  and  comfortable 
machines,  will  naturally  arouse  some  interest.  Unfor- 
tunately no  details  of  the  proposed  competition  are 
vouchsafed,  and  it  is  impossible  to  judge  of  the  results 
likely  to  be  produced. 

£,64,000  is  a  useful  little  sum.  Wisely  expended  in 
the  form  of  rewards  for  good  work,  it  may  produce  a 
very  appreciable  effect  on  the  development  of  commercial 
aviation  in  this  country;  but  by  itself  it  will  not  keep 
the  British  aircraft  manufacturers  going  for  long.  At 
best  it  can  only  be  an  encouragement. 

Many  of  the  readers  of  The  Aeroplane  will  remember 
the  Military  Aeroplane  Trials  of  1912,  upon  which  both 
British  and  foreign  aircraft  constructors  spent  much  time, 
money,  and  trouble  in  the  belief  that  a  good  showing 
there  would  secure  substantial  orders  from  the  British 
Government. 


COMPETITION. 

Iu  the  result  the  late  Mr.  S.  F.  Cody  reaped  a  well- 
merited,  if  inadequate,  reward  for  his  patience  and  per- 
severance, and  the  remaining  competitors  were  the  worse 
by  approximately  the  cost  of  competing. 

If  the  Department  of  Civil  Aeronautics  is  to  follow  in 
the  footsteps  of  its  military  predecessor  of  1912,  and  if 
British  aircraft  manufacturers  are  to  be  treated  in  the 
same  shabby  way  as  they  then  were,  one  can  expect  no 
good  to  come  of  the  competition. 

If,  on  the  other  hand,  the  conditions  are  so  drawn  up 
as  adequately  to  encourage  the  development  of  types  of 
aircraft  which  shall  really  be  valuable  for  commercial 
purposes,  and  if  there  is  really  an  undertaking  that  the 
Department  of  Civil  Aviation  will  take  proper  steps  to 
assist  competitors  in  securing  some  real  reward  in  the 
shape  of  orders,  the  ^ornpetiticn  deserves  every  support. 

It  does  not  seem  probable  that  the  Air  Ministry  can 
itself  give  orders  for  commercial  aircraft,  but  it  may 
influence  other  people.  It  is  surely  not  possible  that 
Major-General  Seely  has  succeeded  in  awakening  the 
Postmaster-General,  but  he  may  do  so  by  sufficient 
assiduitv. 


ANOTHER  HONOUR. 

All  will  rejoice  at  the  further  honour  conferred  on  the 
Royal  Air  Force  by  the  promotion  of  Sir  Hugh 
Trenchard,  Bart.,  K.C.B.,  D.S.O.,  to  the  rank  of  Air- 
Marshal.  This  promotion  gives  Sir  Hugh  equivalent 
rank  to  a  Lieut. -General  in  the  Arm}',  and  raises  the 
B..A.F.  to  the  dignity  of  an  Army  Corps  of  the  Army. 

The  only  fry  in  the  ointment  is  the  fear  lest  the  present 
ill-advised  campaign  for  economy — which  appears  to  be 
degenerating  into  a  war  of  personal  interests — should 
leave  the  Air-Marshal' without  an  Air  Force  to  marshal, 
for  if  the  Air  Force  Vote    is    to    be    reduced  below 


^25,000,000  the  Air  Force  is  likely  to  become  an 
organisation  like  unto  the  armies  of  Central  American 
States,  consisting  of  many  Generals  and  a  few  sentries. 

THE    ABANDONMENT    OF  AIRSHIPS. 

It  is  alleged  that  the  whole  airship  construction  programme  is 
to  be  abandoned  and  that  the  existing  airship  stations  and  airships 
will  carry  on  as  best  they  can  with  "nucleus  crews."  This 
would  be  quite  in  accord  with  the  best  Lloyd-Georgian  methods. 
As  there  is  not  likely  to  be  any  demand  for  airships  in  war  dur- 
ing the  lifetime  of  most  members  of  the  present  Government, 
abolish  airships  and  let  posterity  build  its  own.  As  a  famous 
politician  of  the  past  is  reported  to  havo  said  :— "Damn  pos« 
ferity  !    What  has  posterity  done  for  us?" 


THE  I'.S.  AlRSfilF  SERVICE. — A  "  C  "  Class  ship  on  the  ground.    The  method  oi  attaching  tbe  headrope  is  noteworthy. 


August  20,  1919 


The  Aeroplane 


656A 


COMMERCIAL  AVIATION 


FOR    MATTERS  CONCERNING 


ALL  TYPES  OF  "LIGHTER  THAN  AIR"  CRAFT 


APPLY  TO 


AIRSHIP 

THE     BRITISH    AIRSHIP    CONSTRUCTORS     WITH    A    PRE  =  WAR  HISTORY! 


OFFICES  &  WORKS 

AIRSHIPS 

LONDON  OFFICE 

HIGH  ST.,  MERTON,  S.W  19. 

SPHERICALS 

27  BUCKINGHAM  GATE,  S.W.i. 

TELEPHONE : 

WIMBLEDON     1314,  1315. 

KITE  BALLOONS 

TELEPHONE : 

TELEGRAMS  : 

HANGARS  TENTS 

VICTORIA  7932. 

SKYSTONE,    MERT,  LONDON. 

ETC. 

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The  Aeroplane 


August  20,  igjg 


AIRSHIPS   IN  THE  WAR— AND  THE  FUTURE. 

By  Peter  Geoffreys. 


Before  the  war  it  was  not  unusual  to  regard  the  airship  as  some- 
thing in  the  nature  of  an  extravagantly  impracticable  mammoth, 
possessing  a  large  and  costly  appetite,  a  delicate  constitution  and 
negligible  utility.  It  was  also  thought  that  the  airship,  like  the 
mammoth  would  meet  an  early  termination  of  its  existence  as  the 
inevitable  consequence  of  misevolution.  Nevertheless  the  airship 
is  still  with  us. 

-  The  Naval  Aspect. 

In  the  naval  side  of  the  war  to  which  the  activities  of  airships 
have  been  generally  confined,  the  results  produced  by  airships  in 
their  proper  sphere,  have  not  only  justified  their  existence,  but  have 
earned  for  them  an  established  place  in  naval  strategy,  with  possi- 
bilities for  future  development  wider  and  very  much  more  easily 
realisable  than  those  in  prospect  for  heavier-than-ah  machines. 

Unhappily,  during  the  war,  the  enemy  enjoyed  the  advantage  of 
preponderating  strength  in  rigiJ  airships  capable  of  extended  action 
with  a  fleet  at  sea,  and  hostilities  ended  just  too  soon  to  allow 
British  effort  to  take  effect. 

For  three  years  Germany  was  able  to  maintain  almost  unhindered 
aerial  reconnaissance  with  Zeppelins  over  the  North  Sea,  excluding 
coastal  patrols.  Lord  Jellicoe  in  his  book  has  indicated  the  extent 
to  which  this  advantage  might  have  assisted  a  more  offensively 
inclined  enemy. 

In  certain  circumstances,  Lord  Jellicoe  pointed  out,  a  rigid  air- 
ship may  have  the  value  of  two  cruisers.  This  comparison,  one- 
might  add,  refers  to  the  highly  developed  modern  cruiser  in  rela- 
tion to  the  present  type  of  rigid  airship,  which  has  scarcely  passed 
from  its  teething  stage. 

In  the  Atlantic? 
Naval  warfare  of  the  future,  it  may  reasonably  be  supposed,  will 
be  subject  to  modification.  The  capital  ship  must  always  be  a  de- 
cisive factor,  but  it  is  probably  correct  to  prophesy  that  the  duties 
of  the  smaller  fry  of  seacraft  will  be  increasingly  usurped  by  air- 
craft ;  primarily  by  rigid  airships  by  virtue  of  their  superior  air 
endurance. 

The  rate  of  development,  as  regards  airships,  may  be  partially 
dependent  upon  a  rather  indeterminable  factor — non-inflammable 
Kas.  According  to  official  announcements  in  the  United  States, 
helium  gas  is  already  being  produced  in  fairly  large  quantities  in 
Texas.  Whether  supplies  will  be  available  for  British  airships, 
and  whether  other  sources  for  its  production,  as  yet  unknown,  may 
be  discovered  are  questions  for  the  future.  Newspaper  reports 
suggest  that  helium  has  been  recently  found  in  Canada. 

The  future  of  non-rigid  airships  in  war  is  less  easy  to  predict. 
The  non-rigid  type  appears  to  have  little  value  for  any  other  naval 
pr  military  purposes  than  submarine  hunting  in  military  opera- 
tions against  semi-civilised  tribes  and  to  a  limited  extent  for  train-  . 
ing  the  personnel  of  rigids.  As  it  is  possible  that  submarine  war- 
fare may  in  future  be  banned  by  the  League  of  Nations,  the  most 
important  of  these  functions  may  cease  to  exist.  In  any  case,  non- 
rigids  can  be  built  by  one  country  as  fast  as  another  can  turn 


out  submarines.  Possibly  the  developmcirt-of  a  satisfactory  system 
of  towing  non-rigids  from  seacraft  might  create  a  new  and  im- 
portant function  for  small  airships. 

In  peacetime,  Service  non-rigid  airships  may,  it  is  proposed,  be 
employed  in  connection  with  colonial  photographic  surveys,  for 
which  purpose  they  are  very  well  suited.  The  field  for  activity 
in  this  direction  is  enormous.  India  alone  among  the  Dominions 
and  Crown  Colonies  has  as  yet  received  exact  topographical  sur- 
vey, and  incidentally,  of  the  whole  land  surface  of  the  world  only 
about  one-sixth  has  been  exactly  surveyed. 

British  Non-Rigid  Development. 

British  progress  in  airship  design  has  proceeded  in'  two  parallel 
lines,  allied  but  virtually  independent,  in  the  development  of  the 
non-rigid  and  rigid  types. 

To  those  associated  with  the  non-rigid  school  jhe  more  credit 
is  due,  for  as  a  result  of  their  work,  conducted  without  contem- 
porary assistance  or  influence,  the  British  non-rigid  is  the  finest 
lor  its  size  in  the  world,  superior  in  many  respects  to  the  Italian 
semi-rigid  vessels  of  considerably  longer  pedigree. 

It  has  often  been  said,  apropos  of  locomotive  design,  that  when 
an  English  engineer  sets  out  to  improve  his  engine  he  contrives 
to  take  something  off  it,  whereas  the  Frenchman  devises  some- 
thing new  to  put  on.  The  same  principle  has  applied  to  airship 
design.  Simplicity  is  the  chief  characteristic  of  the  British  types, 
while  refined  complexity  marks  the  majority  of  Continental  models. 

The  requirements  of  the  anti-submarine  patrol  have  demanded 
from  our  airships  high  speed,  reliability  and  endurance,  with  which 
is  included  comfort  for  the  crew;  height  lias  been  an  unimportant 
factor.  There  are  the  qualities  which  distinguish  British  non- 
rigids  and  generally  speaking  will  respond  to  the  needs  of  com- 
mercial air  transport. 

As  the  Admiralty  has  announced  its  intention  of  selling  a  num- 
ber of  non-rigid  airships,  one  presumes  that  it  is  permissible  to 
mention  that  during  the  war  a  new  and  highly  satisfactory  method 
has  been  developed  for  protecting  the  outer  surface  of  non-rigid 
airship  envelopes. 

This  process  is  applied  in  conjunction  with  the  rubber  proofing, 
and  consists  of  depositing  a  mixture  of  rubber  and  aluminium 
powder  on  to  the  fabric  in  a  thin  layer,  by  means  of  a  form  of 
rotary  printing'  machine.  Most  of  the  non-rigid  envelopes  are 
made  of  this  aluminium-faced  fabric,  which,  whilst  combining 
the  good  qualities  of  impermeability  and  durability,  requires  no 
dope. 

Imported  Luxuries. 

Whilst  it  is  true  that  the  lead*  of  twelve  years  which  Germany 
had  gained  with  rigid  airships  has  to-day  been  reduced  to  two, 
this  achievement  cannot  be  attributed  to  oiiginality  on  the  part 
of  our  rigid  airship  designers. 

Extraordinary  progress  has  nevertheless  been  made  in  construc- 
tional technique  and  in  minor  detail  design,  despite  the  limitations 


IN  AMBUSH  :  An  S.S.  "Twin"  and  two  S.S.  "Zero"  Airships  berthed  in  a  mooring-out  station. 


-August  20,  1919 


The  Aeroplane 


656c 


The  London  &  Provincial  Aviation  Co., 
stag  lane  aerodrome, 


EDGWARE. 


Kingsbury  102. 


Having  closed  our  business  we  have  the  following 

AIRCRAFT  FOR  DISPOSAL. 


1919  MODELS. 

1  50  H.P.  GNOME  L.  &  P.  2-SEATER  DUAL 
CONTROL  FUSELAGE  BIPLANE,  in  new 
condition,  complete  with  spare  engine  (just 
overhauled  and  tested)  and  propellor. 

PRICE  £285 

1  Similar  Lot. 

1  50  H.P.  GNOME  L.  &  P.  2-SEATER  DUAL 
CONTROL  FUSELAGE  BIPLANE,  just  been 
completely  overhauled  and  re-covered,  com- 
plete with  spare  engine  (just  overhauled  and 
tested)  and  propellor,  PRICE  £275 

These  machines  have  a  factor  of  safety  of  8,  and  are  of  the  best 
construction  throughout.  All  have  been  looped  and  spun  on  their  tests. 
Speed  on  level  60-65  m  P  h.  Landing  speed  32  m.p.h.  On  a  solo  height 
test  one  of  these  machines  reached  a  height  of  y,ooo  feet  in  45  minutes. 

SPARES. 

In  case  of  spares  being  required  for  these  aeroplanes  or  engines  we 
have  a  large  quantity  in  stock  which  can  be  obtained  at  reasonable  prices. 

We  also  have  a  number  of  CAUDRON  type  training  machines 

in  good  condition  for  sale. 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


The  Aeroplane 


August  20,  19 19 


imposed  by  war  conditions,  and  it  is  probable,  therefore,  that  R33 
and  R34,  launched  since  the  Armistice,  are  superior  to  their  pro- 
totype, the  L33  brought  down  at  Little  Wig-borough. 

The  previous  British  efforts,  R9,  R23,  Ra3X  and  R31  classes, 
were  not  remarkable  for  any  particular  virtues.  On  the  other 
hand,  only  one  instance  is  to  be  recorded  of  an  utter  failure,  and 
that  was  the  result  of  defective  material  and  the  lack  of  time  avail- 
able for  preliminary  tests,  rather  than  faulty  conception.  The  ply- 
Wood  airship,  R33,  is  that  to  which  one  refers. 

Even  though  the  early  rigid  airships  failed  to  fulfil  many  hopeful 
expectations,  they  satisfactorily  served  the  purpose  for  .which  they 
were  rightly  intended — that  of  training  the  multi-graded  personnel 
in  readiness  for  airships  capable  of  Fleet  work. 

Altogether  eleven  rigid  airships  had  been  completed  or  -were 
nearing  completion  the  close  of  the  war.  At  the  time  of  writing, 
May,  1919,  it  is  freely  reported  that  a  new  class  of  rigid  airship 
has  been  laid  down  which  will  have  a  volume  approaching  3,000,000 
cubic  ft.  of  gas.  From  comparative  data,  such  an  airship  might 
be  presumed  to  develop  a  speed  of  about  70  miles  an  hour,  with  an 
endurance  of  upwards  of  8  days.  With  the  German  constructors 
reduced  to  a  state  of  impotency,  this  new  airship  will  be  the  largest 
■existent. 

War  Records. 

Figures  relating  to  the  work  of  the  Airship  Service  have  already 
appeared  in  the  Press,  and  one's  excuse  for  repeating  them  here 
is  that  they  may  be  readily  available  for  reference. 

A  sum  total  of  2,245,800  miles  has  been  flown  on  service  during 
the  war,  representing  an  air  endurance  of  87,700  hours  ;  the  bulk 
of  this  Hying  has  been  carried  out  over  the  sea,  with  a  total  loss 
of  life  from  all  causes  of  16  officers  and  32  men. 

At  the  beginning  of  the  war,  seven  airships,  two  only  of 
which  could  be  regarded  as  effective,  were  in  commission.  One 
airship  station  was  in  working  order  and  another  in  an  unfinished 
condition,  excluding  a  few  privately-owned  sheds.  The  airship 
•constructing  industry  in  this  country  was  to  all  indents  and  pur- 
poses non-existent. 

On  October  31st,  1918,  103  airships  of  all  types  were  in  opera- 
tion, a  chain  of  airship  base  stations  and  mooring-out  stations  had 
been  created  around  the  coasts  of  England  and  part  of  Scotland, 
and  an  almost  continuous  patrol  was  maintained  over  the  War 
Channels  from  the  Scillies  to  Scapa  Flow.  The  British  airship 
industry  was  in  1919  the  most  powerful  of  its  kind  in  the  world. 
Whether  it  remains  so  is  a  matter  for  Parliament  and  the  Trea- 
sury to  decide. 

Allied  Activity. 

Italy.- — Considering  first  the  work  of  Italy,  as  befits  the  most 
insistent  of  our  allies,  it  is  interesting  to  observe  that  in  Europe 
the  Italians  stand  alone  in  maintaining  a  military  airship  service. 
Moreover,  the  Italian  airship  represents  a  striking  power  of  con- 
siderable value  against  a  neighbour  ill-equipped  with  heavier-lhan- 
air  machines.  In  addition  to  the  military  airships,  a  certain  num- 
ber of  vessels  are  operated  by  the  Italian  Navy. 

During  the  war  numerous  raids  were  carried  out  by  Italian 
airships  on  Pola,  Trieste,  St.  Marco  Docks,  and  various  points 


of  importance  behind  the  Austrian  lines.  Further,  it  is  reported 
that  the  bombing  operations  of  the  airships  during  the  -big 
Italian  retreat  in  '1917  contributed  materially  to  the  success  of 
the  withdrawal. 

In  design  the  Italians  have  adhered  to  the  semi-rigid  system, 
which  has  been  brought  to  a  high  pitch  of  jx-.rfection  in  the 
M  type. 

The  conditions  underlying  design  in  Italy  an  fundamentally 
different  to  those  in  this  country.  Height  has  'been  the  primary 
object  in  view,  owing  to  the  necessity  for  evading  hostile  gun- 
fire. Endurance  has  been  a  secondary  consideration,  because 
(the  raiding  flights  performed  were  seld^n  or  never  of  long 
duration.  That  speed  has  'been  neglected  is  evident  from  the 
bulky  unfaired  cars  and  the  multiplicity  and  length  of  rigging 
cables  of  most  Italian  craft.  In  Italy  the  winds  are  consider- 
ably less  in  average  force  than  in  Britain,  and  therefore  a 
relatively  high  rate  of  speed  has  not  been  essential. 

The  Italian  designers  have  5 aerified  a"  -other  qualities  in  order 
to  increase  the  maximum  ceiling  of  their  vessels,  and  in  this 
object  they  have  been  enormously  assisted  by  the  superabundance 
of  skilled  labour  at  their  disposal,  which  1  as.  permitted  extreme 
structural  lightness  to  toe  obtained  and,  incidentally,  truly  Latin 
excellence  of  craftsmanship. 

Contrary  to  popular  belief,  the  Forlanini  anel  Usuelli  types 
have  not  been  very  extensively  employed,  although  the  Forlanini, 
at  least,  has  well  kept  pace  with  contemporary  progress. 

France. — French  interest  in  the  airship  appears  to  have 
languished  since  the  war  proved  the  vulnerability  of  lighter- 
than-air  craft  in  modern  coniitions  of  warfare  en  land  against 
a  well-armed  enemy. 

A  useful  rype  of  non-rigid  airship  has  been  evolved  with 
which  to  operate  against  enemy  submarines  around  French  ports, 
but  the  necessity  for  energetic  measures-  has  been  less  urgent, 
and  comparably  the  progress  of  development  has  been  less  rapid 
than  in  this  country. 

United  States. — The  Americans  can  be  congratulated  on 
acquiring,  amongst  other  valuable  information  imported  into 
the  United  States  during  the  past  two  jears,  the  knowledge 
which  has  enabled  them  to  produce  helium  and  has  given  them 
the  means  of  applying  it  with  the  best  effect  in  practice. 

It  is  presumably  permissible  to  mention  that  numerous 
Americans  have  undergone  training  at  Airship  Stations  in  this 
country'  and  in  France,  returning  to  the  I'nited  States  with 
complete  information  as  to  the  manner  in  which  years  of  exper  i- 
ence dire:t  that  airship  services  should  be  conducted.  More- 
over, both  British  and  French  airships  have  been  purchased  and 
conveyed  to  America,  where  designers  have  had  the  opportunity 
of  gleaning  the  latest  ideas  from  Old  World  construction. 

The  American  building  programme,  as  disclosed  to  the  Senate 
with  the  introduction  of  the  Naval  Estimates  on  Nov.  28th  last 
year,  provided  for  the  construction  of  thpee  larg.-  rigid  airships, 
in  addition  to  a  host  of  non-rigid  vessels.  Possibly  this  scheme 
has  since  been  modified,  but  there  is  reason  to  believe  that 
America,  in  pursuance  of  her  Naval  policy  <^nd  enjoying  a't 
present  an  important  advantage  as  the  sole  producer  of  helium 


AN  AMERICAN  NON-RIGID. — A  "  B  "  Ctef-s  Airship  fitted  with  cruciform  fins. 


August  20,  19 19 


The  Aeroplane 


657 


THE  FIRST  AIRSHIP  TO  CROSS 
THE  ATLANTIC  MAKING  THE 
ROUND    TRIP    INSIDE   11  DAYS. 


ADMIRALTY  TELEGRAM: 

"  Hearty  congratulations  upon  the  splendid  performance 
of  R.34,  to  the  success  of  which  the  good  workmanship 
and  cordial  co-operation  of  your  firm  have  so  greatly 
contributed." 

Built  by 

WILLIAM  BEARDMORE  &  COMPANY  LIMITED. 

Naval  Construction  Works, 

REGISTERED  OFFICE :                 DALMU1R.  LONDON  OFFICE: 

PARKHEAD  STEEL  WORKS  36,  VICTORIA  STREET, 

AND  ROLLING  MILLS,  AIRSHIP  SHED  AT  INCHINNAN,  WESTMINSTER, 

GLASGOW.                 RENFREWSHIRE.  S.W.I. 


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€58 


The  Aeroplane 


August  20,  igig^ 


KINDLY    MENTION    "THE    AEROPLANE"    WHEN    CORRESPONDING   WITH  ADVERTISERS 


August  20,  1919 


The  Aeroplane 


659 


6€ 


VICKERS  vimy.  COMMERCIAL" 


10  Passengers  or  1  Ton  Mails,  or  Freight. 
Endurance  5  hours, 


C  3NTRACTORS 

TO  H.M. 
GOVERNMENT. 


Telegraphic  Address 
Vickerfyta,  Knights,  London 


Aviation  De  artment, 
Imperial  Court,  Basil  Street, 
KNIGHTSBRIDGE,  S.W.3. 


Telephone  ■ 
Kensington  6520  (4  Lines). 


KINDLY    MENTION    "THE    AEROPLANE"       WHEN    CORRESPONDING    WITH  'ADVERTISERS 


66o 


The  Aeroplane 


August  20,  1919 


i6 


THE   TRANSATLANTIC  FLIGHT. 

VICKERS  -  vimy  -  ROLLS 99 


The  first  direct  Flight  from  Newfoundland  to  Ireland  (1,900  miles)  was  accomplished 
by   this   Aeroplane   in  57  hrs    57  mins.  4  tons    of    Petrol   and  Oil  were  used. 


Aviation  Department, 
Imperial  Court,  Basil  Street, 
KNIGHTSBRIDGE,  S.W.3. 


Telegraphic  Address  : 
Vickerfyta,  Knights,  London 
Telephone  : 
Kensington  6520  (4  lines). 


KINDLY    MENTION    •'  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


August  20,  1919 


1  he  Aeroplane 


661 


66 


VICKERS  -  vimy  -  BOMBER 


99 


1  Ton  Bombs.   Endurance  6  hours,  3  Passengers. 
Full  Military  Load,  etc. 


Telegraphic  Address: 
Vickerfyta,  Knights,  London 


CONTRACTORS  TO  H.M  GOVERNMENT. 

Aviation  Department, 
Imperial  Court,  Basil  Street. 
KNIGHTSBRIDGE  S.W.3. 


Telephone : 
Kensington  6520  (4  lines; 


KINDLY  MENTION 


THE    AEROPLANE"    WHEN    CORRESPONDING    WITH  ADVERTISERS 


662 


The  Aeroplane 


August  20,  1919 


gas,  will  make  a  strong  bid  for  supremacy  with  airships,  both 
in  peace  and  war. 

The  Spiritual  Home  of  the  Rigid. 

It  is  scarcely  necessary  to  recount. the  work  of  the  German 
airships  in  the  war,  beyond  emphasising  the  in.portance  of  their 
activities  as  sea  scouts.  The  development  of  the  Zeppelin, 
however,  us  an  interesting  and  little  known  subject. 

Strange  as  it  may  seem  when  comparing  the  performance  of 
the  pre-war  types  with  that  of  the  latest  airship  of  the  L70 
class,  Zeppelin  development  has  made  apparently  not  more  than 
four  distinct  advances  since  1914.  and  only  two  of  these  have 
been  accompanied  by  a  material  change  in  dimensions. 

In  1916,  the  serial  numbers  of  the  '%"  airships  broke  off 
abruptly  at  L24.  This  was  not,  as  might  have  been  supposed, 
an  indication  that  the  Germans  intended  to  re&se  construction, 
for  before  long  appeared  the  first  vessel  of  a  new  and  enlarged 
type  with  a  capacity  of  two  million  cubic  ft.  This  airship  had 
a  considerably  improved  form  (closely  similar  in  silhouette  to 
the  Schiitte-Lanz)  and  six  240  h.p.  Maybach  engines,  producing 
a  maximum  speed  of  60-62  m.p.h. 

Following  upon  this  achievement,  the  German  designers  pro- 
ceeded diligently  to  elevate  and  to  improve  the  new  model. 
Elevation  was  the  principal  object  in  order  to  enable  the  ships 
to  rise  above  the  range  of  anti- aircraft  gunfire  As  a  result, 
the  next  type,  commencing  at  the  beginning  of  1917  with  L40, 
rame_  to  toe  known  as  the  "height-climbing"  class — this  is  the 
type  illustrated  in  the  photograph  elsewhere. 

Broadly  speaking,  the  dimensions,  capachy  and  general 
arrangement  of  L40  were  identical  with  those  of  L30.  The 
hull  structure  was  considerably  lightened,  smaller  fish-fonn 
gondolas  were  fitted,  and  five  engines  were  installed  instead  of 
the  six  in  L30,  involving  the  deletion  of  the  "wing"  propellers 
driven  from  the  after  car.  These  modifications  not  only  raised 
the  ceiling  of  the  class  to  about  20,000  ft.,  but  actually  resulted 
in  an  increase  in  speed. 

Next,  towards  the  end  of  1917,  came  the  "long  range"  class 
of  Zeppelin,  probably  beginning  with  L57.  It  may  be  re- 
membered that  L57  was  the  airship  with  which  an  attempt  was 
made  to  fly  from  Transylvania  to  East  Africa  with  medical 
stores.  The  "long  range"  class  was  slightly  larger  than  its 
predecessors,  containing  approximately  2,200,000  cubic  ft.  of  gas 
when  full.  Probably  five  500  h.p.  Maybach  engines  were 
installed. 

Retiring  once  more  to  refine  the  new  breed,  the  Zeppelin 
designers  delivered  the  highly  efficient  L70,  a  ship  more  or  less 
of  the  same  tonnage  as  the  L57,  but  equipped  with  seven 
300  h.p.  Maybach  engines.  This  airship  was  reported  to  be 
capable  of  a  full  speed  of  more  than  77  miles  p°r  hour  and  of 
a  static  rise  to  21,000  ft. 

From  the  beginning,  the  system  of  development  has  been 
thoroughly  characteristic  of  the  Teutonic  mind.  Each  advance 
has  been  the  result  of  laborious  experiment.  In  fact,  it  may 
be  said  that  each  airship  produced  has  been  expi  rimental. 

This  principle  of  step  by  step  progression  has  been  par- 
ticularly noticeable  in  the  design  of  the  hull  structure.  Airships 
belonging  to  each  separate  class  and  built  to  the  same  general 
specification  have  rarely  been  identical  in  detail  composition. 
Generally,  the  aim  has  been  to  lighten  each  successive  ship  to 
the  uttermost  degree,  until  indeed  a  point  has  been  reached 
where  a  breakage  in  the  air  has  necessitated  restrengthening, 
"and  weight  has  again  had  to  be  added.  As  a  means  of  rapidly 
attaining  maximum  practical  efficiency,  irrespective  of  other 
considerations,  the  system  has  much"  to  commend  it. 

Airships  in  Co.yimerce. 

In  the  light  of  present  knowledge,  the 
question  of  the  employment  of  aircraft 
in  commercial  or  postal  undertakings,  as 
distinct  from  advertisement  and  orna- 
mental displays  and  pleasure  flying,  is 
an  uncertain  one. 

After  the  first  rather  hysterical  mani- 
festation of  enthusiasm  for  air  transport, 
there  has  appeared  a  realisation  of  th r- 
many  difficulties  which  must  be  faced  in 
developing   commercial  aeronautics. 

So  far  as  aeroplanes  are  concerned,  it 
is  generally  considered  that  long  distance 
communication  over  land  constitutes  the 
most  fruitful  field  for  activity,  but  even 
so  it  appears  that  the  time  is  not  yet  ripe 
for  extensive  development.  The  use  of 
seaplanes  and  flying-boats  for  overwater 
traffic  is  equally  dependent  upon  ad- 
vances being  made,  although  less  affected 
by  competition  from  existing  methods  of 
transport  than  is  the  case  with  aero- 
planes operating  over  land. 

The  position  was  •  summed  up  in 
a     lecture,     in     May     of     this  year, 


to  the  Liverpool  Chamber  of  Commerce  by  Maior-General  Sir 
Fredk.^  Sykes,  Controller-General  of  Civil  Aviation,  when  he 
said,  "There  seems  to  be  what  I  can  only  describe  as  a  gap  in 
front  of  us.  We  can  mentally  pick  up  the  probable  future  curve 
of  progress  some  little  way  ahead.  But  there  is  some  very 
important  missing  link  somewhere." 

Turning  to  airships,  General  Sykes  continued,  "It  is  possible 
that  the  airship  may  help  us  to  advance  in  many  directions 
whilst  the  'gap'  is  being  bridged.  At  all  events,  tooth  the 
heavier-  and  lighter-than-air  types  of  aircraft  have  their  appro- 
priate places  in  aviation." 

For  long-distance  flying  over  wide  expanses  of  sea  or  land 
unsuitable  for  aeroplane  traiTic,  the  airship  has  many  definite 
advantages,  and  this  is  certainly  its  appropriate  function.  More- 
over, there  are  many  arguments  in  favour  of  employing  airships 
for  journeys  such  as,  for  example,  London  to  India  and  Australia, 
which  are  frequently  considered  to  be  the  prerogatives  of  aero- 
planes. 

The  large  rigid  airship,  capable  of  flights  of  2,000-3,000  miles 
carrying  a  commercial  load,  could  lay  a  direct  course,  avoiding 
high  mountains,  of  course,  to  any  destination,  without  regard  to 
the  suitability  of  the  intervening  terrain  for  landing  and  re- 
fuelling purposes.  India  could  be  reached  with  one  stop  at 
Cairo.  A  prolongation  of  the  flight,  via  S.ngapore,  would  take 
the  vessel  to  Australia  in  one  nearly  straight  line  throughout  the 
journey.  Compare  this  with  the  -suggest'.*!  seroplane  route  to 
the  East,  which  involves  the  formation  of  scores  of  repair 
and  re-fuelling  depots,  intermediate  landing  grounds  and 
emergency  alighting  grounds  in  all  sorts  of  Accessible  places, 
constituting  the  links  of  a  deviously  winding  chain  across  three 
continents. 

Considering  the  question  of  speed,  the  fastest  t}pe  of  aero- 
plane at  all  iikely  to  be  useful  for  load  carrying  would  attain 
a  maximum  speed  of  125  m.p.h.  The  Handley-Page  machines 
are  limited  to  approximately  95  m.p.h.  It  is  customary  service 
practice  when  estimating  average  ground  speed  to  deduct  at  least 
25  p.c.  from  the  maximum  air  speed  of  a  machine  on  account 
of  adverse  winds.  Also,  fully  10  p.c.  can  further  toe  deducted 
for  the  time  lost  at  stopping  places.  This  allows  a  halt  of 
30  min.  every  400  miles — certainly  a  reasonable  amount.  There- 
fore, 80  m.p.h.  is  probably  the  maximum  speed  now  attainable 
with  aeroplane  transport. 

On  the  other  hand,  the  commercial  airship  svould.be  designed 
to  have  a  full  speed  of  80  m.p.h.  and  a  cruising  speed  of  60 
m.p.h.  at  half  power.  Her  course  would  be  direct,  and  in  the 
aggregate  the  time  for  a  long  journey  would  not  be  so  very 
much  greater. 

It  would  be  ridiculous  to  pretend  that  the  airship  can  never 
be  so  fast  as  the  aeroplane,  but  the  loads  carried  in  comparison 
with  the  unit  cost  of  machine,  unit  cost  of  man  power  engaged 
and  unit  cost  of  horse-power  used,  would  be  less-,  and  this  factor 
has  a  most  important  bearing  on  the  question.  It  should  be 
noted  that  the  assumed  costs  referred  to  above  are  dependent 
upon  the  provision  and  use  of  a  practical  scheme  of  mooring 
rigid  airships  in  the  open;  a  certain  development  in  the  near 
future. 

In  connection  with  General  Sykes'  views  as  to  the  probable 
lines  of  future  progress,  it  is  important  to  remember  certain 
basic  laws  which  govern  the  development  of  airships  and  aero- 
planes, and  will  exert  an  ever-growing  influence  on  their  future 
relations. 

With    airships   we  are   on  the   threshold   of   great  advances 


SHORT  BROS.'  WORKS  AT  BEDFORD. — Showing  R31  in 
the  background,  and  the  Frame  of  R32  in  the  foreground 


August  20,  1919 


The 


Aeroplane 


663 


CONTRACTORS   TO   THE   ADMIRALTY   AND   AIR  MINISTRY. 

Short  Brothers 

(ROCHESTER  «S  BEDFORD,  LTD.) 

are  the  oldest  Aeroplane  and  Sea- 
plane Manufacturers  in  the  British 
Isles,  and  are  the  designers  of  the 
Short  Folding- Wing  Device  (patent) 
for  Aeroplanes  and  Seaplanes. 

J^JORE  Short  Seaplanes 
were  built  and  used 
during  the  war  than  the  total  number  of  all  other 
British  Seaplanes. 

AUR    Commercial    types,  embodying  minimum 
=     expense  and  maximum  durability  and  safety, 
are  shortly  being  placed  on  the  market. 


T\  *s  tne  latest  product  of  our  Airship  works.  Our 

4\  (Jm  experience  of  Airship  construction  goes  back  to 
1909,  when  we  successfully  designed  and  built  the  Gasbags, 
Outer  Cover  and  Valves  tor  the  "Mayfly."  We  will  design 
and  build  to  any  requirements. 


WORKS : 

ROCHESTER, 
KENT. 

.  Telephone  :    Chatham  627. 


LONDON    OFFICE  : 

WHITEHALL  HOUSE, 
CHARING  CROSS. 

Telephone  :    Regent  378. 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS 


664 


The  Aeroplane 


August  20,  1919 


Every  increase  in  the  size  of  rigid  airships  is  accompanied  by 
a  very  much  greater  proportionate  increase  in  efficiency. 
Although  a  rigid  airship  of  ten  million  cubic  ft.  capacity  would 
have  five  times  the  gross  lift  and  more  than  five  times  the 
useful  lift  of  the  present  two  million  cubic  ft.  vessel,  the  dimen- 
sions of  the  larger  airship  would  be  onlv  70  p.c.  greater,  and 
the  horse-power  required  to  obtain  the  same  speed  only  about 
three  times  greater.  Accordingly,  its  prime  cost  would  be  less 
in  proportion  to  unit  lift,  and  its  running  costs  would  be  less 
still  in  proportion  to  its  load-carrying  ability,  or  with  the  same 
tunning  costs  its  speed  would  be  greater  as  compared  with  the 
smaller  airship  cf  to-day.  With  aeroplanes,  design  upon  present 
lines  is  nearing  what  appears  to  be  a  limit,  and  increase  in 
size  ^  results  in  no  automatic  increase  in  efficiency.  The  pro- 
portion of  horse-power  required  is  nearly  constant  for  all  siws, 
and  structurally  (he  weight  of  the  aeroplane  tends  to.  become 
proportionately  greater  with  increased  dimensions,  incurring  a 
reduction' of  efficiency. 

What  is  perhaps  of  greater  interest  in  regard  to  commercial 
aeronautics  is  the  fact  that  the  airship  will  always  retain  the 
characteristic  of  safety,  derived  from  its  independence  of  engine 
power  for  support  in  the  air,  whereas  the  heav'tr-than-air  flying 
machine  will  always  be  subject  to  risk  from  engine  breakdown. 
Stress  is  often  laid  upon  the  risk  of  fire  present  in  airships. 
One  can  only  repeaCthe  official  statement  that  during  the  whole 
period  of  the  war,  in  the  cour-e  of  some  two  and  a  half  million 
miles  of  flying,  only  one  airship  u*as  destroyed  by  the  accidental 
outbreak  of  fire  in  the  air.  This  was  on  the  occasion  of  the 
trial  trip  of  an  experimental  vessel,  and  the  responsible  cause 
was  ascertained  and  eliminated. 

Airship  Mooring. 

In  view  of  the  fact  that  the  solution  of  the  problem  of  mooring 
airships  safely  in  the  open  will  have  more  in  portance  than  any 
other  development  in  increasing  the  utility  of  airships,  the  accom- 
panying photograph  is  particularly  interesting. 

It  depicts  a  small  non-rigid  airship  anchored  experimentally 
above  the 'ground,  by  means  of  a  "  three-wire  "  mooring  gear, 
during  a  period  of  severe  weather    in    which    the  wind  force 


reached  52  miles  per  hour.  Attached  to  the  wind  scoop  and  trail- 
ing leeward  is  a  fabric  hose  used  for  conveying  air  tc  the  ballonets 
from  an  air  blower  on  the  ground,  to  maintain  envelope  pressure. 

In  the  course  of  another  experiment,  made  with  a  mooring 
mast  instead  of  cables,  a  similar  airship  was  exposed  for  an  un- 
broken period  of  six  weeks,  during  this  time  riding  safely  at  'her 
moorings  through  all  weathers. 

Experiments  with  small  non-rigid  airships,  however,  no  matter 
what  measure  of  success  may  be  achieved,  cannot  in  themselves 
be  regarded  as  evidence  that  the  same  methods  of  mooring  will 
be  equally  effective  when  applied  to  large  rigid  airships  such  as 
would  be  required  for  long-distance  commercial  flying. 

The  difficulties  experienced  in  mooring  1  igid  airships  are  more 
complicated.  Not  least  among  them  is  that  of  maintaining  with' 
out  large  changes  the  buoyancy  of  the  moored  vessel,  and  with 
this  is  involved  the  problem  of  counteracting  the  effects  of  rapid 
rises  in  gas  temperature  due  to  the  sun. 

That  the  mooring  of  rigid  airshps  is  mechanici'lly  practicable 
was  demonstrated  so  long  ago  as  191 1  with  the  British  rigid 
airship  No.  1  ("  Mayfly  "),  which  was  moored  to  a  mast  for  many 
hours  in  Cavendish  Dock,  Barrow,  and  withstood,  without  mis- 
hap, winds  attaining  speeds  of  36-45  miles  per  hour.  Subsequent 
events  proved  the  airship  to  be  structurally  weak,  so  emphasising, 
if  emphasis  is  required,  the  soundness  of  the-  rrheme  employed  for 
mooring. 

SALE  OF  AIRSHIPS. 

Negotiations  are  not  yet  completed  regarding  the  purchase  of 
the  complete  non-rigid  airships  which  the  Admiralty  offered  for 
sale  up  to  Aug.  12th. 

AERODROMES  FOR  SALE. 

The  Disposal  Boaid  of  the  Ministry  of  Munitions  at  Charing 
Cross  Buildings  has  several  aerodromes  'in  various  parts  of  the 
country  for  sale.  These  include  a  seaplane  station  in  the  Shet- 
land Isles  which  covers  125  acres,  and  the  Gullane  aerodrome 
in  Haddingtonshire,  the  area  of  which  is  318  acres. 

Information  can  be  obtained  from  the  Disposal  Boird  at  the 
address  mentioned  above.  . 


AIRSHIP  MOORING. — A  small  noil  rigid  airship  anchored  experimentally  by  means  of  a  three-wire  mooriiig  gear. 


August  20,  igig  The   Aeroplane  665 


The  First  Airship  to  cross  the  Atlantic— The  Naval 
Airship  R.34— was  equipped  with  Sunbeam-Coatalen 
engines  fitted  with 

B.T.H.  MAGNETOS 

B.T.H.  Magnetos  were  used  on  the  aeroplanes  which 
won  the  first  and  second  prizes  in  the  Aerial  Derby. 

B.T.H.  Magnetos  were  used  on  the  aeroplane  which 
secured  the  British  altitude  record. 

B.T.H.  Magnetos  have  a  high  reputation  amongst 
pilots  for  endurance  and  reliability,  and  are  all- 
British  in  design  and  workmanship. 


The    British    Thomson -Houston  Co., 

Lower    Ford    Street,    Coventry,  England. 

Mmber  of  the  British  Ignition  Apparatus  Association. 


Ltd., 


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666 


August  20,  19 19 


NEW 

VRO 
AEROPLANES" 

DELIVERY   FROM   GOVERNMENT  AERODROME, 
WADDON,   Near  CROYDON. 


A  LIMITED  NUMBER  TO   BE  SOLD   AT  HALF  MAKERS' 

COST. 


Apply  : 

COPLEY'S  LIMITED, 

Bankers, 

1,  QUEEN  VICTORIA  STREET,  E.C.4. 


KINDLY    MENTION   "  THE    AEROPLANE  "     WHEN    CORRESPONDING    WITH  ADVERTISERS. 


August  20,  1919 


The  Aeroplane 


66; 


AIRSHIPS   OF   THE  WORLD. 

I.-BRITISH    NON=RIGID  AIRSHIPS. 


A  British  Airship  oi  the  5. a.  Zero  Class.    Note  the 

Owing  to  the  recent  war  and  the  continued  existence  of  the 
Defence  of  the  Realm  Act  and  the  Official  Secrets  Act,  it  is  im- 
possible to  give  full  details  concerning  all  types  of  airships  in  use. 

The  accompanying  illustrations  and  particulars  give  a  general 
idea  of  modern  British  airships,  all  of  which  have  been  from  time 
to  time  exhibited  to  the  populace  of  London  and  of  other  large 
towns,  so  it  is  unlikely  that  any  undesirable  person  will  derive 
from  the  illustrations  any  information  which  should  not  be  known. 

The  details  given  concerning  each  airship  are  only  such  as  can 
be  published  without  doing  a  disservice  to  the  King's  Armed 
Forces. 

THE  S.S.  P.  CLASS. 

An  airship  of  small  size,  now  used  for  training  purposes, 
representing  an  intermediate  stage  of  development  between  the 
original  Blimp  type  S.S.  and  the  more  refined  Zero  type. 

The  nacelle  is  reminiscent  of  that  of  a  pusher  aeroplane,  but 
considerably  larger.  The  air  pipe  from  the  air  ballonets  is 
arranged  to  collect  the  slipstream  from  the  airscrew,  which  is 
mounted  at  the  rear  of  the  nacelle,  behind  the  engine.  The 
lrnding  skid  underneath  the  nacelle  is  noteworthy. 

Control  is  effected  by  a  rudder  and  two  elevators  placed  behind 
the  stabilising  fins. 

Petrol  is  carried   in   cylindrical   tanks,   suspended    in  fabric 
slings,  one  on  either  side  of  the  envelope. 

THE  S.S.  «f  ZERO  "  CLASS. 

The  S.S.  "Zero"  followed  the  S.S.,  S.S.—  M.F.,  and  S.S.P  in 
the  genealogical  sequence  of  the  Submarine  Scout  class  of  non- 
rigid  airships.  The  type  was  standardised  for  production  and  con- 
siderable numbers  were  built  and  put  in  commission  during  1917 
and  1918  for  patrol  duties. 

The  envelope  is  made  of  two-ply  rubber-proofed  fabric.  The 
suspensory  cables  of  the  car  are  attached  with  stuck-cn  "Eta" 
patches,  so  called  because  they  were  first  used  on  the  military  air- 
ship  "Eta"  in  1913. 

To  maintain  pressure  in  the  envelope  and  compensate  for  loss  of 
gas  volume,  air  is  blown  into  two  internal  ballonets.  ;  When  full, 
the  ballonets  contain  a  volume  of  air  equivalent  to  about  one- 
third  of  the  total  capacity  of  the  envelope,  which  in  normal  con- 
ditions is  sufficient  to  permit  of  a  rise  to  about  8, 000  ft.  A  slop- 
ing air  scoop  interposed  in  the  propeller  slip  stream  keeps  the 
ballonets  inflated  at  the  required  pressure. 

Directional  control  is  effected  by  a  rudder  placed  behind  the 
vertical  fin  and  by  a  pair  of  elevators  placed  behind  the  horizontal 
fins. 

A  stronglv-built  boat-shaped  car,  having  an  engine  mount*  d 
upon  a  gantrv  at  the  after  end,  is  the  chief  distinguishing  feature 
of  the  S.S.  "Zero"  airship.  Foremost  in  the  car  is  the  compart- 
ment for  the  W./T.  operator.  Next  is  the  pilot's  cockpit.  A 
wheel  bearing  on  a  transverse  bar  actuates  the  elevators  and  foot 
Steering  pedals  operate  the  rudder.  Within  easy  reach  of  the 
pilot's  hand  are  the  controls  for  the  gas  and  air  valves,  controN 
for  the  "crabpot"  valves  in  the  air  ducts  and  the  tricing  line  with 
which  the  airscoop  is  raised  out  of  the  propelbr  slip  stream.  Ar- 
ranged in  front  of  the  pilot  are  the  necessary  aerostatic  and  navi- 
gational instruments. 

Behind  the  pilot's  seat  is  a  separate  compartment  for  the  en- 
gineer. A  starting  handle  for  the  engine  with  chain  and  sprocket 
gear  is  so  adapted  tfiat  it  may  be  utilised  to  rotate  a  hand  blower 
•for  maintaining  pressure  in  the  em-elope  in  the  .  event  cf  engine 
defect  and  consequent  failure  of  the  air  supply  from  the  propeller 
-slip  stream. 


petrol  tank  and  parachute  case  on  the  side  of  the  envelope. 

The  S.S.  "Zero"  is  normally  capable  of  a  flight  of  12  hours' 
dtiration  at  full  speed,  and  24  hours  at  half-power  (three-quarter 
>peed).  Two  flights  were  made  during  the  War  of  over  50  hours' 
duration  with  full  war  equipment. 

Characteristics. 


Capacity   70,000  cu.  ft. 

Length   .v.  143  ft. 

W  idth  (overall)    32  ft. 

Height  (overall)   46  ft. 

Kngine   Rolls-Royce  "Hawk,"  75-h.p. 

dross  lift   2.2  tons 

(disposable  lift   .'  0.33  tons 

Fulj  speed   42  kts.  (4S.37  m.p.h.) 

Cruising  speed  30  kts.  (34.5  m.p.h.) 

Crew  '.  ..............3 

Cost  (war  price)   £s^00° 


THE  S.S.  "  TWIN  "  CLASS. 

An  airship  produced  during  tqiS,  incorporating  improvements 
suggested  by  experience  with  the  S.S.  "Zero"  type. 

No  attempt  has  been  made  to  depart  from  the  simple  charac- 
teristic principles  of  the  preceding  S.S.  airships,  either  as  regards 
th  eenvelope  design,  "Eta"  patch  suspension,  or  air  pressure  sys- 
tem. In  the  "Twin,"  however,  the  ballonets  are  duplicated  and 
dual  air  ducts  and  scoops  are  fitted — a  feature  by  which  it  may 
lie  readily  recognised. 


The  car  contains  accommodation  for  a  crew  of  five,  and  two 
engines  are  installed  in  outrigger  bearers  on  either  side. 

The  S.S.  "Twin"  has  a  full  speed  of  50  kts.  (57.5  m.p.h.)  with 
petrol  capacity  for  12  hours  at  this  speed.  At  the  cruising  speed 
of  37  kts.  (42.5  m.p.h.),  the  endurance  is  estimated  to  be  30  hours. 

Characteristics. 

Capacity   100,000  cu.  ft. 

Length  165  ft. 

Width  •••••35  ft.  6  in. 

Height  •  49  ft. 

Engines'   Two  75  h.p.  Rolls-Royce  "Hawk." 

Gross  lift   3.12  tons. 

Disposable  lift   1.00  ton. 

Full  speed  50  kts.  (57.5  m.p.h.). 

Cruising  speed   37  kts.  (42.6  m.p.h.). 

Crew   ..4 

Cost  (war  price)   .-  ^8,200 

"  COASTAL  "  CLASS. 


A  medium-sized  airship'  of  the  Astra-Torres  type,  with  an 
-envelope  of  trefoil  section.  The  suspensory  rigging  is  attached 
along  the  lines  of  intersection  of  the  top  and  side  lobes  and 
passes  through  the  bottom  of  the  envelope  to  the  car. 

The  air  bollonets  are  inflated  by  The  propeller  slipstream 
through  the  large  metal  pipe  to  the  rear  of  the  car.  In  addi- 
tion, an  auxiliary  power-driven  air  blower  is  installed  in  the 
car. 

The  vessel  is  driven  by  two  large  four-bladed  airscrews  driven 
by  independent  engines,  which  are  placed  respectively  at  the 
bow  and  at  the  stern  of  the  car. 

The  controls  are  the  ordinary  arrangement  of  fins,  rudder, 
and  elevators.  A  machine-gun  platform  is  placed  on  top  of  the 
envelope. 


668 


The  Aeroplane 


August  20,  1919 


An  Airship  of  the  S.S.  Twin  Class  landing     l  ater  models  are  equipped  with  a  circular  section  car  of  ply-wood  construction. 


View  looking  aft  above  the  navigating  car  of  an  N.S.  Class   airship,  showing  the  arrangement   of  the  two  260  h.p.  Fiat 

engines  and  interposed  Engineers'  cabin. 


August  20,  1919 


The  Aeroplane 


669 


ELEVATION 


PARTICULARS. 


Capacity  of  En  vet  opt.   TO.OOO  Cu 

'  Balkmata  

Overall  Length  of  Envelope  143-*' 

Hei^it  (ground  to  top  of  £melqpeX--47-0' 

•     Width...  -  

Maximum  Speed.  -  55  M '  PH 


Crew. . 


I 

Envelope 

13 

MiOship  Handling  Guys 

TO.OOO  Cu  Ft 

2 

Nose  Sf/ffeners 

14 

Handling  Guys 

9SOOCuFrexh 

3 

3al/onet3 

15 

Engine 

143-*' 

♦ 

Crabpots 

16 

Blower  Pipe 

..47-0' 

5 

Ripping  Panel 

17 

Huxtl'  Blower  Pipe 

39-6' 

6 

Ripping  Cord 

18 

Trail  t  Orapnei  Pope 

55  M  PH 

7 

Tricing  Line 

19 

Car 

1  75HPr?a'/sPoyce 

8 

Top  das  Valve 

20 

Bomo 

9 

Top  Valve  Cord 

21 

Lewis  Oun 

3 

10 

Bottom  Oas  Valve 

n 

Petrol  Tank 

II 

Auto  ftir  Valve 

23 

Horizon, rat  5.  Elevator  Plane^ 

12 

5u5pen5/on 

24 

Vertical  i  Puader  Plane 

General  arrangement  diagram  of  the  British  S.S.  "Zero"  class  of  airship,  showing  clearly  the  arrangement  of  (he  rigging. 


Characteristics. 

Capacity  170,000  cu.  ft. 

Length  196  ft. 

Width  (overall)  39  ft.  6  in. 

Height  (overall)  52  ft. 

Engine  and  h.p  2 — 150  h.p.  Sunbeam 

Gross  lift  4.94  tons. 

Disposable  lift   1.6  tons. 

Speed  (full)   52  m.p.h. 

Crew  5. 

THE  C.  STAR  CLASS. 

In  accordance  with  a  custom  of  Naval  terminology,  the  de- 
signation "  C.  Star  "  indicates  a  modification  of  the  "  C," 
i.e.,  the  Coastal  type  of  airship.  Airships  of  this  class  were 
intended  primarily  for  convoy  escort  duty  over  greater  distances 
than  could  be  undertaken  by  the  S.S.  Zero  craft. 

The  envelope  is  rigged  on  the  Astra-Torres  tri-lobe  principle, 
and  is  practically  a  replica  on  a.  smaller  scale  of  the  N.S.,  which 
made  its  advent  at  an  earlier  date. 

The  capacity  of  the  C.  Star  is  210,000  cubic  feet,  as  compared 
with  the  170,000  cubic  feet  of  the  Coastal,  producing  an  increase 
in  lifting  power  of  approximately  one  ton  and  a  quarter. 

The  car  remains  substantially  the  same  as  the  Coastal  car, 
but  is  fitted  with  engines  of  a  different  type.  A  Berliet  of  110 
h.p.  is  installed  in  the  forward  mounting,  where  the  efficiency 
of  the  propeller  is  impaired  by  the  large  car  in  its  wake,  and  a 
260  h.p.  Fiat  is  placed  in  the  mounting  aft.  Both  these  engines 
,  are  designed  on  the  lines  of  the  Mercedes,  and  are  remarkably 
reliable. 

No  gun-platform  is  fitted  on  the  top  of  the  envelope,  as  in 
the  Coastal. 

In  order  to  assist  in  distributing  the  weights  evenly  along  the 
envelope  and  to  reduce  the  tensions  in  the  car  suspensory  cables 
— some  of  which  are  acutely  inclined  forward  and  aft — the  petrol 
is  carried  in  tanks  suspended  inside  the  gasbag. 

The  equipment  of  a  C.  Star  airship  includes  W/T.  installation, 
emergency  power-driven  air  blower,  floatation  bags,  and  a 
collapsible  lifeboat,  to  be  inflated  with  air,  as  well  as  the  usual 
airship  grapnel,  drogue,  and  signalling  appliances. 

Characteristics. 

Capacity  210,000  cu.  ft. 

Length   ft- 

Width  (overall)   49  ft.  3  in. 

Height  (overall)   57  ft.  6  in. 

Engines   One  110  h.p.  Berliet  forward,  one  260  h.p.  Fiat  aft. 


Gross  lift   6.46  tons. 

Disposable  lift   Jt.8  tons. 

Full  speed   5°  kts;  (57-5  m.p.h.). 

Cruising  speed   35  kts.  (4°-3  m.p.h.). 

Crew   5- 

Cost  (war  price)   £12>75°- 

THE  N.S.  CLASS. 

The  "North  Sea"  type  airship,  which  was  designed  for  long 
range  reconnaissance,  perpetuates  the  "Astra-Torres"  principle 
in  a  vessel  of  considerable  size.  It  is  most  readily  recognised 
from  the  "C.  Star"  type  by  the  large  enclosed  car  and  the  ar- 
rangement of  the  twin  engines  behind-  the  car,  and  placed  side  by 
side.  Conspicuous  also  are  the  large  twin  air  pipes  which  scoop 
the  slipstream  from  the  airscrews  to  the  air  ballonets,  along  big 
air  ducts  running  fore  and  aft. 

The  vessel  has  no  landing  carriage,  but-  floats  are  provided  for 
alighting  on  the  water  if  necessary.  The  control  planes  are  of 
conventional  type. 

Petrol  is  carried  inside  the  envelope  in  cylindrical  tanks  sus- 
pended at  intervals  from  the  internal  rigging  girdles  at  the  top 
"ridges"  of  the  envelope.  This  method  of  suspension  results  in 
.more  equitable  load  distribution,  relieving  the  envelope  of  the 
stresses  that  would  be  set  up  were  the  weight  of  petrol  concen- 
trated in  the  car,  and  so  reducing  the  liability  of  the  envelope  to 
lose  its  longitudinal  alignment  at  low  pressure.  As  petrol  is  con- 
sumed from  various  tanks,  air  may  be  Blown  into  contiguous 
ballonets  to  trim  the  ship. 

In  the  latest  model  of  the  N.S.  airship,  the  car  has  the  same 
height  from  end  to  end  to  give  head  room. 

An  engineer's  cabin  is  situated  in  the  sp^ace  between  the  en- 
gines at  the  rear.  Sleeping  bunks  and  means  of  heating  food  by 
the  engine  exhaust  are  provided. 

Many  notable  duration  flights  have  been  performed  in  ^the 
course  of  patrol  duties  by  N.S.  airships,  including  a  non-rigid 
endurance  record  of  101  hours,  50  minutes. 


360,000  cu.  ft. 
 262  ft. 


Characteristics. 

Capacity   • 

Length   ■  

Width  (overall)   5^  ft-  9 

Height  (overall)   69  ft-  3  »n; 

Engines  and  h.p  ;•.  Two  260  1  ■  - p -  Fiat 

Gross  lift   •  IO-85  tons- 
Disposable  lift  3-8  ton?- 

Full  speed   5°  kts.  (57.5  m.p.h.). 

Cruising  speed  (§-power)   37  kts;  (42.6  m.p.h.). 

Crew  (two  watches)   T0- 


6/0 


The  Aeroplane 


August  20,  1919 


ines 


worked 


The  wonderful  achievement  of  R  34  in  making  the 
double  journey  across  the  Atlantic  affords  ample  proof 
of  the  efficiency  of  Sunbeam  Coatalen  Aircraft  engines 
and  machinery.  This  was  no  single  flight  of  a  few 
hours'  duration,  but  a  voyage  of  183  hours.  Never 
before  have  any  aircraft  engines  had  to  withstand 
such  continuous  strain. 

Having  twice  crossed  the  Atlantic,  made  numerous 
patrols  and  trials  and  journeyed  from  end  to  end  of 
Germany,  R  34  has  travelled  a  distance  roughly  equal 
to  15,000  miles  or  300  hours'  actual  flying — every 
performance  on  SUNBEAM  -  COATALEN  Aircraft 
Engines. 


THE   SUNBEAM   MOTOR   CAR  CO., 

LTD. 

Contractors   to   the   War    Office,   Admiralty   and  Air  Ministry. 

WOLVERHAMPTON,  ENGLAND. 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


August  20,  1919 


The  Aeroplane 


671 


especially 

ma£nificen 


99 


(Major  Pritchard  in  the  "Daily  Express") 


both  equipped  with  five  12  cy.  "Maori"  type  275  hp, 


KINDLY    MENTION    -'THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


The  Aeroplane  August  20, 


igig 


The  engines 

worked 


The  wonderful  achievement  of  R  34  in  making  the 
double  journey  across  the  Atlantic  affords  ample  proof 
of  the  efficiency  of  Sunbeam  Coatalen  Aircraft  engines 
and  machinery.  This  was  no  single  flight  of  a  few 
hours'  duration,  but  a  voyage  of  183  hours.  Never 
before  have  any  aircraft  engines  had  to  withstand 
such  continuous  strain. 

Having  twice  crossed  the  Atlantic,  made  numerous 
patrols  and  trials  and  journeyed  from  end  to  end  of 
Germany,  R  34  has  travelled  a  distance  roughly  equal 
to  15,000  miles  or  300  hours'  actual  flying— every 
performance  on  SUNBEAM  -  COATALEN  Aircraft 
Engines. 

THE   SUNBEAM  MOTOR   CAR  CO., 

Contract,  ,o  the  War   Ofce,  Aclm.rahy   and  A,r  Mhm.r""' 

WOLVERHAMPTON,  ENGLAND. 

KINDLY   MENTION    "  THE   AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


august  20,  1 919   The  Aeroplane 


671 


99 


especially 
magnificently 


(Major  Pritchard  in  the  "Daily  Express") 

34  &  R33 

both  equipped  with  five  12  cy.  "Maori"  type  275  hp. 

unbeatTL 

^Aircraft  Engines 


INDLY    MENTION    -THE    AEROPLANE"    WHEN  CORR 


ESPONDING    WITH  ADVERTISERS 


6;2 


The  Aeroplane 


August  20,  1919 


II.-BRITISH    RIGID  AIRSHIPS. 


R24 — one  of  the  early  British  rigids — moored  out  to  a  mast  during  recent  mooring  tests. 


THE    RIGID   23  CLASS  (R23—R26,. 
R23,  designed  and  constructed  by  Messrs.  Vickers,  Ltd.,  was 
put  into  commission  in  1916  as  a  training  airship. 

R24  (built  by  Wm.  Beardmore  and  Company),  R25 
(built  by  Armstrong,  Whitworth,  Ltd.),  and  R26  (Vickers 
Ltd.),  followed  in  1917,  and  were  also  utilised  for  training  and 
experimental  purposes. 

The  hull,  composed  of  Vickers  type  duralumin  lattice  girders, 
is  divided  by  transverse  frames  into  18  gas  compartments,  the 
gasbags  containing  a  total  of  942,000  cubic  feet  of  gas  when 
full. 

A  V-section  keel,  built  of  duralumin  and  steel  tubes,  extends 
under  the  hull  from  near  the  bows  to  join  the  lower  vertical  fin 
at  the  tail.  A  portion  of  the  forward  half  of  the  keel  is  widened 
to  form  a  cabin,  in  which  the  W/T  cabinet  and  quarters  for 
the  crew  are  located. 

Each  gasbag  is  fitted  with  one  automatic  gas  valve  discharg- 
ing to  one  side  and  a  top  manoeuvring  valve  actuated  from  the 
control  cabin. 

The  outer  cover  is  of  doped  linen. 

As  originally  produced,  the  forward  and  aft  gondolas  were 
each  partitioned  into  two  compartments,  a  control  cabin,  and 
an  engine  room.  The  main  control  position  was  in  the  leading 
gondola.  Each  of  these  gondolas  was  equipped  with  a  250  h.p. 
Rolls-Royce  engine,  driving  a  pair  of  4-bladed  swivelling  pro- 
pellers through  suitable  gearing. 

Subsequently  the  after  gondola  was  removed  and  its  place 
taken  by  a  light  power-car  containing  an  engine  with  direct 
transmission  to  a  single  2-bladed  propeller. 

The  car  suspended  amidships  accommodates  two  engines,  also 
of  the  Rolls-Royce  250  h.p.  type,  each  coupled  through  bevel 
gearing  to  a  4-bladed  propeller  on  either  side  of  the  car. 
Swivelling  gear  is  not  provided  for  these  propellers. 

Above  the  bows  of  the  airship  is  a  gun  platform,  which  is 
reached  by  a  climbing  shaft  passing  between  gasbags  two  and 
three. 

Cruciform  stabilising  fins  are  fitted,  and  balanced  rudders 
and  elevators  of  hish  aspect  ratfo. 


Judging  from  the  standard  of  the  more  modern  rigid  airships, 
the  performance  of  the  R23  Class  is  poor.  The  best  flight 
which  has  been  accomplished  is  one  of  slightly  over  50  hours. 
The  value  of  the  class  has  been  principally  manifested  in  the 
experience  afforded  to  those  concerned  with  its  construction  and 
operation. 

Characteristics. 

Capacity  942,000  cu.  ft. 

Length   535  ft. 

Diameter   S3  ft- 

B.H.P   1,000. 

Gross  lift   23.6  tons. 

Disposable  lift  5-8  tons. 

Maximum  speed   45.2  kts.  (52  m.p.h.). 

Ciuising  speed   35  kts.  (40  m.p.h.). 

THE  R23X  CLASS. 

This  class  comprised  two  airships,  R27  and  29,  constructed  in 
1917-18  to  Admiralty  design  by  Messrs.  Wm.  Beardmore  and  Co. 
(R27)  and  Messrs.  Armstrong,  Whitworth  and  Co.  (R29).  It  was 
originally  intended  to  build  four  airships  of  this  type,  but  as  a 
result  of  the  acquisition  of  L33,  R28  and  R30  were  cancelled. 

In  many  essentials  the  R23  X  class  airships  are  similar  to  R23. 
The  dimensions  are  nearly  the  same,  and  the  only  obvious  point 
of  difference  is  the  omission  of  the  keel.  '  . 

It  should  be  understood  that  the  function  of  the  keel  in  rigid 
airships  is  primarily  that  of  distributing  the  weights  of  petrol,  oil 
and  water-ballast  between  the  transverse  bulkheads  of  the  hull, 
and,  as  a  rule,  it  contributes  little  more  than  5  per  cent,  to  the 
total  strength  of  the  hull  structure. 

In  the  R23  X  class,  these  weights  are  concentrated  at  the  bulk- 
heads, where  they  are  suspended  from  the  radial  wiring  which 
maintains  the  polygonal  shape  of  the  hull.  A  keel  is  therefore  un- 
necessary, and  a  considerable  saving  of  weight  is  secured. 

To  enable  the  crew  to  pass  from  one  gondola  to  another,  a  f) 
shaped  corridor  of  light  tubular  construction  is  carried  through  the 
interior  of  the  airship,  and  the  gasbags  are  shaped  to  fill  the  sur- 


august  20,  1919  The  Aeroplane  672A 


Transport 

by 

Aircraft 

0000 

Flying  Boats 

ARE 

EMINENTLY  SUITABLE. 

0000 

English  Electric 

company   ARE  THE 

LARGEST  FLYING  BOAT 
PRODUCERS. 


Aircraft  Branch  :-    PHOENIX  WORKS,  BRADFORD. 

Telephone  :    BRADFORD  3700.  Telegrams  :     DYNAMO,  BRADFORD. 

HOLBORN  830.  ENELECTICO,    WESTCENT,  LONDON. 

London    Offices  :  QUEEN'S     HOUSE,     KINGSWAY,    W.C.  2. 


KINDLY    MENTION    "  THE  i  AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


ine  Aeroplane 


August  20,  1919 


rounding  space.  In  all  other  details,  these  airships  follow  closely 
the  lines  of  R23.  The  gondolas  and  power  plant  are  arranged 
similarly  to  those  of  R23  as  first  designed,  with  swivelling  gear  for 
the  forward  and  aft  propellers. 

Characteristics, 

Capacity   990,600  cu.  ft. 

Length   539  ft. 

Diameter  53  ft. 

B.H.P  1,000 

Engines   Four  Rolls-Royce  "Eagle,"  Mark  III,  230  h.p. 

Gross  lift  30.1  tons 

Disposable  lift   -.  8.5  tons. 

Maximum  speed   ,  kts.  (55  m.p.h.j. 

Cruising  speed    ...3-  kts.  (42I75"  m.p.h.) 

THE  R31  CLASS. 

R31  and  R32  were  constructed  by  Messrs.  Short  Bros  ,  at  Bed-, 
ford,  to  designs  based  upon  "Schutte-Lanz"  principles  furnished 
by  the  Admiralty.    Owing  to  the  effects  of  dampness  on  the  ply- 
wood used  in  the  construction  ot  R31  this  airship  has  been  con- 
demned. 

It  is  to  be  noticed  that  the  construction  of  the  hull  bears  no  re- 
semblance to  that  of  the  pre-war  "Schiitte-Lan/:"  trellis  system, 
and  is  analagous  to  the  Zeppelin  arrangement,  which  was  adopted 
for  the  later  S.L.  ships. 

Each  of  the  principal  girders  in  R31  consisted  of  three  ply- 
wood sides,  lightened  with  slots  at  regular  intervals,  which  were 
glued  to  spruce  angle-members  more  or  less  of  V  section.  The 
triangular  girder  thus  formed. was  strengthened  internally  by  piv- 
wood  diaphragms.  This  method  ot  construction  was  used  for  all 
varieties  of  girders,  including  square  and  rectangular  sections. 

Casein  cement,  known  as  Kaltleim,  was  adopted  as  an  adhesive. 

The  gasbags,  23  in  number,  were  made  of  rubber-proofed  cotton 
fabric,  lined  with  goldbeaters'  skin. 

A  keel  corridor  extended  from  end  to.  end  inside  the  bottom  of 
the  hull,  serving  to  support  and  distribute  the  weights  of  petrol, 
water  ballast,  etc. 

The  control  car  under  the  bows  of  the  airship  was  divided  into 
three  compartments  ;  forward  the  navigating  cabin,  next  the  wire- 
less room,  and  aft  the  officers'  sleeping  quarters. 

As  initially  tested,  R31  had  six  boat-built  power  gondolas,  ar- 
ranged in  pairs.     Subsequently,   however,   one  of  the  rear  gon-  . 
dolas  was  removed  and  the  remaining  one  slung  parallel  with  th's 
centre  line. 

Each  gondola  contained  a  250-h.p.  Rolls-Royce  engine,  driving 
through  clutch  transmission  a  two-bladed  propeller.  Reversi  g 
gears  were  fitted  to  those  amidships. 

Characteristics. 

Capacity   1,553,000  ft, 

Length  ."....615  ft. 

Diameter   65.5  ft. 

Engines  and  h.p  5 — 250-h.p.  Rolls-Royce  (1,250) 

Gross  lift   :  .,  47.1  ton> 

Disposable  lift   16.4  tons 

Maximum  speed   65  m.p.h. 

Cruising  speed  46  m.p.h. 

Crew  t  21 

THE  R33  CLASS. 

Two  airships  of  this  class,  completed  in  1919,  were  con- 
constructed  by  Messrs.  Armstrong,  Whitworth  &  Co.  (R33)  and 
Messrs.  Beardmore  &  Co.  (R34).  The  designs  were  prepared 
by  the  Admiralty  from  data  acquired  from  the  wreck  of  Zep- 
pelin L33,  brought  down  at  Little  Wigborough  in  1916. 

The  hull,  streamlined  over  the  greater  part  of  its  length,  has 
the  sectional  . shape  of  a  25-sided  polygon,  and  is  composed  of 
20  main  circumferential  girder  frames  and  25  longitudinal 
girders,   one  at  each  corner  of  the  polygon.    An  auxiliary  cir- 


cumferential frame  is  interposed  between  each  pair  of  main 
frames,  and  the  whole  is  braced  diagonally  by  high  tensile  steel 
wire.    There  are  19  gas  chambers. 

At  each  bulkhead,  radial  wires  of  steel  wire  rope  are  connected 
centrally  to  an  axial  plate,  and  a  jackstay  runs  from  plate  to 
plate,  bracing  the  bulkheads  together  longitudinally. 

Along  the  inside  of  the  bottom  of  the  hull  is  a  keel-corridor, 
formed  of  A-shaped  girder  frames.  As  well  as  accommodating 
the  petrol,  water  ballast,  and  bombs,  the  keel  provides  means 
for  the  crew  to  pass  from  one  gondola  to  another,  for  which 
purpose  a  walking-way  girder  is  interposed  between  the  two 
lower   longitudinals  of  the  hull. 

A  top1  gun  platform  is  situated  above  the  third  main  frame, 
near  the  bows,  and  at  the  after  end  of  the  airship  a  lightly  built 
prolongation  of  the  corridor  gives  access  to  a  gun-pit  at  the 
extremity  of  the  stern. 

The  tail  fins  and  control  surfaces  are  cruciform  in  arrange- 
ment and  constructed  of  duralumin  girders,  covered  with  doped 
linen. 

The  gasbags  are  shaped  to  fill  as  completely  as  possible  the 
interior  of  the  hull,  surrounding  the  sides  of  the  corridor  when 
full.  They  are  made  of  a  single  thickness  of  rubber-proofed 
cotton  fabric  lined  with  goldbeater's  skin  ;  finished  weight  not 
more  than  160  grams  per  square  metre.  An  automatic  gas 
release  valve  is  fitted  to  each  bag,  discharging  near  the  bottom 
through  exhaust  shafts  running  to  the  top  of  the  airship  between 
each  alternate  pair  of  gasbags.  Certain  bags  are  also  furnished 
with  hand-controlled  manoeuvring  valves. 

The  outer  cover  is  made  of  doped  linen,  tightly  stretched  be- 
tween each  pair  of  main  circumferential  frames. 

The  forward  gondola,  although  apparently  homogeneous,  is 
built  in  two  parts  separated  by  a  small  gap.  In  the  leading 
section  are  the  controls  and  wireless  cabinet,  and  in  the  section 
behind  is  an  engine  coupled  through  a  clutch  to  a  propeller  at 
the  rear. 

Approximately  amidships,  two  small  "wing"  gondolas  are 
attached  to  the  hull  side  by  side,  each  one  housing  an  engine. 
Reversing  gears,  for  use  in  braking  the  airship  whilst  landing, 
are  fitted  between  the  engines  and  propellers  in  these  cars. 

The  sternmost  gondola  accommodates  two  engines,  geared  to 
drive  one  large  propeller.  In  this  respect,  the  R33  Class  air- 
ships are  similar  to  the  German  L40,  and  differ  from  L33  by 
the  omission  cf  the  shaft-driven  '"'wing"  propellers  and  one  of 
the  three  engines  installed  in  the  after  gondola  of  that  ship. 
Characteristics. 

Capacity   1,950,000  cu".  ft. 

Length   •  ■••  643  ft. 

Maximum  diameter   7&-7S  l£. 

Engines  and  h.p  5— 250  h.p.  Sunbeam  "Maori'  (1,250). 

Gross  lift   59-2  tons- 
Disposable  lift   -  30  tons. 

Maximum  speed   62  m.p.h. 

Cruising  speed   45  rn.p.h. 

Crew  •  '22- 

THE  R80.  V 

A  rigid  airship  designed  and  put  into  construction  in  Novem- 
ber, 1917,  by  Messrs.  Vickers,  Ltd.,  at  Barrow  It  is  to  be 
completed  during  the  latter  half  of  1919,  and,  unless  employed 
fur  commercial  demonstrations,  "will  probably  b;  taken  over  by 
the  Admiralty. 

Compared  with  contemporary  rigid  airships  it  is  small  in  sfce, 
having  a  gas  capacity  of  1,250,000  cubic  feet.  It  is,  however, 
designed  on  up-to-date  lines,  and  may  be  expected  to  prove 
highly  efficient,  within  the  limitations  imnosed  by  its  small 
dimensions. 

An  advance  upon  other  rigid  airships  is  the  shape  of  the  hull, 
which  has  no  parallel  portion  amidships,  but  is  a  symmetrical 


mi—  the  first  of  the  two  wooden  airships  built  by  Short  Bros—with  the  original  twin-power  cars  aft,    whi;h   have   since  be«L 

replaced  by  a  single  car. 


August  20,  191 9 


The  Aeroplane 


672c 


MARTINSYDE 

DESIGNERS   OF   THE  FAMOUS 

F4  FIGHTER 

WHICH    ESTABLISHED  THE 

FINEST  PERFORMANCE 

FOR   CLIMB   AND   SPEED   AT  HEIGHT. 


A   ROLLS- MARTINSYDE 

CARRIED    GOVERNMENT  DESPATCHES 

FROM   LONDON   TO  PARIS 

IN    75  MINUTES. 


COMMERCIAL  TYPE  A. 

INQUIRIES    INVITED    FOR    PASSENGER— OR    MAIL— CARRYING   MACHINES    OF   THIS  TYPE. 

SPECIFICATIONS    WILL  INCLUDE 

285  H.P.    ROLLS-ROYCE    FALCON    ENGINE,  or 
300  H.P.    HISPANO-SUIZA  ENGINE. 

APPROXIMATE    PRICE  £2,500. 

Note.— All  above  Types  can   be  fitted  with  interchangeable  land  undercarriage   or  e  afloats. 
SPECIAL    PROVISION    IS    MADE    FOR    HOT  CLIMATF 


London  Office  : 
17,  WATERLOO  PLACE. 

REGENT   STREET.  S.W.I. 

Telephone— S99  Regent. 


MARTINSYDE,  LTD., 

WOKING,  ENGLAND. 

Telephones— 851,  552  and  553  Woking, 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


672D 


The  Aeroplane 


August  20,  1919 


streamline  form  throughout  its  length.  The  construction  and 
general  arrangement  of  the  hull,  including  the  internal  keel- 
corridor,  conforms  generally  with  the  recognised  principles  of 
rigid  airship  design,  but  incorporates  several  minor  improve- 
ments in  detail  devised  by  Messrs.  Vickers.  Patent  bow  mooring 
attachments  are  fitted. 

The  gasbags  are  15  in  number.  Cruciform  tail  fins  and 
balanced  elevators  and  rudders  are  fitted  and  two  gun  positions, 
one  above  the  bows  and  one  in  tip  of  the  stern,  these  features 
are  reminiscent  of  the  practice  in  R33. 

A  point  of  recognition  is  the  arrangement  oc  the  gondolas,  of 
which  there  are  three — one  large  gondola  forward  and  a  pair  of 
"wing"  power  cars  approximately  amidships.  The  fore  gon- 
dola is  composed  of  two  sections,  flexibly  connected,  the  leading 
section  containing  all  the  controls  for  the  airship  and  the  W/T 
cabinet. 

Four  240  h.p.  Wolseley-Maybach  engines  provide  propulsive 
power,  two  engines  being  installed  en  echelon  in  the  after  section 
of  the  forward  gondola,  and  one  each  in  the  twin  "wing"  cars!  A 
propeller  is  mounted  at  the  rear  of  each  gondola,  and  the  trans- 
mission is  such  that  the  forward  propeller  can  be  driven  by  either 
of  its  two  engines  separately  or  both  together,  whilst  the  "wing" 
car  propellers  may  be  reversed. 

It  is  stated  that  R80  will  have  a  full  speed  oi  over  60  miles  per 
hour,  and  be  capable  of  crossing  the  Atlantic.  The  endurance  at 
cruising  speed  of  45  m.p.h.,  wiih  a  maximum  load  of  fuel,  will 
presumably  be  about  75  hours. 

Characteristics. 

Length  535  ft. 

Diameter  (overall)   70  ft. 

Capacity   1,250,000  cu.  ft. 

Engines  and  h.p  Four  240  h.p.  Maybach 

Gross  lift   36.5  tons. 

Disposable  lift  (estimated)  15  tons. 

Full  speed  (normal)   60  m.p.h. 

Cruising  speed  45  m.p.h. 

Crew   .....20. 

R35— R40  (PROJECTED). 

Beyond  a  statement  in  the  House  of  Commons  to  the  effect 
that  six  rigid  airships  of  improved  types  are  being  built  to  the 
order  of  the  Admiralty,  little  official  information  has  been  vouch- 
safed as  to  the  size  and  capabilities  of  the  new  vessels. 

From  reports  which  have  appeared  in  the  newspapers,  how- 
ever, it  is  to  be  deduced  that  two  airships,  R36  and  R37,  are 
being  built  of  practically  the  same  type  as  the  R53,  each  with  a 
capacity  of  about  2,000,000  ou.  ft.,  and  three  larger  vessels. 

Since  no  mention  is  made  of  a  possible  R33,  it  appears  that 
this  number  has  not  been  allocated,  or  has  been  cancelled.  Thus, 
the-  total  of  six  airships  presumably  comprises  RSo,  R36  and  37, 
and  a  new  class  R38,  39,  and  40. 

The  ''R38  Class"  is  referred  to  in  the  official  "Notes  on  Air- 
ships for  Commercial  Purposes,"  in  which  it  is  stated  that  the 
capacity  will  be  2,720,000  cu.  ft.  and  that  the  cruising  endurance 
at  45  miles  per  hour  is  estimated  to  be  211  hours,  or  34  hours 
greater  than  the  German  L70. 

Some  figures  relating  to  the  dimensions  and  lifting  capacity  of 
these  new  airships  have  been  published  in  the  Press,  and  these, 
supplemented  or  checked  by  obvious  calculations,  furnish  the  fol- 
lowing details  :  — 

Characteristics  (R38  Classj. 

Length   .  695  ft. 

Diameter  (overall)   87.6 

Capacity   2,720,000  cu.  ft. 

Engines  and  h.p  Four  350  h.p.  Sunbeam  "Cossack" 

Two  275  h.p.  Sunbeam  "Maori" 

Gross  lift   82  tons 

Disposable  lift  (estimated)     50  tons 

Speed,  full  (estimated)  70  m.p.h. 

Crew  (estimated)   30 

In  connection  with  the  specifications  given  above  the  attached 
diagram,  reproduced  by  courtesy  of  Sir  W.  G.  Armstrong,  Whit- 


worth  and  Co.,  Ltd.,  and  representing  to  a  uniform  scale  the  air- 
ships so  far  built  by  that  firm,  gives  a  graphic  idea  of  the  evolu- 
tion of  British-built  rigids  in  the  last  two  years. 

(Continued  on  page  750.)  ( 


|<30 '» 


5551- 


Capacity.  900000  cdj  Jt  N°  o$  er\qir\es  4- "250  If 
Speed    50piph  Disposable  UJV  4-t0r\s. 

Ne*  weig^  ojs  ship    25  75  tor\s 


534--  u  s 


t 


Capacity    980000  cuil>.'$*; 

Sp&ed    55"ph  Disposable  IiJt  8  63  to^s 

Net-  weight  ojj  ship    21-16  tcx\£ 


640  2Q  feer 


Co.pe.city    2000000  cub. ^.      N?  o\  er^es  5  -  275  HP 

Disposable  \i$r:  29torNS 

Ner  Y/eiQ,M"  o\  sHip  ■     26  -7  to^s . 


Construction  C0fi\n\4r\ced  ,  ou+  Abd-rvdorxtxi 

694- -5  It** 


Cecity  :    3,000p00  Coir  Jtr       N<?  o\  fcr^ir^c,  \  %\  %*%  £ 

™)    Disbos&Wfc  \S&     4£fofxs    (  Aboi/r  60  %  o$  capacity  <S> 

6ft  L&S    pfc*  lOOOcubJt-) 

IfONlMlO^ 


August  20,  1919 


Aeronautical  Engineering 


673 


Are  Motorists  Lazy? 

A  weIl=known  writer  says  : 
"The  A.A.  is  helping  to  make  them  so." 


"  Speaking  as  one  who  has  never  looked  remains  the  sole  provider — includes  a  tele- 

for  a  salute  from  A. A.  patrols,  but  who  has  phone  installation  in  each    patrol's  sentry 

invariably  received  it,  I  have  always  appre-  box  which  is  at  the  service  of  any  member 

ciated  their  unfailing  courtesy  and  willing-  passing. 


ness  even  to  go  out  of  their  way  to  assist, 


and  that  is,  I  think,  the  experience  of  most 
road  users,  but  all  the  same,  I  confess  to  a 
feeling  that  in  wanting  to  do  so  much  for 
the  motorist  in  roadside  repairs  and  tyre 
changing,  the  A. A.  is  quite  unconsciously 
helping  to  make  motorists  the  laziest  people 
on  the  road." 

The  above  paragraph,  taken  from  a 
motoring  article  in  a  London  daily  paper, 
though  acknowledging  the  efficiency  of  the 
Automobile  Association's  Road  Service 
does  not  do  justice  to  its  comprehensive 
character. 

The  khaki-clad  A. A.  patrol  also  gives 
reliable  road  information,  warns  members 
of  bad  road  conditions  and  indicates 
alternate  routes,  renders  first  aid  to 
man  and  machine,  recovers  property 
dropped  on  the  road,  procures  replace- 
ments, and  generally  assists  raembe:  in 
road  difficulties. 

The  Roadside  Telephone  Service — of 
which    the   A. A.    was   the    pioneer  and 


Officially  appointed  A. A.  Repairers  under- 
take repairs  in  an  efficient  manner  and 
provide  replacements  at  reasonable  charges 
whilst  A. A.  Hotels  can  be  depended  on 
for  accommodation  really  satisfactory  to 
Motorists. 

In  addition  the  A. A.  supplies  members 
with  special  routes  to  any  part  of  the 
country  and  provides  Free  Legal  Defence 
in  any  police  court  in  the  United  Kingdom 
to  answer  charges  under  the  Motor  Car 
Act  or  D.O.R.A. 

Whether  the  above  privileges  tend 
to  make  motorists  lazy  is  a  debatable 
point,  but  there  is  no  denying  the  fact 
that  they  are  of  great  benefit  to  and  much 
appreciated  by  members  of  the  Automobile 
Association. 

If  you  are  not  a  member  of  the  A. A. 
send  a  post  card  to-day  to  the  Secretary, 
The  Automobile  Association,  41,  Fanum 
House,  Whitcomb  Street,  London,  W.C.2. 
fOi."  a  free  booklet  and  other  information 
which  will  show  you  how  to  motor  in 
comfort  and  safety. 


.    ■  -  ■  -----  -  -    -   "  ~  ^ 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTI5ERS. 


674  Aeronautical  Engineering  August  20,  1919 


«Victorv! 
-in 


I  Get  interested  in  securing  &  maintaining  § 

|  MAXIMUM  SERVICE  from  your  Engine  ) 

I  and  win  your  Objective  every  time!  | 

=  (not    necessarily    a    World's    Record).  = 

=  If  you  are  experiencing  trouble  with  your  Engine — intermittent  |j 

•S  or  otherwise — have  it  overhauled  by  us.    We  are  experts  and  H 

=  have  a  record  experience  in  = 

i  Overhauling  &  Repairing  ( 

=  Engines  of  every  type  and  class,  Steam  and  Petrol — Air,  Land  = 

=  and   Marine   Service.     The   results   we  give  you  will  be  §j 

I  MAXIMUM-GUARANTEED!  | 

=  Let  us  estimate,  you  can't  do  better.    In  urgent-  cases  we  will  = 

=  despatch  expert  engineers  and  equipment  if  you  'phone  us.  = 

J  CARS  RENOVATED  &  REPAIRED  | 

I  Paintwork.    Upholstery.      Coach  Building  in  all  1 

I  branches.      Cars  collected  at  our  London  Depot  I 

J  31  Brook  Street,  Bond  Street,  W.  § 

EE  (Cyril  T.  Chamberlain,  London  Manager),  = 

§E  or  any  address  by  appointment.                               If  urgent  'phone  = 

1     2966  Mayfair  or—        550  Weybridge.  % 


EE  MERCEDES   SPECIALITY.  = 

I  Works  WEY BRIDGE  | 

=    Telephone— 660  Wtybrtdg$.  Teltgrams — ' 'Mercedes,  Weybvidge.'"  = 

^iiiiiiiiiiiiiiiiiiiiitiiitiiiiiiitiiiiiiiiitiiiiiiiiiiiHiiiiitiii  tiiiiiifiiiiiiiiiiiiiiiiHiiiiiiiiiiimtriiiiiiiiiifiif  iimif  iiiiiiiiiiiiuiir^ 

KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING   WITH  ADVERTISERS. 


Supplement  to  The  Aeroplane,  August  20th,  1919. 


INCORPORATING  AIRCRAFT  ENGINEERING,  AERODYNAMICS,  AIRCRAFT  FINANCE  AND  COMMERCIAL  AERONAUTICS 
AND  MATTERS  PERTAINING  TO  THE  AERONAUTICAL  ENGINEER  AND  THE  AIRCRAFT  TRADER. 


THE   WEEKLY  COMMENTARY. 


The  present  number  of  "  Aeronautical  Engineering  " 
is  entirely  devoted  to  articles  dealing  with  the  design, 
construction,  and  use  of  airships. 


magnitude  of  the  task  and  the  difficulties  overcome  by 
British  airship  builders  may  be  gained  therefrom. 


An  article  contributed  by  the  airship  department  of 
Vickers,  Ltd.,  deals  with  the  prospects  of  airships  for 
long-distance  commercial  transport.  This  contribution 
gives  detailed  estimates  of  the  cost  of  long-distance  air- 
ship passenger  and  mail  services,  together  with  technical 
details  as  to  the  type  of  slap  suggested. 

A  description  of  the  war  productions  of  Vickers'  Air- 
craft Department  is  also  given. 


Sir  Wm.  Beardmore  &  Co.,  Ltd.,  have  supplied  a 
description  of  the  actual  process  of  building  the  trans- 
Atlantic  airship  R.34. 


Short  Bros.,  Bedford,  have  supplied  a  description  of 
H.M.A.  R.32,  a  rigid  airship  built  entirely  of  wood,  and 
also  a  description  of  a  novel  airship  of  their  design. 


Airships,  Ltd.,  describe  the  uses  of  non-rigid  airships. 


By  courtesy  of  Sir  W.  G.  Armstrong,  Whitworth  &  Co., 
Ltd.,  a  description  of  the  methods  which  have  been 
adopted  in  the  assembly  and  erection  of  large  rigid  air- 
ships at  their  Selby  works  is  given.    Some  idea  of  the 


An  article  by  Major  P.  L.  Teed  gives  a  summary  of 
the  methods  employed  to  compute  the  lift  of  hydrogen 
used  in  airships  under  varying  conditions  of  purity, 
temperature,  and  pressure. 


AIR   TRANSPORT  SERVICES. 

A    DISSERTATION    ON    THE    POSSIBILITIES    OF  AIRSHIPS 
COMMERCIAL  AERONAUTICS. 


IN 


[The  following  paper  has  been  produced  by  the  Airship  Depart- 
ment of  Vickers,  Ltd.,  of  Barrow-in-Furness. — Ed.] 

SECTION  I 

SUMMARY   OF  THE    MOST    IMPORTANT  CONCLUSIONS. 

The  outstanding  and  peculiar  advantage  ut  die  airship  for  air 
transport  is  its  capacity  for  making  non-stop  voyages  of  long 
duration.  On  account  of  inherent  limitations,  the  aeroplane  will 
probably  never— unless  some  radically  new  orinciple  of  design  U 
discovered — be  capable  of  earning  a  passenger  load  for  greater 
non-stop  distances  than  2,000  miles,  and  for  economical  operation 
will  probably  never  be  used  for  non-stop  flights  of  more  than 
1,000  miles;  whereas,  on  the  other  hand,  the  only  limit-  to  the 
non-stop  length  of  flight  that  can  be  made  by  an  airship  is  deter- 
mined by  the  size  of  ship,  and  10,000  miles  is  quite  practicable. 

An  airship  of  the  size  described  in  this  paper,  of  a  capacity  ol 
3,500,000  -cubic  feet,  which  could  be  built  immediately  and  be 
housed  in  existing'  sheds,  can  carry  15  tons  of  passengers,  mails, 
etc.,  for  an  air  distance  of  4,Soo  mites,  at  a  speed  of  60  m.p.h., 
and  it  would  be  quite  a  practicable  proposition  to  build  a  rigid 
airship  to  carry  50  tons  of  passengers  and  freight  for  a  non-stop 
voyage  of  10,000  miles,  at  a  speed  of  80  m.p.h.  It  therefore  mav 
be  definitely  accepted  that  for  voyages  on  which  it  is  necessary 
to  make  a  non-stop  flight  between  points  more  than  2,000  mile-' 
distant  the  airship  is  the  only  means  of  aerial  transport  possible, 
and  it  may  also  be  safely  stated  that  the  airship  will  always  be 
the  most  economical  means  of  transport  for  non-stop  voyages  of 
more  than  1,500  miles  It  therefore  Ts  inevitable  that  the  airship 
will  hold  the  field  for  long-distance  cross-oce  mic  air  voyages.  . 

Cost  of  Operation. 

As  a  basis  for  comparative  figures,  the  direct  ncn-stop  passenger 
voyage  from  London  to  New" "York  (a  minimum  distance  of  3,000 
miles)  has  been  considered,  and  an  analysts  made  of  the  cn,t 
of  operating  a  service  of  two  crossings  in  each  direction  per  week, 
giving  a  carrying  capacity  of  30  tons  of  passengers,  mails,  etc., 
in  each  direction.  Details  of  this  cost  analysis  are  given  in 
Section  V. 

The  results  may  be  summarised  as  follows  : — Capital  required,. 

2,600,000.  Allowing  10  per  cent,  on  capita',  and  a  high  rate 
of  depreciation  and  insurance,  etc.,  the  cost  of  operation  would 
b~  as  follows  : — Carrying  passengers  from  London  to  New  York, 
.£48  per  head,  which  is  equivalent  to  4d.  per  passenger  mre.  The 


rate  for  mails,  etc.,  would  be  3d.  per  ounce.  The  time  taken 
for  the  journey  would  be  two-and-a-hall  davs  from  London  to 
New  York  by  the  southerly  route,  and  two  davs  from  New  York 
to  London  by  the  direct  route. 

It  is  impossible  to  run  an  aeroplane  service  direct  from  London 
to  New  York,  but  with  the  largest  and  most  efficient  machines 
at  present  considered  practicable,  it  would  be  possible  to  run  a 
London  to  New  York  service  with  the  intermediate  stops  in 
Iieland  and  Newfoundland  for  replenishment  of  fuel,  etc. 

An  analysis  of  the  cost  of  running  an  aeroplane  service  on 
this  basis  is  given  in  Section  XII,  from  which  it  will  be  seen 
that  to  give  the  same  service  as  the  airships  proposed,  the  capital 
required  would  be  ^3, 850, 000,  and  the  cost  of  operation  on  the 
same  basis  as  the  airships  would  be  :  Passenger  rate,  from  Lon- 
don to  New  York  vji  1 5,  which  is  at  the  rate  of  ninepence  per 
passenger  mile.    Mails  at  the  rate  of  ~hd.  per  ounce. 

The  time  taken,  allowing  for  stops  in  Ireland  and  Newfound- 
land, would  be  two  days. 

It  is  therefore  seen  that  for  a  regular  and  established  service, 
the  cost  of  Atlantic  transport  by  airship  is  less  than  half  of  that 
by  aeroplane,  and  the  time  taken  practically  the  same. 

It  must,  however,  be  pointed  out  that  if  the  airship  stopped 
at  the  intermediate  points  as  necessary  for  the  aeroplane,  a  con- 
siderably greater  amount  of  passenger  load  could  be  carried, 
and  the  relative  cost  by  airship  would  be  further  decreased. 

With  ihe  development  of  airship  transport  to  the  most  distant 
centres  of  the  world,  it  is  conceivable  that  no  important  city  will 
be  further  from  London  than  10  days'  journey,  and  the  follow- 
ing table  gives  the  times  that  would  be  taken  to  reach  several 
important  cities  when  airship  ocean  routes  are  in  operation  : — 

Times  from  London  in  days. — To  New  York,  2-2J  ;  San  Fran- 
cisco, 45  ;  Cairo,  ;  Colombo,  43  ;  Perth,  7  ;  Nairobi,  35  ;  Cape- 
town, 54  ;  Rio  de  Janeiro,  4. 

As  the  maximum  distance  of  direct  flight  between  intermediate 
stations  required  to  get  to  any  of  these  centres  is  not  more  th  in 
5.500  oTrTes,  it  would  b"  practicable  to  run  these  services  with 
the  size  of  airship  described  in  this  paper,  and  the  cost  of  opera- 
tion for  a  regular  service  would  be  approximately  as  for  the 
Atlantic  service,  i.e.,  passengers  at  ihe  rate  of  4d.  per  mile,  and 
mails  at  the  rate  of  3d.  per  ounce,  and  with  the  development 
of  large  airships  carrying  greater  ioads,  the  cost  of  operation 
would  be  even  more  economical. 

It  is  probable,  in  view  of  the  immense  benefits  that  would  be 
conferred  on  civilisation  by  the  great  saving  in  the  time  required 


6/6 


(Supplement  to  The  Aeroplane.) 


Aeronautical  Engineering 


August  20,  1919 


for  travelling,  that  the  various  Governments  will  be  prepared  to 
subsidise  the  development  and  operation  of  the  airship  services 
in  their  initial  stages  until  a  fully  operated  service  could  be 
established. 

Incidentally,  the  commercial  use  of  airships  for  passenger  flights 
was  demonstrated  in  Germany  before  the  war,  when  the  Ham- 
burg-America Steamship  Companv  ran  a  series  of  passenger  air- 
ships for  purely  pleasure  purposes  at  a  profit,  and  carried  17,000" 
passengers  without  a  single  accident  or  mishap. 

From  the  description  of  the  type  of  airship  proposed  in  Section 
VII,  it  is  apparent  that  every  reasonable  provision  can  be  made 
for  comfort  of  the  passengers,  and  suitable  sleeping  accommoda- 
tion provided  for  the  long  journeys. 

For  the  operation  of  airship  services,  aerodromes  are  only  re- 
quired at  the  terminal  stations,  and  landing  places  with  moor- 
ing-out  towers  need  only  be  provided  3,500  miles  or  more  apart. 

The  necessary  amount  of  work  in  constructing  the  stations  and 
preparing  for  the  operation  of  an  airship  service  is  relatively 
small,  whereas  a  long  distance  aeroplane  service  is  only  prac- 
ticable if  aerodromes  can  be  provided  every  1,000  miles,  and  for 
safety  it  would  be  necessary  to  have  suitable  landing  grounds  for 
use  in  case  of  forced  landings  no  further  apart  than  100  miles. 

The  preparation  and  cost  of  all  these  aerodromes  and  landing 
grounds  would  represent  a  large  amount  of  preparatory  work 
1  tquired  to  be  done  before  long  distance  aeroplane  service  could 
be  put  into  practicable  operation. 

The  problem  of  landing  and  housing  the  airship  in  stormy 
weather  has  now  been  solved  by  the  use  of  the  mooring  mast 
or  tower  to  which  the  airship  is  moored  by  the  nose,  and  able 
to  ride  out  in  any  weather  clear  of  the  ground.  Arrangements 
are  also  provided  whereby  the  airship  can  easily  be  moored  to, 
or  released  from,  the  tower  in  anv  wind  up  to  bo  miles  per 
hour  without  difficulty.  The  passengers  can  get  into  or  out  of 
the  ship  by  means  of  a  lift  in  the  tower.  There  consequently 
will  be  no  need  to  put  the  airship  into  a  shed  except  for  periodic- 
overhaul  and  refit. 

SECTION  II. 

General  Remarks. 

Although  no  claim  is  made  that  airships  will  seriously  compete 
with  ordinary  transport  services  at  present  satisfactorily  served 
by  railway  and  ocean  liners,  there  is  no  doubt  that  a  sufficient 
number  of  passengers  would  be  prepared  to  pay  relatively  higher 
rates  for  the  great  saving  in  time  laken  for  long  distance  jour- 
neys, particularly  for  long  sea  journeys,  and  also  to  get  a  direct 
and  fast  service  to  important  centres  which  are  not  at  present 
served  direct  by  railway  systems  or  ocean  transport. 

The  demand  would  mainly  be  for  passenger  traffic  to  serve  the 
requirements  of  business  men  who  require  to  get  from  centre 
to.  centre  in  the  shortest  possible  time,  and  also  for  the  carriage 
of  express  mail  matter. 

Other  services  on  which  large  airships  would  be  particularly 
useful  would  be  : — 

For  carrying  freight  of  high  intrinsic  value,  such  as  transport- 
ing valuable  ores  and  other  commodities  of  high  intrinsic  com- 
mercial value  from  places  otherwise  inaccessible,  or  not  provided 
with  other  means  of  direct  transport. 


In  making  preliminary  exploration  of  large  virgin  tracts  of 
country  for  the  purpose  of  constructing  railway  tracks,  etc.,  a 
great  amount  of  laborious  exploration  work  would  be  eliminated. 

There  are  also  great  possibilities  of  obtaining  a  profitable  re- 
turn by  running  airships  for  pleasure  trips  from  seaside  or  other 
resorts  in  the  summer  months,  where  an  almost  unlimited  num- 
ber of  people  w-ould  pay  a  good  price  for  airsh'p  cruises. 

A  particular  instance  for  which  it  is  thought  such  services  could 
be  profitably  run  would  be  at  Blackpool,  where  pleasure  cruises 
could  be  run  to  the  Isle  of  Man,  or  to  the  Lake  District. 

There  might  also  be  a  limited  demand  from  private  owners  for 
a  small  non-rigid  airship,  to  carry  two  or  three  passengers,  which 
could  be  run  at  much  the  same  cost  as  a  small  yacht. 

It  is  probable  Chat  in  order  10  meet  the  requirements  of  these 
various  purposes  for  which  airships  conceivably  will  be  utilised 
airships  will  be  designed  of  thiee  classes,  viz.  : — 

First,  the  airshlip  of  moderate  size  and  high  speed,  for  carrying 
cypress  mails  and  passengers. 

Secondly,  the  passenger  liner  for  passenger  traffic,  of  a  large 
size,  and  high  speed. 

Thirdly,  large  airships  of  comparatively  blow  speed  and  large 
carrying  capacity,  for  general  transport. 

The  small  non-rigid  airship  will  hold  the  field  for  use  for 
private  purposes. 

The  rigid  airship  is  as  yet  only  at  the  beginning  of  its  develop- 
ment, particularly  as  regards  si/e  and  carrying  capacity.  The 
airship  of  3^  million  cubic  feet  capacity — the  size  proposed  in  this 
paper — for  immediate  use  on  the  fast  passenger  services,  which 
would  have  a  maximum  speed  of  75  m.p.h.,  and  would  carry  a 
useful  load  of  passengers  of  15  tons,  for  a  distance  of  4.800  miles, 
could  'be  built  immediately  and  could  ibe  houssd  in  sheds  at  pre- 
sent available.  As,  however,  the  lift  and  speed  efficiency  of  a 
rigid  airship  increases  rapidly  with  increase  of  size,  it  will  be 
aelvantageous  to  use  the  largest  airships  that  can  foe  economically 
operated,  and  a  rigid  airship  able  to  carry  50  tons  of  passengers 
and  freight  for  10,000  miles,  at  a  speed  of  So  m.p.h.,  is  quite 
feasible,  and  the  design  and  construction  of  such  an  airship  could 
be  undertaken  immediately  it  would  be  justified  by  developments 
in  the  demand  for  air  transport. 

Passenger  cruises  on  a  commercial  scale  were  operated  in  Ger- 
many for  about  four  years  before  the  war  by  the  Hamburg- 
America  Steamship  Company,  and  it  is  understood  that  companies 
have  been  formed  in  Germany  for  Zeppelin  airship  services  from 
Berlin  to  Constantinople,  and  notices  have  recently  appeared  in 
the  Press  that  the  German  Zeppelin  Comrjany  is  now  actually 
building  airships  for  the  B'erlin-New  York  service  and  other 
routes. 

Notices  have  also  recently  appeated  in  the  Press  to  the  effect 
that  the  Spanish  Government  have  decided  *o  make  inquiries  into 
the  possibilities  of  running  trans-Atiantic  services  from  Spain  to 
the  United  Stales  of  America. 

It  is  conceivable  that  by  the  development  of  aerial  transport 
no  important  city  will  be  further  from  London  than  10  days' 
journey. 


C.»  lOOn  oven  & 


—  ZfiO  View  Looking;  Aft  ~ 


VICKERS     R1CID  AIRSHIPS. 

Proposed  3500, 000 cbc  ft  Passenger  &  Mail  Carrying  Airship. 


PLATE  N°l 


August  20,  1919 


Aeronautical  Engineering 


(Sui  pleuicul  to  The  Aeroplane.) 


677 


AEROPLANES  AIRSHIPS 
AERO-ENGINES 


PASSENGER 
POSTAL 

GOODS  CARRIAGE 
PATROL  IAIORK 


ALL  POIAJERS  OF  ENGINES 
BEARDMORE  I60HR  B.KR230HR 
BEARDMORE    TYPE   500  H.P. 


WM  BEARDMORE  &  C°.LTD. 

NAVAL  CONSTRUCTION|  IAJORKS, 

DALMUIR ;  DUMBARTONSHIRE. 

AERODROMES  &  HANGARS  AT  DALMUIR  &  INCHINNAN. 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING   WITH  ADVERTISERS. 


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SECTION  III. 

Proposed  Services  and  Routes. 

The  advantages  of  airship*  transport  will  be  most  apparent  for 
long  ocean  journeys,  and  it  is  believed  that  the  best  route  for 
the  first  service  would  be  between  London  and  New  York,  as 
this  is  the  route  on  which  there  is  the  greatest  demand  for  a 
saving  in  the  duration  of  voyage,  and  a  large  amount  of  passenger 
traffic  would  be  immediately  available  once  the  advantages  of 
the  service  were  demonstrated. 

London  to  New  York. — This  is  dealt  with  in  detail  in 
Section  IV. 

After  the  establishment  of  the  Atlantic  service,  other  services 
on  which  airship  transport  would  effect  great  economies  in  time 
would  be  the  following  : — 

London  to  India  and  Australia. — London  to  Cairo,  2,050 
miles ;  Cairo  to  Colombo  (via  Aden),  3,400  miles ;  Colombo  to 
Perth  (Australia),  3,150  miles. 

At  an  average  speed  of  60  m.p.h.,  and  with  a  stop  of  12  hours 
at  each  station  for  re-fuelling,  etc.,  the  times  taken  would  be 
the  following: — London  to  Cairo,  34  hours,  or  i|  days;  London 
to  Colombo,  34  plus  12  plus  58  hours  equal  104  hours  equal  43 
davs ;  London  to  Perth,  104  plus  12  plus  52  hours  equal  168 
hours  equal  7  days. 

By  train  and  mail  steamer  the  journey  to  Ceylon  at  present 
takes  15  days,  and  to  Australia  takes  over  30  days. 

Cairo  to  Capetown. — Cairo  to  British  East  Africa  (Nairobi), 
2,100  miles  equals  35  hours;  British  East  Africa  (Nairobi)  to 
Capetown,  2,200  miles  equals  37  hours.  Total  time  from  Cairo 
to  Capetown,  allowing  stop  for  twelve  hours  at  Nairobi  equals 
84  hours,  or  3^  days  ;  or  from  London  to  Capetown,  5J  days. 

Further  than  the  saving  in  time  in  the  actual  journey,  there 
is  the  saving  by  using  an  airship  service  in  the  elimination  of 
the  time  taken  for  trans-shipping  and  waiting  at  the  various 
ports,  etc.,  where  the  aerodromes  could  be  situated  quite  close 
to  the  terminal  stations. 

Owing  to  the  variation  in  weather  conditions,  there  would 
be,  of  course,  some  latitude  in  the  time  of  arrival  at  the  destina- 


tion, but  in  those  cases  where  there  is  a  saving  of  several  days 
in  the  total  journey  the  variation  of  a  few  hours  in  the  time 
of  arrival  would  not  be  of  much  account. 

Size  of  Airship  Required  for  the  Above  Services. — It  will 
be  noted  that  the  maximum  distance  of  voyage  required  for  any 
of  the  services  stated  above  is  3,500  miles,  which  at  a  speed  of 
60  m.p.h.  would  require  a  ship  able  to  fly  at  this  speed  for  a 
minimum  of  60  hours,  and  in  order  to  allow  for  loss  of  time 
on  the  way,  owing  to  adverse  weather  or  other  reasons,  it  is 
considered  that  an  airship  able  to  do  80  hours'  flight  at  a  speed 
of  60  m.p.h.  would  meet  all  the  conditions. 

It  is  proposed  that  the  airship  should  have  a  full  speed  at 
maximum  power  of  75  m.p.h.,  but  she  would  generally  only  fly 
at  reduced  power,  giving  a  speed  of  60  m.p.h.,  the  additional 
power  being  held  in  reserve  to  enable  the  additional  speed  to 
be  utilised  for  getting  through  storm  areas  or  going  against 
adverse  winds. 

SECTION  IV. 
Proposed  London  to  New  York  Service.  : 
1.  Specification  of  Proposed  Airship  ^ee  Plate  I.): — 

(A  complete  specification  is  given  in  Section  VII.). 
The  main  particulars  to  be  as  follows  : — 

Gross  gas  capacity   3,500,000  cubic  feet 

Normal  total  lifting  power   ,  105  tons- 
Disposable  lift   68  tons 

(The  "  disposable  lift  "  is  that  available  for  fuel  and  oil, 
stores,  crew,  passengers,  and  mails. ) 

Total  engine  power  3>5°°  b.h.p.. 

Speed  at  full  power   75  m.p.h. 

Normal  flying  speed  with  2,000  b.h.p  60  m.p.h» 

Consumption  of  petrol   0.5  lbs.  per  b.h.p./hour 

Consumption  of  oil    0.03  lbs.  per  TJ.rT.p./hour 

2.  Proposed  Crossing  Routes. 
Prevailing  wind  on  the  direct  route  (London  to  New  York)  is 
almost  always  from  west  to  east,  which  would  of  course  always 
fj'vour  the  east-bound  journey,  but  is  unfavourable  to  the  west- 
bound journey. 


View  inside  the  skeleton  of  a  rigid  Airship  at  the  Vickers'   Airship    Works,   Barrow-hvFurness.     External  keel  type. 


august  20,  1919  Aeronautical  Engineering  (sUpPleme„t  to THE  679 


CIVIL  FLYING 

WITH 


THE  SOPWITH  "DOVt,"  2-SEaTER 
SPORTING  MODEL 

COMFORT  AND  ECONOMY 

The  Sopwith  "  DOVE  "  is  a  sporting 
and  utility  aeroplane,  based,  in  point 
of  design  and  general  arrangement,  upon 
the  famous  Sopwith  "  PUP." 

With  its  fast  climb,  high-speed,  quick 
manoeuvrability  and  wide-speed  range  it 
is  an  ideal  safety-first  pleasure  aircraft. 

Full  details  of  performance  and  appoint- 
ments for  demonstration 

on  application  to 
The  Designer-Construct,  rs, 


The  Sopwith  Aviation  &  Engineering  Co., 


Paris  Office:  21,  RUE   DU  MONT  THABOR.  Telephone:   Central  80.44. 

Australia:   THE  LARKIN-SOPWITH  AVIATION  CO.  OF  AUSTRALASIA.  LTD., 
18,  GURNER  STREET,  ST.'KILDA,  MELBOURNB. 


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August  20,  1919 


It  is  proposed,  therefore,  that  the  crossing  eastward  from  New 
York  to  London  should  be  made  by  the  more  direct  route,  and 
thus  take  advantage  of  the  westerly  winds ;  the  distance  direct  by 
'this  route  is  3,000  miles. 

By  making  the  west-bound  journey  by  a  southerly  route,  via  the 
coast  of  Portugal,  Azores,  and  on  3.5'  N.  parallel  of  latitude  across 
the  Atlantic,  and  then  to  New  York,  the  voyage  is  made  in  a 
region  where  the  prevailing  westerly  winds  of  the-  higher  lati- 
tudes are  absent,  and  only  light  winds  are  encountered,  which  are 
generally  of  a  favourable  direction. 

The  distance  by  this  route,  however,  is  about  3,600  miles,  but 
with  a  ship  speed  of  60  m.p.h.  it  would  be  quicker  to  make  the 
west-bound  journey  by  the  direct  route  if  the  westerly  wind  did_^ 
not  exceed  10  m.p.h.  If  the  wind  were  greater  than  this,  it  would 
be  quicker  to  go  west  by  the  southerly  route  via  Azores.  For 
information  regarding  prevailing  winds,  reference  should  be  made 
to  Section  V. 

As  a  basis  for  the  times  taken,  the  journey  from  London  to  New 
York  via  Azores  is  taken. 

Although  the  speed  of  the  airship  at  maximum  power  is  75 
m.p.h.,  the  crossing  normally  would  be  made  at  a  speed  of  60 
m.p.h.,  which  only  requires  2,000  h.p.  and  is  thus  much  more 
economical  in  fuel.  The  full  speed,  however,  can  be  used  when- 
ever the  ship  has  to  voyage  through  any  stor  n  areas  against 
strong  head  winds.  By  the  scuther'y  route,  the  time  taken  for  the 
joutney  of  3,600  miles  at  a  speed  of  60  m.p.h.  is  60  hours,  but 
to  allow  for  delays  owing  to  adverse  weather  allowance  is  made 
for  the  airship  always  carrying  80  hours'  fuel  at  60  m.p.h. 

The  distances  and  normal  times  for  the  journey  would  therefore 
be  as  follows : — London  to  New  York,  via  Portugal  and  the 
Azores,  3.600  miles  ;  time  taken,  60  hours,  or  24  days.  New  York 
to  London  by  the  direct  route,  3,000  miles ;  time  taken,  50  hours, 
or  just  over  two  days. 

3  Service 

It  is  proposed  to  have  four  airships  for  use  on  the  cross-Atlantic 
service. 

Two  airships  would  only  be  in  service  at  a  time,  and  the  other 
two  standing  by,  so  that  each  airship  jould  lay  up  alternate 
weeks  for  overhaul  and  refit,  etc. 

As  the  time  of  journey  etween  London  and  New  York  will 
vary  between  50  to  60  hours,  each  airship  will  therefore  easily 
make  two  crossings  or  one  double  journey  per  week,  thus  giving 
a  service  with  two  airslhips  of  two  "  sailings  ''  each  way  per 
week.    The  average  time-tabis  might  therefore  be  as  follows  «  - 


Leave  London. 
Monday,  a.m. 
Thursday,  a.rii 


Arrive  New  York. 
Wednesday,  p.m. 
Saturday,  p.m. 


Leave  New  York. 
Monday,  p.m 
Thursday,  p.m. 


Arrive  London. 
Thursday,  a.m. 
Sunday,  a.m. 


From  available  weather  records,  it  is  considered  that  crossings 
would  be  practicable  on  at  least  300  days  in  the  year,  or  82  per 
cent,  of  the  total  days,  so  that  it  is  probable  that  a  total  of  200 
crossings  in  the  year  could  be  maintained. 

It  is  probable  that  until  weather  conditions  have  been  further 
studied,  so  that  advantage  can  be  taken  of  the  best  possible  routes, 
that  a  regular  service  of  two  crossings  each  way  per  week  could 
probably  only  be  maintained  at  first  in  the  months  of  May  to  Sep- 
tember, and  that  the  crossings  in  October  to  April  would  probably 
be  irregular,  the  actual  day  of  sailing  being  dependent  on  the 
weather  conditions. 

4.  Crew  Required  :— 

Two  watches  would  be  carried,  who  would  take  duty  in  eighi- 
hour  shifts,  and  both  watches  on  duty  when  leaving  or  landing. 


Each  watch  :  Navigating  officer,  steersman,  elevator  man,  four 
engineers,  signalman  for  w.t.  (eight  men),  also  two  stewards, 
commanding  officer  ;  total  crew,  19  men. 

Four  crews  would  be  in  service  between  the  airships,  so  that 
each  crew  would  only  make  two  crossings  per  week. 

Weight  of  crew  at  160  lbs.  per  man  ;  personal  effects  at  20  lbs. 
per  man  ;  food  at  10  lbs.  per  man  per  crossing ;  total  weight, 
190  lbs.  per  man.    Total  weight  for  crew,  190  x  19  =  3,600  lbs. 

5.  Passengers  and  Mails  Carried  : — 

Weight  per  passenger  : — Weight  of  man  at  170  lbs.,  personal 
effects  at  50  lbs.  per  man  ;  food,  etc.,  for  journey  at  15  lbs.  per 
man  ;  total,  233  lbs.  per  man. 

Distribution  of  disposable  weight  for  journey  : — Crew  and 
effects,  19  men  at  190  lbs.,  1.5  ton  ;  fuel  and  oil  for  80  hours  at 
60  m.p.h.,  38  tons;  starting  ballast  for  2,000  ft.,  6.5  tons;  emer- 
gency ballast,  5  tons  ;  available  for  passengers  and  mails,  15  tons  ; 
total,  68  tons. 

Fifteen  tons  would  carry  140  passengers  and  effects,  or  10  tons 
mails  and  50  passengers. 

SECTION  V. 

Estimated  Cost  of  Running  the  Proposed  Atlantic  Service, 
London=New  York. 
The  cost  of  running  the  service  would  be  that  necessary  to 
cover  the  following  charges,  viz.  : — (1)  Interest  on  capital  re- 
quired, (2)  allowances  for  depreciation,  (3)  insurance  premiums, 
(4)  operating  expenses,  (5)  repairs  and  maintenance.  Dealing 
with  these  items  in  detail  :— 

1.  Capital  Charges  : —  Amount. 
Four  airships    of    3,500,000   cubic    feet    capacity  at 

,£400,000  each    £1,600,000 

Two  double  airship  sheds  at  £300,000  each    600,000 

Land  for  two  sheds  and  aerodromes  at  £30,000  each  60,000 

Workshops,  gas  plants,  and  equipment  150,000 

Working  capital,  including  spare  parts,  stores,  etc.  170,000 

Wireless  equipment   10,000 

Miscellaneous   accessories    10,000 

Total  capital  required  £2,600,000 

Annual  charge,  interest  at  10  per  cent   £260,000 

2.  Depreciation  : — 

(a)  Airships. — Useful  life,  say  3  years.  Obsolete  value,  say 
£20,000  per  ship.  Total  depreciation  per  ship  equals  £380,000 
in  3  years.  Average  total  depreciation  per  annum  for  4  airships 
for  3  years  equals  £507,000. 

(b)  Airship  Sheds. — Useful  life,  say  30  years.  Obsolete  value 
in  30  years,  10  per  cent.    Total  annual  charges  equal  £18,000. 

.(c)  Workshops  and  Plant. — Depreciation  at  5  per  cent,  per 
annum  equals  £3,500. 

(d)  Land  for  Sheds  and  Aerodromes. — Value  would  probably 
increase  owing  to  use  as  airship  station,  but  is  assumed  as 
remaining  constant. 

Total  annual  charge  for  depreciation,  £530,000. 

3.  Insurance  Premiums  : — 

(a)  On    airship    value    at    10  per  cent,    per  annum, 

average  per  year  for  3  years    £110,000 

(b)  On  sheds  and  plant  at  2  per  cent,  per  annum  ...  13.S00 

Total  annual  insurance  charges    £I23,5°° 

4.  Annual  Establishment  Expenses  : — 
(a)  Salaries  of  officers  and  crew  : 

4   airship   commanders   £4i00° 

8  airship  officers   •••   6,000 

Total  number  crew  hands  equals  64   16,000 

£26,000 


<  1  iris  at  the  Vickers  Works  making  up  A.rsUp  girders. 


August  20,  19 19 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplane.; 


68l 


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August  20,  1919 


(b)  Salaries  of  establishment : 

(i)  Management   and   staff    ;£5>°00 

(ii)  Workshop  hands,   storekeepers,    etc.,  50  at 

each  shed  (total  100)    ^20,000 

^25,000 

Total   annual  establishment  expenses    £51'000 

5.  Repairs  and  Maintenance  : — 

(a)  Sheds  and  plant— annual  charge,  say    ;£5>00° 

(b)  Repairs  and   overhaul  of  airships    ^20,000 

Total   charge    ^25>000 

Totals  of  Annual  Charges  : — 

1.  Interest  on  capital  .....   .£260,000 

2.  Depreciation   •   S30.000 

3.  Insurance    123,500 

4.  Establishment  expenses    51!000 

5.  Repairs  and  maintenance    25,000 

Total  annual  charges    ^99°.  5°° 

Say   £1,000,000 

Cost  Chargeable  per  Crossing  : — 

The  amount  chargeable  per  trip  comprises  :— (1)  Proportion  of 
annual  charges,  (2)  cost  of  fuel  and  oil  per  trip,  (3)  cost  of  hydro- 
gen used  per  trip,  and  (4)  cost  of  food  for  crew  and  passengers. 

Taking  the  number  of  crossings  per  year  as  200,  London-New 
York  :— 

1.  Proportion  of  annual  charges  per  crossing   A,5>°°" 

2.  Petrol  for  trip,  30  tons  at  £25  per  ton  (is.  6d.  per  gallon)  750 

3.  Oil  per  trip,  2  tons  at  £40  per  ton  (2s.  6d.  per  gallon)...  80 

4.  Hydrogen  used,  750,000  cub.  ft.  at  10s.  per  1,000  cub.  ft.  375 

5.  Cost  of  food  per  trip  for  crew  of  19,  and  100  passengers..  400 

Total  charge  per  crossing,  London-New  York...  .£6,605 

This  is  at  the  rate  of  38s.  per  ship  mile  flown. 

Carrying  passengers,  the  rate  would  be  : — London-New  York, 
£48  per  head,  which  is  equivalent  to  4d.  per  mile  per  passenger. 

Rate  for  mails  would  be  :— London-New  York,  £425  per  ton, 
or  3d.  per  ounce. 

It  will  be  seen  from  the  above  that  the  direct  running  cost  is 
25  per  cent,  and  the  overhead  charges  75  per  cent,  of  the  total 
cost. 

SECTION  VI. 

Financial  and  Working  Arrangements,  and  Government 
Subsidy. 

It  is  considered  probable  that  proposals  for  Government  sup- 
port for  the  establishment  of  airship  services  would  be  favourably 
cotisidered,  as  the  constant  use  of  airships  lor  commercial  work 
would  be  the  best  possible  means  of  developing  and  improving  the 
design,  as  suggested  by  the  constant  experience  obiained  in  ser- 
vice. 

It  would  offer  a  means  of  keeping  in  constant  training  officers 
and  crews  who  would  be  available  for  Naval  service. 


Passac. 


The  type  of  airships  used  for  passenger  and  mail  transport  could 
also  be  very  well  adapted  for  use  in  the  Naval  services  should 
occasion  require. 

From  the  analysis  of  working  cost  in  Section  V,  it  may  be  justifi- 
ably be  expected  that  airship  services,  when  fully  established 
and  patronised,  will  be  able  to  show  a  good  working  profit.  It 
would  probably  require  considerable  financial  support  before  the 
service  will  be  so  established  as  to  ensure  rull  support  from  pas- 
senger and  mail  traffic  when  it  would  be  able  to  be  run  on  a 
paying  basis. 

To  establish  and  work  trans-oceanic  airship  lines,  it  would  be 
desirable  to  form  a  joint  syndicate  with  a  shipping  company  (e.g., 
the  Cunard  Line),  who  would  undertake  the  organisation  of  the 
operation  of  the  service  and  the  necessary  publicity;  Vickers,  Ltd., 
to  build  the  necessary  airships  and  provide  the  necessary  technical 
staff  and  facilities  for  maintenance. 

The  Government  subsidy  to  the  airship  companies  would  prob- 
ably be  on  the  following  terms  : — 

1.  Loan  of  airship  sheds  and  flying  grounds  by  the  Govern- 
ment, free  of  charge,  until  the  experimental  stage  is  passed  and 
the  company  is  in  a  position  to  obtain  the  necessary  capital  for 
providing  the  requisite  sheds  and  landing  grounds  for  new  services. 

2.  The  loan  of  Naval  airship  crews  and  handling  parties,  until 
the  service  was  established  as  a  paying  concern,  and  until  officers 
and  crews  could  be  trained  by  the  airship  company . 

3.  The  Government  to  pay  a  substantial  subsidy  for  the  convey- 
ance of  express  mails. 

4.  It  is  also  possible  that  the  Government  would  be  prepared 
to  share  or  undertake  all  the  financial  risk  of  the  insurance  of  the 
airships  until  the  security  of  the  service  was  so  established  as  to 
warrant  underwriters  giving  reasonable  rates. 

It  is  understood  that  the  German  Airship  Passenger  Company^ 
which  was  run  by  the  Hamburg-America  Steamship  Company, 
was  subsidised  by  the  German  Government  to  the  extent  of  being 
provided  with  crews  and  handling  parties  of  the  Army  and  Navy 
Airship  Services  under  training. 

SECTION  VII. 

General  Specifications  of  Proposed  Airship  for  Transport 
Services. 

General  particulars  : — 

Gross  gas  capacity  •  3,500,000  cubic  feet 

Overall  length   800  feet 

Maximum  diameter  and  overall  width  100  feet 

Overall  height  ,  105  feet 

Total  lift  (at  68  ibs.  per  1,000  cubic  feet)   105  tons 

Disposable  lift   68  tons 

Total  maximum  power  of  engines   3>500  B.H.P 

Cruising  power   2,000  B.H.P. 

Speed  at  full  power   75  m.p.h 

Speed  at  cruising  power   60  m.p.h 

Endurance  at  cruising  power — when  carrying 
15    tons    of    passengers    and    freight — 80 

hours,  equals  4,800  miles 


SCcTiON  Inway  or  Ca^1* 


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Side  Elevation 


—  Plan  View  — 

Diagrams  <  f  the  Passenger  accommodation  of  the  Vickers  proposed  Trans  Atlantic  Airships. 


august  20,  1919  .Aeronautical  Engineering  (Supplement  t0  THE  AER0PMNE,  683 


I  (til!  II 


SOUNDER 


I 


\  If  II 


Sole  Manufacturers  of  the  famous  Sewn  "CON- 
SUTA"  PLYWOOD,  the  lightest  and  strongest 
material  yet  evolved  for  Aircraft  construction. 

zAs\  us  to  quote  Jor  your  requirements. 

S.  E.  SAUNDERS,  Ltd., 

EAST  COWES,  I.O. W. 


1  i§ 


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Endurance  at  cruising  power — when  carrying 

10  tons  of  passengers  and  freight   

90  hours,  equals  5,400  miles 

Note.— The  "Disposable  Lift"  is  the  lift  available  for  fuel  and 
oil,  stores,  crew  and  passengers,  mails,  and  freight,  etc. 

The  particulars  and  performance  stated  are  based  on  present 
design,  and  the  actual  performance  of  ships  of  2,000,000  cubic 
feet  capacity  now  in  service.  It  is  considered  that  the  figures 
given  are  conservative  and  that  actually  the  increased  size  of  ship 
would  enable  greater  structural  efficiency  and  consequently  greater 
disposable  lift  available  than  that  specified. 

Special  Features  : 

Passenger  accommodation — 

Living  Saloon. — The  main  living  accommodation  would  be  in 
a  saloon  fitted  along  the  top  of  the  airship,  provided  with  tables 
and  chairs  in  the  style  of  a  Pullman  car,  which  would  enable  the 
passengers  to  be  comfortably  accommodated  during  the  day  time. 
Part  of  this  saloon  would  be  fire-proofed  to  allow  of  being  used  as 
a  smoke  room.  An  open  shelter  deck  would  also  be  provided  at  the 
aft  end  to  enable  the  passengers  to  take  the  air. 

The  saloons  would  be  provided  with  windows  giving  the  pas- 
sengers an  all-round  outlook. 

A  passenger  lift  would  be  provided  for  communication  between 
the  passengers'  quarters  and  the  lower  part  of  the  ship. 

Observation  car. — An  observation  car,  fitted  below  the  hull  to- 
wards the  aft  end  of  the  airship,  would  also  enable  passengers  to 
observe  the  land  and  sea  immediately  below  the  ship. 

Sleeping  quarters. — Sleeping  accommodation  in  the  fcrm  of 
berths  would  be  provided  in  small  cabins  fitted  on  top  of  the  air- 
ship forward  of  the  living  saloons. 

Cooking. — A  mess  kitchen  would  be  provided  fitted  with  electri- 
cal cooking  apparatus.    Meals  would  be  served  in  the  saloon. 

Heating. — The  saloons  and  sleeping  quarters  would  be  heated 
by  electric  radiators. 

Height  equilibrium  :  — 

On  long  day  and  night  flights  the  greatest  problem  is  the  main- 
tenance of  the  airship  at  a  constant  height,  and  avoiding  the  loss 
of  gas  consequent  on  expansion  due  to  the  ship  rising  aj  she  loses 
weight  by  consumption  , of  engine  fuel.  Also,  owing  to  the  great 
variation  in  temperature  between  day  and  night,  the  ship  becomes 
heavy  due  to  the  lower  temperature  at  night,  and  light  due  to 
the  higher  day  temperature,  and  thus  would  require  a  discharge  of 
weight  (ballast)  at  nightfall,  and  discharge  of  gas  in  the  morning 
to  keep  the  ship  in  equilibrium.  To  obviate  discharge  of  gas,  and 
the  necessity  of  starting  with  a  large  weight  of  ballast,  it  is  pro- 
posed to  adopt  the  following  means  : — 

1.  Using  hydrogen  as  fuel. — Arrangements  may  be  made  to  run 
a  proportion  of  the  engines  on  gas  fuel,  so  the  gas  can  be  con- 
sumed at  such  a  rate  that  the  loss  of  lift  equals  the  loss  of  weight 
of  fuel  consumed  by  the  other  engines,  thus  economically  using 
gas  which  otherwise  would  be  lost  through  the  discharge  of  the 
S'as-valves.  For  details  of  this  scheme,  see  the  appendix  to  this 
section,  from  which  it  will  be  seen  that  hydrogen  as  fuel  is  only 
approximately  twice  the  cost  of  petrol. 


2.  Water  recovery  from  exhaust  gases. — Apparatus  could  be  pro- 
vided to  condense  the  water  of  combustion  from  the  exhaust 
gases  of  the  engines.  Experiments  which  have  been  carried  out 
have  demonstrated  that  it  is  practicable  to  recover  watei  of  slightly 
greater  weight  than  the  petrol  fuel  consumed,  thus  avoiding  any 
variation  in  lift  due  to  petrol  consumption. 

3.  Water  ballast  from  the  sea. — Apparatus  could  be  pro- 
vided to  enable  water  ballast  to  be  picked  up  periodically  from  the 
sea  by  means  of  -a  pump  suspended  from  a  flexible  hose,  or  by 
bringing  the  airship  down  on  to  the  water's  surface  and  taking 
water  direct  into  tanks  in  the  gondolas  through  sea-valves. 

4.  Dynamic  lift.  If  the  airship  is  flown  with  a  slight  upwards 
or  downwards  inclination,  a  considerable  lifting  or  weight  effect 
is  obtained,  but  this,  howevei ,  entails  a  reduction  in  the  flying 
speed  of  the  ship. 

General  Specification. 
Hull  Structure. — The  shape  of  the  hull  to  be  of  the  most  perfect 
streamline  form  with'n  the  limitations  of  constructional  require- 
ments. 

An  internal  keel  corridor,  running  along  the  bottom  of  the  hull, 
to  toe  provided,  in  which  all  petrol  and  oil  tanks  and  water  ballast 
would  be  carried. 

Outer  Cover'ng. — The  outer  cover  would  be  made  of  special 
weather-proof  fabric  to  give  the  longest  possible  life  when  sub- 
jected to  the  weather  effects  on  continuous  voyages.  Also,  to  be 
as  efficient  as  possible  in  insulating  the  gas  from  change  of  tem- 
perature, and  so  avoid  great  variations  in  the  lift. 

Gasbags.— The  gas  capacity  would  be  divided  up  into  gasbags 
made  of  suitable  rubber-proofed  cotton  fabric,  lined  with  gold- 
beater's skins.  Gasbags  will  be  fitted  to  automatic  relief  valves 
and  hand  control  manoeuvring  valves. 

Control  and  Navigating  Compartment. — A  control  and  navi- 
gating compartment  to  be  built  on  to  the  hull  towards  (he  forward 
end  of  the  airship,  which  would  contain  all  main  controls,  the 
navigating  instruments,  and  also  the  wireles-.  telegraphy  installa- 
tion cabin. 

This  compartment  should  be  so  arranged  with  windows  as  fo 
have  a  clear  view  in  every  direction- 
Machinery  Cars.— Six  machinery  cars  would  be  fitted,  eadh  con- 
taining one  engine  installation,  with  a  direct-driven  propeller  fitted 
at  the  aft  end.  Two  of  these  cars  to  be  suspended  on  each  side 
of  the  hull,  suitably  arranged  so  as  to  give  ample  ground  clearance 
for  the  propellers. 

The  two  other  cars  to  be  situated  underneath  the  hull,  and  fitted 
with  landing  gear  and  floats. 

Machinery  Arrangements  : — 

Six  engines,  of  a  nominal  600  b.h.p.  each,  to  be  fitted,  making  a 
maximum  total  power  of  3,500  b.h.p.  The  engines  to  be  designed 
to  develop  their  maximum  full  power  when  flying  at  a  height  of 
5,000  feet. 

Engine  Starting. — Starting  to  be  by  the  Maybach  charging 
pump  system,  or,  alternatively,  the  engine  to  be  arranged  to  start 
on  the  hydrogen  fuel. 


AT  THE  VICKERS  WORKS: — Transve-se  frame  rings  for  rigid  Airships  heing  assembled.  In  the  bockground  may  be  seen 
a  section  of  the  bull  being  erected  in  a  veitica!  position,  and  on  the  left  a  completed  section  on  the  assembling  cradles. 


August  20,  1919 


Aeronautical  Engineering  <SupPiement  to  tm  aeropune.)  685 


ANOTHER    GREAT  TRIUMPH 

for  K.L.G.  Plugs 

Fitted  on  the  "Sunbeam-Coatalen"  engines  of  the  R.34  in 
her  great  Victory  flight  over  the  Atlantic,  "  K.L.G."  Plugs 
gave  every  possible  satisfaction  and  largely  contributed  to 
the  success  of  the  voyage  out  and  home. 

It  is  a  noteworthy  fact  that  "K.L.G."  Plugs  were  used  on 
all  British  Machines  flying  the  Atlantic— first  on  the  Sop  with 
(Hawker-Grieve)  machine, 0  then  on  the  Vickers-Vimy 
(Alcock= Brown)  Machine  and  on  the  British  Airship  R.34 

All  were  available,  "  K.L.G."  were  chosen. 


Standard  Model  R  1  5/-  each 

(Suitable  for  nearly  all  makes  of  Cars) 

Manufactured  by 
The  Robinhood  Engineering  Works,  Ltd. 

K.L.G.  Plugs  are  the  proved  efficient  Plugs  for  all  makes 
and  types  of  engines  for  Motor  Cars,  Motor  Cycles, 
Commercial  Vehicles,  Aeroplanes  and  Airships. 

SOLE  DISTRIBUTORS  FOR  THZ  ENTIRE  WORLD 

S.  Smith  &  Sons  <m.a.)  Ltd 

179  185,  GREAT  PORTLAND  ST,  LONDON,  W.l 

Midland  Service  Depot:    6,  Livery  Street,  Birmingham. 
Northern  Depot :  1 2,  Jackson's  Row,  Deansgate,  Manchester. 


Telephone}  Mayfair  6350  (6  Lines) 


Telegrams  "Speedomet  Telew,  London' 


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686 


(Supplement  to  Thk  Aeroplane.) 


Aeronautical  Fngineering 


August  26,  191 9 


IT'S  A  WALK  OVER  ! 

That's  the  only  .way  to  describe  t be  superiority  of 


The  Landing  in  Norfor-f  of  the  i?.34,  on  Sunday,  July  \3ih,  1919. 


THE   OUTER   COVER   PROOFED  WITH 

EMAILLITE 


AIRSHIP  DOPING  SCHEME  "P' 


THE   1st   DOPE  TO 
TWICE  CROSS  THE  ATLANTIC! 


East  Fortune    Long  Island,  U.S.  \.    Pulh 


am. 


THE  BRITISH  EMAILLITE  CO.,  LTD., 

Doping  Scheme  Specialists, 
5,    HYTHE    ROAD,    WILLESDEN,   N.W.  10. 

Wire:    "RIdleypren,  London."  'Phone:    Wlllesden  2346  &  2347. 


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"  IT  'S  A  WALK  OVER  ! " 

Tbats  the  only  .way  to  describe  the  superiority  of 

EMAILLITE 

DOPING   SCHEME  SPECIALISTS. 

Aircraft  for  School  and  Training  Purposes: 

"EMAILLITE"   DOPINC   SCHEME  "  S.M." 


Aeroplanes  and  Seaplanes  for 
Aerial  Navigation  and  TROPICAL  Service: 

EMAILLITE"   AEROPLANE   DOPING   SCHEME  "X.' 


Standard  Type  Aeroplanes : 

"EMAILLITE  '   AEROPLANE   DOPING   SCHEME   "  B." 

Rigid  Airships: 

"EMAILLITE"   AIRSHIP   DOPING  SCHEMES. 

"  P,"  "  R,"  &  "  R.A." 


R.33  &  3 

ETC.,  ETC. 


THE  BRITISH  EMAILLITE  CO.,  LTD. 

5,  HYTHE  ROAD,  WILLESDEN,  N  W  10. 

Wire  :  il  Rldlcyprcn,  London"  .  "Phone:  U'lllesden  234.6  and  234.7 ;. 


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633     (Supplement  to  the  arroplane.)  Aeronautical  Engineering  august  20;  1919 


Reversing  Gear. — The  transmission  gear  in  two  of  the  wing 
■cars  only,  to  be  fitted  with  reversing  gear  to  enable  the  airship 
.to  be  driven  astern. 

Cooling  System. — The  radiators  of  the  engine- cooling  system 
to  be  fitted  in  slides  to  enable  them  to  be  completed)  drawn  into 
the  cars  when  the  engines  are  not  running,  to  ensure  their  being 
kept  sufficiently  warm  and  prevent  freezing. 

Silencer.— The  engines  to  "lie  fitted  with  special  exhaust 
silencers  in  order  to  reduce  the  exhaust  noise  to  a  minimum,  and 
special  consideration  is  also  to  be  given  in  the  design  of  the  trans- 
mission gear,  etc.,  to  obviate  as  far  as  possible  all  objectionable 
jioise. 

Engine  Fuel. — All  engines  to  be  designed  for  mnning  on  petrol 
fuel,  but  to  be  fitted  with  arrangements  to  enable  them  to  be  run 
■alternatively  on  hydrogen  gas 

Controls  and  Communications. — All  the  lollowing  controls  of 
improved  type  would  be  fitted,  to  be  operated  from  the  forward 
control  compartment  : — 

(i)  Controls  to  the  rudders  and  elevator  planes  for  the  steering 
control. 

(ii)  Gas-valve  Controls. — Control  gear  to  be  fitted  to  enable  the 
gas  discharge  valves  on  a  selected  number  of  gasbags  to  be 
operated  from  the  control  compartment. 

(iii)  Ballast  Discharge  Control. — Controls  would  be  fitted  to 
enable  all  the  emergency  water  ballast  discharge  to  be  controlled 
from  the  forward  compartment,  all  other  water  ballast  to  be  dis- 
charged by  local  control. 

(iv)  Engine-room  Telegraphs. — Engine-room  telegraphs,  prefer- 
ably of  the  electrical  type,  would  -be  fitted  for  communication  froir. 
the  forward  compartment  to  the  machinery  cars. 

(v)  Telephones. — Telephone  communication  would  be  provided 
between  all  stations  on  the  ship. 

Heating  Arrangements. — The  living  quarters  and  the  control 
compartment  would  be  heated  by  electric  radiators. 

Ir,  the  machinery  cars  arrangements  wou'd  b;  made  to  utilise 
the  exhaust  heat  for  keeping  the  cars  at  the  necessary  tempera- 
ture. 

Landing  Gear. — Inflated  buffer  landing  bags  o'  a  special  type 
•would  be  fitted  underneath  the  forward  control  compartment, 
.and  underneath  the  two  aft  machinery  cars,  which  would  enable 
the  airship  to  alight  either  on  land  or  on  the  surlace  of  the  sea. 

Mooring  and  Handling  Gear. — Hauling-down  ropes,  mooring 
ropes,  and  sea  anchor  gear  would  foe  provided  as  necessary  in  con', 
election  with  the  mechanical  handling  and  nr.ooring-out  arrange- 
ments. 

The  airship  would  be  provided  with  bow  mooring  gear  to  enable 
her  to  be  moored  out  to  the  mooring  tower. 

Special  means  of  mechanically  handling  the  airship  when  land- 
ing, and  for  taking  her  into  the  shed,  would  be  provided  on  the 
binding  grounds,  and  the  necessary  attachments  in  connection 
with  this  provided  on  the  ship.  These  arrangements  would  be  of 
-such  a  nature  as  to  reduce  the  number  of  hands  required  during 
these  operations  to  the  personnel  usefully  employed,  at  the  shed 
establishment. 

For  full  description  of  proposed  methods  of  handling  and  moor- 
ing the  airship,  see  Section  VIII. 

Electrical  Installation. — Electrical  power  would  for  provided  by 
dynamos  driven  off  the  main  engines  to  provide  current  for  electric 
■lighting  of  the  saloons  and  cars,  and  also  to  provide  the  electrical 
heating  in  the  saloon  cabin  and  sleeping  quarters. 


Wireless  Telegraphy. — A  .powerful  wireless  telegraphy  installa- 
tion would  be  fitted  in  the  wireless  cabin  in  the  forward  control 
compartment,  and  would  have  a  range  for  sending  and  receiving 
of  at  least  5,000  miles 

SECTION  VIII. 
Aerodromes,  Sheds,  and  Equipment. 
At  the  terminal  point  of  each  airship  route  it  would  be  necessary 
to  make  provision  for  the  following  : — 

1.  An  aerodrome  of  about  one  mile  square. 

2.  A  double  airship  shed  capable  of  housing-  two  of  the  airships. 

3.  A  mooring-out  tower,  with  bow  mooring  gear 

4.  Mechanical  handling  gear  for  transferring  the  airship  from 
llv:  mooring  tow;er  to  the  shed. 

5.  Hydrogen  generating  plant  and  storage, 
o.  Repair  workshops  and  stores. 

7.  Meteorological  office  and  wireless  telegraph)'  installation. 
X.  Electrical  night  signalling  and   lighting  arrangements  for 
the  aerodrome. 
9.  Offices,  etc. 

Aerodrome. — The  aerodromes  should  be  within  direct  communi- 
cation and  a  short  distance  from  the  city  served  by  the  airship 
service,  and,  if  possible,  would  be  advantageously  situated  near 
to  a  chemical  works  where  hydrogen  could  he  obtained  as  a 
by-product. 

The  ground  would  require  to  be  flat,  and  preferably  on  a  site 
remote  from  hills  and  other  topographical  features  likely  to  cause 
n\f  disturbances 

Sheds. — The  double  sheds  required  to  house  the  size  of  airships 
specified  would  require  to  have  two  berths  each  with  a  minimum 
s'.zi  of  850  ft.  long,  150  ft.  wide,  and  115  ft.  high,  with  opening 
doors. 

The  sheds  would  be  provided  with  hydrogen  filling  mains  and 
with  gear  for  slinging  the  airships  from  the  roof  when  deflated 
for  overhaul. 

Special  arrangements  would  be  made  to  enable  rapid  replenish- 
ing of  the  ships  with  gas,  fuel,  'and  water  ballast 

Mooring-out  arrangements  (see  below). — A  mooring-out 
station  would  be  provided  at  each  aerodrome,  consisting  of  a 
fixed  mooring  lower  about  150  ft.  in  height,  with  a  revolving 
head  to  which  the  airship  would  be  rigidly  attached  by  the  nose 
and  would  ride  clear  of  the  ground  in  all  weathers,  and  be  able 
to  turn  round  in  accordance  with  the  direction  of  the  wind.  This 
tower  would  foe  provided  with  a  hauling-in  winch  and  rope  to 
haul  the  ship  up  to  the  mooring  point. 

Means  would  foe  provided  at  this  mooring  tower  to  enable  the 
airship  to  foe  supplied  with  hydrogen,  fuel,  and  water  ballast 
whilst  moored  out. 

A  lift  from  the  ground  to  the  top' of  the  rower  would  enable 
passengers  to  embark  and  disembark  whilst  the  airship  was  riding 
at  the  mooring,  and  would  also  serve  to  conve/  mails,  freight, 
stores,  etc  ,  to  the  ship. 

The  airship  would  be  moored  to  this  mast  and  ride  out  during 
even  the  worst  weather,  and  would  only  require  t->  be  taken  into 
the  shed  when  lying  up  and  for -overhaul  and  repairs,  etc. 

A  diagrammatic  sketch  showing  the  scheme  of  mooring  the 
ship  to  the  mooring  mast  is  shown  in  the  figure  below. 

Mechanical  Handling  Gear. — Mechanical  handling  gear,  con- 
sisting of  trolleys  running  on  guide  rails  from  the  mooring  tower 
to  the  shed,  with  electrically-driven  gear,  would  enahle  the  ship 


August  20,  1919 


Aeronautical  Engineering  (S«pPic 


incut  to  7m.  Akroi-i.ane.) 


O89 


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z&or/^<z72s£ip,  ancf  si2tnj££  aCeafiny: 

To-day 

ifiey  (prarazrtee  ivze  same  service 
to  a  uxyr/clrwide  ancf  ever-growiny 
c/ietitete. 


Aircraft  and  Manufacturing 

Aeroplanes  Seaplanes 
Components  Accessories 
Office  ancf  Sciioof  TxiiriirLiiic 


Agricultural 

Tr*a:c£ors 
i\£acfiiriery 
Impfemenis 


Coachbuildin§ 

rzipii-^rraae 
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AeciafVesi^ns 
(Dver/iauis 


Motor  Cars 

iWeuv  Gars  Secorxfl^Grrs 
CR^cjd  airs  1~iiie  Cars 

Cparayes \fbr  over  IOOO  Cars 


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NORWICH   •  LONDON  •  1PSWJCH  •  BMRY  ST  EDMUNDS 


± 


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The  above  is  an  illustration  of  our  320  H.P.  Twin  Engines  9  Seater  Passenger  or  Commercial  Machine 


THE 

Central  Aircraft 

COMPANY 


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august  20,  igig  Aeronautical  Engineering  (Slipplement  t0 THE AER01,WNE ,  Bgi 


Enrol  Now 


THE 


Central  Aircraft 
Company's 

SCHOOL  of  AVIATION 


The  most  modern  and  best  method  of  Instruction  in  Flying  is  now  being 
given  at  the  Company's  Aerodrome  at  Northolt. 

This  Flying  Ground  covers  an  area  of  about  350  acres,  and  forms  probably  the 
Finest  Training  Aerodrome  in  the  country.    Sleeping  accommodation  available. 

Commence  your  Training  NOW. 


The  School  is  under  the  personal  supervision  of  Mr.  HERBERT  SYKES, 
O.B.E.,  the  well-known  Test  and  Exhibition  Pilot,  assisted  by  a  large  staff  of 
qualified  and  experienced  instructors. 

Tuition  on  80  H.P. 

DUAL  CONTROL  "C.A.C."  Tractor  Biplanes, 

the   Finest  Training   Machines  yet  produced. 


Write  for  Illustrated  Handbook  and  all  particulars  to: — 

The  CENTRAL  AIRCRAFT  Company 

179,  High    Road,   Kilburn,    N.W.  6. 


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Aeronautical  Engineering 


August  20,  iqh 


Mai«J  l_us>= 


Diagram  of  the  Vickers  proposed  London  Airship  Terminus  in  Plan  View 

the  mooring  tower  to  the  shed  with 


to  be  safely  moved  from 
minimum  of  man  power. 

Hydrogen  Generating  Plant  and  Storage. — If  no  industrial 
supply  of  hydrogen  were  conveniently  situated,  it  would  'be  neces- 
sary to  provide  each  aerodrome  with  hydrogen  generating  plant, 
with  a  production  of,  say,  50,000  cubic  feet  per  hour,  and  gaso- 
meter storage  would  require  to  be  provided  with  a  capacity  of 
about  500,000  cubic  feet. 

Workshops  and  Stores. — Workshops  would  be  provided  at  'he 
shed  as  necessary  to  carry  ouf  all  overhauls  and  repairs  to  the 
airships,  and  stores  would  require  to  be  provided  to  store  spare 
gear  and  other  materials  required. 

Meteorological  Office  and  Wireless  Installation  — Each  aero- 
drome would  be  provided  with  a  meteorological  office  or  station 
to  issue  weather  reports  for  the  guidance  of  airship  navigators 
and  to  issue  navigating  instructions  to  them  whilst  on  voyage  by 
means  of  the  wireless  installation.  The  latter  would  require  to 
have  a  range  of  at  least  5,000  miles. 

Electrical  Night  Signals  and  Lighting  Arrangements. — Each 
aerodrome  would  be  provided  with  suitable  electric  light  sky 
■signals  to  indicate  the  position  of  the  landing  ground  to  incoming 
ships'  at  night,  and  the  aerodrome  would  require  to  be  provided 
.with  landing  lights  to  indicate  the  position  of  the  mooring  tower 
and  to  give  sufficient  light  to  enable  the  ship  to  be  moored. 

SECTION  IX. 

The  Weather  as  Affecting  Airship  Service. 
The  elements  of  weather  that  have  influence  on  airship  travel 
are  wind,  rain,  hail,  snow,  and  log. 


It  is  not  likely  that  rain,  hail,  snow,  und  fog  will  of  them- 
selves have  much  influence  on  airship  flying.  With  suitable  rain- 
proof, non-absorbent  outer  covering,  the  absorption  of  water,  and 
the  consequent  increase  of  weighY,  are  avoided.  Hail -and  snow 
will  not  adhere  to  the  ship's  surface  when  in  flight  owing  to  the 
high  speed  through  the  air,  and  in  any  case,  as  the  precipitation 
height  is  not  usually-more  than  8,000  feet,  they  can  be  entirely 
avoided  by  flying  above  this  height. 

Fog  might  give  trouble  in  landing,  but  in  flight  the  airship 
would  be  above  the  fog,  and  not  be  affected  by  it.  In  landing, 
suitable  means  would  be  taken  to  mark  the  landing  place  by 
means  of  captive  balloons  or  kites,  and  strong  searchlights  could 
be  used  on  the  ground.  At  night  the  balloons -would  carry  elec- 
tric lights  with  connection  from  the  ground. 

Rain,  hail,  snow,  and  fog  are  also  generally  local  in  their 
occurrence,  and  could,  in  any  case,  generally  be  avoided  by  a 
short  deviation  from  route.  Cross-Atlantic  records  indicate  that 
on  the  main  steamship  routes  fog  sufficient  to  impede-  navigation, 
does  not  occur  on  more  than  12  days  in  the  year. 

Wind. — The  only  important  factor  that  need  be  taken  into  con- 
sideration is  wind,  but  in  most  cases  unduly  strong  winds  can 
be  avoided  by  flying  at  a  higher  level  or  sailing  on  a  different 
course,  so  as  to  avoid  the  storm  area. 

As  is  well  known,  there  are  at  sea  level,  between  certain 
clearly  defined  latitudes,  prevailing  winds  of  constant  direction, 
of  which  advantage  can  be  taken  -by  suitably  laying  out  the 
course  and  route  to  be  followed.  Again,  at  the  higher  levels,, 
there  is  at  most  latitudes  a  constant  drift,  of  which  advantage 
may  be  taken  even  if  the  winds  at  sea  level  are  unfavourable. 


Vickers  Patent  Moorinc  Cear  for  Rod  Airships. 
Details  of  Masthead. 


August  20,  1919 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplane.) 


693 


TRANSITIONS 
IN  TRANSIT 


No.  2. 


The  Royal  Mail 
Stage  Coach. 

One  hundred  years  ago  :  and  a  sharp 
chill  morning. 

The  post  boy  ups  and  sounds  a  shrill 
•'Tantivy"  as  we  rumble  into  the 
town.  Clattering  hoofs  echo  from 
shuttered  houses,  striking  further  chill  to 
our  frozen  senses.  Most  folk  are  still  abed. 
Yet  we  are  already  twenty  miles  on  our 
road.  Thirty  more  must  go  before  we  can 
hope  for  something  hot  and  steaming  (with 
a  dash  of  lemon  in  it).  Even  the  thought  of 
lhat  fails  to  warm  our  numbed  extremities. 
Passengers  outside  chilled  to  the  marrow. 
Passengers  inside  petulantly  declaiming  the 
frowsy  stuffiness  of  life  generally.  One  and 
all  heartily  sick  of  the  whole  business. 
From  York  to  London  in  3  days !  And 
nowadays  the  same  journey  can  be  done  in 
comfort  in  3  hours — by  aeroplane. 
Illustrated  above  is  the  Nieuport  12-seater 
passenger  machine. 


OFFICES  &  WORKS: 

CRICKLEWOOD, 
LONDON, 


N.W.2 


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August  20,  1919 


The  following  general  facts,  which  have  been  established  from 
■meteorological  records  all  over  the  world,  have  a  great  bearing 
on  airship  possibilities — viz.,  (i)  heavy  storms,  which  are  usually 
of  a  cyclonic  nature,  are  known  rarely  to  cover  an  area  of  more 
than  200  miles  diameter  ;  (2)  the  rate  of  progression  of  a  cyclonic 
area  is  considerably  less  than  the  speed  of  the  air  movement  in 
the  area. 

It  is  therefore  obvious  from  the  above  th.it  an  airship  would 
get  clear  of  a  cyclonic  area  by  a  deviation  from  her  route  of  not 
more  than  100  miles,  and  once  clear  of  the  disturbed  area  would 
have  no  difficulty  in  getting  and  keeping  away  from  it. 

Prevailing  Winds  at  Sea  Level  in  the  North  Atlantic. — The 
prevailing  winds  north  of  the  Equator  may  be  clearly  divided 
into  two  regions  : — 

1.  Between  that  part  of  the  West  Coast  of  Africa  between  lati- 
tudes 300  N.  and  150  N.,  and  the  American  coast  from  Florida 
to  the  Amazon. 

In  this  region  the  winds  at  ihe  African  coast  blow  from  N.E. 
by  N.,  and  gradually  become  more  easterly  across  the  Atlantic, 
until  at  the  American  coast  they  are  practically  N.E.  at  the 
Amazon,  and  practically  E.  at  the  Mexican  Gulf. 

These  winds  are  the  trade  winds  of  the  old  navigators,  and 
are  remarkable  for  their  steadiness  and  persistency,  both  as 
regards  direction  and  speed. 

The  speed  of  these  winds  averages  10  to  15  miles  per  hour,  and 
varies  little  from  season  to  season. 

These  winds  are  favourable  for  flying  from  e.isf  to  west. 

2.  Between  the  coast  of  the  United  States  from  Florida  and  as 
far  north  as  Newfoundland  to  Europe,  from  the  North  Coast  of 
Spain  to  the  North  of  Scotland. 

In  this  region  at  the  American  coast  the  prevailing  winds  blow 
from  almost  due  W.  in  the  winter  months,  veering  S  W.  in  the 
summer  months,  and  gradually  change  in  crossing  the  Atlantic 
to  S.W.  on  the  European  coast  in  winter  and  almost  due  W.  in 
summer. 

These  winds  are  more  variable  than  the  trade  winds,  but  are 
persistently  westerly.    Their  speed  is,  however,  more  variable. 

The  yearly  average  of  the  speed  of  these  winds  is  15  miles  per 
hour,  but  they  occasionally  blow  up  to  40  miles  per  hour,  and 


heavy  gales  are  not  unknown  in  the  winter  months,  but  these 
are  usually. of  a  local  character. 

Records  kept  on  the  main  Atlantic  steamship  routes  indicate 
that,  on  the  average,  general  winds  of  40  m.p.h.  and  over  do  not 
occur  on  more  than  20  days  per  annum,  and  the  total  time  of 
duration  not  more  than  300  hours  in  all. 

Practically  all  the  storms  of  40  m.p.h.  and  over  occur  N.  of  lati- 
tude 450  N. — that  is,  the  latitude  Bordeaux-Nova  Scotia  ;  and  60 
per  cent,  of  the  total  number  of  storms  in  the  winter  months  (Nov- 
ember, December,  and  January),  only  less  than  10  per  cent,  in 
the  summer  months  (May  to  August). 

Prevailing  Winds  at  Higher  Levels. — Although,  as  stated 
above,  precise  information  is  available  of  the  sea-level  prevailing 
and  periodic  winds  at  various  latitudes,  very  little  co-ordinated 
work  appears  to  have  been  done  in  charting  the  prevailing  and 
seasonal  winds  in  the  higher  levels  of  the  atmosphere.  A  great 
deal  of  work  has  been  done  in  various  localities  in  U.S.A.,  Eng- 
hmd,  and  Germany,  but  very  little  is  known  of  the  winds  at  the 
higher  levels  over  the  great  ocean  tracts. 

There  is  no  doubt  a  great  necessity  for  international  research 
on  the  predictions  of  weather  conditions  in  the  higher  atmo- 
sphere, to  enable  advantage  to  be  taken  of  these  higher  currents, 
if  Atlantic  flying  is  to  become  as  common  as  Channel  flying. 

At  high  altitudes,  constant  winds  of  from  jo  to  40  m.p.h.  are 
common,  and  if  the  prevailing  directions  of  these  are  known  to 
airship  navigators  the  duration  of  the  journey  could  be  consider- 
ably shortened,  even  by  taking  an  indirect  route,  if  advantage 
can  be  taken  of  these  air  currents. 

It  is,  however,  undesirable  to  fly  at  great  heights  owing  :o 
the  low  temperature,  but  with  suitable  provision  for  heating 
there  is  no  reason  why  flying  at  io;ooo  feet  should  nor  be 
common. 

SECTION  X. 

Airship  Navigation. 

The  navigation  of  airships  is  similar  in  principle  to  that  of 
steamships,  but  is  made  more  difficult  by  much  greater  drift  to 
be  allowed  for. 


A  complete  rigid  Airship  skeleton  at  the  Vickers  Airship  Works,  Barrow,  showing  the  gas-bags  just  being  lufiaied. 


Having  twice  cress*  d  the 
Atlantic,  made  numerous 
patrols  and  trials,  and 
journeyed  from  end  to  end 
of  Germany,  R.34  has 
travelled  a  distance  roughly 
equal  to  15,000  milts 
or  300  hours'  actual  flying 
— every  performance  on 
SUN  BE  MM- COAT  A- 
LEN    Aircraft  Engines. 


SUNBEAM- OOaTALEN 

AIRCRAFT  ENGINES 

are  fitted  to  H.M.A.  R.34 

The  wonderful  achievement  of  R.34 
in  making  the  double  journey  across 
the  Atlantic  affords  ample  proof  cf  the 
efficiency  of  Sunbeam-Coatalen  Air- 
craft engines  and  machinery.  This 
was  no  single  flight  of  a  few  h  urs' 
duration,  but  a  voyage  of  183  hours. 
Never  before  have  any  aircraft  engines 
had  to  withstand  such  continuous  strain. 


The  SUNBEAM  MOTOR  CAR  Co.,  Ltd., 

Contractors    to    War    Office,    Admiralty    and    Air  Ministry, 

WOLVERHAMPTON,  ENGLAND  . 


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696 


(Supplement  to  The  Aeroplane.) 


Aeronautical  Engineering 


August  20,  1919 


The  actual  course  of  a  ship  being  the  resultant  of  its  own 
forward  speed  and  that  of  the  motion  of  the  air  in  which  it  is 
bcrne,  it  is  impossible  for  the  navigator  to  plot  his  true  course 
relative  to  the  earth  unless  he  is  aware  of  the  motion  of  the 
air. 

When  navigating  over  land  he  is  able  to  determine  the  drift  of 
his  ship  by  observation  of  a  suitable  fixed  point  on  the  earth's 
surface  and  adjust  his  compass  course  accordingly  to  give  the 
desired  true  course. 

Over  sea,  of  course,  no  fixed  point  is  available,  so  if  the  motion 
of  the  wind  is  not  known,  the  course  must  be  periodically  cor- 
rected by  astronomical  observation,  and  determination  of  his 
charted  position. 

A  reliable  and  effective  method  of  navigation  is,  however,  avail- 
able with  the  wireless  installation. 

If  the  ship  is  in  communication  with  two  stations,  they  can 
determine  the  direction  of  the  transmitted  waves  and  signal  to 
the  ship  its  bearings,  from  which  the  position  can  be  laid  off  on 
the  ship's  chart  and  the  new  departure  determined. 

It  is  known  that  this  method  of  direction  was  used  by  the 
German  Naval  Zeppelin  airships. 

SECTION  XI. 

Comparison  of  Airshifs  and  Aeroplanes    for  Long-Distance 
Transport. 

Endurance. — The  airship  of  3,500,000  cubic  feet  capacity,  speci- 
fied in  this  paper  for  immediate  use  for  trans  Atlantic  transport, 
has  an  endurance  of  80  hours  at  an  air  speed  of  60  m.p.h.,  and 
can  carry- 15  tons  of  passengers  and  mails  for  an  air  distance  of 
4,800  miles  at  that  speed.  Also,  it  would  be  quite  a  practicable 
proposition  with  present  systems  of  design  and  materials  of  con- 
struction to  build  a  rigid  airship  to  carry  50  tons  of  passengers 
and  freight  for  10,000  miles,  at  a  speed  of  80  m.p.h.,  as  soon  as 
developments  in  the  demand  for  aerial  transport  justify  the  con- 
sliuction  of  the  size  of  airship  necessary. 

With  a  40-ton  all-metal  aeroplane — which  represents  about  the 
maximum  size  and  most  efficient  weight-carrying  type  that 
could  at  present  be  constructed  and  handled — the  maximum  non- 
stop endurance  of  this  machine  would  not  be  greater  than  25 
hours,  carrying  a  load  of  passengers  and  mails  of  about  three 
tons,  at  an  air  speed  of  85  m.p.h. — i.e.,  having  a  maximum  air 
distance  of  2,100  miles;  and  unless  some  radical  new  method  of 
design  is  discovered,  it  is  considered  theoretically  impossible  to 
produce  a  machine  on  the  present  methods  of  construction,  even 
with  light  metal  structure  throughout,  to  give  an  effective  range 
of  more  than  2,000  miles,  and  then  only  with  a  relatively  very 
small  passenger  load-carrying  capacity. 

The  advantage  of  the  airship  in  these  respects  is  due  to  the 
following  characteristics.  In  the  case  of  the  airship  the  per- 
centage of  useful  lift  increases  with  the  size  of  ship  and  the  rate 
to  power  ratio  decreases. 

In  the  case  of  the  aeroplane  the  percentage  of  useful  lift  and 
the  weight  to  power  ratio  increases  but  slightly  with  increase 
of  size. 

It  therefore  may  be  definitely  accepted  that  for. voyages  on 
which  it  is  necessary  to  make  a  non-stop  flight  between  points 
more  than  2,000  miles  distant  the  airship  is  far  more  economical, 
and,  further,  is  the  only  means  of  aerial  transport  practicable. 

On  the  other  hand,  if  flying  over  land,  with  landing  grounds 
provided  at  intervals  of  not  more  than  1,000  miles,  the  aeroplane 
can  of  course  travel  for  indefinite  distances,  coming  down  at 
each  landing  ground  for  replenishment  of  fuel  and  oil. 

It  therefore  appears  inevitable  that  the  airship  will  hold  the 
field  for  long-distance  cross-oceanic  voyages  and  the  aeroplane  will 
be  used  for  routes  which  may  be  flown  in  stages  of  a  maximum 
distance  apart  of  about  1,000  miles  continuous  flight. 

Carrying  this  delimitation  further,  it  may  be  concluded  "that 
the  airship  may  be  used  to  deal  with  express  traffic  at  present 
dealt  with  by  trans-oceanic  liners,  and  the  aeroplane  will  deal 
with  local  traffic  and  express  traffic  at  present  dealt  with  by 
railway  trains  and  cross-Channel  steamers. 

Comfort  of  Travel. — With  the  large  space  available  on  a 
large  rigid  airship,  it  is  quite  easy  to  provide  comfortable  living 
and  sleeping  accommodation  for  the  passengers,  as  described  in 
the  specification  of  the  airship  in  Section  VII. 

It  is  obvious  that  in  the  restricted  space  available  on  an  aero- 
plane it  is  impossible  to  provide  the  same  comfort  and  conveni- 
ence for  the  passengers  as  can  be  provided  in  the  large  airship. 

Further,  on  the  airship,  there  is  plenty  of  room  for  the  passen- 
gers to  move  about  and  take  exercise  by  walking  along  the 
length  of  the  inside  keel  or  inside  the  top  salcon  of  the  airship, 
and  the  preparation  and  eating  of  adequate  meals  in  comfort 
is  easily  provided  for,  but  in  an  aeroplane  the  passengers  will  be 
restricted  to  a  very  confined  space. 

A  great  advantage  in  comfort  in  travelling  on  an  airship  is 
attained  by  the  comparative  silence  and  lack  of  vibration  due  to 
the  ship's  machinery,  and  it  is  probable  that  in  the  saloon  at  the 
top  of  the  vessel,  which  is  remote  from  the  engines  and  pro- 
pellers, there  will  be  absolute  silence.  On  J.n  aeroplane,  on  the 
other  hand,  the  passengers  have  unavoidably  'o  be  accommodated 


close  to  the  engines  and  propellers,  and  the  noise  will  be  a  very 
serious  objection. 

Safety. — An  aeroplane  is  entirely  dependent  on  the  proper 
working  of  the  engines  for  its  sustentation  in  the  air,  and  should 
any  of  the  engines  break  down,  the  result  would  be  a  forced  land- 
ing on  the  water,  with  the  consequent  possibility  of  total  loss  on 
a  rough  sea. 

In  the  case  of  an  airship  the  only  result  of  the  breaking-down 
of  any  of  the  motors  is  the  reduction  in  the  speed,  and  as  a  speed 
of  0.8  full  speed  can  still  be  maintained  with  even  half  of  the 
motors  out  of  action,  there  is  no  possibility  of  the  airship  being 
lost  owing  to  possible  failure  of  the  engines  alone.  The  only 
result  would  be  that  the  arrival  of  the  airship  would  be  some- 
what delayed  owing  to  the'  reduction  in  speed. 

It  may  further  be  stated  that  with  reduced  power,  petrol  con- 
sumption per  mile  run  is  considerably  reduced,  and  the  airship 
would  then  have  an  even  greater  reserve  of  endurance. 

It  may  further  be  noted  that  on  an  airship  the  machinery  can 
be  so  arranged  as  to  be  perfectly  accessible  for  repairs  or  replace- 
ments of  the  engines  whilst  en  route,  and  as  the  ship  can  be 
driven  by  the  other  engines  no  stoppage  need  be  incurred  for  this 
purpose. 

Speed. — The  large  type  of  aeroplane  which  will  be  necessary 
to  carry  an  economical  load  for  long  distances  will  not  have  a 
speed  greater  than  85  to  90  m.p.h.,  and  if  it  is  taken  into  account 
that  for  long  journeys  an  aeroplane  requires  to  stop  at  a  number 
of  intermediate  landing  grounds  for  replenishment,  it  is  apparent 
that  the  advantage  of  the  aeroplane  speed  of  85  m.p.h.  over  the 
airship  speed  of  60  m.p.h.  will  not  be  very  apparent,  if  any  at 
all.  and  any  slight  advantage  which  there  may  be  in  this  respect 
will  disappear  when  the  large  type  of  airsh'p  is  used,  which  can 
easily  have  a  cruising  speed  of  75  to  80  m.p.h. 

For  the  airship  service,  London  to  New  York  direct,  the  time 
is  50  hours ;  and  with  the  aeroplane  service,  London-Ireland-New- 
foundland-New  York,  the  time  taken  is  at  least  46  hours,  and  it 
is  probable  that  in  service  the  times  would  be  about  the  same. 

Cost  of  Service. — As  a  basis  of  comparison  of  cost  of  operation 
of  comparative  trans-Atlantic  services-  by  airship  and  aeroplane, 
it  has  been  assumed  that  there  will  be  a  constant  average  traffic 
of  30  tons  total  load  of  passengers,  mails,  or  freight  required  lo 
be  transported  each  direction  per  week,  and  that  both  services 
an*  run  to  meet  this  demand. 

The  estimate  of  the  cost  of  airship  service  is  given  in  Section  V 
and  aeroplane  service  in  Section  XII.  The  results  may  be  com- 
pared as  follows  : — 

Airship  Aeroplane 
Service.  Service. 

Capital  required    £2,600,000    ...  ,£3,850,000 

Passenger  rate  : — 

London-New  York    £48    ...    •  £115 

Rate  per  passenger  mile...  4d.    ...  ad. 

Mails  per  ounce  : — 

London-New  York    3d.    ...  y^d. 

SECTION  XII. 
Comparative  Aeroplane  Trans-Atlantic  Service. 

Route. — There  is  not_  an  aeroplane  in  existence  capable  of 
flying  direct  the  3,000  miles  between  London  and  New  York, 
even  when  loaded  only  with  the  necessary  pilots  and  crew,  and 
2,000  'miles  continuous  fligtit  represents  the  maximum  that  can 
be  done  by  any  existing  aeroplane  with  crew  only. 

It  is  also  very  improbable  that  a  machine  of  even  50  tons  total 
load,  of  the  most  efficient  type  with  the  lightest  possible  metal 
structure,  will  be  able  to  fly  more  than  2,500  air  miles  with  even 
a  small  number  of  passengers  and  freight. 

It  therefore  must  be  recognised  that  safe  direct  trans-oceanic 
commercial  flying  between  points  more  than  2,000  miles  apart 
by  aeroplane  is  an  impossibility,  unless  some  entirely  radical  new 
principle  of  design  is  evolved. 

In  order  to  make  the  Atlantic  crossing  by  aeroplane  it  will 
therefore  be  necessary  to  take  a  route  allowing  of  intermediate 
landing-places  for  replenishment  of  fuel,  etc.,  with  the  conse- 
quent delays  and  necessity  of  additional  aerodromes  and  equip- 
ment. 

The  alternative  routes  are  : — 

1 .  London-Ireland-Newfoundland-New  York,  the  longest  dis- 
tance being  1,800  miles  between  Ireland  and  Newfoundland,  and 
the  total  distance  =  3,200  miles. 

2.  London-Azores-Newfoundland-New  York.  The  longest  dis- 
tance is  1,300  miles  between  the  Azores  and  Newfoundland,  and 
the  total  distance  =  3,600  miles. 

It  wouTd  be  possible  to  fly  by  ihe  second  route  with  the  largest 
and  most  efficient  aeroplanes  now  in  service,  but  only  with  a 
very  small  number  of  passengers 

In  order  to  compare  the  aeroplane  with  the  airship  proposed 
for  cross-Atlantic  service,  we  shall  consider  a  large  machine 
which  represents  the  limit  of  possible  developments  in  size  and 
efficiency  at  present  considered  attainable. 

There  are  obvious  disadvantages  in  using  the  London-Azores. 
Newfoundland  route  for  regular  commercial  service.     It  would 


August  20,  1919 


Aeronautical  Engineering  (supplement  to  the  aeroplane.)  697 


V  III  > 


(f>e&fdmore) 

H  I  STORY 


IS  THE 


HISTORY 


OF 


AIR  SUPREMACY. 


Before  the  War,  RECORD  upon 
RECORD  was  created  by  this 
Master     of     Aero  Engineering. 


For    Simplicity,    Reliability,  Long 
Life  and  Economy  BEARDMORE 
AERO    ENGINE   is  still  UN- 
EQUALLED. 


WATCH  BEARDMORE 
DEVELOPMENTS.  Many 
Leading  Aircraft  Manufacturers  are 
adopting  this  Engine  as  a  STAN- 
DARD   Post-war    Power  Unit. 


THE  BEARDMORE  AERO    ENGINE,  LIMITED, 

Chairman  :  Sir  William  Beardmore,  Bart. 

London  Showrooms  and  Depots  : 

112,  QT.  PORTLAND  STREET,  LONDON,  W.i. 

Telephone  :    238  Gerrard. 


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be  difficult  to  navigate  an  aeroplane  in  stormy  weather  and  at 
night  to  ensure  landing  on  the  relatively  small  Azore  islands, 
and  there  would  be  great  danger  of  the  reserve  petrol  'being  con- 
sumed before  being  able  to  strike  the  islands,  and  being  forced 
to  alight  on  the  sea.  There  are  also  objections  to  having  !o 
make  two  landings  during  the  voyage  owing  to  the  loss  of  time 
in  landing  and  getting  away  again,  'but  with  an  aeroplane  this 
is  unavoidable.  It  is  therefore  considered  that  the  only  practical 
route  for  regular  use  is  thp  London-Ireland-Nev.  foundland  route, 
and  we  shall  therefore,  for  comparison  with  the  airship,  consider 
a  machine  large  enough  to  carrv  a  commercial  load  on  this 
route  : — 

Minimum  direct  distance   1,800  miles 

To  give  a  safety  reserve  of  25  per  cent.,  the  machine 

must  carry  fuel  and  oil  for   2,250  miles 

This  would  allow  of  flying  against  an  average  head  wind  of 
15  m.p.h.  for  the  whole  distance. 

Particulars  of  Machine  required  : — 

Total  load   40  tons  (90,000  lbs.) 

Useful  lift  (fuel,  oil,  passengers,  etc.)   20  tons  (45,000  lbs.) 

Maximum  b.h.p  \.  4,000  b.h.p. 

Maximum  speed  flying  at  5,000  ft  85  m.p.h. 

Fuel  consumption   0.45  !bs.  per  b.h.p. /hour 

Oil  consumption   0.03  lbs.  per  b.h.p. /hour 

Assuming  that  the  power  is  reduced,  and  engines  cut  out  so  as 
to  maintain  a  constant  load/power  ratio,  as  we.'ght  is  reduced  by 
consumption  of  fuel,  the  weight  of  fuel  and  oil  required  for  2,250 

miles  (26.5  hours  at  85  m.p.h.)   39,000  lbs. 

This  leaves  for  passengers  and  crew     6,00c  lbs. 

Crew  Required. — Three  pilots,  three  engineers,  taking  watches 
of  four  hours  on  and  eight  hours  off;  one  steward;  total  crew, 
seven  men. 

Weight  at  160  lbs.  per  man,  personal  effects  at  20  lbs.  per  man, 
food  at  10  lbs.  per  man;  total,  190  x  7  =  1,330  lbs.  This 
leaves  for  passengers,  mails,  etc.,  4,670  lbs.  =2.1  tons. 

Passenger  weight  at  170  lbs.  per  man,  personal  baggage  at 
50  lbs.  per  man,  food,  etc.,  at  15  lbs.  per  man;  total  235  lbs. 
per  man.    Number  of  passengers  that  can  be  carried,  20. 

Service  : — • 

Time  taken  for  crossing  :  — 

London-Ireland   300  miles  =  3J  hours 

Ireland-Newfoundland   1,800  miles=r2i^  hours 

Newfoundland-New  York   1,100  miles=  13  hours 

Total  time  in  air   38  hours 

Allowing  two  hours  at  the  Ireland  Station  and  six  hours  at  New- 
foundland for  landing,  refilling,  and  getting  away,  the  total  time 
for  the  journey  would  be  forty-six  hours. 

It  would  therefore,  allowing  time  for  overhaul,  etc.,  be  possible 
for  a  machine  to  make  two  crossings  per  week. 

Thus,  to  give  the  same  service  as  the  airship  service  proposed, 
i.e.,  30  tons  of  passengers  and  mails  each  way  per  week,  14  aero- 
planes continually  in  service-  would  be  required  ;  and  allowing  for 
100  per  cent,  spare  machines  stand-by  for  repairs,  and  overhaul, 
total  number  of  machines  required— -28. 

Cost  of  running  the  service  : — 

'I he  cost  of  running  the  service  would  be  that  necessary  to 
cover  the  following  charges,  viz.  :  (1)  Interest  on  capital  required  ; 
(2)  Allowances  for  depreciation  ;  (3)  Insurance  premiums  ;  (4) 
Operating  expenses  ;  (5)  Repairs  and  maintenance. 

1.  Capital  charges  : — 

28  aeroplanes  at  ,£120,000  each   ^3 >35°.000 

28  aeroplane  sheds  at  ,£10,000  each   280,000 

Land  for  4  aerodromes    100,000 

Workshops  and  equipments    20,000 

Spare  parts,  etc   100,000 

Wireless  equipment    10,000 

,£,"3,860,000 

Total  capital  required   £.'3,860,000 

Annual  charge  at  10  per  cent,  interest    £386,000 

2.  Depreciation  : — 

(a)  Aeroplanes. — Useful  life  say  3  years  as  for  airships  ;  Obso- 
lete value,  say  .£6,000  per  machine ;  Average  total  depreciation 
per  annum  for  28  machines,  equal  £'1,050,000. 

(b)  Aeroplane  sheds. — Life  sav  20  years  ;  Scrap  value  in  20  years 
— 10  per  cent.    Total  annual  charge — £"12,200. 

(c)  Workshops  and  plant. — Depreciation  at  3  per  cent,  per  an- 
num— .£600. 

(d)  Land  for  sheds  and  aerodromes. — Would  not  decrease  in 
value. 

Total  annual  charge  for'  depreciation-  -£"i  ,062,800. 

3.  Insurance  premiums  :  — 

(a)  On  aeroplane  value  at  10  per  cent,  per  annum — £^225, 000. 

(b)  On  sheds  and  plant  at  2  per  cent,  per  annum — £5,400. 
Total  insurance  charges — £^230,400. 

4.  Annual  establishment  expenses  : — 

(a)  Salaries  of  36  pilots  at  .£600  per  annum-  —£21 ,600  ;  Salaries 
of  36  engineers  at  £"400  per  annum — ,£"14,400  ;  Salaries  of  12 
stewards  at  .£300  per  annum — £3,600. 


(b)  Salaries  of  establishment  :  — 

(i)  Management  and  staff—  £"5,000. 

(ii)  Workshop  hands   and   storekeepers,   Oc,  at    100   off. — 
£'20,000. 

Total  annual  establishment  expenses  —  ,£64,600. 

5.  Repairs  and  maintenance  : — 

(a)  Sheds  and  plant,  annual  charge,  say — £5,000. 

fh)  Repairs  and  overhaul  to  machines — .£10,000.  Total  £i5_,ooo. 

Totals  of  annual  charges  — 

1.  Interest  on  capital — £7386,000. 

2.  Depreciation — ,£1,062,800. 

3.  Insurance — £"230,400.  - 

4.  Establishment  expenses — £'64,600. 

5.  Repairs  and  maintenance — £^15,000.    Total  ,£-1,758,800; 
Cost  chargeable  per  crossing  : — 

1 .  Proportion  of  annual  charges. 

2.  Cost  of  fuel  and  oil  per  crossing. 

3.  Cost  of  Food,  etc. 

As  aeroplanes  may  be  taken  as  being  practically  independent  of 
weather  it  is  assumed  that  the  service  of  twenty-four  crossings  per 
week  is  maintained  for  fifty  weeks  in  the  year,  that  is,  a  total 
of  1,200  crossings:  — 

1.  Proportion  of  annual  charges  per  crossing- -£'1,450 

2.  Petrol  used  per  trip,  28  tons  at  £25  per  ton — £,700. 

3.  Oil  per  trip,  2  tons  at  £'40  per  ton — -.£80. 

4.  Cost  of  food  per  trip  for  twenty  passengers  and  crew  of 
seven — £Jioo.    Total  £2,330. 

It  will  be  seen  from  the  above  that  the  direct  running  cost  is 
38  per  cent.,  and  the  overhead  charges  62  per  cent,  of  the  total 
cost. 

Carrying  20  passengers,  the  rale  would  be  for  London-New 
York,  £,'115  per  head,  which  is  equivalent  to  8-75d.  per  mile  per 
passenger. 

The  rate  for  mails  would  be  .£1,100  per  ton,  London  to  New 
York,  or  7id.  per  ounce. 

SECTION  XIII. 
Tee-War  German  Airship  Services. 

It  is  little  appreciated  in  this  country  to  what  an  extent  the 
rigid  airship  was  utilised  in  Germany  for  passenger  flights  and 
services  before  the  war.  The  experience  and  resources  which 
enabled  the  Germans  to  develop  the  Zeppelin  lor  Naval  work  and 
raiding  were  gained  by  constant  use  of  airships  in  civil  flying. 

Der  Deutsche  Luftfahrt  Actien  Geselschaft,  D.E.L.A.G.  (The 
German  Air  Travel  Company),  was  formed  in  1910,  and  was 
mainly  financed  and  managed  by  the  Hamburg-America  Line,  the 
H.A.P.A.G.    This  concern  ran  regular  passenger  excursions  and 


One  complete  section  of  a  Vickers  rigid  Airship,  showing  method 
of  vertical  erection. 


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(Supplement  to  The  Aeroplane.) 


699 


The 

Proved 

Best. 


API 


AERO  ENGINES. 


iiritish 
Built. 


']  |i  i| 

,11  II 


ill! 
Ii  ii 


4 

ill! 


FIRST  ONCE  MORE! 

The  following  telegram  speaks  for  itself: — 

"We  have  completed  our  non-stop  flight  from  London  to 
^Madrid  in  7f  hours,  due  in  great  part  to  the  perfect  running 
of  your  engine,  for  which  accept  our  hearty  congratulations.  ' 

C  URT1S  and  PETERS. 

Approximately 
900  MILES 

in    1%  hours. 

The  NAPIER  Aero  Engine  was — 

FIRST  to  reach  SIX  MILES  UP  IN  THE  AIR. 

FIRST  in  Aeria   Derby  — open  to  all  comers. 

FIRST  to  make  direct  no  i-stop  ani  fastest  flight 
from  London  to  Madrid 


!!  !!  !  H  . 


!  IH  HI!  II 

ill!!!!!!!! 


■h  1 
'A  1  ! 


Please  write  for  brochure  .9^o.  40,  which 
gives  full    particulars    of    this  engine. 


D.  NAPIER  &   SON,  LTD., 

14,    New   Burlington    Street,    LONDON,    W.  1. 

Works  :    Acton,  Londo  .  W  3. 


2i 


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to  a  limited  extent  regular  town  to  town  services  during  the  years 
iqio  to  iqi4. 

The  following  figures  for  number  of  trips  and  mileage  are  taken 
from  the  annual  report  of  this  company,  issued  in  1912.  The  total 
number  of  flights  in  1912  was  400.  The  total  flights  from  com- 
mencement in  1910  up  to  time  of  report  in  1912,  are  as  follows  : — 

Name  of  Ship.  Hours.         Mileage.  p  Number  of 

flights.  &     Pei  sons  Carried. 

"Schwaben"    230  499  2b, 468  4.622 

''Victoria  Luise"  ...       285  663  36,600  3>9S3 

"Hansa"    188  418  22,960  4,007 

"Sachsen"    58  133  7,820  1,335 

Others 

Totals    826        1 ,853         102,675  17,221 

From  the  above  it  will  be  seen  that  in, this  period  826  flights 
had  been  made,  and  17,221  passengers  carried  without  any  mishap. 
The  "Sachsen"  only  went  into  commission  early  in  1912,  hence 
only  is  shown  a  small  number  of  trips. 

These  airships  had  spacious  passenger  cabins,  holding  thirty  pas- 
sengers, fitted  up  in  a  most  luxurious  style,  with  inlaid  mahogany 
panelling,  carpeted  floors,  and  comfortable  armchairs  ;  in  general 


shape  and  style  similar  10  a  Pullman  car,  with  large  wii.dows  from 
which  the  passenge.-s  could  look  at  the  ever-changing  scenery,  and 
were  served  with  lunch  or  tea  as  required  from  a  buffet. 

Owing  to  the  novelty,  the  company  mainly  confined  its  enterprise 
to  short  distance  pleasure  excursions  of  two  to  three  hours,  at  the 
rate  of  100  marks  (or  £5),  including  lunch.  These  airships  car- 
ried thirty  passengers  at  a  time,  in  addition  to  the  crew  of  eight. 
The  attraction  was  so  great  that  places  had  to  be  booked  days 
ahead.  At  the  same  time  periodic  trips  were  run  from  Berlin  to 
Leipzig-Dresden-Munich,  as  will  be  seen  from  the  route  map 
which  was  issued  with  the  company's  prospectus. 

Sheds  and  aerodromes  were'built  by  the  D.E.  L.A.G.  al  Potsdam, 
Leipzig,  Dresden,  and  Munich,  etc. 

The  company  was  able  to  make  a  profit,  and  also  received  a 
subsidy  from  the  Government  for  the  use  of  the  airships  for  train- 
ing the  army  and  navy  airship  crews. 

I  here  is  no  doubt  that  the  Germans  are  preparing  and  organis- 
ing for  an  extensive  scheme  of  air  travel,  and  some  time  ago  men- 
tion was  made  in  the  Press  of  a  company  formed  for  an  airship 
line  from  Berlin  to  Constantinople,  stopping  at  Munich  and 
Vienna. 


THE   WAR  WORK   OF   THE   VICKERS'   AIRSHIP  DEPARTMENT. 


During  the  war  and  subsequently  the  Airship  Department  of 
Vickers,  Ltd.,  have  produced  : — 

Three  rigid  airships  for  Naval  service. 

One  airship  to  their  own  design,  now  nearly  complete. 

A  large  proportion  of  the  component  parts  for  four  other  rigids 
built  at  other  stations. 

Three  large  non-rigid  ships. 

Twenty-six  kite-balloons. 

Two  hundred  and  fifty  gasbags  for  rigid  airships. 
Seven  outer  covers  for  rigid  airships. 
Thirteen  envelopes  for  non-rigid  ships- 
Six  spherical  balloons. 

In  addition  Vickers,  Ltd.,  were  the  first  firm  in  Britain  to  build 
a  rigid  airship  and  with  any  experience  of  the  design  of  such 
structures,  and  they  placed  the  whole  of  their  experience  at  the 
disposal  of  those  other  firms  which  undertook  such  work. 

The  present  Airship  Department  was  formed  in  April,  1913, 
when  Vickers,  Ltd.,  were  requested  by  the  British  Admiralty 
to  put  forward  proposals  for  an  experimental  rigid  airship  to  be  of 
the  same  size  and  general  type  as  the  types  of  Zeppelin  airship's 
then  in  service  in  Germany  ;  and  for  three  non-rigid  airships  of 
the  "  Parseval  "  type. 

At  this  time,  no  design  data  for  rigid  airships  was  available,  the 
only  information  in  our  hands  being  a  few  general  exterior  photo- 
graphs of  some  of  the  D.E. L.A.G.  passenger  Zeppelin  airships. 

Vickers'  representatives  visited  such  of  the  German  airship  sheds 
as  were  accessible,  and  picked  up  such  particulars  as  could  be  ob- 
tained from  casual  inspection  of  the  exterior  of  these  ships. 

It  is  difficult,  when  so  much  knowledge  is  now  available,  to 
realise  the  magnitude  of  the  problems  required  to  be  solved  in 
this  initial  work.  No  particulars  of  weights  or  of  the  detail 
design  of  the  ship  components  being  available,  it  was  necessary 
to  make  tentative  designs  of  all  parts  of  the  ship  in  order  to  obtain 
approximate  data  on  which  the  final  design  could  be  based.  Even 
the  general  principle  of  construction  of  the  hull  framework  of  the 
German  airships  was  not  known,  and  many  different  systems  were 
investigated  before  the  final  design  was  determined. 

By  the  end  of  1913  a  final  design  was  submitted  to  the  British 
Admiralty,  which,  with  minor  modifications,  was  approved  and 
a  contract  arranged  with  Vickers,  Ltd.,  for  building  an  airship 
at  Barrow-in-Furness.  This  airship  was  subsequently  numbered 
"  R.9  "  and  was  the  first  rigid  airship  to  be  delivered  to  the  Naval 
Service. 

The  work  of  construction  was  commenced  at  Barrow  at  the 
beginning  of  1914,  when  workshops  were  equipped  at  Cavendish 
Dock  for  the  structural  work,  and  half  of  the  old  airship  shed 
there  partitioned  off  for  the  fabric  work  on  the  gasbags  and  outer 
covers,  etc. 

Experimental  work  was  started  on  the  building  of  hull  girders, 
but  great  difficulties  were  experienced  in  ihe  mrnutacture  of  the 
thin  and  light  "  Duralumin  "  sections  required.  At  first  it  -was 
found  practically  impossible  to  produce  straight  argles  and  chan- 
nels, and  it  was  only  after  a  long  time,  and  at  great  expense, 
that  these  difficulties  were  overcome,  and  the  manufacture  of 
girders  was  enabled  to  proceed. 

In  March,  1915,  instructions  were  received  from  the  British 
Admiralty  that  the  construction  was  to  be  suspended,  as  it  was 
then  thought  that  the  war  would  be  over  in  a  few  months,  and 
the  Walney  building  shed  was  commandeered  by  the  Royal  Naval 
Air  Service  for  a  flying  station. 

After  the  remarkably  effective  work  done  by  the  German 
Zeppelin  airships  with  their  fleet  at  Jutland  and  elsewhere,  it 
was  decided  by  the  British  Admiralty  that  R.9  should  be  com- 
pleted, and  to  put  in  hand  further  rigid  airships  of  improved 
type. 


•  The  resumption  of  the  construction  was  greatly  impeded  owing 
to  a  considerable  quantity  of  the  previously  completed  steel  wires 
and  other  materials  having  deteriorated  during  storage  and  hav- 
ing to  be  replaced. 

The  designs  of  R.9  were  at  this  time  completed,  and  all  the 
difficult  manufacturing  problems  solved,  and  it  only  remained 
to  carry  on  the  completion  of  the  airship. 

R.9  eventually  left  Barrow  on  April  4,  1917,  after  carrying  out 
very  successful  flight  trials  over  Morecambe  Bay.  From  that 
date  until  the  present  time  this  airship  has  been  stationed  on 
the  East  Coast  of  England,  and  in  the  words  of  the  Admiralty 
"  has  proved  to  be  not  only  invaluable  for  the  training  of  officers 
and  men,  but  also  in  assisting  to  carry  out  the  patrol  of  the 
East  Coast." 

23  Class  Rigid  Airships. 

At  the  latter  end  of  1915  it  was  decided  by  the  Admiralty  to 
build  rigid  airships  of  an  improved  R.9  type,  and  in  order  to 
develop  resources  for  an  airship  construction  the  Admiralty  de- 
cided that  Beardmore  and  Co.  and  Sir  W.  G.  Armstrong,  Whit- 
worth  and  Co.  should  also  take  up  this  work,  and  accordingly 
orders  for  vessels  were  placed  with  Vickers,  Ltd.,  and  them. 

The  whole  of  the  designs  and  working  drawings  were  pre- 
pared by  Vickers,  Ltd.,  and  circulated  to  the  other  builders. 

When  thess  airships  were  commenced,  Vickers  placed  all  the  ex- 
perience and  the  knowledge  derived  from  their  costly  and  difficult 
initial  experimental  work  entirely  at  the  disposal  of  the  two 
competitive  firms  starting  in  this  industry.  Their  representa- 
tives made  many  visits  to  the  Vickers  works,  and  all  knowledge 
and  experience  of  design  and  construction  was  freely  imparted 
to  them,  and  thus  rendered  it  possible  for  them  to  commence 
manufacture  immediately.  Also,  much  of  the  design  thus  circu- 
lated to  those  other  firms  was  fully  covered  by  patents  which 
were  freely  used  without  any  consideration  to  Vickers,  Ltd. 

Further,  in  order  to  assist  the  other  firms  to  get  ahead  with 
their  work,  Vickers  undertook  to  supply  them  with  all  the 
bracing  pieces,  stampings,  and  forgings  required  for  the  hulls 
of  their  first  ships,  and  also,  in  the  case  of  Armstrongs,  sup- 
plied them  with  all  valves,  controls,  tank  fittings,  arid  other 
mechanical  gear  complete,  ready  for  the  ship,  together  with  all 
gasbags,  outer  covers,  and  other  fabric  work,  and  also  assisted 
the  other  builders  by  supplying  materials  and  instructing  them 
in  the  manufacture. 

The  airships  of  this  23  Class,  built  to  Vickers'  design,  have 
since  commission  been  engaged  on  sea  patrol  work,  and  have 
taken  a  prominent  part  in  the  patrol  of  the  North  Sea  and  in 
convoying  shipping.  The  two  airships  of  this  class,  Nos.  R.23 
and  R.26,  built  at  Barrow,  were  delivered  in  October,  1917,  and 
March,  1918,  respectively.  These  airships  have  frequently  been 
seen  over  London,  and  R.26  took  part  in  the  surrender  of  the 
German  submarines  at  Harwich.  This  shape  made  a  record 
flight  of  41  hours. 

33  Class  Airships. 

These  airships  are  of  about  2,000,000  cu.  ft.  capacity,  and 
orders  were  placed  with  Vickers,  Ltd.,  Armstrongs,  and  Beard- 
mores,  in  November,  1916.  The  latter  two  firms,  having  large 
enough  sheds,  were  in  a  position  to  proceed  immediately,  but, 
the  Walney  shed  not  being  large  enough,  Vickers,  Ltd.,  were 
noi  able  to  start  erection  until  the  new  shed  at  Flookburgh, 
near  Barrow,  could  be  completed. 

In  September,  1917,  the  work  on  Flookburgh  site  was 
stopped  on  account  of  the  acute  shortage  of  steel  at  that  time, 
xind  arrangements  were  made  for  the  erection  of  this  ship  to 
be  taken  over  by  Short  Brothers,  of  Bedford. 

In  order  to  give  all  possible  assistance  to  Short  Brothers  in 
facilitating  -the  construction  of  this  ship,  all  the  material  that 


august  20,  i9ig  Aeronautical  Engineering^^i7to  thk'akko™.)  W 


WYTON  AERODROME,  HUNTS. 

Area  about  198*  acres. 

For  disposal  as  a  whole,  or  the  buildings  and  land  on  which 
they  stand,  without  the  Aerodrome  itself.  The  Buildings  are  of 
reinforced  plaster,  brick,  corrugated  iron  and  wood.  There  is  a 
Water  Supply,  Electric  Light  Supply  and  Sewage  Disposal.  Tarmac 
road.      In  addition   to   its   use   as  an 

AERODROME 

the  buildings  are  suitable  for 

FACTORY,  STORAGE, 

SANATORIUM, 
TRAINING  INSTITUTION, 

and   many   other   similar  purposes. 

The  site  is  occupied  by  the  Government  under  the  Defence  of 
the  Realm  Regulations,  and  can  (if  necessary)  be  purchased  under  and 
subject  to  the  provisions  of  the  Defence  of  the  Realm  (Acquisition  of 
Lands)  Act,  19 16. 

For  further  particulars  apply  to  the  Disposal  Board,  Room  135, 
Charing  Cross  Buildings,  Villiers  Street,  London,  W.C.2. 

NOTE.— For  "SURPLUS,"  the  detailed  list  of  surplus  Government 
property  for  sale,  apply  at  the  nearest  bookstall  or  to  the  Director  of 
Publicity,  Ministry  of  Munitions,  Whitehall  Place,  London,  S.W.I.    Price  3d. 


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702 


(Supplement  to  The  Aeroplane 


,  Aeronautical  Engineering 


August  20,  igig 


is  assured  if  you 
use  Naylor's 
Superfine  Products. 


Write  for  Booklet  describing 
Specialities  for  AERO  WORK. 

Our  qualities  include  : 

AIRSCREW  VARNISHES 

(Particulars  of  scheme  approved  by  A.I.D.,  free  on  request.) 

Dope=resisting  White  Paints 
and  Varnishes, 

Seaplane  Varnishes,  Etc.,  Etc. 

And  a  variety  of  other  approved  Finishes. 
Samples  sent  with  pleasure. 


NAYLOR  BROTHERS 

(LONDON)  LTD 

Manufacturers  of  Superfine  Varnishes, 
Paints,  Enamels  and  Distempers, 

Offices: 

SOUTH  ALL,  MIDDLESEX. 


Telephone  n-o.  M  SOUTH  1 1.L 


m&tctbltetyeit  119  $J*at**. 
Contractors  to  all  Government  Departments. 


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August  20,  1919 


Aeronautical  Engineering  (supplement  to  the  aerobe.)  703 


ROLLS 

ROYCE 

WARNING 

Changes  to 
Rolls-Royce  Cars 


Rolls-Royce  Ltd.  have  recently  learned  that  attempts  are 
being  made  by  certain  persons  to  "  bring  up  to  date  "  pre-war  , 
Rolls-Royce  chassis  by  substituting  for  Rolls-Royce  Springs 
of  old  type  cantilever  springs  which  are  not  of  Rolls-Royce 
manufacture ;  also  by  substituting  other  radiators  and 
bonnets  which  are  not  of  Rolls-Royce  manufacture*  Some 
of  these  changes  have  been  brought  to  the  attention  of  the 
Company ,  zvho  have  found  them  to  be  not  only  unsatis- 
factory but  possibly  dangerous  to  the  users.  Owners  who 
are  asked  to  have  such  changes  made  to  their  Rolls-Royce 
cars,  or  potential  purchasers  of  Rolls-Royce  cars  on  which 
such  changes  have  been  made  cr  may  be  suspected,  should 
communicate  with  Rolls-Royce  Ltd.,  75,  Conduit  Street, 
London,  W.I,  and  the  Company  will,  for  a  small  fee, 
inspect  the  chassis  in  question  and  inform  the  applicant 
what  parts,  if  any,  are  not  supplied  by  Rolls-Royce ,  and 
what  the  effect  of  such  parts  in  their  opinion  is  likely 
to  be.  Furthermore,  any  such  alterations  which  interfere 
with  or  depart  from  Rolls-Royce  standards  will  probably 
put  the  car  out  of  action  for  an  indefinite  period  in 
cases  of  accident  or  breakage,  as  Rolls-Royce  new  parts 
cannot  be  expei  ted  to  replace  foreign  broken  parts  in  a 
"  bedevilled  "  chassis. 

ROLLS-ROYCE  Ltd.,  14  &  15,  Conduit  Street,  London,  W.  1. 

Telegrams:   "  Rolhead,  Reg.,  London."  Telephone:  Gerrardl654,  1655,  1656. 


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704 


(Supplement  to  The  Aeroplane.) 


Aeronautical  Engineering 


August  20,  191 9 


m  ■ 

IP 
'XV:.' 


§1 


V 


AIRCRAFT 


?>?  M#  Ulaki 


tng 


I 


N  this  publication  there  will  be  given  at  intervals  during  the  next 
few  months  details  and  illustrations  of  interesting  Scientific  Devices 
and  Instruments,  and  of  intricate  Machinery,  which  are  utilised 
in  the  designing  and  making  of  Boulton  'SD  Paul  Aircraft. 

^  The  success  of  B.  'SD  P.  Aircraft  during  the  War,  and  since,  lies  in  the 
fact  that  each  Machine  has  been  based  upon  Scientific  Research  and 
Experiment  so  thorough  as  to  determine  to  a  fine  point  of  exactitude, 
beforehand,  what  would  be  the  actual  performance  of  that  machine  in  the  Air. 

^  Our  Experimental  Department  is  in  the  charge  of  eminent  experts.  Its 
work  is  unceasing — all  toward  greater  Certainty— greater  Safety. 

This  series  will  enable  one  to  realise  how  and  why  it  is  that  B.  '3D  P. 
Aircraft  is  famed  for  a  degree  of  Reliability,  Stability  and  Controlability 
which  has  amazed  even  those  who  are  familiar  with  every  make  of  machine. 

^  At  a  recent  Aeronautical  Meeting  a  B.  '3D  P.  Twin  Engine  Machine 
was  doing  "  stunts  "  which  had  formerly  been  thought  as  possible  only 
with  the  light  single-engine  machine. 

^  This  series  of  announcements,  under  the  heading  of  "Aircraft  in  the 
Making,"  will  tell  a  story  which,  pieced  together,  will  go  far  to  show- 
that  B.  'SD  P.  Aircraft  is  deserving  of  its  success  by  the  Science,  Skill,  Care  and 
Craftsmanship  which  have  combined  to  make  it  and  place  it  in  the  front  rank. 


m 

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mm 
till 

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till 


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August  20,  1919 


Aeronautical  Engineering  lSamemtnttoimAnaruin.)  7°5 


THE 


Cosmos  Engineering  Co.  Ltd 

Engines  for  Aircraft. 
CONTRACTORS   to  the   AIR  MINISTRY. 


JUPITER  (Ungeared)  450  H.P.,  636  lbs.  Weight. 
JUPITER  (Geared)  450  H.P.,  757  lbs.  Weight. 
LUCIFER         -  100  H.P.,   220  lbs.  Weight. 


SALES  DEPT.  and  SHOWROOMS : 
16  &  17,  PALL  MALL,  S.W.I. 


TKade 


Mark 


Telegrams— 

RADIARY,  CHARLES, 
LONDON. 

Telephone— 

1476  REGENT. 


HEAD  OFFICE- 
ORIENT  HOUSE, 
NEW  BROAD  ST., 
E.C.2. 


WORKS- 
FISHPONDS, 
BRISTOL. 


450  H.P.  JUPITER. 


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706     (Supplement  to  the  aeroplane.)  Aeronautical  Engineering 


August  20,  191 


9 


SPENCER 
BALLOONS 

AIRSHIPS 

PARACHUTES  & 

Aeronautical  Appliances 

are  noted  for 

Highest  Class  Workmanship. 
Accuracy  of  Details. 
Security  and  Strength. 


C.  G.  SPENCER  &  SONS,  LTD. 

Head  Office:  56a,  Highbury  Grove,  London,  N.5. 

'Phzne  :   Dalston  1893,  Telegrams  :  "Aeronaut,  London/' 


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August  20,  1919 


r 


Contractors 

to  the 
War  Office, 
Admiralty 
and 
Air  Ministry. 


IS*  k.s.  La  Rhaas. 


t*«  a.*,  M*  »*        ;  »^Si» 


Gnome 
and  Le  Rhone 
Engine 
Company 


MANUFACTURERS    AND    SOLE  LICENSEES 
for  the  British  Isles,  and  Licensees  for  Overseas  Dominion! 
of  the  Gnome  and  Le  Rhone  Aero  Engines. 


The  Gnome  and  Le  Rhone  Engine  Co.  beg  to  give  notic* 
that  they  cannot  accept  any  responsibility  for  Engines  and 
Spares  which  have  not  been  supplied  direct  from  them,  or 
which  have  not  been  overhauled  and  tested  by  their  staff. 


LONDON  OFFICE 

27,  BUCKINGHAM  GATE,  S.W.I. 

WORKS  ahd  OFFICES 

BLACKHORSE  LANE,  WALTHAMSTOW.  E.17. 


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}  Aeronautical  Engineering 


August  20,  1919 


guiiiiiiiiiiiiiiiiiiiiiiin 


Accumulators— 

The  Chloride  Electrical  Storage  Co.,  Ltd., 
Clifton  Junction,  near  Manchester. 
"Chloridic,  Pendhbury."  Central  Man- 
chester,   163*1.  Pendleton,  n. 

Acetylene  Welding  Plant— 

Acetvlene  Corporation  of  Great  Britain, 
Ltd.,  The,  49,  Victoria  Street,  West- 
minster, S.W.i.  "  Flamma,  Vic, 
London  "  Vic  4830. 

Imperial  Light,  Ltd.,  123,  Victoria  Street. 
London,  S.W.i.  "  Edibrac,  'Phone. 
London."  3540  iVictoria  (3  lines  . 


Aeroplane  Manufacturers- 
Aircraft  Manufacturing  Co.,  Ltd.,  Hendon. 
"Airmanship,  Hyde,  London  " 

Kingsbury  220. 
Armstrong,  Sir  W.,  Whttworth  &  Co.,  Ltd., 
Newcastle  -  on  -  Tyne.  "Armstrong 
Aviation,  Newcastle-on-Tyne." 

Gosforth  500. 

Blackburn  Aeroplane  &  Motor  Co.,  Ltd., 
Olympia,  Leeds.     "  Propellors,  Leeds." 

Roundhay  345  (-3  lines). 

Boulton  &  Paul,  Ltd.,  Rose  Lane,  Norwich. 
"Aviation,  Norwich."        Norwich  8=1. 

British  Aerial  Transport  Co.,  Ltd.  Head 
Office  :  38,  Conduit  Street,  London, 
W.i.  "Batigram   Reg.  London  " 

Mayfair  637,  638. 
Works  :  Hythe  Road,  Willesden,  Lon- 
don, N  W.jo  "Aerbrirans,  Phone, 
Loudon."             Willesden,    2272,  2273 

Bittish  &  Colonial  Aeroplane  Co.,  Lta 
(The  Bristol  Co.),  Filton,  Bristol 
"Aviation,  Bristol."  Bristol  3906 

Central  Aircraft  Co  ,  High  Road,  Kilburn, 
N.VY.6-   "  Aviduction,  Phone,  London." 

Hampstead  4403  and  4424. 

Dawson,  John,  8i  Co,  Ltd.,  Newcastlc-on- 
Tyne.  "  Dependable,  Newcastle-on- 
'lyne."  Central  2604  (2  lines). 

Eastbourne  Aviation  Co.,  Ltd.,  Eastbourne. 
"  Aircraft,  Eastbourne 

Eastbourne  11 76. 
Gosport  Aircraft  Co.,  Gosport. 

"  Flight  Gosport."  Gosport  217. 

Graliame-Wliite  Company,  Ltd.,  London 
Aerodrome,  Hendon.  "Volplane,  Hyde, 
London."  Kingsbury  120. 

Loudon  Office,  12.  Regent  Street, 
S.W.I.  Regent  2084. 

Haudlev  Page,  Ltd.,  no,  Cricklewood  Lane, 
N.W  2.    "  Hydrophid,  Crickle,  London." 

Hampstead  7420. 

Hooper  &  Co.,  Ltd.,  54,  St.  James  St , 
Piccadilly,  London,  S.W.  "  Sociable, 
St   James,  London."  Regent  912. 

Mann,  Egerton  &  Co ,  Ltd.,  Norwich. 
"  Motors,  Norwich  " 

Norwich  482  (4  lines). 

Martinsyde,  Ltd.,  Brooklands.,  Byfleet, 
"  Martinsyde,  Weybridge." 

Woking  331;  Byfleet  171. 

"  Nieuport  "  ft  General  Aircraft  Co., 
Cricklewood,  London,  N.W. 2.  "  Nieu- 
scout,  Crickle,  London." 

Willesden  -  2455 

Phcenix  Dynamo  Manufacturing  Co.,  Ltd., 
Thornbury,  Bradford.  "Dynamo, 
Bradford."  Bradford  3700  (4  lines). 

Roe,  A.  V.,  &  Co,  Ltd.,  Manchester. 
"  Triplane,  Manchester  " 

City  8530-8531,  Manchester. 

Saunders,  S.  E.,  Ltd  ,  East  Cowes,  I.O.W. 
"  Consuta,  East  Cowes."      Cowes  193. 

Short  Bros.,  Rochester,  Eastchureh  and 
Whitehall  House,  S.W.  "Tested,  Phone, 
London."  Regent  37S. 

The  Siddeley  Deasy  Motor  Car  Co.,  Ltd., 
Coventry.  Coventry  954  "  Deasy, 
Coventry." 

Sopwith  Aviation  Co.,  Ltd.,  Kingstou-ou- 
Thames.     "  Sopwith,  Kingston." 

Kingston  198S  (S  lines). 

The  Supermarine  Aviation  Wprks,  Ltd., 
Southampton.     "  Supermarin." 

Woolsto:i  37  (2  lines). 

Vickers,  Ltd  ,  Imperial  Court,  Basil  Street, 
Knightsbridge,  S.W.3.  "  Vickerfyta, 
Knights,  London."       Kensington  6S10. 

Waring  &  Gillow,  Ltd.,  Hammersmith. 
"  Warisen,  Ox,  London."  Museum  5000. 

Westland  Aircraft,  Yeovil  "Aircraft,  Y'eo- 
vil."  Yeovil  129. 

White,  J.  Samuel,  &  Co.,  Ltd  ,  East  Cowes. 
"  White,  East  Cowes  "  Cowes  3. 


dieroplane 


AirShipS- 
Airships,  Ltd.,  High  Street,  Merton. 

Wimbledon  1314. 
Short    Bros.,    Rochester,   Eastchureh,  ana 
Whitehall   House,  S.W.  "  Tested, 

'Phone,  London."  Regent  378. 

C.  G.  Speiicr  and  Sons,  Ltd 
(See  under  "  Balloons  "). 

Aluminium  Castings  (Sand  and  Die) 

Coan,  R.  W.,  219,  Goswell  Road,  London, 
E.C.i     "  Krankases,    Isling,  London." 

City  3846. 

Balloons— 

C.  G.  Spencer  and  Sons,  Ltd.,  50A,  High- 
bury Grove,  N.5;    "Aeronaut,  London." 

Dalstou  1893. 

Bent  Timber  Parts— 

Hopton  &  Sons,  George  Street,  Euston 
Square,  London,  N.W.i.  "  Hoptons, 
Eusyuare,  Loudon  "  Museum  496. 

Also  at  Market  Harborough,  Leices- 
tershire. "  Hoptons,  Market  Har- 
borough.''      Market    Harborough  13. 

Bearings  (Etonia  Cast  Phosphor  Bronze) 
Brown  Bros.,  Ltd  ,  Gt.  Eastern  St.,  E.C.i. 
Yorkshire     Engineering     Supplies,  Ltd., 
Wortley,  Leeds.     "  Yes,  Leeds." 

Central  3927. 

Blowpipes  (Oxy-Acetylene)— 

Acetylene  Corporation  of  Great  Britain, 
Ltd  ,  The,  49,  Victoria  Street,  Westmins- 
ter, S.W.i    "Flamma,  Vic,  London." 

Vic.  4830 

Imperial  Light,  Ltd  ,  123,  Victoria  Street, 
London,  S.W.i.  "  Edibrac,  'Phone, 
London."  Vie.  3540  (3  lines). 

BoltS- 
Mitchell    Wedgeuood    &    Co.,  Campbell 
Works,     Stoke     Newiugtou,  London, 
N.16.  Dalstou  2500  (2  lines). 

Books  (Aero  1  .ngines) — 

Dykes'  Auto  encyclopedia,  Gillam,  149, 
Strand,  w  .2 

Buildings- 

Boulton  <Sj  Tf  ul.  Ltd    Rose  Lane,  Norwich 
"  Aviation.  Nor  .v!  h."        Norwich  851 
Ruberv    Oweff    &    Ci  ,    Darlaston,  South 

Staifs 

Cable    Coverings    and  Cable 
Controls— 

The  Bowdeu  Biakf  Co.,  Ltd.,  Tyseley,  Bir- 
mingham    "  iowden,    vcoek's  Green." 

icock's    .reen  103  &  104 
Boudcii     Wire,   i.;td ,    'A^iesden  Junction, 
"  Bowirelim    i.-iarles,  i_ondon." 

Wi>  ,esden  240c  (3  lines). 
Herbert    Terry    i    Sons,    Ltd.,  Redditcli. 
"Springs,  R.ddit.'n."  Redditch  bi. 

Carburettors- 

Hobson,  H.  M.,  Li...,  ),  Vauxhall  Bridge 
Road    3.W.2  Victoria  4670. 


Casein- 

Nieuwhof,  Surie  &  .'o.,  Ltd., -5,  Lloyds 
Ave.iue,  London,  E.C.j.  "  Suricodon, 
Fen,  London."  Avenue  34  and  35. 

ClOthing- 
Burberry's,   Ltd  ,  Haymarket,  S.W.i 

Regent  2165. 

Dunhill's  Ltd.,  -  Euston  Road,  N.W.i. 
•'  Dunsend,  London."  North  34°5-°. 

Component  Parts— 

Accles  &  Tollock,  Ltd  .  Oldbury,  Birming- 
ham   "Accles,  Oldbury." 

Oldbury  111  (4  linesj. 

Brown  Bros.,  Ltd,  Gt.  Eastern  St.,  E.C.i. 

Central  Aircraft  Co.,  High  Road,  Kilburn, 
N.W. 6.    "Aviduction,  'Phone,  London." 

Hampstead  4403  &  4404. 

Thompson  Bros.  'Bilston),  Ltd.,  Bradley, 
liilstoh,  Engla..  -  "  Thompson  Bros., 
Bilstci,  Bilston  10. 

Cords,  Tapes,  and  Threads- 


Dopes 

Titanine,     Ltd.,     175,     Piccadilly,  W.i. 

"Tctrafree,  Piccy,  London."  Gerrard  2312 
British  Cellulose   Co.,   8,   Waterloo  Place, 

S.W.i.     "  Cellutate,  London." 

Regent  do.t6. 

The  British  Emaillite  Co.,  Ltd.,  30,  Regent 
Street,  S.W.i.  "  Ridleypren,  Piccy, 
London  "  Gerrard  280. 

Cellon,  Ltd.,  22,  Cork  Street,  London,  W.i. 
"  Ajawb,  Reg,  London."    Gerrard  440. 

Robt.  Ingham  Clark  &  Co.,  Ltd.,  West 
Ham  Abbey,  E.15.  "  Oleotine,  Strat. 
London."  East  955. 

Engines  and  Parts— 

-    Allen.  W.  H..  &  Co.,  Ltd.,  Bedford.  "Pumo. 
Bedford."  Bedford  No  * 

Arrol-Johnston,  Ltd  ,  Dumfries.  "  Mocar, 
Dumfries  "  Dumfries  281-282. 

Beardmore  Aers  Eng.,  Ltd  ,  112,  Great  Port- 
land Street,  W.i.  "  Beardmore,  Lon- 
don." Gerrard  238. 

The  Cosmos  Engineering  Co.,  Ltd,,  Fish- 
ponds, Bristol. 

Dudbridge  Iron  Works,  Ltd  iSalmson),  87, 
Victoria  Street,  London,  S.W.i.  "Aero- 
flight,  Vic,  London."  Vic  7.026. 

Gordon  Watney  K:  Co.,  Ltd.,  Weybridge. 
"  Mercedes,  Weybridge." 

Weybridge  550  (7  lines). 

Green  Eugine  Co ,  Ltd.,  Twickenham. 

Richmond  1203. 

Gwyunes,  Ltd.,  Hammersmith,  W. 
"  G wynne,  Hammersmith." 

Hammersmith  1910. 

Napier  &  Son,  D.,  Ltd  ,  14,  New  Burlington 
Street,  London,  W.,  and  at  Acton,  W. 
"  Nitrifier,  London  "        Gerrard  8926. 

Rolls-Royce,  Ltd  ,  14  and  15.  Conduit  Street, 
W.i.     "  Rolliead,  London." 

Gerrard  1654-5-6. 

The  Siddeley-Deasy  Motor  Car  Co.,  Ltd., 
Coventry.  Coventry  0=4.  "Deasy, 
Coventry." 

Sunbeam  Motor  Car  Co.,  Ltd.,  Wolverhami*- 
ton.      "  Moorfield,  Wolverhampton." 

Wolverhampton  985. 

The  Gnome  &  Le  Rhone  Engine  Co.,  Ltd., 
27,  Buckingham  Gate,  S.W.i.  "Eleven- 
fold, London.  Walthamstow  811  (z 
lines). 

Walton  Motors,.  Ltd.,  Walton-on-Thames. 
"  Motors,   Waltou-ou-T  hames." 

Walton-on-Thames  22a 

Electrical  Accessories— 

Belling  8:  Co.,  Montague  Road,  Upper 
Edmonton,  N.18.  "  Belling,  Edmou- 
ton."  Tottenham  19S4. 

Brown  Bros.,  Ltd.,  Gt.  Eastern  St.,  E.C.i. 
Gent     &     Co.,     Ltd.,     Faraday  Works, 
Leicester.    "Lodestone,  Leicester." 

National  isi  (two  lines) 
Johnson  8:  Phillips,  Ltd.,  Cht.rlton,  Lon- 
don, S.E-7-         jUuo,  London." 

Central  2207;  London  Wall  1564. 
The  Rotax  Motor  Accessories  Co.,  Ltd.,  Vic- 
toria Road,  Willesden  Junction,  N.W. 10. 
"  Rodynalite,   'Phone,  London." 

Willesden  2480. 


Electric  Cables- 


MacLennan,  J.,  &  Co.,  30,  New; 
E.C  1.   .And  at  Glasgow- 


ate  Street, 
City  3ii=. 


E.  Kalker  and  Co.,  Coventry.  "  Kalker, 
Coventry."  •    Coventry  24X. 

Johnson  &  Phillips,  Ltd.,  Charlton,  l.uiidon. 
S.E.7.    "Juno,  London." 

Central  2207 ;  "London  Wail  1564. 

Electric  Lighting  and  Power— 

Johnson  8:  Phillips,  Ltd.,  Charlton,  Lou- 
don, S.E-7-    "  Juno,  Loudon." 

Central  2207;  London  Wall  1564. 

Mann,  Egerton  &  Co.,  Ltd.,  117,  Cleveland 
Street,  London,  W.  "  Installing,  Hus- 
road."  -Museum  70  (4  lines). 

Electro    Platers    and  Metal 
Polishers5  Engineers— 

W.  Canning  X  Co.,  133-137,  Great  Hamilton 
Street,  Birmingham.  "  Materials,  Bir- 
mingham." 

Birmingham,  3632  Central  (3  lints) 

Fireproof  Petrol  Tanks— 

The  Aircraft  Improvements  Co.,  Morning- 
ton  Works,  Arlington  Road,  Camden 
Town,  N.W  1. 

Flare  Lights— 

Imperial  Light,  Ltd.,  123,  Victoria  Street, 
London,  S.W.i.  "  Edibrac,  'Phone, 
London."  Victoria  3540  (3  lines). 

Flexible  Shafts- 
Herbert   Terry    &  Sons, 
"  Springs,  Redditch." 


Ltd.,  Redditch. 
Reddirsh  ti 


^iiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiH 


August  20,  191 9 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplanj.) 


/O9 


(l^uyers'  •  Guide. 


Fluxes— 

imperial  Light,  Ltd.,  123,  Victoria  Street, 
London,  S.VV.i.  "  Edibrac,  'Phone, 
London."  Victoria  3540  (;  lims). 

The  Auto  Controller  Co.  (F.uxite),  Vienna 
Road,   Bcrmondsey,  Eng 

Flying  Boat  Builders — 

Gosport  Aircraft  Co.,  Gosport.  "  Flight, 
Gosport."  Gosport  217. 

Galvanising— 

Boulton  &  Paul,  Ltd.,  Rose  Lane,  Norwich. 
"  Aviation,   Norwich."       Norwich  851. 

Gauges— 

J.  A.  Prestwich  &  Co.,  Northumberland 
Park,  Tottenham,  N.17. 

Gears- 
Moss  Gear  Co.,  Ltd.,  Thomas  Street,  Aston, 
"  Birmingham.  "  Mosgear,  Birmingham  " 

Glue-  East  407 

Cannon, "B.,  &  Co.,  Ltd,  Lincoln.  London 
Office,  mo,  Cannon  Street,  E.C.4. 
"  Bececol'in,   Cannon,  London." 

City  1206. 

Improved  Liquid  Glues  Co.,  Ltd.,  Gt.  Her- 
mitage Street,  E.  (Croid.)  "Excroiden, 
'Phone,   London."  Avenue  4611-2. 

Meudine  Co.,  8,  Arthur  Street,  E.C. 

Bank  587?. 

GOggleS- 
Triplex  Safety  Glass  Co.,  Ltd..  1,  Albemarle 
Street,   Piccadilly,   W.i.       "  Shattcrlys, 
Piccy,  London  ''  Regent  1340 

Heating  and  Ventilating— 

Chas.  I'.  Kinuell  and  Co.,  Ltd.,  05  &  65A, 
Southwark      Street,     Loudon,  S.E.i- 
"  Kinncll,  London."    Hop  372  (2  lines!. 
The  Thames  Bank  (Blackfriars)  Iron  Co., 
Ltd  ,    Upper   Ground   Street,  London, 
.  S.E-i.      "  Hot  Water.  Friars,  London." 

Hop  76-,. 

Instruments- 
British    Wright    Co  ,  Ltd ,    »j,  Chancerv 
Lane,  W.C.2.  Holborn  1308. 

Instruments    (Scientific,  Altimeters, 
etc.) — 

Short  &  Mason,  Ltd.,  Macdonald  Road, 
Walthamstow,  E-i7.  "  Aneroid,  Phone, 
London."  Walthamstow  180. 

Insurance- 
Aviation  Insurance  Association,  1,  Royal 
Exchange  Avenue,  E.C. 3. 

London  Wall  5*044. 
Bray,    Gibb  &    Co ,    Ltd.,    166,  Piccadilly, 
W.i. 

Captain    A.    Newman    (late     R.A.F.),  20, 

Bucklcrsbury,  E.C. 4.  City  4855 

Harold   Townend,    Ltd.,    13-14,  Abchurch 

Lane,    King     William    Street,     E.C. 4. 

"Carinsur,  London." 

Central  156  (2  lines). 
Percy     Wingfie'd,     22,     Newgate  Street, 

E.C.i.  City,.  4672. 

Leather  Cloth- 
New  Pegamoid,  Ltd.,  134,  Queen  Victoria 
Street,     London.  "  Pegamoid,  Cent., 
London.!'  City  9704  (2  lines). 

Lubricating  Oil  Refiners  and 
Merchants—  * 

W.  B.  Dick  &  Co,.  Ltd,  90,  Fenchureh 
Street,  ECj  Telegrams,  Dicol'to  Fen, 
London.  Avenue  7R54  12  lines.) 

Magneto  Driving  Pieces— 

Herbert    Terry    &    Sons,    Ltd  ,  Redditch. 
'  "  Springs,  Redditch."  Redditch  61. 

Magnetos— 

The  British  Lighting  &  Ignition  Co.,  Ltd., 
204,  Tottenham  Court  Road,  W.i. 
"  Vicksmag,  Phone,  London." 

Museum  430. 

The  British  Thomson -Houston  Co.,  Ltd., 
Lower  Ford  Street,  Coventry.  "  As- 
teroidal,  Coventry."  Coventry  278. 

Metal     Casement  Manufac- 
turers- 
Henry. Hope  &  Sons,  Ltd.,  55,  Lionel  Street, 
Birmingham.     "  Conservatory,  Birming- 
ham." Central  1,99   (2  lines). 

Metal  Manufacturers- 
Clifford,  Chas  ,  .S:  Sons,  Ltd.,  Birmingham. 
"  Clifford,  Birmingham."    Central  42-43. 

Avenue  1432. 


Metals  in  General— 

Samuel  Mercer  \  Co.,  198,  Upper  Thames 
Street,  E  C  4  "  Reconciled,  Cannon, 
London  City  6342. 

Metal  Parts  and  Fittings— 

Accles  &  Pollock,  I.t.i  Oldbury,  Birming- 
ham.   *'  Accl.s,  Oldl  ury." 

Oldbury  111  (4  lines) 

Arnott  &•  Harrison,  Ltd  ,  Hythe  Road, 
Willesden  Junction'.         Willesden  2207. 

Bayliss,  Jones,  X  Buylih*,  Ltd.,  Wolver- 
hampton. (Bolts  and  Nuts.)  "  Bayliss, 
Wolverhampton."    Wolverhampton  1041. 

Blackburn   Aeroplane   &   Motor  Co.,  Ltd.,  . 
Olympia,  Leeds.      "  Preoellors,  Leeds." 

Roundhay  34s  (3  lines). 

Brown  Bros.,  Ltd.,  Gt.  Eastern  St.,  E  C.i. 

Mann,  Fgerton  &  Co.,  Ltd.,  177,  Cleveland 
Street,  London,  W.i  "  Installing, 
Eusrnad,  London,."  Museum  70. 

Ruberv  Owen  &  Co.,  Darlaston,  South 
Staffs. 

Sankey,  Joseph,  &  Sons,  Ltd.,  Wellington, 
Shropshire.  "  Sankey,  Wellington, 
Salop."  Wellington  66. 

The  Selsdon  Aero  &  Engineering  Co.,  Ltd., 
i,  Albemarle  Street,  Piccadilly,  W.i. 
"  Selaero,  Phone,  London."   Regent  1181. 

Thompson  Bros.,  i,td.,  Bradley,  Bilston. 
"  Thompson  Bros.,  Bilston."    Bilston  10. 

Metric  Bolts— 

Cashmore  Bros  ,  Hildreth  Street,  Balham, 
S.W.  Battersea  415. 

Ruberv  Owen  &  Co.,  Darlaston,  South 
Staffs. 

Miscellaneous- 
Anderson,     D.,     ,S;    oon,    Ltd.  (Roofs), 
Belfast.    "  Anderson,  Belfast." 

Belfast  4033-4034-4033 
Brown  Bros.,   Ltd.,  Great  Eastern  Street, 
E.C  1  "  Imbrowned,  R-throad,  London." 

London  Wall  6300. 
Herbert  Frood  Co.,  Ltd.,  Chapel-en-le-Frith. 
"  Frodobrake,  Birmingham." 

Central  793 

MacLennan,  J.,  &  Co.,  30,  Newgate  Street, 
E.C. 1.,  and  at  Glasgow.  Tapes,  Cords, 
and  Threads.  City  3115. 

Motcr  Cars 

Arrol  Johnston,  Ltd.,  Dumfries.  "  Mocar, 
Dumfries. "  Dumfries  2S1-282. 

Mann.  Egerton  &  Co.,  Ltd  ;79/38i,  Euston 
Road,  London,  N.W.a  "  Manegecar, 
Eusroad,  London  "  Museum  70. 

Standard  Motor  Car  Co.,  Coventry.  "  Fly- 
wheel, Coventry 

Coventry  530  (4  lines). 


Nameplates  and  Labels- 

The    Clegg    Metal    Engiaving  C< 
Worthing.    "Clegg,  Worthing.' 


Ltd., 


Observation  Panels— 

Triplex  Safety  Glass  Co.,  Ltd.,  1,  Albemarle 
Street,  Piccadilly,  \.  j.  "  Shatterlys, 
Piccy    >A>ndon."  Regent  1340. 

Oils— 

C.  C.  Wakefield  &  Co.,  Ltd  ,  Wakefield 
House,  Chcapside,  E  C. 2.  "  Cheery, 
Cent,  London."    Central  11305  &  13466. 

Parachutes— 

E.  R.  Calthrop's  -Aerial  Patents,  Ltd., 
Eldon  Street  House,  -  Eldon  Street, 
London,  E  C.  "  bavemalivo,  Ave,  Lon- 
don." London  Wall  3266-3267. 

C.  G.  Spencer   &   Sons,  Ltd. 
(See  under  "  Balloons  "). 

Piston  Rings— 

The  Standard  Piston  Ring  and  Engineering 
Co.,  Ltd.,  Don  Road,  Sheffield.  "  Ocean, 
Sheffield  "  Sheffield  2149 

Presswork— 

Rubery  Owen  &  Co.,  Darlaston,  South 
Staffs. 

Terry,  Herbert,  &  Sons,  Ltd.,  Redditch. 
"Springs,  Redditch."  Redditch  61. 

Propellers— 

The  Aircraft  Improvements  Co.,  Morning- 
ton  Works,  Arlington  Road,  Camden 
Town,  N  W.I. 

Blackburn  Aeroplane  &  Motor  Co.,  Ltd., 
Olympia,  Leeds      "  Propellors,  Leeds." 

Roundhay  345  13  lines).. 


IIIIIIIIIIIIIIIIIIIIIIIIIH 


Propellers  (continued). 

Boulton  &  Paul  Ltd.,  Rose  Lane,  Norwich, 
"  Aviation,  Norwich."        Norwich  851. 
Ebora    Propeller   Co.,    11    &    12,  Surbiton 
Park      Terrace,  Kingston-on-Thames 
"  Ebora,  Kingston."  Kingston  672. 

Integral  Propeller  Co.,  Ltd.,       "  Aviprop, 
Hyde,  London." 

-  Hendo;i  9.     Kingsbury  10.1 
Lang  Propeller,  Ltd.,  Weybridge.     "  Aero- 
sticks,  Weybridge."    Weybridge  520-321. 


&  Co.,  Leeds. 


Airscrews, 
Leeds  20547-8. 
Aircraft,  Yeo- 
\eovil  129. 


Oddy,  W. 

Leeds." 
Westland  Aircraft,  Yeovil. 
VU." 

Pyrometers— 

The  Foster  Instrument  Co.,  Letchworth, 
Herts.  "  Poster  Instruments,  Letch- 
worth." Letchworth  26. 

Rawhide  Hammers— 

Ira  Stephens,  White-lands  Leather  Works, 
Ashion  urj:lcr-l,yuc.  "Stephens,  709, 
Ashlon."  Ashton  709. 

Rigging  for  Aircraft— 

Cradock,  Geo.,  &  Co.,  Ltd.,  Wakefield, 
England,    "  Cradock,  Wakefield." 

Wakefield  466 

Rubber  Tubing  &  Accessories- 
Hancock,  James  Lyne,  Ltd.,  26b,  Gosweil 
Road,    London,    E.C  1       "  Masticator, 
Isliug,  London. '  City  3811  &  3812. 

Safety  Belts— 

C.  H.  Holmes  &  Son,  38,  Albert  Street, 
Manchester.    "  Semloh.  Manchester." 

City  4432. 

Screw-driving  Machines— 

Russell  Bros.  (Redditch),  Ltd.,  LiUleuorth, 
Redditch.     "  inventors,  Reddilcn." 

Redditch  74. 

Seaplane  Manufacturers— 

Blackburn  Aeroplane  &  Motor  Co.,  Ltd., 
Olympia,  Leeds.     "  Propellors,  Leeds." 

Roundhay  345  (3  lines). 

Phoenix  Dynamo  Manufacturing  Co.,  Ltd., 
Thornbury,  Bradford.  "  Dynamo,  Brad- 
ford." Bradford  3700   (7  lines). 

Short  Bros.,  Rochester.  "  Seaplanes, 
Rochester."  Chatham  627. 

Supermarine  Aviation  Works,  Ltd.,  South- 
ampton. "  Supermarin,  Southamp- 
ton." Woolston  37. 

Searchlights  &  Landing  Lights 

Brown  Bros.,  Ltd.,  Great  Eastern  St.,  E.C.i. 

Imperial  Light,  Ltd.,  123,  Victoria  Street, 
London,  S.W.1.  "  Edibrac,  Phone,  Lon- 
don "  3540  Victoria  (5  lines). 

Shock  Absorbers- 
Luke  'Turner  &  Co.,  Deacon  Street,  Leices- 
ter Leicester  967. 
Tubbs,  Lewis  &  Co.,  Ltd.,  29  &  30,  Noble 
Street,  E  C. 2.    "Elastics,  London." 

City  22. 

Sheet  Metal  Pressings— 

Accles  X  Pollock,  Ltd  ,  Oldbury,  Birming- 
ham.   "  Accles,  Oldbury." 

Oldbury  111  (4  lines) 
Blackburn   Aeroplane   &    Motor  Co.,  Ltd., 
Olympia,.  Leeds.     "  Propellors,  Leeds." 

Roundhay  -.45  (3  lines) 
Rubery    Owen   &    Co.,    Darlaston,  South 
Staffs. 

Sheet  Metal  Work— 

The  Acetylene  Corporation  of  Great  Britain, 

Ltd.,      49,      Victoria      Street,  S.W.i. 

"  Flamma,  Vic,  London."  Vic  4830 
Rubery  Owen  &  Co.,  Darlaston,  South 
The  Selsdon  Aero  &  Engineering  Co.,  Ltd., 

1,    Albemarle    Street,    Piccadilly,  W.i. 

"  Selaero,  Phone,  Loudon." 

Regent  list 

Imperial  Light.,  Ltd.,  12',,  Victoria  Street, 
London,  S.W.i.  "  Edibrac,  Phone,  Lou- 
don." Victoria  ;-540  (3  lines). 

Solder  Manufacturers— 

Samuel  Mercer  &  Co.,  198,  Upper  Thames 
Street,  E.C. 4.  "  Reconciled,  Cannon, 
London."  City  6342. 

Sparking  Plugs- 
Brown  Bros.,  Ltd.,  Great  Eastern  St.,  E-C.L 
Lodge   Sparking   Plug   Co.,   Ltd.,  Rugby. 

"  Igniter,  Rugby.''  Rugby  235. 

The  Robinhood  Engineering  Works,  Ltd., 

New  lands,      Putney      Vale,      S.W. 15. 

Makers    of     KLG    Plugs.      "  Kaelgee, 

Thone,  London." 

Putney  2132-3. 


iiHiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiismmmin 


/o8 


(Supplement  to  The  Aeropuke.)^ 


Aeronautical  Engineering 


August  20,  1 


919 


ajlllllllllllllHIIIIINII' 


Accumulators— 

The  Chloride  Electrical  StorageCo. 
Clifton    Junction  nc 
'•Chloridic.  P<  ndl.  bitry 


Manchester. 
•  Central  Man- 

rentik-ton,  it- 


Acetylene  Welding  Plant 

Acetyh-nc  C01 
Ltd.,  The, 


Wesi- 


5,  Victoria  Strict, 
minster  S.W.i.  "  Flnmnia, 
London "  V 

London  "  fcw  Victoria  (3  1»>«*  - 


Aeroplane  ManufaCtUrerS- 
Aircrail  Manuf-ic  Hiring  Co..  Ltd,,  Hendon. 
"Airmanship,  Hyde,  L< 


Blackburn   Aeroplane  & 


Boullon  &  Pan' 


i-orlh  *ACa"  J"**^ 

1-Tyne." 

Gosforth  soo. 
Motor  Co.,  Ltd., 
TYopellors,  Leeds." 
idhay  545  (3  Hm-si- 
nsc  Lane,  Norwich. 
"       Norwich  B=i. 

Head 


W  1 


"Batii 


Lo 


Works  :  Hythe  Road,  Wiliest 
don,  N  W.io  "Aerbri rans 

London."  Willesden,  : 

British        Colonial   Aeroplane  1 
(The    Bristol     Co.).  Filton, 


■to!  1 


Central  Aire 


High 


Itri?tol 
atol  3906 


C"j     i.1'1-,  .MIM.I-IIL-Oll- 

Central  261.4  12  lines), 
m  Co.,  Ltd  .,  ISastbourne. 


.erodromc,  Hcndoi 


& 


Ltd, 


ich  i*2 

Marlinsyde,  Ltd,  Brookiauds, 
"  Martinsydc,   Wcy bridge." 

Woking  331;  Byf 

"  Nleuport "  &  General  Aire 
Cricklcwood,  London,  N.W:. 
scout,  Crickle,  London." 

Bradford. 'Bradford  3700 
Roe,    A.    V.,    &    CO,    Ltd.,  M 

"  Triplaiu,  Manchester  " 

City  8530-S5.ii,  M 
Saunders,  S.  E.,  Ltd,  East  Cow. 

"Consuta,  East  Cowes"  C 

Whitehall  House,"  sV  ^'Teli'i 
London."  u 


By  licet, 


Hi 


Sopwith  Aviation  Co.,  Ltd.,  Kinsston-ou- 
Thames.     "  Sopw  iiU,  Kingston  " 

The  Superniarmc  Aviation  Works,  Ltd , 
Soutliamp'on      "  Supcrmariu  " 

Woolston  37  (3  lines). 

Vickers,  Ltd  ,  Imperial  Court,  Basil  Street 
KniKhubridK. .  S  W.j.  "  Vickerfyta, 
Knights,  London."       Keusingtou  oW 

W"'n\VarLuCOxWLoidi'  „"^m"'-'r-mith- 
Wc&tland  Aircraft,  Yeovil     "Aircraft,  Yeo- 
Vcovil  1:9, 

Whi't'\vl'it!anl»d:  %  Co  '  SM  •  East  Cowes. 
White,  East  Cnw~.»  Cowe*  3. 


•iiimmmmiiiiiinmmmmmmiiuiinii 


£7&  •  Aeroplane  • 


•phone.  Londoii"     _  U^,Ul  ^ 


C.  O-  Spe 


(See  andei 


and  i 


■  1  Villi  i' 


Ltd. 


Aluminium  Castings  (Sand  and  Die) 

r    ,1    r    W     'i«    Coswt-11  Road,  London, 
E  C.i'    "Krnnkascs,    Ming.  London.. 


C    G.  Spencer  and  Sons,  Ltd.,  5fi  Bft(% 
Imrv  f.nivr    N  S     "Avn  mailt ,  London. 

Dal5tou  1S93. 

Bent  Timber  Parts— 

Iloptou  S  Sons.  George  Street,  Elision 
Square,  London ,  N.W.i.  "  Hopluiis, 
Ei'-miarc,  London  "  Museum  4^. 

Abo  at  Marka  Harborough,  Leices- 
tersbire.  "  Hoplons,  Market  Har- 
borough '.'       Market    Harborough  ij. 

Bearings  (Etonia  Cast  Phosphor  Bronze) 
Brown  Bros.,  Ltd  ,  Ct.  Eastern  St.,  E.C.I. 
Yorkshire     Engineering     supplies,  Ltd., 
Wortley,  Leeds.    "Yes,  Leeds." 

Central  39^7 

Blowpipes  (Oxy-Acetyjenc)— 

Acetylene  Corporation  of  Gnat  Britain, 
Ltd,  Til.,  .to,  Victoria  Street.  Westmins- 
ter  S.W  1    "  Hamma,  Vic,  Loudon. 

Vic.  4830 

Imperial  Light.  Ltd  ,  ic.i,  Victoria  Street. 
London,  S.W.i.  "  Edibrac,  'Phone, 
London."  Vie.  3540  <j  hues). 

Bolts- 

Mitchell  Wcdgewood  &  Co.,  Campbell 
Works,  Stoke  Newiugtoil,  London, 
N-16  Dalslon  2500  {3  hues). 


Books  (Aeix 

Dykes'  AuU 


Buildings- 


cloyediu.    Gillam,  149, 


dsc  Lane,  Norwich 
"  Norwich  S31 
Da  rl  as  ton,    Sou  lb 


Cable    Coverings    and  Cable 
Contrtws— 

The  Bowdcu  Bratr  Co.,  Ltd  ,  Tyseley,  Bir- 
mingham    "  howdeu,    icock's  Green." 


Herbert  Terry 


Carburertors- 

Hobson,  IJ.  M.,  I 
Road  i.W.2 

Casein- 


Suric  &  .0.,  Ltd.,  •.>;,  Lloyds 
:,  London  E  C  3  "Suricodon, 
ondun  "  Avenue  34  and  35. 


ClOthing- 
Burbeiry's,  Ltd  ,  Haymarkct,  S.W.i 

Regent  life. 

DunhilPs  Ltd.,  Huston  Road7  N.W.i. 
■' Dunseud,  London."         North  3405-6. 

Component  Parts— 

Acclcs  &  Bollock,  Ltd  .  oldbury,  Birming- 
ham   "Accles,  Oldbury." 

Oldbury  111  Ij  lines). 

Brown  Bros,  Ltd,  Gt.  Eastern  St,  EC.i. 

Central  Aircraft  Co.,  HiKb  Koa.l,  Kilburn, 
N  w  h     "Avidiii.iioiL,    1'houe,  London." 

Hampslcjd  440;  it  j4.11. 

Thompson  Bros.  'Bilston),  Ltd.,  Cradle* 
Bilston,  EtiHlti.. .  ■■  Tbomuison  Bros  . 
Bilstc:  Bilston  10 

Cords,  Tapes,  and  Threads- 

MacLennan,  J.,  &  Co  30,  Newgate  Street, 
E.C  1.   .And  til  ClasRo"      .  City  -,115. 


Dopes 

Titaniue,     Ltd.,     175  Piccadilly 

"Tarafre-:.  i'iccy,  !,.„  lOI1  W,. 

British  Cellulose   Co     s    \v  ,u ,'  ,lr'' 
s.W.i.    "CeUutate,  London'- 

The  British  Ematlltte  Co    LtdR«eui  x"1'1 
Street,     S.W.i.      ■■  Ridleynren  w 
London  "  r  '*  J5«j> 

Cellon,  Ltd.,  22,  Cork  street,  1  ,',„  ' 
■'Aiawb,  Kejs,  l.n„d.,„  "'    ,       ' V" 

Robt.   Ingham  Clark   &   Co  Ltd 

Ham   Abbey.   E,,      "  Olcotine"  & 
East  833. 

Engines  and  Parts— 

Allen.  W.  H  .  &  Co..  Ltd.,  Bedford  "p.™ 
Bedford."  jX,  ,^mD 

Arrot-johnston.  Ltd,  Dumfries ""^^ [' 
nuufries  "  Dumfries  ' 

Beardmorc  Aprs  Eng  ,  Ltd  .  ,„  rri  fSJ 
land  Street,    W..       "  B.ardmore-  S' 

nIKr  c 

nng  Co..  i.td.,  FUh- 


Dud 


ids,  I'.i 


.  Works,  Ltd  .Salmson),  37 
ef  "  5'°?»0U'  s  W  l..."Aeri 


flight,  Vic,  i.uuuuii.  - 
Cordon  Watney  Ik  Co    Ltd.,  \V«-vl,ridc- 
"  Mercedes,  Wcybridai.."  " 
„     -  Weybridyc  550  |,  Hnts|- 

Green  Engine  Co,  Lid,  TwLktuham. 

Riclmiond  «oi, 

G  Wynnes,  Ltd.,  Hamnicrsinith  \v 
"  C.wynne,  Hamui..rsmith  ' 

HuuiiucrsmiUt  iqja 
Napier  &  Son,  D  ,  Ltd,  14,  New  Burlington 
Street,  Loudon,  W.,  aud  at  Acton,  W. 
"  Nitrificr,    Loii.lon  "        Gerrard  '^;6. 
Uolls-Royc  .  Ltd.  14  .iud  13.  Conduit  Street, 
W  1.     "  RolbcaJ,  London." 

Gerrard  1654-3-6 

The  Si.kli-lcy-D  asy  Motor  Car  Co.,  Ltd., 
Coventry.  Coventry  014  "Deasy, 
Coventry." 

Sunbeam  Motor  Car  Co  .  Ltd.,  Wolvcrhami" 
ton.      "  Moorlivld,  Wolverhampton." 

Wolverhampton  ifc 
-  The  Gnome  S:        1;1h'mi.   Knyiiic  Co.,  Ltd., 
27,  Buckingham  «.ai..,  s  \V  1  "Eleven- 
fold, London,       WalLbamslow  811  U 
lines). 

Walton  Motors,  Lid.,  Walton-on-Thames. 
"  Motors,  Walloii-on-lli.tmcs" 

Walton-on-TIiumes  :ia 

Electrical  Accessories- 


Brown  Bros.,  Ltd.,  Gt.  Eastern  St.,  E-Cr 
Gent     S:     Co.,     Ltd.,     l-aratlny  Works, 
Leicester.    ''^,0-,  Leicester.^ 

Johnson  &  Phillips,  Ltd.,  Chulton,  Lon- 
H  11    S  E  7  .11110  Loudon 

'       Central  ^..7 .  I.onJoa  Wall  m 

The  Rotax  Motor  Ac^sorie,  Co  ,  Lid,  A  c- 
toria  Road,  sVill.-deii  jmiction,  hja-io. 
"Kodynalite,    'Phone,    Londor,.  ^ 

Electric  Cables— 

E    Kalker  and  Co,  t-0Vt"lrCuVcmrv 
Johnson  a  PbUU,«,  Ltd,  Charlton,  I*-** 
SE7     "Juun,  l.oiiuon 

Central  2:07;T.ouuou  «•■'  "» 

Electric  Lighting  and  Power- 

don,  s.E.7    "  J»™:         ■  Waii  -m 

Central  ^''t  t'JJ  cltvelanJ 
"iisln'lliHl 


Street,  London,  W.  "  '"->:'"' ,  ii„„i 
roa'l  "  Museum  .0  '* 

Eiectro    Platers  and I  Metal 
Polishers'    Engineers--^  _ 

W.  Cannint  >       ■.-'i1'7'..' Mattnals.  ""• 

Or...  -I        K,  fill  1  nt'  '.<  till-  * 


Fireproof  Petrol  Tanks 

The  Aireraft  ImproveintLit.       j  calojL0 
ton   Works,    ArliuMton  K°BU' 
Town,  N  W  I 

Flare  Lights—  d(iria  ar«J 


Flexible  Shafts—  B„i,i,i. '■■ 


Pllll)l!ll!llUHII}lll|l|lllllllll(imiUIIII!lllll  Illllllllll  HUH: 


IIIUIIIUIUI!! 


AUGUST  20,  1919 


Aeronautical  Engineering 


(Supplement  lo  THE  Aeroplane.) 


;og 


1 1 1 1 1 1 1 1 1  f  I  i  1 1 1 1 1 1 1  ■  1 1 1 1 1±= 


F'^Tusht.  Ltd..  ;f3  «c.d„a  Strert, 
London.  S.W  i.  E'b hr.u  1  h  u». 
London-'  Kl  viiiMi, 

The  Anto  ControlUr  Co  'F.i.mU'), 
Bond,   Bcrnn'udsey,  Eng 

Fivine  Boat  Builders-- 

r\ \ir.-raft  Co.,  Cosport.  "Flight, 
Goswort."  Gosport  217- 

Ga,!S,i!i  pSnT.-td..  Rose  Lane,  Norwich 
■  i 1  Aviaii.-n,    Norwich."       Norwich  S51. 


v'k>  '".ear  Co.,  Ltd  ,  Thomas  Street,  Aston, 
■ Birmingham   "Sloseear,  I'irinincham  " 
East  ^07. 

^  Cannon  11  &  Co,  I.td  ,  Lincoln.  London 
Odicc,  110,  Cannon  Street,  E.C.4. 
"  Hececofin,   Cannon,  London." 

City  1206 

Improved  Liquid  Glues  Co..  Ltd.,  Gt.  TTer- 
ir.it. me  Street,  E  (Croid.)  "Excroiden, 
■I'lidne,   Lomion."  Avenue   461 1-2 

Mcudiue  Co-,  S,  Arthur  Street,  E.C. 

Bank  587.;. 

Goggles— 

lrn.li  s  >.n\ty  Gla>s  Co  .  Ltd..  1,  Alb-  marl- 
Strccl,  Piccadilly.  W.I  "  Shallcrly-, 
Piece.  London  ''  Kesent  1540 


I.nm!<iup  S.E.i- 
"  Kinnell,  London."    Hoji  ^7^  la  lines:. 
The  Thauei  Han':    I  lllackl'riar>)    Iron  Co., 
Ud  ,    Upper  C.roai.d    Street,  London, 
S  R  1       "  Hot  Water.  Friars,  Loudon." 

Hop  70j 

Instruments- 
British    Wright    Co,  Ltd,    '3,    Cham  tie 
Lnnc,  W.C.a.  Holborn  1308. 

Instruments    (Scientific,  Altimeters, 

etc>-  * 

Sborl  \  Mason,  Ltd-,  Maedouald  K..ad, 
Wallhanistow,  LC .  1 7.  "Aneroid,  Phone, 
London."  Walthauistow  1S0. 

Insurance- 
Aviation  Insurance  Association,   1,  Royal 
Exchange  Avenue,  E.C.3. 

London  Wall  QQ44. 
Dray^  Cibb  &   Co ,   I.ta.,   166,  Piccadilly, 

^PBucklcrebiSyf S:e.* ^    *  'city  48W 
Harold   Townend,    Ltd.,    ivij.  Abchurch 
llano,   Kine     William    Street,    E.C. 4. 

Pe  w-  1  ]  Central  t  ,6  (;  lines). 
E.C.i.  '       .'     '  City1  4673> 


Metals  in  General- 

Samuel  Mercer  i\  Co  ,  198,  Upper  Thames 
Street,  E  C  1  "  Itec-oneiled,  Cannon, 
London  city  6341. 

Metal  Parts  and  Fittings- 

Accles  8;  Pollock,  Lt'l  Oldbury,  Birminff- 
bam.    "  Acel.s,  Otdl  nry." 

Arnott    &    Harrison,  Ltd  ,    Hvthc  Road, 
Willesden  Junction..         Willesden  :;o7. 
Bayliss,    Jonc-s,         I3aylU«,    Ltd.,  Wolver- 

\v".lvcrn;unpNViI1-'  J \\^ .1  verbampton \o4l! 
Blackburn    Acroplaoe   &    Motor  Co.,  Ltd.,  , 
Olynipin,  Leeds.     "  Procllors.  Leeds  " 


Pro]jr;llers  (continued). 


Brow 


s.,  Lt 


Mann,  rise 

Street,  Londo 
Eusroad,  Loud 
Rubcry    Owen  & 
Staffs. 

Sankey,  Joseph,  S  Sons,  Ltd  ,  Wellington, 
Shrcpsbire.  "  Sankey,  Wellington, 
Salop."  Wellington  (>'. 

The  Selsdon  Aero  &  Engineering  Co.,  Ltd  , 
r,  AJbemarlc  Street,  Piccadilly,  W.i. 
"  Seliero.  Phone,  London  "  Regent  n8i. 

Thompson  Rros.,  ».td.,  Bradlev,  Bilston. 
"Thompson  Bros,  Bilston"    Bilston  10 

Metric  Bolts— 

Cashniorc  Bros  ,  Hildreth  Street,  Balhani, 
S.W.  Battersea  415 

Rubery  Owen  &  Co.,  Darlaston,  Sotitli 
Staffs. 

Miscellaneous- 
Anderson  ,    D . ,    &    .-.on ,    Ltd .    (Roofs ) , 
Belfast,   "Anderson,  Belfast." 

Belfast  4033-4034-J°i:> 
Brown   Bros.,  Ltd.,  Great   Eastern  Street, 
E.C  1  "  Imbrowu.d,  P-'broad,  London  " 
■  London  Wall  6300, 

Herbert  I-rood  Co  ,  Ltd.,  Chapel-en-le-P'rith. 
"  Frodobraki  ,  Hirmiugbain." 

Central  79.; 

UacLeunan,  J.,  &  Co.,  30,  Newgate  Street, 
E-C i.,  and  at  Glasgow.  TapeSj  Cords, 
and  Threads.  City  3115. 


Motor  Cars 


Arrol  Jc'inston,  Ltd.,  Dumfries.  "Mi 
Dumfries."  Dumfries  2S1 

Mann,  Egcrton  &  Co.,  Ltd    .-79/3S'.  Eu 
Road,  London.  N.W  1        "  Mancgi 
Eusroad,  London  "  Museuii 
Standard  .Motor  Car  Co.,  Coventry.  " 


Ltd., 


Nameplates  and  Labels— 

lhL\Vortbrua^R"CU-Ba11  Wortliins*!"'" 

Observation  Panels— 

Triplex  Safety  «".la-s  C-i.,  Ltd.,  i,  Albema 
Str-et.  Piccadilly,  \.  ■.  "Shatter! 


Leather  Cloth—   ;  :y    ^    ^  _  1 

Lubricating  Oil   Refiners  and 
Merchants-  1 

W.  D.  nk-k  &  Co,  Ltd,  go,  F.-nihureli 
StKct^E-C-i     Telegram-,  Hicat..  1-eii. 

Magneto  Driving  Pieces— 

Herbert    Terrj    tv    Sons,     Ltd.,  lie.hlilch. 
springs,  Kedditch."  Redditch  61. 

Magnetos— 

The  British  Lighting  &  Ignitiqn  Co  ,  Ltd., 
J04.     Tottenhiiin     Court     Road,  Wi. 
Vicksmag,  Phone,  London." 

The  British  Thomson-Houston  "co.',  Ltc£ 
Lower  For  i  Street,  Coventry.  "  As- 
teroidat,  Coventry."  Coventry  =78. 

Metal     Casement  Manufac- 
turers— 

Henry  .Hope  &  sons,  Ltd  ,  s;.  I  iouel  Street, 
[iinmn^na  11  dmserval.n  v  .  HirmiiiH- 

aam-  Central  (2  lines). 

Mn?'  Ma"ufacturers- 

,? -Pi*  .       suns,  Ltd.,  Birmingham, 
•-naord,  Birmingham."    Central  42-43. 

Avenue  1432, 


Gils- 

C.  C.   Wakefield  &   Co,  Ltd,  W 
lion  -. ,    Cli.  ap^i.1'  ,     P.  C 
Cent,  London  "    Central  11505  ■ 

Parachutes- 


Piston  Rings- 

The  Standard  Piston  King  and  Engineering 
Co  1  Hi  Don  Road,  Sheffield.  "Ocean, 
Slnilield  "  Sheffield  2149 


&    CO.,  Darlaston, 


Propellers— 

The  Aircraft  Improvements  Co.,  Morniug- 
t,,u    w  .  Vrlim'ii.n    Road,  Camden 


1  ,  Rose  Lane,  Norwich, 
h."        Norwich  _8si. 

11  &  t2,  Surbiton 
Kiugston^n-TJiames 


Integral  Propeller  Co.,  Ltd., 
Hyde,  London." 

-  Hendon  9.    Kingsbury  ioj 
Laug  Propeller,  Ltd  ,  Weybrid^.        "  Acro- 
s  ticks,  Weybridic."    Wcj  bulge  j2:*m. 
Oddy,  W.  D.,  &  Co.,  Leeds.    "  Air^cresvs, 
Leeds."  Leeds  ^0547-^- 

Wcstlaud  Aircraft,  Yeovil.  "  Aircraft,  Yeo- 
vil." \eovil  129. 

Pyrometers— 

The  Poster  Instrument  Co.,  Letch  worth, 
Herts.  "  I'ost-T  lustruineuts,  Leteh- 
worllt."  Letchworth  :6. 

Rawhide  Hammers— 

Ira   >h-|>1kh>,    U  Int.  lauds    Leather  Works, 


.  70S.  = 
Ashtou  709.  — 


Rigging  for  Aircraft— 

Crailoek,  Ceo.,  &  Co.,  Ltd.,  Wakefield, 
England.    "  Craclock,  Wakefield." 

Wakefield  466 

Rubber  Tubing  &  Accessories- 
Hancock,  James  l.yue,  Ltd.,  tSosweU 
Road,    London,    E.C  1       "  .Masticator, 
Isling,  Lomlou  1         City  ?8n  &  3611. 

Safety  Belts— 

C  II.  Holmes  &  .Son,  38,  Albert  Street, 
Manchester.    "  Semloli.  Maiuhcster." 

City  4433. 

Screw-driving  Machines— 

Russell  Bros.  (Redditch),  Ltd.,  LiiUewortb, 
Rcdditeh.     "  inveiilnrs.  Red-liUti." 

Redditeb  74. 

Seaplane  Manufacturers— 

Blackburn  Aeroplane  &  Motor  Co.,  Ltd., 
Olympia,  L  'cds.     "  Propellors,  Leeds." 

Ronndlmy  .U5  L>  lines) 

PhccuiK  Iijnani.j  Man .lfactnring  Co.,  Ltd., 
Thornbnrv,  liradfoid.  "  Dynamo,  Brad- 
ford." Bradford  5700    17  lines). 

Short  Bros.,  Rochester  "  Seaplanes, 
Rochester."  Chatham  (,27. 

Sllpermanne  Aviation  Works,  Ltd.,  South- 
ampton "  Supcrioarm,  Si.nthaJnp- 


Searchlights  &  Landing  Lights 

Brown  Bros.,  Ltd  ,  Great  Eastern  St.,  EC  1 
Imperial  Light,  Ltd.,  123,  Victoria  Street, 
London,  S.W.i.    "  Edibrae,  I'houe,  Lon- 
don" 5540  Victoria  (5  lines). 


Shock  Absorbers- 


Nobic  = 


Sheet  Metal  Pressings— 

Pollock,  I.'  l  ,  Oldbury,  Birniine- 
—  flli-irv." 

"co.,  Ud. 


■  Aecles,  Oldbar 


Ilia,  klm 


Sheet  Metal  Work- 


Solder  Manufactarera- 

Sainuel  Mercer  &  Co.,  19S,  Upi 
Street,  E.C  4.  "  Reconcile-! 
London." 

Sparking  Plugs— 

Brown  Bros.^Lt'l.,^reat  ^East-.Tt 


ier  Tbamcs  — 

'City    r.v,/  = 


'  235-  — 


/ 10    (Supplement  to  the  aeroplane.)  Aeronautical  Engineering 


August  20,  1919 


Time   Aeroplane 99   Buyers'   Guide.- continued. 


Springs- 
Dart  Spring  Co.,  West  Bromwieh.    "  Dart, 
West  Bromwieh."    West  Bromwieh  '322. 
Terry,  Herbert,   &   Sons,   Ltd.,  Kedditeh. 
•'Springs,  Redditch." 

Kedditeh  61  (3  lines) 

Steel— 

Alien,    Edgar,     &     Co.,    Ltd.,  Sheffield. 

"Allen,  Sheffield."  Sheffield  4607. 

Brown  Bros.,  Ltd.,  Great  Eastern  St.,  E  C.i. 
Firth,  Thos.,  &   Sous,  Sheffield      "  Firth, 

Sheffield."  Sheffield  3230  to  3257. 

Jonas    &    Colver,    Ltd.,    Continental  Steel 

Works,   Sheffield.     "Jonas,  Sheffield." 

Sheffield  4660 

Nicklin,  Bernard,  &  Co.,  Birmingham. 
"  Bernieo,  Birmingham." 

Smith. wick,  224. 
Spear  &  Jackson.  Ltd.,  .Etna  Works,  Shef- 
field.    "  Sptar,  Sheffield." 

Central  4522-3-4. 

Steel  Tjbes  for  Aeroplanes— 

Aecles  &  Pollock,  Ltd  ,  Oldbury,  Birming- 
hani,    "  Aecles.  Oldbarv." 

Oldbury  111  (4  lines) 

Tapes  and  Smallwares— 

jla'cLeunah,  John,  &  Co.,  30,  Newgate 
Street,  E.C.i.    And  at  Glasgow. 

City  3115- 

Timber— 

Hoptoi  &  Sons,  George  Street,  Euston 
Square,  London,  N.W.i.  "  Hoptons, 
Eusquare,  London  Museum  496. 

Also  at  Market  Harborough,  Leicester- 
shire.   "Hoptons,  Market  Harborough." 

Market  Harborough  13. 

Time  Discipline  Apparatus- 
Gent     &     Co.,     Ltd.,    Faraday  Works, 
Leicester.     "Lodestone,  Leicester." 

National  151  (two  lines) 


Tools— 

Richard  Mather  &  .Son.    Shoreham  Street 
Works,  Sheffield 

Sheffield  4349. 


Turnbuckles— 

Brown  Bros.,  Ltd.,  Great  Eastern  St.,  E  C.i. 
Rubeiy    Owen    X    Co ,     Darlaston,  South 

Staffs. 

Tyres  and  Wheels— 

The     rainier     Tyre,     Ltd.,  Shaftesbury 
Avenue.    "  Tyricord,  Westcent." 

Gerrard  1214  (5  lines). 


Undercarriages- 
Thompson  Bros.  iBilston),   Ltd.,  Bradley, 
Bilston,   England.     "  Thompson  Bros., 
Bikstou."  Bilston  10. 


Varnishes^ 

The  British  Emaillite  Co.,  Ltd.,  30,  Regent 
Street,  S.W.i.  "  Ridleypren,  Piccy, 
London."  Gerrard  280. 

Thomas  Parsons  &  Sons,  315  &  317,  Oxford 
Street,  London,  W.i.  "Varjap,  Phone, 
London."  Mayfair  6347  (5  lines). 

Robt.  Ingham,  Clark  &  Co.,  Ltd.,  West 
Ham  Abbey,  E  15-  "  Oleotine,  Strat, 
London."  East  955. 

Harland,  W.,  &  Son,  Merton,  London, 
S.W. 19.    "  Harland,  Wimbledon  45." 

Wimbledon  45  and  1395 

Naylor  Bros.,  Ltd.,  Southall,  Middlesex. 
"  Nay  lor,  Southall."  Southall  30 


Washers- 
Terry,  Herbert,  &  Rons,  Ltd,  Redditch. 
"  Springs,  Redditch."  Redditch  61. 


Welding  and  Cutting  Plant— 

'  Acetylene  Corporation  of  Great  Britain 
Ltd.,  The,  49,  Victoria  Street,  West 
minster,  S.W  1.  *'  Flamma,  Vic, 
London."  Vic  4830. 

Imperial  Light,  Ltd  ,  123,  Victoria  Street 
London,  S.W  l  "  Edibrac,  Phone 
London."  Victoria  3540  (3  lines) 


Welding  Repairs- 
imperial  Light,  Ltd ,  123,  Victoria  Street, 
London,     S.W.i.     "  Edibrac,"  Phone, 
London."  Victoria  3540  (3  lines). 


Wind  Shields— 

Auster,  Ltd.,  133,  Long  Acre,  W.C.  "  Win- 
flector,  London."  Regent  5910 

Triplex  Safety  Glass  Co.,  Ltd.,  1,  Albemarle 
Street,  Piccadilly,  W.i.  "  Shatterlys, 
Piccy,  London."  Regent  1340. 

Wire  CaUZe- 
Greening,  N.,  &  Sons,  Ltd ,  16,  Finsbury 
Street.     London,     E  C.2       "  Setscrew, 
Finsquare,  London."  London  Wall  1082. 


Wire  and  Cables— 

Bruntons,  Musselburgh,  Scotland.     "  Wire- 
mill,  Musselburgh."      Musselburgh  28. 

Cradock,    Geo.,   &    Co.,    Ltd.,  Wakefield, 
England.    "  Cradock,  Wakefield." 

Wakefield  466  (3  lines). 

Wi  rework- 
Terry,  Herbert,  &  Sons,  Ltd.,  Redditch. 
"  Springs,  Redditch  "  Redditch  61. 


Woodworking  Machinery— 

Sagar,  J.,  &  Co  ,  Ltd  ,  Halifax  "  Saw- 
tooth," Halifax"  Halifax  136.. 

Wadkin  &  Co  ,  Leicester  "  Woodworker, 
Leicester  "  Leicester  3614. 


LUMINIUM 

CASTINGS 


SAND  or  DIE 

of  Every  Description 
2  H  P-do  6OOH  P 


'^;]  CHILL  CASTINGS  for  AEROPLANES  A  SPECIALITY 

CITY  "  :  KRANKASES  : 

4879  ;  Best  Metal.  Good  Castinqs.  Quick  Deliveries  \ ,SLINC  j 

central  :      J*.  -      .        ■   .  '  _     '      _  J7     _  .     .  _  .    '  :  LONDON  . 


4879 
CENTRAL 


Best  Metal.  Good  Castinqs.  Quick  Deliveries  \ ,SLINC  \ 

■                                            ^7                                             ;.  london  ; 
Repairs  to  slluminiam  Crank  Cases,  Gearboxes  etc..  By  Special  Process.   \»  • 


RW-  COAN 


2I9..GOSWELL  ROAD 
v  L  OND  O  y 
EC 


Contractor 
to 

iM  GOVERNMENT 


NOW  IN   A   POSITION    TO    EXECUTE  ORDERS. 


KINDLY    MENTION    "THE    AEROPLANE"     WHEN    CORRESPONDING   WITH  ADVERTISERS, 


August  20,  191 9 


Aeronautical  Engineering  ^emem  to  t«  a**™*™ >  7  11 


Nothing  can  be  better  than  the  best 
Nothing  can  be  belter  than  "  Cellon 
Therefore  "  Cellon  "  is  the  best. 


»» 


The  above  is  a  self -evident  truth  which  requires  no  proof ; 
Nevertheless  : 


c 

E 

L 
1 


ELLON 


A8ILY 


ASTING 


OPE 


WITH 


OW-PRICED 


E 


©POLARITY 


FFICIENCY 


>    AEROPLANES    HD  S1APLANES  PROVED  ITS 

SUPERIORITY 


Before  and  during  the  War  and  continues  to  do 
so  to-day. 


CELLON  LTD., 


22,  Cork  Street,  London,  W.  1. 

T«*««Tams-  A.JAVX  B,  PEG,  LONDON.  Telephone* — QERRARD  440  (aline* ,) 


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12 


(Supplement  to  The  Aeroplane. 


,  Aeronautical  Engineering 


August  20,  1919 


BMC 


^  .:.  ,\J 


RENOWNED  for  Reliability  and 
Efficiancy,  its  performances  under 
War  conditions  have  served  to  perfect 
the  sterling  qualities  of  the  "  B.L.I. C 
MAGNETO,  and  to-day  it  stands 
supreme  amongst  magnetos — whether 
British  or  foreign. 


KINDLY    MENTION    "THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


August  20,  1919 


Aeronautical  Engineering 


(Supplement  to  The  aeroplane.) 


713 


Steel  tubing  for 


every  purpose 


w1 


'E  can  supply  from  stock  weldless  steel  tubing  in  a  very 
wide  assortment  of  sizes  and  gauges,  steel  tubing 
made  in  the  largest  weldless  tube  mill  in  the  world — tubing 
than  which  there  can  be  none  better  bought  to-day.  As 
steel  tube  manufacturers,  as  tube  manipulators,  and  steel 
pressworkers,  we  have  a  world-wide  reputation  for  all-round 
excellence. 

All  the  N.S.  airship  car  framework  was  built  by  us.  Our 
long  and  unique  experience  is  at  your  service.  We  solicit 
your  enquiries  in  regard  to  any  problem  of  tubular  or  press- 
work  construction. 


Have  you  yet  had  our  list  of  "Apollo"  tubular  box  spanners? 

We  make  a  complete  and  most  useful  range,  and  will  gladly 
send  illustrated  and  descriptive  list  on  application. 

ACCLES   &   POLLOCK,  LTD., 

Oldbury,  Birmingham. 

Telegrams;  "Accles,  Oldbury."  Telephone:  Oldbur    m  (4    n  s) 

Code  A. B.C.  5th  Edn.  and  Marconi. 


If  your  Problem  is  Electrical 

we  shall  be  pleased  to  place  our  lorty  years'  ex- 
perience at  your  disposal — since  '75  we  have  been 
continuously  engaged  in  the  manufacture  of  electrical 
Plant  and  Cables,  and  having  studied  intensively  the 
Application  of  Electricity  to  the  Aircraft  Industry, 
our    knowledge    should    be    particularly  helpful. 

JOHNSON  &  PHILLIPS,  LTD. 

Cable  Makers  and  Electrical  Engineers  since  '75 
CHARLTON,  LONDON,  S.E.7.      City  Office:  1 2,  Union  Ct.,  Old  Broad  St.,  E.C.2. 


m 


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n  4 


(Supplement  to  The  Aeroplane.) 


Aeronautical  Engineering 


August  20,  1919 


THE    FIRST  AEROPLANE— 

To  cross  the  ANDES— 
To  attain  an  altitude  of  28,900  feet— 
To  cross  the  PYRENEES  from  Great  Britain— 
To  climb  to  10,000  ft.  in  5  min.  25  sees,  and  to 
20,000  ft.  in  16  min.  15  sees.— 

—WAS  A  "  BRISTOL." 

Foi  particulars  of  aircraft  for  all  purposes  apply  to  : 

THE  BRITISH  &  COLONIAL 

AEK»PLANE  CO.,  LTD., 
Filton— Bristol. 

Tal«f(rams — "Aviation,  Bristol.' 
Telephone — 3906  Bristol. 


Telephone 

WILLESD-  N  2214. 


THE 


CONTRACTORS  TO 
H.M.  GOVERNMENT. 


BRITISH  ANZANI  ENGINE  & 


SOLE    BUILDING   AND    SELLING  RIGHTS 

  FOR   


THE   BRITISH   EMPIRE   AND  DEPENDENCIES. 

MANUFACTURERS  OF  ANZANI  AIR  ENGINES  OF  ALL  TYPES 

MAGNETOS. 

MOTOR  CYCLE,  CYCLE  CAR,  LIGHT  CAR,  AND  MOTOR  BOAT  ENGINE8. 

THE    ANZANI     ENGINE    HAS    THE    BIGGEST  RECORD  FOR 
SCHOOL  AND  CROSS-COUNTRY  FLYING. 

It  Is  the  most  reliable,  cheapest,  economical  and  simplest  in  the  World 
And  was  THE  FIRST  TO  FLY  THE  CHANNEL. 

Works  A  Registered  Offices:  SCR U BBS  LANE,  WILLESDEN  N.W.10. 


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august  20,  1919  Aeronautical  Engineering  (Supplement  to  THE  AEROPLAN,)  715 


Telephones  :  ^lllilii*  Telegrams  ; 

Gosport  217.  "  Flight,  Gosport." 

Southampton  1861  "  Flying,  Southampton.' 

London  :    Gerrard  5716.  N^Jsj^X 

GOSPORT  AIRCRAFT  61 

DESIGNERS      AND      BUILDERS  OF 

FLYING  BOATS 

FOR 

THE  AIR  MINISTRY  AND  FOR  COMMERCIAL  AND  PLEASURE  USE. 


HEAD  OFFICE:  GOSPORT. 
WORKS:  GOSPORT  &  SOUTHAMPTON. 


Sir  Charles  Allom. 
Charles  E.  Nicholson. 

M.  H,  Volk,  A.F.Ae.S.  (General  Manager). 


London  Office  :   15,  George  Street, 
Hanover  Square,  W.i. 

Telegrams — "  Embellishment,  London." 

New  York  Office  : 

19,  East  52nd  Street, 

Telegr?iis — "Embellishment,  New  York." 


!:p: 

iifSsi&infiij 


IIIHIIIIIlIlilll  lHj!ij  

iicHti:::::::^;?::::1::1::;  !::  I 


ESTABLISHED  1799. 

N.  GREENING  &  SONS, 

LIMITED, 

MANUFACTURERS, 

WARRINGTON  AND  LONDON. 


WOVEN  WIRE 
WIRE  GAUZE 
SIEVES  AND  RIDDLES 
PERFORATED  METALS 
WIRE   GUARDS  AND 
WIRE   WORK  OF 
EVERY  DESCRIPTION. 


SPECIAL  W'RE  GAUZE 

FOR 

OIL  AND  PETROL 
STRAINING. 


LONDON   WAREHOUSE  :- 

16,  FINSBURY  STREET.  E.C.2. 


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■i6 


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Aeronautical  Engineering 


August  20,  1919 


High  Speed  Routing,  Carving 
and  Recessing  Machine. 

This  Machine  is  used  for  grounding  or 
routing  out  the  surplus  material  in  sunken 
moulded  panels  and  carvings  all  kinds  of 
light  trenching,  recessing,  boring,  etc.,  and 
is  particularly  useful  for  Aircraft  Factories. 
It  is  made  in  different  sizes  fitted  with 
different  kinds  of  sliding  tables,  and  we 
shall  be  pleased  to  send  full  particulars  ot 
the  various  Machines  on  request. 


Full  particulars  of  othe,   Wood-working  Machines 
specially    suitable   for  Aircraft  Factories    will  be 
gladly  sent  on  request. 

J.  SAGAH  &  CO.,  Ltd.,  Sa^L,^rs'  HALIFAX,  Eng. 

LONDON  OFFICE:   60,  Watting  Street,  E.C. 

BIRMINGHAM    OFFICE:   Chamber  of  Commerce  Buildings,   New  Street. 


SAMUEL  MERGER  &  CO., 


Telegrams  :  Reconcile;  C  .nnon,  I  one!,  n. 

Metals 

MILD  STEEL  SHEETS 

SPECN.  S3  &  9A. 
Passed  &  Stamped  A.I.D. 

BEST  CHARCOAL 
TINNED  &  LEAD 
COATED. 

BLACK  C/R  and  C/A 
SHEETS. 

GALVD.  SHEETS. 

Immediate 

^Manufacturers  of  Solder 


"Proprietor  -  S.  J^-MERCER. 
Telephone  :  City  6342. 

for  Aircraft. 

BRASS  AND  COPPER 
SHEETS. 

SOLDER.  INGOT  TIN. 
WELDING  WIRE. 

COPPER  BITS,  ETC. 

LARGE  STOCKS  IN  OUR 
OWN  WAREHOUSE. 

Deliveries. 

for  all  purposes. 


198,  UPPER  THAMES  ST.,  LONDON,  E.C.4. 


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Aeronautical  Engineering 


(Supi-leiueut  to  The  Aeroplane.) 


7i; 


had  been  prepared  was  handed  over  to  them,  and  Vickers,  Ltd., 
undertook  to  drill  for  them  all  the  channels  required  for  the 
hull  structure,  and  supply  all  the  finished  bracing  pieces  re- 
quired. They  also  arranged  to  make  the  gas  valves  and  other 
finished  components.  The  drilled  channels  and  bracing  pieces 
supplied  enabled  them  to  proceed  immediately  with  the  assembly 
of  girders,  and  greatly  expedited  the  work  of  construction. 
Vickers'  New  Design  of  Rigid  Airship,  R.8o. 
R.37  having  been  transferred  to  Short  Bros.,  Vickers,  Ltd., 
were  without  further  work  to  proceed  with  on  the  completion 
of  R.26,  and,  as  Flookburgh  shed  and  aerodrome  were  stopped, 
they  were  restricted  to  a  size  of  airship  that  could  be  built  in 
Walney  shed. 

:  Designs  were  prepared  for  an  airship  of  the  largest  possible 
size  that  could  be  built  there.  Embodied  in  this  design  were  all 
the  best  features  obtained  from  the  German  35  Class,  and  also 
the  improvements  suggested  by  the  experience  of  the  airships  of 
R.9  and  R.23  Classes  in  service. 

As  the  firm  were  given  a  free  hand  in  the  design,  without 
unnecessary  restrictions  as  to  strength,  such  as  were  imposed  in 
23  Class  vessels,  they  have  produced  a  design  which  for  its  size 
is  considerably  more  efficient  than  any  other  rigid  airships  in 
both  weight  and  general  design. 

An  order  for  one  ship  to  this  design  was  placed  in  November, 
1917,  and  it  is  expected  that  this  airship  will  be  ready  for  trials 
very  soon.  _  In  a  new  design,  the  rate  of  building  of  the  first 
ship  is  entirely  determined  by  the  rate  at  which  the  drawing- 
office  can  produce  the  working  drawings  and  the  material 
ordered.  If  a  second  airship  were  ordered,  it  could  be  produced 
in  considerably  less  time,  as  all  the  material  could  be  ordered 
at  once  and  all  the  work  put  in  hand. 

Three  Parseval  Non-Rigid  Airships  Nos.  5,  6,  7L. 

No.  5  was  built  entirely  in  Germany,  and  was  in  the  hands 
of  the  Germans  at  the  outbreak  of  war. 

Nos.  6  and  7  were  built  at  Barrow,  and  after  the  outbreak 
of  war  a  large  number  of  alterations  in  design  were  made  as 
a  result  of  active-service  experience  with  other  ships.  This 
caused  considerable  delays  in  completion. 

No.  6  was  taken  over  by  the  Admiralty  in  June,  1917. 

No.  7  was  taken  over  by  the  Admiralty  in  September,  1917. 
Other  Airship  Work. 

S.S.  Type  Airships. — Four  of  the  small  submarine-spotting 
airships  for  coast  patrol  were  made  for  the  Admiralty,  and  de- 
livered at  the  beginning  of  1916. 

Kite  Balloons. — Some  of  the  earliest  kite  ballcons  made  in 
England  were  made  at  Harrow,  and  a  subsequent  contract  was 
obtained  for  26. 

Airship  Work  Produced  ai  Douglas  Factory. 
Early  in  1916,  when  the  demands  for  gasbags,  etc.,  for  war 
purposes  were  greater  than  could  be  met  with  at  Barrow, 
Vickers,  Ltd.,  organised  a  factory  at  Douglas,  Isle  of  Man, 
for  the  carrying  out  cf  this  work.  This  factory  has  produced 
the  bulk  of  the  Government  requirements  for  rigid  airships,  in 


addition  to  a  large  quantity  of  non-rigid  envelopes  and  balloon 
work,  and  includes  250  gasbags  for  rigid  airships,  7  complete 
outer  covers  for  rigid  airships  and  numerous  spares,  one  360,000 
cu.  ft.  Parseval  envelope  and  rigging,  six  360,000  cu.  ft.  North 
Sea  type  envelopes,  six  70,000  cu.  ft.  A. P.  envelopes,  six  spherical 
balloons  ;  quantities  of  target  balloons,  flotation  bags  for  aero- 
planes, ballast  bags,  suspension  fittings,  and  other  details  for 
envelopes  assembled  elsewhere. 

"  loco  "  Proofing  Factory,  Glasgow. 

Before  the  war,  practically  all  the  proofed  balloon  fabric  used 
in  England  came  from  Germany,  and  when  the  large  airship 
programme  was  initiated  by  the  British  Government  early  in 
1915  the  supplies  of  proofed  fabric  were  difficult  to  obtain. 

In  conjunction  with  the  "  loco  "  Proofing  Company,  Vickers, 
Ltd.,  installed  plant  and  commenced  the  proofing  of  airship 
fabrics. 

After  the  initial  difficulties  were  overcome,  this  factory  was  so 
successful  that  it  developed  into  one  of  the  chief,  if  not  the  lead- 
ing, manufacturers  of  this  class  of  material. 

Its  production  at  the  date  of  the  Armistice  was  50,000  yards 
of  completed  fabric  per  week. 

Airship  Engines. 
In  the  year  1913  Vickers,  Ltd.,  obtained  the  exclusive  manu- 
facturing rights  for  the  British  Empire  of  the  German  Maybach 
engine. 

Engines  to  the  Wolseley-Maybach  design  of  180  b.h.p.  were 
manufactured  at  the  Wolseley  Company's  works  at  Birming- 
ham, and  fitted  to  rigid  airship  R.9  and  the  Parseval  airships 
Nos.  6  and  7. 

Wolseley-Maybach  engines  of  240  b.h.p.  are  now  being  manu- 
factured at  the  Wolseley  Company's  works  for  fitting  in  rigid 
airship  R  8n. 

This  engine  has  shown  itself  in  service  as  being  pi  e-eminently 
suitable  for  airship  work,  owing  to  its  consistent  reliability  and 
low  fuel  consumption. 

Airship  Sheds. 

At  the  end  of  1915,  when  it  was  decided  to  carry  on  with  air- 
ship construction,  as  Vickers,  Ltd.,  had  the  old  Walney  shed 
available,  it  was  decided  that  new  sheds  should  be  built  first 
of  all  for  Armstrongs,  Beardmores,  and  Short  Brothers,  before 
building  a  larger  shed  for  Vickers,  Ltd. 

It  wms  not  until  October,  1916,  when  the  new  sheds  for  the 
other  firms  were  completed,  that  the  British  Admiralty  decided 
that  a  new  large  shed  should  be  built  for  Vickers  on  a  site 
selected  at  Flookburgh,  near  Barrow-in-Furness. 

Work  on  the  site  and  foundation  were  subsequently  put  in 
hand,  but  in  September,  1917,  owing  to  shortage  of  steel,  the 
Admiralty  stopped  all  work  on  the  shed.  This  has  temporarily 
placed  the  company  at  a  disadvantage  for  future  work,  as  the 
trend  of  airship  development  is  towards  greatly  increased  size. 

They  are,  however,  now  making  arrangements,  and  a  large 
shed  will  be  built  as  soon  as  it  is  necessitated  by  the  develop- 
ment of  commercial  airships. 


FIAT   AIRSHIP  ENGINES. 

The  requirements  of  an  airship  engine 
are  quite  different  from  those  of  a  heavier- 
than-air  machine.  With  the  latter,  as  at 
present  constructed,  ai  any  rate,  it  is  im- 
possible to  carry  out  repairs  while  in  the 
air.  The  airship,  on  the  other  hand,  can 
remain  aloft  without  its  engines  working, 
which  allows  of  quite  extensive  repairs. 

It  is  precisely  because  adjustments  and 
repairs  are  looked  upon  as  posbible  of  exe- 
cution that  the  Fiat  airship  engines  built 
during  the  war  for  the  Forlanini  dirigibles 
are  a  distinct  departure  from  the  aeroplane 
types  designed  by  this  companv. 

This  engine  is  a  six-cylinder  type  having 
four  valves  per  cylinder  on  opposite  sides. 
The  cylinders  are  cast  in  pairs,  and  are 
fitted  with  steel  liners.  Their  bore  is  125 
num.,  and  the  stroke  190  m.m.  The 
horse-power  is  147. 

Everything  has  been  thought  out  with 
a  view  to  ease  of  control  and  quick  repair. 
The  valves  are  not  enclosed  and  can  be 
changed  readily.  There  are  two  oil 
pumps,  mounted  on  the  extremities  of  the 
camshafts.  The  magnetos  are  at  the  op- 
posite end  of  the  engine,  driven  from  a 
short  cross  shaft,  but  having  their  distri- 
butors and  contact  breakers  outwards  for 
greater  accessibility. 


A  Fiat  Airship  Engine  of  147-h.p. 


'  (Supplement  to  The  Aeroplane.)   Aeronautical   Engineering  August  20,  1919 


The  Original  NON-POISONOUS. 

Titanine  Dope 

is  strongly  recommended  for 

PRIVATE  and  COMMERCIAL 

AEROPLANES. 


Absolutely  unequalled  for  Durability. 


There  is  no  CONTROL  on   Dope  for  the 
above  types  of  machines. 


Titanine  is  the  most  economical  and  offers  the 
greatest  resistance  to  flame. 


Complete  Doping 

PROMPT  1PP13'  c  u 

ffk.RM.nH  schemes 

DELIVERIES.         WfW       u    u  A  t- 

submitted  on  application. 


TITANINE  LIMITED, 

175«  PICCADILLY,  Telegrams: 

Gerrard2312.  LONDON,   W.l.  ^ Lo^on^'' 


KINDLY    MENTION    "THE    AEROPLANE"    WHEN    l OR  R  ESI'ON  DI NG    WITH  ADVERTISERS. 


August  20,  1919 


Aeronautical  Fngineering 


(Supplement  to  The  Aeroplane.) 


719 


THE   CONSTRUCTION   OF   BRITISH    RIGID  AIRSHIPS. 

CowY'bvted  by  Sir  A'.  G.  Armstrong,  W hitworth  &=  Co.,  Ltd. 


AT  SIR  W.  G.  ARMSTRONG,  WHITWORTH  AND  CO.'s  WORKS,  BARLOW. — The  framework  of  R.25  in  position  on 

the  erecting  cradles. 


A  considerable  time  prior  to  the  outbreak  of  war, 
Sir  W.  G.  Armstrong  Whitworth  and  Co.,  Ltd.,  the  well-known 
armament  firm  of  Newcastle-on-Tyne  took  up  the  question  of  rigid 
airship  construction  and  purchased  a  site  at  Barlow,  near  Selby. 
in  Yorkshire,  upon  which  to  erect  <-pecia!  airship  works. 

The  works  comprise  a  large  erection  shed  built  of  corrugated 
iron  and  steel,  the  interior  dimensions  of  which  are  150  ft.  wide 
b)-  711  ft.  long  by  125  ft.  inlieight,  also  large  workshops  of  brick 
and  steel,  the  principal  buildings  being  about  560  ft.  long  by 
90  ft.  wide  by  25  ft.  high  and  260  ft.  long  by  101  ft.  wide  by  45  ft. 
high.    There  are  also  separate  buildings  for  offices,  canteens,  etc. 

The  building  of  the  works  commenced  in  January,  1916,  and 
by  July  1st  of  that  year  were  so  far  advanced  that  airship  erec- 
tion commenced. 

The  first  airship  put  in  hand  was  R25.  This  ship  was  535  ft. 
long  by  53  ft.  in  diameter  and  had  a  gas  capacity  of  900,000  cubic 
feet.    She  was  fitted  with  four  250-h.p.  Rolls-Royce  engines. 

The  lattice-work  duralumin  girders,  and  machinery  and  control 


cars,  were  made  by  the  firm  at  their  girder  and  car  works,  New- 
castle-on-Tyne, the  labour  employed  being  mostly  women. 

The  assembling  of  the  frames  and  all  ship  erection  was  done  at 
Barlow,  the  method  of  constructing  the  hull  in  the  eariv  stages 
being  the  same  as  already  adopted  by  Yickers,  Limited, 
who  very  kindly  supplied  information  on  the  subject  and  facilities 
for  the  inspection  of  their  works  at  Barrow-in-Furness. 

The  method  consisted  of  building  up  in  a  wooden  jig  or  tower 
complete  sections  of  the  hull.  These  sections,  which  consisted  of 
two  transverse  frames  connected  together  by  longitudinal  girders 
.-Mid  wired  up,  were  then  hoisted  out  of  the  tower  and  placed  ver- 
tically on  iron  cradles  fixed  on  the  floor  of  the  shed  to  receive 
them. 

The  cradles  were  furnished  with  a  curved  track  to  correspond 
with  the  circumference  of  the  sections,  and  the  latter  were  fitted 
with  rollers 'which  rested  upon  this  track.  The  cradles  were  care- 
fully spaced  apart  so  that  when  the  full  number  of  sections  were 


AT  SIR  W.  G.  ARMSTRONG,  WHITWORTH  AND  CO.'s  WORKS — Girls  assembling  girders  for  rigid  Aiiships. 


720     (supplement  to  the  aerop^e  ,  Aeronautical  Engineering 


August  20,  1919 


The  circular  wooden  tower  originally  used  at  the  Armstrong  W  oiks  for  erecting 

Sections  of  Airships. 

placed  in  position  upon  them  a  space  equivalent  to  the  length  of 
the  section  was  left  between  any  two  sections. 

Therefore,  :o  complete  the  hull,  it  was  only  necessary  to  link 
up  the  sections  by  longitudinal  girders,  rivet  up  their  joints  and 
insert  the  necessary  wires  which  are  used  to  stiffen  up  the  hull. 

The  various  parts  which  are  used  to  make  up  the  hull  construc- 
tion are  finally  secured  in  place  by  riveting.  'I  his  process  is  done 
by  female  labour^  presses  being  used  wherever  possible,  the  re- 
mainder being  done  by  hand. 

To  enable  every  portion  of  the  hull  structure  to  be  reached,  the 
•latter  was  rotated  bodily  upon  the  cradles  to  any  positioi  desired, 
by  means  of  pulleys  and  suitable  tackle. 

When  the  entire  hull  had  been  completed  and  riveted  up,  each 
bay  on  the  inner  side  was  covered  with  strong  cord  netting  of 
-about  9-in.  mesh,  forming  a  lining  throughout  the  ship  to  give 
additional  support  to  the  gas  bags. 

In  the  case  of  R25  a  keel  triangular  in  cross-section  and  con- 
structed of  steel  tubes  was  attached  externally  to  the  lower  portion 
■of  the  hull,  and  to  place  this  keel  in  position  it  was  found  necessary 
to  raise  the  hull  bodily  from  the  cradle  ;  an  extremely  delicate 
operation  in  view  of  the  fact  that  the  keel  lends  considerable 
strength  to  the  structure,  and  withotit  it  the  hull  was  quite  in- 
capable of  withstanding  even  its  own  weight  unless  equally  sup- 
ported at  many  points. 

This  difficulty  was  overcome  at  Barlow  by  attaching  a  suffi- 
cient number  of  counter-balance  weights  to  the  structure  by  means 
of  ropes  passing  through  pulley  blocks  in  the  roof  of  the  shed 
until  the  hull  was  almost  entirely  supported,  and  then  raising 
the  structure  by  several  rope  tackles  operated  simultaneously  from 
one  point. 

By  this  means  the  hull  was  successfully  raised  24  feet  in  four 
minutes  without  a  stop  and  without  distorting  the  framework 
in  the  slightest  degree.  This  height  gave  ample  room  for  fitting 
on  the  keel  and  also  the  three  cars  which  are  slung  below  the  keel. 

Whilst  this  work  was  being  done  the  structure  received  addi- 
tional support  from  light  scaffolding  from  the  ground. 


The  fins,  rudders  and  elevators  were  then 
placed  in  position,  gas  bags  inserted  and 
the  outer  envelope  put  on.  The  latter  is 
made  up  in  panels  which  are  laced  tightly 
together  in  place,  the  lacing  joints  being 
afterwards  sealed  up  by  doping  on  strips 
of  fabric. 

As  this  work  proceeds  the  bags  are  gradu- 
ally further  •  inflated  with  hydrogen  until 
the  ship  finally  begins  to  lift  from  the  sup- 
ports and  slings.  Instruments  and  acces- 
sories are  put  in,  machinery  finished  off 
and  tested  under  power,  the  ship  being  se. 
cured  in  the  shed  for  this  and  other  tests 
by  suitable  means  until  finally  the  work  is 
completed  and  the  ship  ready  for  flight. 

R25  was  completed  in  October,  1917,  and 
was  the  second  British  rigid  airship  to  be 
handed  over  to  the  Navy  (R9  being  the 
first  and  R23  being  the  third.  Both  of 
these  were  constructed  by  Vickers  Ltd. 
R23  was  delivered  10  the  Admiralty  only 
one  day  after  R25). 

Shortly  after  beginning  work  on  R25 
it  became  evident  to  the  staff  at  Barlow 
that  the  method  of  erection  adopted  left 
much  to  be  desired,  particularly  from  a 
mass  production  point  of  view. 
The  time  lost  in  completing  sections ,  be- 
fore the  final  assembling  of  any  considerable  pcrtion  of  the  hull 
could  be  commenced  was  very  great. 

Further  the  wooden  towers  required  to  be  altered  continually  to 
suit  tapering  portions  of  the  hull,  which  would  be  a  great  obstacle 
in  building  streamline  ships.  Most  important  of  all,  it  was  found 
that  the  sections  tended  to  alter  slightly  in  shape  when  being  lifted, 
necessitating  the  greatest  care  being  used  when  linking  one  or 
more  sections  together  to  keep  the  structure  true  and  to  prevent 
unequal  strains  being  set  up  on  the  girders  and  wires. 

It  was  felt  that  these  difficulties  would  enormously  increase  in 
building  larger  ships,  and  to  overcome  them  a  new  method  was 
devised.  The  towers  were  abolished  and  the  circular  transverse 
ribs  or  frames  were  constructed  on  horizontal  radial  jigs. 

The  frames  were  then  slung  into  a  vertical  position  and  placed 
on  the  cradles  ;  in  that  condition  they  were  merely  enormous  hoops 
or  rings.  To  stiffen  up  these  frames  to  make  slinging  them  pos- 
sible, as  they  were  extremely  fragile  and  flexible,  a  pole  about 
4  inches  in  diameter  and  14  feet  long  was  placed  vertically  in  the 
centre  and  wires  were  attached  from  the  top  end  of  the  pole  on 
either  side  to  each  of  the  main  joints  of  the  frame  and  carefully 
tautened,  thus  making  it  resemble  a  large  wire  wheel.  They  were 
then  lifted  without  difficulty. 

When  each  frame  was  placed  in  position  on  the  cradles  it  was 
immediately  connected  up  to  the  next  frame  by  longitudinal  gir- 
ders, the  intermediate  girders  placed  in  position,  and  the  whole 
temporarily  secured  by  bolts.  After  this  the  lower  portion  of  the 
structure  was  riveted  up  and  the  wiring  gang  followed  along 
and  permanently  wired  up  the  hull. 

Upon  the  whole  lower  portion  of  the  hull  being  completed  the 
structure  was  rotated  upon-  the  cradles  to  enable  the  remainder  to 
be  riveted  and  finished  off. 

This  method  was  tried  in  building  R29,  the  next  Barlow  ship. 
Ihe  photograph  showing  R25's  outer  cover  being  fitted  shows 
eight  weeks'  progress  on  the  hull  of  R29  by  the  new  method  of 
erection. 

So  successful  was  this  scheme  of  erection  that  "it  was  adopted 


The  radiil  jig  for  erecting  frame  rings  of  rigid  Airships,  devised  by  Armstrong,  Whitworth  and  Co. 

course  of  assembly. 


Frames  for  R39  in 


August  20>  igig  Aeronautical  Engineering  ^^jo^^m  ?21 


WHY? 


Have  that  car  hung  up  because  it 
needs  repairs  ? 

Perhaps  it  wants  tuning  ? 

At  present  we  can  put  in  hand 
immediately  any  kind  of  repairs 
or  general  overhauls. 

Get  into  communication  with  us  at 
once. 


Phone  :    Kingsbury  102. 

The  London  &  Provincial  Aviation  Co., 

STAG  LANE,  EDGWARE. 


KINDLY    MENTION    "  THE    AEROPLANE  "     WHEN    CORRESPONDING    WITH  ADVERTISERS. 


y22 


(Supplement  to  The  Aeroplane.) 


Engineering 


August  20,  1919 


in  subsequent  Barlow  ships,  R33  and  R39, 
and  was  also  adopted  by  Beardmoie  and 
Company  in  building  R34,  and  in  part  by 
other  firms. 

When  information  cn  the  construction  of 
German  ships  became  available  it  was 
found  that  they  also  had  in  use  a  scheme 
somewhat  similar  and  had  abandoned  the 
use  of  towers. 

R29  was  completed  by  Armstrong, 
Whitworth  and  Company,  in  May,  1918. 
She  was  the  same  length  and  diameter  as 
R25,  but  small  variations  in  shape  and  to 
her  internal  arrangements  gave  an  in- 
creased gas  capacity  of  980,000  cubic  feet. 
By  discarding  the  external  keel  and  fitting 
a  triangular  internal  keel  of  duralumin 
girders  and  by  several  other  improvements 
in  design  a  disposable  lift  of  S.63  tons  was 
obtained. 

This  increase  of  3 A  tons  in  lift  over  the 
R23  class  ships  made  this  ship  the  first 
British  rigid  to  be  reaily  capable  of  use 
against  the  enemy.  She  had,  an  armament 
equipment  of  eight  120-lb.  bombs  and 
numerous  machine-guns.  On  four  occa- 
sions she  was  in  action  against  submarines, 
one  of  which  was  believed  to  have  escaped, 
one  was  damaged  and  became  a  prey  to  a 
British  destroyer,  one  struck  a  mine  o.id 

was  sunk  whilst  the  action  was  progressing,  and  the  fourth  was 
sunk  by  a  direct  hit  from  a  bomb  from  the  ship. 

The  hull  of  R29  having  an  internal  keel  it  was  unnecessary  to  lil  t 
it  from  the  cradles  before  completion.  .The  final  lifting  lo  enable 
the  cars  to  be  placed  in  position  was  done  by  inflating  the  gas 
bags.    R29  was  similar  in  machinery  and  car  equipment  to  R25. 

R33  was  the  next  ship  to  be  constructed  at  Barlow  by 
Armstrong  Whitworth  and  Co.,  Ltd.. 

It  has  been  freely  stated  that  this  ship  was  entirely  copied  from 
L.Z.33  which  was  brought  down  almost  intact  near  Colchester,  a 
statement  which  is  not  quite  correct.  British  designers  naturally 
ayailed  themselves  of  the  opportunity  to  study  the  German  de- 
sign and  obtained  much  valuable  information,  incorporating  in 
subsequent  ships  featutes  of  the  German  ship  which  were  found 
superior  to  our  own,  but  the  greater  portion  of  R33  was  of  British 
design. 

In  any  case  it  should  be  pointed  out  that  whilst  this  informa- 
tion undoubtedly  assisted  our  designers  it  was  of  very  little  value 
to  constructors  in  overcoming  difficulties  of  erection. 

R33  has  a  total  length  of  640  ft.,  maximum  diameter  of  78  ft. 
9  ins.,  and  a  gas  capacity  of  2,000,000  cubic  feet,  giving  a  dis- 
posable load  of  29J  tons. 

'I  he  hull  is  divided  by  radially  wired  main  frames  into  separate 
compartments  into  each  of  which  a  large  gas  bag  is  closely  fitted. 

There  are  four  cars,  the  forward  one  being  divided  into  three 
compartments,   the  front  compartment  being  reserved  for  navi- 


Three  gas  bags  in  position  and  partly  inflated.    R29  at  the  A  rmstrong  Works 


The  outer  cover  of  i<25  being  fitted  to  the  frame.    In  the  foreground  the  hull  of 
R29  is  in  course  of  erection. 


gating  officers,  the  centre  one  for  the  wireless  gear,  and  the  after 
portion  lor  a  250-h.p    Sunbeam  engine. 

Two  wing  machinery  cars,  each  containing  a  250-h.p.  Sunbeam 
engine,  are  fitted  -abreast  of  each  other,  one  on  the  starboard  and 
one  on  the  port  side,  amidship  along  the  hull  and  about.  30  feet 
apart. 

I  he  after  car  contains  two  250-h.p.  Sunbeam  engines  driving 
through  gearing  one  large  propeller.  Either  one  or  both  engines 
can  be  used  simultaneously.  In  addition  duplicate  steering  and 
elevating  gear  is  fitted  in  this  car  for  use  in  emergency 

The  hull  has  an  internal  keel  or  corridor  constructed  of  duralu- 
min girders  and  running  the  whole  length  of  the  ship. 

This  corridor  provides  space  for  housing  the  petrol  tanks,  which 
have  a  total  capacity  of  20  tons,  also  the  water  ballast  bags,  and 
space  for  the  crew  when  off  duty. 

Access  to  the  various  parts  of  the  ship  is  obtained  by  a  walking- 
way  passing  through  the  corridor,  ladders  from  it  give  access  to 
the  cars,  and  a  tabular  shaft  with  wire  rope  ladder  suspended  in- 
side leads  to  the  gun  platform  and  top  of  the  ship. 
.  R33  was  successfully  put  through  her  first  flight  trials  on  March 
6  th,  1919. 

During  the  completion  of  the  construction  of  R33  a  ship  of 
similar  design,  viz.,  R35,  was  put  in  hand.  This  ship  was  of 
the  same  type  exactly,  but  having  an  increased  length  of  672  ft. 
Upon  completion  of  the  girders,  and  before  actual  hull  erection 
commenced,  it  was  decided  to  suspend  operations  on  it  and  pro- 
ceed with  the  building  of  a  much  larger  type,  the  R39,  the  de- . 

sign  of  which  is  purely  British.  Work  is 
being  pushed  rapidly  forward  in  order  to 
get  this  ship  into  commission  at  the  earliest 
possible  moment. 

She  will  be  one-third  larger  than  the  33 
class  ships,  and  wilt  have  a  gas  capacity 
of  3,000,000  cubic  ft.  The  total  length  is 
694. 5-1 1.  and  maximum  diameter  85  ft.  Six 
power  cars  are  provided,  each  with  one 
engine.  Four  of  the  engines  will  be  of 
350-h.p  each,  and  two  will  be  of  275-h.p. 

In  addition  there  will  be  one  control  car 
attached  immediately  under  the  forward 
portion  of  the  hull  of  the  ship.  The  interior 
will  be  similar  to  the  R33  class,  though 
greatly  improved,  so  far  as  general  ar- 
rangements are  concerned. 

The  airships  and  aeroplane  departments 
of  Sir  W.  G.  Armstrong,  Whitworth  and 
Co.,  Ltd.,  have  been  conducted  entirely- 
separate  from  each  other,  each  branch  hav- 
ing its  own  management  and  staff, 
although  both  are  jointly  controlled  by 
Capt.  I.  F.  Fairbairn-Crawford,  R.E., 
general  manager  of  the  aircraft  depart- 
ment, who  has  been  connected  with  avia- 
tion from  its  commencement  in  England. 

Owing  to  the  fact  that  there  were  few 
— if  any — trained  airship  engineers  and 
practicallv  no  reliable  information  on  the 
subject  at  the  time  when  the  work  was 
started    in     191b,    the    utmost    care  and 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


/24     (Supplement  to  the  aeroplane.)  Aeronautical  Engineering 


August  20,  1919 


The  outer  cover  being  fitted  to  R33  at  the  Ai  <astrong,-W  hitwortn  Works,  Barlow. 

lei  1  of  the  picture. 

thought  had  to  be  used  to  overcome  the 
thousand-and-one  difficulties  which  were  to 
be  met  with  in  the  building  and  handling 
of  large  rigids. 

Special  tools  had  to  be  designed  and 
appliances  for  lifting  and  handling  the  ships 
devised,  and  workpeople  had  to  be  trained 
in  everything  relating  to  this  new  class 
of  work.  These  difficulties  have  been  suc- 
cessfully overcome,  and  to-day  the  Barlow 
works  have  a  trained  staff  capable  of  car- 
rying out  every  process  in  connection  with 
airships,  from  and  including  making  the 
hull,  cars,  fabric  work,  gas  bags,  etc.,  to 
manufacturing  the  hydrogen  gas  and  hand- 
ling the  ship  when  coing  in  or  cut  cf  the 
shed. 


Frame-rings  for  another  ship  are  seen  on  the 


AIRSHIP  v.  AEROPLANE. 

It  is  now  fairly  generally  accepted  by 
those  who  are  reasonably  well  informed 
that  in-  the  development  of  commercial 
aviation  both  the  airship  and  the  aero- 
plane will  play  their  part,  each  in  its  own 
sphere  of  action,  and  that  the  one  will  sup- 
plement the  other  rather  than  attempt  to 
compete  with  it. 

In  the  present  state  of  the  development 
of  aircraft  it  can  safely  be  said  that  for 
carrying  large  cargoes  for  long  distances 
without  stops  at  speeds  up  to  about  70 
miles  per  hour  the  airship  cannot 
be  rivalled  by  the  aeroplane  either  in  cost 
or  in  reliability. 

On  the  other  hand,  for  relatively  small 
cargoes,  to  be  carried  at  considerably  greater  speeds,  and  par- 
ticularly where  landings  can  be  made  at  reasonably  frequent  in- 
tervals, the  aeroplane  need  not  fear  the  competition  of  the  airship. 

It  would  not  be  altogether  safe  to  assume  that  these  conditions 
will  always  hold,  however. 

The  designjof  large  rigid  airships  is — so  far  as  the  structure 
itself  is  concerned — a  very  complex  problem.  Apart  from  the 
purely  structural  difficulties,  however,  the  airship  is  a  relatively 
simple  affair  with  definite  limits  to  the  possibility  of  improvement. 

The  weight  of  a  cubic  foot  of  air  under  given  conditions  of 
temperature,  pressure,  and  humidity  is  unalterable — and  fixes  the 
total  lift  which  can  possibly  be  obtained  from  a  ship  of  any  given 
volume.  It  is  highly  improbable  that  any  fluid  less  dense  than 
hydrogen  will  ever  be  found,  and  even  if  it  were,  there  can  be  but 
little  gain. 

The  problem  of  securing  that  form  of  hull  which  will  give  the 
minimum  air  resistance  for  a  given  displacement  is — as  aero- 
dynamic problems  go — a  simple  one. 

Thus  apart  from  propulsion,  the  problem  of  improving  upon 
the  present  type  of  airship  is  mainly  one  of  structure  design 
to  secure  the  necessary  strength  for  the  minimum  of  weight. 

Improvements  in  propulsive  machinery  would  have  as  great  an 


View  of  the  skeleton  of  i<39,  showing  the  interior  corridor  forming  the  keel. 

effect  upon  the  development  of  the  aeroplane  as  they  would  upon 
that  of  the  airship. 

The  aeroplane  is  as  susceptible  as  is  the  airship  to  improvement 
in  structural  design. 

The  aerodynamical  problems  involved  in  aeroplane  design  are 
much  more  complex  than  those  presented  by  the  airship,  and  the 
prospects  of  really  important  improvements  in  efficiency  are  very 
much  greater. 

Thus,  over  and  above  the  possible  beneficial  effects-  of  the  dis- 
covery of  better  structural  materials,  the  better  use  of  the  mate- 
rials, of  improvements  in  the  power  plant,  and  of  the 
methods  of  propulsion  employed  which  are  likely  to  affect  both 
the  aeroplane  and  the  airship  to  about  an  equal  extent,  there  is 
a  distinct  probability  that  in  the  aeroplane  it  may  be  possible  to 
increase  very  considerably  the  total  weight  which  can  be  carried 
at  any  given  speed,  per  h.p.  of  power  plant  installed. 

There  is  very  little  possibility  of  any  equivalent  improvement 
in  the  aerodynamic  design  of  airships,  and  although  it  is  reason- 
able to  expect  the  airship  to  mcrease  in  size,  and  in  its  ratio  of 
disposable  lift  to  gross  lift  in  the  future,  it  is  als'J  to  be  expected 
that  the  aeroplane  will  develop  at  an  even  mote  rapid  rate,  and 
will  gradually  encroach  upon  what  is  now  regarded  as  the  air- 
ship's special  sphere  of  usefulness. 


August  20,  1919 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplane.) 


725; 


By  LILUT.-COLONEL  N.  J.  GILL,  C.B.E,  M.C. 
THE   AERIAL   ARM:    Its  Func- 
tions and  Development. 

With  an  Introduction  by 
Major-General  Sir  W-  SEFTON  BRANCKER,  K.C.B.,  A.F.C. 
6s.  6d.  net.  7s,  post  free. 


Contents  : — Chap.  I. — The  Atmosphere.  u. — Airships., 
ill. — The  Aeropl  ine.  IV. — Progress  in  Aeroplane  Design, 
v. — The  Evolution  of  Types,  vi. — Navigation  of  the  Air. 
vii. — The  Military  Use  of  Aeroplanes,  vm.  ■  -Co-Operation. 
Afloat. — ix. — Air  Power. 


By   A.    S.    G.  BUTLER 
PLAIN  IMPRESSIONS. 

WITH   AN   INTRODUCTION   BY   C.  G.  GREY. 
Crown  8vo.  2s.    6d.  2s-    3d.  post  free. 


Mr.  Butler,  a  grandson  of  Josephine  Butler,  an  architect' 
by  profession,  became  an  artillery  officer,  and  in  this  de- 
lightful little  volume  gives  his  plain  but  very  graphic  im- 
pressions of  warfare  on  the  Western  Front. 


By  C.   SYLVESTER,   A.M.I. EE. 

TTH~F     DESIGN    AND    CONSTRUC"  A  popular  yet  expert  and  exhaustive  book  on  Aero  Engines. 

TiON  OF  AERO  ENGINES. 

WITH  96  DIAGRAMS.   6s.  net.    8s.  6d.  post  free 


has  long  been  wanted.  Mr.  Sylvester  supplies  the  want. 
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By   MAJOR  J.  T.    B.   McCUDDEN,  V.C.,    D.S.O..    M.C,  M.M.    snd   Croix   de  Guerre. 

PIVE      YEARS      IN      THE      R.F.C*  °f  Wai°r  McCudden's  book  The  Morning  Post  says  itr 

is  "pithy  and  picturesque."    "The  cavalry  of  the  air  has 
FULLY    ILLUSTRATED.  had  no  more  complete  exponent."    In  the  opinion  of  The 

78.   6d.    net.  8b.    post    free.  Times  McCudden  "  seems  to  have  had  all  the  experiences.'" 


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THE    RED    AIR  FIGHTER. 

FULLY  ILLUSTRATED.      2nd  EDITION. 
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McCudden  only  met  Richthofen  once  in  the  air.  He 
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his  tribute  to  their  qualities  lends  a  new  and  peculiar  in- 
terest to  Kichthofen's  narrative. 


By  CAPTAIN 
FLYING  COLOURS. 


R.    H.    M.   S.    SAUNDBY,  M.C. 


20  Pictures  in  Colours  of  a  Year  in  the  R.F.C.    EDITION  DE 
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With  an  Introduction  by  Major-Gen.  E.  B.  Ashmore,  C.B., 
C.M.G.,  who  says  :  "The  series  may  be  relied  on  as  giving; 
a  very  true  and  vivid  idea  of  things  as  seen  by  a  pilot  in 
action." 


THE    L.S.D.   OF  FLYING. 

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test  of  £  s.  d. 


By  STEPNEY  BLAKENEY. 

UAUI    AM    ACDnPLANP    1*5    Rill  IT  Wr-  Blakeney  is  not  a  iheorisf,  but  a  worker.     His  book 

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I  Popular. 
FIVE  YEARS  IN  THE  K.F.C" 
THE  AERIAL  ARM" 
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£  S.  D.  OF  FLYING." 
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KINDLY    MENTION    "THE    AEROPLANE"    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


7?6 

•  (Supplement  to  The  Aeroplane.) 


Aeronautical  Engineering 


August  20,  1919 


Business 


Pleasure 


The 

Aeroplane 
that  is  employed 
for    rapid  business 
journeys   or    for  coti- 
mercial  purposes  of  any 
k  nd    must    needs    be  both 
efficient  and  reliable.    To  this 
end  perfect   ignition    is  essential. 


Lodge  Plugs 
are  proverbially 
Efficient. 


For 
Pleasure 
Flying;  whether 
indulged  in  by  the 
individual  privately 
or  contracted  for  publicly 
at    a    charge    of    so  much 
per  flight;  the  chief  element  of 
its     success     is     again  re'iab.lity. 


Lodge  Plugs 
are  proverbially 
Reliable. 


RUGBY. 


4.  SfiBfitt 

RENE  TAMPIER 

CONSTRUCTING  ENGINEER, 

INVENTOR  AND  PATENTEE 

CONTRACTOR    TO    H.M.    AND    ALLIED  GOVERNMENTS 
PARIS.         LYONS.  TURIN. 


BLOGTUBE  CARBURETTORS 
COMPLETE. 

BLOCTUBE   PETROL  VALVES. 

BLOC1UBE  CONNECTIONS. 


BLOCKTUBE  CONTROLS. 

Large  Variety  of  Models. 

INTERMEDIATE  BRACKETS. 

Straight  or  Bell  Crank. 


BLOCIUBE   CARBURETTOR  WORKS, 

DANEV1LRE   STREET,    PUTNEY,   LONDON,  S.W.15. 

Telephone- PUTNEY  2+2.  Telegrams— "  TUB  LOCARB,  PUT,  LONDON." 


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August  20,  1919 


Aeronautical  Engineering  (SuPplement,taTH8  awm***)  ^ 


THE   CONSTRUCTION    OF  R.34. 

Contributed  by  Wm.  Beai'diuore  &*  Co.,  Ltd. 


Following  the  successful  flight  across  the  Atlantic  by  a  British 
■aeroplane  with  British  engines  and  piloted  by  a  Britisher,  the 
notable  achievement  of  H.M.A.  "R34"  in  pet  forming  the  double 
journey  to  New  York  and  back  is  very  gratifying  in  that  it  is 
also  "All  British." 

Now  that  the  war  has  been  brought  to  a  successful  termination, 
it  is  possible  to  publish  some  particulars  of  this  most  interesting 
ship.  She  was  built,  equipped,  and  tried  in  Scotland  by 
Wm.  Beardmore  and  Co.,  Ltd.,  of  Farkhead  and  Dalmuir,  at  their 
new  airship  works  at  Inchinnan  in  Renfrewshire.  The  direction  of 
all  the  work  carried  out  at  the  new  shops  and  erecting  shed  took 
place  from  the  naval  construction  works  at  Dalmuir. 

During  the  very  early  days  of  the  war  this  firm  undertook  the 
construction  of  aeroplanes  and  seaplanes  for  the  Admiralty,  and 
erected  and  equipped  up-to-date  shops  suitable  for  the  work. 

When  the  Admiralty  began  their  programme  of  airship  building, 
Beardmore 's  were  amongst  the  first  firms  to  undertake  the 
construction  of  large  rigid  airships. 

R34  is  the  latest  product  of  their  works,  and  has  been  con- 
sistently successful  in  all  her  trials  and  long  flights. 

The  land  taken  over  at  Inchinnan  as  a  flying  grounJ  for  air- 
ships extends  to  over  360  reres,  and  the  sheds  and  buildings  now 
-cover  nearly  8£  acres. 

The  actual  construction  of  airships  was  started  there  about 
July,  1916,  and  two  ships  of  moderate  size  were  completed  and 
tried  out  before  R34  was  put  in  hand. 

R34  and  her  sister-ship  R33  are  the  two  largest  ships  yet  built 
in  Britain.  The  overall  length  of  the  airship  is  645  ft.,  and  the 
greatest  diameter  78  ft.  9  ins.  There  are  in  all  18  gas  bags, 
with  a  total  capacity  ol  2,000,000  cubic  feet.  1'nis  is  equal  to  a 
gross  lifting  power  of  60  tons  under  standard  conditions,  and  the 
lift  which  is  useful,  apart  from  that  required  for  hull  and  other- 
constructional  items  in  this  ship,  is  practically  30  tons.  Every 
care  was  taken  during  the  design  and  construction  of  the  ship 
to  keep  down  weight  in  every  part,  and  the  result  has  proved  that 
this  has  been  thoroughly  successful  without  in  any  way  detracting 
from  the  necessary  strength. 

The  section  of  the  ship  takes  the  form  of  a  polygon  with  13 
sides,  and  is  built  up  of  main  transverse  frames,  rigidly  wired, 
placed  every  10  metres  in  her  length,  with  intermediate  transverse 
frames  of  lighter  construction  placed  between  them.  The  whole 
is  bound  up  by  longitudinal  girders,  the  main  members  placed  at 
the  13  angles  in  the  main  transverses.  Intermediate  longitudinals 
are  also  fitted,  thus  giving  the  ship  finally  the  appearance  of  being 
a  polygon  with  25  sides.  It  is  over  this  that  the  outer  cover,  or 
fairing,  of  fabric  is  stretched.  The  gas  bags  are  placed  inside 
each  of  the  bays  formed  between  main  transverses  and  are  attached 
in  no.  way  to  the  structure  of  the  ship,  but  impart  their  lifting 
power  wholly  to  the  ship  by  their  pressure  on  the  underside  of  the 
upper  portion  of  frames.  The  main  transverse  frames  are  built 
on  special  jigs  on  the  ground  and,  alter  being  completely  riveted 
up  and  wired,  are  lifted  by  means  of  specially  ■  designed  king- 
posts on  to  the  building  cradles.  At  every  joint  a  trolley  is  fitted 
having  large  flanged  wheels,  so  that  the  structure  can  be  rotated 
in  drums  to  facilitate  the  work  of  fitting  the  longitudinal  girders.  . 

After  the  hull  framework  is  completely  riveted  up,  the  fore  and 
■aft  and  diagonal  bracing  wires  are  put  into  position  and  lensioned 
to  the  desired  tautness. 

The  whole  structure  is  then  ready  to  lift  for  attaching  the  gon- 
dolas. In  the  case  of  R34  all  the  fins,  rudders  and  elevators  were 
attached  to  her  after  end  before  she  was  lifted.  The  ship  is  ac- 
tually lifted  into  the  new  position  by  her  own  gas  bags. 

The  gas  bags,  which  are  also  produced  at  Bcardmore's 
own  works,  are  composed  of  a  very  fine  quality  of  single  ply  cot- 


ton fabric  with  rubber  on  the  inner  surface.  The  inner  surface 
is  completely  covered  with  goldbeaters  skins  lard  or  with  rubber 


only  the  very  best 


that  an  airship  be 
,  and  also  to  meet 


solution,  and  the  whole  is  then  varnished  over 

By  careful  workma  iship    and    the   use  of 
materials,  very  grea:  impermeability  to  gas  has   been  obtained 
with  a  remarkably  low  weight. 

As  it  is  impossible,  of  course,  to  arrange 
always  maintained  upon  a  perfectly  level  kec 
the  possibility  of  any  gas  bag  becoming  partly  deflated,  arrange- 
ments have  been  made  to  lessen  the  excessive  pressures  which 
might  be  set  up  during  such  conditions.  A  central  wire  is  run 
irom  end  to  end  of  the  ship  along  the  longitudinal  axis,  tying  to- 
gether the  transverse  bracing  wires  to  assist  in  this  work. 

The  outer  cover  is  composed  of  very  light  linen  fabric  to  which 
has  been  applied  weather-resisting  dopes  before  the  material  is 
made  up  into  the  necessary  shape.  After  the  cover  has  been  fitted 
to  the  ship  and  laced  up  to  take  as  much  of  the  slackness  out  of 
it  as  possible,  it  is  again  doped  with  a  view  to  ensuring  it  being 
absolutely  taut  and  rainproof. 

Five  cars  are  fitted  to  the  ship,  one  of  which  is  used  for  naviga- 
tion, whilst  all  the- others  contain  engines.  The  navigation  car 
and  No.  1  engine  car  are  placed  close  together  and  give  the  ap- 
pearance whilst  the  ship  is  in  the  air  of  one  long  car. 

The  forward  control  or  navigation  car  has  a  coveted  means  of 
access  to  the  hull  of  the  ship,  the  others  have  open  ladders. 

The  ship  is  fitted  with  5  Sunbeam-Maori  engines,  each  of  250 
p.p.  Two  engines  are  in  the  after  car  geared  together  to  drive  a 
single  airscrew  19  ft.  in  diameter.  The  oth°r  engines,  one  in  the 
forward  engine  car  and  one  in  each  wing  car,  drive  airscrews  16 
it.  in  diameter. 

The  after  car  is  arranged  to  act  as  an  ancillary  control  car,  if 
necessary,  and  is  fitted  with  a  second  set  of  controls  and  instru- 
ments. 

The  ship  is  fitted  with  an  internal  keel  or  corridor  of  triangular 
shape,  which  stretches  from  end  to  end.  There  is  a  walking  way 
running  all  through  it,  and  this  forms  the  me  ins  of  communica- 
tion between  all  the  various  parts  of  the  ship.  On  the  side  of  the 
corridor  on  special  box-shaped  girders  running  fore  and  aft,  there 
are  suspended  all  the  accessories,  such  as  petrol  tanks,  water  bal- 
last liags,  bomb  stowage,  etc. 

Part  of  the  corridor  has  been  widened  out  to  form  the  crew  space 
and  is  .fitted  with  tables,  stools,  drinking  tanks,  and  being  en- 
tirely surrounded  with  curtains  is  wonderfully  comfortable  and 
free  from  noise. 

Many  of  the  petrol  tanks  arc  designed  so  that  they  can  be  slipped 
to  take  the  place  of  ballast  in  case  of  emergency. 

The  gas  bags  are  each  fitted  with  an  automatic  relief  valve  de- 
signed to  blow  at  a  certain  pressure,  and  nine  of  the  gas  bags 
have  a  manoeuvring  valve  placed  on  top.  These  may  be  operated 
as  desired  from  the  forward  car  and  are  used,  of  course,  during 
the  manoeuvring  of  the -ship  for  discharging  gas  w  hen  the  ship 
becomes  light  or  for  trimming  purposes. 

All  the  water  ballast  bag  valves  and  the  flaps  for  allowing  the 
trail  ropes  and  mooring  ropes  to  fall  can  also  be  operated  direct 
rrom  the  forward  car.  Al!  the  wires,  of  which  thete  are  nearly 
50,  passing  between  the  hull  and  the  car,  are  enclosed  in  a  small 
streamline  fabric  casing. 

The  rudders  and  elevators  are  also  operated  fi  0111  this  car  with 
an  auxiliary  or  secondarv  control  from  the  after  car.  They  are 
ail  hand-controlled,  but,  as  thev  ars  balanced,  the  actu.'.l  working 
of  them  is  very  light.  The  controls  are  designed  for  working 
the  rudders  and  elevators  from  20°  hard-over  to  20°  hard-over 
and  are  arranged  that  all  of  them  can  be  worked  together  or 
each  of  them  worked  independently. 

Special  arrangements  are  made  in  all  these  gears  to 
planes  in  neutral  positions  so  that  repairs  may  be  mads 
of  any  breakdown  or  mishap  whilst  in  the  air. 


uk  (he 
in  case 


R34  about  to  enter  her  shed  at  Beardmore's  Airship  Works,  Inchinnan. 


728 


(Supplement  to  The  Aeroi-une.) 


Aeronautical  Engineering 


August  20,  1919 


A  Diagram  of  R34  showing  the  arrangement  of  the  handling  and  moariug  ropes.   A  droque  for  use  at  sea  is  shown  attached 

to  the  main  mooring  rope. 


The  cars  and  the  corridor  are  all  lighted  electrically  from  genera- 
tors run  by  the  main  engines  or  alternatively  from  accumulators 
carried  in  each  car.  Telephone  and  voice  pipe  installations  are 
fitted  and  the  wireless  apparatus  is  of  the  very  latest  type  and 
special  design  and  has  ranges  of  500  and  1,200  miles. 

The  ship  is  also  fitted  with  directional  wireless  arrangements 
by  which  the  position  of  the  ship  can  be  obtained  alter  communica- 
tion has  been  established  with  shore  stations. 

Particular  care  has  been  taken  in  this  ship  to  provide  her  with 
the  most  effective  mooring  and  handling  arrangements.  A  sketch 
is  reproduced  showing  these  "all  down."  Of  course  the  ship  does 
not  carry  all  these  when  she  is  actually  sailing.  The  handling 
ropes  are  fitted  with  toggles  on  the  end  and  are  removed  by  the 
landing  party  before  the  ship  is  finally  let  go.  The  fixed  part 
which  hangs  down  from  the  ship  is  then  hauled  up  and  stowed 
alongside  the  corridor.  A  special  drogue  is  also  fitted  for  moor- 
ing over  the  sea.  This  is  fitted  with  tripping  gear  which  enables 
if  to  be  slipped  instantaneously. 


The  R;,4  was  completed  towards  the  end  of  last  year,  and  her 
first  formal  trial  lasted  hist  over  four  Hours.  Afterwards  a  special 
endurance  flight  was  undertaken,  and  on  this  occasion  she  re- 
mained up  throughcut  the  night  for  a  totai  period  of  19  hours. 
This  flight  was  made  from  the  banks  of  the  Clyde,  down  over  Ire- 
land and  the  West  Coast  of  England,  and  back  again. 

"The  official  acceptance  trial  also  lasted  overnight,  but  this  was 
due  to  the  fact  that  log  prevented  a  landing  at  her  station,  East 
Fortune.  The  ship  was  actually  in  the  air  for  20  hoars  on  this 
occasion,  and  proved  thoroughly  reliable  and  satisfactory  ;  it  was 
easily  and  safely  housed  after  the  fog  had  dispersed. 

After  being  handed  over  to  the  Admiralty,  the  vessel  carried  out 
a  very  notable  long-distance  flight  over  the  German  coast  and  the 
Baltic.  On  this  occasion  she  left  East  Fortune  on  the  evening  of 
June  17th  and  returned  in  the  early  hours  of  the  morning  of  the 
20th,  after  having  been  in  the  air  for  56  hours  and  covering  some 
2,400  miles. 


The  Sunbeam  Coafalen  "Maori  4"  Airship  Engine  of  the  type  used  on  R34. 


August  20,  1919 


Aeronautical  Engineering  fSupplcmcut  u,?^^^  729 


GWYNNES 

LIMITED. 

: 

1 

CONTRACTORS  TO   H.M.  GOVERNMENT 
MANUFACTURERS   AND   SOLE    LICENSEES   IN   THE   BRITISH  EMPIRE 

"CLERGET"  PATENT  AERO  ENGINES 


ENGINEERS,  LONDON. 

*  3WYNNE  LONDON." 


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730 


(Supplement  to  The  Aeroplane 


E)  Aeronautical  Engineering 


August  20,  1919 


mill 


H.R.H.  THE  PRINCE 

of  Wales  has  paid  a  much  appre- 
ciated compliment  to  the  new  -  Victory" 
Arrol-Johnston  Car  by  purchasing  the 
firs  t  model  delivered  to  the  public.  The 
car  supplied  to  H.R.H.  was  standard 
from  all  points  of  view,  and  differed  in 


no  way  from  ihe  stock  type  as  sold  to  the  ordinary  purchaser. 


Catalogues  f  om  Arrol-Johnston,  Ltd  ,  Dum'ries, 
or  from  London  Agants,  Messrs  Leverett,  Thorp 
&  Kearton,  Ltd.,  122,  New  Bond  Street.  W.l. 


Si 


y 

B 


a 
u 
a 
a 
m 
a 
a 
■ 


H  E  A  D  I  Essci  Wharf. 

OFFICE  I  Canning  Town.  London.  F..I6. 


No.  9. 

Petrol  Proof 
Cement. 

We  stock  Super  Cement  at  our  numerous 
Wharves  and  Depots  in  and  around  London. 

This  Cement  is  proof  against  the  penetra- 
tion of  Petrol,  and  is  used  for  the  construction 
of  Petrol  Storage  Tanks.  A  Cement  that 
will  withstand  the  penetration  of  Petrol  will 
as  assuredly  withstand  the  percolation  of 
Water  through  damp  walls. 

IJ  We  have  the  largest  stock  of  firebricks,  pipes  and 
sanitary  goods,  Portland  Cement,  building  bricks, 
tiles,  etc.,  and  can  give  the  promptest  delivery  by  our 
own  motor  lorries. 

Established  1857. 


d  H  SANKEV&  SON  LTP 


Telephone  : 
Ed  1061. 


HEAD  OFFICE:-  Essex  Wharf.  Canning  Town,  London,  E.16. 


Telegraihs  j 
Sankey,  Canning  To&n. 


1HBBBSBBBBBHBI 

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August  20,  1919 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplane.) 


731 


A   NOVEL   TYPE   OF    RIGID  AIRSHIP. 

By  Short  Brothers,  Bedford. 


At  present  the  section  of  a  rigid  airship  is  generally  of  a  cir- 
cular or  slightly  oval  form,  and  as  the  difference  between  the 
internal  and  external  pressure  varies  from  a  very  small  pressure 
at  the  lovyest  point  (which  may  itself  vary  from  nothing  to  the 
pressure  at  which  the  relief  valve  is  set)  to  a  maximum  at  th>; 
highest  point,  the  resulting  tension  in  fabric,  circumferential 
wires,  or  supporting  rings  will  vary,  being  a  maximum  at  the 
top  and  very  small  at  the  bottom  ;  and  this  introduces  bending 
moments  and  other  distorting  stresses  in  the  supporting  struc- 
ture, which  is  partially  counterbalanced  by  the  tension  of  radial 
wires. 

By  the  proposed  method  of  construction  it  is  intended  to  make 
the  cross  section  of  a  such  a  form  that  in  the  average  condition 
of  pressure  in  the  bags  the  circumferential  tension  in  the  fabric, 
and  in  the  circumferential  supporting  wires  or  frames,  will  be 
constant,  thus  avoiding  the  necessity  for  most  of  the  radial  wires, 
and  reducing  the  pressure  on  the  longitudinals  and  the  bending 
moment  in  the  frames. 

The  shape  neoessary  lor  constant  tension  when  the  pressure 
at  the  lowest  point  is  equal  to  the  atmospheric  pressure  is  given 
in  Fig.  1.  This  is  the  shape  (inverted)  which  a  cylindrical  bag 
made  of  flexible  mateiial  and  open  at  the  top  would  take  if  filled 
with  water.  As  this  shape  is  unsuitable  for  a  rigid  ship  owing 
to  the  large  ratio  of  height  to  breadth  it  is  proposed  to  combine 
two  or  more  such  shapes  together  removing  the  internal  parti- 
tions, and  replacing  them  by  tension  or  lift  wires.  Fig.  2  shows 
such  a  form  composed  of  three  sections,  the  shape  being  such 
that  the  circumferential  tension  is  uniform  throughout. 

These  shapes  may  be  varied  slightly  on  the  same  principle  to 
suit  any  .  verage  condition  of  gas  pressure  which  it  may  be  de- 
sired to  work  to,  and  the  number  of  sections  or  spans  may  be 
varied  as  desired.  The  particular  form  shown  in  Fig.  2  is  the 
most  suitable,  as  the  breadth  and  depth  are  practically  equal, 
and  the  volume  is  practically  the  same  a?  a  circular  section  of 
the  same  height.  The  increase  in  surface  is  very  small 
and  the  form  is  suitable  to  take  longitudinal  and  sheer 
stresses. 

With  this  form  practically  the  whole  of  the  lift  of  the  bags  is 
taken  by  the  circumferential  wires  EE  and  the  lift  wires  from  the 
re-entrant  angles  BB  and  CC  which  mav  be  led  to  the  corridor 


where  most  of  the  weights  are  concentrated,  or  to  the  gondolas 
at  the  sides. 

The  circumferential  wires  are  secured  at  the  lower  ends  only, 
the  length  being  such  as  to  enable  them  to  take  up  the  shape 
shown.  They  are  kept  in  position  at  each  lorgitudinal  frame 
but  free  to  move  circumferentially,  thus  ensuring  that  no  side 
strain  is  transmitted  to  the  frames  and  that  the  tension  is  equal 
throughout. 

The  upper  end  of  the  lifting  wires  are  attached  to  one  of  the 
longitudinal  girders  or  a  special  longitudinal  girder  D  at  the  re- 
entrant angles,  and  are  taken  through  the  bag  at  suitable  points 
through  conical  neck  pieces  or  otherwise.  The  external  shape  of 
the  framework  is  maintained  in  way  of  these  girders  with  no  re- 
entrant angles  so  as  to  reduce  the  surface  friction 

The  construction  differs  from  that  used  in  ccitain  non-rigid 
airships  in  that  the  external  form,  more  especially  in  the  longi- 
tudinal sense,  is  maintained  by  the  rigid  framework  composed 
of  transverse  frames  and  longitudinal  girders  on  which  an  outer 
cover  is  stretched,  and  it  is  not  necessary  to  depend  on  any  in- 
ternal pressure  at  the  bottom  of  the  bags  to  maintain  the  shape. 
The  general  shape  of  the  sections  and  position  of  the  re-entrant 
angles  are,  therefore,  different. 

The  proposed  construction  combines  the  advantages  of  the  rigid 
and  non-rigid  types,  giving  the  best  results  with  the  minimum  of 
weight.  The  external  shape  is  generally  maintained  by  the  rigid 
framework,  but  it  is  of  such  a  form  that  the  gas  pressure  pro- 
duces practically  no  distorting  stresses  on  it. 

Further,  the  end  pressure  of  the  gasbags  in  the  event  of  one 
being  accidentally  deflated  is  at  present  taken  by  the  taut  radial 
and  chord  wires,  thus  introducing  an  abnormar  strain  in  them. 

It  is  proposed  instead  to  make  the  ends  of  the  bags  slightly 
convex,  or  more  accurately  the  shape  of  the  lower  end  of  a 
pear,  as  shown  in  Fig.  3,  one  fitting  close  into  the  other,  the 
supporting  transverse  wires  RR  being  fitted  looselv  so  as  to  fol- 
low this  surface,  and  supported,  if  desired,  at  the'  centre  by  a 
longitudinal  centre  line  wire  SS.  These  transvei  se  wires  will  not 
be  of  any  use  for  maintaining  tHF  rigid  form,  but  this  is  not 
necessary  with  the  shape  put  forward  in  the  firsr  part  of  this 
proposal.  Owing  to  the  shape  of  the  ends  the  transverse  wires 
need  be  of  much  less  strength  than  at  present,  and  the  strains 


-  Pl 


sORPIOOR.  — 


Diagrams  of  Short  Bros.'  New  Type  oi  Rigid  Airship. 


732 


(Supplement  to  The  Aeroplane.) 


Aeronautical  Engineering 


August  20,  1919 


on  the  main  structure  caused  by  one  bag  being  accidentally  de- 
flated are  reduced  to  a  minimum.  The  curvature  of  the  end  and 
the  position  of  transverse  wires  is  arranged  so  that  there  will 
be  practically  no  distorting  stresses  on  the  fran  owork. 

In  Fig.  3  four  bags  are  shown  in  elevation,  bags  2  and  3  being 
in  section.  In  the  event  of  a  bag  being  deflated  the  end  of  the 
adjacent  bag,  which  is  concave,  will  be  free  to  blow  out  into  the 
desired  convex  shape,  as  shown  by  the  dotted  line  IT  in  Fig.  3, 
and  incidentally  reduce  the  pressure  in  that  bag.  The  lift  wires 
from  the  re-entrant  angles  BB  (Figs,  2  and  3)  are  led  through 
the  bags  so  that  the  tension  on  these  will  not  be  unduly  increased 
in  the  event  of  a  bag  being  deflated. 

The  advantages  claimed  for  these  proposals  are  : — 

1.  Practically  no  distorting  strains  in  the  rigid  framework  due 
to  gas  pressure,  leaving  it  free  to  perform  its  main  function  of 
providing  longitudinal  rigidity. 

2.  The  maximum  of    strength  with  the  minimum  of  weight. 

3.  The  construction  combines  the  most  important  advantages  of 
both  the  rigid  and  non-rigid  types. 


Fig.  3.— Details  of  the  construction  of  Short  Bros,  proposed 
Rigid  Airship. 

4.  The  stresses  on  the  different  members  are  definite  and  easily 
calculated. 

PROPOSED  AIRSHIP  FOR  PASSENGER  SERVICE — 
LONDON  TO  NEW  YORK  WITH  50  PASSENGERS. 
General  Spkcimcaiions. 

Length  overall  694  ft. 

Mean  diameter   167  ft. 

Height  overall  115  ft. 

Width  overall   .120  ft. 

Capacity  4,450,000  cubic  ft. 

Total  lift  (95  per  cent,  full)  i28.26~tons 

B.H.P.  in  5  units,  4  gondolas  and  1  engine  at  end  of  corridor. ..2750 

Speed   60  knots 

Total  weight  of  ship  ready  for  flight  (excluding  fuel,  oil, 

water,  provisions,  passengers  and  crew)   63.7  tons 

Weight  of  petrol   44  tons 

Radius  of  action  at  60  knots   0,000  nautical  miles 

Available  weight  for  provisions,  water,  passengers  and 

crew   '.  "  20.56  tons 


THE  CONSTRUCTION    OF    A    WOODEN    RIGID  AIRSHIP. 


The  following,  a  brief  description  of  the  Rji^is  due  to  Messrs. 
Short  Bros.,  her  builders. 

Although  of  an  experimental  nature,  this  ship  gave  excellent  re- 
sults on  trial,  her  speed  being  65  to  70  m.p.h.,  which  is  greater 
than  that  obtained  from  any  ship  at  present  in  commission. 
Her  principal  dimensions  are  as  under  : — 

Length   615  ft. 

Maximum  diameter    65  ft.  6  in. 

Total  capacity   '  1,550,000  cubic  ft. 

Total  lift   47  tons  _ 

Disposable  lift   ifc.5  tons 

Ratio,  disposable  lift  to  total  lift   35  per  cent. 

Total  B.H.P  *  1,500 

Endurance  at  two-thirds  full  power  in  sea  miles   2,200 

The  shape  of  the  hull  approximates  to  a  streamline,  the  middle 
portion  being  parallel  and  with  bow  and  stern  tapered. 

The  framework  consists  of  a  number  of  main  frames  built  of 
twenty  wooden  triangular  girders  wired  to  a  centre,  ring  by  radial 
wires,  which  rigidly' maintain  its  shape.    These  frames  are  spaced 


about  30  ft.  apart.  Equally  spaced  between  the  two  main  frames 
are  two  rings  of  intermediate  girders  which  are  not  wired  and  are 
of  much  lighter  section  ;  these  mainly  assist  in  keeping  the  ship 
rigid  and  absorb  the  difference  in  tensions  in  the  diagonal  wires. 

Running  longitudinally  are  a  number  of  other  triangular  girders 
spaced  at  each  of  the  joints  of  the  transverse  girders.  The  number 
of  longitudinal  girders  so  fitted  is  twenty.  The  girders  are  alt 
braced  together  by  diagonal  cross  wires  whose  function  is  to  take 
the  shearing  forces  due  to  the  ship  as  a  beam,  and  also  to  take 
the  gas  pressure  due  to  the  upward  lift  of  the  gas. 

Running  through  the  keel  is  a  triangular  structure  of  girders 
forming  a  passage  way,  from  each  side  of  which  are  suspended 
the  petrol  tanks,  water  ballast  bags,  bombs,  etc.,  which  are  dis- 
posed evenly  along  the  keel  to  relieve  the  hull  as  far  as  possible 
from  undue  strain. 

The  300-h.p.  Rolls-Royce  engines  are  arranged  in  five  units, 
viz,  in  two  forward  cars,  two  amidship  cars  and  one  after  car. 
The  propellers,  each  17  ft.  diameter,  are  direct  driven,  and  the 
engines  in  the  amidship  car  have  a  reversing  gear. 


H.M.  Airship  R32.    Built  by  Short  Bros.,  at  Bedford. 


August  20,  1919 


Aeronautical  Engineering  (supplement  to  the  aeroplane.)  733 


Handley  Page 
Aeroplanes 

■  have  flown  from  ■ 

ENGLAND  to  INDIA 

LONDON  to  CONSTANTINOPLE 
ENGLAND  to  CENTRAL  AFRICA 

■  and  have  carried  ■ 

PILOT    and    40  PASSENGERS 

■  over  6,500  feet  high.  ■ 

The  whole  of  the  experience  of  the  Handley  Page  Company  is  ai  the  disposal 
of  any  Government  or  Business  House  desirous  of  starting  a  service  for 

conveying  passengers  or  goods  by  Air. 


Harvdley  P^oiT) 


Telegnmt ; 
'•WTMOPHID,  CRICKLE, 

london."         Aeroplane  Manufacturers  to  British  &  Other  Governments. 


<l*phoae: 

HAMPSTEAD 
?300  10  lines). 


CRICKLEWOOD,  LONDON.  N.W.2. 


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734     (Supplement  to  the  aeroplanb.)  Aeronautical  Engineering 


August  20,  1919 


The  cars  are  slung  under  the  ship, 
the  forward  and  ;.fte>-  cars  being  slung 
direct  to  the  centre  ring  and  the  amid- 
ship  cars  to  the  framework  The  con- 
trol car  is  built  under  the  ship  at  the 
forward  end  and  from  this  car  the  ship 
is  navigated  and  controlled.  The 
wireless  cabin  is  also  in  this  car. 

The  fins,  rudders  and  elevators  at  the 
tail  end  are  cruciform  in  shape  and 
consist  of  a  light  framework  of  wooden 
girders  covered  with  doped  fabric.  The 
ship  is  divided  inro  twenty-one  com- 
partments, with  a  gasbag  in  each. 

An  outer  cover  is  stretched  over  the 
framewoik  in  sections  between  main 
frames  and  is  made  of  a  doped  cotton 
fabric.  There  is  a  clear  air  space  be- 
tween the  outer  cover  and  gasbags 
which  tends  to  keep  an  even  tempera 
ture  in  the  gasbags.  Two  types  of 
valve  are  fitted  to  the  gasbags,  viz., 
manoeuvring  and  automatic.  The 
manoeuvring  valves  are  fitted  in  the 
tops  of  the  bags  and  are  operated  from 


; 


AT  SHORT  BROS.'  AIRSHIP  WORKS. — The  construction  of  wooden  airships  Top,  Stern  View  of  R:il  nearly  omple  e.  tent  e. 
Bow  of  R31.    Bottom,  R31  in  background;  framing  of  R32  in  the  foreground. 


August  20,  1919 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplane.) 


735 


25  «t*T*  r£? 


ha1* 


l  .»!•» V*  it«  2*j-*sS>«*  -w> 


OVER  THERE 

R34  in 


merica 


THE  "DAILY  TELEGRAPH"   of  July  12th 
contained  the  cable  reproduced  here  from  its  correspon- 
dent in  NEW  YORK. 
THE  LUBRICANT  WHICH  HAS  AROUSED 
SUCH  GRATIFYING  INTEREST  IS 


C.  C.  WAKEFIELD  &  CO.,  Ltd., 

Wakefield  House,  Cheapsidp,  London,  E.C.  2,  England, 


which  was  specially  selected  for  the 
Sunbeam  motors  on  this  famous  voyage. 
THIS  IS  THE  OIL  USED  BY  ALCOCK, 
HAWKER,  AND  ALL  THE  WORLD'S 
LEADING  PILOTS  BECAUSE  IT  IS 
THE  BEST. 


The  Stock  Rooms  of  the 
World  are  empty  and — 
BRITAIN  should  fill  them 

You  can  exhibit 
at  Birmingham 

Aeronautical 

Motor 

Appliances 

of  British  Manufacture 


She  should  fill  them,  but  she'll  have  many 
competitors  and  it's  essential  in  the  British 
interests  that  every  manufacturer  should  lose 
no  opportunity  of  bringing  his  products  before  the  buyers 
of  the  world— THE  BRITISH  INDUSTRIES  FAIR  held 
concurrently  in  LONDON,  GLASGOW  and  BIRMINGHAM 
is  a  NATIONAL  TRADE  FAIR— the  BIRMINGHAM 
SECTION  has  a  schedule  including  Hardware  Manu- 
factures as  at  side — every  building  of  any  size  in  the  City 
will  be  used  for  exhibition  purposes — buyers  from  all 
markets  of  the  world  will  be  there  by  official  invitation  from 
the  Board  of  Trade— Space  is  letting  rapidly— HAVE  YOU 
BOOKED?  Date  of  Fair  is  FEBRUARY  23-MARCH  5,  1920. 

Applications    for   space    to    General    Manager,  British 
Industries  Fair  (Birmingham),  1920,  Chamber  of  Commerce 
Buildings,  Birmingham.  ::  :: 


CM  ^^^•"■***""'  AN  ,n™bjw-  PAST  Or  THE  BOARD  Of  TRADE  BRITISH  ^^"^^telsS 

B^^^^^  MUNICIPALITY  A  CHAMBER  Of  COMMERCE  OSLO  COXCl'BffCKTDr  Jfctf 

.1  with  Trffl  British  industuu  Fairs  London  &  claw  ^^^fi^ 

CL/lRSTlNGHAM  "1920 


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736 


(Supplement  to  The  Aeroplane.) 


Aeronautical  Engineering 


August  20,  1919 


the  control  car  when  it  is  necessary  to  alter  the  trim  of  the  ship. 
The  automatic  valves  are  placed  in  the  bottom  of  the  bags,  just 
above  the  corridor.  These  are  arranged  to  blow  off  at  about  j 
rrr/rn  water  pressure.  The  gas  is  led  from  these  valves  to  the 
top  of  the  ship  through  exhaust  trunks. 

At  the  top  of  the  forward  end  of  the  ship  is  fitted  the  gun  plat- 
form, and  machine-gun*  are  also  fittpd  at  various  points  on  top  of 
the  walking  way,  at  the  tail  end  and  in  all  the  cars. 


A  strong  structure  is  built  into  the  after  end  of  the  control  car 
to  act  as  a  mooring  point  and  the  ship  is  moored  to  this  point  on 
open  ground  or  over  the  sea.  In  the  latter  case  a  drogue  is  used 
which  is  made  of  fabric  in  the  shape  of  a  truncated  cone  which 
trails  in  the  sea.  . 

During  flight,  arrangements  have  been  made  for  hot  food  to  be 
supplied  to  the  officers  and  crew  by  means  of  an  exhaust-heated 
cooking  apparatus. 


> 

V''  if  /.'■•      '     '  ' 

■ 

1  " 

- 


% 

A  TRICKY  BUSINESS. — The  three  photographs  on  this  page  show  the  nose  section  of  the  frame  of  R32,  firstly  completely 
assembled  in  a  vertical  position,  secondly  half-way  through  the  process  of  being  turned  over,  and  lastly  in  the  final  horizontal 

position  resting  on  its  cradles. 


August  20,  19 19 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplame.) 


737 


=L"«ltl"  IIIIIIIIIIIIIIIIIIIIIIIIIIIMilllllllllllllllllllllilillllMII!!lli)IIIIIIIIIIHLi 


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EXCLUSIVE  DESIGNS  FOR 
MOTOR  COACHWORK. 


Proprietors  of 

THE  GRAHA1E-  WHITE  SCHOOL 
OF  FLYING, 

THE  LONDON  AERODROME, 
HENDON,  N.W.9. 

Telephone  :   Kingsbury  120  (8  lines). 


LONDON    OFFICE  : 

12,  Regent  Street,  Pall  Mall,  S.W.I. 

(Regent  2084). 


HENDON 

PASSENGER  FLIGHTS 


and 


FLYING 
DISPLAYS, 

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AERODROME  %iZT&$   HENDON,  N.W,9. 


COMING  EVENTS. 

Hendon—  Manchester  Air  Race. 
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Hendon— Brighton  Air  Race. 


SPECIAL  FLYING  DISPLAYS 
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KINDLY    MENTION    "  THE    AEROPLANE"     WHEN    CORRESPONDING    WITH  ADVERTISERS 


738     supplement  to  the  abropmne.)  Aeronautical  Engineering 


August  20,  1919 


Direction  of  the 
Disposal  Board,     Ministry  of  Munitions 


ARMY  HUTS  HARDWARE 
BUILDING  MATERIAL  TEXTILES 
TIMBER  DOCK  EQUIPMENT 

MACHINE  TOOLS  CHEMICALS 
AERODROMES         FOOD  STUFFS 
ENGINEERS'  STORES  METALS 
MOTOR  LORRIES      medical  appliances 
MOTOR  CARS         FACTORY  CLOTHING 
BICYCLES  ARMY  HORSES 

ELECTRICAL  MACHINERY  AEROPLANES 
AND  FITTINGS  ENGINES 

FURNITURE  RAILWAY  MATERUL 

ARMY  BOOTS  AGRICULTURAL 
FACTORIES  MACHINERY 

OIL  AND  COLOUR  TRADE  SUNDRIES,  &c. 

For  a  detailed  list  of  above  and  all  other  surplus  Govern- 
ment property  for  Sale,  apply  to  the  nearest  bookstall  or 
newsagent  for 

PRICE  PRICE 

3°  SURPLUS"  3 

(The  Official  Organ  of  the  Disposal  Board). 
No.  6  NOW  ON  S*LE. 

Compiled   by  the    Director   of   Publicity,  Surplus 
Government   Property  Disposal  Board,  Armament 
Buildings,  Whitehall  Place,  London,  S.W. 


KINDLY    MENTION    "  THE    AEROPLANE  " 


|iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniii:iii;iiiiiMiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiKMiiiiiiiiiiiiiiiiii^ 


INVARIABLE 
RELIABILITY 

"""THE  Humber  Car  is  ideally  dis- 
*■  tinctive  borh  in  design  and 
finish.  It  is  the  superlative  example 
of  riding  comfort  and  smooth- 
running  efficiency,  reflecting  in 
every  detail  the  many  advances 
made  in  Motor  construction  since 
Motoring  was  first  conceived.  It 
is  the  acme  of  economy  and  endur- 
ance— the  ideal  car. 

WHY? 

DECAUSE  only  the  best  material  is 
admitted    into    the  Humber 
Works. 

Because  only  highly-skilled  designers 
and  craftsmen  are  employed  in  the 
production  of  the  Humber  Car. 

Because  the  speed  of  building  is  only 
consistent  with  the  time  required  for 
the  out-turn  of  a  car  that  has  m^de 
the  name  of  Humber  synonymous 
with  reliability. 


Because  it  is  a 


I  HUMBER   LIMITED  | 

E      HEAD  OFFICE  &  WORKS      -        -  COVENTRY.  §j 

=       LONDON  &  f  Showrooms     -       -     32,  HOLBORN  VIADUCT,  E.C.I.  = 

£       DISTRICT     1   Repair  Works,  CANTERBURY  RD.,  KILBURN,  N.W.6.  = 

=       SOUTHAMPTON  &  DISTRICT, 25-27,  LONDON  RD.,  SOUTHAMPTON.  j§ 

7n  1 1  ii  1111  iri  in  lit  rti>tM|:uiitttHf  11 111 1 1  in  1 1  m  ru  mtf  u  if  1 1  Uf  hii  ritiitf  11 11  m  i  itni  i  u  tiitiiiini  if  iftiij 

WHEN    CORRESPONDING    WITH  ADVERTISERS 


August  20,  1919 


Aeronautical  Engineering 


739 


AIRSHIPS  IN    PEACE  AND  WAR. 

Contributed  by  Airships,  Ltd. 

THE  HISTORY  OF  AIRSHIPS,  LTD.  rijmore  particularly  upon  a  later  page— cannot  but  be  appreciated. 

Airships,  Ltd.,  came  into  existencem February,  1914,  under  the!**.Fhe  continued  adherence  ot  the  Admiralty  to  the  Astra-Torres  de- 


managing-directorship  of  Mr.  G.  'Mplt  Thomas,  who  has  al 
ways  been  a  great  believer  in  the  future  of  lighter-than-air  craft, 
and  who  was  largely  responsible  for  reviving  official  interest  in 
the  subject  at  a  critical  period  in  the  early  days  of  the  war.  This 
faith  has  found  the  most  complete  justification  in  the  indispensable 
work  since  performed  by  airships. 

Shortly  after  ks  formation  the  company  acquired  the  British 
rights  of  the  famous  Astra-Torres  Airship  Co.,  of  Paris.  Two 
airships  of  the  Astra-Torres  type  supplied  to  the  British  Admiralty 
were  used  very  effectively  in  patrolling  the  Channel  and  in  escort- 
ing the  transport  steamers  which  carried  the  first  British  Expedi- 
tionary Force  to  France  in  August  and  September,  1914. 

In  1915  it  became  apparent  that  the  use  of  submarines  by  Ger- 
many to  destroy  merchant  shipping  would  create  a  considerable 
danger  to  British  food  supplies,  and  that  this  menace  could  only 
be  encountered  by  more  intensive  patrol  of  home  waters.  Air- 
ships were  considered  the  most  promising  means  of  achieving 
this  result  with  a  minimum  of  delay. 

At  the  suggestion  of  Mr.  Holt  Thomas  an  envelope  belonging 
to  the  small  airship  "Willows  No.  2"  (named  after  its  con- 
structor, Mr.  E.  T.  Willows,  who  was  at  that  time  connected 
with  the  firm;  was,  in  conjunction  with  a  standard  aeroplane 
fuselage,  used  as  an  experimental  scouting  craft. 

On  trial  this  airship  gave  excellent-  results,  and  w  as,  in  fact, 
so  satisfactory  that  orders  were  placed  for  a  large  number  of 
similar  ships.  Several  of  these  were  delivered  by  Airships,  Ltd. 
They  were  called  the  S.S.  ("Submarine-Searcher"  or  "Sea- 
Scout")  class,  since  popularly  known  under  the  pseudonym — 
"Blimps." 

-  The  S.S.  airship  having  filled,  or  at  least  giving  definite  pro- 
mise of  filling,  the  pressing  need  for  aerial  scouts  to  patrol  the 
seas  in  the  narrow  waters  of  the  English  Channel  and  at  other 
important  strategic  points,  it  was  considered  necessary  to  extend 
the  process,  from  a  limited  number  of  bases,  along  the  whole 
coast-line  and  further  out  to  sea.  This  could  only  be  done  by 
craft  having  wider  range  of  action  and  therefore,  necessarily,  of 
greater  capacity. 

For  this  purpose  the  Astra-Torres  design  of  envelope  was  con- 
sidered to  be  particularly  suited.  An  envelope  having  a  capacity 
of  4,000  cu.  metres  was,  therefore,  supplied  by  Airships,  Ltd.,  and 
provided  with  a  car  of  novel,  but  effective,  construction.  This 
airship  became  the  prototype  of  the  CP.  ("Coastal  Patrol")  air- 
ships of  which  a  large  number  were  placed  in  commission  during 
the  succeeding  year.  Modified  airships  of  the  same  general  type 
— known  as  the  C  ("Coastal")  and  C*  ("Coastal  Star")  classes, 
having  capacities  of  170,000  cu.  ft.,  and  200,000  cu.  ft.,  respec- 
tively— and  all  built  upon  the  'Astra-Torres  system — were  sub- 
sequently produced. 

The  C.P. ,  C,  and  C*  airships  proved  thoroughly  satisfactory 
and  carried  out  very  valuable  work  within  the  limits  of  their 
range.  For  naval  operations  upon  a  grand  scale,  however,  it 
was  necessary  to  have  a  still  greater  range  of  action,  and  with 
this  end  in  view  a  class  of  airship  having  a  capacity  of  360,000 
cu.  ft. — also  of  Astra-Torres  design — was  constructed.  These 
airships,  which  proved  to  be  the  most  effective  non-rigid  craft 
ever  produced  by  any  nation,  were  capable  of  considerable  speed 
and  long  duration.  Their  operations  could  be  extended  many 
hundreds  of  miles  from  their  bases. 

The  serviceability  of  these  airships,  as  shown  by  their  perform- 
ances under  most  exacting    W3C  service  conditions — referred  to 


sign,  through  many  successive  stages  of  development,  shows  very 
clearly  the  esteem  in  which  the  system  is  held. 

Airships,  Ltd.,  have  also  been  very  extensively  engaged  in  the 
manufacture  of  captive  balloons.  Spherical  balloons  were  used 
for  observation  in  the  early  stages  of  the  war,  and  were  produced 
by  the  firm  in  large  numbers,  including  one  having  a  capacity 
of  150,000  cu.  ft. — the  largest  spherical  balloon  ever  produced 
in  this  country. 

Owing  to  the  difficulty  of  taking  accurate  observations  from 
spherical  balloons,  especially  in  windy  weather,  the  more  stable 
kite-balloon  made  its  appearance  at  an  early  stage  of  the  war. 
The  manufacture  of  these  was  taken  up  extensively  by  the  com- 
pany. At  the  end  of  the  war  Airships,  Ltd.,  were  the  largest 
manufacturers  of  kite-balloons  in  Great  Britain.  Kite-balloons 
of  all  types  have  been  built,  commencing  with  the  Drachen." 
and  passing  through  several  intermediate  types  to  the  Caquot 
R  and  M  types  which  have  now  become  the  standard  balloons  for 
all  military  and  naval  observation  purposes.  Altogether  a  total 
of  over  1,000  envelopes  were  produced  during  the  period  of  the 
war. 

The  workshops  at  Merton,  where  the  envelopes  and  suspensions 
are  made,  are  perfectly  equipped  with  the  latest  machines  and 
appliances.  Upwards  of  one  thousand  skilled  fabric  workers  and 
riggers  are  employed  therein.  Similarly,  the  workshops  at  Hen- 
don  are  equipped  for  the  manufacture  of  the  planes,  rudders,  car 
structures,  engines,  propellers,  etc. 

An  experimental  laboratory  provides  facilities  for  testing  mate- 
rial and  parts,  and  the  company  is  fortunate  in  possessing  a  7- 
foot  wind-tunnel  built  upon  modern  and  approved  lines.  This 
tunnel  enables  the  wind  resistance  of  airships  and  parts  (repre- 
sented bv  scale  models)  to  be  measured  with  extreme  accuracy, 
and  experiments  relating  to  aerodynamic  stability  to  be  readily 
performed.  It  would  be  difficult  to  over-estimate  the  assistance 
which  the  designing  department  receive  from  constant  and  in- 
timate contact  with  practical  experiments  of  this  character. 

THE  USES  OF  AIRSHIPS. 

To  those  who  have  been  unable  to  keep  in  touch  with  the 
development  of  airships  during  the  war,  the  publication  of  figures 
showing  the  vast  amount  of  flying  which  has  been  carried  out 
toy  lighter-than-air  craft,  must  have  afforded  considerable  interest 
and  food  for  thought.  The  impression  still  exists,  even  among 
many  who  are  interested  in  aviation,  that  the  airship  is  a  frail 
and  impractical  craft,  incapable  of  facing  average  weather  con- 
ditions and  of  taking  its  place  beside  the  aeroplane  in  the  world 
of  Aeronautics.  This  impression  has  been  fostered  by  the  secrecy 
which  has  until  recently  surrounded  the  work  of  Service  air- 
ships, aided  to  no  small  extent  by  che  fact  that  the  operations 
have  been  carried  out  mainly  at  sea. 

The  exigencies  of  war  have  proved  that  airships  are  capable  of 
performing  many  useful  functions  which  cannot  be  conveniently 
or  economically  carried  out  by  water-borne  craft  or  safely  at- 
tempted by  seaplanes.  They  have,  in  fact,  a  wide  field  of  utility 
which  does  not  overlap -those  of  the  foregoing  tvpes  of  craft. 

Facts  and  Figures. 
During  the  war  the  aggregate  time  spent  in  the  air  by  British 
airships   was  upwards  of  80,000  hours,    and  the   total  distance 
cn\  ered  approximately  2,300,000  miles.    These  figures  speak  for 
themselves  as  to  the  -utility  of  airships. 


Aeronautical  Engineering 


August  20,  1919 


In  illustration  of  the  amount  of  work  which  may  be  carried 
out  by  one  airship,  it  may  be  mentioned  that  one  non-rigid  ship 
was  in  actual  commission  for  a  period  of  two  years  and  seventy- 
five  days  During  that  time  2,500  hours  were  spent  in  the  air, 
and  the  total  mileage  flown  was  66,000,  equal  to  more  than  two 
and  a  half  times  the  circumference  of  the  globe. 

Types  of  Airships. 

Airships  as  constructed  to-day  fall  into  two  miia  classes  known 
respectively  as  the  "Rigid"  and.  "Non-Rigid"  types.  Rigid 
construction  is  usefully  applicable  only  to  airships  of  the  largest 
size,  that  is  to  say,  to  those  having  capacities  of  a  million  cubic 
feet  or  more.  The  non-rigid  type,  at  the  present  stage  of  develop- 
ment, includes  examples  ranging  from  very  small  two-seater  craft 
up  to  sizes  having  a  capacity  of  nearly  half  a  million  cubic  feet. 

When  iransport  by  air  becomes  a  regular  feature  of  the  world's 
commerce  it  is  extremely  probable  that  the  longer  journeys  will  be 
crrried  out  almost  exclusively  by  means  of  large  rigid  airships, 
which  even  at  the  present  stage  are  capable  of  carrying  heavy 
loads  over  distances  sufficient  to  link  up  the  Cortinents. 
The  Future  of  Airships. 

Although  the  development  of  airships  has  been  greatly  ex- 
pedited by  urgent  necessity  arising  out  of  a  state  of  war,  the 
airship  is  not  essentially  or  exclusively  an  instrument  of  warfare. 
In  all  probability  time  will  prove  the  airship,  like  the  steamship, 
to  have  a  wider  and  more  general  application  to  the  arts  of 
peace  than  of  war.  Attention  is  drawn  to  a  few,  out  of  many, 
civic  and  commercial  purposes  for  which  small  airships  may  be 
employed. 

Administrative. 

Closely  allied  to  the  purposes  for  which  these  airships  were 
originally  developed  is  the  work  of  maintaining  police  super- 
vision over  large  areas  of  land  and  sea. 

In  undeveloped  regions  where  it  is  necessary  to  hold  in  check 
troublesome  native  races,  where  the  nature  of  the  country, 
forest  or  mountain,  renders  it  essential  that  observation,  to  be 
effective,  should  be  carried  out  near  the  ground,  and  from  a 
craft  able  to  remain  practically  stationary  where  required — 
conditions  which  cannot  be  met  by  aeroplanes — and  where,  more- 
over, the  absence  or  scarcity  of  landing  grounds  renders  the  use 
of  aeroplanes  dangerous  and  impracticable,  the  airship  is  par- 
ticularly adapted. 

Similarly,  territorial  waters  containing  fisheries  may  be 
effectively  protected,  by  the  establishment  of  an  airship  patrol, 
against  illicit  exploitation  by  unauthorised  persons. 

When  used  for  purposes  such  as  the  above,  the  airship — after 
the  usual  manner  of  police  organisations — would  be  lightly 
armed  for  moral  rather  than  "material  effect.  The  purpose  of 
the  craft  would  be  preventive  rather  than  punitive,  and  the 
mere  presence  of  the  airship  would,  in  most  instances,  achieve 
the  desired  result. 

In  computing  the  advantages  of  using  airships  for  patrol  work 
of  the  above  kind,  it  should  be  remembered  that  an  area  of 
half  a  million  square  miles  can  be  kept  under  observation  from 
a  single  airship  base,  and  any  given  part  of  that  area  may  be 
visited  between  dawn  and  dark  of  an  average  day. 

Marine  Salvage. 

The  phenomena  which  renders  it  possible  from  a  height  to 
distinguish  objects  beneath  the  surface  of  the  sea  or  reposing 
upon  the  sea-bed,  where  the  depths  are 
not  excessive,  can  be  made  use  of  in  com- 
bination with  the  ability  of  an  airship  to 
move  slowly  or  remain  stationary  over  a 
given  spot.  Used  in  this  way,  an  airship 
should  be  of  the  greatest  value  in  locating 
sunken  vessels  and  in  facilitating  the  exe- 
cution of  salvage  operations. 

For  the  above  and  kindred  purposes  it 
is  extremely  desirable  that  all  maritime 
and  colonial  nations  should  possess  at 
least  one  or  two  small  airships.  This 
policy  has  already  been  adopted  by  im- 
portant overseas  dominions. 

SURVEVING    AND  PROSPECTING. 

For  the  purpose  of  carrying  out  survey 
or  prospecting  work  in  undeveloped  tracts 
of  country  the  airship  is  particularly 
suited.  The  ability  to  move  slowly  or  re- 
main stationary  as  mentioned  above,  and 
to  operate  in  safety  at  low  altitudes,  con- 
fers upon  the  airship  unrivalled  advan- 
tages as  a  platform  for  optical  or  photo- 
graphic observation. 

Commercial  Uses. 
Delivery  of  Mails,  Newspapers,  Etc. 
One  of  the  mcst  important  conditions 
affecting  the  financial  success  of  any  com- 
mercial undertaking  employing  aircraft 
for  transport  purposes  is  the  existence, 
over  the  chosen  routes,  of  a  regular  and 


sufficient  volume  of  traffic.  In  this  respect  the  carriage  of  mails 
and  newspapers  is  nearest  to  the  Ideal. 

It  is  not  suggested,  however,  that  aircraft  can  compete  with 
railways  where  such  exist,  but  there  are  many  parts  of  the  world 
where  railways  are  either  non-existent  or  have  to  be  supple- 
mented by  other  slower  and  more  expensive  means  of  transport 
in  order  to  fulfil  the  needs  of  agriculture  or  mining  districts 
consisting  of  a  large  number  of  widely  scattered  settlements. 
In  such  districts  a  general  business  in  the  transport  of  parcels 
and  .passengers  forms  a  valuable  addition  to  the  regular  con- 
tract work  of  carrying  mails,  etc. 

The  question  as  to  whether  aeroplanes  or  airships  should  be 
used  for  the  foregoing  purposes  would  ^depend  largely  on  local 
conditions.  Apart  from  these  it  may  perhaps  be  stated  very 
generally  that,  while  the  initial  outlay  and  cost  of  upkeep  are 
greater  with  airships  than  with  aeroplanes,  the  running  cost 
per  ton  of  load  carried  is  considerably  less.  Consequently  where 
exceptionally  heavy  traffic  over  long  distances  has  to  be  dealt 
with,  the  advantage  is  entirely  with  the  airship. 

Passenger  Services. 

For  purely  passenger  work,  where  other  means  of  transport 
are  unavailable  and  where  speed  is  not  a  decisive  factor,  the 
airship  is  generally  to  be  preferred.  It  gives  a  feeling  of  greater 
security  to  the  average  person,  and  can  therefore  command 
patronage  from  a  much  wider  section  of  the  public. 

In  an  airship  comfort  can  be  provided.  The  interest  of  jour- 
neys may  be  enhanced  by  travelling  at  low  altitudes,  which 
enables  local  objects  to  be  distinguished  and  prevents  the 
scenery  from  being  robbed  of  its  beauty  by  the  flattening  effects 
of  great  elevation. 

Pleasure  trips  from  inland  centres  of  population  to  seaside 
places  and  short  cruises  from  health  resorts  where  a  large 
number  of  pleasure-seekers  are  congregated  in  a  limited  area 
during  the  holiday  season  and  are  prepared  to  pay  relatively 
high  rates  for  the  novelty  of  travelling  in  the  air  can  be  made 
to  provide  profitable  employment  for  airships  of  moderate  size. 

Private  Ownership. 
\n  airship'  can  be  suitably  constructed  and  fitted  out  as  an 
air-yacht,  with  comfortable  state-rooms  and  appointment!?  to 
form  an  excellent  alternative  or  auxiliary  to  the  ordinary  yacht. 
The  cost  of  such  a  craft  compares  very  favourably  with  that  of 
a  steam-yacht,  and  would  not  be  prohibitive  to  those  who  nor-, 
mallv  indulge  in  yachting  as  a  pastime. 

Preparations  for  the  Future. 

In  view  of  the  facts  set  out  above,  Airships  Ltd.  are  preparing 
'ks'.gns  for  a  series  of  airships  designed  to  meet  the  various  pur- 
poses to  which  such  aircraft  may  be  immediately  applied. 

The  series  will  range  from  ships  of  approximately  400,000  cubic 
ft.  capacity  capable  of  carrying  30  passengers  for  800  miles  non- 
stop at  50  m.p.h.  down  to  a  ship  of  more  or  less  the  "Blimp"  type 
rrf  70,000  cubic  ft.  capacity,  capable  of  carrying  a  crew  of  three 
for  six  hours'  flight  at  48  m.p.h.,  which,  converted  to  the  require- 
ments of  private  ownership,  would  be  eminently  suitable  for  use  as 
a  small  air  yacht. 

Airships  Ltd.  are  therefore  in  a  position  to  supply  anyone  who 
is  considering  the  use  of  airships  of  small  or  moderate  size  for 
any  commercial  or  private  purposes  with  estimates  and  design--  for 
tvpes  suitable  for  such  use. 


The  Tail  of  R31  under  construction  at  Short  Bros.'  Works,  Bedford. 


August  20,  191 9 


Aeronautical  Engineering 


741 


— 4E 


Jr 


1^ 


UTILITY  AIRCRAFT 

THE  aim  behind  all  BAT  aircraft  designs  is  the 
attainment  of  maximum  utility  —  it  is  to  obtain 
superior    speed,    load    carrying    capacity,  safety, 
reliability,  and  general  airworthiness  with  a  minimum  of 
prime  cost  and  subsequent  maintenance. 

Our  range  of  models  covers  all  types  from  the 
mosquito  craft  of  extreme  performance  and  attacking 
power  for  national  defence,  to  the  high  speed  load  carrier 
designed  for  postal  and  general  utility  purposes. 

Any  Government  or  commercial  undertaking 
intending  to  employ  aircraft  should  place  their  require- 
ments before  the  B.A.T.  Company  before  finally  deciding 
on  the  type  to  adopt. 


THE  mctchine  illus. 
trated  above  is  the 
B.A.T. ,  F.K.  26— 
a  dual  purpose  aeroplane 
equally  suitable  as  a 
heavy  load  mail  carrier 
or  a  four-seater  touring 
machine.  Equipped  with 
a  Rolls-Royce  Eagle  VIII. 
motor,  an  average  speed 
of  over  1 20  miles  per  hour 
is  obtained  at  a  fuel  cost  of 
under  eightpence  per  mile. 


THE  B.A.T. Company 
whose  designing 
capacity  under  the 
direction  of  Mr  F. 
Knolhnven  is  of  the  highest 
standard  —  a  standard 
which  it  is  determined  to 
maintain — is  open  to  nego- 
tiations for  the  letting  of 
its  sole  manufacturing 
licenses  in  Colonial  and 
certain  foreign  territories. 


Fullest  particulars  can  be  obtained,  and  demonstra- 
tions arranged,  by  application  to  : — 


V 

BRITISH  AERIAL  TRANSPORT  COMPANY  LTD. 

38. CONDUIT  STREET. 
LONDON.W  ENGLAND 


WHERE    FLYING    MEN  ARE 
FITTED  OUT. 


The  Dunhill  "Plane" 
Goat. 


The  R.A.F,  "  Plane "  Coat  is  made  on  the  best 
form  Trench  Coat  design,  in  heavily  proofed  Twill  of 
che  favourite  Khaki  Mixture,  or  in  Blue-Grey  Twill. 
Unlined,  for  Summer  wear,  the  price  is   ...        $  Gns. 

Lined  Check,  with  oil-cambric  inter-lining      5£  Gns. 

With  superfine  pure  heavy  fleece  detach- 
able lining     ...        ...        ...    7  Gns. 


Call  in  at  our  well-known  "  BASE  "  in  CON- 
DUIT STREET,  or  a  post  card  will  bring 
von  patterns  and  self -measurement  form. 

Dunhills 


LIMITED. 


2,  Conduit  St.,  Regent  St.,  London,  W.  1. 
Glasgow :  72,  Vincent  Street. 


KINDLY    MENTION    "  THE    AEROPLANE  ' 


WHEN    CORRESPONDING    WITH  ADVERTISERS 


742 


Aeronautical  Engineering 


August  20,  1919 


B&QQKS 

Featherweight 
Aero  Cases 

for  personal  or  other  luggage 


The  smaller  of  the  two 
cases  illustrated  is  20 
by  10  by  8  inches,  and 
weighs  4  lbs.  The 
larger  one  is  26  by  16 
by  6  inches,  and  weighs 
6  lbs.  4  oz.  only. 


THEIR  foundation  of  3-ply  wood  and  covering  of  fine  quality 
grained  Leather  Cloth  give  to  them  both  strength  and 
attractive  appearance.  The  larger  sizes  have  solid  Leather 
Corners,  whiLt  those  of  the  smaller  ones  are  specially  reinforced. 
One  or  two  locks  are  fitted  according  to  the  dimensions  of  the  case 
(and  clips,  when  necessary).  The  cases  are  lined  inside  with  Satin 
Cloth,  tight  or  padded  to  order.  At  the  moment  we  can  only 
supply  in  black. 

T.  B.  BROOKS  &  CO.,  LIMITED, 

Motor  &  Aero  Dept.,  Great  Charles  Street,  BIRMINGHAM. 


By  Appointment 


to  H.M.  the  King. 


WARING  &  GILLOW 

Specialize  in  the 

BUILDING,  FITTING  &  DECORATION 


OF 


AEROPLANE  FUSELAGE 

AND 

AIRSHIP  GONDOLAS 

ESTIMATES  AND  DESIGNS  ON  APPLICATION. 

'ARING&  GlLLO^ 

S'urnisfiersS'Decorators  toSV.M.tfieJfiny.  ^^IJP 

164-180  OXFORD  STREET,  LONDON,  W.  1 

Telephone  :  Museum  5000.  Telegrams  "  Wa-ison,  '  ondon." 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS 


August  20,  1919 


Aeronautical  Engineering 


743 


THE    LIFT   OF  HYDROGEN. 

By  P.  L.  Teed  (Major,  R.A.F.). 


The  terrn,  "Lift,"  as  applied  to  airships  is  equivalent  to 
•'buoyancy,"  and  like  buoyancy  when  applied  to  water-borne  ships, 
it  depends  on  two  considerations  : 

(1)  The  weight  of  the  ship. 

(2)  The  weight  of  supporting  medium  displaced  by  the  ship. 
Here  the  analogy  between  water  and  air-borne  craft  ceases.  For, 

in  the  case  of  water-borne  ships  (other  than  the  submarine),  a  con- 
dition of  equilibrium  always  prevails  ;  if  the  weight  of  the  ship  is 
increased  its  displacement  is  increased,  the  water  line  being  altered, 
but  a  state  of  equilibrium  continues. 

The  airship,  being '  entirely  surrounded  by  the  supporting 
medium,  has  no  equivalent  to  the  alteration  in  water-line  producing 
equilibrium..  With  change  in  weight  of  the  displaced  supporting 
medium  the  airship  may  possess  either  positive  or  negative 
buoyancy. 

While  the  structural  weight  of  the  ship  remains  constant,  the 
weight  of  medium  displaced  by  the  ship  is  subject  to  considerable 
variation. 

The  following  affect  the  buoyancy  :-. — 

(1)  The  volume  of  gas  in  the  airship. 

(2)  The  purity  of  the  gas. 

(3)  The  barometric  pressure  of  the  air. 

(4)  The  temperature  of  the  air. 

(5)  The  amount  of  water  in  the  air. 

Of  the  five  matters  affecting  the  lift  of  an  airship  apart  from  its 
volume,  the  purity  of  the  gas  is  generally  to  be  taken  as  the  most 
significant  factor,  but  the  combination  of  temperature  and  baro- 
metric pressure  may  produce  even  more  important  variations. 

The  maximum  purity  of  hydrogen  in  an  airship  does  not  exceed 
98  per  cent,  by  volume,  while  certain  chemical  considerations  neces- 
sitate the  deflation  of  the  airship  at  80  per  cent,  by  volume. 

Under  mean  atmospheric  conditions,  viz.,  temperature  55  deg. 
Fahrenheit  and  barometer  29.5  in.,  the  lift  of  1,000  cubic  ft.  of 
hydrogen  at  98  per  cent,  purity  is  69.3  lb.,  while  under  the  same 
atmospheric  conditions  at  80  per  cent,  purity  ,'t  is  56.6  lb. — a  varia- 
tion of  12.7  lb.  per  1,000  cubic  ft.  of  volume. 

Now  turning  to  purely  atmospheric  effects,  1,000  cubic  ft.  of  98 
per  cent,  pure  hydrogen  at  a  barometric  pressure  of  31  in  and  at 
a  temperature  of  20  deg.  Fahrenheit  gives  a  lift  of  78.3  lb.,  while 
an  equal  volume  of  gas  of  the  same  purity  at  a  barometric  pressure 
of  28  in.  and  a  temperatur:  of  80  deg.  Fahrenheit  gives  a  lift  of 
62.8  lb.,  a  variation  of  r 5. 5  lb.  per  1,000  Cubic  ft.  of  volume. 

Having  illustrated  the  variations  in  lift  due  to  purity  and  to 
atmospheric  changes,  it  is  perhaps  permissible  to  state  that  while 
the  lift  of  1,000  cubic  ft.  of  hydrogen  98  per  cent,  pure  at  a  tem- 
perature of  20  per  cent.  Fahrenheit  and  under  a  barometric  pres- 
sure of  31  in.  is  78.3  lb.,  the  lift  of  1,000  cubic  ft.  of  hydrogen  80 
per  cent,  pure  at  a  temperature  of  80  deg.  Fahrenheit  and  under 
a  barometric  pressure  of  28  in.  is  51.2  lb. — a  variation  of  27.1  lb. 
per  1,000  cubic  ft.,  which  represents  the  extremes  of  purity  and 
atmospheric  conditions  which  may  easily  be  mef  with. 

Having  dealt  with  the  general  principles  of  lift  and  illustrated 
its  variations  by  some  examples,  the  question  will  now  be  dealt 
with  in  detail. 

Purity  of  the  Gas. 
It  is  customary  to  give  the  chemical  composition  of  the  hydrogen 
in  an  airship  as  so  many  per  cent.  pure.    This  term  requires  de- 
finition. 

By  the  percentage  of  purity  of  hydrogen  is  meant  the  per- 
centage of  hydrogen  contained  by  volume  assuming  the  im- 
purity to  be  of  the  same  density  as  air. 
Now  it  will  be  seen  that  if  the  impurity  in  the  hydrogen  is  air, 
then  since  air  in  air  is  without  weight,  the  relative  lift  of  equal 
volumes  of  impure  hydrogen  under  the  same  atmospheric  condi- 
tions is  in  the  same  ratio  as  their  hydrogen  contents  (by  volume). 

To  suni  up. — Lift  of  unit  volume  is  directly  proportional  to 
purity. 

Alteration  in  Lift  by  Barometric  Change. 

One  thousand  cubic  ft.  of  pure  hydrogen  at  30  in.  barometric 
pressure  and  a  temperature  of  40  deg.  Fahrenheit  weighs  5.5  lb. 
One  thousand  cubic  ft.  of  dry  air  under  the  same  atmospheric  con- 
ditions weighs  79.6  lb.  Therefore,  on  the  basis  lift  is  the  difference 
between  displaced  weight  and  displacing  weight : — 

79.6  —  5.51b.  =  Lift   of  cubic  feet  of  pure 
hydrogen   at  30"  barometer 
and  400°  Fahrenheit, 
•   =74.1  lb. 

Now  assume  that  the  temperature  remains  constant  but  that 
the  barometer  changes  to  31  in.  Then  by  the  application  of  Boyle's 
Law  it  will  be  seen  that  : — 

79.6X31 -5.5 X 31  =Lift  per  1,000  c.f.  of  100% 
pure  hydrogen  at  31"  baro- 
meter and  40D  Fahrenheit. 
=  82.3-5.7 
=  76.6  lb. 


But  the  above  is  an  unnecessarily  complicated  way  of  arriving  at 
the  desired  result,  for  the  mathematical  expression  may  be  simpli-. 

■tied  to  : —    '  • 

31 

(79.6-5.5.) 


30 


31 


30  (74.1) 
=  76.6  lb. 

But  74.10  lb.  is  the  lift  of  1,000  cubic  ft.  ol  hydrogen  too  per 
cent,  pure  at  30  in.  barometer  and  40  deg.  Fahrenheit.  Therefore 
the  rule  may  be  expressed  : — 

Lift  of   unit  volume  is   directly-  proportional  to  barometric 
pressure. 

Alteration  in  Lift  by  Thermo.metrc  Changf. 
Bv  the  direct  application  of  Charles'  Law  it  can  be  shown  that  : 
Lift  of  Unit  Volume  is  inversely  proportional  to  the  Absolute 
Temperature. 

To  summarise  the  three  rules  which  have  already  been  stated  :  — 

(1)  Lift  of  unit  volume  is  directly  proportion ->\  to  Purity. 

(2)  Lift  of  unit  volume  is  directly  proportional  to  Barometric 

Pressure. 

(3)  Lift  of  unit  volume  is  inversely  proportional  to  Absolute 

Temperature.  . 

From  the  above  the  following  formula  may  be  deduced  to  give 
the  lift  of  1,000  cubic  ft.  of  hydrogen  under  any  condition  of  purity, 
temperature  or  barometer  : —  | 
Lift  per  1,000  cubic  ft.  in  lb. — 

74.06   x  %Purity  x  Barometer  in  inches   x  500. 
100  X  30  X  (460  plus  temperature  in  deg.  Fahrenheit). 
12.34  X   %  Purity  x   Barometer  in  inches. 
460  plus  temperature  in  deg.  Fahrenheit. 

The  Temperature  of  the  Gas. 
In  the  formula  which  has  been  given  it  has  been  assumed  that 
the  temperature  of  the  gas  is  the  same  as  the  temperature  of  the 
air — a  condition  which  generally  prevails  in  the  airship  shed,  but 
during  flight  there  is  frequently  a  material  difference  in  tempera- 
ture between  the  two.    This  difference  arises  in  two  ways  : — 

(1)  The  effect  of  the  sun  on  the  gasbag. 

(2)  The  effect  of  a  quick  descent  after  flying  for  a  considerable 
time  at  a  high  altitude. 

In  the  first  case  the  sunlight  striking  the  gasbag  fabric  causes 
this  to  rise  above  the  air  temperature,  the  heat  being  in  course  of 
time  transferred  to  the  gas  itself.  The  gas  then  expands  in  ac- 
cordance with  Charles'  Law.  Now  in  rigid  airships  if  the  gas- 
bag is  not  full,  or  in  non-rigid  airships  if  there  is  air  in  the  bal- 
lonets,  .this  expansion  will  cause  a  greater  volume  of  air  to  be 
displaced  and  consequently  an  increase  in  lift  to  take  place. 

For  example  : — At  40  deg.  Fahrenheit  and  100  per  cent,  purity 
1,000  cubic  ft.  of  hydrogen  weighs  5.5  lb.,  and  1,000  cubic  ft.  of 
air  under  the  same  atmospheric  conditions  weighs  79.6  lb.  Hence 
the  lift  per  1,000  cubic  ft.  is  :  70.6 — 5.5  lb.  =  74.1  lb. 

Now  assume  that  the  temperature  of  the  gas  rises  to^o  deg. 
Fahrenheit.    Its  volume  instead  of  being  1,000  cubic  ft.  will  be  :— 
1,000  x  510  cubic  ft. 
500 

=     1 ,020  eulve  ft. 
But  its  weight  is  still  5.5  lb.,  although  the  weight  of  air  dis- 
placed is  not  the  same;  for  instead  of  1,000  cubic  ft.  being  dis- 
placed, 1,020  cubic  ft.  are  displaced,  which  weigh  : — 
79.6  X  1,020  lb. 
1,000 
=     Si. 2  lb: 

So  the  lift  of  the  original  1,000  cubic  ft.  of  gas  becomes  :  — 
=     81.2—^.5  lb. 
"     -  =  .  .  7S-7  lb. 

This  alteration  in  lift  by  difference  in  temperature  of  the  gas  may 
at  first  sight  appear  to  be  of  mere  academic  interest,  but  in  large 
airships  thjs  is  certainlv  not  the  case. 

Take  the  case  of  a  Zeppelin  of  1,250,000  cubic  ft.  maximum 
capacity  containing  only  1,000,000  cubic  ft.  of  hydrogen.  The  ship 
is  flying  in  equilibrium  when  the  sun  comes  out  and  causes  the 
gas  temperature  to  rise  from  40  deg.  Fahrenheit  to  50  deg.  Fahren- 
heit Then  as  has  already  been  seen,  the  lift  of  the  gas  is  in- 
creased 1.6  lb.  for  every  thousand  cubic  ft.  of  gas  in  the  ship  at 
40  cleg.  Fahrenheit ;  but  the  volume  of  the  gas  was  assumed  to  be 
one  million  cubic  feet;  therefore  the  lift  of  the  ship  will  be  in- 
creased : — 

1,000  x  1.6  lb. 
=     1,600  lb. 

•  This  alteration  in  lift  during  flight  in  large  airships  is  of  con- 
siderable importance,  and  it  is  consequently  necessary  that  the  pilot 
should  always  be  acquainted  with  the  relative  temperature  of  the 
gas  and  air,  for  which  purpose  electric  thermometers  are  now  fitted 
inside  one  of  the  gasbags  recording  in  the  car. 


744 


Aeronautical  Engineering 


August  20,  1919 


The  Amount  of  Water  in  the  Air. 

Though  it  may  not  appear  of  importance,  the  humidity  of  the 
atmosphere  has  a  certain  effect  on  the  lift  of  hydrogen.  The 
greater  the  amount  of  water  vapour  in  the  atmosphere  the  less 
the  weight  of  unit  volume  of  air,  consequently  the  less  the  lift  of 
unit  volume  of  hydrogen,  for  the  difference  between  displaced  and 
displacing  weight  is  less. 

This  alteration  in  lift  due  to  humidity  is  not  very  material,  as  it' 
does  not  generally  cause  a  difference  in  lift  of  more  than  0.3  lb. 
per  1,000  cubic  ft.  of  gas.  However,  in  the  case  of  "Lift  Trials" 
some  adjustment  must  be  made  for  humidity  of  the  atmosphere. 
This  adjustment  can  most  easily  be  made  by  observing  the  differ- 
ence in  temperature  between  the  wet  and  dry  thermometer  and 
then  employing  an  empirically  compiled  table  which  gives  the 
necessary  adjustment  per  1,000  ft.  of  gas. 

The  Lift  of  Airshifs. 

So  far  the  lift  of  hydrogen  and  the  phenomena  which  affect  it 
have  only  been  dealt  with.  Now  the  lift  of  airships  will  be  con- 
sidered. Before  dealing  with  this,  two  terms  require  definition  : — 
one,  Available  Lift ;  the  other,  Disposable  Lift. 

Available  Lift. — Available  Lift  is  the  total  lift  of  the  gas  in  the 
airship. 

Disposable  Lift. — Disposable  Lift  is  the  difference  between  the 
available  lift  and  the  fixed  weight  of  the  airship. 

The  Disposable  Lift  is  that  buoyancy  which  is  available  for  car- 
rying fuel,  oil,  crew  and  ballast. 

As  will  be  seen,  both  the  available  lift  and  the  disposable  lift 
will  vary  with  temperature,  barometer,  humidity  and  puritv.  Con- 
sequently a  custom  has  originated  in  classifying  airships  on  their 
available  lift,  assuming  the  ship  to  be  10c  per  cent,  full,  with  hy- 
drogen 95  per  cent,  pure,  the  barometer  being  29.5  in.,  the  thermo- 
meter 55  deg.  Fahrenheit,  and  the  air  dry. 

From  the  formula  for  lift  already  given,  it  can  be  calculated  that . 
the  lift  of  gas  under  these  conditions  is  67.2  lb.  per  1,000  cubic  ft. 
Thus  the  tonnage  of  existing  classes  of  English  airships  are  : — 
S.S.Z.  70X67.2 

2,240       Tons    =    2.1  Tons. 
CP.  185X67.2   Tons    =  5.55  Tons. 

2.240 

N.S.  360  X  67.2    Tons    =10.80  Tons. 

2,240 

In  building  airships  their  disposable  lift  under  the  conditions  of 
purity,  humidity,  barometer  and  temperature  already  mentioned  is 
generally  specified,  but  when  the  disposable  lift  is  taken  practic- 
ally, it  is  improbable  that  all,  if  any,  of  the  specified  conditions 
exist;  consequently  the  practically  obtained  figure  must  be  con- 
verted bv  simple  mathematics  to  what  it  would  have  been  had 
the  conditions  of  the  specification  prevailed. 

To  convert  disposable  lift  from  one  set  of  conditions  to  another 
the  following  must  be  known  : — 

(1)  Disposable  Lift  on  the  occasion  of  the  trial. 

(2)  Temperature  on  the  occasion  of  the  trial. 

(3)  Purity  of  Gas  on  the  occasion  of  the  trial. 

(4)  Barometer  on  the  occasion  of  the  trial. 

(5)  Humidity  of  the  air  on  the  occasion  of  the  trial. 

(6)  Volume  of  the  gas,  or  fixed  weight  of  ship  on  the  occasion 
of  the  trial. 

To  take  an  example,  let  it  be  assumed  that  by  practical  trial 
9  tons  was  found  to  be  the  disposable  lift  of  a  million  cubic  ft.  air- 
ship, 100  per  cent,  full  of  hydrogen  98  per  cr:nt.  pure,  when  the 
barometer  was  30  in.  the  temperature  40  deg.  Fa  hrenheit,  and  the 
humidity  of  the  atmosphere  negligible.  It  is  requited  to  know 
what  would  be  the  disposable  lift  under  the  generally  specified  con- 
ditions, namely  100  per  cent,  full  of  hydrogen,  95  per  cent,  pure, 
when  the  barometer  is  29.5  in.,  the  temperaLjre  5£  deg.  Fahren- 
heit, and  the  humidity  negligible. 

The  first  thing  to  be  done  is  to  determine  the  total  lift  on  the 
occasion  of  the  practical  trial. 

Bv  means  of  the  Lift  Formula  already  given,  determine  the  lift 
per  1,000  cubic  ft.  of  gas  on  the  occasion  of  the  trial.  This  will  be 
found  to  be  : — 72.6  lb.  per  1,000  cubic  ft.  Now  the  volume  of  the 
ship  is  (known  to  be  one  million  cubic  ft. 

Therefore  72.6 X  1.000  tons  is  the  available  lift, 
2,240 
=  32.4  Tons 

Now  the  disposable  lift  of  the  ship  was,  by  trial,  9  tons. 
Therefore  32.4 — q.o  tons  is  the  weight  of  the  ship  =  23.40  tons. 
Now  by  means  of  formula  determine  the  lift  per  1,000  cubic  ft. 
of  hydrogen  under  the  conditions  of  the  specification.    This  will 
be  found  to  be  : — 67.2  lb. 

Therefore  under  the  conditions  of  the  specification 
67.2  X  1.000  tons  is  the  available  lift, 
2,240 
=  30.0  Tons 

But  the  fixed  weight  of  the  ship  was  found  to  be  23.4  tons. 
Therefore  30.0 — 23.4  tons  is  the  disposable  lift  under  specified 
conditions  =  6.6  tons. 


In  the  example  which  was  taken  the  volume  of  the  ship  was 
known  but  not  its  fixed  weight.  Now  let  it  be  assumed  that  the 
weight  was  known  but  not  the  volume.  Under  these  circum- 
stances, if  in  other  respects  the  same  problem  was  to  be  solved,  the 
procedure  would  be  : — 

Determine  the  lift  per  1,000  cubic  ft.  on  the  occasion  and  cir- 
cumstances of  the  trial-    This  would  be  72.6  lb.  per  1,000  cu.  ft. 

Now  the  weight  of  the  ship  was  known  to  be  23.4  tons. 

Therefore  23.4  plus  9  tons  is  the  available  lifiof  the  ship  =  32-4 
tons. 

Therefore  32.4  x  2240  thousand  cubic  ft.  is  the  vobime  of  the 
72.6  ship. 
=  1,000  thousand  cubic  ft.  or  1,000,000  cubic  ft. 

Occasion  may  arise  when  it  is  desired  to  know  the  disposable  lift 
of  an  airship  whan  the  conditions  of  the  specifications  do  not  exist 
and  neither  the  volume  nor  the  weight  of  the  ship  is  known. 

Let  it  be  assumed  that  on  the  occasion  of  the  practical  trial  the 
disposable  lift  was  found  to  be  nine  tons  when  the  ship  was  100 
per  cent,  full  of  gas  of  96  per  cent,  purity,  and  the  barometer  was 
29.8  in.  and  the  temperature  30  deg.  Fahrenheit. 

Determine  the  lift  of  1,000  cubic  ft.  of  hydrogen  under  these 
circumstances  by  formula.    It  will  be  found  to  be  72.2. 

When  this  has  been  done,  it  is  necessary  to  wait  until  some  of 
the  conditions  have  altered.  Assume  on,  a  later  occasion  that  the 
ship  is  100  per  cent,  full  with  hydrogen  95  per  cent,  pure,  when 
the  barometer  is  28.5  in.  and  the  temperature  60  deg.  Fahrenheit. 
Take  the  disposable  lift,  which  for  purposes  of  argument  will  be 
assumed  to  be  five  tons. 

Then  work  out  the  lift  per  1,000  cubic  ft.  of  hydrogen  under  the 
conditions  prevailing. 

This  will  be  found  to  be  64.4  lb.  per  1,000  cub«c  ft 

Between,  the  first  and  the  second  trial  the  disposable  lift  has 
altered  from  nine  tons  to  five  tons,  and  the  lift  per  1,000  cubic  ft. 
from  72.2  to  64.4  lb. 

Now,  the  difference  per  1,000  cubic  ft.  in  lift  on  the  two  occa- 
sions is  :  72.2  —  64.4  1b. 
=  7.8  lb. 

The  difference  in  disposable  lift,  q  —  5  tons 

=  4  tons  =  8,960  lb. 
Therefore,  since  the  fixed  weight  of  the  ship  has  remained  con- 
stant, 8.960  is  the  volume  of  the  ship  in  thousands  of  cubic  ft : — 

7-8  '     -     '  ,  .  •      -  .;      .        ;       V  V  '  ; 

=    1,148.7  thousand  cubic  ft.  or  1,148,700  cubic  ft. 
The  volume  being  new  determined,  from    the  methods  already 
described  it  is  possible  to  calculate  the  disposable  lift  under  any 
conditions  whatever. 

To  summarise,  the  following  are  necessary  for  the  conversion  of 
disposable  lift : — 

Under  conditions  of  lift  trial  : — 

Available  lift  100  %  full  —  disposable  lift  found 
=  fixed  weight. 
Under  conditions  to  which  disposable  lift  is  to  be  converted  : — 
Available  lift  100  %  full  —  fixed  weight  =  disposable  lift. 


THE   "MAORI    4"  SUNBEAM=COATALEN 
AIRCRAFT  ENGINE. 

As  is  fairly  well  known,  the  Sunbeam-Coatalen  engines,  in  ad- 
dition to  the  work  which  they  have  done  in  aeroplanes,  have  also 
been  largely  used  in  British  airships. 

R34  and  her  sister  ships  are  equipped  throughout  with  the 
"Maori  4"  Sunbeams— which  is  thus  the  first  aero-engine  to 
have  made  the  return  trip  from  Europe  to  America  and  back._ 

This  type  of  engine  is  illustrated  on  page  728,  and  the  following 
specification  gives  all  its  main  features. 
12  cylinders. 

100  m/m  bore  by  135  m/m  stroke. 

60  degrees  Vee. 

4  overhead  valves  per  cylinder. 

2  overhead  camshafts  per  block  of  cylinders,  driven  by  a  train  of 
gears. 

Volume  of  cylinders  :  12,270  ccs. 

Direct  drive  to  propeller  shaft.  A  flywheel  is  also  fitted  to  these 
engines. 

Articulating  connecting-rod  system. 

Normal  revolutions  2,100  per  minute. 

275  B.H.P.  at  normal  revolutions  of  engine. 

Approximate  weight  per  h.p.  :  3.3  lbs. 

4  Claudel  Hobson  carburetters  B.Z.S.  38. 

Pressure  feed  to  carburetters. 

Ignition  is  by  two  12-cylinder  magnetos. 

A  hand  starter  and  electric  starter  are  fitted. 

The  exhaust  pipes  are  provided  with  a  special  arrangement  for 
water  cooling. 

The  water  pumps  are  of  specially  large  dimensions,  and  a  governor 
is  fitted  to  the  engine  to  prevent  over-running.  When  the 
engine  speed  reaches  2,500,  the  governor  automatically  comes 
into  operation,  and  similarly  when  the  oil  pressure  falls  below 
20  lbs.  per  square  inch. 


August  20,  1919 


The  Aeroplane 


749 


McGRUER  HOLLOW  SPARS 


PATENTS 

U.K.  4704/15. 
U.S.A.  19/5/1918 


FOR 

STRENGTH,  LIGHTNESS  &  DURABILITY. 

YACHT     SPARS,     FLAGSTAFFS,  OARS, 
SCULLS,  TELESCOPIC  MASTS  &  POLES, 
AERIAL  YARDS,  ETC 

AEROPLANE  STRUTS  and  SPARS 

AS  SUPPLIED 

TO  5  OF  THE  IT   ATLANTIC    ENTRANTS  INCLUDIN  G 

VICKERS  -  VIMY  -  ROLLS 

AND 

HANDLEY  PAGE  "V  1,500." 


COMMERCIAL  RD., 
LAMBETH,  S.E.1., 
LONDON. 


Telephone  :  Hop  718. 

Telegrams  :  "  Ollosparsh,  Watloo,  London." 


AND 


FOR  ALL  PURPOSES, 


W.  WESSON  &  CO.,  LTD., 

Iron  &  Steel  Manufacturers, 

MOXLEY,  nr.  WEDNESBURY. 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING   WITH  ADVERTISERS. 


750 


The  Aeroplane 


August  20,  191 9 


III.-FRENCH  AIRSHIPS. 


A  French  CM.  Class  Airship.    The  arrangement  of  the  tail  is  characteristically  French. 


MILITARY    AIRSHIP  FACTORY 


Construction  on  a  large  scale  both  of  non-rigid  airships  and 
kite  balloons  has  been  undertaken  by  the  Chalais-Meudon  estab- 
lishment, in  addition  to  experimental  work  and  tests. 

During  the  first  three  years  of  the  war,  airships  were  built 
"for  the  French  Army  alone.  Notable  among  these  vessels  are 
the  "  Lorraine  "  and  "  Tunisie  "  (1916),  of  about  10  tons  dis- 
placement, and  the  "  Capitaine  Caussin  "  (1917),  of  nine  tons. 
In  their  general  features,  these  airships  are  akin  to  Zodiac  prac- 
tice of  the  same  period. 

The  Zodiac  system  of  rigging  has  been  adopted,  comprising 
an  external  girdle  along  both  sides  of  the  envelope  and  tangential 
cables  to  the  car. 

In  each  case  the  car  is  short,  and  constructed  of  steel  tubing. 
Twin  propellers  are  mounted  upon  brackets  on  opposite  sides, 
driven  by  engines  enclosed  in  the  car,  through  shafts  and  bevel 
reduction  gears. 

Pressure  in  the  envelope  is  maintained  by  a  power  blower  in 
the  car,  from  which  air  passes  up  to  the  ballonets  through  a 
vertical  pipe. 

Characteristics. 
."  Lorraine"  &  "  Tunisie  "    "  Capitaine  Caussin  " 
(1916).  (i9r7)- 
Capacity    370,000  cubic  ft   312,000  cubic  ft. 


(Chalais  Meudon  '. 

and  bevel 


reduction    gearing  a 


Length   305  ft. 

Width    50  ft. 

Engines  and  h.p.  ..  2  220  h.p.  Clement  ... 

Bayard 

Gross  lift    10.6  tons   

Disposable  lift      ...    4.4  tons   

Maximum  speed  ...    43  m.p.h.   

Crew    S   

THE  "  T  "  CLASS. 

Following  upon  the  "  Capitaine  Caussin 
smaller  type  of  airship,  known  as  the  T. 

Six  vessels  at  least  were  produced  of 
this  pattern  and  taken  over  by  the  Navy 
for  anti-submarine  patrol  duties. 

The  envelope  form  of  the  T  class  is  dis- 
tinguishable <by  its  extremely  high  fineness 
ratio — in  the  order  of  8  :  1.  In  conjunction 
with  the  manner  of  rigging  the  car,  a 
short  one,  close  under  the  envelope,  this 
long  envelope  must  certainly  involve  the 
use  of  an  inordinately  high  internal  gas 
pressure  to  keep  it  in  alignment.  Conse- 
quently, the  envelope  fabric  must  be  heavy, 
and  this  is  probably  the  chief  repson  for 
the  fact  that  the  ratio  of  disposable  lift  of 
this  type  is  low. 

The  car  is  streamlined,  constructed  _  of 
duralumin,  and  provides  good  protection 
for  the  crew.  The  two  power  units  in- 
stalled are  Salmson  Canton  Unne  engines 
of  160  h.p.  As  they  are  of  radial  type,  it 
has  been  possible  to  economise  space  and 
weight  by  embodying  the  engines  in  the 
framework  on  opposite  sides  of^  the  car, 
each  engine  facing 


267  ft. 
46  ft. 

2  240  h.p.  Canton 

Un  ne 
9.2  tons 
4.9  tonr  - 
50  m.p.h. 


1917  appeared  a 


through    shaft  transmission 
two-bladed  propeller. 

Characteristics. 

Capacity   194,000  cubic  ft. 

Length  230  ft. 

Overall  width  46  ft. 

Engines  and  h.p  2  160  h.p.  Canton-Unne' 

Gross  lift   5.4  tons 

Disposable  lift   1.7  tons 

Maximum  speed   50  m.p.h. 

Crew   5 

THE  CM.  CLASS. 

A  non-rigid  airship  of  medium  size  on  the  same  general  lines 
as  the  T  class,  but  with  a  shorter  envelope  of  more  conventional 
shape.  The  C.M.  class  was  specifically  designed  for  submarine 
1  uinting,  and  towards  the  end  of  the  war  appears  to  have  become 
the  standard  French  airship  for  sea  patrols. 

The  car  is  constructed  of  duralumin,  and  is  carefully  faired 
throughout.  In  this  respect  the  method  of  mounting  the  twin 
Ointon-Unne'  engines  flush  with  the  sides  of  the  car  is  note- 
worthy. 

The  propellers,  carried  on  outrigger  brackets  on  each  side,  are 
driven  through  bevel  gearing  by  shafts  directly  coupled  to  the 
engines. 

"  A  Q.F.  gun  of  light  calibre  is  mounted  forward. 

Biplane  horizontal  fins  are  attached  to  the  tail  of  the  envelope, 
and  a  large  triangular  fin  below  forms  the  foundation  for  the 

'"box"  type  elevator  and  rudder  control  surfaces. 

Characteristics. 

Capacity   176,500  cubic  ft. 

Engines  and  h.p  2 — 160  h.p.  Canton-Unn^. 

Gross  lift  v2  tons. 


ltboard  and  driving 


A  French  airship  of  the  "T"  class  notable  for  the  fineness  of    its  lines. 


August  20,  1919 


The  Aeroplane 


751 


First  across  the  Atlantic 

The  NC4 

was  fitted  with 


Carburetters 

convincing  proof  of 

reliability 

Send  for  Booklet  &  efficiency 

ZENITH  CARBURETTER  COMPANY,  LIMITED 
40-42,  Newman  Street,  Oxford  Street,  London,  W.l. 


Telephone  Regent  :  4812-4813 


The  WHEELER  | 
Pocket  Height  and  Weather  Indicator  = 


The 

ruardian  .Angel  4 

Farachirte 


For  Aerial  Passengers. 

HTHIS  instrument  is  designed  for  use  of  aviators.  It  indicates  the 
exact  height  at  which  the  Aeroplane  is  flying  and  is  of  great 
interest  and  value  to  all  who  fly.  Furtheimore  it  has  the 
additional  advantage  of  indicating  the  weaiher  for  general  use — it 
is,  in  fact,  a  pocket  barometer,  lie  instrument  is  made  in  watch 
form,  gilt  or  oxydized  case,  and  supplied  in  solid  leather  outer  ca;t 
In  a  secure  and  convenient  form  for  the  coat  pocket. 

Two  sizes  :  Aircraft  and  motor  accessory  Can  be  supplied 
Diameter  ij"  firms  are  invited  to  apply  with  luminous 
Diameter  for  terms.  dials  if  de-ire,  . 


T.  WHEELER 


\ 

(Established  1878), 
Manufacturer  of  Aneroid  Barometers  &  Scientific  Instruments, 
217,  GOSWELL  ROAD,  E.C.i. 
Contractor  to  H.M.  Government.  Air  Eoard  and  Meteorological 
Office,  etc. 


£.  R.  Calthrop  $  Aerial  Patents,  Ltd. 

Eidon  St.  House,  Eldon  Street,  London,  E.C. 2 


Teliphom  IS  lints)— 
i.osdok  WALL  8266  &  3267 


Ttltgraphic  A  ddtess— 
"  Savemalivo,  Ave,  London 


KINDLY    MENTION    "  THE    AEROPLANE  "     tVHEN    CORRESPONDING    WITH  ADVERTISERS. 


752 


The  Aeroplane 


August  20,  191 


Disposable  lift   i.S  tons  (est.). 

Maximum  speed   52  m.p.h. 

Crew   - 

THE  ASTRA  CLASS. 

Astra  SocieTe'  de  Constructions  Aero- 
nautique,  13,  Rue  Couchot  and  121,  Rue 
de  Bellevue,  Billancourt,  Paris. 

British  representative  :  "Airships,  Ltd," 
47,  Victoria  Street,  London,  S.W. 

This  firm  was  founded  by  M.  Surcouf 
for  the  production  of  ordinary  balloons. 
Constructed  early  Lebaudys,  later  Astras, 
and  finally  the  Astra-Torres  type,  noted 
principally  for  the  unique  trefoil  section 
of  the  envelope. 

Large  vessels  built  by  the  firm  have  been 
used  during  the  war  by  the  French  Gov- 
ernment. Vessels  with  one  and  two  cars 
have  been  constructed,  of  which  details  are 
available  concerning  the  sister  ships  "Al- 
sace" and  "Pilatre  de  Rozieres,"  built  in 
1915 

In    general    appearance    these  airships 
are  similar  to  the  British  N.S.  Class. 

Characteristics. 

Capacity   405,000  cubic  ft. 

Length  295  ft. 

Diameter    54  ft. 

Engines  and  h.p  2  220  h.p.  Chenu. 

Gross  lift   .....;..i4.2  tons. 

Disposable  lift   6.5  tons. 

Maximum   spee  d   40  m.p.h. 

Cruising  speed   80  m.p.h. 

Crew1""    !  -.  .  .6. 

Later  Types. 

Two  later  types  of  Astra  non-rigid  airships  of  smaller  volume 
were  constructed  in  1917  for  anti-submarine  operations.  The 
first  vessel  of  this  new  series  was  -reported  to  have  a  capacity 
of  approximately  210,000  cubic  ft.  and  two  170  h.p.  Renault 
engines. 

The  second  type  was  somewhat  larger,  with  a  capacity  of 
234,000  cubic  ft.,  giving  a  total  lift  of  6.7  .ens  and  a  disposable 
lift  of  2.4  tons.  With  two  200  h.p.  'MispTO-Suiza  engines, 
this  type  of  airship  attained  a  full  speed  of  50  m.p.h.  and  an 
endurance  of  10  hours. 

CLEMENTBAYARD  CLASS. 

Usines  Clement-Bayard,  quai  Michelet,  Levallois-Perret  (Seine). 

(Seine). 

TTie  principal  products  of  this  firm,  before  the  outbreak  of 
war,  were  large  non-rigid  airships,  with  streamlined  shaped 
envelopes  from  which  was  suspended  a  girder  nacelle  of  great 
length  intended  to  distribute  the  load. 

ZODIAC  CLASS. 

Socie^  Francaise  des  Ballons  Dirigeables  et  d 'Aviation  Zodiac, 
10,  Route  du  Havre,  Puteaux,  Seine. 

The  Zodiac  Company  maintained  a  fair  output  of  successful 
airships  during  the  war  period. 

Two  non-rigid  airships,  built  to  the  order  of  the  French  Army 
during  1915-16,  are  notable  as  being  the  largest  non-rigids  con- 
structed in  recent  years.    They  are  the  "D'Arlandes"  and  "Cham- 


The  "  Eclaireur  Zodiac  "'  type  of  French  Airship. 


The  Car  of  a  French  CM.  Type  Airship.    The  mounting  of  the  Salmson  engines 

should  be  noted. 


pagne,"  each  of  530,000  cubic  ft.  volume.  When  the  French 
Military  Airship  Service  was  disembodied,  these  vessels  passed 
to  the  Naval  authorities. 

A  distinguishing  feature  of  Zodiac  design  is  the  method  of 
attaching  the  car  suspension  cables  to  the  envelope  by  means  of 
long  reinforced  fabric  girdles  attached  to  the  envelope  on 
both  sides.  Considerable  success  has  been  achieved  in  rigging 
the  car  close  up  to  a  long,  finely  streamlined  gasbag,  despite 
the  natural  difficulties  of  this  system.  Gas  pressure  is  doubtless 
high. 

The  stabilising  surfaces  of  the  Zodiac  closely  resemble  those  of 
the  productions  of  the  Chalais-Meudon  establishment,  illustrated 
in  the  photographs  of  the  CM.  type  airships.  In  brief,  the 
arrangement  consists  of  a  large  vertical  fin  below  the  tail,  carry- 
ing box  elevators  and  rudders,  with  one  or  more  small  supple- 
mentary horizontal  fins  attached  to  the  sides  of  the  envelope 
immediately  above. 

All  Zodiac  airships  are  equipped  with  a  power-driven  blower 
in  the  car  to  maintain  pressure  in  the  internal  ballonets.  An 
a'ir  duct,  of  large  diameter,  through  which  the  air  passes  from 
the  car  to  the  envelope,  is  a  recognisable  feature  of  the  make. 

"  D'ARLANDES  "  AND   "  CHAMPAGNE." 

Characteristics. 

Capacity   530,000  cubic  ft. 

Length   335  ft. 

Diameter   49  ft. 

Engines  and  h.p  2  220  h.p.  Zodiac 

Gross  lift  15.3  tons 

Disposable  lift  7  tons 

Maximum  speed   43  m.p.h. 

Cruising  speed  — 32  m.p.h. 

Crew   6 

Later  Types. 

"  VEDETTE  ZODIAC  "  ;191C) 

Capacity   77,600  cubic  ft. 

Gross  lift   2.23  tons 

Engines  and  h.p'   2  70  h.p.  Anzani 

Maximum  speed  (about)    50  m.p.h. 

"  VEDETTE  ZODIAC  "  (1917). 

Capacity   97,000  cubic  ft. 

Engines  and  h.p  2  60  h.p.  Renault 

Gross  lift   2.8  tons 

Maximum  speed  (about)   50  m.p.h. 

"  ECLAIREUR  ZODIAC  "  (59,17). 

Capacity   219,000  cubic  ft. 

Engines  and  h.p. 

2  220  h.p'.  Hispano-Suiza 

Gross  lift   6.3  tons 

Maximum  speed  (about)   50  m.p.h. 

"  CROISEUR   ZODIAC"  (1917  18). 

Capacity   430,000  cubic  ft. 

Length   31  ft- 

Diameter  50  ft. 

Engines  and  h.p  2  225  h.p.  Zodiac 

Gross  lift  13.3  tons 

Maximum  speed   47  m.p.h. 


August  20,  1919 


The  Aeroplane 


753 


Si 
m 


Pel 


m 


A  Steel  that  hardens  True 

Edgar  Allen's  standardized  oil-hardening  steel  is  the  enemy 
of  distortion.  It  practically  eliminates  expansion  or  con7 
traction  due  to  hardening,  and  is  uniform  in  gra  n  and  com- 
position. These  properties  make  it  specially  suitable  for 
tools  of  extreme  accuracy. 

K.9 

Oil-hardening  Steel 

can  therefore  be  used  with  confidence  for  Dies,  i  tay  Taps, 
Mill  ng  Cutters,  Plugs,  Gauges,  and  Master  Tools.  A  small 
p'ece  for  trial  pur,  oses  will  be  sen*,  free,  on  receipt  of  a 
request  stating  the  n  ime  of  the  firm. 

Write  for  K.g  Folder 

which  reproduces  an  untouched  photograph  of  a  fracture, 
showing  the  fine  grain  and  uniformity  of  this  steel.  In- 
structions for  hardening  are  also  given. 

Edgar  Allen  &  Co.  Limited 


We  worked  at  our  trade 
all    through    the  war. 


PISTON  RINGS 

Unlike  many  firms  our  Works  were  not  turned 
outside -in  to  make  something  foreign  to  our 
ordinary  business. 

We  made  Piston  Rings  for  Aircraft  and  Land 
and  Water  Transport  all  through  the  war  period. 

To-day  we  know  more  about  Piston  Rings  than 
before;  our  staff  is  larger  and  more  efficient; 
our  facilities  for  manufacturing  are  six  times 
larger  than  in  1914. 

There  is  no  "getting  back  "  to  pre-war 
trade  with  us.  Your  orders  for  Piston 
Rings,  Shackle  Bolts,  Gudgeon  Pins, 
and  Greasers  can  be  executed  practi- 
cally off  the  shelf  and  on  the  exact 
date  you  specify.    Will  that  suit  you  ? 

Write  now  for  our  new  Price  List  G. 

THE 

BRITISH  PISTON  RING  CO.,  LTD. 

HOLBROOK  LANE,  COVENTRY. 


Telegrams  : 
"Pistorings,  C  wentry," 


Telephone : 
Coventry  1214-1215. 


ROOFS 


and 


ROOF-COVERINGS 


for 


HANGARS 


D.  ANDERSON  &  SON,  Ltd. 
Dept.  R.  Lagan  Felt  Works, 
BELFAST. 

Roach  Road  Works,  Old  Ford,  London,  E. 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


754 


The  Aeroplane 


August  20,  1919 


IV.— GERMAN  AIRSHIPS, 


One  of  the  German  Zeppelins  of  the  "Height  climbing"  class.    The  peculiar  painting  should  be  noted.   This  ship  is  black  below 
to  reduce  the  effect  of  searchlights  from  below  and  white  above  to  reduce  the  heating  effect  of  sunshine. 


Note. — A  total  of  about  120  airships  are  believed  to  hare  been 
constructed  by  the  Zeppelin  Company  for  the  German  Army  and 
Navy,  and  about  20  by  the  Shutte-Lanz  Company  for  the  Navy. 
The  German  Military  Airship  Service  was  disbanded  probably 
during  the  summer  of  1917,  and  the  few  Zeppelins  that  it  then 
possessed  passed  to-  the  control  of  the  German  Admiralty. 

The  year  1918  was  disastrous  to  the  Naval  Airship  Service, 
for  in  addition  to  war  losses,  including  the  practical  extinction 
of  Tondern  Station  by  British  aeroplanes  and  the  destruction  on 
her  first  war  flight  of  the  L70,  their  latest  and  best  vessel,  in- 
volving the  death  of  Captain  Strasser,  the  Leader  of  Airships 
(Fuhrer  der  Luftshiffe),  six  Zeppelins  of  a  new  type  were  de- 
stroyed by  an  explosion  at  Ahlhorn.  Thus  it  happened  that  at 
the  time  of  the  Armistice  only  nine  airships — all  Zeppelins — were 
in  commission  and  on  the  active  list. 

In  the  stress  of  the  last  few  months  of  Germany's  war  effort, 
the  production  of  new  vessels  appears  to  -  have  been  reduced, 
but  that  the  Germans  had  by  no  means  lost  faith  in  rigid  air- 
shirs  is  shown  by  the  fact  that  designs  had  been  prepared  for 
Zeppelins  of  much  larger  size  and  greater  capabilities  than  any 
others  yet  constructed. 

The  capacity  of  these  vessels  would  probably  have  been  some- 
where in  the  region  of  5,000,000  cubic  feet,  and  the  "  ceiling  " 
of  the  projected  vessels  would  undoubtedly  have  been  very  much 
higher  than  the  22,000  feet  already  attained.  It  is  therefore 
possible  that  raiding  might  have  again  become  a  practical  pro- 
position, though  this  work  was  never  regarded  as  the  primary 
function  of  the  German  Airship  Service — sea  reconnaissance  was 
the  most  important  of  its  duties. 

ZEPPELIN  CLASS. 

The  Zeppelin  airship  in  commission  at  the  close  of  hostilities 
belonged  chiefly  to  what  is  known  as  the  long-range  class,  with 
the  possible  exception  of  one  or  two  training  airships,  and  the 
L71,  which  was  the  second  vessel  recently  constructed  of  a  new 
and  improved  class.  Included  with  the  training  ships  may  have 
been  the  famous  L14,  on  which  many  notable  Zeppelin  pilots 
learned  their  art,  a  vessel  built  in  1915  that  established  a  tradi- 
tion of  its  own  for  charmed  longevity,  and  was  still  heard  of 
well  towards  the  end  of  the  war. 


From  the  appended  table  of  dimensions  and  performance  may 
be  gathered  the  progress  of  Zeppelin  development  from  Li  to 
L70  of  the  naval  classes,  and  the  following  notes  furnish  addi- 
tional particulars  of  the  airship  latterly  employed. 

ZEPPELIN   L40  (HEIGHT-CLIMBLNGj  CLASS. 

Airships  of  this  class  were  constructed  In  191 7.  The  capacity 
(2,000,000  cu.  ft.),  overall  dimensions,  and  general  arrangement 
were  almost  identical  with  those  of  the  previous  L30  Class,  and, 
as  these  features  also  recur,  without  material  variation,  in  the 
British  R33  Class,  a  detailed  enumeration  is  unnecessary. 

With  the  object  of  saving  weight,  however,  many  improve- 
ments were  introduced  in  the  construction  of  the  hull,  and  it 
may  be  said  that  the  process  of  lightening  was  carried  to  such 
a  point  that  these  airships  were  capable  of  the  highest  perform- 
ance with  safety  only  at  great  altitudes  where  the  aerostatic  and 
aerodynamic  forces  experienced  are  less — e.g.,  at  roughly  16,000 
feet  the  principal  stresses  on  a  rigid  airship  are  nominally 
halved.  s 

The  truss  system  of  stiffening  the  main  circumferential  girder 
frames  was  modified  and  lightened  and  minor .  economies  in 
weight  were  effected  wherever  possible.  The  gondolas  were 
made  considerably  smaller  and  more  attention  paid  to  reducing 
their  air  resistance  by  streamlining.  This  development  applied 
principally  to  the  forward  gondola,  but 1  it  was  also  evidenced 
in  the  wing  gondolas,  as  is  shown  in  the  accompanying  photo- 
graphs of  the  wreck  of  the  L49. 

The  engines  installed  were  five  240  h.p.  Maybachs  distributed 
as  in  the  case  of  R33 — one  in  the  aft  section  of  the  forward 
gondola,  one  in  each  of  the  twin  "  wing  "  gondolas,  and  two. 
in  the  sternward  gondola.  A  full  speed  of  62  miles  per  hour 
was  attained  by  these  airships,  which  were  capable  of  a  static 
climb  to  21,000  feet.  In  the  raids  on  Britain  a  load  of  bombs 
was  carried  amounting  usually  to  about  2J  tons. 

ZEPPELIN  L57  (LONG-RANGE)  CLASS. 

These  airships,  commissioned  late  in  1917  and . early  in  1918, 
probably  comprised  L57  to  L65,  and  were  50  ft.  longer  than  the 
above-mentioned  L40  class,  but  not  otherwise  dissimilar  in 
general  appearance. 


An  outline  drawing  of  the  German  L70  class  of  rigid  airship. 


August  20,  1919 


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756 


The  Aeroplane 


August  20,  19 19 


The  gas  capacity  was  increased  to  2,200,000  cubic  ft.  and  the 
extra  lift  so  secured,  supplemented  by  a  further  addition  in  dis- 
posable lift  effected  by  certain  improvements  in  design,  resulted 
in  a  better  all-round  performance. 

Four  streamlined  gondolas,  similar  to  those  of  the  "  height- 
climbing  '  class,  were  fitted,  but  in  place  of  the  240  h.p.  May- 
bach  engine  the  newly-developed  300  h.p'.  engine  of  the  same 
make  was  adopted,  five  engines  being  installed  as  before.  Thus 
the  power  was  increased  to  a  total  of  1,500  h.p.  and  the  speed 
to  65  miles  per  hour. 

Many  long  flights  were  accomplished  by  Zeppelins  of  this 
class,  including  an  attempt  to  fly  from  Jamboli  (Transylvania) 
to  East  Africa  with  12  tons  of  medical  stores.  The  airship  was 
ordered  back  by  wireless  and  landed  at  her  base  after  covering 
about  3,000  miles. 

ZEPPELIN  L70  CLASS. 

Two  vessels  of  a  new  type,  L70  and  L71,  were  commissioned 
in  1918,  L70  meeting  destruction  by  British  Naval  forces  in 
August  of  that  year.  They  were  the  largest,  most  powerful, 
and  most  efficient  airships  ever  built.  Possibly  L71  may  fly 
again  under  another  flag. 

In  size  these  airships  retained  the  same  dimensions  as  their 
predecessors  of  the  "  long-range  "  class,  the  length  being  693  ft., 


diameter  79  ft.,  and  capacity  2,200,000  cubic  ft.  The  gross  lift 
was  66.64  tons,  and  the  disposable  (useful)  lift  38.84  tons,  which, 
although  this  type  of  craft  was  very  heavily  engined,  amounted 
to  more  than  58  per  cent,  of  the  total  lifting  capacity. 

The  design,  whilst  displaying  no  fundamental  departure  in 
principle  from  precedent,  represents  the  highest  standard  of 
development  yet  achieved.  It  was  the  product  of  12  years  of 
effort  on  the  part  of  the  Zeppelin  designers. 

A  point  of  recognition  was  the  number  of  the  gondolas,  of 
which  there  were  six,  an  addition  of  two  "  wing  "  gondolas, 
making  four  in  all,  having  been  occasioned  by  the  greater  num- 
ber of  engines  installed,  as  compared  with  former  classes. 

The  gondolas  thus  comprised  one  double  gondola  forward 
containing,  in  separate  sections  as  is  usual,  the  controls,  W/T 
and  an  engine,  an  after  gondola  containing  the  auxiliarv 
control  position  and  two  engines,  and  four  "  wing  '  gondolas, 
each  with  one  engine,  arranged  in  two  pairs  spaced  at  equal 
intervals  intermediately. 

The  engines,  seven  in  number,  were  the  Maybach  300  h.p. 
type,  giving  a  total  of  2,100  h.p.,  with  which  a  full  speed  of 
77.6  miles  per  hour  was  obtainable. 

Flying  at  an  economic  speed  of  45  miles  per  hour,  the  L70 
class  of  airship  was  capable  of  cruising  for  nearly  eight  days, 
covering  8,000  miles  in  still  air. 


THE  DEVELOPMENT  OF  NAVAL  ZEPPELIN  AIRSHIPS,  1912-1918. 

In  the  following  table  an  attempt  has  been  made  to  demonstrate  the  progressive  growth  in  size  and  performance  of  the 
Naval  types  of  Zeppelin  airships. 

A  considerable  number  of  Military  airships  and  a  few  passenger  models  were  produced  in  the  early  days  of  development, 
with  a  consequent  diversity  of  characteristics. 

As,  however,  the  Naval  models  during  this  period  were  generally  similar  in  dimensions  to  their  contemporaries,  it  is 
convenient  to  confine  the  figures  to  the  Naval  types,  as  representative  of  the  whole. 

Information  concerning  certain  of  the  Naval  series  is  scanty,  and  various  recorders  of  Zeppelin  data  give  divergent 
figures  in  some  instances.  There  is  no  means  at  the  present  of  securing  absolute  accuracy,  and  therefore  certain  of  the  values 
in  the  table  below  may  be  incorrect.  Generally,  they  can  be  accepted  as  being  not  far  from  the  mark,  erring,  if  at  all,  on  the 
side  of  underestimation. 


1912 
Li. 

I9'3 
L2. 

1914-15 
L3— L8. 

1915 
L11 — L19. 

1916 
L20—  L24. 

1916 
L30— L39 

1917 
L40—  L56 

1918 
L57— L65. 

1918 
L70/ 

Capacity,  cu.  ft  

882,500 

918,000 

1,059,500 

1,130,000 

1,235,500 

2  000,000 

2  000,000 

+2,200.000 

1 2,200  000 

Length,  ft  

495 

525 

525 

501 

561 

_-643 

643     X I 

693  !r': 

'    693  -A 

Diameter,  ft.   

f  2.1 

54 

60.7 

Co  7 

66 

78.75 

78  75 

79 

79 

Gross  Hit,  tons 

-    25- 9 

28 

32 

34-3 

40.2 

59-5 

59-5 

.66.4 

..;  66.4.  1 

Disposal  lift,  tons   

87 

8.9 

15-7 

27 

3°5 

38.8 

Cars  

2 

3 

2* 

2* 

2* 

4* 

'  4* 

4* 

6* 

Engines,  No.  and  h.p  

3  -  180  h.p. 
Maybacn 

(540) 

4 — 180  h.p 
Maybach 

(720) 

3—180  h  p. 
1—240  h  p. 
Maybach 
(780) 

4 — 220  h.p. 
Maybach 
(880) 

5—220  h.p. 
Maybach 
(1,100) 

6—220  h  p. 
Maybach 

(1,320) 

5—240  h  p. 
Maybach 
(1,200) 

5—300  h.p. 
Maybach 
(1,500) 

7 — 300  h  p. 
Maybach 

(2,100) 

Airscrews  

For'd  2-2  Bl. 
Aft.  2.4  Bl, 

4-4  Bl. 
*'  Wing  " 

4-2  Bl. 
'•  Wing  " 

2-2  Bl 
Pu  her 
2-2  Bl. 
"Wi  g". 

2—2  Bl. 
Pusher 
2—2  Bi. 
"  Wing  " 

4-2  Bl. 

Pusher 
2—2  Bl. 
"  Wing  ' 

4—2  Bl. 
Pushei 

4-2  Bl. 
Pusher 

6—2  Bl. 
Pusher 

Crew  

16 

17 

18 

18 

18 

22 

22 

t'22 

30 

Speed  (full),  m.p  h.   

47 

49 

50 

55 

59 

60 

62 

+63 

77.6  - 

Height  (Maximum  static  rise).. 

6,000 

9.000 

10,000 

11,500 

14,000 

2I,0C0 

22,000 

20,900 

Endurance  (full  speed),  hours 

; 

13 

14 

25 

30 

46.3 

165 

55 

Endurance   (cruising  speed), 
hours   

3o(h.nd-rance 
test) 

20 

26 

60 

+67 

110 

92-5 

+150 

'  '  t77\  ■'  X 

*  Forward  car  divided  into  two  separate  sections. 


f  Estimated. 


V.— ITALIAN 

Note. — The  majority  of  the  Italian  airships;  arc  officially  de- 
signed and  built,  or  procured,  by  the  "  Stabiiimento  Construzioni 
Aeronautica  "  at  Rome,  which  is  the  aircrait  f.'ctory  of  the 
Italian  Government,  and  provides  airships  and  kite  balloons 
to  both  the  Naval  and  Military  authorities.  The  official  designs 
emanate  from  the  Institute  Centrale  dell'  Aeronautica  adjoining 
thp  works.  1 

It  is  necessary  to  explain  that  the  semi-rigid  in  Italy  has  been 
developed  on  two  distinct  principles.  Firstly,  there  is  the  official 
design,  having  as  its  characteristic  a  keel  composed  of  a  number 
of  separate  rectangular  sections,  constructed  of  steel  tubing,  which 
are  ball-jointed  together  so  that  the  whole  is  free  to  bend  in  a 
vettical  plane,  whilst  constituting  a  beam  for  the  purpose  of  dis- 
tributing the  suspended  weights  of  the  car  evenly  along  the  enve- 
lope. , 

The  correct  shape  of  the  envelope  in  this  design  is  partially 
dependent  upon  internal  gas  pressure,  but  the  head  of  pressure 


AIRSHIP^. 

necessary  is  very  considerably  less  than  in  a  non-rigid  airship. 
Consequently,  a  lighter  fabric  can  be  used,  and,  in  the  aggregate, 
sufficient  weight  may  be  saved  to  compensate  for  the  weight 
of  the  keel  system. 

The  second  principle  is  represented  by  the  Forlanini  and  in 
lesser  degree  by  the  Usuelli-  In  these  airships  the  keel  is  a 
rigid  beam  which  distributes  the  suspended  weights  in  a  similar 
manner.  The  Forlanini  design  has  merit  in  tins  respect,  but  it 
lacks  the  advantages  derived  from  the  flexibility  of  the  official 
type. 

STABILIMENTO  CONSTRUZIONI  AERONAUTICA. 

Four  primary  classes  of  airships  (excluding  the  D.E.  -class) 
were  projected — viz.,  the  Piccolo  (P)— small  Medium,  (M)— 
medium,  the  obsolescent  Veloce  (V) — fast,  and  the  Grande  (G) 
— large.  The  latter,  a  proposed  rigid  airship,  was  abandoned 
during  the  war,  and  a  large  semi-rigid,  known  as  the  A  class, 
w  as  introduced  in  its  stead. 


August  20,  igig 


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758 


The  Aeroplane 


August  20,  1919 


An  Italian  Ship  of  the  "  M  "  Class, 


P  and  PVELOCE  CLASSES. 

These  are  old  and-  .obsolescent  airships,  now  mostly  used  for 
instruction.  In  general  appearance  they  are  similar  to  the  D.E., 
M  and  V  types,  and  represent  the  intermediate  size  between 
the  two  first-mentioned  models. 

The  P  is  the  earliest  of  the  official  Italian  designs.  Two 
75  h.p.  Fiat  engines  are  installed,  which  are  usually  carried  on 
outrigged  bearers  like  those  of  the  S.S.  Twin.  With  these 
engines   a' speed  of  40  m.p.h.  is  obtained. 

The  P-Veloce  is  the  same  type  of  airship  fitted  with  two 
225  h.p.  Fiat  engines.  As  it  attains  a  maximum  speed  of  56 
m.p.h.,  it  is  the  fastest  of  all  Italian  airships,  except,  perhaps, 
the  latest  Forlanini  vessels.    Its  range  of  action  is  limited. 

Characteristics. 
(Common  to  P  and  P-Veloce). 

Capacity  176,500  cubic  ft. 

Length   203  ft.  6  in. 

Width   39  ft. 

Height   70  ft.  6  in. 

Gross  lift   5.4  tons 

Crew   3 

M  CLASS. 

During  the  war  the  M  type  has  undergone  considerable  modi- 
fication, and  the  following  notes  must  be  taken  to  refer  to  the 
improved  type  now  being  built  with  two,  three,  and  perhaps  four 
engines.    Two  engines  apparently  constitute  the  standard. 

The  envelope  is  divided  by  diaphragms  into  six  gas  chambers, 
each  fitted  with  two  valves.  A  ballonet  extends  internally  from 
the  bow  to  near  the  tail,  and  is  joined  to  the  lower  part  of  the 
envelope  on  either  side  of  the  keel.  At  the  forward  end  the 
ballonet  encloses  a  valve  in  the  extreme  nose,  the  entrance 
of  air  being  regulated  by  shutters  on  the 
principle  of  a  Venetian  blind. 

Perforated  diaphragms  are  inserted  in 
the  ballonet.  Whilst  permitting  a'.r  to 
pass,  these  serve  to  check  the  tendency  ot 
the  air  to  surge  towards  the  lower  end 
when  the  airship  is  inclined. 

The  keel  (sectional  hinged  type)  is  at- 
tached at  the  bows  to  a  radial  nose-stiffen- 
ing framework,  and  at  the  stern  forms 
the  foundation  for  the  attachment  of  a 
large  vertlical  stabilising  fin  and  the  con- 
trol planes.  A  narrow  fin  is  attached  to 
the  top  of  the  envelope. 

The  weight  of  the  car  is  communiated 
from  the  keel  to  the  envelope  by  means  of 
parabolic  wires  sewn  into  the  envelope  be- 
tween each  keel-joint.  Also,  circumferen- 
tial bands  pass  round  the  envelope  at  each 
of  these  places,  and  internal  wires  connect 
the  keel  to  two  longitudinal  canvas  girdles 
along  the  top  of  the  envelope — producing 
a  small  lobe  in  the  centre. 

A  gun  platform   is  provided  above  the 
bows. 

The  car  is  short  and  'Bulky.  Two  en- 
gines are  carried  in  bearers  on  the  sides 
of  the  car,  each  driving  a  propeller  at  the 
rear  through  long  shafting.  These  pro- 
pellers are  of  variable  and  reversible  pitch. 
In  certain  of  the  illustrations  of  an  M- 
type  car,  a  third  engine  is  shown  mounted 
on  a  gantrv  above  the  others. 


CHARACTERISTICS.' 

Capacity   ',  441,000  cubic  ft. 

Length  265  ft. 

Width  .-59  ft. 

Height   89  ft. 

Engines  and  h.p   2  280  h.p.  Itala 

Gross  lift   13.8  tons 

Crew   I  „  5 

V  CLASS. 

Following-  the  advent  of  the  M  class,  a  limited  number  of 
larger  semi-rigids  were  built  to  a  new  design,  known  as  theW. 
It  appears  that  the  development  of  this  type  has  lapsed,  and 
some  of  its  proved  good  points  have  been  incorporated  in  a 
revised  model  of  the  M. 

The  V  is  distinguishable  from,  other   Italian  ^airships  of  the 
official  series  by  the  absence  of  a  long,  single  vertical  fin  below 
the  keel.    In  lieu  thereof  it  has  two  small  triangular  fins  and 
larger  vertical  control  planes.      A  long  top  fin  is  also  fitted.  - 
Characteristics. 

Capacity   553,000  cubic  ft. 

Length  :  .287  ft. 

Width   62  ft.  4  in. 

Engines  and  h.p  4  130  h.p.  Itala 

Gross  lift  ^  17  tons 

Maximum  speed   ;  51  m.p.h. 

D.E.  CLASS. 

The  Dirigible  Exploratore  type  of  semi-rigid  airship  was 
produced  chiefly  for  submarine  hunting,  and  corresponds  in 
■ize  and  functions  with  the  British  S.S.  Zero  type.  It  is  interest- 
ing as  demonstrating  that  the  semi-rigid  prnciple  can  be  success- 


The  Tail  Surfaces  of  an  Italian  Airship  of  the  M  Class. 


August  20,  1919 


The  Aeroplane 


759 


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760 


The  Aeroplane 


August  20,  1919 


An  Italian  Airship  of  the  "  Dirigible  Explonitore  "  Class, 


fully  applied   to  an  airship  of  so  small   a  c.ptcity  as   100,000  Although  limited  in  number  and  use,  the  semi-rigid  airships 

cubic  ft.  built  by  the  Societa   Leonardo  da  Vinci,   near  Milan,   to  the 

The  envelope  is  divided  by  fabric  diaphragms  into  four  gas  designs  of  Enerico  Forlanini,  have  developed  very  considerably 

compartments,    to  reduce   the  loss  of  gas  in    case   of   localised  in   size  and  capabilities  during  the  war.     The  latest  projected 

damage.     One  long  air^ballonet  extends  along  the  inside  of  the  model,  when  completed,  will  be  the  largest  airship,  other  than 

envelope,  above  the  keel.     A  shutter  valve  in  the  nose  of  the  of  the"  rigid  type,  in  existence. 

airship  (where  pressure    is    relatively  high)  admits  air  to  the  Generally,  the  following  characteristics  are  typical  of  all  air- 

ballonet.  ships  of  Forlanini  design  : — 

At  the  after  end  of  the  keel  is  attached  a  long  stabilising  fin,  A  rigid  triangular  steel  girder  constructed  of  light  steel  tubingy 

which  forms  the  perpendicular  of  a  number  of  triangular  frames.  lattice  fashion,   extends  internally  from  end  to  end,  along  the 

The  control  planes  are  of  "  box  "  type,  fitted  at  extremity  of  bottom  of  the  envelope. 

this  fin.  The   gas  is   contained   in    a   compartmented   gasbag  (usually 
In  each  of  the  above  features,  the  D.E.   is  representative  of  with  12  gas  chambers)  from  which  the  lift  is  transferred  directly 
the  officially  designed  types.  to  the  top  of  the  keel  girder  evenly  along  its  length.    The  whole 
The  car  is  short  and,  although  roomy,  appears  to  afford  little  is   surrounded  by  an  outer  cover  of  silk,  and  the   ring  space- 
comfort  for  the  crew.    A  Fiat  engine  of   100  h.p.   is  mounted  between  the  inner  and  outer  envelopes  constitutes  the  air  ballonet 
on  a  gantry  above  the  car,  and  drives  directly  a  propeller  of  of  the  airship.    Air  enters  through  a  valve  in  the  nose, 
conventional  pattern.  The  car  is.  attached  rigidly  to  the  keel,  and  encloses  the  con- 
Chatacteristics  trpl,  cabin  and  two  or  more  engines.    Two  variable  pitch  pro- 
Capacity   ,  .'  92,000  cubic  ft.  Pliers  are  mounted  on  brackets  on  the  sides  of  the  car  and 

Length   159   ft.  driven  through  shafting  and  bevel  gears. 

Width.   34  ft.  6  in.  A  peculiar  feature  is  the  installation  of  a  small  air  compressor 

Height  55  ft.  9  in.  actuated  by  shafting  from  the  engines.     From  a  receiver,  air  is 

Engines  and  h.p.   ..."  1  100  h.p.  Fiat  available  at  different  pressures  for  operating  the  gas  valves,  for 

Gross  lift   2.8  tons  the  petrol  system  and  for  inflating  the  bumping  bags  under  the 

Maximum  speed   42.5   m.p.h.  car. 

Crew   4  I"  the  case  of  the  F3,  it  is  stated  that  biplane  elevators  are  fitted 

on  the  sides  of  the  car  to  increase  the  dynamic  lift  of  the  airship. 

FORLAInINI  CLASS.  The  "  box  "  control  planes  of  this  vessel  comprise  ten  rudders 

Manufacturers  :  La  Societa  Leonardo  da  Vinci.     Offices  :  Via  and  eight  elevating  planes  attached   to  a  large  fin   below  the 

Baccacio  21,  Milan.  tail  end  of  the  keel. 

Characteristics  of  Forlanini  Airships. 

An  indication  of  the  development  of  the  Forlanini  vessels  fr  om   the  beginning  is   furnished   by   the  following  table  :— 


Fi. 
Leonardo 
da  Vinci. 

F2. 
Citta  di 
Milano. 

F3. 

F4. 

F5-~" 

F6 

*F8. 

Capacity,  cu.  ft. 

ii5.250 

416,500 

487,000 

487,000 

628,000 

628,000 

990,000 

Length,  ft. 

132 

238 

297  ' 

297" 

295 

295 

361  '(■{ 

Width,  ft  

46 

59-4 

59-4 

59  4 

65.6 

65  6 

75  5  '- 

Engines  and  h.p. 

\ 

40  h.p. 
Antoinette 

2—85  h.p. 
Isotta- 
Frachini 
(170) 

4 — 100  h  p. 
Fiat 

(400) 

2  — 160  h.p. 
(320) 

2 — 240  h.p. 
Fiat 
(480) 

4  —  240  h.p. 
Fiat 

(760) 

4—350  h.p. 
(1,400) 

Gross  lift,  tons 

3  32 

12 

14 

M 

19. 1 

19. 1 

Disposable  lift,  tons 

955 

9- 36  ? 

i'5.-<M 

Max.  speed  (sea  level)  m 

p.h,  .. 

31 

40 

46 

43-5 

•■  45-8 

49-7 

Max.  speed  (at  13,000  ft 

m.p  h 

'  -49  7 

;55 

62.2 

~*As  de.signtd. 


August  20,  1919 


fhe  Aeroplane 


AEROPLANE 


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762 


The  Aeroplane 


August  20,  1919 


VI.-UNITED    STATES  AIRSHIPS. 

 c  ■  


A  United  Stales  Naval  Airship  of  the  "B"  class. 


NAVAL    AND  MILITARY 

A  large  number  of  non-rigid  airships  cf  diverse  types  were 
constructed  in  America  during  the  last  year  of  the  war,  mainly 
for  the  purpose  of  submarine  hunting.  The  designs  were  pre- 
pared by  the  Bureau  of  Construction  and  Repair,  Navy  Depart- 
ment, and  contracts  placed  with  the  Goodyear  Tyre  and  Rubber 
Ccmpany,  Akron,  Ohio;  the  B.F.  Goodrich  Company,  Akron, 
Ohio ;  and  Tie  Connecticut  Aircraft  Corporation.  Since  the 
■declaration  of  armistice  it  has  been  announce'!  that  the  American 
Navy  will  continue  to  devote  money  to  the  development  of  lighler- 
than-air  craft,  and  proposals  have  been  published  for  the  con- 
struction of  three  or  four  rigid  airships  and  a  considerable 
number  of  new  non-rigids. 

In  addition,  the  Balloon  and  Airship  Division  of  the  Depart- 
ment of  Military  Aeronautics  contemplates  the  building  up  of  a 
■fleet  of  small,  single-engine  airships  of  the  non-r.gid  type,  which 
it  is  intended  to  use  for  fire  control  work,  and  also  in  connec- 
tion with  coast  fortifications  and  military  liaison  duties. 

An  initial  order  for  six  airships  of  about  75,000  cubic  ft.  has 
been  let,  one  half  in  the  U.S.A.  and  the  others  in  Europe. 

COMM  BRCIAL. 

Various  schemes  are  on  foot  to  start  the  construction  of 
commercial  airships,  but  nothing  definite  has  as  yet  been 
accomplished. 

The  Goodyear  Tyre  and  Rubber  Company  have  completed  the 
designs  for  a  750,000  cubic  ft.  airship  of  the  semi-rigid  type, 
reminiscent  of  Forlanini  practice,  which  is  to  be  400  ft.  long, 
•65  ft.  in  diameter,  and  is  to  be  driven  by  two  450  h.p.  engines. 
Accommodation  is  provided  for  twenty-four  passengers,  and  the 
endurance  at  60  m.p.h.  is  estimated  at  2,000  miles.  This  ship 
has  been  designed  for  trans-continental  transport. 

The  Connecticut  Aircraft  Corporation  have  tentative  plans  for 
the  construction  of  .1  300,000  1  v.h'.c  ft.  airship  of  the  non-rigid 
type,  with  belly-band  rigging.  This  airship  is  to  accommodate 
twenty  passengers,  and  be  fitted  with  two  engines  totalling 
40c  h.p.  A  maximum  speed  of  about  60  m.p.h.  is  expected. 
The  engines  will  be  located  in  separate  cars,  rigged  forward  and 
-aft,  while  the  passenger  car  will  be  located  amidships. 

The  B.F.  Sturtevant  Company,  which  has  had  some  experience 
with  light  structures  by  building  vanadium  sfi.ei  aeroplanes  to 
•Grover  C.  Loening's  designs,  is  investigating  the  possibility  of 
building  rigid  airships  and  operating  them  for  passenger  trans- 
port between  New  York  and  Chicago. 

B  CLASS  (NAVAL). 

Submarine  Scout  Airships. 

Bi — B33  (1917-1918).  Built  by  Goodyear  (24),  Goodrich  (7),. 
and  Connecticut  Aircraft  Company  (2). 

A  small  type  of  non-rigid  airship,  proportional  in  size  to  the 
British  S.S.  class.    Capacity,  75,000  to  84,000  cubic  ft. 

The  envelope  design  is  conventional.  Tangential  rigging  is 
employed  for  the  car  suspension,  the  attachment  of  the  cables 
to  the  envelope  being  effected  either  by  a  rigging  girder  or  by 
•finger  patches. 

Air  is  supplied  to  the  ballonets  by  a  power  blower  in  the  car 
■or,  alternatively,  by  a  blower  pipe  interposed  in"  the  propeller 
slipstream. 

The  arrangement  of  the  stabilising  fins  varies.  A  horizontal 
fin  is  attached  on  either  side  of  tail,  and  in  some  ships  two 
■vertical  fins  are  placed  on  the  under  side;  on  others,  one  vertical 


fin  is  placed  above  and  one  below.  All  control  planes  are 
balanoed. 

The  car  follows  the  lines  of  a  tractor  aeroplane  fuselage,  with 
accommodation  Tor  a  crew  of  two.  Floats  are  provided  on  the 
landing  carriage  to  permit  of  a  descent  upon  water. 

Characteristics. 
GOODRICH  TYPE  A.  CONNECTICUT  TYPE  B. 

(Rigging  by  belly  band.) 

Volume   80,000  cubic  ft   75,ooo  cubic  ft. 

Length  167  ft   156  ft. 

Width   33  ft   35  ft. 

Height   50  ft   45  ft. 

Total  h.p  100 

Engine   Curtiss  OXX-2   Hall-Scott  A-7a 

Airscrew   1  tractor 

Full  speed   50  m.p.h    44"47  m.p.h. 

Hull  spted  endurance   10  hours 

Rate  of  climb   700  ft.  per  min. 

Static  ceiling   7,000  ft. 

GOODYEAR  TYPE  F  (12).       GOODYEAR  TYPE  FA  (12). 
(Rigging  by  finger  patches). 

Volume   77,000  cubic  ft   84,000  cubic,  ft. 

Length  160  ft   163  ft. 

Width  31.5  ft   31.5  ft. 

Height   45  ft   45  ft. 

Total  h.p  100  :    100  s 

Engine   Curtiss  OXX-2   Curtiss  OXX-3 

Airscrew  ...1  tractor   1  tractor 

Full  speed   45  m.p.h   49  m.p.h. 

Full  speed  endurance    ,10  hours 

Rate  of  climb   700  ft.  per  min. 

Static  ceiling   7,000  ft. 

C   CLASS  (NAVAL). 

Ci — C15  (1919  and  building,  nine  by  Good)  ear  and  six  by 
Goodrich). 

Coastal  patrol  airships  designed  for  escort  duties  and  sub- 
marine hunting. 

These  airships  are  not  remarkable  for  any  particular  features, 
apart  from  demonstrating  the  practicability  of  applying  the  patch 
system  of  suspensory  attachment  to  non-rigid  airships  of  fairly 
large  size.  Finger  patches  are  used  in  the  Goodyear  airships, 
and  horseshoe  patches  in  those  built  by  the  Goodrich  Company. 

The  envelope  has  the  same  silhouette  as  that  used  for  the 
British  non-rigid  airships,  and  is  laid  out  upon  analogous  lines. 

A  large  car  is  fitted  with  two  engines  mounted  upon  outrigger 
bearers  towards  the  forward  end,  and  tw'n  propellers.  Ample 
accommodation  for  the  comfort  of  the  crew  is  provided. 

The  _air  supply  system  for  maintaining  pressure  in  the  bal- 
lonets consists  of  two  blower  pipes  in  the  wake  of  the  propellers. 
The  bore  of  these  p:pes  appears  to  be  small,  in  view  of  the  size 
of  the  airship,  probably  indicating  a  slow  rate  of  descent. 

A  point  of  recognition  is  the  large  single  vertical  fin  under 
the  hull. 

Characteristics. 

Volume   ■  170,000  cubic  ft. 

Length    •  190  ft. 

Width  ..43  ft.'- 

Height  54  ft. 

Total  h.p.   :.'  300 


August  20,  1919 


The  Aeroplane 


763 


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The  Aeroplane 


August  20,  191 


A  "C"  type  Airship  belonging  to  the  U.S.  Navy. 


Engines   Two  150  hp  Hispano-Suiza. 

Airscrews   2. 

Full  speed  (alleged)  60  m.p.h. 

Full  speed  endurance   10  hours. 

Rate  of  climb   1,000  ft.  per  min. 

Static  ceiling   .8,000  ft. 

Complement   4. 

D  CLASS  (NAVAL). 

Di — D8.  Building  or  to  be  buiit,  five  by  the  Goodyear  Tyre 
and  Rubber  Company,  Akron,  Ohio,  and'  three  by  the  B.F. 
Goodrich  Company,  Akron,  Ohio. 

Medium-sized  airships  of  the  non-rig'.d 
type,  intended  for  coastal  patrol  duties. 

As  in  the  case  of  the  C  class,  the  sus- 
pensory rigging  is  attached  to  the  en- 
velope by  stuck-on  patches. 

CHARACTERISTICS. 

Volume   180,000  cu.  ft. 

Length   198  ft. 

Width     43  ft. 

Height   .'  54  ft. 

Total  h.p  ...250 

Engines   Two  125  h.p.  b-cyl.  Union 

Airscrews   2 

Full  speed  (alleged)    60  m.p.h. 

Full  speed  endurance   12  hours 

Rate  of  climb   1,000  ft.  per  min. 

Static  ceiling   8,000  ft. 

Complement     4 

Description. — Non-rigid  type,  trimmed 
by  ballonets ;  external  rigging,  to  finger 
patch  (Goodyear)  and  horseshoe  patch 
(Goodrich).  Designs  of  the  Bureau  of 
Construction  and  Repair,  Navy  Depart- 
ment. 

E  CLASS  (NAVAL). 

A  refinement  of  the  Submarine  Scout 
class  of  small  non-rigid  airship.  Actual 
figures  as  to  the  size  of  this  type  are  not 
available,  but  it  is  presumed  to  be  about 
100,000  cu.  ft. 

The  design  of  the  envelope  and  the  sys- 
tem of  car  suspension  is  based  upon 
standard  practice. 

A  point  of  interest  is  the  large  area  of 
the  balanced  rudder  and  elevators,  the 
shape  of  which  is  also  distinctive.  A  top 
fin  is  fitted. 

An  air  blower  pipe  in  the  slipstream  of 
the  propeller  conveys  air  to  the  ballonets, 
and ,  for  use  in  emergency  a  power-driven 
blower  is  installed  in  the  car. 

The  car  has  clean  lines  and  is  arranged 
much  in  the  same  way  as  a  "pusher" 
aeroplane  nacelle  An  undercarriage, 
equipped  with  floats,  is  fitted  at  the  after 
end,  and  under  the  nose  of  the  car  there 
are  two  small  bumping  bags 

The  engine  is  a  150  h.p.  Thomas. 


OTHER  COUNTRIES. 

Beyond  the  nations  hereinbefore  mentioned  none  have  carried 
out  any  airship  work  of  note. 

Japan  is  known  to  have  possessed  at  one  time  a  curious  experi- 
mental airship  of  native  design,  and  it  is  distinctly  likely  that  dur- 
ing the  late  war  she  may  have  acquired  small  airships  of  Allied 
make  and  have  reproduced  them. 

Otherwise,  so  far  as  can  be  discovered,  the  rest  of  the  world  has 
been  absolutely  inert  in  the  matter  of  airships. 


An  Airship  of  the  U.S.  Navy's  E  class. 


August  20,  1919 


The  Aeroplane 


765 


R.34 


FITTED  WITH 

SUNBEAM-COATALEN  ENGINES 


HAS 


"MIRALITE" 

ALUMINIUM 

PISTONS 


Telegrams:  '  M  RALITYS,  ESHEEN." 
Telephone:  RICHMOND  1675. 


Foundry  : 

MORTLAKE,  S.W.  14. 


All 


e 


PISTON  RINGS 


Allen  narrow-surf  ace  com- 
tact   rings  give  greatest 
power  and  least  friction 
with  gas-tightness. 

"Stressed"  with  mathe- 
matical precision  by  patent 
method  cf  machine  stress- 
ing in  one  operation, 

ALLEN  &  SIMMONDS,  Ltd., 

Piston    &■    Piston    Valve  Engineers 

READING. 


'  KINDLY    MENTION    "  THE    AEROPLANE  "     WHEN    CORRESPONDING    WITH  ADVERTISERS. 


;6G 


The  Aeroplane 


August  20,  1919 


1^      C/F/^  & AERIAL  transport 

NOTES   OF   THE  WEEK. 


GREAT  BRITAIN. 

The  Official  Visit  to  Holland. 

Sir  Frederick  Sykes,  K.C.B.,  C.M.G.,  Controller-General  of 
Civil  Aviation,  left  Felixstowe  for  Amsterdam  on  Aug.  12th  by 
flying-boat.  The  boat  arrived  at  Amsterdam  alter  a  flight  of 
one  hour  55  minutes. 

Sir  Frederick  officially  visited  the  Amsterdam  Aircraft  Exhibi- 
tion, and  was  received  by  General  Snyders  and  the  British 
Charge^  d'Affaires,  Mr.  Robertson. 

The  following  officers  were  among  those  who  accompanied  Sir 
Frederick  in  four  other  flying-boats : — Colonel  Vv  aterhouse, 
Major  Bernard,  Major  Leslie,  Major  Clayton,  Captain  Burling, 
Captain  Nowail,  Captain  Feux.  Captain  Mackworth,  Lieut. 
Walsh,  Lieut.  Snelgrove,  and  Lieut.  Tapper. 

Although  the  boats  had  not  flown  the  Atlantic  the  crews  were 
entertained  at  an  official  lunch,  and  later  at  an  official  banquet. 
Despite  this  fact  they  were  able  to  fly  home  two  days  later. 

Sir  Frederick  and  his  party  left  Amsterdam  at  rioon  on  Aug. 
14th,  and  arrived  at  Felixstowe  at  3.30  p.m. 

The  London-Paris  Air  Service.  . 

If  the  Civil  Aviation  Department  gives  "permission  in  time,  the 
Aircraft  Transport  and  Travel,  Limited,  will  start  a  daily  aerial 
service  to  Paris  on  Aug.  25th,  weather  permitting 

The  machines  used  will  be  of  two  types,  the  D.H.4a  and  the 
D.H.16,  both  with  limousine  fuselages.  The  former  will  carry 
two  and  the  latter  four  passengers.  Accommodation  will  be  pro- 
vided for  one  handbag  per  passenger.  The  machines  will  leave 
at  12  noon  in  each  direction,  weather  permitting,  and  the  a\erage 
time  of  flight  is  estimated  at  2J  hours. 

Parcels  will  be  carried  at  7s.  6d.  per  lb.,  but  if  arrangements 
are  made  to  carry  them  regularly  a  substantial  reduction  to  3s.  qd. 
per  lb.  is  made.  ' 

They  will  be  accepted  at  the  American  Express  Company,  6, 
Haymarket,  S.W.i,  till  10.30  a.m.  daily,  and  at  the  Hounslow 
aerodrome  till  11.30  a.m.  daily. 

Passengers  and  parcels  will  be  taken  in  a  motor  from  the  com- 
pany's office  to  Hounslow,  and  they  will  be  similarly  conveyed 
from  the  Le  Bourget  aerodrome  to  the  Place  de  1 'Opera,  Paris, 
and  vice-versa.  At  first  only  one  machine  per  day  will  make  the 
journey  each  way,  and  therefore  tickets  must  be  secured  in  ad- 
vance at  the  American  Express  Company  or  at  any  of  the  aerial 
booking  agencies.  The  price  for  the  single  fare  is  twent)  guineas. 

Although  the  service  is  an  experimental  one,  it  will  be  con- 
tinued for  at  least  six  months,  and  at  all  events  much  valuable 
experience  will  be  gained.  Both  types  of  machines  to  be  used 
have  a  cruising  speed  of  100  m.p.h.  The  Aircraft  Transport  and 
Travel,  Limited,  are  out  to  prove  that  a  small  machine  with  a 
high  speed  is  of  very  much  more  use  in  commercial  flying  than  a 
large  machine  with  larger  capacity  but  a  comparatively  slow 
speed. 

According  to  the  "Times"  of  August  19th,  Farman  machines 
are  to  be  used  on  a  weekly  service  entirely  for  passengers.  Carry- 
ing twelve  passengers,  they  will  fly  from  London  on  Thursdays 
and  return  from  Paris  on  Fridays.  If  the  demand  requires  it, 
further  flights  will  be  made. 

The  first  ticket  for  the  first  trip  has  been  sold  by  the  Lepaerial 
Travel  Bureau  to  Mr.  Pinoli,  the  restaurateur. 

For  Closer  Alliance. 

Waring  and  Gillow,  Ltd.,  who  control  the  Alliance  Aerodrome 
Company,  contemplate  opening  up  aerial  communication  between 
their  various  houses  upon  the  Continent  and  elsewhere.  The 
London-Madrid  flight  was  the  initial  trip. 

A  New  Agency. 

The  London  agency  of  the  United  Aircraft  Engineering 'Cor- 
poration Has  been  established  at  123,  Pall  Mall,  S.W.t.  The 
president  of  the  Corporation,  Mr.  F.  G.  Diffin,  paid,  a  short  visit 
to  this  country  for  the  purpose  of  establishing  the  agency,  and 
has  now  returned  to  the  United  States  of  America. 

The  London  agency  recently  purchased  from  the  Disposal  Board 
98  D.H.6  machines  witb^90-h.p.  Curtiss  engines,  and  these  are 
being  offered  for  sale.  A  representative  of  The  Aeroplane  was 
informed  that  negotiations  are  now  being  made,  but  that  so  far 
no  important  sales  have  been  completed.  The  price  asked  for  the 
machines  is  in  the  neighbourhood  of  ^300  each.  Some  of  them 
may  be  exported. 

It  has  been  reported  in    the  Press   that   a    number  of  these 


machines -have  been  sold  to  a  concern  called  "The  Yellow  Taxi 
Co.,"  of  Chicago.  The  report  is  unconfirmed,  but  it  ought  to 
be  true. 

The  United  Aircraft  Engineering  Corporation,  \vhich  has  its 
headquarters  at  52,  Vanderbilt  A\enue,  New  York,  has  been  in 
existence  for  the  last  two  or  three  years,  and  has  done  much  work 
in  the  construction  of  aerodromes,  planning  of  aerial  routes,  and 
so  on.  At  the  end  of  this  year  the  Corporation  will  begin  the  manu- 
facture of  aeroplanes  and  engines,  which  so  far  fias  not  been 
undertaken. 

A  False  Report. 
It  was  announced  in  the  "Morning  Post"  iast  week  that  the 
Handley  Page  Company  will  start  a  regular  passenger  service  be- 
tween London  and  Amsteidam.  Inquiries  made  by  The  Aero- 
plane show  that  this  announcement  is  incorrect.  Probably  it  is 
due  to  a  misunderstanding:  as  the  Handlev  Fage  Company  had 
under  consideration  the  scheme  of  running  a  daily  service  betweerr 
London  and  Amsterdam  for  visitors  to  the  Amsterdam  Aero  Show. 
The  scheme  was  dropped,  however,  when  it  was  discovered  that 
the  aerodrome  at  Amsterdam  was  unsuitable  for  the  purpose. 

An  Aerial  Tour. 

A  large  Handley-Pape  machine  left  Cricklewood  on  August  17th 
with  seven  passengers.  The  pilot  is  Major  Tryggve  Gran, -a  pre- 
war  aviator  and  Antarctic  explorer.  The  passengers  are  his  wife, 
Capt.  Steward,  Capt.  Meisterlin,  a  representative  of  the  Royal 
Aero  Club,  and  two  mechanics 

At  a  height  of  10,000  to  13,000  ft.  they  crossed  the  Channel 
snd  landed  at  the  Soesterberg  Aerodrome,  near  Amsterdam,  for 
lunch.  They  left  there  at  4.30  p.m.  and  landed  on  the  Danish 
island  of  Langoland  at  10  o'clock,  where  they  spent  the  night. 

At  8.30  a.m.  on  August  18th  they  proceeded  to  Copenhagen, 
where  they  arrived  at  9.30  a.m.  (75  miles).    They  were  received'  ' 
with  great  enthusiasm  by  an  enormous  crowd. 

After  a  stop  at  Copenhagen  for  a  few  days  they  intend  flying 
to  Christiania  and  Stockholm  and  back  to  England  via  the  North 
Sea. 

Free  Fiighis. 

The  "  Daily  News  "  is  offering"  175  free  flights  on  Saturday^ 
August  23rd,  at  the  following  places  : — Cricklewood,  100 ;  South- 
end and  Hastings,  20  each;  Great  Yarmouth,  15,  Cowes,  Isle  of 
Wight,  and  Paignton,  10  each. 

On  Monday,  August  25th,  they  offer  15  free  flights  at  Derby. 

The  flights  at  the  Isle  of  Wight  were  postponed  on  Saturday, 
August  16th,  until  Tuesday,  August  19th,  on  account  of  the- 
weather. 

B'exhill. 

On  August  1 2th,  Major  Fowler,  of  the  Eastbourne  Aviation- 
Company,  who  was  flying  with  a  passenger  in  a  seaplane,  saw  a- 
girl  bather  in  difficulties  in  the  sea.  He  went  to  her  assistance 
and  brought  her  safely  to  shore. 

Blackpool. 

Flying  has  proceeded  as  usual  at  Blackpool  during  the  past 
week.  The  weather  has  been  ideal  for  the  "  wakes  "  and  large 
crowds  gathered  daily  to  watch  the  machines.  The  Avro  five- 
seaters  are  doing  the  bulk  of  the  work.  The  passengers  seem' 
to  prefer  these  to  the  tandem  seater. 

Brighton. 

One  five-seater  Avro  and  two  three-seaters  made  70  flights  dur- 
ing the  week,  ending  Aug.  17th,  taking  up  172  passengers. 
Harrocate. 

An  Airco  D.H.4a  and  a  D.H.6  are  taking  up  passengers  at 
Harrogate,  where  joy-riding  is  quite  a  popular  pastime. 

Herne  Bay. 

On  the  afternoon  of  Wednesday,  Aug.  13th,  an  Avro  machine, 
flew  from  Margate  to  Herne  Bay,  where  passengers  were  taken 
up.    In  future  a  machine  will  be  available  there  twice  a  week 
on  Wednesdays  and  Thursdays. 

London 

Cricklewood. — Handley  Page,  Limited,  have  now  taken  up 
nearly  3,000  paying  passengers. 

Hendon. — A  D.H.  10a  with  Liberty  engines,  piloted  by  Capt. 
Gathergood,  flew,  to  Amsterdam  on  Aug.  14th. 

It  is  now  announced  by  the  proprietors  of  the  London  Aero- 
drome that  the  Hendon-Brighton-Hendon   Air  Race  arranged  tr>  . 


August  20,  1919 


The  Aeroplane 


take  place  on  August  30th  and  the  Hendon-Manchester-Hendon 
Air  Race  arranged  to  take  place  on  September  20th  have  been 
postponed.    The  new  dates  will  be  announced  later. 

Hounslow. — The  following  cross-country  flights  were  mad? 
in  Avros  during  the  week  ending  Aug.  17th  : — Two  each  to 
Brighton  and  the  Isle  of  Wight,  and  one  each  to  Chatham, 
Hamble  and  Swansea.  The  machines  made  return  journeys  on 
every  trip,  except  on  that  to  Swansea.  A  fivt-seater  Avro  went 
to  the  Eastney  Fair  for  four  days  and  took  1  p  38S  passengers. 

An  Avro  machine  loaded  with  sixty  brace  of  grouse  was  flown 
from  Perthshire  to  Hounslow  on  August  12th  in  eight  hours.  The 
grouse  were  served  at  dinner  the  same  night  at  Prince's  Hotel, 
Piccadilly. 

A  Vickers-Vimy  aeroplane  carrying  twelve  passengers  flew  from 
Amsterdam  to  Hounslow  on  August  15th  in  three  hours. 

Margate, 

A  total  of  232'  passengers  was  taken  up  at  Margate  for  the 
week  ending  Aug.  17th.  Among  the  passergers  was  Dame 
Stancombe  Wells,  who  is  well  known  in  Ramsgate.  As  several 
people  desired  to  be  flown  to  Folkestone,  the  Avro  management 
arranged  the  trip. 

Nottingham. 

The  big  flying  scheme  for  taking  up  between  2,000  and  3,000 
passengers  at  Nottingham  in  the  middle  of  September  is  matur- 
ing. The  proceeds  are  to  go  to  a  local  charity.  It  is  intended 
to  use  "  the  Forest  "  in  the  centre  of  the  city  for  the  flights, 
which  are  being  arranged  jointly  by  Sir  Jesse  Boot  and  the 
Avro  Co. 

Southampton. 

The  Supermarine  flying-boat  daily  service  from  Southampton  to 
Bournemouth,  which  has  been  running  for  some  weeks,  was 
officially  opened  by  the  Mayor  of  Southampton  on  Saturday, 
August  16th.  The  mayor  and  other  prominent  Corporation  mem- 
bers were  given  flights  from  the  Royal  Pier,  Southampton 
Water. 

Swansea. 

During  the  week  ending  Aug.  17th,  three  three-scater  Avros 
nu:de  136  flights  and  took  up  258  passengers.  A  daily  flight  Jwas 
instituted  to  Llanwrtydd  Wells.  The  machine  lands  in  the 
grounds  of  the  Abernant  Hotel  and  takes  up  passengers  during 
the  day. 

Ventnor. 

On  August  12th  the  motor-launch  service  run  by  Messrs.  Spencer 
Bros,  was  held  up,  owing  to  shortage  of  petrol  A  supply  of 
"Shell"  was  conveyed  in  a  Supermarine  flying-boat,  enabling  the 
service  to  be  continued. 

Weston=super=Mark. 

One  Avro  machine  took  up  228  passengers  for. the  week  ending 
Aug.  17th. 

A  good  man}'  "would-be"  passengers  were  disappointed  on 
account  of  the  numbers  wishing  to  fly.  A  ihree-seater  machine 
will  be  available  this  week,  and  will  relieve  the  pressure  some- 
what. 

WlMDF.RMERK. 

The  Avro  seaplanes  have  been  very  Dusy  during  the  week, 
taking  up  passengers  for  two  guineas  a  fiighc  round  the  Lake. 
A  trip  of  15  minutes  is  given,  chat  is  cibout  10  minutes  in  the  air, 
and  four  or  five  minutes  on  the  water,  as  they  do  not  rise  or 
alight  on  the  "Narrows"  in  front  of  the  shed,  owing  to  the 
crowded  state  of  the  water  there. 

The  class  of  passengers  who  come  here  for  flights  consider,  as 
a  rule,  that  they  get  very  good  value  for  their  two  guineas,  but 
one  day  a  cheerful  gentleman  blew  in  and  said  that  10s.  6d.  was 
his  price  for  a  flight.  '  When  Capt.  Pixton  told  him  that  it  could 
not  be  done  for  that,  he  expanded  a  bit  end  sa.d  that  he  would 
"gi'e  another  bob." 

Ireland. 

The  Great  Northern  Aerial  Syndicate,  Limited,  of  Liverpool, 
wrote  to  the  Queeostown  Urban  Council  asking  to  be  put  in. 
communication  with  estate  agents  or  landowners  at  Queenstown 
with  land  for  sale  within  two  miles  of  the  town,  They  require 
50  acres  of  land  suitable  for  the  accommodation  of  airships  of 
310  to  860  feet.  Lloyd's  List  states  that  the  larger  airships  are 
for  trans-Atlantic  service,  and  the  smaller  for  local  service. 

CANADA. 

Two  American  aviators,  with  the  first  permit  ever  granted  by 
the  Canadian  military  authorities,  flew  across  the  international 
boundary  on  July  12th  on  a  visit  to  the  Aerial  -League  of  the 
British  Empire  at  Montreal. 

Apropos  the  way  in  which  aircraft  are  being  used  in  Australia 
and  Canada  for  rounding  up  herds  of  cattle,  V.  Steffanson,  the 
Arctic  explorer,  is  in  the  Canadian  Rockies  completing  his  report 
for  the  Canadian  Government,  and  obtaining  material  for  his 
book.  On  July-  15th  he  was  at  Vancouver  on  his  way  to  Banff. 
The  explorer  expressed  the  opinion  that  the  herds  of  caribou  in 
the  northern  lands  were  destined  to  solve  the  problem  of  a  cheap 
and  plentiful  supply  of  meat  for  Canada. 

The  difficulties  of  rounding"  up  the  caribou  in  the  country  are 
Very  great,  owing  to  its  rough  and  frozen  nature.      The  flocks 


could  be  easily  herded  by  a  flying  machine  of  a  type  suitable  for- 
landing  on  water  and  snow. 

An  expedition  has  set  out  in  a  steamer  for  Battle  Harbour,. 
Labrador,  with  four  Canadian  training  aeroplanes,  to  survey,  ex- 
plore, photograph  and  map  the  approximately  two  million  acres. 
of  forest  in  the  territory  tributary  to  B'ittle  Harbour.  The  boat 
was  expected  to  leave  Port  Hastings,  Cape  Breton,  on  July  15th. 

Capt.  Daniel  Owen,  flying  officer,  R.A.  l\,  is  in  charge  of  the 
expedition,  and  in  addition  to  the  pilots  and  mechanics  there  are 
wireless  operators,  surveyors,  a  naturalist,  a  medical  officer,  a 
surgeon,  and  a  cinematograph  photographer. 

The  base  will  be  established  at  Battle  Harbour,  whence  the 
machines  will  fly  in  pairs  daily  over  the  lcrests.  Photographs  will 
be  taken  with  aerial  cameras  of  the  same  typs  that  were  used 
during  the  war. 

Estimates  of  the  cost  of  the  future  development  of  the  country 
will  be  made  from  the  photographs  and  the  data  obtained  by  .the* 
surveyors. 

The  expedition  is  able  to  keep  in  touch,  with  their  offices  at 
Boston  by  the  wireless  telegraph,  and  dailv  reports  of  their  pro- 
gress will  be  made.  The  project  is  financed  by  a  syndicate  of  Bos- 
ton bankers. 

The  entire  aeroplane  equipment  was  purchased  from  the  United 
Aircraft  Engineering  Corp.  of  New  York,  die  concern  that  re- 
cently purchased  the  entire  flying  equipment  of  the  Royal  Air 
Force  in  Canada.  It  was  also  noted  in  last  week's  issue  of  The 
Akroplane  that  this  corparation  had  bought  700  aircraft  engines 
and  a  large  number  of  aeroplanes  from  the  Aircraft  Disposal 
Dept.,  Ministry  of  Munitions. 

Many  famous  aviators  have  entered  for  the  New  York-Toronto 
air  contest.  Among  the  Canadians  are  Col.  W.  A.  Bishop,  V.C., 
D.S.O.,  and  Col.  Barker,  V.C.  Col.  Barker  will  fly  over 
Tcionto  with  H.R.H.  the  Prince  of  Wales,  who  is  to  be  the 
starter.  [Or  perhaps  he  will  not. — Ep.]  The  race  is  to  be  held  on 
August  25th. 

CENTRAL  AFRICA. 

The  Congo  Mission  of  the  Disciples  of  Christ  have  written  to 
'I  he  Curtiss  Aeroplane  and  Motor  Corporation. 

They  are  thinking  of  replacing  their  motor  launches  with  flying 
boats  for  communication  between  their  various  stations. 

They  also  wrote  that  small  aeroplanes  could  land  in  the  central 
streets  of  the  native  towns,  which  are  straight,  smooth  and  usually 
clear  of  grass  and  other  obstructions,  and  not  less  than  100  feet 
wide. 

[With  American  aeroplanes  they  would  possibly  be  nearer 
Heaven,  if  farther  from  the  Altitude  Record.-- Ed.  J 

FRANCE. 

On  Monday,  Aug.  nth,  the  Farman  "Goliath,"  piloted  by 
Bossoutrot,  flew  from  Paris  to  Casablanca  with  tight  passengers. 

By  covering  2,050  kms.  in  17  hours  25  minutes  without  a 
stop,  the  "Goliath"  claims  to  have  beaten  all  recordi  for  dis- 
tance and  duration  for  commercial  aeroplanes. 

In  flying  over  Spain  it  was  necessary  to  climb  to  4,000  metres 
to  get  over  the  Sierra  Morena  and  the  Sierra  Guadarama  ranges.. 

On  the  14th,  at  11.30  a.m.,  the  machine  left  Casablanca  for 
Mogador,  (300  kms.),  which  was  reached  at  1.20  p.m.  It  is  pro- 
posed to  complete  the  flight  to  Dakkar  by  nig.Vt  to  avoid  the 
disturbed  air  conditions  which  prevail  in  this  part  ot  Africa  dur- 
ing the  daytime. 

The  "  Goliath  "  reported  that  she  had  passed  Port  Etienne  at 
3.30  a.m.  on  Aug.  16th.  She  then  had  only  375  miles  to  cover' 
to  reach  Dakar.  Up  to  Aug.  19th,  no  further  news  had  been  heard 
of  her. 

On  August  13th,  a  Farman  "  Goliath,"'  known  as  "  Goliath 
II."  (piloted  by  M.  D'Or.s),  flew  from  loussons-le-Noble,  near 
Paris,  to  Copenhagen.  Two  passengers,  a  mechanic,  and  some 
diplomatic  papers  were  carried. 

A  landing  was  made  at  Soesterburg,  the  Dutch  military  aero- 
drome, near  Utrecht,  and  the  journey  was  resumed  next  morn- 
ing.   The  actual  flying  time  lor  the  700  miles  was  8-J  hours. 

MM.  Vaillement  and  Deniau  arrived  at  Salonika  on  Aug.  14th, 
having  flown  'from  Marseilles  via  Naples.  They  left  Salonika 
the  following  morning  for  Constantinople,  whence  they  will  fly 
to  Cairo. 

It  is  reported  that  a  passenger  service  between  Le  Havre  and' 
Deauville  is  being  effected  by  a  "  Zodiac  "  airship  of  3,000  metres 
cubic  capacity. 

GERMANY. 

The  Deutsche  Luft  Fahrt  Reederei,  which  started  passenger 
traffic  before  the  war  with  the  Zeppelins  Viktoria  Luise,  Hansa, 
and  Sachsen,  will  start  a  regular  service  between  Berlin  and 
Friedrichshafen.  On  the  Swiss  lake  a  Swiss  steamship  company 
will  run  a  connecting  steamer  service. 

The  voyage  is  to  take  seven  hours,  with  a  stop  at  Munich.  It 
is  understood  that  the  airships  are  of  a  new  model  built  exclu- 
sively for  peace  purposes. 

The  Hannoverische  Waggenfabrik  is  to  start  a  regular 
service  to  the  Harz.  The  service  will  begin  as  soon  as  the  ■ 
•works  at  Gosler  are  ready. 


768 


The  Aeroplane 


August  20,  1919 


The  Rumpler  works  in  Augsburg  inaugurated  the  first 
passenger  flight  in  the  Bavarian  Alps.  A  regular  service  is 
being  planned. 

The  first  aerial  limousine  built  by  the  Deutsche  Flugzeug- 
v/erke  has  made  its  maiden  voyage  over  Leipzig.  The  passen- 
gers are  accommodated  in  an  enclosed  sound-proof  cabin. 

HOLLAND. 

The  Avro  "  Baby  "  which  won  the  Sealed  Handicap  at  the 
Atrial  Derby  in  June  has  left  Hamble  for  Amsterdam,  where 
it  will  be  exhibited  at  the  E.L.T.A.  Aircraft  Exhibition.  The 
pilot  is  Capt.  Hamersley.  Another  three-seater  Avro  has  also 
left,  and  Major  McMinnies  is  also  taking  over  a  fiyt-seater.  This 
will  raise  the  number  of  Avro  machines  at  Amsterdam  to  a  total 
of  seven. 

According  to  the  "  Nieuwc-  Rotterdamsche  Courant  "  of  Aug. 
13th,  the  plans  for  aviation  transport  in  Holland  have  begun  to 
materialise.  The  Vickers  Consortium  have  decided  to  join  the 
originators  of  the  scheme.  The  capital  is  to  be  10  million 
guilders.  The  new  company  intends  to  organise  a  regular  post 
and  passenger  inland  service,  and  to  connect  this  with  England 
by  means  of  a  seaplane  service. 

The  first  projected  routes  are  (i)  Flushing-Rotterdam-Hague- 
Amsterdam-Groningen,  (2)  Flushing-Hertogenbosch-Arnhem  and 
connections  with  Germany,  and  (3)  Amsterdam-Utrecht-Arnhem- 
Maastrichl  and  connections  with  the  South. 

The  Combine  proposes  to  be  ready  to  start  in  1920.  The  plans 
include  the  construction  of  an  aeroplane  factory,  aerodrome,  a 
flying  school,  and  the  necessary  roads  to  connect — by  motor-car — 
with  the  town  or/and  railway  stations. 

The  Dutch  correspondent  of  The  Aeroplane  writes  : — 

A  usually  reliable  source  states  that  the  Dutch  Government 
intends  to  negotiate  for  the  acquisition  of  24  Airco  machines. 

On  July  21st  the  Nederlandsche  Vliegtuigfabrick  was  founded 
in  Amsterdam.  The  company  proposes  to,  build  aeroplanes  and 
make  all  spare  parts,  to  trade  in  such  aeroplanes,  to  establish  or 
encourage  the  establishment  of  flying  schools,  aerodromes,  land- 
ing grounds,  and  the  exploitation  of  aeronautical  exhibitions,  etc. 
The  capital  is  1,500,000  florins.    The  director  is  A.  H.  G.  Fokker. 

The  Nederlandsche  Automobile  en  Vliegtuigenfabrick  is  taking 
a  financial  interest  in  the  new  company,  but  the  works  will  con- 
tinue to  specialise  in  building  motor-cars,  although  the  Govern- 
ment orders  granted  to  the  company,  which  are  at  present  in 
hand,  will  be  fulfilled  at  the  Trompenburg  works. 

It  is  understood  that  Mr.  Fokker  is  at  present  building  an 
entirely  new  type  of  passenger  aeroplane  different  from  those  now 
in  use,  which  are  simply  war  aeroplanes  fitted  with  seats  for 
passengers. 

ITALY. 

In  the  August  6th  issue  of  The  Aeroplane  it  was  noted  that 
a  Caproni  biplane  on  a  flight  from  Milan  to  Venice  had  crashed 
near  Verona  on  August  2nd.  The  Italian  correspondent  of  The 
Aeroplane  writes  : — 

1"  The  only  idea  now  held  is  that  the  machine,  as  the  result 
of  overstrain  or  shock,  disintegrated  in  the  air,  though  the 
firm  point  out  that  the  number  of  passengers  (16)  was  not  ab- 
normal. Ocular  witnesses,  as  is  usual  on  "these  sad  occasions, 
saw  everything  imaginable  happen.-  The  fact  that  parts  of  the 
machine  were  distributed  over  a  radius,  of  a  mile,  and  that  the 
bodies  of  the  victims  were  all  over  the  district,  one  even  in  the 
river  and  another  totally  missing,  points  to  disintegration  at  a 
great  height. 

•»"  Major  Ercole,  the  new  CO.  of  the  Verona  camp,  found  half 
the  propeller  intact  on  its  shaft,  which  he  considers  practically 
disposes  of  the  supposition  that  an  airscrew  came  adrift  and 
cut  up  the  tail  of  a  fuselage,  one  of  the  first  asserted  causes  of 
the  accident.  The  firm  are  stated  to  be  holding  to  the_  idea 
that  an  explosion  occurred,  though  nothing  was  found  singed 
or  burnt."  * 

Mario  Stoppani's  flight  from  Madrid  to  Rome  via  the  Gulf 
of  Lyons,  Marseilles,  Genoa,  Pisa  and  Grosselo,  some  1,200  miles 
non-stop  in  11  hours  on  August  6th  was  a  distinctly  good  per- 
formance.   The  machine  was  a  SVA  with  200  h.p.  Spa  engine. 

Messrs.  Nieuport-Macchi's  M.i  has  a  two-storied  or  floored 
car.  It  took  up  27  M.Ps.  for  a  cooling  tiip  round  Rome  the 
other  day.  Another  member  flew  in  a  Sva.  The  never-contented 
are  complaining  that  an  opportunity  was  lost  because  nothing 
happened. 

The  Sicilian  Auto  Club  has  announced  a  seaplane  competition 
to  be  held  on  September  14th.  Tine  route  will  be  Palermo,  Milazzo, 
Catania,  Syracuse,  Cape  Passero,  Marsala,  Trapani,  Palermo. 

SPAIN. 

Major  de  "Havilland,  flying  an  Airco  machine  with  a  Napier 
Lion  engine,  arrived  in  England  from  Spain  on  August  13th.  He 
reported  very  successful  demonstration  work  there,  and  thinks 
that  there  are  great  possibilities  for  aerial  mail  services  in  that 
country  owing  to  the  indifference  of  the  railway  services. 


The  train  journey  from  Barcelona  to  Madrid  takes  twelve  to, 
fifteen  hours.  Major  de  Havilland  flew  the  distance  in  2  hrs.  2$ 
min.,  and  from  Madrid  to  St.  Sebastian  (train,  ten  to  twelve 
hours),  in  2 h  hrs. 

SWEDEN. 

Prince  William  of  Wied's  jewels  and  other  valuables  were 
dropped  from  an  aeroplane  in  Sweden  because  the  German  banks 
were  no  longer  willing  to  take  the  responsibility  of  keeping  them. 

According  to  Renter,  the  German  Dr.  Stockhausen,  who  picked 
thern  up,  said  that  there  was  no  intention  of  deceiving  the  Swedish 
Customs  authorities. 

SWITZERLAND. 

The  Swiss  aviators,  Comte  and  Mittelholzer,  _  on  August  10  the 
made  a  'our  of  the  Swiss  Alps  by  flying  from  Sch wamendingen, 
near  Zurich,  over  Lucerne,  and  the  Bernese  Alps,  including  the 
Finsteraarhorn,  Jungfrau,  Mont  Leone,  Mischabel,  and  Mont 
Cervin,  landing  at  Lausanne. 

In  the  afternoon  they  flew  over  Mont  Blanc  and  the  Matter- 
horn,  landing  at  Bellinzone,  and  returned  to  Zurich  a  few  days 
later,  ha\ing  covered  a  total  distance  of  1,200  kms- 

The  Italian  correspondent  of  The  Aeroplane^  writes  : — 

At  Bellinzona,  just  over  the  ltalo-Swiss  frontier,  active  work 
on  hangar  building  is  going  on.  It  is  said  that  a  service  be- 
tween  that  town  and  Zurich  is  shortly  to  be  started. 

A  Concours,  open  to  Military  pilots  only,  is  being  held  under 
the  aegis  of  the  Director  of  Swiss  Aviation.  The  prizes  are  rich. 
As  the  nature  of  the  country  requires,  -  attention  is  chiefly  paid 
to  landing  manoeuvres. 

Tests  of  landing  to  be  made  by  aviators  of  different  stages  of 
proficiency"  rrom  the  newly  fledged  to  those  having  more  than 
10  months'  flying  experience. 

Reports  from  Germany  of  go-ahead  projects  for  transporting 
the  Hun  all  over  the  land  are  apparently  being-  taken  au-pied-de- 
la-lettre  by  the  Federal  Authorities. — t.  s.  11. 

UNITED  STATES  OF  AMERICA. 

When  the  27th  Division  was  returning  to  America  on  the 
Leviathan,  an  Aeromarine  flying  boat  was  flown  ten  miles  out  to 
sea  and  dropped  upon  the  deck  pouches  containing  messages  of 
welcome  to  the  American  troops. 

This  demonstration  convinced  steamship  officials  of  the  practi- 
cability of  speeding  up  trans-Atlantic  voyages  by  releasing  the 
ship  immediately  on  loading  and  not  waiting  for  the  ship's  papers 
to"  be  fully  prepared.  The  papers  could  be  dropped  onto  the  ship 
by  an  aeroplane  when  the  ship  was  at  sea,  and  thus  n>any  hours 
could1  be  saved. 

The  White  Star  Line  interested  the  U.S.A.  Post  Office  Depart- 
ment, and  an  official  experiment  was  decided  up. 

The  "Adriatic"  left  New  York  for  Southampton  on  Aug.  14th 
at  12.30  p.m.  A  flying  boat  left  New  York  at  1.30  p.m.  with 
too  lbs.  of  late  mail,  caught  up  the  liner  and  circled  over  it.  A 
long_weighted  wire  was  let  out  from  the  flying  'boat,  which 
manoeuvred  until  the  wire  was  caught  "by  a  cable  stretched  be- 
tween the  masts  of  the  "Adriatic."  The  machine  then  dropped  the 
other  end  of  the  wire,  to  which  was  attached  a  waterproof.;  bag  J 
containing  the  mail.  This  fell  into  the  water  and  was  hauled 
aboard  the  liner. 

The  Pacific  Aviation  Company  of  Sah  Francisco  has  established 
an  aerial  taxi  service  on  the  Pacific  Coast. 

Five  hundred  passengers  have  been  Carried  already  on  a  Glenn- 
Martin  and  a  Curtiss  machine. 

The  L'.S.A.  air  mail  service  was  placed  upon  an  equal  footing 
with  all  other  means  of  mail  transportation  on  Jury  iSth. 

The  Postmaster-General  has  now  fixed  the  postage  at  two  cents 
an  ounce,  the  regular  postage  rate  for  first  class  matter. 

Arrangements  are  being  made  to  put  on  the  New  York — 
Washington  route  the  three  fastest  aeroplanes  in  the  service; 
These  have  a  capacity  for  18,000  letters  and  a  maximum  speed  of 
132  m.p.h. 

The  New  York-Chicago  aerial  service  enables  the  department 
to  save  in  train  expenses  more  than  twice  the  cost  of  the  air  mail 
service  on  that  route. 

The  Curtiss  Aeroplane  and  Motor  Corporation  has  purchased 
the  Atlantic  City  Airport.  The  airport  is  the  official  flying  field 
of  the  Aero  Club  of  America,  the  Aerial  League  of  America,  the 
Pan-American  Aeronautic  Federation,  the  Atlantic  City  Aero 
Club,  and  the  National  Aerial  Coast  Patrol  Commission. 

It  is  the  only  place  in  the  world  affording  facilities  for  land  and 
water  aircraft  practically  in  the  heart  of  the  city.  It  is  also 
claimed  to  be  the  only  flying  ground  in  the  world  having  five  and 
ten  kilometre  courses  marked  with  regulation  towers  as  required 
by  the  International  Aeronautical  Federation  for  testing  the  speed 
of  aircraft. 

It  has  two  frontages  of  3,400  ft.,  and  has  a  railway  siding 
within  300  ft.  Mr.  W.  W.  Mountain,  the  vice-president  and 
general  manager  of  the  Curtiss  Company,  has  stated  that  one 
hundred  thousand  dollars  .will  be  spent  to  improve  the  airport 
and  make  it  "  the  world's  aeronautical  show-window." 


August  20,  1919 


The  Aeroplane 


;69 


^NEWS  OF  THE  WEEJ&FROM  /ILL  QU/IRTERS^} 


Further  Honours  for  the  C.A.S, 

Those  who  take  the  trouble  to  study  the  "  London  Gazette  " 
"will  have  noticed  that  Air  Vice-Marshal  Sir  Hugh  Trenchard 
has  been  gazetted  colonel  of  the  Royal  Scots  Fusiliers.  The 
henour  is  on  both  sides — the  Royal  Scots  Fusiliers  are  honoured 
'by  having  as  their  colonel  the  man  whose  handling  of  the 
Royal  Flying  Corps  saved  the  British  Army,  and  the  Chief  of 
the  Air  Staff  is  honoured  by  becoming  colonel  of  the  distinguished 
regiment  in  which  he  served  as  a  subaltern. 

A  Deserved  Reward. 

1  he  "Court  Circular'   of  Aug-.  12'ch  announced:  — 

The  King  has  been  pleased  to  signify  his  intention  of  con- 
fen  ing  a  baronetcy  of  the  United  Kingdom  on  the  following  : — 

William  Joynson-Hicks,  M.P. — Raised  17th  and  23rd  Service 
Battalions,   Middlesex  Regt.    Public  services. 

Though  this  is  ostensibly  the  reason  for  the  honour  thus 
deservedly  conferred  on  Sir  William  Joynson-Hicks,  one  prefers 
to  believe  that  the  real  reason  is  the  service  which  he  has  ren- 
dered to  aviation  in  general  and  to  the  Royal  Flying  Corps  in 
particular  by  leading  the  various  agitations  which  led  to  reforms 
-of  various  kinds. 

All  those  who  have  worked  with  Sir  William  in  the  cause  of 
aviation  will  rejoice  at  this  reward  for  good  work. 

Thoroughness. 

When  Major-General  Sir  Frederick  Sykes  was  appointed  Con- 
troller-General of  Civil  Aviation  he  expressed  his  intention  of 
becoming  a  civilian,  knowing  as  he  did  that  some  of  the  In- 
■efficiency  of  Service  offices  is  caused  by  the  false  importance  or 
subordinance  g'iven  to  individuals  by  a  uniform.  Sir  Frederick 
lias  now  been  gazetted  as  having  been  placed  on  the  Retired  List 
of  the  Army  and  as  having  retired  from  the  R.A.F.,  so  that 
lie  becomes  definitely  a  civilian  in  future.  At  any  rate,  his 
thoroughness  in  divesting  himself  of  both  Army  and  Air  Force  rank 
shows  that  he  is  very  much  in  earnest. 

The  Abolition  of  Control. 

Several  papers  state  that  all  control  over  Civil  Aviation  is  to 
be  withdrawn,  and  that  the  Department  of  the  Controller-General 
■of  Civil  Aviation  is  to  be  abolished.  While  fully  recognising  tin 
good  work  done  by  Sir  Frederick  Sykes  in  drawing  up  the  In- 
ternational Aeronautical  Convention,  it  would  be  bard  to  work 
up  any  real  grief  over  the  demise  of  his  Department  so  far  as 
the  personnel  is  concerned.  Apart  from  what  he  himself  has 
done,  one  cannot  trace  any  good  thing  which  has  been  done  by 
his  Department,  and  one  can  certainly  trace  a  good  deal  of  harm. 
'  Civil  Aviation  needs  a  certain  amount  of  control,  but  not  of  the 
kind  from  which  it  has  suffered  hitherto. 

The  "Times,"  which  seems  to  have  constituted  i t self  Defender- 
in-Chief  of  the  Civil  Aviation  Department,  has  been  publishing 
a  list  of  its  achievements.  Among  the  first  of  these  it  places  the 
publication  of  a  map  showing  the  location  of  aerodromes  The 
accuracy  of  the  work  of  the  Department  may  be  gauged  by  the 
fact  that  it  showed  Cattewater  (Plymouth)  as  the  terminal  aero- 
drome in  the  West,  omitting  to  mention  that  Cp  tie-water  is  a' 
"eaplane  station. 
It  is  also  alleged,  in  favour  of  the  Department,  that  40,000 
eople  have  been  carried  as  passengers  since  the  Civil  Aviation 
egulations  came  into  being.  One  would  be  equally  justified  in 
claiming  that  the}'  had  been  carried  in  spit',  of  the  Department. 

Canadian  Air  Board  Appointments. 

The  Air  Ministry  issues  the  Information  that  the  Canadian 
ivil  Service  Commission,  Ottawa,  "state  that  a  Canadian  Air 
oard  having  been  constitute!,  the  following  appointments  have 
come  available  at  the  following  initial  salaries: — 

Per  annum. 

Secretary    $3,000 

Supt.  of  Certificate  Branch    3, 600 

Supt.,  Government  Flying  Operations    4 ,500 

Medical  Officer      2,400  . 

All  salaries  are  subject  to  annual  increase.  These  appointt- 
ments  would  be  for  three  years,  renewable,  and  candidates  who 
do  not  secure  appointments  may  be  eligible  fo~  other  positions 
under  the  Air  Board,  probably  including  the  following  : — Assist- 
ant Secretary,  two  Inspectors  in  the  Certificate  Branch  (one  for 
Pilots  and  Navigators,  and  one  for  Aeroplanes  and  Mechanics), 
a  Flying  Officer  in  Operatisns  Brr.nch,  and  an  Equipment  and 
Supply  Officer  in  Operations  Branch.  Candidates  selected  must 
be  willing  to  take  the  air. 

Applications  should  be  made  to  the  office  of  the  Director  of 
Air  Services,  Canadian  Air  Office,  Oxford  Circus  House,  London, 
not  later  than  Aug.  21st  next.  Preference  will  be  given  to  Cana- 
dian citizens.  Any  R.A.F.  officer  selected  must  relinquish  his 
K.A.F.  Commission  on  appointment. 


A  Professorship  of  Aeronautical  Engineering. 

The  Vice-Chancellor  of  Cambridge  University  gives  notice 
that  the  election  of  a  Francis  Mond  Professor  of  Aeronautical 
Engineering  will  take  place  at  3  p.m.  on  Friday,  Sept.  26th, 
at  the  University  Offices,  St.  Andrews  Street. 

Candidates  for  the  vacant  professorship  are  requested  to  com- 
municate with  the  Vice-Chancellor,  and  to  send  such  evidence  as 
the)'  may  desire  to  submit  to  the  electors,  on  or  before  Friday, 
Sept.  19th. 

The  Lord  Advocate  and  Sir  John  Hunter. 

There  is  a  very  pretty  argument  in  progress  between  Mr. 
Clyde,  Lord  Advocate  of  Scotland,  and  Sir  John  Hunter,  lately 
Chief  of  the  Air  Ministry's  Works  and  Buildings  Department. 
Sir  John  apparently  thinks  that  certain  people  should  be  prose- 
cuted for  various  alleged  crimes,  while  the  Loid  Advocate  says^ 
that  a  prosecution  would  fail  for  lack  of  evidence.  On  such  a 
question  it  seems  wiser  to  back  the  Lord  Advocate,  who  may  be 
presumed  to  know  something  about  his  job.  One  is  inclined  to 
wonder  whether  Sir  John  is  quite  infallible  at  his  own  work. 
There  are  some  quaint  stories  about  concerning  his  ideas  as  to 
the  works  and  buildings  necessary  for  the  handling  of  sea- 
planes into  and  out  of  the  water  at  seaplane  stations,  and  ,f 
those  stories  are  true  the  country  is  a  good  deal  richer  because 
the  proposed  works  were  never  put  in  hand. 

The  Schneider  Cup  Race. 

The  following  are  the  entries  for  the  Jacques  Schneider  Inter- 
national Race  to  be  held  on  Wednesday,  September  10th  : — 

The  Sopwith  Aviation  Co.,  Ltd.  Sopwith  biplane  with  450 
h.p.  Jupiter  Cosmos  engine.  Pilot,  Mr.  H.  G.  Hawker,  O.B.E., 
A.F.C. 

A.  V.  Roe  &  Co.,  Ltd.  Single-seater  float  machine  with 
Siddeley-Deasy  240  h.p.  Puma  engine.  Pilot,  Cap't.  H.  A.  Ham- 
ersley,  M.C. 

Supermarine  Aviation  Co.,  Ltd.  Single-sealer  pusher-type 
flying-boat  with  450  h.p.  Napier  Lion  engine.  Pilot,  Squadron 
Commander  B.  D.  Hobbs,  D.S.O.,  D.S.C. 

Fairey  Aviation  Co.,  Ltd.  Fairey  seaplane  with  450  h.p. 
Napier  Lion  engine.  Pilot,  Lieut. -Colonel  Vincent  Nicholl, 
D.S.O.,  D.S.C. 

The  Royal  Aero  Club  had  at  the  time  this  issue  went  to  press 
received  no  particulars  of  the  three  French  entries.  The  Italian 
entry  is  a  Sovoia  by  the  Societa  Anonima  Coslruzioni  Aeronau- 
tiche. 

The  Afghan  Scandal. 

It  is  alleged  that  the  aeroplanes  used  in  the  brief  Afghan 
War  just  concluded  were  "  all  more  or  less  obsolete,  having 
been  sent  out  three  years  before."  Yet  the  "Times,''  which 
makes  this  charge,  is  the  paper  which  started  the  crusade  to 
cut  down  the  Air  Force  Vote  to  a  sum  on  which  it  would  be 
impossible  to  support  an  Air  Force.  Consistency  is  sometimes 
advisable,   even  in  journalism. 

What  is  Economy? 

The  Harmsworth  Press  is  busy  inveighing  against  those 
women  war-workers  who  were  its  pet  heroines  during  the  war. 
The  W.R.A.Fs.  come  in  for  more  than  their  share  of  abuse  as 
a  Government  extravagance.  Somebody  must  cook  and  wash- 
up  for  the  K.A.F.  Which  are  cheaper  at  the  work,  women  who 
know  their  job,  or  able-bodied  men  who  don't,  and  who  might  be 
better  employed  doing  a  man's  work? 

A  Useful  Purpose  Again. 

On.  August  12th  the  last  of  the  host  of  Air  Ministry  officials  and 
clerks,  beauteous  or  merely  male,  who  have  so  enjoyed  the  late 
splendid  war,  evacuated  their  dug-outs  at  the  Hotel  Cecil,  and 
have  dug  themselves  in  at  Empire  House,  Kings-way.  With  un- 
conscious humour  someone  remarked  that  the  Hotel  will  now 
be  put  to  a  useful  purpose  again. 

That  German  Aviette. 

A  story  has  been  going  round  the  Press,  accompanied  by  a 
photograph,  stating  that  a  "motorless  aeroplane"  has  been  raised 
by  man-power  at  the  Templehofer  Field,  Berlin,  to  "a  height  of 
50  metres."  The  machine  shown  in  the  picture  is  apparently  the 
fuselage  and  undercarriage  of  the  earliest  type  Fokker  mono- 
plane, fitted  with  gull-shaped  wings  of  at  least  25  feet  span.  The 
Germans  claimed  at  one  time  to  be  super-men.  One  of  them 
must  certainly  be  a  superman  if  this  machi'ie  ever  left  the 
ground. 

Anyhow,  the  machine  cannot  be  "the  first  real  flying  machine," 
as  the  "Daily  News"  alleges,  for  Messrs.  Weiss  and  Keith,  as 
well  as  Mr.  Kemp  and  'Mr.  Gnosspelins  have  already  achieved 
some  success  with  "flappers." 


7/0 


The  Aeroplane 


August  20,  1919 


^WORLD  of  AERONAUTICS  ^ 

A  Photographic  Officers'  Dinner. 

The  first  annual  dinner  of  photographic  officers  of  the  R.A.F. 
was  held  on  the  night  of  August  nth  at  the  Cafe  Royal,  Regent 
Street.  Major  F.  C.  V.  Laws  presided,  and  Lieut. -Colonel 
Moore-Brabazon,  M.P.,  was  present. 

The  Sale  of  Aerial  Cameras. 

The  Disposal  Board  of  the  Ministry  of  Munitions  announces 
that,  from  time  to  time,  apparatus^  suitable  for  aerial  photo- 
graphy  will  be  available  for  sale. 

Attention  is  also  drawn  to  a  quantity  of  cameras,  plates,  tripods, 
and  other  accessories,  suitable  for  ground  work,  kinema  cameras, 
together  with  a  small  quantity  of  films.  The  stock  is  in  London, 
and  information  can  be  obtained  at  Caxton  House,  Westminster. 

An  Inquiry. 

The  inquiry  into  the  relations  of  the  British  Cellulose  and 
Chemical  Manufacturing  Co.  and  Government  Departments  has 
now  been  published,  and  it  will  cause  general  satisfaction  to  the 
Aircraft  Industry  to  know  that  this  sound  firm  has  come  out  with 
(Ling  colours.  The  Committee  has  expressed  the  opinion  that 
"nothing  amounting  to  favouritism  of  the  company  has  been 
shown  by  the  Aircraft  Department/'  One  now  wonders  if  the 
investigation  was  prompted  by  people  jealous  of  this  enterprising 
firm's  success. 

The  Case  of  Miss  Douglas-Pennant. 

The  Select  Committee  appointed  by  the  House  of  Lords  to 
inquire  into  the  dismissal  of  Miss  Violet  Douglas-Pennant  from 
the  Women's  Royal  Air  Force  met  on  Aug.  15th  to  consider 
their  procedure.    The  Committee  sat  in  private. 

The  chairman,  Lord  Wrenbury,  afterwards  said  that  the  pro- 
cedure the  Committee  had  adopted  was  that  Miss  Violet  Douglas- 
Pennant  has  been  invited  to  lodge  not  later  than  four  o'clock  on 
Wednesday,  Sept.  3rd,  with  the  secretary  of  the  Committee  (the 
Hon.  E.  A.  Stonor)  at  the  House  of  Lords,  a  statement  of  her 
case.  This  statement  is  to  be  confined  to  the  facts  which  she 
deems  relevant,  and  is  not  to  include  the  evidence  by  which  she 
will  seek  to  support  her  case. 

Arrangements  will  be  made  by  which  any  person  who,  in  the 
opinion  of  the  Committee,  is  interested,  and  who  wishes  to  take 
part  in  the  inquiry,  may  obtain  a  copy  of  this  statement.  Appli- 
cations for  a  copy  should  be  made  not  later  than  Wednesday, 
Sept.  3rd,  to  the  secretary  of  the  Committee,  supported  by  a 
statement  of  facts  sufficient  to  shbw  that  the  person  applying  is  a 
person  entitled  to  receive  a  copy. 

Any  such  person,  who  wishes  to  advance  further  facts,  may 
{not  later  than  four  o'clock  on  Tuesday,  Sept.  23rd)  lodge  with 
the  secretary  of  the  Committee  as  above  a  statement  of  such 
further  facts  (without  the  evidence  as  before).  A  copy  of  every 
such  statement  of  further  facts  to  be  supplied  to  Miss  Douglas- 
Pennant  at  her  request  not  later  than  Tuesday,  Sept.  30th. 

The  Committee  will  hear  evidence  upon  the  facts  alleged  in  the 
several  statements,  or  such  of  them  as  they  deem  relevant,  and 
will  not  allow  the  parties  (without  special  leave  given  by  the 
Committee)  to  travel  beyond  those  statements  or  so  much  of  those 
statements  as  the  Committee  determine  to  be  relevant.  But  the 
Committee  reserve  the  right  to  hear  any  other  party  they  think 
pioper,  and  to  extend  their  inquiry  to  any  further  matters  which 
they  deem  to  fall  within  the  limits  of  their  reference. 

The  inquiry  will  be  held  in  public,  the  Committee  reserving 
power  to  sit  in  private  at  any  time  they  think  proper.  The 
;parties  will  be  heard  by  counsel  if  they  so  desire. 

Sources  of  Information. 

The  following  letter  appeared  in  the  "  Morning  Post  "  of 
August  15'th  : — 

Sir, — Having  regard  to  the  publicity  that  has  been  given  to 
this  matter  in  the  House  of  Commons  and  elsewhere,  should  not 
the  fact'that,  as  a  public  accountant,  T  found  it  necessary  to  resign 
my  appointment  as  Honorary  Chief  Auditor  of  Works  Accounts, 
Air  Ministry,  in  December  last,  be  brought  to  notice? 

I  was  first  associated  with  the  Air  Ministry,  December,  1917, 
fa  March,  1918,  as  Chairman,  Board  of  Financial  Control,  and 
subsequently  as  Adviser  to  the  Finance  Department 

On  being  invited  to  rejoin  the  Ministry  in  May,  191S,  I  accepted 
the  honorary  position  of  Chief  Auditor  of  Works  Accounts,  fully 
aware  of  the  state  of  affairs  in  connection  with  aerodrome  con- 
struction accounts,  and  only  resigned  wlien  it  became  impossible 
to  contend  against  the  thinly  disguised  obstraction  encountered. 
The  experience  I  had  of  lack  of  administrative  ability.,  and  ignor- 
ance of  the  most  elementary  form  of  accounting  on  the  part  of 
responsible  heads  of  departments  was  probably  unique. 

I  placed  the  whole  facts  in  connection  with  the  matter  before 
the  Exchequer  and  Audit  Department,  and  also  the  Treasury  in 
February  last,  owing  to  the  refusal  of  the  Air  Ministry  to  do  so. 
Presumably  the  result  of  this  action  was  the  appointment  bv  the 
Treasury  of  the  Committee,  under  the  chairmanship  of  Sir 
Maurice  Fitzmaurice,  referred  To  by  Mr.  Winston  Churchill  in  the 
House  of  Commons  on  Tuesday  last. 

Surely  there  should  be  a  proper  inquiry  in  public  to  ascertain 
'the  facts,  and  to  find  out  who  has  created  the  "  Smoke  Screen," 


quoting  the  Lord  Advocate  of  Scotland,  that  has  allowed  an  audi- 
tor to  resign  without  comment  or  reference  to  the  "  Share- 
holders."— Yours,  etc.,  Arthur  C.  Roberts. 

9  and  10,  Pancras  Lane,  Queen  Street,  August  14th. 

[One  is  glad  to  see  Sir  Arthur  Roberts  thus  assisting  in  clear- 
ing up  the  financial  scandals  of  the  Air  Ministry,  and  one  hopes 
that  when  Parliament  assembles  after  the  Recess  he  and  his  col- 
league, Mr.  Bertram  Jones,  will  take  the  matter  further.  Mr. 
Bertram  Jones  was  also  concerned  with  the  Supply  Department, 
and  should  be  able  to  bring  forward  much  information  of  high 
value  to  any  Committee  of  Enquiry. — Ed.J 

A  Souvenir  of  a  Fine  Flight. 

On  Saturday,  Aug.  16th,  H.M.  the  Queen  of  Spain  accepted  a 
gold  cup  as  a  souvenir  of  the  arrival  of  the  first  commercial  aero- 
plane to  make  a  non-stop  flight  from  London  to  Madrid  on  an 
Alliance  aeroplane  with  a  450  h.p.  Napier  "Lion"  engine.  The  cup 
was  presented  by  the  pilot,  Capt.  W.  R.  Curtis,  R.F.A.,  and  Mr. 
J.  A.  Peter;.  V  the  same  time  Her  Majesty  was  handed  a  letter 
from  her  mother,  Princess  Beatrice. 

Information  Wanted. 

Is  it  a  fact  that  the  Admiralty  has  recently  placed  orders  on 
its  own  account  for  seaplanes  "  for  experimental  purposes  " 
with  one  or  two  aeroplane  constructors  in  this  country?  The 
rumour  is  very  persistent,  and  if  based  on  fact  the  act  seems 
wholly  commendable.  The  only  thing  that  makes  one  doubt  it  is 
that  it  seems  far  too  sensible  a  thing  for  the  Admiralty  to  do. 

The  "  Daily  Express  "  Prize. 

The  "Daily  Express"  has  received  a  cablegram  from  the  Mayor 
of  Johannesburg  congratulating  that  paper  upon  its  offer  of  the 
prize  of  ^10,000  for  reliability  flights,  South  Africa  and  India. 

The  Royal  Aero  Club. 

COMMITTEE  MEETINGS. 
A  meeting  of  the  House  Committee  was  held  on  Aug.  12th. 
A  meeting  of  the  Committee  was  held  on  Aug  13th. 

The  following  new  members  were  elected  : — Capt.  John  Alan  Bott, 
M.C. ;  Major  William  Grahame  Chambers,  R  A.F  ;  Donald  Robert  "Wil- 
liam Gedge;  Lady  Sybil  Grant,  Lieut.  Edgar  Wikuer  Percival,  R.A.F. ; 
Lieut.  Reginald  James  Read,  R.A.F. ;  Major  Henry  Joseph  Cecil  Smith, 
R.A.F. ;  Capt.  Francis  Edward  Fitzroy  Smyth,  R.A.F. ;  Lieut.  Kenneth 
George  Withers,  R.A.F. 

On  the  recommendation  of  the  Flying  Services  Fund  Committee,  Col. 
C.  R.  Samson,  D.S.O.,  was  appointed  to  £11  the  vacancy  on  the  Flying 
Services  Fund  Committee  caused  by  the  resignation  of  Col  R.  H.  More. 
The  British  record  for  Speed  in  a  Closed  Circuit. 

The  following  British  record  for  speed  in  a  closed  circuit  was 
granted  :  — 

Speed  in  a  Closed  Circuit. 
Date.  Pilot.  Machine.  Motor  M.P.H. 

June  2ist,  1919.    Capt.  G.  H.  Gather-      Airco  4.  .Napier  "Lion,"  129.5 
good.  450  h  p. 

The  Jacques  Schneider  International  Race. 
The  following  entries  have  been  received  :  — 

Great  Britain— Soowith  Aviation  Co.,  Ltd.,  Kingston;  Superniarine 
Aviation  Co.,  Lid.,  Southampton;  A.  V.  Roe  and  Co. .Ltd.,  Manchester; 
Fairey  Aviation  Co.,  Ltd.,  Hayes. 

France. — Three  entries  (particulars  not  yet  available). 

Italy. — "Savoia." 

The  race  will  take  place  on  Wednesday,  Sept.  10th.  The  course  is 
200  nautical  miles,  exclusively  at  sea,  in  a  circuit  of  about  20  nautical 
miles,  embracing  Bournemouth,  Swanage  and  Christchurch 

Messrs.  S.  E.  Saunders,  Ltd  ,  of  Cowes,  have  kindly  placed  their  sheds 
and  slipway  at  the  disposal  of  the  Club  for  the  competing  machines. 
The  Australian  Government  £10,000  prize  for  a  Flight  from  Great 
Britain  10  Australia. 

The  following  entries  have  been  received  :-  Lieut.  Bert  Hinkler.  Lieut. 
C.  Kingsford  Smith  and  Lieut  V.  Hendle,  Mr.  Harry  Alexander  Rigby, 
Alliance  Aeroplane  Co.,  Ltd.,  Martinsyde,  Ltd. 

The  attention  of  the  competitors  is  drawn  to  the  following  supple- 
mentary regulations  :  — 

1.  No  start  will  be  permitted  until  subsequent  to  September  8th,  1919- 

2.  Machines  must  have  a  flying  range  of  at  least  500  miles 

5.  A  competent  navigator  must  be  carried,  who  may  be  the  pilot. 

4.  Competitors  must  satisfy  the  Royal  Aero  Club  that  landing  places 
are  available. 

5.  At  th^.request  of  the  Australian  Government  it  has  been  decided 
that  the  motor  or  motors  may  be  changed  en  loute. 

Air  Navigation  regulations  and  Free  Baj.looning. 

The  Royal  Aero  Club  has'received  a  letter  from  the  Air  Ministry 
stating  that  the  revision  of  the  Air  Navigation  Regulations  as  affecting 
Free  Ballooning  is  under  consideration 

In  the  meantime.  _the  Air  Council  will,  on  the  application  of  Uie 
Club,  consider  any  special  exemption  required. 


COMING  EVENTS. 

August. 

Amsterdam   Aircraft   Exhibition.    (Still  open.) 

Thursday,  August  21st. — R.A.F.  Annual  Athletic  Meeting  at 
Stamford  Bridge. 

Sunday,  August  24th  to  Sunday,  August  31st. — The  "Avenir's" 
Tour  de  France  AeYien  is  due  to  start. 

September. 

Monday,  September  1st. — Last  day  for  presentation  of  British 
machines  for  the  Schneider  Cup  Competition. 

Wednesday,  September  10th. — Schneider  Cup  Competition, 
Bournemouth. 

Dates  to  be  Announced  Later. 
Hendon-Paris-Hendon  Air  Race. 

The  "  Daily  Express  "  ^Tio.ooo  Prize  Competitions. 
Hendon-Manchester-Hendon  Air  Race. 


August  20,  191 9 


The  Aeroplane 


//i 


AIRCRAFT  IN  PARLIAMENT 

HOUSE  OF  LORDS. 
On  August  14th,  on  the  motion  of  Earl  STANHOPE,  the  following 
were  appointed  a  Select  Committee  to  deal  with  the  inquiry  concerning 
Miss  Violet  Douglas-Pennant  : — The  Earl  of  Denbigh,  the  Earl  of  Kin- 
tore,  Lord  Methuen,  and  Lord  Wreubury.  The  noble  Earl  intimated 
that  he  had  given  notice  that  on  the  following  day  he  should  move  the 
addition  of  Lord  Glentanar  to  the  Committee. 

*  *  * 

HOUSE  OF  COMMONS. 
The  following  oral  answers  were  given  on  Aug.  nth  :  — 

FORCES  OF  INDIA  (AEROrLANES). 

M'ajor-General  SEELY,  replying  to  Captain  R.  Terrell,  said  .  Owing  to 
transport  difficulties  there  has  been  delay  in  supplying  the  forces  of 
India  with  the  required  number  of  machines  of  suitable  types.  There 
has  been  adverse  criticism  on  the  types  employed.  We  did  not  get  the 
right  type  of  machine  for  the  purpose,  but  that  is  being  remedied. 

Major-General  SEELY,  replying  to  Mr.  Billing,  said  :  The  officers 
responsible  for  selecting  the  types  used  were  aware  that  machines  which 
Will  fly  in  this  country  Will  not  fly  in  India 

*  *  * 

The  following  written  answer  was  given  on  Aug  nth  :  — 
WOMEN'S  ROYAL  AIR  FORCE. 

Major-General  SEEI,Y,  replying  to  Lieul.-Comrnander  Kenworthy, 
said  :  The  numerical  strength  of  the  Women's  Royal  Air  Force  at  the 
dates  mentioned  by  my  hon.  and  gallant  friend  was  as  follows  :  — 

'  Other 
Officers.  Banks. 

Jan.  1st,  1919   :   .=,45.  2i,oir 

•    -  July  ist,  T919   434    18,283 

Aug.  ist,  1919   ,          407    15,700 

The  force  is  being  demobilised  as  quickly  as  circumstances  will  permit 
with  the  object  of  reducing  the  numbers  to  about  ^,200,  at  which  figure 
it  is  intended  the  post-war  strength  of  the  force  shall  be  fix;d. 
.   #  *  * 

The  following  oral  answer  was  given  on  Aug.  12th  :  — 

ANTI-AIRCRAFT  SERVICE  (GENERAL  SERVICE  MEDAL). 

Mr.  J  JONES  asked  the  Secretory  of  State  for  War  if  he  will  re- 
consider the  question  of  granting  the  general  service  medal  to  the 
members  of  the  anti-aircraft  service. 

Captain  GUEST  :  As  I  have  already  stated,  the  question  of  an  award 
to  those  who  served  at  home  during  the  war  is  under  consideration. 

Mr:  J  JONES  :  Is  the  hon.  and  gallant  gentleman  aware  that  large 
numbers  of  these  men  were  actually  in  danger,  while  some  men  who 
have  the  medal  were  never  near  the  firing  line  and  were  never  in  any 
danger  ? 

Captain  GUEST  :  There  is  a  certain  amount  of  truth  in  what  the  hon. 
Member  says.  The  men  composing  the  committees  considering  the 
question  have  been  in  the  operations  and  on  home  service  during  the 
war.    The  War  Office  has  been  largely  guided  by  their  advice. 

•  •••  '  • 

The  following  written  answers  were  given  on  Aug.  13th  :  — 

CONTRACTS  (SELECT  COMMIT  FEE'S  REPORT). 

Mr.  DAWES  asked  the  Under  Secretary  of  State  to  the  Air  Ministry 
whether  he  was  aware  that  the  Select  Committee  on  National  Expendi- 
ture have  recently  reported  in  connection  with  certain  clothing  con- 
tracts that  (1)  the  replies  given  to  them  . by  Major  Cockburn,  R.A.F., 
were  contradictory  and  unsatisfactory;  that  (2)  they  \vvre_unable  to 
attach  any  credence  to  the  statements  made  to  them  by  Colonel  Latimer, 
R.A.F. ;  and  that  (3)  the  replies  given  to  them  by  C(  lonel  Bersey, 
R.A.F.,  were  very  unsatisfactory,  and  that  (4)  this  officer  ignored  the 
request  of  the  Committee  to  come  before  them  for  further  examination. 
13)  What  are  these  officers'  war  records?  Are  they  still  on  the  active 
list?  and  (6)  what  action,  if  any,  will  be  taken  with  the  matter? 

Major-General  SEELY  said  that  the  answer  to  the  lir-t  two  ques- 
tions was  in  the  affirmative,  and  to  the  third  the  complaint  was  that 
Colonel  Bersey  did  not  attend  at  all  and  not  that  his  replies  were 
1  "  very  unsatisfactory." 

As  regards  (4)  a  letter  was  sent  from  Colonel  Bcrsey's  solicitors  ex- 
plaining his  non-appearance  The  Air  Ministry  is  not  a\> are  of  any- 
thing in  his  conduct  to  show  that  he  wishes  to  avoid  examination.  At 
present  he  is  attending  in  London  to  give  evidence  before  tl.e  O'Sullivan 
Court  of  -Inquiry. 

As  regards  (6)  he  could  not  make  any  statement  until  the  findings  of 
the  above-mentioned  Court  of  Inquiry  were  received. 
In  answer  to  (3)  :  — 

Major  Cockburn  was  transferred  from  lhe  Army  to  the  Royal  Air 
Force  as  from  April  rst,  I9?8,  and  was  employed  at  Headquarters  up 
to  Oct.  24th,  1918,  first  with  the  Directorate  of  Manning  and  thin  in 
the  Directorate  of  Air  Quartermaster  Services.  He  was  then  transferred 
to  Headquarters  Midland  Area,  where  he  remained  until  he  was  de- 
mobilised on  Feb.  2rst,  1919 

Colonel  Latimer  was  employed  in  an  administrative  position  first  at 
South  Karrvborough ,  and  then  at  the  Air  Ministry,  from  Oct.  12th,  mi 6, 
until  May  3rd,  1919,  when  he  relinquished  his  commission. 

Colonel  Bersey  joined  the  Service  on  Oct.  29th,  10 17,  and  was  em- 
Ployed  in  an  administrative  capacity  under  the  Air  Board  and  Air 
Ministry  until  Sept.  30th,  1918,  when  he  was  transferred  to  No  7 
Roval  Air  Force  Reception  Depot,  where  he  1  em. lined  until  his  transfer 
to  the  unemployment  list  on  April  25th,  iqic. 

*  *  * 

-  The  following  references  to  the  Royal  Air  Force  arc  abstracted  from 
the  debate  on  the  third  reading  of  the  Consolidated  Fund  (No.  2)  Bill 
in  the  House  of  Commons  on  August  12th  :  — 

Major-Gen.  SEELY  made  a  statement  which  he  had  promised  the 
House  with  regard  to  the  expenditure  of  the  Air  Ministry  and  certain 
specific  complaints. 

Major-Gen.  SEELY  said  that  the  point  was  constantly  raised  outside 
the  House  that  we  were  extravagant  in  that  we  put  up  Estimates  of 
£66, 000, 000  for  the  Roval  Air  Force.  The  great  proportion  of  that 
amount  was  for  the  finishing  of  war  contracts  (we  had  arrangements 
to  produce  30,000  aeroplanes  per  year),  and  it  had  no  relation  whatever 
to  the  ordinary  Estimates  for  the  Air  Ministry. 

At  the  time  of  theArmistice  we  had  30,000  officers,  and  20,000  of  these 
had  been  demobilised.  We  had  then  2.14,000  cadets  and  other  ranks, 
of  which  203,000  had  been  demobilised;  210  aerodromes  and  landing- 
grounds  had  been  given  up  out  of  386 

The  number  of  staff  of  the  Ministry,  at  the  date  of  the  Armistice  was 
806,  it  had  now  been  reduced  to  402.    We  had  2,145  hired  premises  and 


hotels;  1,927  had  been  given  up,  and  37  more  were  in  process  of  being 
given  up.  -  .  ,  .  ,      .  , 

The  number  in  the  Women's  Royal  Air  Force  had  been  1  educed  by 
not  quite  half.  They  were  going  to  be  reduced  to  about  3,000  and  would 
do  all  the  work  of  domestic  service,  Cor  which  women  were  more  suit- 
able than  mep.  .       .  . 

General  charges  of  extravagance  against  the  Air  Ministry  were  con- 
stantly made  He  asked  that  specific  cases  should  be  shown.  Uhrce 
such  cases  had  been  ventilated  in  the  House  and  m  the  Press 

The  first  was  the  statement  in  a  letter  to  the  "Times"  that  aeroplanes 
were  being  recklessly  destroyed  and  that  most  horrible  waste  was 
going  on  at  Farnborough.  He  went  down  there  and  had  never  seen  a 
business  so  well  organised. 

Major-Gen.  SEELY  said  :  "The  officer  in  charge  was  a  man  who  had 
made  a  speciality  of  salvage  work,  and  had  earned  the  thanks  pi  his 
superior  officers  in  France,  owing  to  his  great  skill  and  the  saving  of 
millions  of  money  to  the  public  by  his  salvage." 

Every  part  of  an  aeroplane  that  could  be  sold  was  collected  and  sola 
by  auction  or  otherwise.  The  officer  assured  him  that  the  business  did 
just  pay.  ,  •   ,.      ,  , 

Major-Gen.  SEELY  said  :  "I  am  not  sure  that  it  will  be  found,  when 
full  accounts  are  made  up,  that  it  does  not  pay  to  go  through  this 
elaborate  business,  but  at  least  we  "nave  saved  tens  of  thousands,  proba- 
bly hundred  of  thousands  of  pounds,  by  the  meticulous  care  shown  by 
these  people  at  Farnborough  in  the  difficult  art  of  breaking  up  an  aero- 
plane and  salving  the  parts." 

The  next  case  was  the  Air  Ministry  cars.  Ihere  had  been  sixty- 
eight;  now  thev  had  been  reduced  to  twenty-two.  There  were  thirty- 
three  allotted  cars  for  officers  going  to  particular  places.  These  had 
now  been  reduced  to  six.  Sir  F  Banbury's  Committee  had  investigated 
the  question  of  the  cost  of  these  cars.  A  mistake  had  been  made  and 
it  was  assumed  that  the  touring  cars  cost  £2,700  a  year  to  run,  whereas 
that  amount  covered  the  total  cost  of  238  vehicles.  He  had  been  work- 
ing out  the  cost  of  running  a  motor-car  and  believed  it  worked  out  at 

.^he  next  specific  allegation  related  to  P.laudford.  This  case  had 
been  made  much  of  bv  the  Press  and  especially  by  the  "Times  "  A 
letter  which  the  "Times"  made  much  of  stated  that  the  camp  should 
not  be  there  at  all,  that  a  railway  should  not  have  been  built  to  it,  that 
it  costs  4s.  7d.  a  day  to  get  the  girls  to  work  and  that  there  appears  to 
be  as  many  lorries  as  there  were  when  the  camp  was  full. 

Blandford  had  proved  to  be  one  of  the  healthiest  places  in  England. 
i  The  railway  must  have  paid  for  itself  over  and  over  again  m  taking 
the  amount  of  equipment  end  stores  necessary   for  this  huge  depot 
which  had  to  equip  and  send  out  800  men  a  day. 

The  whole  of  the  pav,  pensions,  gratuities  and  records  of  the  men 
r.f  the  RAF  were  done  at  tiie  tie  pot  The  girls  had  to  be  kept  to  do 
the  work  There  was  no  room  in  the  camp  for  them.  It  would  have 
cost  much  more  to  move  the  depot.  The  cost  of  getting  the  girls  to 
work  was  £4  5s.  3d.  for  three  mouths,  which  worked  out  at  11.3d.  and 
not  4s  7id.    There  were  133  lorries  in  use;  there  are  now  33 

Thev  were  building  up  the  new  Air  Force  at  the  same  time  as  they 
were  reducing  the  old.  In  desiring  to  carry  out  his  duty  he  aad  reduced 
too  fast  He  did  not  leave  his  office  as  a  uile  before  eight.  General 
Trenchard,  Generrl  Svkes,  and  their  officers  were  always  there  still. 
These  men  had  been  working  for  the  last  few  months  from  ten  to  four- 
teen hours  a  day.    They  were  gravely  overworked. 

Major-Gen.  SEELY  said:  "I  saw  General  Trenchard  this,  morning 
and  he  said  to  me,  'I  wish  you  would  tell  those  to  whom  you  speak 
that  I  long  to  hear  any  cases  of  extravagance."  . 

It  was  sometimes  definitely  asked  in  the  Press,  "What  is  the  good 
of  the  Roval  Air  Force  ?  Is  it  worth  while  keermg  it  ?  Millions  ot 
monev  is  unnecessarily  spent  on  it."  Already  this  year  tne  R  A.F  had 
saved"  millions  of  monev  and  thousands  of  precious  lives,  rhe  Afghani- 
stan rebellion  of  1879  was  fought  with  extraordinary  skill  by  Lord 
Roberts,  but  it  cost  £14,000,000  and  thousands  of  lives.  Hi  is  year  a  simi- 
lar rebellion  Occurred,  and  two  men  knowing  India  well  Sir  William 
Birdwood  and  General  Sir  O'Moore  Creagh,  the  Commander-m  Cnief  m 
India,  both  said  that  aeroplanes  shortened  the  war  very  considerably. 

Darin"'  the  rebellion  in  Egypt  all  communications  were  cut  tor  several 
days  and  all  had  to  be  carried  by  air.  In  188=  Lord  WolseUy  crushed  a 
similar  rebellion  in  a  couple  of  months,  but  it  cost  £i,fo«,ooo..  The 
laraest  estimate  of  the  cost  of  the  work  done  by  the  Air  Force  in 
Afghanistan  and  Egvpt  worked  out  at  /43,00c  each.  To  this  had  to  be 
added  the  cost  of  the  other  troops,  but  it  lias  been  said  that  bombing 
stopped  the  Afghan  "War  and -aeroplanes  the  Egyptian  rebellion.  It  can 
be  said  that  the  Air  Force  has  saved  ten-  of  millions  of  pounds. 

The  LORD  ADVOCATE  (Mr  Clvde)  said  that  the  Renfrew  aerodrome 
was  contracted  for  by  the  War  Office  near  the-  end  of  1017.  It  was 
taken  over  bv  lhe  Air  Ministry  and  reconstituted  on  Ftb.(  8th.  .1910.  At 
the  end  of  1918  the  Air  Ministry  became  aware  that  the  aflairs  of  the 
contractor  were  in  a  state  of  extreme  mismanagement.  Some  £50,000  or 
£  ho  000  had  been  spent  for  which  there  was  no  work  to  show.  11ns 
sum  of  money  was  not  to  be  the  subject  of  contemplated  criminal  pro- 

CtThe1onlv  information  lodged  with  his  Department  (the  Criminal  De- 
partment of  Scotland)  was  in  reference  to  proceedings  for  £286  4s.  3d. 
made  up  of  naltrv  sums  of  £89  cs.  :d.  and  £106  19s.  3d. 

In  the  middle  of  Feb.  1910,  when  the  investigations  were  complete, 
it  was  obvious  that  any  iilea  of  prosecution  for  the  first  ot  these  two 
suras  must  be  abandoned. 

Mr  CI  YDE  said  :  "The  reason  was  that  it  was  not  possible  to  obtain 
evidence"  bv  which  you  could  define  particular  entries  hi  the  accounts 
as  being  onsen  nine,  false  or  inaccurate.'!  With  regard  to  the  second 
sum  he  had  th"  inquiries  exhausted  as  the  evidence  was  exceedingly 
thin  and  the  difficulties  in  regard  to  identification  wore  very  great 

The  bookkeeping  was  in  a  state  of  confusion  ana  could  not  be  checked 
in  an  ordinary  way.  ,  ,  ,  .... 

Where  work  has  to  be  done  under  dirty  and  disagreeable  conditions, 
what  is  called  dirty  money  is  often  paid  to  the  men.  In  this  case  dirty 
monev  was  paid  for  the  dirfv  work  done.  It  was  entered  11;  the  wages 
sheet' on  the  week  succeeding  the  week  in  which  the  payments  were 
actually  made.  Care  was  not  taken  to  enter  the  amounts  of  the  dirty 
,„„„.;  on^osire  die  nrim~  of  rhe  iriotl  who  ir^eivrd  it.  A  very  large 
number  of  men  were  employed  on  this  work.  That  dirty  rmrey  system 
wns  a  verv  bad  oracti<-e.  h"t  he  <ame  to  the  cdh-lnsidn  (hit  there  was 
nothing  left  of  the  criminal  charge  and  wrote  a  letter  to  that  effect  to 
the  Air  Ministry  on  March  6th. 

Sir  TOHN  I-IWTER  was  grievously  disamjointed;  Mr.  Clyde  had  an 
interview  "with  him  in  which  Mr.  Clvele  told  Rim  that  even  if  the  pro- 
secution for  the  £286  ended  in  success,  which  it  would  not,  it  would 
eairv  no  distance  ot  all  to  the  recoyery  of  the  £5.0.000  or  £60,000  which 
Sir  j.  Hunter  thotlght  to  be  lost.  Mr.  Clyde  advised  him  to  raise  cavil 
proceedings  for  the  recovery  of  the  £60.000. 

Mr  CHURCHIPX  said  that  Sir  D.  Maclean  had  referred  to  the  cloth- 
ing contract  ease  which  is  associated  with  the  activities  of  M'iss  Douglas- 
rennant  He  had  been  trying  to  induce  her  to  state  a  case  for  inquiry 
011  any  charge  of  corruntion  or  immorality  without  success.  But  charges 
had  been  made  bv  a  Miss  O'Sullivan  in  regard  to  a  particular  contract, 
and  an  inquiry  was  ordered  on  the- moment  that  those  charges  were 
made    That  Inquiry  is  taking  place  now,  and  will  be  made  public. 


-772 


The  Aeroplane 


August  20,  1919 


111  regard  to  the  Renfrew  aerodrome,  one  of  the  allegations  was  that 
a  military  officer  who  was  involved  in  the  proceedings  was  not  tried 
by  court  martial  on  the  demand  of  Sir  John  Hunter.  The  officer  was 
e  Canadian  lieutenant  employed  under  the  Air  Ministry  in  Sir  John 
Hunter's  department. 

Mr.  CHURCHILL. said  :  "  Sir  John  Hunter  wrote  to  the  Adjutant-Gene- 
ra) to  demand  that  the  officer  should  be  placed  under  arrest,  but  the 
reason  he  gave  was  this  :  'I  am  unable  to  formulate  any  definite  charge 
against  him  under  civil  or  criminal  proceedings,  but  I  demand  that 
he  shall  be  placed  under  arrest.'  The  Adjutant-General,  not  un- 
naturally, refused  to  take  such  a  step  against  a  Canadian  officer,  who 
is  to  a  very  large  extent,  except  in  case  of  emergency,  outside  the  War 
Office  jurisdiction,  unless  there  is  the  prosaic  formality  of  a  definite 
charge  in  the  first  instance." 

This  officer  was  detained  by  the  Canadian  authorities  at  their  request 
for  upwards  of  three  months,  until  the  Crown  Council  in  Scotland  and 
the  Lord  Advocate's  Office  definitely  reported  that  no  charge  against 
him  could  be  made  the  subject  of  a  criminal  investigation 

When  Mr.  Churchill  became  responsible  for  the  Air  Ministry  in 
January  he  had  many  misgivings  about  the  state  of  the  aerodrome  works 
finance  and  contracts  of  the  Air  Ministry.  At  the  end  of  February  Sir 
James  Stevenson  drew  his  attention  to  the  slate  of  the  finances  and  ac- 
counting. He  was  advised  to  appoint  Messrs.  Price,  Waterhouse,  and 
Company,  one  of  the  best  firms  of  chartered  accountants  in  the  country, 
to  make  a  special,  expert  investigation  into  the  whole  of  this  subject. 

He  expected  that  the  staple  topic  of  the  Report  of  the  Committee  of 
National  Expenditure  would  have  been  on  this  investigation,  which  had 
been  in  operation  for  four  or  five  months.  Instead  a  very  large  propor- 
tion of  the  Report  was  occupied  by  the  somewhat  sensational  evidence 
given  by  Sir  John  Hunter,  which,  as  the  Lord  Advocate  has  shown, 
related  not  to  £60,000  as  was  apparent  from  the  Report,  but  only  to 
very  much  smaller  sums. 

Mr.  CHURCHILL  next  spoke  cn  the  subjects  of  Army  and  Air  Force 
finance. 

He  said  that  it  has  been  arranged  with  France  that  by  Oct.  list 
our  forces  on  the  Rhine  will  be  reduced  to  the  dimensions  of  a  strong 
brigade,  four  or  five  thousand  men.  The  Air  Force  will  be  reduced  to 
the  dimensions  of  a  single  squadron.  The  expenditure  this  year  depends 
upon  what  is  happening,  but  that  of  1920-21  should  depend  on 
policy,  and  that  is  still  in  the  hands  of  Parliament  and  the  Cabinet. 
They  can  decide  on  the  size  of  the  Army  and  the  Royal  Air  Force,  or 
how  much  they  will  spend  on  each. 

We  had  practically  no  Air  Force  before  the  war,  and  at  the  end  of 
the  war  we  had  the  finest  Air  Force  in  the  world  The  demobilisation 
of  the  Air  Force  has  gone  faster  than  that  of  the  Army.  Since  the 
Armistice  the  Army  has  been  reduced  to  about  a  quarter  and  the  Air 
Force  to  about  a  fifth. 

With  regard  to  the  permanent  structuie  of  the  Air  P'oree,  he  said 
he  had  instructed  Sir  Hugh  'frenehard  that  he  must  provisionally- 
frame  his  scheme  within  £25,000,000  a  year,  which  is  equal  to  something 
less  than  £12,000,000  a  year  at  a  pre-war  basis.  An  earnest  and  reso- 
lute effort  must  be  made  to  reduce  the  costs  of  the  national  Govern- 
ment. "  I  believe  that  it  will  be  found,  in  these  four  or  five  years 
after  the  war,  that  the  best  course  for  the  armed  forces  of  the  Crown 
is  to  aim  at  scientific  progress  and  quality  lather  than  mere  numbers 
or  instant  readiness  for  action." 

Mr.  WALLACE  said  that  when  the  Air  Ministry  demanded  over 
£60,000,000  for  a  year  of  peace  for  the  Air  Service  the  Chancellor  of 
the  Exchequer  should  have  had  it  reduced  by  at  least  50  per  cent,  or 
resigned  his  office.   He  continued  ;  — 

"  I  read  wonderful  accounts  in  the  newspapers  of  what  the  Air 
.Ministry  is  doing.  I  saw  the  account  the  other  day  of  a  wonderful  new 
airship  which  the  Air  Ministry  had  ordered.  It  took  200  men  to  bring 
this  airship  safely  to  land.  A  statement  of  that  sort  leaves  me  very 
told.  I  am  not  uninterested  in  the  development  of  aviation  It  would 
interest  me  more,  however,  very  much  more,  if  I  saw  200  men  in  this 
House  banded  together  determined  to  bring  to  earth  Government  Depart- 
ments who  at  the  present  time  are  floating,  complacently  and  buoyantly, 
in  an  atmosphere  of  Extravagance!  " 

He  hoped  that  the  Prime  Minister  would  take  this  matter  of  retrench- 
ment in  hand.  Commercial  firms  should  develop  commercial  flying,  and 
the  Government  should  let  it  alone. 


Mr.  RAPER  :  "  So  far  as  the  Air  Force  is  concerned,  I  will  simply  say 
that  I  hope  the  Government  will  see  their  way  to  allow  ex-Air 
Force  officers  and  mechanics  to  volunteer  for  service  with  General 
Judevitch,  and  that  the  Government  will  see  their  way  to  grant  these 
officers  and  men  the  necessary  facilities  and  permission  and  to  supply 
General  Judevitch  with  the  necessary  machines  and  equipment.  I  sug- 
gest this  as  one  means  of  assisting  Finland  and  of  strengthening  her 
position  as  the  bulwark  of  Western  Europe  against  the  poisonous  flowing 
flood  of  Bolshevism." 

*       *  * 

The  following  oral  answers  were  given  on  Aug.  14th:  — 

ROYAT.  AIR  FORCE  (ESTABLISHMENT). 

Major-Gen.  SEELY  (Under  Secretary  of  State  for  Air)  replying  to 
Mr.  BETTERTON  said  that  the  saving  which  could  be  effected  in  ex- 
penditure by  a  revision  of  the  R.A.F.  establishment  was  under  considera- 
tion and  a  provisional  establishment  has  been  drawn  up  which  shows 
very  substantial  reductions.  The  results  will  be  embodied  in  the  Air 
Estimates. 

SUFFOLK  AERODROMES  (RELEASE  OF   I ABOURERS). 

Major-Gen.  SEELY  replying  to  Lieut. -Col.  GUINNESS  said  that  the 
number  of  men  employed  on  the  removal  of  surplus  material  at  Alde- 
burgh  and  Orfordness  has  now  been  reduced  to  six  and  thirty-three,  re- 
spectively. Any  bona  fide  agricultural  labourers  amongst  them  are  to 
be  immediately  released  for  work  on  the  land.  In  addition  forty  men, 
including  some  local  labour,  have  been  employed  by  the  Air  Ministry 
on  the  very  urgent  work  of  repairing  sluices  and  sea-walls,  which 
should  be  finished  in  about  a  month  fiom  now.  He  was  not  aware  that 
Sir  J.  Hunter  had  these  places  in  mini  when  he  referred  to  the  70,000 
men  whom  he  described  as  not  having  earned  their  money. 

Major-Gen.  SEELY  replying  to  Lieut. -Commdr.  KEN  WORTHY  said 
that  the  two  aerodromes  were  started  long  before  the  war  and  not  to 
meet  the  submarine  menace. 

COMMERCIAL  AIRCRAFT  (COMPETITIVE  DESIGNS). 

Lieut. -Col  MALONE  asked  the  Under  Secretary  of  State  to  the  Air 
Ministry  whether  it  was  proposed  to  hold  a  competition  for  commer- 
cial types  of  aircraft;  and,  if  so,  when  particulars  would  be  published. 

Major-Gen.  SliELY  :  Yes,  Sir.  During  the  war  the  paramount  neces- 
sity in  aircraft  design  was  military  efficiency,  but  ior  the  successful  de- 
velopment of  aviation  the  first  csse?itial  is  safety.  The  Government  have 
accordingly  decided  to  institute  a  competition  with  a  view  to  obtaining 
a  type  giving  greater  safety.  Any  machine  which  succeeds  in  qualify- 
ing will  represent  a  great  advance  in  respect  of  safety  and  comfort  over 
any  machine  at  present  in  use.  » 

The  Treasury  have  agreed  to  the  competition,  and  ;  am  sure  that,  even 
at  this  juncture,  the  House  will  not  grudge  the  funds  for  the  prizes. 
Prizes  will  be  offered  for  three  types  of  aircraft — a  smaller  aeroplane, 
a  larger  aeroplane,  and  a  seaplane,  respectively.  In  addition  to  the 
advantage  to  civil  aviation  the  lessons  learnt  will  be  of  the  greatest  value 
to  the  Royal  Air  Force. 

The  precise  terms  of  the  competition  will  be  announced  in  a  few 
days.  If  all  the  competitions  are  won,  the  amount  required  lor  prizes 
would  be  about  £4,000. 

The  following  written  answer  was  given  on  Aug.  14th  :  — 

BRITISH  ARMY  AND  AIR  FORCE  (STATISTICS). 

Mr.  FORSTER  replying  to  Major  FARQUARSON  said  that  the  num- 
ber of  men  who  have  served  in  the  Army  and  Royal  Air  Force  from  the 
beginning  of  the  war  till  Nov,  1918,  was  7?>756,252;  the  number  dis- 
charged or  demobilised  to  the  end  of  July,  1919,  was  3,719,950,  and  the 
number  discharged  invalided  to  the  end  of  July,  1919,  was  722,903.  These 
figures  do  not  include  the  R.N.A.S. 

CONTRACTS  (SELECT  COMMITTEE'S  REPORT). 

In  the  last  issue  of  The  Aeroplane  oral  answers  011  the  above  subject 
were  taken  from  the  "  Times  "  The  date  on  which  they  were  given 
was  stated  by  error  as  Aug.  4th.    They  were  given  on  Aug.  nth. 


1  be  Power  Plant  and  Car  of  an  American  C  Class  Naval  Airship. 


August  20,  1919 


The  Aeroplane 


772A 


NAVMMILITAWAERONAVTics 


GREAT  BRITAIN. 

FROM  THE  COURT  CIRCULAR. 

Buckingham  Palace,  August  12th. 
Lieut.  W.  A.  Coryton  (R.A.F.)  hail  the  honour  of  being  received  by 
The  King. 


NAVAL. 

Admiralty,  August  nth. 

The  King  has  been  pleased  to  give  directions  for  the  following  ap- 
pointments in  recognition  of  services  during  the   war  :  — 
O.B.E.    (Military  Division). 

Lt.  J.  R.  V.  Clarke,  R  N.V.R.— For  valuable  services  in  the  Anti- 
Aircraft  Corps.  .  . 

Comdr.  G.  Grenville-Grey ,  R.N.V.R— For  valuable  services  m  the 
Anti-Aircraft  corps.  . 

I,t.-Comdr.  I.  D.  C.  Howden,  R.N.V.R. —For  valuable  services  in  the 
.Anti-Aircraft  Corps. 

M.B.E-    (Military  Division). 
Actg.  Gnr.  E.  D.  Lamb,   R.N.  —For  valuable  services  in  the  Anti- 
Aircraft  Corps. 

Admiralty  Appointments. 

The  following  appointments  have  been  made  :  — 

Aug   12th. — Wt.  Mech. — H.  A.  Woodman,  to  "Argus,"  Aug.  nth. 

AUG.  14th.— R.A.F.— Lt.  Col.— R.  F.  Peirce,  D.S.O.,  A.F.C.,  to  "Queen 
Elizabeth,"  as  Fleet  Flying  Officer,  on  staff  of  Comiuander-m-Chief, 
Atlantic  and  Home  Fleets,  June  15th. 

AUG.  16th—  Sub-Lts.  J.  M.  D.  Hunter  and  E  E.  Norse  to  "  Funous," 
Aug.  15th. 

*        *  * 

It  is  announced  that  Admiral  Sir  Doveton  Sturdee, 
'•Commander-in-Chief  at  the  Nore,  with  the  approval  of  the  Ait 
Ministry,  has  cancelled  the  orders  issued  by  him  in  March,  1918, 
under  the  Defence  of  the  Realm  Regulations,  prohibiting  ap- 
proach to  the  air  stations  at  the  Isle  of  Grain,  Eastchurch,  Leys- 
down,  Manston,  and  Westgate,  and  the  Kite  Balloon  Station  at 
Sheernefs. 


MILITARY. 

From  the  "  London  Gazette. " 

War  Office,  August  nth. 
Regular  Forces. — Gen.  List. — To  be  temp.  Sec  Lt.  : — Actg.  Serjt.  G. 
.1.  Godwin,  R.A.F.,  while  empld.  as  an  Officer  Instr.,  July  28th. 

Infantry. — E.  Surr.  R-.1  W  Squire  (temp.  Sec.  Lt.,  R.A.F.)  to  be 
temp  Sec.  Lt.,  Feb.  15th,  with  seny.  Oct.  31st,  1917  (since  promoted 
temp.  Lt.). 

Oversea  Forces. — Canada. — Can.  Engrs. — Temp.  Capt.  H.  S.  Quigley, 
M.C.,  .CM.,  ceases  to  be  seed,  for  duty  with  the  R.A.F.,  July  5th. 

Eastern  Ontario  R.— The  following  temp.  Lts.  cease  to  be  seed,  for 
•  duty  with  the  R.A.F.  :— S.  B.  Nelson,  W.  G.  Jewitt,  July  24th. 

W.  Ontario  R. —  Temp.  Lt.  W.  P.  Harris  ceases  to  be  seed,  for  duty 
with  the  R.A.F.,  March  10th. 

ALBERTA  R— Temp.  Capt.  F.  R.  McCall,  D.S.G.,  M.C.,  D.F.C.,  ceases  to 
be  seed,  for  duty  with  the  R.A.F.,  June  23rd. 

-  Brit.  Columbia  R-— Temp.  Capt.  (actg.  Maj.)  P.  A.  Landry,  O.B.E. , 
•ceases  to  be  seed,  for  duty  with  the  C.A.F.  as  Liaison  Officer,  May  15th; 
Temp.  Capt.  H.  R.  Denison  ceases  to  be  seed  for  duty  with  the  R.A.F., 
June  iSth  (substituted  for  "Gazette"  notification,  July  3rd,  page  8,377). 

Can.  Mach.  Gun  Corps. — Temp  Capt.  F.  R.  Afford.  M.C.,  ceases  to  be 
seed,  for  duty  with  the  R.A.F.,  July  27th. 

Can.  Forestry  Corps.— Temp.  Lt.  W.  A.  Scott  ceases  to  be  seed,  for 
■duty  with  the  R.A.F.,  May  31st. 

Can.  Air  Force.— Temp  Capt.  D.  R.  Macl.aren,  D.S.O.,  M.C.,  D.F.C., 
British  Columbia  R.,  to  be  temp.  Capt  ,  May  22nd. 

Saskatchewan  R.— Temp.  Lt.  H.  B.  P.  Boyce  ceases  to  be  seed,  for 
•duty  with  the  R.A.F.,  April  15th. 

Territorial  Force.— Infantry.— 7th  Bn.  Hampshire  R. — Sec  Lt.  K.  L- 
Bulkley  (Lt.,  R.A.F.)  to  be  Lt.,  and  to  remain  seconded,  Sept.  1st,  1918. 

War  Office.  August  12th. 
Regular  Forces.— Infantry.— N.   Staff.   R  — Lt.    H.   S.    Shield,   M  C. 
(attd.  R.A.F.),  resigns  his  column.,  Aug.  13th. 

War  Office,  August  13th. 
Regular   Forces. — commands    and   Staff. — attd.    to   the  General 
Staff. — Station  Accountant  Officers,  Class  GG. — To  De  temp  Capt  while 
so  empld.— Lt.  A.  V.  Faulks,  R.A  F.,  July  16th 

War"Ofijice,  August  14th. 
Regular  Forces. — Hdqrs.  of  Admin.  Servs.  and  Depts. — Station  Accnt. 
Officers,  Class  GG. — And  to  be  temp.  Capts.  while  so  empld.  : — I,t.  1* 
Whyte,  R.A.F.,  June  20th;  Temp.  Lt.  E.  Oliver,  M.C.,  M.G.  Corps,  Aug\ 
-  1st. 

Regular  Forces.— Overseas  Forces.— Canada.— Can.  Art.- -Temp.  Lt. 
T.  I.  Findley,  M  C,  ceases  to  be  seed,  for  duly  with  R.A.F.,  July  31st. 

Nova  Scotia  R. — Temp.  Lt.  H.  N.  Price  ceases  to  be  seed,  for  duty 
with  R.A.F.,  July  51st. 

Quebec  R. — Temp.  Lt.  J.  E-  Cole  ceases  to  be  seed,  for  duty  with  the 
R.A.F.,  July  31st. 

Manitoba  R. — Temp.  M'aj.  J.  A.  Deimistoun  ceases  to  be  seed,  for  duty 
with  the  R.A.F.,  June  oth  (substituted  for  "Gazette"  notification,  May 
30th). 

Saskatchewan  R.— Temp.  Lt.  A.  H.  Bill  ceases  to  be  seed  for  duty 
with  the  R.A.F.,  July  30th  (substituted  for  "Gazette"  notification,  July 
30th,  page  9S17). 

Alberta  R. — Temp.  Capt.  M  K.  Ryan  ceases  to  be  seed,  for  duty  with 
the  C.A.F.  as  Capt.,  Technical  Aug.  4th. 

Brit.  Columbia  R. — Temp.  Lt.  W.  E  Lambert  ceases  to  be  seed,  for 
duty  with  the  R.A.F.,  July  31st. 


War  Office,  August  16th. 
Regular    Forces— Estabi  tshments.— R.F.C.— Mil     Wir.g  —  Equipment 
Officer,  2nd  Class.— Capt.  E-  H.  J.  Visct  Falmouth,  C.  Gds.,  Spec.  Res., 
vacates  his  appt,  July  2nd,  1918. 

Official  Communiques. 

The  following  communique  was  issued  at  Simla  on  August  nth:  — 
We  bombed  the  Wazir  camp  at  Miransi.ah  on  the  oth,  inflicting  some 
casualties. 

An  aeroplane  reconnaissance  on  the  10th  reports  no  enemy  tetween 
Murgha  and  Fort  Sandeman. 

*  »  * 

On  August  13th,  British  aeroplanes  again  bombed  the  fortress 

of  Kronstadt.    Hits  were  observed. 

*  *       *  - 

The  Finnish  General  Staff  states  that  two  British  aeroplanes 
crashed  at  Koivisto.  The  casualties  resulting  therefrom  are 
unknown. 

*  *  * 

It  has  been  reported  by  the  newspaper  "  Helsingen  Sanomat  " 
from  the  usual  unreliable  source  that  the  town  of  Olonetz  has 
been  bombed  bv  the  British  aeroplanes.  The  source  of  this 
information,  a  fugitive  from  Petrosavodsk,  said  that  leaflets 
stating  that  the  British  were  arriving  at  the  last-named  town 
on  August  20th  were  also  dropped. 


AIR  FORCE. 

From  the  "  London  Gazette." 

Air  Mi.-iisxry,  August  8th. 
Denial  Branch. — G.  Packman  is  granted  a  temp,  commn.  as  Capt., 

^ITie^oilowing  are  granted  temp,  co'mmns.  as  Lts  :— P.  E.  Bernard,  R. 
H.  More,  Aug.  1st.  .         .  ,  " 

Chaplains  Branch— The  Rev.  H.  E.  Ruddy,  M.A.,  is  transferred  to 
unenipld.  list,  July  28th. 

Memoranda.— The  following  Overseas  Cadets  are  granted  temp 
Lominns.  as  Sec.  Lts.,  with  effect  from  Feb.  15th,  and  relinquish  such 
tominns.  with  permission  to  retain  the  rank,  from  the  day  following  ter- 
mination of  the  standardised  voyage  in  the  case  of  those  claiming  im- 
mediate repatriation  and  from  the  day  following  demobilisation  m  Eng- 
land in  all  other  cases  1—452046  A.  F.  Cook,  1&279  *•  C.  Lowry,  87202  F. 
W.  Mansell.  „  „ 

The  following  Cadets  are  gianted  Hon.  conimns.  as  Sec.  Lts.  :  — 17875b 
R.  At.  C.  Mitchell,  Dec.  4th,  1918,  37392  R.  F.  Fletcher,  175174  L-  R-  Har- 
ris, 25051  G.  F.  Moss,  175478  W.  R.  McKinley,  Dec.  otn,  191b;  171893  g- 
A.  Turnure,  Dec.  14th,  1918;  113225  C.  A.  Bristow,  Jan.  Sth;  176169  C.  F. 
Ball,  175081  C.  A.  Boult<Sr,  175182  D.  H.  Evans,  100301  J.  S.  Kirk,  17575° 
L.  Leffler,  176251  F.  W.  Logan,  176357  C.  W.  Savage,  I75i;7  J-  A  J. 
Thompson,  175626  G.  E.  R.  Williams,  Jan.  16th;  177190  H.  Aubert,  176205 
A  E-  Baker,  178410  W.  J.  Barrett,  176741  P-  J-  T.  Bates,  175367  E.  Bennett, 
177^99  W.  H.  R.  Blankley,  137416  J.  L-  Bott,  177614  V.  K.  Bowker,  178614 
T.  C.  Boycs,  155154  J.  A.  Bridger,  127854  E.  A.  Brown,  177682  H.  J.  Brown, 
142307  T.  Cairns,  177090  H.  L.  Calder,  177483  J-  Campbell,  177236  W.  P. 
Cartwright,  177811  W.  H.  Chaick,  176752  R-  s  Charlcsworth,  175247  G. 
S  Cheshire,  175998  V.  M.  Clare,  177096  L.  E.  Clubb,  177254  C.  A.  Clark, 
17S748  L.  Coleman,  177522  D  W.  Cutler,  T56504  F.  Daun,  1/7567  W.  R. 
Davies,  176762  P.  Dean,  176072  B.  R.  C.  Dun-age,  177921  E.  A.  Dutton, 
177406  W.  Eadie,  177527  J.  Edwards,  17748°  A.  D.  Edwards,  177161  F. 
H  Evans,  177493  R.  E  Ferris,  177691  H.  W.  Fryer,  177167  C.  R.  Gardner, 
175920  T.  C  C.  Garrett,  177130  F.  R.  Hardley,  177531  J.  M.  C.  Hardstone, 
176624  L.  J-  R-  Harris,  1  77324  R-  G.  E.  Harvey,  177053  A.  Hickmg,  177633 
F  J  H  Hill,  128470  A  E-  Hoath,  177054  T.  Holloway,  176936  W.  Holman, 
177459  A  H.  W.  Holt,  177009  T.  M.  Hough,  177272  J.  R.  B.  Howlett,  177277 
W  J.  Hughes,  176094  E.  T.  F.  Hunt,  177325  R  S.  Hutchins,  178776  L-  C. 
Ingram,  177046  J  A.  Issttt,  177602  L.  M.  James,  177656  O.  L.  Jones, 
1 77212  A  Kay,  177667  S.  Kendrick,  175274  A  D-  Kirkbridge,  I774J5  E- 
T  Lambeth,  177541  G.  Manchester,  123301  G.  J  Matthews,  17745°  A-  Met" 
calfe,  175834  H  W.  Mills,  110652  F.  G.  Moody,  175071  W.  C.  Mortimer, 
177036  R.  D.  Mould,  177232  J.  R  Norris,  177751  J.  H.  Offer,  177019  E.  R 
Osier,  176910  R.  Parker,  177025  T  F,  Rose,  177305  A.  P.  Stevens,  176703 
W.  J.  Stockdale,  178390  M.  C.  Stone,  176986  E.  C.  Vere,  1/7344  P.  H. 
White,  177681  G.  Whittington.  176466  C.  G.  Wilkinson,  1762S9  G.  A.  Wil- 
liams, 176899  E-  A.  Wood,  177186  I.  Wynne,  177039  T.  J.  'voreth,  i/vQ11 
W  L  Young,  Jan.  17th;  126381  C.  Turner,  Jan.  23rd;  137.307  W  D.  E. 
Clayton,  110811  T.  H.  Dvson,  175750  F-  J-  Jordan,  Jan.  25th;  110100  C  C. 
Emmett,  Jan.  26th;  175611  A.  J.  Maefarlane,  175086  A.  W.  Strutt.  158058 
W.  R  Tucker,  200829  G.  S.  Westmucket,  Jan.  27th;  128061  H.  M  D. 
Davis,  Jan.  30th;  117709  A.  J.  Davis,  Feb.  1st;  128568  A  Bowman,  128005 
G  F.  Constable,  Feb.  3rd;  200194  R.  P.  Bostock,  95514  M.  H.  Brooks, 
117863  T.  T.  Chantry,  127505  J.  M.  Caldicott,  2411  A.  T.  Davis,  176921  B. 
Dodd,  J.  T.  Macnamara,  176030  E.  C.  Read,  204615  W.  J.  Reed,  1  773.38  H. 
F  Tressjder,  Feb  4th;  175240  C.  M.  Bethune,  203051  W.  S.  Eales,  117175 
F  C.  Edwards,  77505  H.  B.  Moon,  Feb.  6th;  270770  W.  Johnson,  Feb.  8th; 
3S241  G.  1.  Blow,  175179  A.  B.  C.  Duncan,  137383  C.  E-  A.  Gnffia,  244544 
L.  J.  D.  Henlv,  203146  P.  Hough,  R.  A.  Jago,  28282  F  H.  Kidd,  I75I37 
L.  D.  Knight,  110525  R.  Robertson,  454  L.  T.  Smith,  175007  H.  C 
Staight.  Feb.  9th;  110093  A.  R.  Clacher,  Feb.  nth;  176268  H.  T.  Oileren- 
shaw,  Feb.  12th;  177730  P.  W.  Brown,  178615  G.  R.  Bnerly,  170135  w-  H- 
F.  Bailey,  178591  B.  E.  Clark,  181344  H  C.  Donaldson,  179102  N.  L.  Der- 
ham,  175689  H.  A.  E.  Drescher,  177259  J-  A.  Denholm.  17.-752  T.  C  Let- 
wards,  179400  C.  F.  Foreshaw,  150975  G.  C.  Farley,  178816  E.  C.  Good- 
son,  179438  S.  H.  Harries,  178648  F.  C.  Kirkpatrick,  179892  B.  P.  Lord, 
177539  S.  C.  Luck-Horam,  179278  B.  L-  Middleton,  178924  A.  V.  Pearson, 
1792'iT  F  W  Patterson,  T80857  W.  G  Pearce,  T78227  A.  C.  W  Stephens, 
tt7?68  A.  V.  Stedman,  178838  E.  C.  Wood,  March  19th;  178133  L  Baggu- 
ley  180748  F.  R.  Elvv,  177711  W.  G.  Falconer,  100252  C.  J.  W.  Faulkner, 
2006,15  R.  Gibson,  18108s  W.  C.  Hayden,  180S26  S.  E.  Hancock,  -.79251  G. 
B.  Holmes,  176678  A.  James,  I777»5  H  R-  J  Jones,  176046  A.  H.  ione", 
1781 14  N.  R.  Law,  181931  A.  M.  M'cGill,  178829  F.  R.  Pickworth  180694 
W  Swift.  177830  H.  Swift,  1S0700  S.  B.  Ward,  180701  E.  V.  Ward,  238.176 
A.  S  Williams,  March  20th;  1752^8  J.  L   Arnott,  181175  F.  E.  Chapman, 


7723 


The  Aeroplane 


August  20,  1919. 


180877  E-  C.  Cornelius,  17825*5  I,.  Griffiths,  177588  A.  G.  Giles,  176180  A. 
J  Holt,  181130  L  _E.  Hough,  177715  'T.  C.  Hare,  178823  C.  F.  Jenkins, 
179256  H.  B.  Jenkins,  177569  C.  Kenjon,  178584  H,  Kingham,  177282  F. 
B.  Mitchell,  202510  S.  C.  Stead,  179427  C.  Verbin,  March  21st;  180651  F. 
W.  Bullock,  128625  D.  Graham,  176042  S.  H.  Potter,  March  24th;  179018  J. 
R.  Birch,  117956  J.  W.  Briscoe,  178973  A.  Burgess,  178912  H  H.  Butler, 
206208  G.  D.  Carter,  176522  X.  H.  Copre,  178805  H.  H  Crooks,  179428  C.  E. 
Denuison,  12S467  W.  H.  Foden,  F29960  B  H  Garside,  170476  D.  Gray, 
178819  G.  E.  P.  Ham,  179232  R.  B.  Harold,  J79-I39  C.  Harvey,  181925  F.  A. 
Henslowe,  179401  W.  B.  Hollis,  181357  W.  A.  E.  Holmes,  17S821  A.  L. 
Hubble,  179441  J.  Hughes,  1 10708  G.  A.  Hunter,  ;8i359  S.  G  C.  Jones, 
±79207  H.  P.  Ford,  178827  H.  V.  Mahoney,  17887  B.  Meddings,  178721  W 
rainier,  128304  A.  Plaisten,  35629  C.  W  Raydon,  179462  L.  V.  Rces,  181934 
J.  E.  M.  Rogers,  178936  M.  P.  Selfe,  178835  J.  S.  Sheddon,  9516c  W.  Smith, 
187906  C.  Solomon,  .179415  P.  G.  Stevenson,  178933  G.  E.  Stokes,  179219  P. 
Stone,  176390  C.  Thomas,  179087  H.  Thompson,  128724  E  W.  Turner, 
117606  J.  C.  Ward,  179116  T.  Watson,  179247  G.  G.  Wesley,  March  25th; 
1*0771  J.  G.  Robinson,  175724  H.  Williams,  March  27th;  F1283  F.  W. 
Holleyman,  March  28th,  211346  L.  C.  J.  Nunn,  March  30th;  516039  E. 
Haynes,  316040  G.  H.  Scaly,  April  2nd;  870062  C.  W.  Richards,  April 
6th;  2483  H.  W.  Read,  April  10th;  109029  E.  J.  W  Timson,  April  13th; 
L/8681  E.  F.  Faraell,  April  15th;  202984  C.  G.  Holmes,  April  20th; 
05405  J.  G.  Bowes,  April  22nd;  177244  H.  K.  Anstey,  110929  A  T.  Baines, 
I77554  G.  L.  Taylor,  April  25th;  M/4385  R.  J.  Daly,  April  30th;  316050  J. 

H.  Chattaway,  May  14th;  20S245  H.  Rogers,  June  13th j  209953  A.  W. 
Lamond,  July  8th. 

Lt.-Col.  A.  Christie,  C.M.G.,  D.S.O.  (Capt.  (temp.  Lt.-Col.),  Royal  R.  of 
Artillery),  relinquishes  his  commn.  on  ceasing  to  be  empld.,  Aug.  2nd. 

Transferred  to  unempld.  list  :  — Maj.  (actg.  Lt.-Col.)  C.  Jarrott,  O.B.E., 
from  (S.O.),  April  25th;  Capt  P.  P.  C  Penberthv,  from  (S.O.),  April 
50th;  Capt  E.  P.  Stapleton,  O  B.E-,  from  (S.O.),  July  22nd;  Maj.  A.  E. 
Loder,  from  (S.O.),  July  26th;  Capt.  H.  F.  Atkinson-Clark,  M.V.O., 
O.B.E-  (Scots  Guards),  from  (S.O.) :  Capt.  M.  Skitt,  from  (S.O.);  Capt.  A. 
F.  Wickendeu,  from  (SO.).  Aug.  1st. 

Capt.  C-  H.  S.  Taylor  relinquishes  his  commn.  011  account  of  ill-health 
contracted  on  active  service,  and  is  granted  rank  of  Lt.-Col  .  June  30th. 

The  notification  in  "Gazette,"  April  29th,  concerning  Maj.  J.  W.  K. 
Allsoo  is  cancelled. 

The  notification  in  "Gazette,"  July  18th,  concerning  H.  P.  MaeDonald 
is  cancelled. 

Air  Ministry,  August  12th. 

R.A.F. — The  follg.  temp,  appointment  is  made  : — Staff  Officer,  2nd  Class 
(Air).— Maj.  G.  S.  Trewin,  A  F.C.,  July  6th  (substituted  for  notification 
in  "Gazette,"  July  18th. 

Frying  Branch. — Sec.  Lt.  W.  D.  Wood  is  antedated  in  nis  appoint- 
ment as  Sec.  Et.  (A.),  May  10th. 

The  following  Flight  Cadets  are  granted  temp,  commus  as  Sec.  Lts. 
(S.)  : — A.  H.  Murphy,  Oct.  19th,  1918;  A.  C.  Kennedy,  Oct.  25th,  1918; 
W.  F.  McCunn,  R.  E.  Parker,  H.  Small,  Nov.  1st,  1918. 

The  following  relinquish  their  commns.  on  ceasing  to  be  empld.  :-» 
Sec.  Et.  H.  R.  Herbert  (Et.,  E-  Ont.  R),  Feb.  28th;  Lt.  S.  D.  Morrison 
(Et.,  Nova  Scotia  R.) ,  April  20th;  Capt.  G.  H  Morton  (Capt,  Brit.  Col. 
R.),  May  26th;  Sec.  Et.  (Hon.  Et.)  H.  B.  Kennedy  (Et.,  Can.  Fid.  Art.), 
June  1st;  Et.  H  T.  Singleton  (Et.,  R.  Dublin  Fus.),  July  24th;  Sec.  Lt. 
(Hon.  Lt.)  W  M.  F.  Bayliss  (Lt.,  Lancers),  July  26th. 

Transferred  to  the  unempld.  list: — Capt.  N.  H.  Fletcher,  Feb.  7th: 
Lt.  C.  E.  Pither,  March  iqth;  Sec.  Lt.  A.  Douglas,  Mav  isth;  Sec.  Lt. 
T.  C.  Stranger,  June  6th;  Lt.  (actg.  Capt.)  W.  F.  Findlay,  June  nth; 
Sec.  Lt.  C.  C.  R.  Thompson,  June  nth;  Lt.  R.  W.  Redding,  June  26th; 
Lt.  T.  E.  Rogers,  July  -,rd:  Sec.  Lt.  A.  J.  Storm,  Sec  it  A.  R.  T. 
Thompson,  July  10th;  Capt.  (actg.  Maj.)  F.  S  Moller,  M.C  ,  July  nth; 
Sec.  Lt.  J.  Freeman,  Sec.  Lt.  A.  B.  Ryan,  Sec.  Lt.  G.  J.  D  Ryan,  Sec. 
Lt.  E.  W.  Swaekhainer,  Sec.  Lt.  W.  P.  OU.  Sweeney,  Julv  12th;  Lt.  T. 
L.  Gitsham,  July  14th;  Sec.  Lt.  A.  B.  Miles,  July  17th;  Sec.  Lt.  W.  A. 
Peggs  (Sherwood  Fors.),  July  24th;  I  t.  E.  H.  Peverell,  July  25th;  Sec. 
Lt.  J.  R.  Noble,  July  26th;  Maj.  A.  S.  Redfern,  July  29th;  Lt.  G.  Mor- 
timer, Julv  30th;  Sec.  Lt.  W  P.  Mills,  Lt.  G  L.  Percv,  Julv  31st;  Sec. 
Lt-  C.  H.  Wheeler,  Aug.  1st;  Lt.  B.  L-  McCarthy,  Sec.  Lt.  (Hon.  Lt.) 
E.  P.  Whitehead,  Aug.  7th;  Sec.  Lt  W.  M.  Oosthuizen,  Sec  Lt.  E.  E. 
Owens,  Lt.  W.  J.  Tarring,  Sec.  Lt   F.  H  L.  Tindall,  Aug.  10th. 

Maj.  H.  S.  Shield,  M.C  (Lt.,  N.  Staffs.  R.),  resigns  his  commn  and  is 
permitted  to  retain  his  rank,  Aug.  13th 

The  date  of  appointment  of  the  following  Sec.  Lts.  to  be  Lts.  i<.  May 
8th,  1919,  and  not  May  8th,  1918,  as  stated  in  "Gazette,"  July  22nd:— A. 
Beedie,  E.  A.  C.  Britton,  W.  B.  Crouch,  R.  Henderson,  C.  N  James.  W. 
S.  Jenkins,  D.F.C.,  W.  H.  Jordan,  A.  D.  Kiernander,  H.  W  Matthews, 
T.  H.  Mercer,  F.  R  Oddy,  T.  G  Reed,  J.  W  Sole,  A  G  B  Whittaker, 
L-  A.  Williamson 

The  notification  in  "Gazette,"  March  iSth,  concerning  Sec.  Lt.  H.  R. 
Herbert  (Et.,  E.  Ont.  R.)  is  cancelled. 

Administrative  Branch. — P.  S.  Stewart  is  granted  a  temp,  commn.  as 
Sec.  Lt..  Aug.  7th. 

Transferred  to  unempld  list  :— Capt.  R.  H.  G°e,  Mav  i6:h ;  Sec.  Lt. 
J  L.  Rhvs,  May  51st;  Sec.  Lt.  J.  MacD.  Roberts,  July  nth;  Lt.  P.  R 
Mattinson,  Julv  18th ;  Lt.  P.  H.  S.  Tozer,  July  23rd,  Maj.  L  P.  Walker, 
July  28th. 

Sec.  Lt.  J.  Nowell  (Lt.,  Wore  R.)  relinquishes  his  commn.  on  account 
ot  ill-health  contracted  on  active  service,  Aug.  12th. 

Technical  Branch.- jTrausf  erred  to  unempld.  list  :— Sec  I.t.  A.  F. 
Rees,  July  2nd;  Sec.  Lt  R.  P.  Wilmot,  July  12th  (substituted  for  notifi- 
cation in  "Gazette,"  Julv  29th)  ;  Sec    Lt    R    (Towing,  Julv  iStli  ;  Sec.  Lt. 

I.  Samber,  July  28th;  Sec.  Lt.  F.  H.  Waye,  July  30th. 
Memorandum  .-  -The   following    Overseas   Cadets   are   granted  temp. 

commus.  as  Sec.  Lts.  with  effect  from  Feb.  15th,  and  relinquish  such 
commns.  with  permission  to  retain  the  rank  from  the  day  following 
termination  of  the  standardised  voyage  in  the  case  of  those  claiming 
immediate  repatriation,  and  from  the  day  following  demobilisation  in 
England  in  all  other  cases  : — 7965  J.  Cohen,  222491  R.  M  Richardson. 

Sec.  Lt  A  D.  Watts  is  transferred  to  unempld.  list,  from  (S.O.I , 
Aug.  1st. 

The  notification  in  "Gazette,"  June  6th,  concerning  316200  R.  D 
Richardson  is  cancelled. 

Air  Ministry,  August  15th. 

R.A.F.. — Permanent  Commissions. — Lt.  W.  B  Farrington  is  granted  a 
permanent  comma',  as  Lt.  (A.),  Aug.  1st  (substituted  for  notification  in 
•'Gazette,"  Aug.  1st). 

The  surname  of  Capt.  W.  B.  Callaway  is  as  now  described,  and  not 
"Callaway"  as  stated  in  "Gazette,"  Aug.  1st 

The  following  temp,  appointments  are  made  : — Staff  Officer,  2nd  Class. 
— (Air)  Capt.  A  D.  Spiers,  Nov.  nth,  1918,  and  to  be  actg  Maj.  while 
so  empld.  till  April  30th. 

Staff  Officers,  3rd  Class.— (Air)  Capt.  V.  Buxton,  from  (S.O.)2,  Aug. 
2nd;  Sec.  Lt.  A.  Jukes,  July  13th,  and  to  be  adg.  Capt.  while  so  empld. 

Flying  Branch.— Capt.  A.  \V.  Biid,  D.S.O.,  to  be  graded  for  purposes 
of  pay  and  allowances  as  Maj.  while  emnld.  as  Maj.  (A.),  May  1st. 

Lt.  R.  G  Rolfe -Rogers  to  be  graded  for  purposes  of  pav  aud  allow- 
ances as  Capt.  while  ,empld.  as  Capt.  (A  ),  May  1st 

Lt.  H.  C.  Leaver  to  be  Et.  (A.), -from  (O.),  June  3rd,  1918. 

Sec.  Lt.  C.  L.  C.  Craft  (late  Gen.  List,  R.F.C,  ott  prob  )  is  confirmed 
in  his  rank  as  See.  Lt  (A  1,  Nov.  2nd,  1918. 


J.  E.  Tarlton  (Sec.  Lt.,  R.G.A.)  is  granted  a  temp,  commn.  as  Sec.  Lt. 
(A.),  July  7th,  1918. 

X.  A.  Woodward  (Sec.  Et.,  L'pool  R.)  is  granted  a  temp  commn.  as 
Sec.  Lt.  (O.),  Nov.  16th,  1918. 

""yBe  following  relinquish  their  commns.  on  ceasing  to  be  empld.  :  — 
Sec.  Et.  I-'.  W.  F.  Xurner,  Sept  14th,  191C;  Lt.  J.  G.  MacKenzie  (Lt., 
Cent.  Ont.  R.),  March  31st;  Lt.  H.  Cassels  (Capt,  Can.  Highrs),  April 
14th;  Lt.  R.  Graudy  (Lt.  (actg  Capt  ),  R.  Newfoundland  R.),  June  22nd; 
Lt.  (Hon.  M'aj.)  J.  L.  Booth  (Maj.,  R.E.,  X.F.),  June  30th,  Sec.  Lt.  A. 
W.  Wyncoll  (Lt.,  R.  Lanes.  R.) ,  July  29th;  Sec.  Et.  (Hon.  Lt.)  J.  F.  D. 
Tanqueray  (it.,  Can.  Engrs.),  Aug.  6th. 

Transferred  to  unempld.  list: — Sec.  Et.  G.  W.  Fitchie,  Jan.  24th;  Sec. 
Et.  G.  Crosthwaite,  Jan.  30th;  Et.  N.  J  Taylor,  Feb.  14th;  Et.  J.  E.  Doe, 
Feb.  18th;  Sec.  Lt  i.  K.  Da\idson,  Sec.  Lt.  W.  Snaw,  March  1st;  Sec. 
Lt.  (Hon.  Lt.)  R.  H.  Stonmill,  M.M.,  March  14th;  Capt.  H.  J.  Wiser, 
April  1  st;  it.  G.  S.  Frame,  April  10th;  Lt.  S.  Humphries,  April  nth; 
Capt.  L.  H.  F.  Irving,  April  16th;  Lt.  J.  H.  Forbes,  April  18th;  Lt.  S. 
G.  Pearson,  April  19th;  Sec  Lt.  W.  B.  Smith,  Lt.  P.  B.  Williams,  M.C, 
April  20th;  Lt.  J.  H.  Formau,  Sec.  Lt.  F.  W.  Wells,  April  22nd;  Lt.  D. 
Cairns,  April  23rd;  Sec.  Lt.  W.  N.  Simpson,  April  24th;  Sec.  Et.  A.  E. 
Thorp,  May  3rd;  Maj.  J.  W.  Jardine,  May  5th;  See.  Lt.  H.  A.  Scrivener, 
May  9th;  it.  E-  J.  Finch,  May  16th  (substituted  for  the  notification  in 
"Gazette,"  June  3rd);  Sec  Lt.  J.  B.  Weir,  May  18th;  Sec.  Et.  P.  H.  B. 
Wood,  May  19th  (substituted  for  the  notification  in  "Gazette,"  May 
20th) ;  Sec.  Lt.  W.  G.  Campbell,  May  20th  (substituted  for 
notification  in  "Gazette,"  May  20th);  Lt.  G.  A.  Welsh,  May  20th; 
Sec.  Lt.  J.  E.  Taylor,  June  13th;  Capt.  J.  S.  Smith,  June  14th;  Sec.  Lt. 
(Hon.  Lt.)  B.  P.  Springett,  June  17th;  Lt.  F.  P.  Watson,  June  18th;  Lt. 
C.  E  Willeock,  June  19th;  Lt.  C.  Thomas,  June  24th;  Lt.  E.  H.  F. 
Scott,  June  26th;  Lt.  A.  H.  Stead,  June  28th;  Lt.  E.  J.  Furlong,  D.F.C., 
Lti  E-  J-  Stephens,  Julv  2nd;  Lt  T.  H.  French,  D.F.C.,  Lt.  W  Skelton, 
Julv  4th;  See.  Lt.  E.  O.  Humphries,  July  7th;  Sec.  Lt.  R.  C.  Tice,  July 
8th;  Lt.  I.  W.  T.  Fraser,  Sec.  Lt.  J.  M.  Freston,  Et.  I.  de  W.  Wood, 
July  10th;  Sec.  Lt.  R.  J.  Tilney,  July  nth;  Lt.  C  Becker,  Sec.  Lt.  W. 
L.  Dean,  Sec.  Lt.  P.  G.  Rowe,  Sec  Lt.  W.  J.  Sanderson,  Sec.  Lt.  F.  J. 
Seatou,  Sec.  Et.  M.  L.  Selkirk,  Sec.  Lt  E-  G.  Simpson,  Lt.  E.  S.  Smith, 
Sec.  Lt.  G.  L-  Smith,  Lt.  N.  L.  D.  Smith,  Lt.  E.  I,.  Smithers,  Sec.  Lt. 
(Hon.  Lt.)  O.  B.  Thompson,  Sec.  Lt.  S.  O.  Truby,  Lt.  C.  R.  Wrede,  Sec. 
Lt.  P.  H.  Zealand,  Julv  nth;  R  A.  Stedman,  July  14th;  Sec.  Lt.  R. 
Franklin,  July  17th;  Lt.  M.  W.  Clark,  Lt.  G  T  Scott  (substituted  for 
the  notification  in  "Gazette,"  July  29th),  July  18th;  Lt.  H.  E.  Judge, 
Julv  19th;  Capt.  T.  C.  Arnot.  Sec.  Lt.  E.  T.  Shone,  July  21st;  Sec.  Et. 
W.  E.  J.  Bloodworth,  Lt.  C.  T.  Brown,  Sec.  Lt.  (Hon.  Lt.)  H  D.  D.  C. 
Tilev,  Julv  22nd;  Lt.  R.  H.  Speight,  July  23rd;  Capt.  C.  C.  Sharp,  Sec- 
Lt.  E.  W.  Steele,  July  24th;  Lt.  R.  Alton,  Sec.  Lt.  (Hon.  Capt.)  R. 
Boumphrev,  Sec.  Lt.  D.  E.  Dann,  Sec.  Lt.  D  C.  HurAVorth,  Lt.  E.  E. 
Wright,  July  25th;  Sec.  Lt.  H.  G.  Dixon,  I,t   J.  R.  H.  Hewlett.  Lt.  J- 

G.  Kingsburv,  Lt.   (Hon.  Capt.)  W.  E  Pitten.lrigh,  July  26th;.  Capt.  J. 

H.  P.  Brain,  July  27th;  Capt.  M  T.  Baines,  Capt.  C.  A.  Hervey,  Lt.  R. 
G.  Young,  July  29th;  Sec.  Lt  (Hon.  Et.)  H  B.  C.  Nicholls,  July  31st; 
Lt.  E.  E.  Moodev,  Aug.  1st;  Sec. .  Lt.  P.  -S.  Joubeit,  Aug  7th;  Sec.  Lt. 
R.  E.  Bell,  Sec.  Lt.  G.  P.  Mitchell,  Aug.  10th;  Lt  C.  W.  Davies.  Aug. 
14th;  Lt.  R.  J.  Thompson,  Aug.  15th  (substituted  for  notification  in 
"Gazette,"  July  29th). 

The  follg.  Lts.  relinquish  their  commns  on  account  pf  ill-health,  and 
are  permitted  to  retain  their  rank  : — H.  F.  N  Jones  (contracted  on 
active  service),.  June  12th;  C.  Miller  (contracted  on  active  service),  June 
25th;  W.  R.  Elson,  E-  R  Salter  (contracted  on  active  service),  July 
51st;  J.  Burdekin  (contracted  on  active  service*,  A.  E.  Garrison,  M.C^ 
(caused  by  wounds),  E-  Snell,  Aug.  1st. 

Sec.  Lt.  W.  D.  Wood  is  antedated  in  his  appointment  as  Sec.  Lt.  (A.), 
May  ioth,  1918  (substituted  for  notification  in  "Gazette,"  Aug  12th). 

The  rank  of  Lt.  D.  F.  Brookes  is  as  now  described,  and  rot  "Sec. 
Lt,"  as  stated  in  "Gazette,"  May  6th. 

-The  notification  in  "Gazette,"  Dec.  31st,  1918,  concerning  Sec.  Lt.  TJ 
C.  Fraser.  is  cancelled. 

The  notification  in  "Gazette,"  Junj  3rd,  concerning  Lt.  G.  F  Bell 
is  cancelled. 

The  notification  in  "Gazette,"  July  4th,  concerning  Sec.  Lt  C.  Butcher 
is  cancelled 

The  notification  in  "Gazette,"  July  irth,  concerning  Sec  Lt.  R.  J. 
Acheson  is  cancelled. 

Administrative  Branch. — Sec.  Lts.  to  be  Lts.  : — H.  V  Hall,  Nov. 
2nd.  1918;  R.  W  Johnson,  Aug  3th 

The  following  relinquish  their  commns.  on  ceasing  to  be  empld.  :  — 
Sec.  Lt.  P.  C.  Cooper  (Sec  Lt.,  Norlhants.  R.),  April  20th,  1918  (substi- 
tuted for  notification  in  "Gazette,"  Julv  22nd):  it.  V.  M.  McMahon, 
M.C.  (Et.,  R.  Dub.  F''s.).  Feb  9th:  T  t.-Col  E.  H.  Davidson,  O.B.E.,. 
M.C.  (Capt.,  Gord.  Highrs  ).  June  nth;  T  t.  C  M.  Sinclair  (Lt.,  R.A.S.C.). 
June  24th:  Lt.  (Hon.  Capt.)  W.  F.  T.  James  (Capt.,  Glam  Yeo.),  July 
9th;  Lt.  J.  Redmond,  M  C.  (Lt.,  R.I.  Rif.),  Aug.  1st;  Lt.  W.  S.  King 
(Lt.,  -R.  Newfoundland  R.) ,  Aug.  10th. 

Transferred  to  unempld.  list: — Sec.  Lt.  H.  R  Cooke,  Jan.  28th  (sub-^ 
stituted  for  notification  in  "Gazette.-"  April  1st);  Lt.  B.  0  Eudd,  Lt.  C' 
P.  Creighton,  April  19th;  Lt.  S.  M.  Pemberten,  April  20th  ,  Sec.  Lt.  E. 
Sykes,  June  2nd;  Maj.  (Hon.  Lt.-Col.)  C.  P.  Foley,  June  3rd;  Sec.  Lt.  V 
S.  Stevens,  June  7th;  Capt.  R.  G.  Stavelev-Dale,  June  14th.  See.  Lt.  W 
W.  Smith,  July, nth;  Lt.  E.  E.  Stock,  M.C,  July  18th;  Sec.  Lt.  M.  T. 
Sauuderson,  July  24th-:  Sec.  Lt.  A.  E.  Le  Sueur,  Julv  26th;  See.  Lt.  R. 
J.  Bright,  Julv  28th;  Maj.  C.  Kent,  Julv  29th;  Maj.  J.  G.  A.  Baillie,  July 
30th;  Capt.  G.  S.  Kilbv,  Aug.  1st;  Lt.  J.  Coblev  (Middx.  R  ,  T.F.),  Aug. 
4th;  Lt.  W.  Dee,  Aug.  13th. 

Capt.  R.  B.  H.  Lechmere  (Dragoon  Gds.)  relinquishes  his  commn.  on 
account  of  ill-health  caused  by  wounds,  Aug.  12th. 

Lt.  H.  F.  Proctor  relinquishes  his  commn.  on  account  of  ill-health 
caused  by  wounds,  and  is  permitted  to  retain  his  rank,  July  30th. 

The  following  Sec.  Lts.  relinquish  their  commns.  on  account  of  ill- 
health,  and  are  permitted  to  retain  their  rank  : — C.  Mcl.  French,  July 
12th  (substituted  for  notification  in  "Gazette,"  Jan.  21st);  C.  Hunter, 
Aug.  6tb 

Technical  Branch. — Capt.  A.  D.  Spiers  to  be  actg  Maj.  while  empld 
as  Maj.,  Grade  (A.),  May  1st 

E.  L.  M.  Emtage,  July  nth,  1918  (substituted  for  notification  in' 
••Gazette,"  Jan.  3rd)  ,  • 

Sec.  Lt.  (Hon.  Lt.)  R.  V.  Weeks  to  be  Et.,  May  23rd.  1918,  without- 
pay  aud  allowances  of  that  lank  prior  to  Nov.  3rd  (substituted  for  noti- 
fication in  '"Gazette,"  May  9th.'' 

Sec.  Lt.  (Hon.  Lt.)  L.  G.  Martin  is  transferred  temporarily  to  un- 
empld. list,  from  March  27th  to  May  29th  (substituted  for  rotification 
in  "Gazette,"  June  17th). 

Transferred  to  unempld.  list: — Sec.  Lt.  W.  Brown,  Feb.  7th,  Sec.  f,t 
T.  Conlan,  Feb.  14th  (substituted  for  notification  in  "Gazette."  March 
2SU1) ;  Sec.  Lt..  R.  E.  Towler,  May  2th ;  Capt.  C.  E.  Turner,  May  17th ; 
Lt.  S.  Wilson,  Mav  20th;  Sec.  Lt.  W.  S.  C.  Stephens,  June  3rd;  Sec.  Lt 
(Hou.  Capt.)  W.  S.  H.  Smith,  June  16th,  I.t.  R.  H.  Butler,  July  2nd:  Lt 
J.  G.  Francis  July  ioth;  Lt.  W  G.  Stuart,  Sec.  Lt.  C.  W.  M.  Sabine, 
fulv  nth;  See.  Lt.  W.  G.  Willis,  Julv  16th ;  Sec.  Lt.  E.  R>  Veneer, 
Julv  18th;  Lt.  G.  D.  Harrison,  I.t.  A.  Howard,  July  25th:  See.  Lt.  J 
Bennett,  Sec.  Lt.  'Hon.  Lt.)  B.  E.  Blomley,  Sec.  Lt.  (Hon.  Lt.)  R.  A 
Law,  Julv  26th;  Sec.  Lt.  L.  J.  Sterlini,  July  28th;  Capt  O.  Hard'", 
Julv  2Qth;  Lt.  W.  C. "England,  Aug.  nth. 


August  20,  1919 


ihe  Aeroplane 


772C 


I«t.  C.  J-  M.  towc  (K.U  )  relinquish  e.s  bis  comma,  on  account  of  ill- 
health,  Aug.  12th. 

Sec.  l,t_  A.  C.  Wright  relinquishes  his  column,  on  account  of  ill- 
health,  and  is  permitted  to  letain  his  rank,  Aug  JSt. 

Medicai  Branch.— Maj.  (actg.  I,t.-CoI.)  13.  R.  Uickforci,  D.S.O.  (Staff 
bur.cn.,  R.N.),  1  eliucjuishes  his  commn.  on  ceasing  to  be  empld.,  Aug. 
JSt. 

Capt.  K   Hall  is  transferred  10  unempld.  list,  July  15th. 

Capt.  T.  E.  Mulvan-y  relinquishes  his  commn.  on  account  of  ill-health 
contracted  on  active  service,  and  is  permitted  to  retain  his  tank,  Aug. 
ivth.  iqiS. 

JIbmokanda. —  The  following  warrant  officers  are  granted  lion, 
columns,  as  Sec.JCts.  : — 1,   L,.  l,ipsky,  J..  V.  Smyrnoff,  July  30th. 

Capt.  M.  ilcK.  Wood,  O.B.E.  (Capt.,  Gordon  HighrS.),  relinquishes  his 
.commn.  on  being  elected  M.P.,  April  35th. 

Lt.  W.  I,ingard,  M.B.B.,  "is  transferred  to  unempld.  list,  from  (S.O.), 
July  .31st. 

The  notification  in  "Gazette,"  July  4th,  concerning  Sec  l.t.  C.  W. 
Kerr  is  cancelled.    The  notification  in  "Gazette,"  July  nth  to  stand. 

*  *  * 

The  Air  Ministry  announces  that  the  following  stations  and 
landing  grounds  have  been  relinquished  by  the  R.A.F.  : — 

Stations. — Torquay  Seaplane  Station  ;  New  Romney  ;  Seaton 
Carcw  Seaplane  Station  ;  Tipnor  Kite'  Balloon  Base  ;  Sheerness 
Kite  Balloon  Base. 

Landing  Grounds. — Lower  Beeding,  Sussex  ;  Earnley,  Sus- 
sex ;  Kingshill  (West  Mailing),  Kent  ;  Blackneath  (Colchester), 
Essex;  Plungar,  Nottinghamshire;  South  Cave,  Yorkshire; 
Bisjioptoil,  Durham  ;  Cairncross,  Berwickshire  ;  Burnham-on- 
Crouch,  Essex;  Broomfield  (Chelmsford),  Essex;  Appleton  Wiske, 
Yorkshire  ;  Ponteland,  Northumberland  ;  New  Chapel,  Surrey. 

*  *  * 

It  is  stated  by  Major-General  Seelv  that  there  is  no  intention 
that  a  rigid  airship  shall  fly  to  India  at  present. 

*  *  * 

A  dinner  was  giv.-n  at  Claridge's  Hotel  on  Aug.    141I1  by  the 

Finnish  Minister,  M.  Ossian  Donner,  to  Squadron  Leader  W.  G. 

Sitwell,  D.S.C.,  R.A.F. ,   and   Flight  Lieutenant  Bailey,  R.A.F. 

The  dinner  was  given  to  celebrate  the  recent  flight  of  these  two 
officers  from  England  to  Helsingtors  and  back.    General  Swth- 

ton,  of  Ihe  Civil  Aviation  Department,  was  present,  and  Air 
Commodore  R.  M.  Grove  and  Squadron  Leader  Field,  R.A.F.j 
-■were  also  there. 

*  *  * 

Private  B'ruckniahn,  97th  Infantry  Reserve  Regt.,  the  German 
prisoner  of  war  whose  gallantry  in  rescuing  two  British  officers 
from  a  burning  aeroplane  was. recently  made  the  subject  of  an 
Air  Ministry  communique,  has  left  England  foi  Gtrmanv.  Before 
lea\ing  England  he  was  presented  by  a  representative  of  the  Royal 
Air  Force  with  a  sum  of  money  and  a  silver  watch  and  chain. 
-Several  thousand  German  prisoners  were  paraded  at  the  camp  ro 
witness  the  ceremony. 

Pte.  Bruckmann  was  severely  burned  while  assisting  the 
-officers. 

*  *  * 

Ballant)ne,  the  member  of  the  crew  of  H.M.A.  R34,  who 
recently  created  a  great  sensation  in  America  and  the  English 
Press,  by  making'  the  aerial  voyage  across  the  Atlantic  as  a 
-stowaway,  has  been  arraigned  by  his  officers.  He  was  severely 
reprimanded  and  informed  that  he  is  no  longer  a  member  of 
ihe  crew  of  R34. 

*  *  * 

The  Royal  Air  Force  held  a  series  of  trials  at  Queen's  Club, 
\\  est  Kensington,  on  Aug.  6th,  with  a  vie  w  of  selecting  repre- 
sentatives for  the  championship  meeting  at  Stamford  Bridge  on 
Aug.  21st. 

,  Capt.  H.R.H.  the  Prince  Albert,  K.G.,  R.A.F".,  watched  the 
sports,  and  at  the  close  .presented  the  prizes  to  the  successful 

^competitors.  Among  others  present  were  Brig. -Gen.  T.  L. 
Webb-Bowen,    C.B.,  C.M.G.,    Col.  A.    M.   Longmore,    D.S.O. , 

"R.A.F.,  and  Major  Owen,  R.A.F. 

Several  well-known  athletes  were  among  the  competitors,  and 
some  very  fair  performances  were  recorded.    Serjt.  P.  H.  Poign- 

•destre  won  both  the  100  yards  and  quarter-mile  races,  the  former 
by  a  good  yard  from  Lieut.  A.  J.  Moore,  in  11  1-5  sec.  ;  and  the 
latter,  in  which  he  beat  Serjt.  R.  E.  Skinner  by  five  yards.  !n 

.54  3-5  sec. 

A/M.  J.  Pratt  won  the  mile  and  three  miles  very  easily.  In 
both  events  he  made  his  own  pace  throughout,  and  his  time  of 
.4  min.  51  3-5  sec.  for  the  mile,  and  16  m-ih.  26  1-5  sec,  were,  in 
the  circumstances,  decidedly  good. 

Capt.  'Marlowe  won  the  half-rnile  after  a  fins  race  with  L.  A/C 
-Cook  in  1  min.  57  4-5  sec,  and  A/M  F.  R.  Aggersberg,  the 
.220  yards  by  half  a  yard  from  Cpl.  P.  Wilmot  in  24  1-5  sec. 

Serjt.  Bellingham  took  the  long  jump  with  17  ft.  7  in., 
L.  A/M  Owen,  the  high  jump  at  ft.,  and  L.  A  M  Kitson,  the 
120  yards  hurdles.  Boy  Downs  won  the  100  yards'  arid  220  yards 
-faces  confined  to  enlisted  boys. 

The  S.D.  Earlscourt  beat  the  143rd  Squadron  E.  two  pulls  to 
•nothing  in  lh-  tug-nf-w  ar,  'end  the  Sixth  S.D".  A.- rot  won  the 
".rr.ile  relav. 


A  relay  race  for  the  W.R.A.F.,  was  won  by  N.  1  M.T.  Worm- 
wood Scrubbs,  and  in  a  tug-of-war  Kidbrook  beat  Regent's  Park 
with  two  straight  pulls. 

On  August  8th  the  R.A.F.  in  Ireland  held  a  sports  meeting  in 
Dublin.  Among  the  events  was  an  aerial  race  of  102J  miles. 
There  were  twenty-one  competitors,  the  race  being  won  in  1  hr. 
9  min.  34  sec,  by  Lieut.  Unnston,  R.A.F".  Captain  Sibley, 
R.A.F.,  whose  time  was  1  hr.  9  min.  35  sec,  was  the  second  man 
in,  but  was  disqualified  for  passing  the  post  on  the  wrong  side. 
Lieut.  Baker,  R.A.F.,  was  third,  his  time  being  1  hr.  11  min. 
55  sec. 

The  following  cricket  team  represented  the  Royal  Air  Force 
against  the  Army  at  the  Oval  on  Aug.  15th  and  16th  : — 

Lieut.-Col.  Blount,  Lieut.-Col.  D.  Harries,  Major  E.  C. 
Baker,  Capt.  S.  D.  Harrower,  Capt.  W.  H.  G.  Heath,  Capt.  P. 
Burke,  Capt.  G.  F".  Earle,  Lieut.  J.  N.  Bitton,  Capt.  L.  P. 
Floult,  Lieut.  E,  E.  S.  Creek,  and  A.M.  E.  Fomkins. 

The  match  ended  in  a  drawn  game  on  Aug.  16th.    At  the  end 

ol    the  first  innings  the  score  was:    Army,    587;  R.A.F'.  (nine 

wickets),  94.    The  scores  for  the  second  irnings  were  :  Aim/ 

(five  wickets),  60;  R.A.F.,  357. 

*  *  * 

Life  is  dull  in  the  Air  Force  to  those  who  have  the  III  luck  to 
be  in  the  North-VY'stern  Area  in  the  land  of  porridge  and  moun- 
tain dew. 

Days  and  weeks  slip  aimlessly  away,  and  it  is  found  harder 
to  kill  time  than  Huns.  The  dancing  craze  which  kept  messes 
lively  during  the  winter  months  has  died  out,  and  golf  end  motor- 
cycling, or  lying  about  the  ante-room  are  the  chie4'  forms  o!  pass- 
ing away  the  idle  hours. 

In  Montrose  a  stray  Avro  amuses  the  visitors  about  once  a 
month,  but,  as  few  flying  officers  are  stationed  there,  the  sight 
of  a  machine  now  causes  comment,  and  the  shed  doors  rust  on 
their  guides. 

About  three  dozen  mechanics  keep  the  floors  swept  and  polish 
the  petrol  tins,  and  have  plenty  of  lime  left  for  bathing 

Edgill  Aerodrome  is  now  practically  non-existent,  for,  after  the 
sale  of  buildings,  etc,  it  has  been  gradually  demolished,  and  the 
ground  put  up  "  to  let." 

W  hy  such  a  site  was  ever  chosen  is  one  of  the  countless  war 
mj  steries. 

Grail  is  being  used  as  a  storage  depot  for  machines,  and  row 
upon  rows  of  new  unassembled  Snipes  and  Avro?  fill  the  hangars 
all  corrcTly   dressed  by   the  right. 

A  few  of  the  old  personnel  are  left  to  look  after  them,  and 
their  tired  expressions  gives  one  to  see  how  "  led  up  "  they  are. 

Leuchars  has  still  a  few  flying  officers  aid  as  many  scout 
machines  whose  chief  occupation  appears  to  be  amusing  the 
crowds  by  the  Tayside  coast.  They  scare  the  inhabitants  of  the 
"  jute  and  jam  "  city  of  Dundee  with  their  low  stunting,  and  are 
reckoned  by  those  hard  headed  Scots  to  be  "  fair  deevils." 

Their  methods  of  advertising  the  Victorv  Loan  were  so  thril- 
ling that  they  made  people  run  from  "bonds"  and  banks  to  the 
Esplanade  to  see  their  exhibition.  One,  unfortunately,  had  a 
diji  and  lost  his  machine  in  ihe  Fay.  and  was  saved  from  Davy 
Jones'  Locker  by  the  boys  of  the  "Mars"  Training  Ship  near  by. 
Thanks  to  the  reliability  of  modern  engines,  many  more  of  them 
have  been  saved  from  similar  experiences. 

Dundee  Seaplane  Base  has  still  a  large  personnel,  being  one 
of  the  four  permanent  stations  in  Scotland,  'but  very  little  flying 
is  being  done  there. 

Turnhouse  has  been  allotted  as  one  of  'he  two  aerodromes 
where  civil  machines  may  land,  and  has  a  small  number  of  men 
looking  after  it,  waiting  for  prop  (and  lead)  swinging. 

Gullane  is  being  used  as  a  dispersal  centre  for  the  R.A.F.,  and 
changes  in  personnel  are  so  rapid  that  one  never  knows  from 
dav  to  day  what  may  happen.  About  20  Bristol  Fighters  and 
Avrps  arc  there  and  do  a  little  flying  it  the  weather  is  fine. 

Its  next-door  neighbour.  East  Fortune,  is  anotner  of  the  per- 
manent stations,  and,  being  the  home  of  R.,4,  is  quite  a  busy 
and  well-known  spot.  Its  sheds  are  full  of  craft,  mostly  of  the 
N.S.  tvpe,  sometimes  used  on  instructional  work. 

The  other  aerodrome  in  Scotland,  Renfrew,  is  being  used  as  a 
Stores  Dep-it  for  all  sorts  of  goods  from  compl-.te  machines  to 
mess  teaspoons.  It  has  a  large  staff  of  administrative  and 
technical  officers. 

Last  of  all,  our  Scotch  Bolo,  "The  Adelphi,"  still  carries  on 
w  ith  great  form,  and  is  still  as  hot  on  court-martials  for  bold, 
bad  pilots,  etc  The  recurring  scramble  for  the  Staff  allotment 
of  mountain  dew  and  the  signing  of  chits  for  dances,  socials,  etc., 
keep  them  from  buing  very  wearied  with  themselves. — r.  m.  d. 

FRANCE. 

On  Aug.  10th  President  Poincare  conferred  the  Legion  d'Hon- 
neur  upon  Dunkirk.  During  the  ceremony  he  slated  that  this 
town  had  been  bombed  172  times  by  German  aviators. 

-*       *  * 

The  official  statistics  of  the  losses  of  tie  Service  d'Aviation 
Militaire  have  just  been  published,  and  are  as  follows  : — 

From  Aug.  4th,   1914,  to  Nov.   nth,    1918,  the  losses  in  the 


//2D 


The  Aeroplane 


August  20,  1919 


Army  zones  were  1,945  pilots  and  observers  killed,  1,461  missing, 
whose  death  may  be  regarded  as  certain,  and  2,022  wounded. 

Outside  the  Army  zones  1,927  pilots  and  observers  were  1 
bringing  the  total  losses  in  killed  and  wounded  up  to  7,757. 

As  the  full  strength  on  Dec.  1st,  1918,  was  12,919  men,  the 
war  losses  represent  61  per  cent.,  which  is  believed  to  be  the 
greatest  proportion  of  losses  in  any  arm  of  any  of  the  Allied 
armies.  [Presumably,  this  means  12,919  pilots  and  observers, 
exclusive  of  some  hundreds  of  thousands  of  mechanics  and  others. 
—Ed.] 

The  production  of  aeroplanes  for  the  Air  Service  was  3,460  in 
I9I5>  7>552  i°  I9I6,  22,751  in  1917,  and  34,219  during  the  first 
nine  months  of  1918.  The  aircraft  factories  employed  12,650 
workers  on  Jan.  1st,  1915,  30,960  on  the  same  date  in  1916, 
68,920  on  the  same  date  in  1917,  131,551  on  the  same  date  in 
1918,  and  186,003  on  Nov.  2nd,  1918. 

Six  seaplanes  under  the  cominond  of  Lieut.  (?)  de  Morcourt, 
Fiench  Navy,  will  shortly  fly  from  St.  Raphael  to  Casablanca. 
Alightings  will  be  made  at  the  following  places  on  the  way  to 
Casablanca  : — Cette,  Barcelona,  Valencia,  Cartagena,  Malaga, 
and  Tangier. 

U.S.A. 

Major  Crowell,  Assistant  Secretary  of  War,  has  raised  great 
controversy  in  the  U.S.  by  advising  the  formation  of  a  Single 
Air  Service.  The  War  Department  agrees  with  Major  Crowell, 
but  the  Navy,  having  presumably  benefited  by  the  mistakes  of 
others,  is  against  the  amalgamation. 

As  a  result  of  the  reduction  of  the  U.S.  Service  Estimates  for 
the  current  year,  it  seems  probable  that  the  Army  will  be  forced 
to  disband  its  Aviation  Service  in  the  Autumn. 

»         *  * 

Lieut.-Col.  R.  S.  Hartz  is  in  charge  of  a  Martin  Bomber  that 
started  on  an  endurance  flight  on  July  24th  and  will  cioss  31 
States  round  the  rim  of  the  country. 

Starting  and  finishing  at  Washington  the  total  distance  covered 
will  be  7,805  miles.  The  flight  is  planned  to  test  the  endurance  of 
the  Martin  Bomber  and  the  Liberty  engine,  for  recruiting  pur- 
poses and  for  the  charting  of  routes  and  the  locating  of  landing: 
fields. 

*         *  * 

It  is  reported  that  two  U.S.  Army  aviators,  Lieuts.  Paul 
Davis  and  Harold  Peterson,  who  have  been  missing  since 
August  10th,  have  sent  letters  to  the  Military  Headquarters 
stating  that  they  are  held  to  ransom  by  Mexicans  for  $15,000, 
and  that  if  the- money  is  not  forthcoming  by  August  16th  they 
will  be  executed.  No  official  opinion  has  been  given  by  the 
War  Department. 


PERSONAL  NOTICES. 

NAVAL. 

Marriage. 

TRAVERS— FRASER.— On  Aug.  6th,  at  Ryton,  near  Shifnal, 
S.dop,  Major  H.  G.  Travers,  R.A.F.,  D.S.C.,  was  married  to 
Hermia,  younger  daughter  of  Colonel  and  Mr?  E.  A  Fraser, 
of  Bodicote  Lodge,  near  Banbury,  Oxon,  by  the  Rev.  H.  -P. 
Fraser,  M.A.,  uncle  of  the  bride. 

MILITARY. 

Engagements- 

CAMPBELL — COLLINGWOOD-ALLEN. — The  engagement 
is  announced  of  Flight  Lieut.  Hector  A.  Campbell,  A.F.C.,  Sea- 
forth  Highlanders,  attd.  R.A.F.,  youngest  son  "oi  Colonel  and 
Mrs.  Campbell,  of  Larachan,  Sutherlandslure,  to  Ecie  Colling- 
wood-Allen,  elder  daughter  or  Major  and  Mrs.  H.  C.  Allen, 
Charlton  Lodge,  Shepton  Mallet,  Somerset. 

JENKINS— ROBERTSON.— A  marriage  has  been  arranged 
between  Lieut.-Col.  F.  Howard  Jenkins,  O.B.E.,  M.C.,  R.A.F., 
second  son  of  the  late  J.  H.  Jenkins,  M.R.C.S.,  L.R.C.P.,  of 
Lytham,  Lancashire,  and  Harriet  F'ernelith,  second  daughter  r 
Duncan  J.  Robertson,  O.B.E.,  County  Clerk  of  Orkney. 

KEMPSON — FEARNSIDE. — An  engagement  is  announced  be- 
tween Capt.  William  Robert  Kempson,  R.F.A.  (T.),  iate  R.A.F.,- 
of  Thorpe,  Norwich,  and  Miss  Enid  Margaret  Fearnside, 
daughter  of  Col.  C.  F.  Fearnside,  I. M.S.,  and  Mrs.  Fearnside, 
of  Haven  House,  Conway. 

WATT — MELLINGTON. — The  engagement  is  announced  be- 
tween Capt.  William  Mclver  Watt,  M.B.E.,  the  Black  Watch, 
attd.  R.A.F.,  only  son  of  Mr.  Nat  Watt,  Commercial  Bank 
House,  Musselburgh,  and  Gwendolen  Joyce,  younger  daughter 
of  Mr.  and  Mrs.  J.  A.  Christie,  Mellingtor,  Charlton  Kings, 
Cheltenham. 

Marriages. 

MATHER— WHITLOCK.— The  marriage  arranged  between 
Mr.  Harry  Mather,  late  Lieut.  R.F.C.,  eldest  son  of  Walter 
Mather,  Esq.,  Brierfield,  and  Chdtee,  elder  d,«i  ghter  of  Lieut. - 
Colonel  G.  F.  A.  Whitlock,  C.B.E.,  R.E.,  30,  Winn  Road,  South- 
ampton, took  place  quietly  in  London  on  Aug.  2nd 

MELHUISH — EBDEN. — The     marriage     airsnged  between 


James  Waller  Douglas  Melhuish,  M.C.,  late  7th  Worcesters  and 
R.A.F.,  only  son  of  Mr.  T.  W.  W.  Melhuish,  M.I.C.E.,  and 
Mrs.  Melhuish,  of  Clifton  Hill,  Exeter,  and  Decima  Mary  Teni- 
bon,  only  daughter  of  Mr.  and  Mrs.  Tenison  Mosse,  of  Bank  of 
England,  Manchester,  and  grand-daughter  of  the  late  Mon. 
Alfred  Ebden,  of  Belmont,  Roridebosch,  Cape  Town,  took  place 
very  quietly  on  Thursday,  Aug.  14th,  at  the  Cathedral,  .Man- 
chester. 

SKINNER— ALLEN.— On  Aug.  12th,  at  St.  Anne  s  Church, 
Wandsworth,  Lieut.  Herbert  Skinner,  Gordon  Highlanders  and 
R.A.F.,  son  of  Reverend  J.  Skinner,  M.A.,  Old  Deer,  Aberdeen- 
shire, was  married  to  Rhoda,  younger  daughter  of  Capt.  Allen, 
O.B.E.,  and  Mrs.  Allen,  Wandsworth,  London,  by  the  Reverend 
H.  P.  Statham. 


AIR  FORCE. 

Deaths. 

OILMAN, — Lieut.  Walter  Gilman,  R.A.F.,  who  was  previously 
reported  missing  on  July  13th,  1918,  after  alighting  in  the  sea 
when  returning  from  a  bombing  raid,  is  now  officially  presumed 
to  have  died  on  or  since  that  date.  He  was  the  only  son  of  Mr. 
and  'Mrs.  William  Gilman,-  Hazelcroft,  Alderley  Edge,  Cheshire, 
and  was  19  years  of  age. 

MOORE.— Lieut.  James  Gordon  Moore,  R.A.F.,  who  died  on 
Aug.  14th  as  the  result  of  wounds  received  in  action,  was  24 
years  of  age. 

MORRIS. — A  two-seater  Bristol  Fighter  aeroplane  crashed  on 
Aug.  14th  while  passing  over  the  riverside  village  of  Hurley,  near 
Marlow.  The  first  arrivals  found  the  machine  a  total  wreck,  and 
the  aviator,  Lieut.  H.  S.  Morris,  R.A.F.,  badly  injured.  He  was 
conveyed  to  Maidenhead  Cottage  Hospital,  where  he  died  a  few 
hours  later  without  recovering  consciousness. 

Engagements. 

CASWELL— EDWARDS.— The  engagement  is  announced  be-  A 
tween  Capt.  G.  F.  Caswell,  R.A.F.,  and  May,  daughter  of  George 
Edwards,  J. P.,  and  Mrs.  Edwards,  of  J 80,  Piccadilly,  W.,  and 
"Cheniston,"  Egham,  Surrey. 

ELLERTON— HUSBAND.— The  marriage  arr-inged  between 
Capt.  Alban  Spenser  Ellerton,  O.B.E.,  R.A.F.,  and  Miss  Mau- 
reen Gilliland  Husband,  of  69,  Belsiize  Park  Gardens,  will  take 
place  on  Sept.  13th,  at  11.30  a.m.,  at  the  Savoy  Chapel.  Friends 
will  be  welcome  at  the  church. 

H(ARRIS— CAMPION.— ^The  marriage  arranged  between 
Capt.  Stafford  Berkely  Harris,  A.F.C.,  R.A.F.,  and  Miss  Enid 
Ctmpion  will  take  place  at  St.  Jude's  Church,  Southsea,  on 
Aug.  21st,  at  2.15  p.m. 

JUDGE — EAD1E. — A  marriage  has  been  arranged,  and  will 
take  place  on  Wednesday,  September  10th,  at  Bromsgrove  Parish 
Church,  between  Captain  H.  E.  Judge,  R.A.F  ,  and  Olivette, 
daughter  of  Mrs.  Eadie,  Rigby  Hall,  Bromsgrove,  Worcestershire. 

MOFFETT. — YERBURY. — A  marriage  has  been  arranged, 
and  will  shortly  take  place,  between  Ritchie  Francis  Henry 
Moffctt,  Lieut.,  R.A.F. ,  son  of  J.  Ritchie  Moffett.  of  Ladybrand. 
O.F.S.,  South  Africa,  and  Hilda  Pauline,  daughter  of  Mrs.  Yer- 
bury,  26,  Milton  Road,  Acton,  London,  W.  • 

PRYCE — HARBORD. — The  engagement  is  announced  of 
George,  youngest  son  of  the  late  Lieut.-Col.  John  Pryce,  of 
Gunley,  Montgomeryshire,  to  Phyllis,  eldest  daughter  of  Lionel 
Harbord,  R.A.F.,  of  Mousehold  House,  Norwich. 

SHEPPERD— GODSON.— The  engagement  is  announced  be- 
tween Lieut.  Harold  E.  Shepperd,  R.A.F.,  only  son  of  Mr.  and 
Mrs.  E.  A.  E.  Shepperd,  of  Knockholt,  Kent,  and  Olive  Ethel, 
third  daughter  of  Mr.  and  Mrs.  E.  H.  Godson,  of  Heckington, 
Lines. 

Marriages. 

BULMAN— FAIRMAN.— On  July  16th,  at  Christ  Church, 
Sunderland,  Major  George  Purvis  Bulman,  O.B.E.,  R.A.F.,  only 
son  of  the  late  W.  W.  Bulman,  of  Alexandria,  Egypt,  and  Mrs. 
Purvis  Bulman,  Queen's  Club  Gardens,  was  married  to  Emmeline 
Preston,  youngest  daughter  of  Mr.  and  Mrs.  G.  P.  Fairman,  21, 
St.  Bede's  Terrace,  Sunderland,  by  the  Rev.  C.  W.  Froggatt. 

DE  ROEPER-^KEY.— On  Aug.  2nd,  Major  Bruno  P.  H.  de 
Roeper,  A.F.C.,  R.A.F.,  second  son  of  Mr.  and  Mrs.  de  Roeper, 
of  "Bella  Vista,"  Uprninster,  was  married  to  Jean  Julia  Key, 
only  daughter  of  Mr.  and  Mrs.  W.  Garbutt  Key,  of  "  Glen 
Caladh,"  Hall  Lane,  Uprninster,  before  the  Superintendent- 
Registrar,  at  Romford. 

DORE— GELLTON.— On  July  18th,  at  Holy  Trinity  Church, 
Paddington,  Charles  Noel  Gregory  Dore,  R.A.F.,  son  of  the  late 
S.  Lammas  Dore,  Esq  ,  and  of  Mrs.  S.  Lammas  Dore,  of  Pinner 
Hill,  Middlesex,  was  married  to  Evelyn  Emily,  daughter  of  the 
late  Duncan  GelHon,  Esq.,  and  of  Mrs  Duncan  Gellion,  of  2, 
Orsett  Terrace,  Hyde  Park,  W.,  bv  the  Rev.  F.  A.  Bealey,  Vicar 
of  St.  Anselm,  Hatch  End,  assisted  by  the  Vicar  of  Holy  Trinity, 
Paddington. 

Birth. 

WOOLNER.— On  Aug.  7th,  at  St.  Faith's  Home,  Mount 
Park  Road,  Ealing,  the  wife  of  Capt.  J.  H.  Woolner,  A.F.C., 
of  a  daughter. 


f- 

'August  20,  igig 


T  he  Aeroplane 


773 


THE  "  SEMLOH  "  SUIT  CASE. 

SUPER  OXHIDE,  HAND  MADE  THROUGHOUT 
BY  EXPERT  WORKMEN.    Size:— 24"  X  13J"  X  6". 

Price,  including  initials,  carriage  paid  100/-. 

ACTUAL  MAKERS;— 

C.  B.  HOLMES  &  SON,  38,  ALBERT  STREET,  MANCHESTER, 


The  Mir  Navigation  Go.,  ltd* 

BLERIOT  &  SPAD, 

ADDLESTOKE  (SURREY). 


Contractors  to  Wat*  Office  and 
Admiralty » 


Flying   Ground-  Brcoklantia  Aerodrome, 
NQRBERT  CHEREAU,    Managing    Dlractor,  _ 

Telegrams— Bleriot,  Weybridge.         Telephone  — 358  Weybridge. 


THE  AERIAL  ARM:  Its  Functions 
and  Development. 

By  Lieut-Colonel  N.  J.  GILL,  C.B.E.,  M.C. 

With  an  Introduction  by 
Maj.-Gen.Sir  W.SEFTON  B  <  ANCKBR,  K.C.B.,  A.F.C. 


6s.    6d.  net. 


7s.  post  free. 


Cements: — Chap.  1 — The  Atmosphere.  11 — Airships.  in. — The 
Aeroplane,  iv. — Progress  in  Aeroplane  De^gn,  v  — The  Evolution  of 
Types,  vi. — Navigation  of  the  Air.  mi. — The  Military  Use  of  Aero- 
planes,   vin.— Co-Operation  Afloat,    ix. — Air  Power. 

"A  well  balanced,  carefully  written  book — covering  in  a  com- 
paratively short  space  technical  aspects  in  such  a  manner  as  to  be  easily 
understood  by  the  lay  reader." — 1  imcs. 

THE  AEROPLANE  &  GENERAL  PUBLISHING,  CO.,  LTD.. 

61,  CAREY  STREET,  W.C.2. 


Keen  Buyers  go  to  the  Source. 


E.G. 


TOOL 


SHEFFIELD. 


SEND  US  YOUR 
ENQUIRIES. 


WOODWORK. 
METAL  WORK 
TUBE  WORK. 
WELDING 


AND 

MANUFACTURING 
COMPANY,  LIMITED. 

PARK  STREET, 
BURTON  ON  TRENT 

'Phone — 554  Burton-on-Trent. 
Telegrams—"  Planes,  Burton-on-Trent.1' 


sJ 


"CROID"  L (QUID  GLUE—  Used  by  all 
Aeroplane  Constructors  during  the  War. 
THE   STRONGEST   GLUE  KNOWN. 

1  'BED  COLD— with  the-  addition  of  cold  water. 
Write  To-day  for  Dtscriptive  Booklet  No.  17. 
The  Improved  Liquid  Gfues  Co.,  Ltd., 
Great    Hermitage    Street.    London,  E.i. 


During  the  War  we  made 

MILLIONS  of  AERO  PARTS. 

We  are  still  making  large  quantities. 

CAN  WE  SUPPLY  YOUB  WANTS? 

TURNINGS  or  (Power)  PRESS  WORK. 

Any  metal  or  insulating  material,  screwed 
or  plain.  Any  article  of  small  or  medium 
size  where  very  large  quantities  are  required. 

No   charge  for   tools  jor   large  quantities. 

CASHMORE  BROS. 

Zota  Works,  Hildreth  St.,  Balham,  S.W.12. 

Phones — Battersea  415,  Streatham  2140. 


United 

Aircraft  Engineering  Corporation 

OF 

New  York. 


[Cable  Addre.s  :  Unairco.) 


MANUFACTURERS.  ENGINEERS 


London  Offices  : 

Gapt.  A.  B.  ROGERS,  Manager, 
Suite  8  &  9,  123,  Pali  Mall. 

'Phone  :  Gerrard  3537. 


KINDLY    MENTION    "THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS 


774 


The  Aeroplane 


August  20,  1910 


TRADE  CARDS. 


NAME  PLATES, 
DIALS,  SCALES,  ADDRESS  PLATES, 

etc.,  in  all  metals,  Celluloid,  Bone, 
Ivory.    Chemically  enlarged  or  machined. 

CLEGG    METAL    ENGRAVING    CO.,  LTD., 
WORTHING. 


♦  /  FOX  ELIOTT  &  CO.,  L™ 


Walnut, 
Mahogany  and 
Silver  Spruce. 


Illipuu    "  Baj tic,  Plymouth."      To! e phone  :  1117  (2  linn). 


^ps»Sngs  !   Springs  I   Springe  § 

We  make  a  speciality  of 
Springs  for  Aeroplanes. 
SEND  FOR  PRICES. 
B&wte  Spring  Co.,  Wast  BpomwJsfiB, 


SCREW-  DRIVING 

RUSSELL  BROTHERS,  Ltd,,  REDDITGH 

ACHINES. 


The  INTEGRAL  PROPELLER  Co.,  Ltd. 

guarantee  mghest  efficiency  in  their 
design  and  manufacture  of  propellers 
for  any  type   of  engine  or  machine. 

THE  INTEGRAL  PROPELLER  CO..  LTD., 
Edgw&re  Road,       The  Hyde,       Hendon  N.W.9. 

Telephone :   Kingsbury  104. 


SHEET  METAL  WORK  FOR  AUTOMOBILES  &  AIRCRAFT 

Domed  Motor  Wince,  Radiators.  Petrol  and  Oil  Tarts,  Panels, 
CowllngB.  Fairings,  etc.,  supplied  new  or  repaired  Wheel  Discs 
for  Ford  and  other  cars  supplied  frcm  stock.  All  kinds  of  Sheet 
Metal  Work  Brazing  or  Aoetylene  Welding  undertaken.  Metal 
Sidecar  Bodies  and  Aluminium  Number  Plates  supplied  promptly. 
Improved  Silencers  and  Racing-type  Exhaust  Pipes  fitted 
to  any  car  at  snort  notice. 

OWEN    DAVIES   ENGINEERING   Co.,  Ltd. 

(E.  Owen  Davles,  Managing  Director.)  - 
±4-46  QUEENSLAND  BO  AD,  HOLLO  W  AT,  N. 7.  Phone  North  2964 


EBORA  PROPELLER.  COMPANY.  Ltd. 


Telephone  : 
£ra«STOM  672. 


Telegrams : 
"Ebora,  Kingston. 


PROPELLERS 

Contractors  to  th«  ADMIBALTT  &  WAR  OFFICE, 
8S  &  12,  Surbiton  Park  Terrace,  ru&gston-on-Thfcatea, 


EBAMOID 


BRAND 

LEATHER  CLOTH. 

The  Best  Waterproof  Covering  for  Railway.  Tram- 
way, Aeroplane,  Motor  Boat,  Cushions,  Seats,  etc 

NEW  PEGAMOID  LIMITED,  £nfc^I<^.& 


Telegram. — Pegamoid,  Phone,  London, 
galephone— City  9704  (2  lines). 


Cables  ABO  5th  Edition  and  Private 


RUBBER 


PETROL  &  OIL  RESIST- 
ING j  HOSE  \&  TUBIJNG, 
WASHERS.  BUFFERS,  MAT1IPG,  SHE  ET, 
STRIP.      CONNECTIONS,       GASKETS,  ETC. 

 Aircraft  Specialists  

JAMES  LYNE  HANCOCK,  LTD., 
66.  GOSWELL  RC AD,  LONDON,  EC' I 


Captain  A.  NEWMAN  (lateR.A.P.) 

Aviation  Insurance  Expert  &  Broker. 

Quotations  for  every  class  of  risks  — 
Lloyd's  Underwriters  and  leading 
: :         Insurance  Companies  : 


20,  BUCKLERSBURY,  E.C.4. 


Telephone 
4855  City. 


ADOPTED  BY  SO  MANY, 

oan  you  afford  to 
run  your  factory  without 

AUTO 

"START  AND 

CEASE  WORK" 

SOUND  SIGNALS 

and 

Modern  Methods 

ol 

Baying  Minute. 


L*W  The  Shortened 

Working  Week  Makes 
OENT8'  PULSYNETIC 
YSTEM  ESSENTIAL 
IN  MODERN  WORKS 
Send  for 

Illustrated  Literature  Book  "A  45." 

ent  &  C°  L™  •"  wAo^  Leicester 

London :  Newcattle-on-Tyne: 
„  Victoria  St.,  S.  W,x.      53,  BUckett  St. 


Trada      MEN  DINE  Mark. 

LIQUID  SCOTCH  GLU  E 

USED  BY  THE  LEA  Dl  NO  AEROPLANE"  CONSTRUCTOR  J. 

MOISTURE  PROOF. 
Write  for  Price  Lift  and  Partievltiri  , 
MENDINE  CO.,  8,  Arthur  Street,  London  Bridge,  E.C. 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS 


August  20,  1919 


The  Aeroplane 


775 


NORTHERN  MACHINE  SCREWS. 

Shafton  Lane. LEEDS.  ^mmJm 


Teleqrarnsr^ 
l/ULCAN.tEEDSl 


MAKERS  OF 


In  " 


mP¥  A.G.S.  Hex  Head  Bolts, 
Y      Eyebolts,  Studs,  Nuts,  etc., 
Bright  Steel  Bolts,  Studs  and  Nuts 
Whitworth  and  Auto  Standards. 


All  kinds  of  TURNED  REPETITION  WORK. 
MAY  WE  QUOTE  YOU? 


Established  1849. 


IRA  STEPHENS 


FOR 


Rawhide  Hammers  and  Mallets. 


Once  Used  on 
AIRCRAFT  or  any 
High-class  Wood  or 
Metal  Work 
Always  Used. 
It  is  not  an 
experiment. 

ASK! 

Stocked  by  all  good 
Machinery  Merchants. 


Admiralty  and  Wax 
Office  Contractor. 


ALL  BRITISH 


IRA  STEPHENS 

Ashton-under  Lyne, 
England. 

Currier,  Maker  of 
Round  and  Flat 
Belting      and  other 
Leather  Mechanical 
Specialities. 
Telephone  : 
709  Ashton-under-Lync 


Cast-iron  Hammered  Piston  Rinp 


( By  the  Davy  a 
Robertson-Process) 

In  our  Special  Pistes 
Ring  Iron.     All  $iz«t 

up  to  72  in, 

Quick  Deliver*! 
Absolutely 
Reliable* 
Low  Price*. 

Telephone  No. 

Telegrams— 
■■•  Ocean,"  Sheffield 


The  Standard  Piston  Ring  &  Engineering  Co.,  Ltd. 

_  Don  Road.  Sheffield.  J 


HEATING  rIM. 

FOR  EVERY  DESCRIPTION  OF 
BUILDING,  WORKSHOP  OR  OFFICE. 

CHAS.  P.  KINNELL  &  CO.,  LTD., 

65,  Soathwark  Street,  London,  S.E.I. 

VENTILATION 

EXPERT  ADVICE  &  ESTIMATES  FREE 


MISCELLANEOUS  ADVERTISEMENTS 

SPEC CAL  PREPAID  RATE  :  18  words  1/6  ;  Situations  Wanted  ONLY,  18  words  1  -  ;  Id.  per  word  after.  TRADE  ADVERTISEMENTS 
in  these  columns,  3  lines  3'-  ;  lOd.  per  line  after.  Public  Announcements,  Legal  Notices,  Auctions,  Contracts,  etc.,  1'6  per  line. 
For  the  convenience  of  Advertisers,  replies  can  be  received  at  the  offices  of  "  THE  AEROPLANE,"  61,  Carey  St.,  London,  W.C.2. 


PATENTS. 

PAGE  &  ROWLINGSON,  Chartered  Patent 
Agents  (Consulting  Engineer,  Mr.  S.  E. 
Page,  A.M.Inst.C.E.),  27,  Chancery  Lane, 
London,  W.C.    Tel.  332  Central 


Henry  Skerrett  (H.  N.  Skerrett,  A.I.A.E., 
A.I.Mech.E.,  Associate  I.E.E.,  Fellow  of  the 
Chartered  Institute  of  Patent  Agents),  Patents, 
designs  and  trade  marks. — 24,  Temple  Row, 
Birmingham. 

Inventors  advised  free.    Write  for  booklet . 
King's    Patent    Agency,    Ltd.,    165,  Queen 
Victoria  Street,  London.    30  years'  references. 

Stanley,  Popplewell  and  Co.,  Patent  Agents 
and  Consulting  Engineers.  Application  for 
Patents  attended  to  in  all  countries. — 38, 
Chancery  Lane,  W.C.  Telephone  :  1763  Cen- 
tral.   Circular  free. 


i.  HAROLD  BEAUMONT,  Registered 
Patent  Agent,  29,  Southampton  Buildings, 
London,  W.C. 2. — Patents,  Trade  Marks  and 
Designs. 

W.  BRYSON,  B.Sc,  A.M.Inst.C.E., 
A.F.R.Ae.S.,  Chartered  Patent  Agent,  29, 
Southampton  Building,  London,  W.C.2. 


SITUATIONS  VACANT. 


First  Class  Eagle=  Rolls  Engine  Fitter  re- 
quired immediately.  Must  be  ready  to  go 
abroad. — Apply  by  letter  only  to  Col.  Hender- 
son, 6,  Cambridge  Square,  London,  W.2. 


Aircraft  Woodworkers. — Wanted  3  Plane  As- 
semblers for  Country  District. — State  fully, 
previous  experience,  Branch  of  Society,  and 
rate  expected,  to  Box  No.  4729,  The  Aero- 
plane, 61,  Carey  Street,  W.C. 2. 


Coach  Body  Builders. — Wanted,  4  Coaoh 
Body  Builders,  with  aircraft  experience. — 
State  fully,  details  of  experience  and  pre-war 
occupation.  Standard  rates"  paid. — Box  No. 
4730,  The  Aeroplane,  61.  Carey  Street, 
VV.C.2. 


Carpenters,  Engineers,  Turners,  Fitters, 
Riggers,  etc.,  required  immediately  for 
R.A.F.  New  pay  and  conditions  are  un- 
equalled anywhere.  Splendid  chances  of  rapid 
promotion. — Apply  to  Inspector  of  Recruiting, 
4,  Henrietta  -Street,  Covent  Garden,  W.C. 2, 
or  to  any  Royal  Air  Fores  Station. 


Wanted  for  North  Midlands,  Aircraft  Pro- 
peller Shapers.  Standard  rates  and  piece- 
work. Permanent.  Non-unionists  preferred. 
— Apply,  giving  full  particulars  to  Box  No. 
4737,    The    Aeroplane,   61,    Carey  Street, 

W.C.2. 


Aircraft  Construction. — Opening  for  several 
ex-R.A.F.  mechanics  with  trade  qualifications. 
Give  full  details  Service  and  pre-war  experi- 
ence. Country  job.  Standard  rates.  Good 
job  for  right  men. — Box  No.  4731,  The  Aero- 
plane, 61,  Carey  Street,  W.C. 2. 


SITUATIONS  WANTED. 

Aeioplane  Ground  Engineer,  licensed,  seeks 
appointment  in  connection  with  commercial 
aviation.  8  years'  experience  with  leading 
Aircraft  Constructors. — Box  No  4739,  The 
Aeroplane.  61,  Carey  Street,  W.C. 2. 


Fully  Qualified  Pilot  desires  position  as  pilot ; 
flown  approx.  1,500  hour-;  46  types;  had  two 
special  Nav.  courses  ;  guod  knowledge  of  en- 
gines;  age  21.  Ready  immediately.  Horn: 
or  abroad. — Applv  H.,  13,  North  Lonsdale, 
Stretford,  Manchester. 


KINDLY    MENTION    "THE    AEROPLANE"    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


The  Aeroplane 


August  20,  iral 


AIRCRAFT  PARTS. 

Hardwood  for  Aeroplane*.— Specially  Selected 
air-dried  timber  as  supplied  to  leading  con- 
structors in  Britain  and  the  Continent,  Silver 
Spruce,  Ash,  Poplar:  Hickory  and  Ash 
Skids ;  Three-ply  ;  Thin  Cedar  and  Mahogany 
for  Floats  ;  Walnut  (or  Propellers, — William 
Mallinson  and  Sons,  Ltd.,  Hackney  Road. 
'Phone,  3845  Central,  4770  Wall. 

Tapes,  Webs,  Cords  and  Threads  in  all  quali- 
ties suitable  for  Aircraft  Work.  Delivery  from 
stock.— John  MacLennan  and  Co.,  30,  New- 
gate Street,  London,  E.C.i,  (See  Advertise- 
ment Page  III  of  Cover  and  Buyers*  Guide). 


PUBLICATIONS. 


Sixpence  Post  Free.— Technical  Essays  of  an 
Aviator  by  W.  R.  D.  Shaw.  60  pages.  lllut- 
trated.  World  on  Wings  Publicity  Bureau 
(Registered),  180,  Sutherland  Avenue,  Maid* 
Vale,  London,  W.9. 


The  following  books  may  be  obtained  post 
free  by  application  to 

The  Aeroplane  and  General  Publishing  Co., 
Ltd..  Union  Bank  Chambers,  61,  Carey 
Street,  W.C.2  :  — 

McCudden's  "Five  Years  in  the  R.F.C.,"  8s. 
Butler's  "Plain  Impressions,"  2s.  9d. 


776 


SITUATIONS  WANTED — continued. 

Commercial. — Wireless  Officer,  6  years'  expe- 
rience; over  four  years'  marine;  rest  Air  Ser- 
vice. 1st  Class  Certificate.  Either  C.W.  or 
spark.  Preferably  with  aviation  company- 
Willing  bring  assistant  and  go  abroad. — Box 
No.  4741,  The  Aeroplane,  61,  Carey  Street, 

W.C.2. 

First  Class  Wire  Splicer,  seaplanes  or  land 
'buses.  Home  or  abroad.  Been  four  years 
i'n  Government  contract  work. — H.  L.  Peach, 
4,  Prospect  Cottages,  Skirbeck  Quarter,  Bos- 
ton, Lines. 


MISCELLANEOUS  AND  TRADE. 

Lamplough  Radiators. — New  designs,  in- 
creased efficiency.  Radiators  repaired  or  re- 
made. Private  and  commercial  cars  over- 
hauled, repaired  and  refitted  for  the  road. 
First-class  staff  and  machinery  available  for 
the  best  work.— Lamplough  &  Co.,  Highfield 
Works,  Feltham,  Middlesex.  'Phone  33  Felt- 
ham. 


ENGINEERING 

British  Correspondence  School  of  Aeronautics 

(Estab.  1908). — Engineering  course,  17s.  6d. 
Advanced  course  in  design,  engines,  draughts- 
manship, 42s.  Diplomas  granted. — Penning- 
ton's, 254,  Oxford  Road,  Manchester 


AEROPLANE  LECTURES  NOTE  BOOK. 

Students  attending  lectures  on  aeroplanes 
and  aero-engines  find  the  task  of  note-taking 
very  trying  if  they  would  keep  their  attention 
fixed  on  the  lecturer.  Mr.  O.  Ford-Jones,  as 
the  result  of  his  observation  of  the  student's 
need,  has  devised  a  loose-leaf  note-book.  One 
•et  of  leaves,  40  in  number,  is  for  "Particulars 
of  Aeroplane,"  a  second  for  "Particulars  of 
Engine."  All  the  student  has  to  do  is  to  insert 
notes  in  the  spaces  left — thus  : 

Speed  :   Flying  m.p.h.   Landing  m.p.h. 

Maximum  m.p.h. 

[The  book  will  fit  into  an  ordinary  pocket, 
and  the  essentials  of  40  lectures  can  be  re- 
corded with  a  minimum  of  trouble.  The  leaves 
can  be  easily  removed  for  ultimate  filing.  The 
A*«»!ane  Note  Book  costs  5s.  net ;  refills,  2s. 
net  per  set.  Order  of  any  newsagent  or  direct 
from  : — 

The    Aeroplane   &    General    Publishing  Co., 
Ltd.,  61,  Carey  Street,  W.C.2 

KINDLY    MENTION    "  THE 


FOR  SALE. 

Transfers.  Firms  requiring  Transfers  should 
write  to  the  makers  — A  Bird  &  Co.,  Latimer 
Street,  Birmingham. 

Sunbeam,  150  h.p.  8-cylinder,  and  225  h  p  12- 
cylinder  Aero  Engines.  Guaranteed  as  new, 
for  sale. — Apply,  The  Cambridge  Automobile 
and  Engineering  Co.,  Ltd.,  21,  Hobson  Street, 
Cambridge. 

Aero  Carburetters,    2   Clauo'el-Hobson,  Type 
H.C.8,  new;  1  Zenith  R.A.48.    Best  offers. 
Box  No.    4740,   The   Aeroplane,   6r,  Carey 
Street,  W.C.2. 


Sylvester's  "The  Design  and  Construction  of 
Aero  Engines."    6s.  6d. 

Loening's  "Military  Aeroplanes,"  22g. 

Richthofen's   "The  Red   Air   Fighter"  (2nd 

Edition),  3s.  9d. 

Biakeney's  "How    an    Aeroplane    is  Built" 

(2nd  Edition),  5s.  4d. 

Dixie's  "Air  Navigation  for  Flight  Officers," 

Us. 

Saundby's   "Flying   Colours"    (Popular  Edi- 
tion), 15s.  6d.    Edit.on  de  Luxe,  £2  2«. 

Barber's    "  The    Aeroplane    Speaks  "  (7th 

Edition),  9s. 

Barber's  "  Aerobatics,"  Its. 
Barber's  "Airy  Nothings,"  3s.  9d. 
Aviation  Pocket  Book,  6s.  4d. 


MODELS. 

Model  Petrol-motors,  h  h.p.,  tooled  or  rough 
interesting ;  Water-cooled  or  Air-cooled.  List 
3d. — Littleover  Aeros,  Derby. 

Model  Maker,  25  years'  experience..  Spe- 
ciality highly  finished  aeroplanes  to  scale  for 
exhibition  or  other  purposes,  also  inventors" 
suggestions  completed. — Greene,  6,  Trenmar 
Gardens,  College  Park,  N.W.10 

Model  Aeroplanes. — Fly  1  mile,  circular 
flight,  4s.  "Yours  is  the  first  model  aero- 
plane we  have  had  that  really  flies'" — testimo- 
nial from  Miss  E.  and  Master  N.  Falson,  Hill 
Close,  Bra'unton;  Barnstaple.  Testimonials 
from  all  parts.— Dept..  C,  Bristol  Model  Aero- 
plane Depot,  Eastville,  Bristol. 


Songs  of  the  Submarine,  2s.  3d. 
Ballads  of  the  Flying  Corps,  2s.  9d. 
The  Flying  Book  (1918  Edition),  5s  4d. 
Practical  Flying,  5s.  4d. 

"  The    £    S    D    of   Flying "  (Commercial 

Aviation  and  Its  Possibilities).  By  Captain 
Arthur  Swinton,  6s..  4d. 

Selwyn's  Metric  Conversion  Tables,  2s.  9d. 

"The    Revelations   of    Roy,"    Air  Mechanic 

(With  Apologies  to  Artemas),  ts  3d. 

"The  Aeroplane."  Vols.  XIII  XIV,  XV,  tti. 

net  each. 


The  Aeroplane,"  Vols  IX,  X,  XI,  XII.  tU. 

net  each. 

AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS 


August  20,  1919 


The  Aeroplane 


Contractors  to  H.M,  Government. 

Hors  Concours  Membre  du  Jury:    Brussels  International  Exhibition,  1910. 
Grand  Prix  London,  1008.  and  Buenos  Aires,  1910. 


On  "Lloyd's  Register. ," 


Telegrams  : 

JONAS, 

SHEFFIELD. 


Telephone  : 
No.  4661. 
Private  Branch 
Exchange. 


TRADE  "MARKS 


JONAS  &  COLYER,  LTD. 

Manufacturers  of  Steel  of  every  description,  including 

HIGH  GRADE  NICKEL  STEEL  &  FORG1NGS 


for  Naval  and  General  Marine  Purposes. 


for  Aircraft  and 
Automobile  Purposes 


Special  Heat  Treated  Alloy  and  other  Steels 

S.3.G. 
3.G.W. 

O      P  Si 


IMPORTANT  SPECIALITIES  : 

A  SPECIAL  NICKEL  CHROME  GEAR  STEEL. 

FOR  AIR  OR  OIL  HARDENING.  When  treated  th  s  steel  has  exceedingly  tough  properties.  »nd  is 
specially  suitable  for  Gear  Wheels,  Connecting  Rods,  etc. 

A  NICKEL  CHROME  STEEL  IN  FOUR  GRADES. 

Eminently  suitable  and  strongly  recommended  for  Gears,  Crankshafts,  and  other  highly  stressed  parts  and 
having  exceptional  machining  qualities.  Combines  unusually  heavy  shock-resisting  and  wearing  properties 
with  silent  running. 


For  se 


nun   uiuiuL  alijui    ijiijij  ui*ui#i^j 

merely  strained  parts,  such  as  Gear  Wheels,  Gudgeon  Pins,  etc. 

SHEFFIELD. 


in 


"NOVELLON"  DOPE 

AND   AEROPLANE  VARNISH. 

CELLULOSE  ACETATE  &  CHEMICALS 


BRITISH  CELLULOSE  &  CHEMICAL  MANF'G. 


COMPANY,  LIMITED. 
8,  WATERLOO   PLACE,  S.W.I 


'Phone  :  Regent  4045. 


Telegrams : 
"Cellulate.  London. 

Also  at  Spondon.  Derby ;  and  Maybury  Gardens,  High  Road,  Willesden  Green,  N.W.10. 

(Telephone:    Willesden  2380.) 


Telephone.  jGTTY  31 13.  Telegrams  :"VAI1DUARA  CEMT  LONDON* 

Contractors  to  H.M.  Government. 

Aero^l  TApEs,  WEBS,  CORDS  &  TH  READS 


DELIVERY  FROM  STOCK. 


JOHN   MACLENNAN  &  C9. 

30.  NEWGATE    ST.,  LONDON,  E.C.I, 

 (  AND  AT  GLASGOW  ]  ,  . 


KINDLY    MENTION    "THE    AEROPLANE  "    WHEN    CORRESPONDING   WITH  ADVERTISERS. 


The  Aeroplane  august  20,  1919 


THE 

Green  Engine 

CO.,  LTD., 

supplied 

Airship  Engines  in  1909  for 
H.M.  Government  Airships. 

Therefore 

FIRST    in  1909 

AND 

FOREMOST  in  1919. 


Models  built  from  35  Horse  Power  to 
500  Horse  Power. 

Models  building   1,000  Horse  Power. 


I  166,  PICCADILLY,  W.l.  | 

=  Telegrams  :    '"  Air engine,  London.'"  Telephones  ;  Gerrard  8165  ;  Richmond  1293.  = 

^lif  iiiif  iiiiiiiiiiiiiiiifiiiiiiiiiiiiiiiif  iiiif  iiiif  iiiii  f  iiiiiiiiiiif  iiit  iiiiiiiiiiiiiiiifimiif  f  mill  iif  iiiiiiiiif  f  iif  iiiiiiiif  iiiiiii  iiif  iiiiiiiii  nif  imif  iiiiiiiiiiiiiiinif  if  in^l 

EDITORIAL  OFFICES,  175,  PICCADILLY,  W.I. 
ADVERTISEMENT  OFFICES,  61.  CAREY  STREET,  W.C.2. 


Printed  for  The  Aeroplane  and  Grnkral  Publishing  Co.,  Ltd.,  bv  Bonner  &  Co.,  The  Chmcery  Lane  Press,  Rolls  Passage,, 
 .'_~t.-.-'         oori  PnhlishrH  hv  Thk..Aero"lank  and  General  Puci.ishing  Company,  Ltd.,  at  Union  Bank  Chambers, 


THE  AEROPLANE    AUG.  27.  WW,  |||||||||||||f|||i||||||||||||||||||l||||i||I||||||jii|l|||||||||||||||||||||||||||||||||||||||i|||||l^ 


Vol.  XVII.  No.  9 


SIXPENCE  WEEKLY. 


r  Registered  ai  the  G.P.O.T 
L        «  a  Newspaper.  J 


John  Dawson  ^£ 

and  Co.  (NEWCASTLE-ON-TYNE).  Ltd. 


Newcastle-on-Tyne. 

Telephone—  CENTRAL,  NEWCASTLE  2604 
Telegrams— "DEPENDABLE, NEWCASTLE." 

Southampton  House, 
High  Holborn.  W.C.I. 

Telephone    HOLBORN  lift. 


THE  AERO  WIND 
SHIELD  THAT  WAS 
PROVED     BY  WAR. 

AUSTER  LIMITED 
London : 

133.  Long  Acre.  W.C  2. 

Birmingham 

Crown  Wks,  Barford  St. 


BEARDMORE 

AERO 
ENGINES 

TITANINE 

Th»  Original 

Non-Poisonous 

BEffi   ADVERT,  INSIDE. 

LONDON — MADRID 

900      MILE     NON-STOP  FLIGHT 

In  7%  hours.  July  31st,  1919,  on 


Weldless  steel  tubes  for  aircraft  construction 


Tube  manipulation  and  presswork, 

SEE  ADVERT.  INSIDE. 


"CRYSTAL 
ARMOUR" 
For-  GOGGLES, 
WINDSCREENS, 
PANELS,  Etc. 


TRJPLEX^GLASS 

uiiiiliiiiiiiiiiiifiiitiiif  tiiiiiitiiiiiiuittiiiiiiitiiiiiittiitiiiiifititiiiiiiiitiiiiiiiiititiiiiitiiiiiuinj 
....  unsp/inte.ra 


THE  'TRIPLEX' 
SAFETY  GLASS 

■,,}■  \    C?,  LT.°, 

I,  ALBEMARLE  ST, 
LONDON 

w.  i . 


The    Ac  r  o  plane 


August  27,  1919 


The  "All  British  "  Pioneers 
of  the 

Aircraft  Propeller  Industry. 


Our  long  experience  ensures  effec- 
tive design. 

Our  record  as  the  largest  producers 
during  the  war,  was  won  through 
quality  of  manufacture. 

Your  enquiries  are  safe  with  ns  from 
either  standpoint. 

Please  mention  Dept.  A. 


Lang  Propeller  Ltd. 

WeYERWGE . 

^e/ec/r^cLrns    Aerostjcks.  Weybrtdg&. 


KINDLY    MENTION       THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


August  27,  igig 


The  Aeroplane 


785 


BRITAIN'S  AERIAL  LINERS 

R33  and  R34 

Outer  Covers  Proofed  with 

"EHUILLITE" 

Airship  Coping  Scheme  "P." 


THE  BRITISH  EMA1LLIT     CO.,  LTD., 

Doping  Scheme  Specialists, 
5,    HYTHE    ROAD,    WILLESDEM    JUNCTION,  ft.W.IO. 
Wire:  Ridley,  Pren.  London.  'Phone:  Willesdtn  2346  &  2347 


Handley  Page  ' 
Aeroplanes  , 

0  have  flown  from  B 

ENGLAND  to  INDIA 

LONDON  to  CONSTANTINOPLE 
ENGLAND  to  CENTRAL  AFRICA 

B  and  have  carried  B 

PILOT    and    40  PASSENGERS 

B         over  6.500  feet  high.  ss 

The  whole  of  the  experience  of  the  Handley  Page  Company  is  at  the  disposal 
of  any  Government  or  Business    House  desirous  of  starting  a  service  for 
conveying  passengers  or  goods  by  Air. 

"     I 

H  arvd  1  Pa^wT) 

I 

.  j 


Telegrams:  Telephone: 
"HYDROPHID,  CRICKLE,  HAMPSXEAD 

London."         Aeroplane  Manufacturers  to  British  &  Other  Governments.        ™00  »10  v<™*) 


CRICKLEWOOD,  LONDON,  N.W.2. 

KINDLY    MENTION    '■'  THE    AEROPLANE  "     WHEN    CORRESPONDING    WITH  ADVERTISERS 


786 


The  Aeroplane 


August  27,  1919 


LONDON-PARIS 
EXPRESS  AIR  SERVICE. 


Passengers  and  Parcels 


DAILY  TIME  TABLE. 

London  (depart)  12.30  p.m. 

Paris  (arrive)       -        -         2.45  p.m. 

Paris  (depart)  -  -  12.30  p.m. 
London  (arrive)  2.45  p.m. 

Arrangements  have  been  made  for  special  collections  and  deliveries  at 
both  termini.  Full  particulars  regarding  tickets  for  passengers  and  goods  from 
the  Head  Office  of  Aircraft  Transport  and  Travel,  Ltd.,  27,  Buckingham 
Gate,  S.W.  1  (Telephone:  Victoria  7932),  and  from  the  American  Express 
Co.,  Queen  Street  and  Haymarket  ;  Thos.  Cook  &  Son,  Ludgate  Circus,  E.C. ; 
General  Transport,  Ltd.,  52,  Crutched  Friars ;  J.  Jackson  &  Sons,  7-8,  Charing 
Cross;  Henry  Johnson  &  Sons,  18,  By  ward  Street;  Lepaerial  Travel, 
Piccadilly  Circus  (Criterion  corner)  ;  Carter,  Paterson  &  Co.,  6,  Maddox 
Street,  W.,  and  3,  Cannon  Street,  E.C.  ;  and  Hernu,  Peron  &  Co., 
98-100,  Queen  Victoria  Street,  E.C.  The  aeroplanes  are  the  celebrated  Airco 
machines,  flying  at  100  miles  an  hour,  as  used  on  the  official  London-Paris  and 
Folkestone-Cologne  services. 

AIRCRAFT  TRANSPORT  &  TRAVEL,  LTD. 

(Chairman:  Mr.  G.  HOLT  THOMAS.) 

Head  Office:    27,  BUCKINGHAM  GATE,  LONDON,  S.W.I. 


KINDLY    MENTION    "THE    AEROPLANE"    WHEN    CORRESPONDING   WITH  ADVERTISERS. 


August  27,  1919 


The  Aeroplane 


787 


Round  the  world  b 


^is  mainly  a  Question  of  organization  and  choice  of  flying  stock. 

As  to  the  second  factor,  th<-  B.A.T.  Company 
can  be  of  unusual  assistance.  For  instance,  we  are 
the  first  people  out  with  a  purely  commercial  model 
(not  a  modified  war  type)— the  B.A.T.,  F.K.  26 — 
the  machine  with  the  lvrgest  cargo  space  and  load 
capacity  for  its  overall  size  and  power  yet  produced. 

Here    are    some    interesting  points 
F  K.  26  :- 

Rot  s-Royce  Eagle 


Engine 

'/III. 

Speed — 45  1 20  m.p.h. 
Cabin — Is  clear  of  any  trans- 
ferie  crtss-bracin  's  or  other 
obstructions  and  measures  8  ft. 
by  3  ft.  3  In.  ly  6  ft.— this  In 
a  mactin€  of  only  33  ft. 
overall  length.  Direct  entry 
off  ground  through  ordinary 
d  or. 

Load— Wtth  600   miles  range 
of  fuel~2,000  /is. 


concerning 
72 


Fuel   Cost  at  full  load- 
pence  per  mile. 

Chassis — A  sturdy  job,  sprurg 
by  on  unique  combination  of 
oleo  and  rubber  shock  ab- 
sorbers. 

Tail  Can  be  trimmed  in  flight 
from  pilot's  seat  —  sleerable 
and  practically  unbreakable 
tail  skid. 

General  Construction  — 

Straightforward  --  simple  tt> 
repair  and  recondition. 

A  series  of  these  machines  is  in  production. 
Governments  and  prospective  owners  desiring  a  fleet 
of  these  machines — cr  a  single  one — are  invited  to 
forward  their  enquiries. 


KINDLY    MENTION      THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISER'S 


788 


The  Aeroplane 


August  27,  1919 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING   WITH  ADVERTISERS. 


AUGUST  27, 
1919. 


NE 


THEAEROPLA 


The  Editorial  and  Advertising  Offices  of  "The  Aeroplane"  are  at  175.  Pi-'-adilly, London,  W.L 
Telagrap a. o  Address:  "Aileron,  ijondon."  Telephone:  CKrrard,  5407. 

Accounts,  and  all  correspondence  relating  thereto,  should   be    sent  to   the  Registered 
Offices  of   The  Aenplane    and   G-ener*!    i-ublishing    Co.,  Ltd.,  Umoa    Bar.k  Chambers. 
6a,  Carey  Street,  London,  VV.C.2. 

Subscription  Rates,  cos"  frve :  Home.  <?  months,  7s  6d.:  6  mcnths,  15s.;  12  months  30s. 
Foreign,  a  moaths.  3s.  ttd.;  6  months,  17s.  6d.;  1'^  months,  u5s.  Canada,  1  Year.  S8. 

U.S.A..  1  Year.  $8  50c. 


ON  THE  AIR  MINISTRY  SCANDALS. 


VOL.  XVII. 
No.  9. 


Doubtless  some  people  are  surprised  that  so  little 
attention  is  being  given  by  this  paper  to  the  Air  Ministry 
scandals  which  have  been  occupying  so  unduly  large  a 
portion  of  the  public  Press  and  of  the  time  of  Parlia- 
ment of  late.  Personally  one  can  see  no  reason  what- 
ever for  taking  any  interest  in  these  scandals,  except 
perhaps  in  the  part  in  which  Miss  Douglas-Pennant  is 
concerned. 

When  one  lecalls  Mr.  Lloyd  George's  connection  with 
the  Marconi  scandal  before  the  war ;  when  one  recalls 
the  openly  discussed  grafts  of  high  officials  during  the 
war ;  when  one  knows  of  the  real  financial  scandals  in 
other  departments ;  and  when  one  knows  of  the  cor- 
ruption, crookedness,  and  graft  which  infested  the 
Technical,  Supply,  and  Inspection  Departments  of  all 
three  vServices  during  the  war  (chiefly,  be  it  noted,  owing 
to  the  introduction  of  numberless  civilian  officials  by  our 
so-called  Business  Government),  the  matters  which  were 
defended  so  violently  by  General  Seely  with  all  his  usual 
rhetoric  seem  so  utterly  trivial  that  it  is  hardly  worth 
while  even  giving  up  so  much  space  to  them  as  has  been 
given.  After  all,  what  matters  a  few  millions  of  pounds 
here  or  there  when  for  three  or  four  years  we  have  been 
wasting  at  least  a  million  a  day  ?  If  the  House  of 
Commons  wants  an  Official  Inquiry  into  the  misdeeds 
of  officials  concerned  with  the  Flying  Services  during 
the  war  let  it  turn  its  attention  to  something  more 
important. 

What  is  the  value  of  a  human  life  in  pounds  sterling  ? 
It  is  true  that  the  Flying  Services  only  lost  some  2,700 
officers  and  men  in  all  definitely  known  to  be  killed ;  the 
total  casualties  were  7,589  killed,  wounded,  and  missing. 
And  of  all  those  killed  or  wrecked  for  life  it  is  fairly 
safe  to  say  that  half  have  been  so  killed  or  wrecked  by 
the  misdeeds  of  Government  officials. 

Let  the  House  of  Commons  go  back  before  the  war  to 
1912  or  1913,  or  at  any  rate  to  the  early  days  of  1914, 
when  that  eminently  respectable  Tory,  Captain  Walter 
Faber,  M.P.,  brought  his  first  "Murder  Charge  "  against 
the  administration  of  the  R.F.C.,  long  before  Mr. 
Pemberton-Billing  was  howled  down  by  the  hangers-on 
of  the  Government  for  saying  that  R.F.C.  officers  in  the 
field  were  being  murdered  by  officials  at  home.  What 
is  the  value  of  the  men  who  have  since  been  murdered 
by  these  officials  compared  with  the  few  millions  about 
which  Parliament  is  now  in  such  a  pother? 

Subjects  for  Inquiry. 
Let  Parliament  inquire  why,  when  Colonel  Seely  (as 
he  then  was)  stated  officially  that  we  had  120  war  aero- 
planes it  was  possible  for  Mr.  Joynson-Hicks  (as  he  then 
was)  to  prove  that  we  only  had  13  ?  Let  Parliament 
inquire  why  at  the  outbreak  of  war  we  had  no  British 
aero-engines,  and  why,  despite  the  Naval  and  Military 
Engine  Competition  of  1914,  British  engine  production 
was  held  back  for  two  years,  so  that  the  Royal  Aircraft 
Factory  might  experiment  with  engines  which  never 
become  efficient,  and  allowed  our  aviators  to  be  killed  in 


hundreds  by  better-mounted  enemies.  Let  Parlia- 
ment inquire  why  throughout  1915  and  1916  our 
aircraft  constructors  were  prevented  from  producing  the 
best  aeroplanes  in  the  world  while  our  aviators  were 
being  shot  down  day  after  day  in  the  contraptions  turned 
out  by  the  Royal  Aircraft  Factory? 

Let  Parliament  inquire  whether  and  why  officers  who 
had  the  courage  to  help  the  Air  Inquiry  of  1916,  which 
investigated  these  crimes,  were  hounded  down  and 
hustled  out  of  the  Flying  Services,  despite  the  guarantee 
given  them  that  their  Service  careers  would  not  suffer 
as  the  result  of  their  patriotism  ? 

Let  Parliament  inquire  why  the  healthy  competition 
between  the  R.N.A.S.  and  R.F.C,  which  enabled  the 
R.N.A.S.  to  acquire  the  engines  and  aeroplanes  which 
saved  the  R.F.C.  when  the  plotters  for  a  Government 
monopoly  of  design  had  failed,  was  killed  by  a  still 
bigger  monopolist  plot,  and  why  all  aircraft  supplies 
were  concentrated  in  a  single  Department  which  failed 
as  lamentably  as  did  the  Royal  Aircraft  Factory? 

Some  More  Subjects. 

There  are  plenty  more  subjects  into  which  inquiries 
can  be  held  if  there  is  any  real  desire  in  Parliament  to 
get  at  the  truth  and  to  purify  the  future  of  the  Royal 
Air  Force.  It  was  commonly  reported  that  certain 
R.A.F.  stations  were  hot-beds  of  vice  and  were  the 
hunting-grounds  of  procureurs  of  both  sexes.  Is  that 
a  subject  worthy  of  inquiry  ?  Perhaps  Miss  Douglas- 
Pennant  will  attend  to  this  question. 

It  is  known  that  drunken  debauches  were  not  merely 
common  but  customary  in  many  R.A.F.  stations. 
Should  that  pass  without  inquiry? 

It  is  known  that  common  bribery  and  corruption,  as 
well  as  the  higher  and  more  subtle  kinds  of  graft,  pre- 
vailed throughout  the  war  in  the  Technical  and  Supply 
and  Inspection  Departments.   Is  that  to  be  investigated  ? 

It  is  known  that  the  designs  of  some  firms  were 
accepted  without  question  while  better  designs  by  other 
firms  were  turned  down.   Is  that  to  pass  unchallenged? 

It  is  known  that  thousands  of  pounds  were  handed 
out  to  some  firms  for  experimental  work  while  more 
promising  designs  could  not  obtain  one  pennyworth  of 
support.  Does  that  meet  with  the  approval  of 
Parliament  ? 

The  Sins  of  the  Naval  Side. 

It  is  known  that  our  seaplanes  were  shot  down  time 
after  time,  and  that  the  German  Brandenburg  seaplanes 
practically  held  the  Command  of  the  Air  over  the  North 
Sea  till  driven  from  their  bases  on  the  Belgian  Coast 
by  the  British  Army.  Yet  all  the  while  we  had  in  this 
country  seaplane  fighters  which  were  far  better  than  the 
Brandenburgers.  Is  anybody  to  answer  for  the  deaths 
thus  needlessly  caused  ? 

It  is  known  that  because  of  our  lack  of  seaplanes 
orders  were  issued  to  escort  convoys  with  land-going 


The  Aeroplane 


August  27,  1919 


aeroplanes  which  were  unfit  for  land  warfare.  Who  is 
to  be  held  responsible  for  the  loss  of  life  and  material 
caused  by  this  policy  ? 

It  is  known  that  in  October  and  November,  1914,  Zep- 
pelins and  their  sheds  were  destro}red  or  damaged  in 
Germany  by  the  R.N.A.S.  It  was  not  till  1918  that  any 
more  damage  was  done  to  German  airships  and  sheds  by 
British  aircraft.  Who  is  to  be  blamed  for  the  immunity 
of  the  Germans  during  the  intervening  years,  and  for 
the  loss  of  life  in  this  country  caused  by  thus  allowing 
the  Germans  to  operate  unmolested  ? 

It  is  known  that  we  had  torpedo-dropping  aeroplanes 
before  the  war  and  that  the  R.N.A.S.  torpedoed  Turkish 
ships  early  in  1915.  Yet  we  had  no  torpedo  aircraft  at 
Jutland  in  1916,  nor  when  the  "  Goeben  "  came  out  of 
the  Dardanelles  in  1918.    Who  is  responsible? 

It  was  known  early  in  1917  that  any  sea-going  ship 
to  which  a  kite-balloon  was  attached  was  absolutely  im- 
mune from  attack  by  submarine.  Yet  the  Irish  mail 
steamer  "  Eeinster  "  and  Heaven  knows  how  many 
other  merchant  ships  and  human  lives  were  lost  for  lack 
of  kite-balloon  escoit.  Who  is  to  be  held  responsible 
for  these  "  murders  "  ?  Surely  not  the  German 
submarine  commanders  and  crews,  who  were  merely 
doing  their  duty  in  enforcing  an  effective  blockade,  but 
rather  the  British  Navy  which,  despite  its  much- 
advertised  sea-power,  failed  so  fatuously  in  breaking 
that  blockade. 

Camouflage. 

Is  the  whole  of  this  fierce  agitation  in  Parliament 
merely  a  vast  piece  of  camouflage  designed  to  hide  the 
real  crimes  of  the  Government  and  its  hangcrs-on,  and 


to  side-track  public  attention  from  the  main  line  of 
criminality  onto  these  paltry  financial  affairs.  Either 
those  who  are  raising  the  agitation  are  lamentably  igno- 
rant of  the  graver  issues  or  else  they  are  peculiarly 
clever  fellow-conspirators  with  the  Government  Depart- 
ments concerned. 

As  for  Major-General  J.  E.  B.  Seely,  C.B.,  C.M.G., 
D.S.O.,  Under-Secretary  of  State  for  Air,  he  seems  to 
be,  as  he  was  before  the  war,  merely  the  dupe  of  the 
officials  whose  crimes  he  has  to  hide.  He  is  quite  hondst 
and  quite  simple-minded,  for  all  his  cleverness.  He  is 
in  fact  like  one  of  those  simple  yet  cleverly  designed 
jets  through  which  the  Huns  used  to  eject  poison-gas 
on  our  troops  in  the  field,  and  he  performs  the  same 
functions.  Innocent  in  himself,  he  emits  the  vapour 
with  which  the  enemies  of  his  owners  are  doped,  and, 
to  his  credit  be  it  said,  he  does  it  quite  efficiently. 

But,  as  Mr.  Joynsou  Hicks  wrote  in  the  "Morning 
Post  "  on  March  16,  1914,  "  the  country  will  not  be 
satisfied  with  a  mere  statement  by  Colonel  Seely."  The 
country's  estimate  of  General  Seely  to-day  does  not  differ 
from  its  estimate  of  him  five  and  a  half  years  ago. 

Certainly  another  Air  Inquiry  Committee  is  needed, 
but  not  an  impotent  affair  like  that  of  1916.  If  we  are 
to  have  another,  let  it  be  one  with  power  to  subpoena 
witnesses  and  to  take  evidence  on  oath,  and  let  it  be 
one  which — on  the  other  hand — may  be  forced  to  ask 
questions  which  are  handed  to  it  by  people  who  are  not 
members  of  the  Committee.  Under  such  circumstances 
it  might  be  possible  to  bring  some  of  the  real  criminals 
to  justice,  and  to  assure  to  the  R.A.F.  a  clean  and  whole- 
some future. — C.  G.  G. 


THE  GOVERNMENT  COMPETITIONS. 


The  rules  issued  by  the  Air  Ministry  on  August  21st 
for  the  forthcoming  Government  trials  for  commercial 
aircraft  will  be  found  in  full  in  this  issue  of  The 
Aeroplane. 

It  may  be  said  forthwith  that  as  they  stand  the)'  are 
totally  unsatisfactory. 

At  the  very  beginning  the  types  of  aeroplane  for  which 
the  prizes  are  to  be  awarded  are  ridiculous. 

The  specification  for  the  small  type,  carrying  pilot  and 
passenger,  calling  for  a  maximum  speed  of  100  m.p.h.  at 
least,  a  minimum  speed  not  in  excess  of  40  m.p.h.  and 
a  climb  of  at  least  500  feet  per  minute  could  be  met  by 
any  competent  designer  with  an  engine  of  60  h.p.,  and 
such  a  machine  in  the  hands  of  a  competent  pilot  should 
pass  all  the  flying  tests  with  ease. 

There  is  nothing  in  the  rules  to  prevent  any  maker 
from  entering  a  machine  in  this  class  with  a  600  h.p. 
engine  and  an  enormous  surface,  commercially  useless 
on  account  of  its  cost,  but  which  will  defeat  any  reason- 
ably economically  designed  two-seater  on  landing  speed, 
top  speed,  and  general  comfort  and  convenience,  except 
that  much-abused  word  "  efficiency  "  included  amongst 
the  list  of  general  features  for  which  marks  are  to  be 
awarded. 

In  any  case  the  small  two-seater  is  a  machine  which 
has  no  commercial  use  which  could  not  be  served  by 
very  slight  modifications  to  existing  machines. 

Mekely  Ridiculous. 

Had  the  limit  for  small  machines  been  fixed  at,  say, 
four  or  five  persons  in  addition  to  the  pilot,  and  were 
there  either  a  scale  of  permissible  power  for  each 
passenger  up  to  that  limit,  or  a  defined  scale  of  award- 
ing marks  on  the  basis  of  useful  weight  carried  per  h.p., 
there  might  be  some  value  attached  to  the  affair.  As 
the  rules  now  stand,  they  are  ridiculous.  They  call 
irerelv  for  machines  designed  to  carrv  out  a  "  stunt" — 


ctrtainly  a  novel  "  stunt  " — regardless  of  any  considera- 
tion of  the  cost  of  cariying  it  out. 

'1  lie  large  aeroplane  class  is — so  far  as  the  load  to  be 
carried  is  concerned — rather  more  reasonable.  A  15- 
passengcr  carrier  is  a  useful  commercial  vehicle — if  it 
can  be  operated  at  a  reasonable  cost.  But  cost,  except 
as  regards  the  cost  to  the  Air  Ministry  of  buying  the 
machine,  is  nowhere  touched  upon.  There  is  no  word 
as  to  cost  either  of  manufacture,  of  upkeep  and  main- 
tenance, or  of  operation,  from  one  end  to  the  other  of 
the  whole  series  of  rules. 

A  Few  Good  Points. 

The  competition  for  seaplanes  shows  certain  good 
points. 

The  condition  that  they  must  be  able  to  land  on 
a  smooth  aerodrome  and  to  get  off  the  same  is  to  be 
commended.  Even  if  it  fails  to  produce  any  very  satis- 
factory combined  water  and  land  undercarriages,  but 
merely  demonstrates  to  the  general  public  that  a  decently 
designed  seaplane  can  land,  and  even  get  off  any  reason- 
able aerodromes  on  its  floats  alone,  it  will  serve  a  useful 
purpose  in  encouraging  a  more  extended  use  of  seaplanes. 

The  mooring-out  tests  should  be  valuable,  particularly 
in  so  far  as  they  call  for  the  machines  being  brought 
up  to  and  moored  to  their  buo)rs  without  any  outside 
assistance. 

These  are  purely  matters  of  the  technique  of  design, 
however,  and  the  seaplane  tests  show  no  more  idea  of 
encouraging  economical  design  than  do  the  aeroplane 
tests. 

The  very  allocation  of  twice  as  large  an  amount  of 
prize-money  for  aeroplanes  as  for  seaplanes,  in  a  country 
like  England,  is  in  itself  evidence  of  an  absence  of  vision- 
on  the  part  of  those  responsible  for  the  drawing  up  of 
the  rules. 

The  Neglect  of  Seaplanes. 
Great  Britain,  with  its  unequalled  network  of  roads 


august  27,  1919  1  he  Aeroplane  791 


and  railways,  is  one  of  the  most  unpromising  of  coun- 
tries for  the  development  of  overland  aerial  transport. 

On  the  other  hand,  its  island  condition,  the  lack  of 
direct  communications  along  the  coast-line,  and  the 
enormous  cross-seas  traffic  with  the  Continent  render 
it  one  of  the  most  promising  fields  for  the  intelligent 
exploitation  of  seaplane  services. 

EXHIBITION  FLYING  IN  U.S.A. 

The  Director  of  Air  Service,  Washington,  U.S.A.,  issued  the 
following  on  July  22nd  : — 

"With  the  iminens'  popular  interest  in  flying  together  with 
the  difficulties  of  living  up  to  the  common  expectation  and  the 
technique  of  flying,  it  is  remarkable  that  more  accidents  have  not 
occurred  through  the  use  of  makeshift  fieldf.  During  the  Vic- 
tory Loan  Campaign,  teams  of  aviators,  flying  various  types  of 
high-powered,  high  speed  machines,  including  even  captured 
enemy  Fokkers,  covered  almost  the  whole  United  States  with  the 
shadow  of  their  wings,  sustaining  but  one  accident,  and  that  10 
a  spectator.  Flights  were  made  in  88  cities,  utilising  such  fields 
in  the  vicinities  as  happened  to  be  available." 


It  would  seem  reasonable,  therefore,  to  have  devoted 
special  attention  to  seaplanes,  particularly  as  during  the 
war  seaplanes  have  been  almost  entirely  neglected ;  but 
it  may  be  assumed  that,  as  seaplane  manufacturers  have 
been  very  nearly  extinguished  in  this  country,  the  Air 
Ministry  has  considered  it  safe  to  treat  them  with  even 
more  contempt  than  their  slightly  more  vigorous 
brethren  who  build  aeroplanes. — W.  H.  S. 

THE  "  DAILY  EXPRESS  "  PRIZE. 

The  Advisory  Committee  on  the  "Daily  Express"  ^'10,000  re- 
liability prize,  held  its  preliminary  meeting  on  Aug.  22nd.  The 
Committee  decided  to  meet  again  on  Aug.  29th,  and  will  then 
announce  the  date  on  which  entries  will  be  officially  received. 
Meanwhile,  the  Committee  agreed  to  the  extension  of  the  closing 
date  from  June  1st  to  Oct.  31st,  1920. 

Among  those  present  were  Brig. -General  Sir  Capel  Holden, 
C.M.G.,  D.S.O.  (Chairman);  Lieut.-Col.  F.  K.  McLean,  D.S.O.  ; 
Lieut.-Col.  A.  Raikes,  D.S.O.;  Capt  G.  Mansell ;  Capt.  P.  D 
Acland  ;  Mr.  A.  Allen  ;  and  Mr.  H.  E.  Perrin. 


The  R34  (1,950,000  cu.  It.;  five  250-Ii.p.  Sunbeam  "Maori"    engines)  flying  at  Pulham  Aerodrome,  Norioik.    Below  is  the 
R24  (924,000  cu.  ft. ;  four  250-h.p.  Rolls-Royce  engines;  moored  lo  a  mast  during  mooring  tests. 


792 


The  Aeroplane 


August  27,  1919 


THE   OFFICIAL   BRITISH   AIRCRAFT  COMPETITION 


The  Air  Ministry  makes  the  following  announcement  :  — 
A  Committee  composed  of  members  of  the  Air  Ministry  and  ol 
the  Aviation  Industry  has  been  sitting  for  the  past  two  months 
under  the  chairmanship  of  the  Under  Secretary  of  State  for  Air 
to  consider  the  question  of  encouraging  the  future  development 
of  aviation  on  the  lines  of  increased  safety.  A  large  number  ol 
witnesses  has  been  called,  including  constructors  and  designers 
and  representatives  of  the  public  who  are  interested  in  aviation.  Ii 
has  been  decided,  as  stated  in  Parliament,  to  institute  a  compe- 
tition open  to  the  British  Empire.  Prizes  to  the  value  of  ^"64,000 
will  be  awarded  by  the  Government  under  the  conditions  which 
are  set  out  below. 

Rules  for  a  Competition  for  Aircraft  to  further  iht  Attainment 
oi  Safety  m  Aif  Travel. 

Notes  on  the  Competition 

(a)  The  aim  of  these  competitions  is  to  obtain  a  real  advance 
in  the  efficiency  and  design  of  aeroplanes  and  seaplanes,  more 
especially  with  the  view  of  increasing  the  safety  of  air  travel.  The 
rules  drawn  up  are  intended  to  secure  this  object. 

(b)  As  regards  the  rules  for  aeroplanes  it  is  recognised  that 
the  conditions  are,  generally  speaking,  easier  for  the  small 
machine  than  for  the  large.  The  object  in  this  is  to  attract  a 
large  number  of  competitors  from  amongst  designers  of  small 
machines. 

(c)  The  present  competitions  are  not  directly  aimed  at  engine 
reliability,  nor  at  economy  in  fuel  and  oil  consumption,  although 
these  are  of  the  first  importance,  but  chiefly  at  the  attainment 
of  efficiency  in  the  machine  itself.  A  much  longer  time  is  re- 
quired to  produce  radical  improvements  in  engines  than  in 
machines,  and  since  it  is  intended  thajt  the  present  competitions 
should  be  held  early  next  year,  it  has  been  decided  to  concentrate 
attention  on  the1  machine  on  this  occasion. 

Rules. 

Aeroplanes. 

1.  A  competition  will  be  held  commencing  on  March  1st,  1920, 
with  the  object  of  ascertaining  the  best  types  of  aeroplanes  which 
will  be  -,afe  to  travel  in,  and,  in  particular,  be  capable  of  alight- 
ing in  andurising  from  a  small  space. 

2.  Two  types  of  aeroplanes  will  be  entered  for  the  competition., 

(a)  Small  type  with  a  total  carrying  capacity  of  two  persons 

(including  pilot). 

(b)  Large  type  with  seating  accommodation  for  15  persons 

(exclusive  of  crew). 

3.  Machines  and  engines  must  have  been  designed  and  con- 
structed within  the  British  Empire.  Tlv's  rule  will  not,  however, 
apply  in  the  case  of  such  secondary  equipment  as  ignition  system 
carburetters  and  instruments. 

4.  Machines  are  to  fulfil  all  conditions  required  for  a  certificate 
of  airworthiness,  and  are  to  carry  parachutes  for  all  persons  for 
whom  accommodation  is  provided,  including  crew. 

5.  Each  machine  must  be  capable  ol  flying  level  at  or  above 
the  following  speeds  with  full  load  at  ground  level  : — 

Small  Type. — 100  m.p.h.  Large  TvpE.-^go  m.p.h. 

and  must  also  be  capible  of  flying  level  at  or  below  the  following 
speeds  with  full  load  at  ground  level  : — 

Small   Type. — 40  m.p.h.  Large  Type. — 45  m.p.h. 

Each  machine  must  also  be  capable  of  climbing  not  less  than  : — 

Small  Type. — 500  ft.  in  the  first  minute,  starting  from  ground 
level. 

Large  Type. — 350  ft.  in  the  first  minute,  start  from  ground 
level. 

6.  Landing  and  Getting  off  Test. 

(a)  A  circle  will  be  marked  out  on  open  ground  to  represent 

a  field  surrounded  by  obstacles.  This  circle  will  be 
of  the  following  diameter  : — 

Small  machines    175  yards. 

Large  machines    275  yards 

The  obstacles  will  be  represented  by  a  continuous  string 
or  tape  with  streamers  attached,  50  ft.  from  the  ground, 
of  such  a  nature  as  to  be  easily  broken  by  an  aero- 
plane. 

(b)  The  landing  to  be  made  in  still  air.    Still  air  included  any 

wind  not  exceeding  5  miles  per  hour  at  ground  level. 

(c)  During  landing    the   machine  is  not   to    side  slip  nor  to 

turn,  after  reaching  the  obstacles  until  it  is  on  the 
ground.  Once  it  has  touched  the  ground  the  machine 
may  turn  in  any  direction 

(d)  The  machine  to  come  to  a  standstill  before  reaching  the 

marks  representing  the  boundary  of  the  field. 

(e)  After  landing,  the  machine  to  get  out  of  the  same  field 

over  the  50  ft.  obslacle  in  still  air  (as  defined  in  sub 
para,  (b),  no  turn  to  be  allowed  until  clear  of  the  ob- 
stacle on  the  far  side. 

(f)  No  breaking  device  operated  by  the  engine  may  be  used 

during  landing. 

(g)  Any  landing  or  taking  off  gear  used    must  be  integral 

with  the  machine. 

(h)  No  landing  apparatus  may  be  used  that  in  the  opinion  of 

the  judges  would  be  liable  to  cause  undue  damages  to 


an  aerodrome,  e.g.,  a  claw  attached  to  the  machine 
as  used  on  certain  types  of  German  machines  would 
not  be  allowed,  but  the  ordinary  knife  edge  on  a  tail 
,  skid  would  be  allowed. 

(j)  Both  landing  and  taking  off  to  be  with  full  load. 

(k)  Each  machine  will,  be  allowed  two  trial  attempts 
(which  are  definitely  not  to  be  counted  as  tests),  and 
thereafter  will  be  allowed  four  attempts,  of  which  two 
must  be  successful. 

7.  Reliability  Test. 

(a)  In  the  case  of  the  small  type,  each  machine  must  carry 

out  a  series  of  two  flights  of  35  hours  each  at  a  speed, 
through  the  air,  of  not  less  than  80  miles  per  hour, 
starting  with  full  load.  Between  flights  machines  will 
be  left  untouched,  and  under  seal  if  necessary,  a  period 
of  not  more  than  30  minutes  being  allowed  before  the 
second  flight,  for  the  purpose  of  filling  up  and  normal 
examination. 

No  parts  of  the  machine  to  be  adjtsted  or  changed 
without  permission  from  the  judges. 

(b)  In  the  case  of  the  large  type,  each  machine  must  carry 

out  one  flight  of  seven  hours'  duration  at  a  speed, 
through  the  air,  of  not  less  than  75  miles  per  hour, 
starting  with  full  load.  Pilots  may  be  changed  during 
those  flights. 

8.  Machines  must  be  capable  of  landing  from  a  height  of  500 
ft.,  with  their  engines  switched  off  or  completely  throttled  down.  8 

9.  In  a  machine  having  two  or  more  engines,  the  stoppage  or 
retardation  of  any  one  engine  must  not  prevent  the  machine  from 
flying  level  nor  cause  it  to  get  out  of  control. 

10.  Machines  must  be  capable  of  being  started  from  the  cockpit 
or1  cabin  without  undue  muscular  exertion  on  the  part  of  the 
pilot. 

11.  Machines  to  be  capable  of  flying  at  cruising  speed   for  5_ 
minutes  without  the  use  of  any  controls  or  stabilising  devices. 
Controls  may  be  locked  during  this  test. 

12.  Machines  to  be  capable  of  standing  unattended  and  not 
fastened  down  in  a  wind  of  to  miles  per  hour,  blowing  in  any  direc- 
tion with  reference  to  the  machine. 

13.  The  design  of  the  machines  to  be  such  that  the  risk  of  the 
machines  turning  over  on  a  rough  ground  is  reduced  to  a  min:-_ 
mum. 

14.  Each  machine  to  be  provided  '  with  ■  a  complete  outfit  for 
pegging  It  out  in  the  open.  This  outfit  will  not  be  carried  as  part 
oi  the  load  during  tests. 

15.  In  order  to  be  eligible  for  prizes,  machines  must  fulfil  the 
conditions  and  tests  laid  down  in  Rules  3  to  14  inclusive.  Marks 
will  be  awarded  for  soundness  and  quality  of  construction,  for 
general  features  and  for  exceeding  the  specified  requirements  in 
Rules  5  and  6. 

16.  "Soundness  and  quality  of  construction"  will  include  : — 

(a)  Fire  protection,  including  use  of  self-sealing  tanks,  posi- 

tion of  tanks  (from  the  point  of  view  ol  safety  from 
fire  in  event  of  a  crash),  fire-fighting  appliances  and 
accessibility  of  same. 

(b)  Reliability  of  petrol,  oil,  and  water  systems;  and  facilities. 

for  seeing  if  all  tanks  are  full. 

(c)  Durability  of  machine,  including  propeller  (any  advantages 

due  to  metal  construction  may  be  taken  into  account), 

(d)  Simplicity  of  design  and  accessibility  of  parts. 

(e)  Absence  of  vibration  in  the  machine. 

17.  "General  features"  will  inclu3e  : — 

(a)  Efficiency  and  ease  of  control. 

(b)  Unrestricted  field  of  view  to  the  front  for  the  pilot 

(c)  Silence  as  affecting  occupants  of  the  machine,  including 

crew. 

(d)  Comfort  generally,  including  warmth. 

(e)  Self-starting  devices. 

(f)  Method  of  wind  screening  adopted. 

(g)  Convenience  for  use  of  instruments. 

(h)  Freedom  of  entry  and  exit  for  occupants. 

18.  With  reference  to  rule  6,  marks  will  be  allotted  for  the  capa- 
bilities of  machines  to  land  in  an  area  more  restricted  than  that 
used  for  the  tests.  , 

In  judging  this,  the  point  vertically  below  the  point  where  the 
centre  line  of  the  machine  crosses  the  tape  will  be  marked  on 
the  ground  and  the  maximum  distance  reached  by  the  wheels  of, 
the  undercarriage  will  be  measured  in  a  straight  line  from  this 
point.  ,  •  -. 

19.  Marks  will  be   allotted  for  exceeding  the  minimum  high 
speed  and  for  flying  less  than  the  maximum  low  speed. 

20.  The  judges  will  have  regard  to  the  method  of  fitting  para- 
chutes and  especially  to  the  means  of  exit  by  parachute  afforded 
to  the  occupants  of  the  large  machine,  and  will  allot  marks  for  the 
same.  .  „_> 

21.  Marks  will  be  allotted  for  the  convenience  of  pegging  out 
the  machine  in  the  open  and  for  the  lightness  of  the  apparatus 
necessary  for  pegging  down. 

22.  Marks  will  not  be  given  on  account  of  the  number  of  en- 
gines installed. 


August  27,  1919 


The  Aeroplane 


793 


CIVIL  FLYING 

WITH 


THE  S0PW1TH  "DOVfc."  2-SEATER 
SPORTING  MODEL 


COMFORT  AND  ECONOMY 

The  Sopwith  "  DOVE "  is  a  sporting 
and  utility  aeroplane,  based,  in  point 
of  design  and  general  arrangement,  upon 
the  famous  Sopwith  "  PUP." 

With  its  fast  climb,  high-speed,  quick 
manoeuvrability  and  wide-speed  range  it 
is  an  ideal  safety-first  pleasure  aircraft. 

Full  details  of  performance  and  appoint- 
ments for  demonstration 

on  application  to 
The  Designer-Constructors, 

The  Sopwith  Aviation  &  Engineering  Co., 


Registered  Offices  and  Works  : 

KINGSTON-ON-THAMES 

Telephone:  Kingston  1988  (8  lines), 


Paris  Office:   21,  RUB    DU   MONT   THABO  R.  Telephone :   Central  80.44. 

Australia:    THE  LARKIN-SOPW1TH  AVIATION  CO.  OF  AUSTRALASIA.  LTD., 
18,  OURNER  STREET,  ST.  KILDA,  MELBOURNE. 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


794 


The  Aeroplane 


August  27,  1919 


23.  The  following  will  be  the  allotment  of  marks. — 
Soundness  and  quality  of  construction  (Rule  16). — Sub-para. 

(a),  maximum  8 ;  (b)  maximum  8 ;  (c)  maximum  6 ;  (d) 
maximum  6;  (e)  maximum  4.    Maximum  total,  32 

General  features  (Rule  17). — -Sub-para,  (a)  maximum  6;  (b) 
maximum  6  ;  (c)  maximum  b  ;  (d)  maximum  5  ;  (e)  maxi- 
mum 5  ;  (f)  maximum  3  ;  (g)  maximum  3  ;  (h)  maximum 
2.    Maximum  total,  36. 

High  speed. — For  each  m.p.h  in  excess  of  required  minimum 
(Rule  5),        No  maximum. 

Low  speed. — For  each  m.p.h.  below  required  maximum  (Rule 
5),  1.    No  maximum. 

Landing. — For  every  complete  3  yards  less  than  the  distance 
allowed  in  175  yards  for  small  and  275  yards  for  large 
machine  (Rules  6  and  1H),  1.    No  maximum. 

Method  of  fitting  parachutes  (Rule  20)  ;  maximum  marks,  5; 

Convenience  of- pegging-out  (Rule  21};  maximum  marks,  3. 

Forfeiture  of  Marks. 

Adjusting  or  changing  parts  in  reliability   test.     See  Rule 

7  (a)  ;  maximum  marks,  8. 
For  every  two  minutes  or  portion  of  two  minutes  in  excess  of 

the  maximum  time  allowed  for  filling — 1  mark.    See  Rule 

7  (a) ;  maximt  m  manks,  8. 

24.  With  reference  to  Rule  6,  when  carrying  out  the  landing 
and  getting-off  test,  machines  will  start  with  the  full  lead  of  petrol 
and  oil  and  will  be  allowed  to  fly  for  20  minutes.  If  they  have 
not  carried  out  their  tests  by  the  end  of  that  period  they  must  land 
and  fill  up  again. 

25.  The  type  of  propeller  used  on  any  machine  must  be  the 
same  for  all  the  tests. 

26.  Full  load  is  to  include  : — 
Instruments  as  under 

Revolution  counter ;  aneroid ;  air  speed  indicator  ;  turn 
indicator  ;  compass  ;  watch  ;  oil  pressure  gauge  (when 
necessary);   air  pressure   indicator   (when  necessary); 
radiator  thermometer  (when  necessaiy). 
Small  Type. — Petrol  and  oil  sufficient  to  fly  450  miles  at  3,000 
ft.    In  addition,  a  load  of  440  lb.,  to  include  weight  of  pilot  and 
passenger,  if  carried,  and  parachutes. 

Large  Type. — Petrol  and  oil  sufficient  to  fly  600  miles  at  3,000 
feet.  In  addition,  a  load  of  3,000  lbs.,  to  include  weight  of  pas- 
sengers, if  carried,  and  also  to  include  parachutes,  but  not  to  in' 
elude  the  weight  of  crew. 

27.  Petrol  and  oil  for  the  tests  and,  as  far  as  possible,  accom- 
modation (at  owner's  risk)  for  the  machines  will  be  supplied  free 
by  the  Government. 

28.  The  judges  shall  have  the  right  to  disqualify  any  machine 
that  is  very  seriously  defective  in  any  respect. 

29.  The  judge  shall  have  the  right  to  put  up  a  Service  pilot  to 
fly  any  of  the  machines  should  they  consider  it  desirable  to  do  so 
at  Government  risk. 

All  tests  will,  however,  fee  carried  out  by  the  entrant's  pilot. 

30.  During  or  on  completion  of  any  flying  test  if  it  is  necessary 
to  effect  any  repairs  to  the  machine  after  landing,  it  will  be  con- 
sidered to  have  failed  in  that  particular  test. 

This  does  not  apply  to  cases  where  the  machine  is  by  the  judges' 
instructions  being  flown  bv  the  pilot  other  than  the  entrant's  pilot. 

31.  Any  entrant  may  enter  more  than  one  type  of  machine. 

32.  If  a  machines  is  wrecked  during  the  competition,  it  may.  at 
the  discretion  of  the  judges,  be  replaced  by  another,  but  the  re- 
placement machine  must  carry  out  the  whole  programme  of  tests. 

33.  The  decision  of  the  judges  shall  be  final  in  all  matters  affect- 
ing the  competition. 

34.  The  Government  do  not  accept  any  liability  in  respect  of 
accidents  during  the  competition,  whether  resulting  in  injury  to 
personnel  or  damage  to  the  machine,  except  as  specified  in 
Rule  29. 

35.  The  Government  reserve  the  right  to  adjourn  the  competi- 
tion. 

36.  The  Government  reserve  the  right  to  withhold  anv  or  all 
of  the  prizes  if,  in  the  opinion  of  the  judges,  no  real  advance  on 
existing  designs  is  shown. 

37.  The  Government  will,  if  the  entrant  agrees,  buy  the 
machine  of  each  type  winning  the  first  prize  the  designs  to 
remain  the  property  of  the  manufacturers.  The  maximum  prices 
payable  under  this  head  will  be  : — 

Small  Type. — ,£4,000.  Large  Tvpe. — £10,000. 

38.  The  following  prizes  are  offered  : — 

Small  Type. — 1st  prize,  £10,000;  2nd,  £4,000;  3rd,  £2,000. 
Large  Type. — 1st  prize,  £20,000;  2nd,  £S,ooo  ;  3rd,  £4,000. 

39.  Entries  to  close  Dec.  31st. 

Rules. 

Seaplanes. 

1.  A  competition  will  be  held  on  March  1st,  1920,  with  the  ob- 
ject of  ascertaining  the  best  types  of  Float  Seaplanes  or  Boat 
Seaplanes  in  which  it  will  be  safe  to  travel,  and,  in  particular, 
to  be  capable  of  alighting  on  and  arising  from  land  as  well  as 

water. 

2.  Each  machine  entered  for  the  competition  will  be  provided 


with  seating  accommodation  for  four  persons,  exclusive  of  the 
crew. 

3.  Machines  and  engines  must  have  been  designed  and  con- 
structed within  the  British  Empire.  This  rule  will  not  apply  in 
the  case  of  such  secondary  equipment  ?.s  ignition  system  car- 
buretters and  instruments. 

4.  Machines  to  fulfil  all  conditions  required  for  a  certificate  of 
airworthiness,  and  to  carry  parachutes  and  lifebelts  for  all  per- 
sons for  whom  accommodation  is  provided,  including  the  crew. 
The  boat  or  floats  must  be  so  sub-divided  that  if  perforated  in 
any  one  part,  each  float  still  retains  positive  buoyancy. 

5.  Each  machine  must  be  capable  of  flying' level  at  or  above  a 
speed  of  80  knots  with  full  load  at  sea  level,  and  must  also  be 
capable  of  flying  level  at  or  below  a  speed  of  40  knots  with  full 
load  at  sea  level. 

Machines  must  be  capable  of  climbing  not  less  than  350  ft.  per 
minute. 

6.  Alighting  and  Getting  Off  Tests. 
(a)  Getting  off  test  (sea). 

Machines  will  be  required  to  take  off  with  full  load  and  clear  an 
obstacle  25  ft.  above  sea  level  in  a  distance  not  exceeding  3C0 
yards  from  a  position  of  rest. 

(b)  Alighting  test  (land). 

Machines  will  be  required  to  land  on  a  smooth  aerodrome  over 
an  obstacle  25  ft.  in  height  and  to  come  to  rest  in  a  distance  not 
exceeding  400  yards,  measured  in  a  straight  line  from  the  point 
where  the  obstacle  is  crossed.  For  this,  test  machines  will  be 
required  to  carry  full  load,  less  50  per  cent,  total  and  oil. — [sic. 
—Ed.  J. 

(c)  Getting  off  test  (land). 

Machines  will  be  required  to  take  off  a  smooth  aerodrome  with 
full  load  and  clear  an  obstacle  25  ft.  in  height  in  a  distance  net 
exceeding  400  yards  from  a  position  of  rest. 

(d)  The  above  tests  are  to  be  made  in  still  air,  which,  for  the 

purposes  of  this  competition,  will  be  regarded  as  any 
wind  velocity  not  exceeding  five  statute  miles  per 
hour. 

(e)  During  landing  the  machine  is  not  to  side-slip  nor  to 
turn  after  reaching  the  obstacle  until  it  is  on  the  ground. 
Once  it  has  touched  the  ground  the  machine  may  turn 
in  any  direction. 

(f)  No  braking  device  operated  by  the  ergine  may  be  used 

during  landing. 

(g)  Any  landing  or  taking  off  gear  used  must  be  integral 

with  the  machine. 

(h)  No  landing  apparatus  may  be  used  that  in  the  opinion  of 

the  judges  would  be  liable  to  cause  undue  damage  'o 
an  aerodrome. 

(i)  In  test  (a),  (b),  and  (c)  above,  machines  will  be  allowed 

four  attempts,  of  which  two  must  be  successful. 

7.  .      Test  of  Reliamlity  in  Flkjht. 

(a)  Each  machine  must  carry  out  a  flight  of  five  hours  at  0 
speed  through  the  air  of  not  less  than  70  knots,  start 
ing  with  full  load. 

Pilots  may  be  changed  during  this  flight. 

8.  Mooring  Out  Tf.sts. 

(a)  Fair  weather.  Each  machine  will  be  moored  to  a  buoy 
by  its  own  crew  and  using  its  own  mooring  tackle 
(other  than  the  buoy  and  its  moorings)  for  a  period  cf 
24  hours,  during  the  first  23  hours  of  which  time  it  will 
be  left  unattended.  The  crew  will  not  be  allowed  on 
board  to  pump  out  the  bilges  at  any  time  during  thi» 
test  except  with  the  permission  of  the  judges  in  case 
of  emergency. 

At  the  conclusion  of  the  24  hours'  period  the  crew  will  be 
allowed  on  board  the.  machine  and  will  be  got  under 
way  by  its  own  crew  and  under  its  own  power,  and  will 
be  required  to  carry  out  a  short  flying-  test  within  a 
period  of  one  hour  from  the  conclusion  of  the  24  hours' 
period. 

The  test  will  be  carried  out  urider  fair  weather  conditions. 
Marks  will  be  allotted  for  rapidity  in  getting  under 
way. 

Moderate  weather.  Each  machine  will  he  moored  to  a 
buov  for  a  period  of  not  less  than  12  hours,  unattended 
under  the  following  conditions  : — 

Locality. — Roadstead  sheltered  from  the  open  sea. 

Wind. — From  4  to  6  on  the  Beaufort  Scale. 

Marks  will  be  .allotted  for  the  general  condition  of  the 
maohine  at  the  conclusion  of  this  test,  and  its  be- 
haviour during  the  test. 

In  both  the  above  tests  the  ordinary  average  tidal  currents 
existing  round  the  coast  of  the  British  Isles  may  be 
experienced. 

9.  Rough  water  getting  off  and  alighting  test. 

Each  machine  will  be  required  to  carrv  out  a  test  of  getting 
off  and  alighting  on  disturbed  water,  which,  in  the  opinion  of 
the  judges  constitutes  a  moderate  sea.  The  condition,  in  any 
case,  will  not  exceed  state  four  in  the  sea  disturbance  scale. 
(Waves  under  4  ft.  in  height). 

10.  Machines  will  be  required  to  carry    out    a    test   of  being 


August  27,  1919 


The  Aeroplane 


795 


MARTINSYDE 

DESIGNERS   OF   THE  FAMOUS 

F4  FIGHTER 

WHICH    ESTABLISHED  THE 

FINEST  PERFORMANCE 

FOR   CLIMB   AND   SPEED   AT  HEIGHT. 


A  ROLLS-MARTINSYDE 

CARRIED    GOVERNMENT  DESPATCHES 

FROM   LONDON   TO  PARIS 

IN    75  MINUTES. 


COMMERCIAL  TYPE  A. 

INQUIRIES    INVITED   FOR    PASSENGER— OR    MAIL— CARRYING  MACHINES    OF  THIS  TYPE. 

SPECIFICATIONS   WILL  INCLUDE 

285  H.P.    ROLLS-ROYCE    FALCON    ENGINE,  or 
300  H.P.    HISPANO  SUIZA  ENGINE. 

APPROXIMATE    PRICE  £2,500. 

Note.— All  above  Types  can  be  fitted  with  Interchangeable  land  undercarriage  or  •<  afloat*. 
SPECIAL   PROVISION    IS   MADE   FOR   HOT  CLIMATES. 


London  Office  : 
17,  WATERLOO  PLACE. 

REGENT   STREET.  S.W.1. 


MARTINSYDE,  LTD., 

WOKING,  ENGLAND. 

Telephones— 861,  662  and  553  Woking, 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS 


796 


The  Aeroplane 


August  27,  1919 


towed  in  a  moderate  sea  as  defined  in  paragraph  (9)  in  a  circle 
of  approximately  5-mile  radius. 

11.  Each  machine  must  make  a  figure  of  eight  course  round 
two  buoys  100  yards  apart  and  within  a  rectangle  measuring 
^00  yards  by  100  yards,  in  a  wind  not  exceeding  ie  m.p.ih.  The 
sea  to  be  smooth  and  the  tide  at  slack  water. 

12.  Each  machine  must  be  capable  of  moving  on  the  water, 
under  its  own  power,  for  a  period  of  at  least  30  minutes,  and 
at  a  speed  of  not  less  than  10  knots,  and  not  greater  than  20 
knots. 

13.  Each  machine  will  be  required  to  carry  an  anchor  and  sea 
anchor  as  welL  as  its  own  mooring  tackle,  and  to  anchor  on  good 
holding  ground  with  its  own  gear,  and  remain  fast  in  a  wind  of 
10  m.p.h.  and  with  tidal  current  not  exceeding  3  knots. 

14.  In  a  machine  having  two  or  more  engines,  the  stoppage 
or  retardation  of  one  engine  must  not  cause  the  machine  to  get 
out  of  control. 

15.  Machines  must  be  capable  of  flying  at  cruising  speeds  for 
three  minutes  without  the  use  of  any  control  or  stabilising  de- 
vices.   Controls  may  be  locked  during  the  test. 

16.  Machines,  in  the  round  flying  position,  must  take  up  and 
maintain  a  gliding  angle,  when  the  engine  or  engines  are  cut 
off  without  the  use  of  any  controls  or  stabilising  de\  ices. 

17.  After  stalling  (1)  machines  must  be  capable  of  recovering 
flying  speed  and  complete  control  without  a  loss  ol  more,  than 
500  feet  of  height. 

18.  Machines  must  be  capable  of  being  started  from  the  cock- 
pit or  cabin,  without  undue  muscular  exertion. 

19.  (1)  In  order  to  be  eligible  for  prizes  machines  must  fulfil  the 
conditions  and  carry  out  the  tests  laid  down  in  paragraphs  2  to  18 
inclusive.  Marks  will  be  awarded  for  soundness  and  quality  of 
construction,  for  genera!  features,  for  general  behaviour  afloat, 
and  for  exceeding  the  specified  requirements  in  Rules  5  and  8  (a). 

20.  (2)  Soundness  and  quality  of  construction  will  include  : — 

(a)  Fire  protection,  including  use  of  self-sealing  tanks,  posi- 

tion of  tanks  (from  the  point  of  view  of  safety  from  fire 
in  event  of  a  crash),  fire-fighting  nppttanees  and  accessi- 
bility of  same. 

(b)  Reliability  of  petrol,  oil  and  water  systems,  and  facilities 

for  seeing  if  all  tanks  are  full. 

(c)  Durability  of  petrol,  oil  and 

(c)  Durability  of  machine  including  propeller  (any  advantages 

due  to  metal  construction  may  be  taken  into  account). 

(d)  Simplicity  of  design  and  accessibility  oi  parts. 

(e)  Absence  of  vibration  ir,  the  machine. 

(f)  Ease  of  repair,  especially  in  regard  to  the  hull  or  floats. 

21.  (iii)  General  features  will  include  : — 

(a)  Efficiency  and  ease  of  control. 

(b)  Unrestricted  field  of  view  to  the  point  [?  front]  for  the  pilot. 

(c)  Silence  as  affecting  occupants  of  the  machine. 

(d)  Comfort  generally,  including  warmth. 

(e)  Self-starting  devices. 

(f)  Convenience  of  mooring  and  anchoring  arrangements 

(g)  Method  of  wind  screening  adopted. 

(h)  Convenience  for  use  of  instruments. 

(i)  Freedom  of  entering  and  exit  for  occupants, 
(j)  Bilge  pumping  arrangements. 

22.  Behaviour  afloat  will  include  :•  — 

(a)  Stability  at  rest. 

(b)  Water  stability  at  all  speeds. 

(c)  Minimum  spray  at  all  speeds. 

23.  Marks  will  be  allotted  for  exceeding  the  minimum  high 
speed  and  flying  less  than  the  maximum  low  speed. 

24.  The  judges  will  have  regard  to  the  method  of  fitting  para- 
chutes and  especially  to  the  means  of  exit  by  parachute  afforded 
to  the  occupants  and  will  allot  marks  for  the  same. 

25;  Marks  will  not  be,  giver,  on  account  of  the  number  of  engines 
installed. 

26.  The  following  will  be  the  allotment  of  marks  : — 

Soundness  and  quality  of  construction  (Rule  20). — Sub-para. 

(a)  8  ;  (h)  8  ;  (c)  6  ;  (d;  6  ;  (e)  4  ;  (f)  4  ;  maximum  total,  36. 
General  features  (Rule  21).    Sub-para,  (a)  6;  (b)  6;  (c)  6;  (d) 

5  !  (e)  5  i  (0  5  I  (g)  3  i  0?)  3  ;  (>')  3  I  (j)  3  ;  maximum  total  45. 


MORE   PRIZES  OFFERED. 

It  is  announced  that  the  French  Government  has  allotted  some 
£8,000,000  to  commercial  aviation.  Prizes  will  be  awarded  to 
companies  establishing  air  lines  (i)  in  France,  tor  lines  going  East 
to  West ;  (2)  for  Colonial  lines  connecting  France  and  the  colo- 
nies ;  (3)  for  Colonial  lines  opening  communication  with  distant 
points  in  the  interior. 

The  Control  Board  undertakes  the  preparation  and  equipment 
of  landing  stages  to  be  established  every  50  or  60  kilometres. 
According  to  their  importance,  these  aerodromes  are  to  be  classi- 
fied as  "air  ports"  (for  the  reception  of  every  type  of  flying 
machine),  "air  stations"  (with  hangars,  hotels,  etc.),  or  "stops" 
(for  revictualling). 

THE   TRANS-PACIFIC  R\CE. 

The  Aero  Club  of  America  announces  that  aviators  who  wish 
t">  enter  for  the  trans-Pacific  Race  in  September,  for  which  Thomas 


Behaviour  afloat  (Rule  22).: — Suto-para.  (a)  6;  (b;  6;.(c)  6; 
maximum  total,  18. 

High  speed  (Rule  5). — For  each  knot  in  excess  of  required 
minimum,  5  i  no  maximum. 

Low  speed  (Rule  5).—  For  each  knot  below  the  required  mini- 
mum, 1  ;  no  maximum. 

Mooring-out  test  (Fair  Weather)  (Rule  Sa). — For  each  com- 
plete 5  minutes  less  than  the  hour  allowed  from  the  com- 
pletion of  the  24-hour  period  to  the  moment  when  the 
machine  leaves  the  water  ;  1  mark. 

Mooring  test  in  moderate  weather  (Rule  8b). — For  behaviour 
of  machine  during  test ;  maximum  marks,  5. 

For  condition  of  machine  at  end  of  test ;  maximum  marks,  5. 

Method  of  fitting  parachute  (Rule  24) ;  maximum  marks,  5. 

27.  With  reference  to  Rule  6,  when  carrying  out  alighting  and 
getting-off  tests  machine  will  start  with  the  load  of  petrol  and  oil 
specified  and  will  be  allowed  to  fly  for  20  minutes.  If  they  have 
not  carried  out  their  tests  by  the  end  of  that  period,  they  must 
alight  and  fill  up  again. 

28.  The  type  of  propeller  used  on  any  machine  must  be  the  same 
for  all  the  tests. 

29.  Full  load  will  include  :  — 

Instruments  as  under  : — Rev.  counter,  aiie'oid,  air  speed  in- 
dicator, compass,  watch,  turn  indicator,  bearing  plate, 
sextant,  oil  pressure  gauge  (when  necessary),  air  pres- 
sure gauge  (when  necessary),  radiator  thermometer 
(when  necessary). 

Petrol  and  oil  sufficient  to  fly  450  nautical  miles  at  1,000  ft. 

In  addition  a  load  of  1,000  lb.,  to  include  passengers  if  car- 
ried, and  lifebelts  and  ^parachutes,  but  not  including 
crew  or  any  gear  specified  in  Rules  8  (a)  and  13. 

30.  Petrol  and  oil  for  the  tests,  and,  as  far  as  possible,  accom- 
modation  (at  owner's  risk),  for  the  machines  will  be  supplied  free 
by  the  Government. 

31.  The  judges  shall  have  the  right  to  disqualify  any  machine 
which  is  very  seriously  defective  in  any  >  respect. 

32.  The  judges  shall  have  the  right  to  put  up  a  Service  pilot 
to  fly  any  of  the  machines,  should  they  eonsid?r  it  desirable  to 
do  so  at  Government  risk.  . 

All  tests  will,  however,  be  carried  out  bv  the  entrant's  .pilot. 

33.  During  or  on  completion  of  any  flying  test  if  it  is  neces- 
sary to  effect  any  repairs  to  the  machine  after  alighting  it  will 
be  considered  to  have  failed  in  that  particular  test. 

This  does  not  apply  to  cases  where  the  midline  is  by  the 
judges'  instructions  being  flown  by  a  pilot,  other  than  the  en- 
trant's pilot. 

34.  An  entrant  may  enter  more  than  one  type  of  machine. 

35.  If  a  machine  is  wrecked  during  the  competition,  it  may, 
at  the  discretion  of  the  judges,  be  replaced  by  another,  but  the 
renlacement   machine  must  carry  out  the  whole  programme  ot 

tests. 

36.  The  decision  of  the  judges  shall  be  final  in  all  matters 
affecting  the  competition. 

37.  The  Government  do  not  accept  any  liability  in  respect  of 
accidents  during  the  competition,  whether  resulting  in  injury  to 
personnel  or  damage  to  the  machine  (except  as  specified  in 
Rule  32). 

38.  The  Government  reserves  the  right  to  adjourn  the  com- 
petition. 

39.  The  Government  reserve  the  right  to  withhold  any  or  all 
of  the  prizes  if,  in  the  opinion  of  the  judges,  no  real  advance  on 
existing  designs  is  shown. 

40.  The  Government  will,  if  the  entrant  agrees,  buy  the 
.machine  winning  the  first  prize,  the  design  to  remain  the  pror 
perty  of  the  manufacturer.  The  maximum  price  payable  under 
this  head  will  be  £8,000. 

41.  The  following  prizes  are  offered: — 1st  prize,  ,£10,000;  2nd 
prize,  £4,000  ;  3rd  prize,  £2,000. 

42.  Entries  to  close  Dec.  31st. 

[The  eccentricities  of  style  and  grammatical  construction  are 
those  of  the  Air  Ministry  officials  who  drafted  the  rules.  The 
curious  sub-paragraphing  of  paragraphs  19,  20  and  21  of  the  Sea- 
plane Section  is  also  to  be  attributed  to  the  same  source. — Ed.] 


H.  Ince  has  offered  a  prize  of  £10,000,  should  make  application 
to  any  club  affiliated  with  the  Federation  Aeronautique  Inter- 
nationale.   The  entrance  fee  is  500  dollars. 

If  westward,  the  flight  must  be  made  from  Venice,  California, 
and  the  finish  be  in  Australia,  Japan,  the  Philippines,  or  the 
Continent  of  Asia.  But  it  may  be  made  eastward  from  any  of 
these  places. 

Contestants  must  complete  'he  flight  within  288  hours  from  the 
time  of  starting.  Ninety-five  per  cent,  of  the  mileage  travelled 
must  be  in  the  air.  Towing  is  not  prohibited,  and  stops  and  land- 
ings may  be  made  en  route. 

In  the  event  of  no  contestant  being  able  to  complete  the  flight, 
10,000  dollars  will  be  awarded  to  the  aviator  who,  setting  out 
from  the  Californian  starting-place,  reaches  the  Hawaiian  Islands 
in  the  shortest  time.  Should  no  contestant  succeed  in  reaching 
these  islands,  5,000  dollars  will  be  awarded  to  the  aviator  flying 
farthest  in  the  air. 


August  27,  1919 


The  Aeroplane 


797 


pA^4  STRONG  1 
SIDDELEY 

6  =  CYLINDER     CAR  i 

R.A.C.  Rating  29.5  h. p.  Treasury  Tax  £8  8  o  Ml 

Jhe  Quality  of  the  Material.  ^ 

rJpHE  material  has  been  selected  as  a  result  of  the  experience  gained  U 
in  designing  and  producing  the  largest  output  of  aero  engines  W 

i-   flip   iTrot-   ov»r1    in    miMTT  irporc    /~\  r   *"n  i"\f  *"\r-   ror   Kn  f  1  H  i  ri  nr  JL 

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during  the  war  and  in  many  years  of  motor  car  building 

Each  and  every  part — be  it  of  steel,  aluminium,  cast  iron  or  other  material — has  its 
own  peculiar  duty  to  perform  and  stresses  to  resist.  Th  se  have  been  most  carefully  con- 
sidered and  enumerated  before  the  material  best  suited  to  the  purpose  has  been  select. d. 


Crankshafts,  differential  shafts  and  other  similar  parts  subj.ct  to  bending  and  twisting  is. 
Stresses,  are  made  of  a  special  selected  nickel  chrome  steel,  heat  treated  to  enhance  its  fu 
natural  qualities.  I 

Oiher  parts- such  as  gears — must  hive  a  hard  surface  and  yet  not  liable  to  chip. 
For  these  a  special  air-haraening  nickel  chrome  steel  with  a  tensile  sirengih  or  resibtance 
to  fracture  ot  over  100  tons  per  square  inch  has  been  adopted. 

^  Engine  connecting  rods  and  front  axles  must  bear  heavy  loads  and  resist  sevei e  shocks. 

For  these  a  special  sttel  able  to  withstand  such  stresses  has  been  chosen. 

wm  All  of  the  material  conforms  to  British  Engineering  Standard  Association's  specifications. 

Jfl  It  is  made  to  guaranteed  analyses  and  tests,  ana  is  check  tested  in  our  own  laboratory. 

Wf  In  its  selection  cost  has  not  been  counted  ;    quality  and  tuitab.l  ty  alcne  have  been 

f.  considered.       By  using  only  mateials  of  the  highest  quality  we  aie  able  to  so  reduce 

jtk  weight  and  simplify  design  that,  v\ith  the  aid  of  our  experience  in  quantity  production 

by  the  most  enlightened  methods,  the  price  of  the  chassis  is  brought  down  to  a  m  derate 
figure  which  would  oiherwise  be  unattainable. 


™  THE  CHASSIS   IS   EQUIPPED  WITH 

\I  Electric  Lighting  and  Starting  Set,  Five  Lamps, 

Four  Tyres,  Stepboards,  All  Wings  and  Dashboard 


Order  noiv  and  be  assured  that  you  have  done  right.     You  cannot  buy  a  better  car. 

The  SIDDELEY-DEASY  MOTOR  CAR  CO.,  Ltd.,  COVENTRY 

(The  Motor  Car  Dept.  of  Sir  W.  G.  Armstrong  Whitworth  &  Company,  Limited). 
SERVICE    DEPARTMENTS    AT    LONDON    AND  MANCHESTER. 

Write  for  'Brochure  "  Three  Announcements." 


CANNOT   BUY   A   BETTER    CAR.  '/ 


Godbolds. 


J 


KINDLY    MENTION    "  THE    AEROPLANE  "     WHEN    CORRESPONDING    WITH  ADVERTISERS. 


798 


The  Aeroplane 


August  27,  19 19 


A  DANGEROUS  POLICY. 

By  Captain  P.  A.  BARRON  (late  R. A. F.). 


The  aeronautical  correspondent  of  the  "Times"  has 
commenced  a  series  of  articles,  the  first  of  which  is 
entitled  "  A  Policy  for  Aviation."  With  most  of  the 
views  expressed  one  disagrees  with  whole-hearted  en- 
thusiasm. The  articles  show  that  considerable  thought 
has  been  given  to  the  subject — just  as  one  might  say 
that  the  answer  of  a  schoolgirl  indicated  thoughtfulness 
when  she  was  asked  whether  a  kiss  was  a  common  noun 
or  a  proper  noun,  and  answered  that  it  might  be  either 
common  or  proper  according  to  the  circumstances. 

The  danger  of  these  articles  that  look  so  reasonable 
is  that  they  are  extremely  likely  to  influence  the  opinion 
of  the  public  that  is  not  in  a  position  to  judge  whether 
the  premises  upon  which  the  arguments  are  based  are 
sound.  With  all  due  deference  to  this  writer,  much  of 
whose  work  one  admires,  it  seems  necessary,  therefore, 
to  criticise  his  views.  In  last  week's  issue  of  The 
Aeroplane  it  was  pointed  out  that  the  proposal  to  allot 
a  sum  of  £25,000,000  per  annum  to  the  upkeep  of  the 
R.A.F.  showed  lack  of  forethought,  and  that  the  sum 
would  be  entirely  inadequate  to  the  needs  of  the  Empire. 
This  writer  in  the  "Times,"  however,  calmly  suggests 
that  the  maximum  expenditure  need  not  be  more  than 
£15,000,000  a  year  for  all  Government  aviation  for  the 
next  three  or  four  years,  and  he  suggests  that  of  this 
sum  only  £12,000,000  would  be  necessary  to  provide  for  a 
force  of  25  squadrons  on  a  permanent  basis. 

He  suggests  the  allocation  of  £1,000,000  per  annum  for 
the  next  five  3^ears,  which  would  be  distributed  in  prizes 
to  civilian  manufacturers,  and  that  another  £2,000,000 
could  be  usefully  employed  by  the  Air  Ministry  on  postal 
services  with  those  parts  of  the  Empire  where  Service 
squadrons  are  required  strategically. 

One  feels  strongly  opposed  to  these  views,  because  one 
sees  clearly  that  a  certain  section  of  the  Press  to  which 
the  "  Times  "  belongs  is  likely,  in  carrying  out  the 
policy  of  crying  for  a  reduction  in  national  expenditure, 
to  go  too  far  and  to  show  an  utter  lack  of  discrimination 
in  its  efforts  to  point  out  where  money  can  be  saved 
advantageously,  and  where  it  cannot  be  saved  without 
disastrous  effects  in  the  future. 

Mental  Equilibrium  Needed. 

At  the  present  time,  while  the  country  is  groaning 
under  the  burden  of  a  ponderous  income  tax,  and  when 
most  business  men  feel  that  the  task  of  reconstruction 
is  almost  as  hopeless  as  that  of  Sisyphus  toiling  at  his 
rock,  it  is -perhaps  understandable  that  any  proposition 
that  appears  likely  to  reduce  expenditure  will  be  re- 
ceived favourably  by  the  public.  One  expects,  how- 
ever, that  papers  which  at  one  time  were  regarded  as 
authoritative  should  retain  a  certain  amount  of  sanity 
in  dealing  with  present-day  problems.  The  scheme  put 
forward  does  not  give  one  the  impression  that  this  de- 
sirable state  of  mental  equilibrium  exists. 

If  one  has  understood  the  views  expressed,  it  appears 
to  be  thought  that  the  R.A.F.  can  be  almost  neglected 
and  that  the  Government  should  encourage  the  develop- 
ment of  Civil  Aviation  in  order  that  a  Reserve  Force  . 
may  be  built  up  somewhat  similar  to  the  reserve  formed 
by  the  Mercantile  Marine.  It  is  argued  that  "  the 
initial  stages  ...  of  the  training  of  pilots  and  navigators 
are  identical  for  both  Civil  and  Service  personnel,  and 
that  all  that  the  Service  personnel  need  is  additional 
specialised  training.  All  training  for  both  types  of  pilots 
should  be  carried  out  at  the  same  schools  with  the  same 
instructors,  the  permanent  Service  pilots  merely  going 
on  to  purely  Service  schools  for  advanced  training." 


One  can  only  say  that  one  does  not  agree.  On  the 
same  line  of  argument  one  might  say  that  every  boy  in 
England  who  wishes  to  make  the  sea  his  career  should 
go  to  the  Royal  Naval  College,  and  that  after  receiving 
instruction  there  those  who  desire  to  enter  the  Royal 
Navy  should  receive  a  little  extra  education,  while  the 
remainder  would  go  into  the  Mercantile  Marine.  One 
disagrees  with  this  view  because  one  knows  that  the 
training  of  the  boys  who  enter  the  Royal  Navy  is  entirely 
different  from  that  of  others  who  eHter  the  Mercantile 
Marine.  And  exactly  the  same  thing  would  apply  in 
future  to  those  who  enter  the  career  of  Commercial  Avia- 
tion and  those  who  wish  to  serve  their  King. 

A  Mistaken  Idea. 

One  is  not  saying  that  the  personnel  to  be  found  in 
Commercial  Aeronautics  in  the  future  will  not  be  a  great 
asset  to  the  country.  One  realises  that  it  will ;  exactly 
as  the  personnel  of  the  Mercantile  Marine  was  an  enor- 
mous asset  to  the  Royal  Navy  in  war-time.  It  will  form 
a  great  reserve,  but  one  feels  strongly  that  the  idea  that 
.  the  same  schools  will  serve  for  both  Civil  and  Service 
pilots  is  a  mistaken  one. 

But  it  is  when  one  turns  from  the  subject  of  personnel 
to  that  of  equipment  that  one  finds  oneself  most  strongly 
in  disagreement  with  the  aeronautical  correspondent  of 
the  "Times."  For  example,  he  w'rites  :  "Most  types 
of  civil  aircraft  as  they  develop  will  be  capable  of  con- 
version into  war  craft  comparatively  easily."  Now  this 
is  one  of  those  statements  which  are  so  apt  to  mislead 
the  public,  who  still  believe — for  their  fathers  have  told 
them — that  the  "  Times  "  is  a  journal  that  speaks  with 
authority,  and  they  are  therefore  not  likely  to  question 
such  statements  as  these. 

But  let  us  examine  it  in  the  light  of  our  faith  in  future 
aeronautics.  Is  it  probable  that  civil  aircraft  as  they 
develop  will  be  capable  of  conversion  into  war  aircraft  com- 
paratively easily  ?  One  must  at  least  be  allowed  to  doubt. 
For  instance,  among  the  qualities  required  for  war 
machines  are  rapid  climb,  high  ceiling,  and  manceuvre- 
ability.  As  one  is-  writing  for  a  technical  audience,  one 
need  not  explain  why. 

Are  these  qualities  required  to  the  same  extent  in 
commercial  aircraft,  in  which  it  would  appear  that  the 
greatest  desiderata  are  speed,  cargo-carrying  capacity, 
and  economy  ?  A  moderately  high  ceiling  may  be  neces- 
sary in  order  that  navigators  may  find  a  favourable 
weather  stratum,  but,  judging  by  what  we  know  of  the 
very  rapid  progress  that  has  been  made  in  the  develop- 
ment of  anti-aircraft  guns,  one  thinks  that  it  will  be 
far  more  important  for  Service  machines  to  attain  a 
great  height  rapidly  than  it  will  be  for  machines  de- 
signed for  purely  commercial  purposes.  Again,  what 
immediate  use  can  one  see  in  Civil  Aeronautics  for  the 
fast  single-seater  fighting  machines  which  played  so 
gieat  a  part  in  the  closing  months  of  the  war?  The 
answer  would  appear  to  be  none. 

Truth  May  Become  Untruth. 

In  these  days  of  rapid  change  one  feels  it  necessary 
to  express  one's  ideas  with  considerable  diffidence.  Cer- 
tainly one  does  not  wish  to  be  dogmatic.  For  a  truth 
too  vigorously  expressed  may  become  an  untruth.  A 
lie  has  been  prettily  defined  as  "an  abomination  in  the 
sight  of  the  Lord,  but  a  very  present  help  in  time  of 
trouble  " — which  means,  presumably,  that  it  is  a  useful 
thing  to  hurl  into  an  argument  when  one  finds  oneself 
in  a  tight  corner. 


August  27,  1919 


The  Aeroplane 


799 


Machine  design  Regd.  No.  §69572. 


VY/E  are  proud  of  this  win,  proud  of  being 
manufacturers   of  such   a  dependable 
little  motor-machine  as  the 


Soon  everyone  of  those  who  are  on  our 
waiting  list  will  have  pride  of  ownership  too. 

Have  we  your  name  ? 


GILBERT   CAMPLING,  LTD. 

(Members  M.T.A.) 

1,  Albemarle  Street,  Piccadilly, 
LONDON,  W.l. 


KINDLY    MENTION    "  THE    AEROFLANE  "    WHEN    CORRESPONDING   WITH  ADVERTISERS. 


8oo 


The  Aeroplane 


August  27,  191^ 


At  this  stage  one  is  merely  inclined  to  say  that  it  is 
a  very  dangerous  proposition  to  state  that  commercial 
aircraft  and  fighting  aircraft  are  likely  to  develop  upon 
the  same  lines.  To  fall  back  on  analogy  one  feels  that 
upon  a  similar  argument  the  less-educated  section  of 
the  British  public  might  have  been  induced  to  believe 
that  because  we  had  the  greatest  Mercantile  Marine  in 
the  world  a  Fleet  was  unnecessary,  and  there  might  be 
a  certain  number  of  people  who  would  be  induced  to 
think  that  it  would  pay  us  better  to  subsidise  liberally 
a  Merchant  Fleet  and  let  the  Navy  go.  The  more  en- 
lightened would  think  differently,  knowing  that  the  two 
are  distinct    and  in  war  have  entirely  separate  uses. 

"Commercial  aircraft  may  prove  an  asset  of  incalculable 


value  in  war,  just  as  did  our  Mercantile  Fleet,  although 
one  would  not  send  out  Atlantic  liners  to  fight  enemy 
Dreadnoughts.  By  all  means  let  Commercial  Aero- 
nautics be  encouraged,  but  not  by  starving  the  R.A.F. 

In.  a  second  article  the  aeronautical  correspondent  of 
the  "  Times  "  calls  for  an  entirely  new  organisation  with 
many  responsible  official  positions.  With  this  one  may 
perhaps  deal  on  a  future  occasion.  For  the  present  one- 
has  said  enough. 

Fiat  justitia,  ruat  caelum.  One  trusts  that  one  has 
misjudged  or  misread  some  of  the  views  expressed  in 
the  "  Times."  One  can  only  say  that  one  has  studied 
them,  and  that,  if  the  points  mean  what  they  seem  to 
mean,  one  is  in  entire  disagreement  with  the  views 
expressed. 


MISDIRECTED  CRITICISM. 

A  lot  of  hysterical  nonsense  has  appeared  in  the  daily  Press 
recently  with  regard  to  Lord  Midleton's  accusations  of  Govern- 
mental waste  of  money  at  the  Dorchester  aerodrome. 

Upon  the  principle  that  any  stick  is  good  enough  to  beat  a 
dog  with,  the  papers  belabour  the  Government  (i)  for  building 
a  great  airship  shed  on  farm  land  that  was  yielding  good  crops  ; 
(2)  for  paying  unreasonably  high  wages  to  workmen  ;  (3)  for  not 
paying  the  owner  of  the  land — an  apparent  attempt  at  economy  ; 
(4)  for  leaving  the  great  steel  and  corrugated  iron  building  un- 
finished ;  (5)  for  not  pulling  it  down,  and  so  on. 

The  fact  is,  of  course,  that  the  country  is  at  present  in  a  panic 
over  the  expenditure  on  the  war,  and  that  anyone  who  wishes 
to  make  a  bid  for  popularity  has  only  to  accuse  the  Government 
of  wicked  waste  to  achieve  his  object.  That  money  has  been* 
squandered  recklessly  everybody  knows,  but  the  critics  are  not 
fai'ppy  at  the  examples  they  bring  forward. 

In  this  particular  case  the  Admiralty  appear,  to  take  the  view 
that  it  would  be  less  costly  to  finish  the  great  building  than  to 
demolish  it.  If  it  is  demolished  the  entire  cost,  exclusive  of  the 
comparatively  small  amount  the  materials  might  realise,  would 
be  a  dead  loss  to  the  country.  If,  on  the  contrary,  the  building 
is  completed  and  the  landing  ground  prepared  as  originally  in- 
tended, the  country  will  have  as  an  asset  one  of  the  finest  aero- 
dromes for  airships  in  the  world.  If  it  is  pulled  down  now,  it  will 
certainly  be  necessary  to  erect  a  similar  building  in  a  few  years' 
time. 

As  one  said  before,  the  examples  of  waste  that  are  brought  for- 
ward are  badly  chosen.  One  could  almost  believe  that  every- 
body concerned  is  in  a  conspiracy  to  divert  public  attention  from 
the  greater  scandals  by  focussing  the  electors'  thoughts  on  the 
minor  ones  which  rhetorical  Ministers  can  prove  are  not  scandals 
at  all  but  are  evidence  that  we  have  the  best  of  all  possible 
Governments  in  the  best  of  all  possible  worlds. 

Let  the  critics  demand  to  know  why  hundreds  of  the  best  of 


our  pilots  were  literally  sent  to  certain  death  by  the  blundering; 
attempts  of  the  Technical  Department  to  foist  inferior  machines 
and  engines  on  the  R.F.C.  and  refuse  the  infinitely  superior  pro- 
ducts of  private  enterprise.  Let  them  look  to  the  things  that 
really  matter,  discover  the  great  criminals  and  demand  that  a  . 
few  of  them  be  shot  if  necessary,  but  this  mean  quibbling  ov*.;r 
comparatively  small  matters  leads  nowhere. — p.  a.  b. 

MAJOR-GENERAL  SEELY'S  DEFENCE. 

The  statements  made  by  Major-General  the  Right  Hon.  J. 
B.  Seely,  C.B.,  C.M.G.,  D.S.O.,  M.P.,  in  the  House  of  Com- 
mons, in  reply  to  the  charges  of  extravagance,  have  been  criti- 
cised severely.    A  correspondent  of  the  "Tim       writes  regarding 
the  alleged  waste  at  Blandford : — 

"Indignation  is  expressed  at  the  suggestion  that  there  is  no- 
room  in  the  camp  to  house  the  girls  who  are  engaged  as  clerks- 
in  the  Records  Office,  and  that  it  is  necessary  to  convey  them  by 
'  train  from  .ind  to  Bournemouth  every  day.  A  walk  round  the 
camp  shows  that,  in  addition  tomuimerous  unoccupied  huts,  there 
are  blocks  of  brick  and  concrete  buildings  of  a  permanent  char- 
acter standing  empty,  and  suggesting  in  themselves  a  solution- 
of  a  fair-sized  housing  problem  In  fact,  over  a  wide  expanse  of 
hutments  to  the  east  of  the  camp  railway  terminus  there  are  only 
one  or  two  occupied  huts  to  be  seen, 

"With  regard  to  the  cost  of  transporting  some  400  girl  clerks- 
daily  from  and  to  Bournemouth,  Major-General  Seely  denied  that 
the  cost  per  head  per  day  was  4s.  73d.,  and  submitted  as  the  true- 
cost  the  figure  of  njd.  The  ordinary  passenger  who  wishes  to 
visit  Blandford  from  Bournemouth  is  required  to  pay  4s.  7jd.  for 
his  return  ticket.  If  the  Air  Force  pays  at  the  rate  of  only  n|d., 
who  pays  the  difference?  According  to  Mr.  Lloyd  George,  there 
is  no  doabt  that  the  railways  at  the  present  moment  are  run  at 
the  expense  of  the  State,  so,  no  doubt,  the  taxpayer  pays  the  differ- 
ence, and  enables  the  Air  Force  to  commend  itself  for  its 
economy. " 


Some  Officers  of  the  U.S.  Army  Air  Service  serving  in  France    towards  the  end  of  the  War. 


august  27,  1919  The  Aeroplane  801 


NEW 

"AVRO 
AEROPLANES 


99 


DELIVERY   FROM   GOVERNMENT  AERODROME, 
WADDON,   Near  CROYDON. 


A  LIMITED  NUMBER  TO  BE  SOLD   AT  HALF  MAKERS' 

COST 


Apply  : 

COPLEYS  LIMITED, 

1,  QUEEN  VICTORIA  STREET,  E.C.4. 


KINDLY    MENTION   "  THE    AEROPLANE  "   WHEN    CORRESPONDING    WITH  ADVERTISERS. 


8(32 


The  Aeroplane 


August  27,  1919 


r£e  WORLD 


WNAUTKS 


V^NEWS  OF  THE  WEEK*  FROM  /ILL  QU/IRTEPSpi 


The  Schneider  Cup  Race. 

In  last  week's  issue  the  British  entries  for  the  Jacqules 
Schneider  International  Race  were  announced.  The  Royal  Aero 
Club  has  now  received  particulars  of  the  French  and  Italian  en- 
ti  ies.    They  are  : — 

Two  Nieuport  machines  with  300  h.p.  Hispano-Suiza  engines. 
The  pilots  -■  re  Malard  and  Casale. 

One  Spad  (type  of  engine  not  stated).    Pi'ot,  Sadi  LeCointe. 

The  Italian  entry  is  a  Savoia  hydroplane  type  S.i")  single-seater, 
with  a  250  h.p.  Isotta  engine.    Pilot,  Janello. 

The  Royal  Aero  Cluib  is  making  arrangements  for  members  to 
have  a  reserved  enclosure  at  the  end  of  Bournemouth  pier  from 
which  a  full  view  of  the  race  may  be  obtained. 

Members  who  require  tickets  should  apply  to  the  Secretary, 
Royal  Aero  Club.  As  already  announced,  the  race  will  take 
place  on  Wednesday,  Sept.  10th. 

The  Sop  with  SchKftder  Cup  Seaplane. 

The  Sopwith  machine  entered  for  the  Schneider  Cup  Race  is  a 
-small  single-seater  float  seaplane,  fitted  with  a  450  h.p.  Cosmo,, 
"Jupiter"  engine.  She  follows  the  usual  practice  in  small  float 
seaplanes,  and  is  more  or  less  a  modernised  version  of  the  original 
Sopwith  seaplane  that  won  the  "Cup"  at  Monaco  in  1914.  The 
fuselage  is  built  up  in  the  usual  way,  and  is  faired  for  about  half 
the  length,  so  as  to  retain  the  form  of  the  citeula-  cowl  that 
covers  in  mo.-t  of  the  engine,  the  circular  form  gradually  giving 
way  to  the  ordinary  slab-sided  fuselage  which  tapers  to  the  trail- 
ing edge  of  the  rudder,  the  base  of  the  rudder,  which  is  directly 
in  rear  of  the  fuselage,  being  brought  up  to  the  thickness  of  the 
end  of  the  fuselage  and  streamlined  off.  The  small  fin  is  also 
streamlined  and  built  into  the  top  of  the  fuselage,  and  hinged 
to  it  is  a  small  unbalanced  rudder.    There  is  no  tail  float. 

The  "Cosmos"  engine  is  bolted  direct  ta  the  engine-plate,  and 
has  four  extra  attachments  in  the  way  of  stays  leading  from  the 
front  edge  of  the  crankcase  to  the  engine-plate.  There  arc  four 
tanks  carried  in  tfhe  fuselage  in  front  of  the  pilot,  one'  large  one 
in  the  fuselage  and  three  smaller  ones  carded  in  the  streamlining 
in  the  top  and  sides  of  the  fuselage. 

The  main  planes  are  attached  to  the  sides  of  the  fuseiage  and 
the  centre  section  respectively,  and  have  one  set  of  struts  either 
side  of  the  fuselage,  the  top  plane  being  set  at  a  slight  negative 
stagger.  The  pilot's  seat  II  in  rear  of  the  main  planes,  and  has 
a  streamline  hump  behind  the  pilot's  head.  Two  large  unstepped 
floats  are  fitted  to  the  fuselage  by  four  streamlined  struts. 

The  Avro  Schneider  Cup  Machine. 

The  machine  designed  and  built  by  A.  V.  Roe  and  Co.,  Ltd.,  for 
the  Schnieder  Cup  is  the  lowest  powered  of  the  British  entries. 
Originally  designed  for  a  Rolls-Royce  "Falcon"  engine  of  275-h.p. 
is  was  found  impossible  to  obtain  an  engine  of  this  mark  in  time 
for  the  competition,  and  a  Siddeley  "Puma"  of  230-h.p.  was  in- 
stalled in  place  thereof. 

The  machine  itself  is  a  small  tractor  twin-float  seaplane  of  26  ft. 
span,  with  a  very  small  chord  and  gap,  En  upper  wing  built  as 
a  single  unit — i.e.,  with  spars  running  from  tip  to  tip — and  there- 
fore devoid  of  any  dihedral,  and  a  lower  wing  with  rather  a  large 
dihedral. 

The  fuselage  is  relatively  very  deep,  nearly  the  full  depth  of  the 
gap,  and  rather  short,  with  the  pilot's  seat  behind  the  trailing 
edge  of  the  wings.  At  the  rear  end  tail  surfaces  of  normal  design 
— adjustable  tail  plane,  elevators,  fin  and  rudder — are  carried,  as 
is  usual. 

Two  long  stepped  floats  are  carried  on  a  very  simple  chassis, 
consisting  of  two  struts  on  each  side  raking  forward  and  outward 
arid  two  cross  members  joining  the  bases  of  each  pair  of  struts, 
the  whole  cross  traced  in  the  usual  manner. 

No  tail  float  and  no  water  rudder  are  fitted. 

The  machine — in  an  incomplete  condition — looks  extiemelv  busi- 
nesslike and  promises  a  very  considerable  turn  of  speed. 

A  detailed  description,  together  with  some  illustrations,  will,  it  is 
hoped,  be  available  for  publication  in  the  next  issue  of  The  Af.ro- 
flane. 

The  Fairey  Entry. 
The  seaplane  entered  by  the  Fairey  Aviation  Co.,  Ltd.,  for  the 
Schneider  Cup,  is  a  modification  of  a  standard  Fairey  -  type  3 
machine,  fitted  with  a  Napier  engine  of  450  h.p.,  and  wings  of 
reduced  surface.  In  spite  of  the  reduced  area,  the  load  to  be 
carried  for  the  race  is  so  small  that  the  actual  loading  per  square 
foot  will  be  less  than  that  of  the  standard  type  with  war  load, 
and,  with  the  larger  engine,  the  speed  should  be  very  high.  Mr. 
Fairey,  however,  does  not  expect  to  score  particularly  on  speed 


pure  and  simple — though  on  that  alone  it  will  require  something 
very  fast  to  beat  him.  In  the  event  of  the  race  occurring  on  a 
rough  day,  however,  the  Fairey  chassis  and  floats  should  stand 
the  machine  in  good  stead,  simply  because  the  machine  wil'  be 
able  to  get  off  and  land,  where  a  pure  racing  machine  would  in- 
evitably crash. 

The  Supermarine. 
At  the  moment  of  going  to  Press  no  particulars  of  the  machine 
entered  by  the  Supermarine  Co.  are  available — beyond  the  fact 
that  it  is  a  single-seat  boat  seaplane,  with  a  Napier  engine  of ' 
45°  h-P- 

From  what  one  has  been  able  to  gather  of  the  machines 
entered,  it  seems  fairly  safe  to  assume  that  under  bad  weather 
conditions  the  race  will  not  be  won  at  any  speed  less  than  125 
m.p.h.,  and,  that  given  reasonable  weather,  it  will  not  be  stir- 
prising  if  the  speed  reached  is  close  upon  the  150  mark. 

Tawdry  Recruiting  Posters. 

A  kind  of  rash  has  broken  out  on  the  hoardings  lately,  which, 
when  closely  examined,  is  found  to  be  composed  of  small,  vividly 
coloured  posters,  calling  for  recruits  for  the  R.A.F.  One  had 
hoped  that  the  blatantly  vulgar,  coloured  recruiting  poster  of 
war-time  that  tried  to  outshine  the  advertisements  of  patent 
medicines  and  revues  was  a  hideous  memory  of  the  past.  Per- 
haps they  served  their  purpose,  but  one  would  think  that  at  the 
present  day  a  restrained  and  dignified  announcement  of  the  ad- 
vantages the  R.A.F.  offers  would  have  been  more  effective.  A 
straightforward  statement  of  the  pay  and  advantages  offered 
would,  one  thinks,  be  more  likely  to  attract  possible  recruits  than 
a  picture  of  an  aeroplane  and  the  poor  pun  "getting  a  good  rise." 
Also,  one  thinks  that  a  sober-hued  poster  of  official  appearance 
would  show  more  prominently  among  the  flaming  appeals  to 
buy  somebody's  soap  or  pills  than  the  style  of  thing  that  has 
been  adopted. 

Yet  Another  Committee. 

According  to  the  report  of  the  Departmental  Committee  on  the 
I  .otection  of  Wild  Birds  issued  on  Aug.  20th:— 

"A  new  danger  to  bird  life  has  been  introduced  by  the  shooting 
or  bombing  of  wild  birds  from  aircraft. 

"Already  considerable  destruction  has  resulted.  We  recom- 
mend that  the  use  of  aircraft  for  killing  or  taking  wild  birds 
should  be  prohibited." 

Many  recommendations  follow.  All  the  proposed  regulations 
should,  it  is  urged,  be  committed  to  the  care  of  an  ornithological 
advisory  committee,  who  should  furnish  all  necessary  advice. 

This  sounds  very  alarming,  but  one  has  not  heard  that  the 
bombing  of  grouse  has  become  a  pastime  in  this  country? 

Landing  on  a  Roof. 

It  is  repoited  from  New  York  that  Edwin  Ballough,  a  pilot  of 
an  aeroplane  used  for  delivering  goods  by  Bamberger,  proprietor 
of  a  Newark  department  store,  has  performed  the  feat  of  landing 
on  a  roof  and  taking  off  again. 

Ballon gh  has  thus  eclipsed  the  feat  of  the  late  Jules  V^drines, 
who  landed  on  the  roof  of  the  Galeries  Lafayette  in  Paris,  but 
was  prevented  by  the  police  from  starting  again. 

The  building  on  which  Ballough  descended  is  a  warehouse  be- 
longing to  the  Army  Quartermaster's  Department.  The  roof  is 
1)78  ft.  long  with  a  slight  peak. 

No.  3  2  Squadron  Reunions. 

In  order  that  old  members  of  32  Squadron  may  not  lose  sight 
ot  one  another  it  is  proposed  that  occasional  reunions  ma}'  be 
held.  Lieut. -Col.  T.  A.  E.  Cairns,  D.S.O.,  has  accepted,  the 
presidency  of  the  Club,  the  headquarters  of  which  are  at  30,  Bed- 
ford Row,  London,  and  Mr.  P.  P.  Nicholl,  of  that  address,  is 
acting  as  Secretary,  and  will  be  glad  to  hear  from  ex-members  of 
•   the  Squadron. 

An  Absurdity, 

At  the  R.A.F.  Club  the  other  day  a  member  tried  to  pull  the 
blue-trousered  leg  of  a  Major  who  has  only  just  returned  to  Eng- 
land by  telling  him  that  an  order  is  shortly  to  be  issued  to 
make  it  compulsory  for  all  commercial  aeroplanes  to  carry  red 
rear  lights.  He  explained  that  the  Authorities  had  decided 
that  this  is  the  logical  outcome  of  the  recent  decision  that  it  is 
the  fastest  vehicles  that  need  rear  lights  is  they  are  rarely  over- 
taken, whereas  country  carts  and  pedal  bicycles  which  are  passed 
bv  every  car  do  not  need  protection.    The  Major  made  quite  an 

interesting  little  speech  on  the  text  of  "  the  d          silliness  of 

everything  "  before,  it  dawned  upon  him  that  so  far  as  the  red 
lights  on  aeroplanes  were  concerned  he  had  been  badly  stung. 


August  27,  1919 


The  Aeroplane 


803 


^By  direction  of  6£e  Disposal  ^BoaroJ 


Aircraft  Disposal  Department 


FOR  SALE. 


OF 


A 
JOB 
LOT. 


HISPANO 

SUNBEAM 

GNOME 


ENGINES. 


Suitable  for 


Spare  Parts,  Valuable  Metals,  Ball  Races,  etc, 

A  SPLENDID  OPPORTUNITY  AFFORDED  TO 
AIRCRAFT  FIRMS  AND   METAL  MERCHANTS. 


To    be    viewed    at    WADDON    DEPOT    (Near  Croydon), 

Tenders  are  requested. 


PERMITS  to  view,  forms  of  Tender  and  all  particulars  may  be 
obtained  from  the 

CONTROLLER, 

Aircraft  Disposal  Department, 

York  House,  Kingsway,  W.C.2. 


TENDERS   ARE  RETURNABLE    BY   SEPT.  8/h.,  1919. 

KINDLY    MENTION    "  THE    AEROPLANE  '     WHEN    CORRESPONDING    WITH  ADVERTISERS. 


8o4 


The  Aeroplane 


August  27,  1919 


m  WORLD  of  JiERONAums ^ 

The  London-Madrid  Non-Stop  Flight. 

The  Air  Ministry  has  issued  the  following  : — 

The  pilot's  report  of  the  recent  non-stop  record  flight  from 
London  to  Madrid  made  by  the  Alliance  biplane  shows  that  the 
flight  was  remarkable  in  many  ways.  This  machine,  which  was 
fitted  with  a  ^50  h.p.  Napier  "Lion'  engine,  was  originally  de- 
signed for  the  trans-Atlantic  flight.  The  pilot  and  navigator 
Lieut.  W.  R.  Curtis,  R.A.F.,  was  lent  by  the  Air  Ministry  to  the 
Alliance  Company  tor  the  purpose  of  making  this  flight.  He 
had  with  him  Mr.  J.  A.  Peters,  the  designer,  as  assistant  pilot. 

Tile  following  notes  are  taken  from  the  pilot's  report  : — 

"We  left  Acton  Aerodrome  at  7.30  a.m.,  steering  a  course  for 
Havre.  A  heavy  ground  mist  made  visibility  poor,  and  at  limes 
completely  obscured  the  ground  from  view. 

"7-55  a.m.,  passed  over  Brighton  at  io,coo  ft.,  where  visibility 
improved,  until  halfway  across  the  Channel,  when  thick  clouds 
again  obscured  the  water  from  view. 

"8.50  .m.,  pasiPi  over  Havre,  which  we  just  sighted  through 
a  break  in  the  clouds.  Course  was  altered  here  for  San  Sebastian, 
and  we  gradually  decreased  our  height  lo  6,00)  ft.,  flying  just 
below  clouds  which  were  very  broken. 

"At  11. 10  we  passed  over  Rochelle ;  just  after  leaving  this 
place  we  ran  into  very  bad  weather,  the  clouds  being  very  thick, 
and  ranging  from  2,000  to  10,000  ft.  in  depth.  After  having  a 
very  bad  time  in  thick  clouds  we  eventually  found  ourselves  at 
2,000  ft.  flying  just  below  them  in  most  terrific  bumps  which 
also  made  the  machine  uncontrollable.  After  experiencing  this 
for  some  time  wc  decided  to  go  out  to  sea  and  get  clear  of  the 
land. 

"Here  we  found  much  better  conditions,  the  sky  being  almost 
clear.  We  climbed  to  13,000  ft.  and  passed  over  San  Sebastian 
at  1. 10  p.m.  Course  was  altered  for  Madrid  and  the  land  aga'n 
became  obscured  from  view  owing  Jo  very  heavy  clouds. 

"Nothing  was  seen  of  the  Pyrenees,  and  the  first  land  sighted 
was  at  2.20  p.m.,  when  the  clouds  began  to  break  up.  Madrid 
being  sighted  at  3.10  p.m.,  and  we  landed  at  Cu.etro  Vientos 
Aerodrome  at  3.28  p.m.,  having  completed  the  journey  in  7! 
hours. " 

Beating  the  Cable. 

When  the  Napier-engined  Allianoe  machine  recently  made  the 
magnificent  flight  from  London  to  Madrid  in  seven  and  three- 
quarter  hours  a  cable  message  was  dispatched  from  Madrid  to 
Napier,  Ltd.,  to  announce  the  successful  finish  of  the  flight.  This 
cablegram  was  not  delivered  until  15J  hours  after  its  dispatch, 
exactly  twice  the  time  occupied  by  flying  the  distance.  When  one 
thinks  of  the  amount  of  mail  that  might  have  been  carried,  it 
is  obvious  that  aeroplanes  will  be  serious  rivals  to  the  cable  com- 
panies. 


A  Parnell  "  Panther  "  Riplane  (230  h.p.  B.R.2J  on  a  turret  of  H.M.S.  "Revenge" 
with  the  launching  platform  folded  up.    The  framework  on  the  15=in.  guns  to  take 
the  platform  is  shown  in  the  print. 


An  Official  Record. 

It  has  been  notified  to  D.  Napier  and  Sons,  Ltd.,  by 
the  Royal  Aero  Club  that  the  speed  attained  by  Captain  Gather- 
good  when  he  won  the  Aerial  Derby  with  a  Napier-engined 
Airco  machine  on  July  21st  has  been  accepted  as  a  British  "  re- 
cord" for  a  closed  circuit.  The  speed  on  that  occasion  was  129.3 
miles  an  hour. 

Offered  to  the  Nation, 

Vickers,  Ltd.,  have  stated  that  they  are  willing  to  present  to 
the  nation  the  Vickers-Vimy-Rolls  aeroplane  in  which  Capt.  Sir 
John  Aloock  and  Lieut.  Sir  Arthur  Whitten  Brown  accomplished 
the  Transatlantic  flight. 

General  Steely,  Under  Secretary  for  Air,  replying  to  a  Parlia- 
mentary question  the  other  day,  said  he  was  asking  the  First 
Commissioner  of  Works,  if,  in  the  event  of  the  aeroplane  being 
offered  to  the  nation,  he  could  exhib.t  it  in  South  Kensington  or 
another  museum. 

Alleged  Bigamy, 

Archibald  Gill,  a  demobilised  R.A.F.  officer,  was  committed  for 
trial  on  bail  at  Braintree  on  Aug.  22nd  on  a  charge  of  bigamy. 

Maud  Wells  stated  that  she  married  Gill  in  June,  191S.  He 
was  demobilised  in  January  of  this  year.  In  February  of  this  year 
she  found  in  his  pocket  an  affectionate  letter  from  another  woman. 

Twelve  days  later,  it  was  alleged,  Girl  married  an  officer's 
widow  named  Jackson,  and  had  booked  two  passages  to  South 
Africa  when  arrested  for  leaving  his  previous  wife  chargeable  to 
Braintree  parish — an  offence  for  which  he  has  just  completed  six 
weeks'  hard  labour. 

The  Flying  Dutchmen. 

A  writer  in  the  "Evening  News"  says:  — 

"The  enthusiasm  of  the  Dutch  for  flying  has  its  humours  and 
its  limitations.  The  people  are  what  one  flying  officer  calls 
'  load-testers  ' — the  average  weight  per  passenger,  women  in- 
cluded, has  been  about  13  stone  during  the  exhibition.  The 
Hrnit  was  reached  when  seven  men  of  the  suner-weight  variety 
took  their  ceats  in  a  Blackburn  machine.  The  pilot  in  an 
English  aerodrome  would  have  had  no  difficulty  in  getting  off 
with  this  burden,  but  in  Holland,  where  the  ground  generally  is 
bad  for  both  landing  and  starting,  the  machine  gave  up  the 
ghost  after  making  two  attempts  to  lift." 

The  W. R.A.F.  Clothing  Inquiry. 

Miss  O 'Sullivan,  ex-Clothing  Controller  of  the  W. R.A.F.,  who 
made  serious  allegations  regarding  certain  clothing  contracts 
which  have  been  the  subject  of  an  inquiry,  has  been  demobilised. 
Miss  O 'Sullivan  has  stated  that  after  the  inquiry  had  been  pro- 
ceeding for  12  days,  and  before  it  was  concluded,  she  was  in- 
formed by  Ihe  Commandant  that  she  had  been  demobilised, 
although  she  had  signed  on  for  a  further  term  of  service. 

A  Roof  Aerodrome. 

A  Board  of  Trade  Committee  is  con- 
sidering a  scheme  for  the  establishment 
of  a  central  clearing-house  for  London's 
goods  traffic,  ft  is  proposed  that  the  site 
of  the  clearing-house  should  be  in  Clerken- 
well,  and  that  the  roof  of  the  great  build- 
ing should  be  used'  as  a  commercial  aero- 
drome. 

Foolish  Questions. 

The  pilots  of  the  Avro  seaplanes  who  are 
taking  passengers  for  joy  flights  over  Lake 
Windermere  are  sometimes  asked  curious 
questions.  One  woman  passenger  asked  if 
the  floats  were  intended  to  carry  water 
ballast. 

The  London  Flying  Club. 

The  London  Flying  Club  was  opened  at 
Hendon  on  Saturday,  August  23rd.  Among 
those  present  at  the  opening  ceremony 
were  H.H.  the  Princess  Hatzfeldt,  Cdr. 
Philip  de  Crespigny,  Mr.  Beal  Davis,  Mr. 
and  Mrs.  McCreesy,  and  Mr.  and  Mrs. 
Claude  Grahame-White.  A  Hawaiian 
Band  has  been  brought  over  from  America 
for  the  use  of  this  club. 


Some  Athletic  Sports. 

The  Social  and  Athletic  Club  of  Short 
Bros.,  Limited,  held  their  annual  athletic 
sports  on  August  23rd  at  Rochester. 
There  were  four  open  events  under 
A.  A.  A.  laws,  as  follows  : — 100  yards  flat 
handicap,  880  yards  flat  handicap,  one 
mile  flat  handicap,  and  a  women's  80 
yards'  handicap. 


August  27,  1919 


The  Aeroplane 


805 


Iwenty  Years  A#o 

i£ere  initials  stood zn  tfastAricfficc 
Jhr  reffaSffity,  promptness,  soxmd 
zfDac^tpicmrJup,  ancf  siraigrfit  deaftry. 

To-day 

3&&y  grtiatraritee  ffie  same  service 
to  a.  urorid^widc  and ever-^rowrrxr 
cfferitede. 


Aircraft  and.  Manufacturing 

Aeroplanes  Seaplanes 
Qyjnparierds-  ^.ccessones 
Office  arid ScAoof f~arriztcrr:ey 


Agricultural 

Trace  tors 
^Mac/irnQry 
Impdemerds 


Coachbuildin^ 

rfzczA-crraae 
J3ody-  worA^ 
Aecza/Desz^ns 
OverAauis 


ejoczir>s 

Motor  Cars 

dsfeuv  Gars  Seayxfi^Grrs 
JQejo  airs  ffira  Cars 

Cparayes  Jor  over  lOOO  Colics 


Electrical 

AfecfncfigdtandPowez' 

Acm'esj2>aatryAoases 
and factories  Afectrtc 
^awps,7efepfonef&c 


Petrol  Gas 

'ZQ)if£ett 
Air  (jas  Sysfem ' 
,  for  Cdo&nq 
LiffiziyandAeatina 


ANN  FgERTON 


NORWICH   •  LONDON  •  IPSWICH  •  BURY  ST  EDMUNDS 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS 


8o6 


The  Aeroplane 


August  27,  1919, 


EWORLD  <f AERONAums  ^ 

A  Corporal's  Capture. 

At  Croydon  Police  Court  on  Aug.  23rd,  Edward  Henry  O  'Brien, 
26,  who  described  himself  as  a  horse-breaker,  of  Peabody  Build- 
ings, Stamford  Street,  Blackfriars,  was  charged  with  being  con- 
cerned with  two  other  men  not  in  custody  in  stealing  from  Kenb) 
Aerodrome  a  Crossley  motor-car  valued  at  £1,206. 

Corporal  C.  H.  Greagsby,  R.A.F.,  said  that  on  Friday,  about 
mid-day,  when  passing  the  front  of  a  garage,  he  noticed  the 
prisoner  drive  the  car  away.  He  took  a  note  of  the  number,  not 
being  certain  whether  it  was  a  car  belonging  to  the  Air  Force 
or  not.  On  ascertaining  at  the  office  that  it  belonged  to  the 
Air  Force,  he  got  another  car  and  went  in  pursuit.  .He  did  not 
overtake  the  prisoner  till  near  Purley,  and  then  noticed  that  he 
had  two  other  men  with  him  in  the  car.  The  witness  picked 
up  an  Automobile  Association  scout  at  Purley,  and  drove  into 
Croydon,  where  he  obtained  the  assistance  of  a  policeman.  They 
then  continued  till  the  main  road  became  narrow  near  Friends 
Road,  where  a  tramcar  was  about  to  stop.  The  witness  then 
thought  that  by  getting  his  car  between  the  Crossley  car  and 
the  tramcar  that  he  could  block  the  prisoner  in,  and  did  so,  pulling 
up  at  an  angle  in  front  of  the  other  car.  The  prisoner  and  his 
two  companions  jumped  out  and  disappeared  up  Friends  Road. 

It  was  also  stated  that  on  leaving  the  oar  two  of  the  men 
got  away  over  a  wall.  The  prisoner  was  followed  by  a  crowd 
of  people,  and  after  an  exciting  chase  he  was  captured. 

The  prisoner  was  remanded  for  a  week. 

A  Sound  Argument. 

The  following  letter  appeared  in  the  "  Times  "  of  August 
19th  : — 

Sir, — I  see  that  the  "  Times  "  has  discovered  another  Slough 
at  Dorchester.  Had  the  "  Times  "  confined  its  criticism  to  the 
policy  of  continuing  work  after  the  Armistice,  that  criticism 
might  have  been  justified.  As  it  is,  one  can  only  be  distressed 
at  the  hasty  conclusions  it  seems  to  have  jumped  at.  Perhaps 
I  can  enlighten  you  on  some  points. 

The  airship  service  expanded  enormously  at  the  end  of  1917, 
chiefly  owing  to  the  adoption  of  "  mooring-out  "  stations,  which 
system  was  first  thought  out  by  the  CO.  of  Mullion  Airship 
Station.  These  mooring-out  stations  consisted  of  a  landing 
ground  and  a  wood,  in  which  the  airships  were  housed.  These 
moored-out  airships  had  to  return  every  few  weeks  to  the  parent 
station  for  overhaul.  Now,  Mullion  was  the  parent  station  of 
Toller  (Bridport),  Laira  (Plymouth),  and  Bude.  Eastbourne  was 
the  parent  station  of  Slindon  (Chichester)  and  Upton  (Poole). 
I  was  CO.  of  Toller,  and  a  friend  of  mine  was  in  command 
at  Upton.  We  both  found  it  very  difficult  to  keep  in  touch 
with  our  parent  station,  and  an  intermediate  station  was  ad- 
visable. The  approach  to  Southampton  and  the  suitability  of 
Lyme  Bay  for  submarine-resting  made  Toller  and  Upton  in- 
dispensable at  the  time,  but  Dorchester  would  have  absorbed 
both. 

This  is  one  of  the  many  justifications  for  Dorchester. 

Let  us  turn  to  your  Special  Correspondent's  criticisms.  They 
may  be  headed  : — (i)  Ground  ;  (2)  sand  ;  (3)  a  pit ;  (4)  a  well ; 
(5)  what  he  calls  "  wings,"  apparently  wind  screens.  These 
points  can  be  easily  dismissed. 

(1)  Can  anyone  find  400  acres  of  land  midway  between  East- 
bourne and  Mullion,  near  a  railway  and  near  fairly  good  roads, 
uncultivated? 

(2)  Sand  could  have  been  obtained  by  quarrying.  Would  the 
contractor  have  brought  sand  from  the  Midlands,  if  he  could  have 
obtained  it  cheaper  on  the  spot?  Surely  the  labour  question  must 
enter  into  the  arrangement.  It  is  probably  cheaper  to  buy  sand 
than  quarry  it. 

(3)  Perhaps  your  correspondent  would  have  l'ked  the  gas  plant 
to  have  been  in  the  pit.  As  these  plants  cost  a  'quarter,  of  a  mil- 
lion, perhaps  it  is  better  "with  its  sides  falling  in.'" 

(4)  A  well  is  surely  necessary. 

(5)  Wind  screens  can  be  easily  dismantled  and  the  corrugated 
iron  used  for  roofing.  As  for  there  being  little  work  done  by 
November,  1918,  T  believe  you  will  find  that  the  station  was  to 
have  been  opened  in  February,  1919,  so  that  the  work  must  have 
been  well  advanced  by  the  end  of  1918. 

I  may  add  that  I  hold  no  brief  for  the  R.A.F.  or  anyone  else, 
having  been  demobilised  last  March. — Yours  faithfully, — H. 
Vivian  Terry,  late  CO.,  Toller  R.N.  Airship  Station.  Gold- 
hanger,  Witham,  Essex,  Aug.  15th. 

[Moreover,  as  Lord  Lytton  stated  in  the  House  of  Lords  on 
Aug.  18th,  it  was  not  a  fact  that  the  war  ended  at  the  Armistice. 
Even  now  the  Peace  Treaty  is  still  unratified  bv  certain  belligerent 
nations,  and  the  Government  had  at  least  to  be  ready  for  a  re- 
newal of  hostilities  up  to  the  signing  of  Peace  in  June.- -Ed.] 

A  Miracle  of  Ignorance. 

"The  Freeman's  Journal,"  in  an  article  on  the  use  of  helium, 
says  :  "  Hydrogen  is  highly  inflammable,  and  few  airships  have 
escaped  being  burnt  in  consequence."  The  writer  might  just  as 
tiuthfully  say  that  petrol  is  so  inflammable  that  few  motor-cars 
escape  being  burnt.  Thus  do  non-technical  journals  display  to 
us  the  vast  ocean  of  their  ignorance. 


The  Arrest  of  Alleged  Smugglers. 

The  London  newspapers  gave  much  prominence  last  week  to  a. 
report  that  there  had  been  an  alleged  attempt  to  smuggle 
20,000,000  marks  and  securities  from  Germany  to  Switzerland. 
The  German  "Tageblatt"  hints  that  the  owner  of  the  money  is- 
a  lady  who  formerly  occupied  a  very  prominent  position  in  Ger- 
many, and  recently  thought  of  going  to  live  in  Switzerland  with 
her  children.  The  twenty  million  marks  represent  only  a  part 
of  her  very  considerable  fortune.  The  securities  were  entrusted 
to  a  Swiss  family  who  have  been  staying  here  for  a  long  time, 
and  two  members  of  the  family  undertook  to  convey  the  valuables 
under  the  supervision  of  a  gentleman  "well  known  to  the  public." 

The  money  was  taken  from  persons  who  travelled  by  the  Berlin- 
Bale  express,  and  they  were  chased  by  three  aeroplanes.  One  of 
them  carrying  a  high  official  of  the  Berlin  police,  developed  engine 
trouble  over  Magdeburg,  but  the  official  entered  another  aeroplane,. 
and  resumed  his  journey  to  Nuremberg,  where  the  arrest  took 
place. 

Scandals  and  Glory. 

A  correspondent  of  the  Edinburgh  "Evening  News"  who  has 
written  about  the  recent"  "scandals"  thinks  it  necessary  to  de- 
fend the  R.A.F.    Thus  :— 

"Apparently  the  public  are  going  to  hear  a  great  deal  rrore 
about  the  seamy  side  of  things  aerial  than  of  the  countless  fefcts 
~of  heroism  in  the  period  1914-18.  It  will  be  well  for  people  to 
believe  the  best  of  the  Force — which  developed  latterly  into  a 
great  army,  and  included  all  sorts  and  conditions  of  men  and 
women — and  to  understand  what  a  tremendous  weapon 
was  forged  under  difficult  conditions.  That  such  a  large 
Force  carried  '  passengers  '  was  undoubted ;  but  so  did  the  Navy 
and  the  Army.  Thero  was  waste,  of  course.  Everyone  who  went 
from  aerodrome  to  aerodrome  must  have  noticed  the  profusion 
which  inevitably  accompanies  war ;  but  there  were  economies 
also.  The  personnel  of  the  Force  know  all  about  that.' Cox' 
did  not  present  them  with  a  sheaf  of  blank  cheques  But  there 
was  no  economy  in  one  respact- — bravery." 

The  writer  states  the  obvious  rather  prettily. 

168  Miles  per  Hour. 

It  is  announced  by  the  Director  of  Air  Service,  Washington,  that 
Lieut.-Col.  H.  B'.  Clagett,  with  Serjt.  Ralph  Kratz  as  passenger, 
made  a  flight  in  a  De  Havilland  machine  (make  of  engine  not 
stated),  from.the  Capitol  at  Washington  to  flhe  Statue  of  Liberty 
in  New  York,  210  miles,  in  75  minutes,  which  is  at  the  rate  of 
168  miles  per  hour.  It  is  claimed  that  this  establishes  a  new- 
record.  The  previous  fast  records  were  made  in  84  minutes. 
Lieut.-Col.  Clagett  flew  at  an  elevation  of  4,000  ft. 

Another  Altitude  Record  Claimed. 

Lieutenant  Weiss,  accompanied  by  his  mechanic  Beque,  on- 
August  13th,  attained  a  height  of  over  9,000  metres  (about  I 
29,500  ft.). 

The  machine,  a  Brdguet  300-h.p.  Renault,  fitted  with  a  Rateau 
super-charger,  ascended  from  the  Villacoublay  Aerodrome  at  6.30 
p.m.,  and  made  a  good  landing  at  8.10  p.m.,  the  actual  climb 
only  taking  52  min.  The  pilot,  who  was  forced  to  descend  on 
account  of  the  darkness,  declared  that  he  encountered  a  tempera- 
ture, of  32  deg.  (centrigrade)  below  zero  (equals  25.6  deg.  below 
zero  Fahrenheit).  The  exact  official  altitude  reached  will  not  be 
known  until  later.  The  pilot  stated  that  he  could  have 
ascended  much  higher,  but  owing  to  the  lateness  of  the  hour  he 
was  afraid  that  he  would  not  be  able  to  land  before  dark. 

A  Use  for  Unserviceable  Machines. 

The  U.S.  Air  Service  has  decided  to  offer  a  large  number  of 
unserviceable  engines  and  aeroplanes  to  American  colleges  and 
schools  that  undertake  to  teach  aeronautical  engineering.  This- 
appears  to  be  an  excellent  method  of  disposing  of  machines 
that  would  otherwise  be  reduced  to  produce. 


COMING  EVENTS. 

August. 

Amsterdam  Aircraft  Exhibition.    (Still  open.) 

September. 

Monday,  September  1st. — Last  day  for  presentation  of  British 
machines  for  the  Schneider  Cup  Competition. 

Wednesday,  September  3rd. — Henlow  Recruiting  and  Repair 
Depot,  R.A.F.  Second  annual  Sports  at  the  R.A.F.  Cricket 
Ground,  Henlow. 

Wednesday,  September  10th. — Schneider  Cup  Competition,. 
Bournemouth. 

Dates  to  be  Announced  Later. 
Hendon-Paris-Hendon  Air  Race. 

The  "  Daily  Express  "  £10,000  Prize  Competitions. 
Hendon-Manchester-Hendon  Air  Race. 


8o8 


(Supplement  to  The  Aeroplane.) 


Aeronautical  Engineering 


August  27,  xgig 


Condition 


That's 
the 

point ! 


How  is  your  Engine's  Pulse  !  | 

You  know  the  first  thing  the  Physician  does  when  §j 
he  wants  to  find  your  general  condition — he  feels 

your  pulse  !     If  he  finds  you  are  in  a  state  of  i| 

lethargy  he  prescribes  the  best  tonic — a  thorough  |r 

change.  = 

Moral  :     If  your  Engine  is  feeble  and  run-down  = 

and  you  can't  trace  the  cause — We  can  !    We  know  = 

all  about  it  and  can  renew  its  pulse — not  tem-  = 
porarily,  but  for  all  time — and  put  new  life  and 

vigour  into  the  whole  system.     We  have  cured  g 

thousands  of  cases  of  this  sort  and  always  succeeded  | 

in  prolonging  the  life  and  service  of  every  patient.  s 

It  will  pay  you  best  to  take  advantage  of  our  § 

experience.      Let  us  estimate  for  anything  and  1 

everything  you  require  in  engines.  i 

Overhauling  and  Repairing 

Steam  and  Petrol    —   Land,  Air,-  Marine.  | 

In  special  cases  we  will  send  expert  engineers  § 

and  appliances  on  receipt  of  request.  1 

Cars  Renovated  &  Repaired  J 

Paintwork,  Upholstery,  Coach  Building  in  | 

all  branches.  | 

Cars  Collected  at  our  London  Depot,  j 

31,  Brook  St,  Bond  St,  W.  1 

=  (Cyril  T.  Chamberlain,  London  Manager),  = 

|§       or  at  any  address  by  appointment  —  'Phone :  § 

2966  Mayfair  —  or  —  550  Weybridge  | 

Your  esteemed  enquiries  will  have  our  prompt  attention.  j§ 

I  MERCEDES  SPECIALITY.  j 

— Work*  :  WEYBRIDGE.  ™J^*e,  f 


KINDLY    MENTION   "  THE   AEROPLANE  "   WHEN   CORRESPONDING   WITH  ADVERTISERS. 


Supplement  to  The  AeropEane,  August  27th,  1919. 


INCORPORATING  AIRCRAFT  ENGINEERING,  AERODYNAMICS,  AIRCRAFT  FINANCE  AND  COMMERCIAL  AERONAUTICS 
AND  MATTERS  PERTAINING  TO  THE  AERONAUTICAL  ENGINEER  AND  THE  AIRCRAFT  TRADER. 


THE  WEEKLY  COMMENTARY. 


The  article  on  "  Aerial  Propulsion  "  by  Capt.  W.  H. 
Sayers  is  concluded  in  this  issue. 

In  it  Capt.  Sa3-ers  points  out  some  of  the  practical 
difficulties  which  have  so  far  prevented  the  develop- 
ment of  the  internal  combustion  turbines,  and  makes 
the  suggestion  that  the  possibility  of  direct  jet  propulsion 
for  aeroplanes  is  worth  investigation. 


of  the  recent  work  of  the  firm  of  Martinsyde,  Ltd.,  is 

described.   

Mr.  T.  S.  Harvey  contributes  further  notes  upon  the 
Italian  Aero  Show  at  Taliedo. 


Under  the  head  of  "Modern  British  Aeroplanes  "  some 


An  extensive  abstract  of  the  report  issued  by  the 
American  authorities,  describing  the  special  plant  laid 
down  at  the  Bureau  of  Standards  for  testing  aero-engines 
under  conditions  similar  to  those  which  occur  at  high 
altitudes,  is  commenced  in  this  issue. 


AERIAL  PROPULSION-II. 

By  Capt.  W.  H.  SAYERS  (Late  R.A.F.), 


The  internal  combustion  turbine  has  attracted  the 
attention  of  many  engineers.  A  turbine  driven  directly 
by  the  products  of  combustion  of  gas  or  a  liquid  fuel, 
burnt  under  pressure  and  acting  directly  upon  the  blades 
of  the  turbine  wheel,  offers  a  prospect  of  great  advances 
in  the  efficient  use  of  fuel  and  of  a  great  saving  in  the 
bulk  and  weight  of  power  plant. 

Unfortunately  the  difficulties  of  producing  such  a  prime 
mover  are  very  considerable,  and  have  so  far  proved 
insuperable. 

The  elementary  idea  of  providing  a  burner  jet,  some- 
what after  the  style  of  a  blow-lamp,  and  directing  the 
flame  upon  the  turbine  blades,  is  obviously  impracticable. 
There  is  no  known  material  of  which  blades  could  be 
made  which  would  stand  the  temperature  or  the  erosive 
action  of  the  hot  gas. 

Numerous  ingenious  attempts  have  been  made  to 
overcome  this  difficulty.  General^  these  have  con- 
sisted in  the  provision  of  some  form  of  separate 
combustion  chamber  to  which  gas,  or  oil,  and 
air  are  introduced  under  pressure  and  there  burnt.  The 
products  of  combustion  are  then  allowed  to  expand 
through  some  form  of  nozzle,  gaining  velocity  and  losing 
temperature  therein  before  reaching  the  turbine  blade. 
In  many  cases  the  gases  have  been  diluted  with  cool  air 
by  the  use  of  a  kind  of  air  injector,  with  the  effect  of 
increasing  the  total  volume  of  gas  and  of  reducing  both 
its  velocity  and  its  temperature  before  reaching  the 
turbine. 

In  one  case  the  nozzle  wherein  the  gases  expanded 
was  water-jacketed,  and  water  from  this  jacket  was  in- 
jected into  the  gas  stream.  In  this  manner  a  working 
fluid  was  produced,  consisting  largely  of  super-heated 
steam,  at  a  temperature,  however,  well  below  that  of  the 
products  of  combustion. 

By  thus  diluting  the  products  of  combustion  the  diffi- 
culties of  manufacturing  the  turbine  itself  have  been 
fairly  satisfactorily  overcome,  only  to  reappear  in  the 
combustion  chamber,  however. 


The  condition  of  being  subject  continuously  to  a  very 
high  temperature  and  pressure  has  proved  too  arduous 
for  any  known  refractor}?  material. 

The  cylinder  walls  and  piston  of  a  reciprocating  engine 
are  in  contact  with  burning  gases  of  equally  high  tem- 
perature and  pressure,  but  only  for  a  small  fraction  of 
the  total  working  cycle,  and  they  never  themselves 
assume  the  temperature  of  combustion.  Even  so,  elabo- 
rate methods  of  dissipating  the  heat  which  is  imparted 
to  them  are  necessary. 

Mixed  Gas  and  Steam  Types. 
Water-cooling  of  the  combustion  chamber  has  been 
attempted,  but  this  involves  a  large  waste  of  heat  energy, 
partly  recoverable  by  turning  the  cooling  water  into 
steam  and  mixing  that  steam  with  the  burnt  gas,  but 
only  at  the  cost  of  converting  the  plant  into  a  steam 
turbine  plant. 

For  aircraft  purposes  this  is  objectionable,  because 
either  condensers  must  be  installed  or  a  large  supply 
of  water  must  be  carried  and  consumed  over  and  above 
the  fuel  required. 

Thus  the  internal  combustion  turbine,  although  a  pro- 
mising field  for  experimental  research  work,  cannot  be 
considered  as  likely  to  come  into  use  as  an  aerial  power 
plant  for  some  yeais. 

The  consideration  of  the  whole  question  of  aerial  pro- 
pulsion suggests,  however,  one  field  for  experiment  which 
has  not  yet  been  explored. 

In  any  form  of  internal  combustion  engine,  recipro- 
cating or  turbine,  the  first  step  in  the  cycle  of  energy 
transformation  is,  as  has  already  been  pointed  out,  to 
impart  motion  to  a  volume  of  gas. 

The  final  step  in  the  cycle  of  energy  transformations 
which  occurs  in  the  propulsive  plant  of  any  aircraft  is 
also  the  setting  in  motion  of  a  volume  of  gas. 

Cannot  the- whole  cycle  be  immensely  simplified  by 
in. parting  directly  to  a  column  of  air  the  motion  which 
is  produced  in  the  products  of  combustion  by  the  heat 
of  combustion  ? 

The  idea  of  direct  jet  propulsion  is,  of  course,  old. 


8io 


(Supplement  to  The  Aeroplane.) 


Aeronautical  Engineering 


Al?GUS±  2f,  '  IQrg 


Steam  jet  propulsion  for  ships  was  suggested  certainly 
in  the  first  half  of  the  nineteenth  century,  but  was  uot 
and  cannot  be  satisfactory. 

The  efficient  conversion  of  the  energy  of  a  gas  at  a 
high  temperature  and  pressure  into  the  kinetic  energy 
of  a  jet  of  the  same  gas  at  atmospheric  temperature  and 
piessure  involves  a  very  high  velocity  on  the  part  of  the 
jet. 

In  the  case  of  steam  at  100  lb.  per  sq.  in.,  for  reasonable 
efficiency  in  such  a  conversion,  the  speed  at  which  the 
steam  must  emerge  from  the  nozzle  is  of  the  order  of 
1,000  ft.  per  sec. 

The  use  of  such  a  jet  as  a  propeller  is  equivalent  to 
the  use  of  an  airscrew  giving  a  slipstream  velocity  of 
1,000  ft.  per  secv  and  would  need  a  speed  of  propulsion 
of  the  aeroplane  or  other  craft  to  which  it  was  attached 
of  500  ft.  per  sec. — over  300  miles  per  hour — to  attain  a 
propeller  efficiency  of  50  per  cent. 

The  extreme  speed  of  ships  may  be  put  at  40  rn.p.h., 
or  about  60  ft.  per  sec,  and  under  these  conditions  the 
efficiency  of  ship  propulsion  by  a  jet  of  gas  at  i^ooo  ft. 
per  sec.  could  not  exceed  6  per  cent,  on  the  jet  alone. 
As  a  steam  engine  and  a  marine  propeller  can  certainly 
give  10  per  cent,  overall  efficiency,  reckoned  from  the 
initial  calorific  value  of  the  coal,  the  jet  method  has  little 
value  in  this  case. 

The  speed  of  modern  aeroplanes  has  reached  160  m.p.h. 
— nearly  250  ft.  per  sec. — and  the  efficiency  of  a  steam 
jet  propeller  might  accordingly  reach  something  round 
25  per  cent. 

This,  of  course,  is  simply  the  jet  efficiency — in  fact,  it 
is  not  even  that,  since  there  are  friction  losses  in  the 
passage  of  the  steam  thiough  the  nozzle.  Over  and  above 
this  loss  there  are  losses  in  the  conversion  of  water  to 
steam  in  the  boiler  and  in  the  process  of  turning  the 
pressure  energy  of  the  steam  into  kinetic  energy  of  the 
jet,  and  the  overall  efficiency  would  certainly  not  equal 
that  at  present  reached  by  the  combination  of  internal 
combustion  engine  and  airscrew. 

In  addition,  the  use  of  steam  involves  carrying  large 


weights  of  water  in  this  case  as  in  others,  and  that  rules 
it  out  of  serious  consideration. 

At  the  same  time  it  might  be  well  worth  while  to  ex- 
periment with  a  gas  jet  propeller.  This  would  pre- 
sumably be  something  of  the  nature  of  a  gigantic  blow- 
lamp, in  which  gas  or  vaporised  oil  and  air  would  be 
mixed  and  burnt  in  an  expanding  nozzle.  The  velocity 
of  the  issuing  jet  of  gas  would,  as  in  the  case  of  a 
steam  jet,  be  too  high  for  efficient  direct  propulsion,  and 
dilution  by  air,  by  using  the  original  products  of  com- 
bustion in  an  air  injector,  thus  increasing  the  volume  of 
gas  set  in  motion  and  reducing  its  velocity,  will  certainly 
be  found  necessary. 

Any  such  method  of  dilution,  whilst  improving  the 
propulsive  efficiency  of  the  final  jet,  will  inevitably  be 
accompanied  by  a  loss  in  thermal  efficiency  of  the  system 
measured  as  the  ratio  of  the  original  heat  energy  in 
the  fuel  to  the  total  kinetic  energy  finally  imparted  to 
the  moving  stream  of  air. 

It  will  not  necessarily  be  accompanied  by  a  loss  in 
the  efficiency  referred  to  the  final  useful  energy  imparted 
to  the  aeroplane. 

It  may  also  be  pointed  out  that  such  a  propelling  plant 
offers  prospects  of  being  extremely  cheap  to  construct 
and  very  light  in  weight,  and  that  these  two  factors 
would  compensate  for  a  low  overall  efficiency  and  a  fuel 
consumption  appreciably  greater  than  could  be  obtained 
by  the  present  methods. 

If,  as  seems  possible,  the  speed  of  aircraft  is  greatly 
increased,  the  problem  of  direct  jet  propulsion  will  be 
correspondingly  simplified,  and  the  idea  seems  to  merit 
detailed  investigation. 

Of  course,  for  war  purposes,  a  blow-lamp-propelled 
machine  which  had  only  to  put  its  enemies  into  its  own 
backwash  to  utterly  destroy  them  would  have  uses 
which  might  justify  the  immediate  adoption  of  the 
method.  . 

Hostile  airships,  even  helium-filled,  would  dislike 
such  an  aeroplane  intensely,  and  night-flying  demon- 
strations by  such  machines  directed  against  barbarous 
races  might  produce  an  immense  effect. 


The  200  h  p.  6  cylinder  IsottaFrascbini  Aero  Engine.   The  cleanliness  of  outline  is  a  notable  feature. 


August  27,  1919 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplane.) 


8ll 


WESTLAND 


The  Westland  "LIMOUSINE" 

with  the  "  Rolls-Royce  "  engine.  This  is  not  a  converted  war 
machine,  but  has  been  designed  and  built  for  high-class  public 
passenger  service  or  for  the  convenience  of  the  private  owner. 

It  combines  the  speed  of  an  aeroplane  with  the  comfort  of 
a  Limousine. 


For  full  particulars  and  arrangements  as  to  trial  flights  apply 
to  our  London  Representative  Lieut.  -  Colonel  C.  H. 
ME  ARES,  HOTEL  REGINA,  17,  SOUTHWELL 
GARDENS,  LONDON,  S.W.7. 


WESTLAND   AIRCRAFT  WORKS 

{Branch  of  Petters  Limited) 

YEOVIL. 


>4  4 


Telephone  : 
141  and  142  YEOVIL. 


Telegrams  : 
AIRCRAFT,  YEOVIL. 


KINDLY    MENTION    "THE    AEROPLANE"     WHEN    CORRESPONDING    WITH    ADVERTISER  J 


August  27,  1919 


MODERN  BRITISH  AEROPLANES. 

XII.— Martinsyde,  Ltd. 


The  Martinsyde  F4  type  tighter  (300-h.p.  Hispano  Suiza  engine),  one  of  the  finest  single-seaters  ever  produced. 


The  history  of  the  Martinsyde  firm  dates  back  to  the  earliest 
days  of  British  aviation,  Messrs.  Martin  and  Handasyde  conjointly 
producing  a  monopHne  as  far  back  as  1908.  The  big  "Martinsyde" 
monoplanes  of  1911,  1912  and  1913,  built  at  Brooklands,  were 
noted  for  their  graceful  appearance  and  their  wonderful  flying. 

Early  in  1914  the  firm  built,  for  the  late  Gustav  Hamel,  an 
enormous  monoplane  upon  which  the  Atlantic  flight  was  to  be  at- 
tempted. This  machine  was  to  be  powered  by  a  ''Sunbeam"  en- 
gine of  250  h.p.  and  had  tanks  sufficient  for  a  ton  of  petrol.  The 
death  of  Hamel  prevented  the  attempt  from  being  mad?  and  the 
machine  was  never  flown. 

Towards  the  end  of  1914  the  firm  produced  their  first  biplane,' a 
single-seat  fighter  with  an  80  "Gn6me"  engine,  which  was  very 
.successful  and  was  ordered  in  quantity  by  the  War  Office. 

A  later  "Martinsyde,"  fitted  first  with  the  120-h.p.  Beatdmore 
engine,  and  later  with  the  160-h.p.  engine  of  the  same  make,  was 
equally  successful,  and  the  firm  had  to  move  from  Brooklands  to 
large  works  near  Woking  in  order  to  meet  the  demands  of  the 
R.F.C. 

Of  their  more  recent  products  the  types  F3  and  F4  are  world 
famous  as  fighting  aircraft. 

THE  MARTINSYDE  TYPES  F3  AND  F4. 

The  F3  single-seat  scout  was  designed  and  built  in  1917-  Fitted 
with  a  Rolls-Royce  "Falcon"  engine  of  250  h.p.  it  had  easily  the 
best  all-round  performance  of  any  aeroplane  till  then  produced.  It 
had  a  top  speed  of  over  140  m.p.h.  and  was,  it  is  believed,  the.  first 
machine  in  the  world  to  climb  to  15,000  tt.  in  less  than  15  mins. 
with  full  war  load  on  board. 

Unfortunately,  Rolls-Royce  "Falcon"  engines  were  scarce  and 
could  not  be  spared  for  this  type,  and  after  some  delay  the  machine 
was  modified  for  the  300-h.p.  Hispano-Suiza  engine  and  was  put 
into  production  as  the  F4,  but  did  not  reach  any.  theatre  of  war 
before  the  conclusion  of  the  Armistice. 

These  machines  were  of  the  usual  single  bay  "scout"  type,  with 
lower  wings  staggered  well  back,  and  a  deep  fuselage,  wherein 
the  pilot  is  seated  behind  the  trailing  edge  of  the  tpper  wing,  suffi- 
ciently high  to  see  both  above  and  below  that  wing. 

He  has  thus  an  excellent  all-round  view.  The  armament  fitted 
was  standard,  twin  synchronised  Vickers  guns  within  the  cowling 
firing  through  the  propeller,  and  in  conjunction  with  the  extreme 
handiness  of  the  machine  and  its  very  fine  performance,  would 
have  r-ndered  it  a  formidable  antagonist. 

The  attached  specification  gives  all  the  main  characteristics  of 
these  machines,  and  their  general  appearance  is  well  shown  in  the 
illustrations  : — 

SPECIFICATION. 

Type  of  machine    Biplane 

Name  or  'ype  No.  of  machine   F4. 

Purpose  for  which  intended   Fighter 

Span   Top  plane,  32  ft.  9J  in.  ;  bottom,  31  ft.  2§  in. 

Gap,  maximum  and  minimum  5  ft.  2|  in. 

Overall  length  25  ft.  sf  in 

Maximum  height   ">  ft-  4  jn- 

Chord   Top  plane,  6  ft  oj  in.  ;  bottom  plane,  5  ft.  6\  in. 

Total  surface  of.  wings"  320  sq.  ft.  (all  in). 


Span  of  tail   11  ft.  13  in.  (over  elevators). 

Total  area  of  tail   36^  sq.  ft.  (tailplane  and  elevators). 

Area  of  elevators   8J  sq.  ft.  each  (Total  163  sq.  ft.). 

Area  of  rudder   9!  sq.  ft. 

Area  of  fin  *....b J  sq.  ft. 

Area  of  each  aileron  and  total  area   

Top,  n|  sq.  ft.  each  ;  bottom,  9^  sq.  ft.  each  (Total  42  sq.  ft.). 

Engine  type  and  h.p  Hispano-Suiza,  300  h.p. 

Airscrew,  diameter  and  pitch  and  revs  

Dia.,  8  ft.  8|  in.  ;  Pitch,  6  ft.  6  in.  ;  Revs.,  1850  r.p.m. 

Weight  of  machine  empty   1710  lb. 

Load  per  sq.  ft  7  lb, 

Weight  per  h.p  i  :  ,  "]\  lb. 

Tank  capacity  in  hours   3  hours. 

Tank  capacity  in  gallons   43  gallons 

Performance — 

Speed  low  down   143  m.p  K 

Speed  at  10,000  ft  143  m.p.h. 

Speed  at  20.000  ft  ..  ....126  m.p.h. 

Landing  speed   45  m.p.h. 

Climb — 

To  5,000  ft  :  3  mins. 

To  10,000  ft  fJ-3o  mins! 

To  20,000  ft  19-3<>  mins. 

Total  weight  of  machine  ioaded   •  2,280  .lb. 

THE  MARTINSYDE.  TYPE  A. 

Since  the  conclusion  of  hostilities  Martinsyde,  Ltd.,  have  turned 
their  attention  to  the  production  -  of  load-carrying  machines  for 
commercial  purposes. 

The  '•Raymor"  buift  for  Mr.  Raynham's  attempt  at  the  Trans- 
atlantic crossing  was  a  modified  edition  of  the  first  of  these  types, 
the  modification  consisting  of  fitting  fuel  tanks  up  to  the  limit  of 
the  machine's  carrying  capacity. 

As  a  commercial  machine  with  7  hours'  fuel  capacity,  there  is  a 
large  reserve  of  disposable  load  available  for  cargo  or  passengers. 

A  number  of  illustrations  of  the  actual  Transatlantic  machine 
have  appeared  in  past  issues  of  The  Aeroplane  and  no  others 
are  at  present  available. 

'The  general  particulars  of  the  Type  A,  as  this  machine  is  to  be 
called,  are  given  below  : — 

SPECIFICATION. 

Type  of  machine   '  A. 

Name  or  type  No.  of  machine   Transatlantic  (Modified). 

Purpose  for  which  intended   Commercial. 

Span  43  ft  4  in- 

Gap,  maximum  and  minimum   5  ft.  6  in. 

Overall  length  27  ft.  6  in. 

Maximum  height   11  ft.  o  in  (on  prop). 

Chord    6  ft.  6  in. 

Total  surface  of  wings   500  sq.  ft. 

Span  of  tail   12  ft.  4  in  (over  elevators). 

Total  area  of  tail  4+  sq.  ft. 

Area  of  elevators   r9-3  each  (Total,  18.6). 

Area  of  rudder   .16  sq.  ft. 


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Area  of  fin   6. 68  sq.  ft. 

Area  of  each  aileron  and  total  area   

17.36  sq.  ft.  each  (Total  69.44  scl-  ft-)- 

Engine  type  and  h.p  Falcon  Mark  3,  285  h.p. 

Airscrew  diameter  and  pitch  and  revs  

10  ft.  dia.  ;  9  ft.  pitch,  approx.  1,300  rev«. 

Weight  of  machine  empty   1,800  lb. 

Load  per  sq.  ft  :  :  9.2  lb. 

Weight  per  h.p  16  lb. 

Tank  capacity  in  hours   7  hours. 

Tank  capacity  in  gallons   110  gallons. 


Performance — 

Speed  low  down   125  m.p.h. 

Speed  at  10,000  ft.  ...  118  m. 

Landing  speed  45  m.p.h. 

Climb — 

To  5,000  ft  ,.  8  mins. 

To  10,000  ft  18  mins. 

Disposable  load  apart  from  fuel   2,000  lb. 

Total  weight  of  machine  loaded    ...4,600  lb. 


AT   THE   TALIEDO   SHOW  AGAIN. 


As  I  had  expected,  a  good  many  more  things  had  turned  up  by 
the  time  my  second  visit  to  the  Show  took  place— i.e.,  towards 
the  end  of  the  ten  weeks  the  exhibition  was  open.  Among  these 
mercifully  was  the  Official  Catalogue,  a  conveniently  shaped 
pocketable  work  of  80  pages  without  adverts. 

Then,  too,  the  enemy  trophies  had  got  sorted  out  and  their 
propellers,  descriptions,  and  engines  had  assumed  their  correct 
places.  Also  another  machine  had  arrived,  so  that  the  number 
slipped — just — into  double  figures. 

The  "thing  of  enormous  span  labelled  Golha"  had  turned 
into  a  torpedo-carrier  seaplane,  with  Benz  400  motors,  weight 
3,182  kilos,  useful  load  1,616  ditto,  with  oil,  petrol,  crew,  and 
armament.  This  latter  was  apparently  at  least  one  gun,  as  the 
forward  gun  ring  base  was  all  there.  The  craft  has  a  boat-body, 
"  does  130  kilometres  per  hour  at  low  levels,  and  climbs  to  i,o(w 
metres  in  16  minutes." 

The  motors,  however,  were  not  visible,  and  the  machine  was 
quite  unreconstructible. 

A  moderate-sized  flying-boat  with  motor  very  high  on  massive 
engine  platform,  wing  floats,  and  radiator  forming  centre  section 
of  upper  wing,  evidently  a  relation  of  the  Lohner  family,  is  the 
last  addition  to  the  war  trophy  shed  and  the  least  interesting 
feature  of  it. 

On  the  huge  K.338  I  now  noted  a  four-bladed  tractor  driven 
direct  by  the  Austro-Daimler  V  350  motor.  Also  the  wing  struts 
appeared  to  be  adjustable. 

A  further  careful  examination  of  the  Caproni  up-to-date  section 
— there  is  also  an  educational  or  historical  section  in  a  different 
shed — revealed  the  fact  that  the  whole  of  the  inonomotor  triplane 
chassis  is  rubber-sprung  to  the  fuselage,  not  the  axle  to  the  under- 
carriage struts  or  to  its  bearers,  as  is  more  usual.  I  read,  too, 
that  the  wheels  were  to  be  set  farther  apart  and  more  forward  to 
parry  any  attempt  at  nose-planting  on  the  machine's  part  when 
landing.  The  cables  are  enormous,  themselves  alone  telling  of 
the  weight  and  speed  for  which  the  machine-  was  designed,  and  the 
third  and  fourth  interplane  struts  are  integral  with  the  sides  of 
the  fuselage.  A  four-bladed  prop,  is  fitted,  and  rumour  has  it 
that  the  machine  is  not  at  all  likely  to  stay  on  the  shelf  now  that 
motors  are  easier  to  obtain. 

A  model  of  a  proposed  2,000  h.p.  five-motored  triplane,  a  mere 
development  of  the  1,200  h.p.  triplane,  also  came  under  my  notice. 
The  two  extra  engines,  with  their  airscrews,  are  placed  in  false 
fuselages  under  the  middle  plane.  At  the  end  of  the  two  real 
fuselages  beneath  the  tail  and  extending  downwards  from  it  to 
the  very  root  of  the  tail  skids — which,  it  will  be  remembered, 
are  supported  on  tall  inverted  "cabanes"  or  pyramidal  structures 
consisting  of  kingposts  and  steel  tubing— are  two  vertical  fins  of 


generous  proportions.  So  evidently  these  big  three-deck  machines 
have  been  found  to  require  more  side  surface  lcwer  down.  Vide 
my  second  Show  description  in  No.  4  -of  'this  volume  of  Tut; 
Aeroplane.  Sixteen  wheels  are  fitted,  the  hind  eight  being  of 
larger  diameter. 

While  dealing  with  models,  the  exquisitely  finished  things  shown 
h~-  the  Experimental  Aeronautical'  Department  (the  Italian 
N.P.L.)  should  not  be  passed  by.  The  admirable  eel-like  body  of 
the  Marchetti-Vickers  biplane,  quite  unappreciated  by  the  camera, 
is  unapproached  for  elegance  by  anything  since  the  Antoinette 
deceased.  Can  the  world's  speed  record  which  this  machine,  with 
a  comparatively  small  engine,  SPA  220  h.p.,  did  undoubtedly  put 
up,  be  attributed  to  this  unusual  section  ?  If  so,  what 'becomes 
of  the  blunt  entry  and  streamline  theory? 

A  full  equipment  of  instruments  for  measuring  everything  in 
sky  and  land  and  air,  most  of  them  invented  by  Col.  Crocco,  are 
exhibited  by  the  Institute,  as  also  models  of  the  V.  dirigible  ex- 
perimented with  in  '14,  which  show  how  the  latter-day  Zepps. 
were  copied  from  her  internal  construction  and  shape.  The  full- 
size  power  egg  of  a  V.  complete  can  be  compared  with  one  from 
a  1918  German  dirigible  brought  down  by  the  aid  of  an  Italian 
battery  on  the  French  front.  The  German  has  two  Maybach 
six-cyl.  motors,  and  of  course  cannot  be  compared  with  the  pre- 
war finish  of  the  V.  egg,  which  is  radiant  in  an  aluminium  shell. 
Three  of  these  eggs,  with  two  engines  clutched  to  a  single  four- 
bladed  propeller,  formed  the  power  plant  of  the  V.,  which  type 
was  not  proceeded  with  after  the  outbreak  of  war 

The  other  side  of  the  alley  is  to  be  seen  a  model  of  a  revolu- 
tionary dirigible-hydro  aeroplane,  with  eight  screws  and"  a  hollow 
open-ended  cylinder  body,  which  hopes  to  capture  stability  by  its 
cutting  effect  and  tfie  imprisonment  of  air.  The  designer — one* 
Signor  Cittadini— has  other  plans,  all  showing  want  of  adherence 
to  the  beaten  tracks  of  aeronautical  theory 

Though  somewhat  unrecognised  because  ti  rning  out  CA  parts 
and  necessary  machinery,  the  Officine  Meccaniche  of  Brescia  and 
Milan  did,  and  seem  likely  to  continue  to  do,  a  lot  of  useful  work. 
On  their  stand,  which  is  guarded  by  aeroplane  struts  and  chains 
of  coil  springs  in  a  sensible,  pleasing,  and  probably  cheaper  way 
than  by  the  eternal  ropes  and  posts,  they  show  the  CA  fuselage 
complete  with  I-F  motor  fitted  to  the  6oo's,  and  a'  lot  of  big  blocks 
of  metal  in  their  various  stages  from  the  rough  to  the  finished 
crankshafts  and  axles.  Also  a  two-storied  propeller  shaper 
smaller  than  the  diameter  of  the  propeller  in  process  of  shaping 
thereon. 

Among  the  many  motors  showing,  the  I-F  is  that  most  in 
evidence  because,  as  well  as  on  the  company's  own  grand  stand, 
so  many  of  the  other  firms  exhibit  their  improved  licensed  repro 


A  modern  Italian  single-seater — built  by  the  firm  of  Gio.  Ansaldo  and  Co. 


AUGUST  27,  1919 


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Aeronautical  Engineering 


August  27,  1919 


ductions  of  it.  For  example,  I  noted  a  good  effort  to  avoid  nuts 
and  bolts  on  the  E.  Breda  Co.  's  edition  of  the  vertical  engine. 

The  I-F,  having  motored  so  many  of  the  useful  MAS — marine 
accomplices  of  Italy's  undersea-boat-chasing  aircraft — that  the 
inclusion  of  their  seven  yards  long  cum  04-valved  motor-boat 
engine  is  allowable  and  even  apposite  in  a  post-war  Aero  Show 
such  as  this.  It  and  the  new  450  (V.7)  aero-engine  are  the  salient 
features  of  the  stand  The  latter  is  a  V.  12-cyl.  W.C.  motor  with 
four  magnetos  and  two  plugs  per  cylinder.  It  appears  as  a  clean- 
looking  affair  with  the  merit  of  having  the  inside  of  the  V  very 
clear  of  obstructions  and  accessible,  but  seems  rather  large  for 
advertised  power,  than  which  probably  it  gives  considerably  more. 

Untested  and  somewhat  unknown  is  the  promising  Romeo  600 
12-cyl.  W.C.  V.  of  that  factory's  production.  The  very  wide  open 
V  produces  a  low,  sturdy,  and  unusually  powerful-looking  engine. 
Its  cylinders  are  in  couples,  and  the  valves  lie  almost  horizontal 
iii  the  head  thereof.  Two  mags,  with  two  plugs  per  cyl.  and 
very  neat  wiring  see  to  the  necessary  sparks.  The  two  duplex 
Feroldi  carbs.  at  opposite  ends  of  the  engine  and  the  vertical 
exhaust  pipes  allow  of  ideal  freedom  of  access  to  the  36  plugs, 
spark  and  compression. 

Among  the  less-famed  power  producers  there  were  several 
interesting  efforts  which,  if  they  have  not  been  more  generally 
adopted,  is  due  more  to  the  general  excellence  ot  Italian  motors 
than  to  their  own  shortcomings. 

I  examined  particularly  a  vertical  Diatto-built  Bugatti  eight-cyl. 
120  by  160  stroke  "  200  h.p.,''  weighing  300  kilogrammes,  with 
propeller  offset  to  the  left  on  a  secondary  shaft  all  its  own,  en- 
closed in  the  crankcase  and  running  at  a  speed  of  1,125  revs. 
reduced  from  the  normal  1,500  engine  revolutions.  It  makes  a 
very  short  engine  in  spite  of  the  eight  cylinders,  and  power  output 
at  the  propeller  should  be  much  higher  than  the  nominal  one. 

The  following  extra  data  concerning  the  Dolara-Perfetti  300 
rotary,  mentioned  in  my  preliminary  Show  report,  are  of  interest. 
Bore  130,  stroke  176  mm.,  cyl.  capacity  21  litres,  normal  revs. 
1,500  per  minute.  The  engine  is  provided  with  a  toothed  plate 
(circular)  for  transmitting  power  to  two  or  more  airscrews  by 
shaft  drive.  This  toothed  ring  is  of  bigger  diameter  necessarily 
than  the  outside  measurement  of  the  engine  taken  round  the 
cylinders,  and,  lying  transversely  to  the  longitudinal  axis  of  the 
aeroplane,  could  drive  any  number  of  propeller  shafts  within  its 
power  limit.  Quite  an  opportunity  for  multiple  airscrew  experi- 
menters. Enquiries  may  be  addressed :  Dolara,  Corso  Magenta 
78,  Milan. 

Still  another  of  the  less-famed  class  is  the  V.N.V.,  an  anony- 
mous company  at  Stand  25,  the  designers  of  whose  motors  are 
the  engineers  Vanni  and  Trivelloni.  They  exhibit  a  large  two- 
stroke  weighing  280  kilos,  and  developing  from  "  200  to  300  h.p.  " 
with  opposed  pistons.  Also  a  Y  water-cool(id  260,  weight  270, 
cylinders  three.  This  looks  a  clean  job  and  makes  a  most  get-at- 
able  engine  apart  from  its  other  possibilities.  The  firm  has  three 
millions  of  lire  of  capital,  and  with  its  evidently  original  initiative 
has  the  wherewithal  to  go  far.  Address  is  :  Via  Montevideo  21, 
at  Milan. 


Carlo  Tosi,  the  great  Legnano  firm,  has  amid  a  lot  of  admirable 
but  irrelevant  machinery  an  aero  motor  and  a  Matteucci  epicyclic 
reduction  gear  shown  for  various  uses  and  also  fitted,  to  a  pro- 
peller hub.  I  shall  hope  to  say  more  of  it  when  the  Military  Tech- 
nical Direction  take  it  up  or  vice  versd.  One  is  encouraged  by 
these  straws  to  hope  that  Tosi  is  not  going  to  keep  aloof  from 
aviation  as  we  have  been  told. 

"  Itala  Motors,"  who  went  through  the  war  copying  H-Suizas 
for  the  Aero  Corps  and  Maybachs  for  the  Dirigible  Section — as  it 
used  to  be  called — show  one  of  these  which  came  through  the  50- 
hour  bench  test  with  flying  colours,  though  stationary.  It  is 
completely  dismounted  and  :eems  little  the  worse  for  the  wear- 
and-tear  test.  This  seems  the  time  and  place  to  deny  that  that 
little  tale  which  Dora  downed  refers  to  the  I  tain.  The  story  ran 
that  a  firm  copying  a  Hun  engine  could  never  be  got  to  waste 
time  over  the,  to  them,  unnecessary  degree  of  finish  to  the  con- 
necting rods  till  the  authorities  enquired  officially  why  the  copies 
used  i-5th  pint  more  oil  per — 1  don't  remember  what — than  the 
original. 

The  SPA,  who  in  their  quiet,  untrumpeted  way  were  the  first 
firm  to  engine  an  Italian  aeroplane,  and  are  now  doing  likewise 
to  the  SVA  and  other  good  flying  machines,  show  motors  of  all 
softs,  ir6ni~the  opposed  twin  built  about  1910  for  Ing.  Faccioli 
which  flew  so  well,  through  a  train  of  wholely  original,  specially 
designed  aero  engines,  to  Its  latest  vertical  power  plant  for  the 
war.  This  latter  about  the  least  original  of  the  lot  owing  to  the 
exigencies  of  hostilities.  It  is  a  slight  balm  to  one's  regret  at 
not  seeing  a  Faccioli  biplane  in  the  historic  section  to  find  photos 
and  reminiscences  of  that  designer's  machines  on  the  SPA  stand. 
In  the  words  of  a  contemporary,  "  II  Cielo  "  (a  pilot's  paper)  : 
"  Faccioli  solved  the  problem  of  practical  longitudinal  stability 
obtained  dynamically  and  inherent  in  the  design  when  everyone 
else  was  wallowing  in  complete  ignorance  oi  -  the  whole  ques- 
tion." The  first  journal  to  publish  photographs  of  this,  the  first 
Italian  machine  to  fly,  was  edited  by  the  present  editor  of  The 
Aeroplane. 

Now  to  talk  of  old  friends.  It  is  wonderful  to  think  that  for 
a  long  time  the  war  was  dragged  on  quite  well  with  '14  Lohners 
built  by  Macchi — to  order,  of  courses — and  by  '13  Aviatics  turned 
out  by  rhe  S.A.M.L.  Co.,  and  that  these,  engined  by  Fiati,  now 
still  carry  on  and  are  exhibited  in  1919  aero  shows.  1  noted 
that  a  looking-glass  for  the  pilot  to  see  if  the  passengers'  looks 
are  worried  or  gladsome  is  now  fitted  on  the  latest  models. 
These  luxuries  show  real  progress. 

Among  the  accessories,  if  essentials  can  io  be  misnamed,  there 
were  spring  wheels  based  on  an  application  of  the  cantilever- 
cum-helical  spring  principles  as  far  as  one  could  glean  in  the 
absence  of  literature,  stand-attendants  and  free  access  to  the 
article.  These  and  spring  hubs  are  the  line  Messrs.  Vimercati 
and  Fiorina  are  taking  up  anent  aero  business,  and  who  can 
say  they  may  not  be  on  the  right  track  to  the  dollars. 

A  carburetter,  a  Corti  invention,  cleverly  combining  throttle 

vVith  air  entry,  drew  me  with  strange  attraction,  these  instru- 
ments being  my  weakness.    "Opening  the  throttle"  causes  two 


An  SVA.  Aeroplane — built  by  Gio    Ansaldo  and  Co    The  ma  chine  shown  is  very  similar  in  general  design  to  the  700  h  p.  Rome 
to  London  machine,  illustrated  in  a  recent  issue  of  The  Aeroplane,  but  is  a  single-seat  fighter  of  smaller  power. 


August  27,  1919 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplane.) 


817 


IP 


THE   TRANSATLANTIC  FLIGHT 

VICKERS  -  vimy  -  ROLLS 


99 


The  first  direct  Flight  from  Newfoundland  to  Ireland  1,900 miies  was  accomplished 
by  ;this    Aeroplane   in  57   hrs    57  m.ns.  4  tons    of    Petrol   and  Oil  were  used. 


Aviation  Department, 
Imperial  Court,  Basil  Street, 
KNIGHTS  BRIDGE,  S.W.3. 


Telegraphic  Address  : 
Vickerfyta,  Knights,  London 

Telephone  : , 
Kensington  6520  (4  lines). 


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Aeronautical  Engineering 


August  27,  1919 


rollers  situated  in  the  induction  pipe  (which  they  entirely  close 
up)  to  revolve.  When  the  throttle  is  closed  these  rollers  are  in 
contact  along  the  whole  of  their  length.  Extending  over  two- 
thirds  ot  :heir  surfaces  each  Tias  a  V-shaped  depression  increas- 
ing from  its  base  in  depth,  and  streamline  contoured.  When 
the  bases  of  the  two  Vs  touch  the  jet  is  closed,  itself  serving  a;, 
a  stop  for  the  throttle  lever.  The  rollers  are  bronze  very  care- 
uflly  cut  away  so  that  the  opening  round  the  jet  is  always  cir- 
cular. The  only  thing  which  could  be  simpler  is  the  throttle 
leverage  system  due  to  the  necessity  of  compensating  the  travel 
of  the  two  rollers. 

The  F.R.A.M.  show  their  radiators,  fitted  at  one  time  or 
other  to  most  moving  vehicles  in  this  country,  and  is  such  an  old 
and  tried  firm  as  to  need  nothing  but  a  very  honourable  men- 
tion. 

Near  their  wares  appeared  the  name  of  the  Association  of  the 
Autolocomotion  Industrials,  promoted  to  weld  together  those  in- 
terested in  modern  progress  by  land  and  sea  and  sky,  which,  if 
it  does  not  remain  merely  a  name,  might  become  the  biggest 
trade  federation  in  the  world.  ' 

Chiribiri  has  indeed  fallen  from  grace,  thougi,  perhaps,  into 
land  which  he  may  succeed  in  making  to  flow  with  milk  and 
honey,  things  more  esteemed  than  money  nowadays.  He  only 
shows  a  horrifying  agricultural  tank  with  tender  slung  on  each 
wheel — I  feel  like  writing  claw — which  mocks  the  contor- 
tionist, 'nd  Which,  with  a  suitable  prehensible  tail,  should  be 
quite  a  good  vehicle  for  birds'-nesting.  Each  wheel  is  propped 
up  at  a  different  altitude,  and  the  tender  appears  to  be  in  the 
throes  of  a  spiral.  The  whole  thing  should  be  a  serious  pull-up 
to  the  first  chronic  drunkard  who  strolls  in. 

Drying-up  and  missionary-folk,  please  note. 

A  pleasing  relief  among  the  accessories  is  a  complete  nacelle 
for  one  of  Usuelli's  submarine-finding  dirigibles  on  "  Blimp  " 
lines.  The  firm  is  located  ;n  via  Boeeacio,  No.  14,  Milan,  is 
going  strong,  and  is  an  example  of  the  help  a  keen  amateur 
may  become  to  his  nation  in  need. 

In  their  own  "  pare  "  the  dirigible  the  Prasscne-Avorio  kite- 
balloon  and  the  ordinary  gasbags  show,  the  well-informed  tell  me, 
almost  incredible  progress.  The  stillness  of  the  P.A.  in  stiff 
winds  seems  uncanny  to  the  non-expert  who  may  be  inclined  to 
wonder  whether  the  cable  is  rigid !  The  space  in  the  biggest 
shed  round  the  dirigible  was  partitioned  off  into  two  corridors 
filled  with  stands  of  accessories  and  instruments  for  navigation. 
The  swivelling  propellers  reminded  me  of  certain  small  airships 
of  the  good  old  days  in  early  England. 

Apparatus  for  the  pneumatic  control  of  the  blade  pitch  and 
centre  of  thrust  are  matters  round  which  the  Angels  might  fear 
to  tread  lest  they  trip,  and  they  are  expected  to  be  au  fait  with 
gravity  and  lift  theory.    I  noted  a  built-up  hollow  aluminium  blade 


and  a  16-bladed  wooden  "lifting  screw,"  evidently  both  well 
used.  Also  instruments  for  testing  the  tautness  of  fabric,  and 
so  detecting  leakages  of  that  elusive  dirigible  stuffing  known 
as  gas — helium  and  otherwise.    The  former  is  in  use  here. 

Though  only  a  specialist  would  dare  to  criticise  this  part  of 
the  show,  one  is  led  by  it  to  think  how  far  one's  appreciation 
and  respect  for  the  research  of  the  Dirigible  Section  has  fallen 
short  of  the  mark  and  that  the  robbing  of  her  "Ally's"  brains 
by  Germany  before  she  built  the  latter  Zeppelins  is  more  than 
probable. 

In  spite  of  the  practically  total  absenco  of  the  Southern  firms 
and  the  non-appearance  of  even  some  of  the  better-known  Midland 
ones,  this  One-Nation  Show  is  about  as  wonderful  as  man  could 
make  a  Show  in  the  times  we  live  in.  Regular* passenger-carrying 
work  by  dirigible  and  aeroplane  has  been  carried  on  to  time-table 
during  the  whole  ten  weeks  without  a  single  accident. — T.  S. 
Harvey. 

AN  ITALIAN  SEAPLANE. 

Anent  Taddeoli's  trip  over  the  Alps  on  a  Savoia-S.I.A.I. — S.  13 
type  seaplane  with  a  Isotta-Fraschini  V.6  250  h.p.  engine — from 
Lake  Maggiore  to  Geneva,  it  is  well  to  remember  that  Taddeoli, 
though  in  the  service  of  Italy,  is  Swiss,  and  one  of  the  first  to 
do  waterplane  flying.  The  machine  is  a  biplane  of  35  sq.  metres 
surface  with  a  chaser  type  cellule,  carries  475  kilos  useful  load, 
climbs  to  5, 000  metres  in  42  minutes,  and  claims  a  speed  range 
of  from  120  to  200  kilometres  per  hour.  Ei:gine-bearers  and 
struts  give  the  impression  of  the  weight  of  the  power-plant  being 
very  well  distributed  over  the  whole  wing  surface.  A  small 
sister  boat  was  at  the  Taliedo  Show.— t.  s.  h. 

THE   WALKER   PROPELLER  BORING  JIG. 

Owing  to  the  time,  trouble  and  expense  entailed  in  preparing 
a  number  of  different  jigs  for  boring  the  bosses  of  numberless 
experimental  propellers  produced  early  in  the  war,  the  Faringdon 
Propeller  and  Engineering  Co.,  Ltd.,  introduced  the  Walker  Pro- 
peller Boring  Jig,  which  entirely  superseded  all  the  old  jigs. 

The  jig  consists  of  two  dividing  plates,  separate  ones  being 
provided  for  various  hubs  having  different  numbers  of  bolt  tholes, 
and  a  moveable  boring  arm  with  a  fine  screw  adjustment,  which 
allows  the  bolt  hole  circle  to  vary  from  4.^  in.  to  n£  in.,  the  posi- 
tion for  each  hole  being  determined  by  a  hardened  steel  spring 
pin  dropping  into  the  holes  in  the  dividing  plate.  Suitable  bushes 
are  supplied  to  suit  the  diameters  of  the  centre  boss-hole  and  the 
bolt  respectively. 

With  this  instrument  it  is  possible  to  bore  any  number  of  pro- 
pellers with  the  minimum  amount  of  wear ;  as  the  whole  of  the 
drilling  is  done  through  the  one  hardened  steel  bush,  and  it  also 
ensures  absolute  accuracy  with  the  least  amount  of  labour. 


A  200  h.p.  6  cylinder  Isotta  Praschini  engine.    A  somewhat  earlisr  edition  of  that  illustrated  on  page  810. 


August  27,  1919  Aeronautical  Engineering  (Supplement  to  The  Aekopmne.) 


The  Original  NON-POISONOUS. 

Titanine  Dope 

is  strongly  recommended  for 

PRIVATE  and  COMMERCIAL 

AEROPLANES. 


Absolutely  unequalled  for  Durability. 


There  is  no  CONTROL  on   Dope  for  the 
above  types  of  machines. 


Titanine  is  the  most  economical  and  offers  the 
greatest  resistance  to  flame. 


Complete  Doping 

PROMPT  c  u 

fic.im.nl  Schemes 

DELIVERIES.         WWW       ^       a  i •'  v 

W     submitted  on  application. 


TITANINE  LIMITED 


3 


175,  PICCADILLY,  Tl, 

ekphone  Telegrams  : 

GerrarJ  2312.  LONDON,   W.  1  .  Tetrafree,  Piccy, 


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821 


THE 

Cosmos  Engineering  Go.  Ltd 

Engines  for  Aircraft. 
CONTRACTORS   to  the   AIR  MINISTRY. 


JUPITER  (Ungeared)  450  H.P.,  636  lbs.  Weight. 
TUPITER  (Geared)  450  H.P.,  757  lbs.  Weight. 
LUCIFER         -  100  H.P.,    220  lbs.  Weight. 


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Contractors 
to  the 
\    War  Office, 
W    Admiralty  P 
and 
Air  Ministry. 


Gnome 


and  Le  Rhone 
Engine 
Company 


MANUFACTURERS    AND    SOLE  LICENSEES 
for  the  British  Isles,  and  Licensees  for  Overseas  Dominion! 
of  the  Gnome  and  Le  Rhone  Aero  Engine*. 


The  Gnome  and  Le  Rhone  Engine  Co.  beg  to  give  notice 
that  they  cannot  accept  any  responsibility  for  Engines  and 
Spares  which  have  not  been  supplied  direct  irom  them,  or 
which  have  not  been  overhauled  and  tested  by  their  itaff 


LONDON  OFFIC* 

27,  BUCKINGHAM  GATE,  S  W.l. 

WORKS   aikd  OFFICES 

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1 


August  27,  1919 


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(Supplement  to  The  Aeroplane.) 


823 


By  LIEUT.  COLONEL 
THE   AERIAL   ARM:    Its  Func- 
tions and  Development. 

With  an  Introduction  by 
Major-General  Sir  W  SEFTON  BRANCKER,  K.C.B.,  A.F.C. 
6s.   6d.  net.  7s,  post  free. 


N.  J   GILL  C.BE,  M.C. 

Contents  : — Chap.      i. — The     Atmosphere.      II. — Airships, 
in. — The  Aeropline.    iv. — Progress  in  Aeroplane  Design, 
v. — The  Evolution  of  Types,    vr. — Navigation  of  the  Ail 
vii. — The  Military  Use  of  Aeroplanes,    vm.  -Co-Operation 
Afloat. — ix. — Air  Power. 


By   A.    S.    G.  BUTLER 
PLAIN  IMPRESSIONS. 

WITH  AN  INTRODUCTION  BY  C.  G.  GREY. 
Crown  8vo.  2s.    6d.  2s-    3d.  post  free. 


Mr.  Butler,  a  grandson  of  Josephine  Butler,  an  architect 
by  profession,  became  an  artillery  officer,  and  in  this  de- 
lightful little  volume  gives  his  plain  but  very  graphic  im- 
pressions of  warfare  on  the  Western  Front. 


By  C.   SYLVESTER,  A.M.I.E.E. 

THE    DESIGN    AND     CON  STRUG™  A  popular  yet  expert  and  exhaustive  book  on  Aero  Engines 

™p|»QJ^|     QF     AERO     ENGINES  '°n^  ^een  wanlec'-     Mr.  Sylvester  supplies  the  want. 

WITH  96  DIAGRAMS.   6s.  net.    6s.  6d.  post  free 


The  book  is  now  ready. 


By    MAJOR   J.  T.    B.    McCUDDEN,  V.C.,  D.S  O..    M.C.,  M.M.    and   Croix   de  Guerre. 

FIVE      YEARS      IN      THE      R.F.C,  °f  Maior  McCudden's  book  The  Morning  Post  says  it 

FULLY    ILLUSTRATED  'S  "pkhy  and  Pictures9ue- "    "The  cavalry  of  the  air  has 

'  had  no  more  complete  exponent."    In  the  opinion  of  The 

7s.   6d.    net.                         8s.    post    free.  Times  McCudde  n  "  seems  to  have  had  all  the  experiences." 

By  CAPTAIN    BARON  VON  RICHTHOFEN. 

THE     RED     AIR     FIGHTER.  McCudden  only  met  Richthofen  once  in   the  air.  He 

_TTTTV.           to*td  a  T*cr\                it     -t*/-v  nac*  a  vtry  n'Sn  °P>n'on  of  the  German  air  fighters,  and 

FULLY   ILLUSTRATED.       2nd   EDITION.  his  tribute  to  their  qualities  lends  a  new  and  peculiar  in- 

3s.    6d.   net.                 3s.    9d.    post    free.  tere.3t  to  Richthofen 's  narrative. 


By  CAPTAIN 
FLYING  COLOURS. 


R.    H.    M.   S     SAUNDBY,  M.C. 


20  Pictures  in  Colours  of  a  Year  in  the  R.F.C    EDITION  DE 
LUXE,  £2  2s.       POPULAR  EDITION,  15s.  net. 


With  an  Introduction  by  Major-Gen.  E.  B.  Ashmore,  C.B., 
C.M.G.,  who  says  :  "The  series  may  be  relied  on  as  giving 
a  very  true  and  vivid  idea  of  things  as  seen  by  a  pilot  in 
action." 


THE    L.S.D.  OF 


6s.  net. 


By  CAPTAIN 
FLYING. 

6s.    4d.    post  free. 


ARTHUR  SWINTON. 


Captain  Swinton  reduces  much  of  the  eloquence  of  the  past 
few  months  on  the  future  of  civil  aviation  to  the  practical 
test  of  £  s.  d.  ► 


By  STEPNEY 

HOW  AN  AEROPLANE  IS  BUILT 

2nd  EDITION.      5s.  net.      5s.  3d.  post  free. 


BLAKENEY. 

Mr.  Blakeney  is  not  a  theorist,  but  a  worker.  His  book 
will  be  useful  in  every  factory  where  aeroplanes  are  being 
built. 


WITH  APOLOGIES 
THE     REVELATIONS    OF  ROY 

2nd  EDITION.        Is.  net.         Is.  3d.  post  free. 


TO  ARTEMAS. 

One  Roy  is  an  Air  Mechanic:  he  writes  "concerning  the 
things  he  did  and  the  things  he  left  undone  in  the  days 
when  there  was  war."  His  satire  is  worthy  of  the  Scribe 
to  whom  he  makes  due  apologies. 


Order  through  a  bookseller  or  on  the  form  below.    Strike  out  books  not  required.    Amount  ewers  postage 


ORDER  FORM. 


'  FLYING  COLOURS 


I  Edition  de  Luxe 
I  Popular. 
'  FIVE  YUARS  IN  THE  r<..F.C." 
'  THE  AERIAL  ARM » 
'  THE  DESIGN  OF  AERO  ENGINES  " 
'£  S.  D.  Of  FLYING." 
'HOW  AN  AEROPLANE  IS  BUILT" 
'  TH>  RED  AIR  FIGHTER." . . 
♦PLAIN  IMPRESSIONS" 
'THE  REVELATIONS  OF  ROY" 

Amount  enclosed  £ 


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Light 
Cars 


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Olympia  Exhibition,  Stand  131 


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3UIIIIIIIIIIIIIIIIIIIIIIII1 


=  Accumulators— 

£  The  Chloride  Electrical  Storage  Co.,  Ltd  , 

—  Clifton  Junction,  near  Manchester. 
=  "Chloridic,  Pendlcbury  "  Central  Man- 

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|i  Acetylene  Welding  Plant— 

—  Acetvlene  Corporation  of  Great  Britain, 
=  Ltd.,   The,   49,    Victoria   Street,  West- 

—  minster,      S.W.i.        "  Flamma,  Vic, 

—  London  "  Vic  4830. 

—  Imperial  Light,  Ltd.,  123,  Victoria  Street, 

—  London,     S.W.i.     "  Edibrac,  'Phone. 

—  London."  3540  Victoria  (3  lines;. 


Aeroplane  Manufacturers- 
Aircraft  Manufacturing  Co.,  Ltd.,  Hendon. 
"Airmanship,  Hyde,  London." 

Kingsbury  220. 
Armstrong,  Sir  W.,  Whitworth  &  Co.,  Ltd., 
Newcastle  -  on   -  Tyne.  "Armstrong 
Aviation,  Neweasile-on-Tyn»." 

Gosforth  500. 

Blackburn  Aeroplane  &  Motor  Co.,  Ltd., 
Olympia,  Leeds.     "  Propellors,  Leeds." 

Roundhay  345  (3  lines). 

Boulton  &  Paul,  Ltd.,  Rose  Lane,  Norwich. 
"  Aviation,  Norwich."        Norwich  851. 

British  Aerial  Transport  Co.,  Ltd.  Head 
Office  :  ?8,  Conduit  Street,  London, 
W.i.  "Batigram   Reg.  London  " 

Mayfair  637,  638. 
Works  :  Hythe  Road,  Willesden,  Lon- 
don, N  W.io  "Aerbrirans,  Phone, 
London."              Willesden,    2272,  2273 

Biltish  &  Colonial  Aeroplane  Co.,  Lta 
(The  Bristol  Co.),  Filton,  Bristol 
"Aviation,  Bristol."  Bristol  3906 

Central  Aircraft  Co ,  High  Road,  Kilburn, 
N.W.6.  "  Aviduction,  Phone,  London." 

Hampstead  1403  and  4424. 

Dawson,  John,  &  Co.,  Ltd.,  Neweastle-on- 
TyDe.  "  Dependable,  Newcastle-on- 
'lyne."  Central  2604  (2  lines). 

Eastbourne  Aviation  Co.,  Ltd.,  Eastbourne. 
"  Aircraft,  Eastbourne 

Eastbourne  1176. 
Gosport  An  craft  Co.,  Gosport. 

"  Flight  Gosport."  Gosport  217. 

Grahame-Whitc  Company,  Ltd.,  London 
Aerodrome,  Hendon.  "Volplane,  Hyde, 
London."  Kingsbury  120. 

London  Office,  12,  Regent  Street, 
S.W.i.  Regent  2084. 

Handley  Page,  Ltd.,  no,  Cricklewood  Lane, 
N.VV  2.    "  Hydrophid,  Criekle,  London." 

Hampstead  7420. 

Hooper  &  Co.,  Ltd.,  54,  St.  James  St., 
Piccadilly,  London,  S.W.  "  Sociable, 
St   James,  London."  Regent  912. 

Mann,  Egerton  &  Co ,  Ltd.,  Norwich. 
■'  Motors,  Norwich  "• 

Norwich  482  (4  lines). 

Martinsyde,  Ltd.,  Brookiands,  By  fleet, 
"  Martinsyde,  Weybridge." 

Woking  331;  Byfleet  171, 

"  Nieuport  "  &  General  Aircraft  Co., 
Cricklewood,  Loudon,  N.W.2.  "  Nieu- 
scout,  Criekle,  London. 

Willesden  2455 

P'hcenix  Dynamo  Manufacturing  Co.,  Ltd., 
Thornbury,  Bradford.  "Dynamo, 
Bradford."  Bradford  3700  (4  lines). 

Roe,  A.  V.,  &  Co.,  Ltd.,  Manchester. 
"  Triplane,  Manchester  " 

Cits"  8530-8531,  Manchester. 

Saunders,  S.  Ea  Ltd.,  East  Cowes,  LO.W. 
"  Cohsuta,   East  Cowes."       Cowes  193. 

Short  Bros.,  Rochester,  Eastchurch  and 
Whitehall  House,  S.W.  "Te&ted,  Phone, 
London."  Regent  378. 

The  Siddeley  Deasy  Motor  Car  Co.,  Ltd., 
Coventry.  Coventry  954  "Deasy, 
Coventry." 

Sopwith  Aviation  Co.,  Ltd.,  Kingston-on- 
Thames.     "  Sopwith,  Kingston  " 

Kingston  1988  (8  lines). 

The  Supermarine  Aviation  Works,  Ltd., 
Southampton.     "  Supermarin  " 

Woolston  37  (2  lines). 

Vickers,  Ltd  ,  Imperial  Court,  Basil  street, 
Knightsbridge,  S  W.3.  "  Vickerfyta, 
Knights,  London."       Kensington  6S10. 

Waring  &  Gillow,  Ltd.,  Hammersmith. 
"  Warisen,  Ox,  London."  Museum  5000. 

Westland  Aircraft,  Yeovil  "Aircraft,  Yeo- 
vil." Yeovil  129. 

White,  J.  Samuel,  &  Co.,  Ltd.,  East  Cowes. 
"  White,   East  Cowes  "  Cowes  3. 


UjfiQ  •  Meroplane  • 


AirShipS- 
Airships,  Ltd.,  High  Street,  Merton. 

Wimbledon  1314. 
Short    Bros.,    Rochester,    Eastchurch,  and 
Whitehall   House,   S.W.  "  Tested, 

'Phone,  London."  Regent  37a. 

C.  G.  Speno-r  and  Sons,  Ltd. 
(See  under  "  Balloons  "). 


Aluminium  Castings  (Sand  and  Die) 

Coan,  R.  W  ,  219,  Goswell  Road,  London, 
E  C.i     "  Krankases,    Isling,  Loudon. 

City  3846. 

Balloons— 

C.  G.  Spencer  and  Sons,  Ltd.,  50A,  High- 
bury Grove,  N.5.    "Aeronaut,  London." 

Dalston  1893. 

Bent  Timber  Parts— 

Hopton  &  Sons,  George  Street,  Euston 
square,  London,  N.W.I.  "  Hoptons, 
Eusquare,  London  "  Museum  496. 

Also  at  Market  Harborough,  Leices- 
tershire. "  Hoptons,  Market  Har- 
borough.''      Market    Harborough  13. 

Bearings  (Etonia  Cast  Phosphor  Bronze) 
Brown  Bros.,  Ltd  ,  Gt.  Eastern  St.,  E  C.i. 
Yorkshire     Engineering     Supplies,  Ltd., 
vvuriley,  Leeds.     "Yes,  Leeds.' 

Central  3927. 

Blowpipes  (Oxy-Acetylene)— 

Acetylene  Corporation  of  Great  Britain, 
Ltd  ,  The,  49,  Victoria  Street,  Westmins- 
ter, S.W.i    "  Flamma,  Vic,  London." 

Vic.  4830 

Imperial  Light,  Ltd  ,  123,  Victoria  Street, 
London,  S.W.i.  "  Edibrac,  'Phone, 
London."  Vic.  3540  (3  lines). 

BoltS- 
Mitehell    Wedgewood    &.    Co.,  Campbell 
Works,     Stoke     Newington,  London, 
N.16  Dalston  2500  (2  lines). 

Books  (Aero  1  .ngines) — 

Dykes'  Auto  -?ncyclopedia,  Gillam,  149, 
Strand,  W  .2 

Buildings- 

Boulton  Ik  Pf  ul.  Ltd  Rose  Lane,  Norwich 
"  Aviation.  Nor*!  h."        Norwich  851 

Rubery  Owerr  &  C  ,  Darlaston,  South 
Staffs 

Cable    Coverings    and  Cable 
Controls— 

The  Bowdei)  jil-ak  Co.,  Ltd.,  Tyseley,  Bir- 
minghanj      "  Lowden,    icock's  Green." 

icock's    ,reen  103  &  104 
Bowden     Wire,  j_,td  ,    W .  lesden  Junction, 
"  Bowirelim    Tarles,  wondon." 

Wij  .esaen  2400  (3  lines). 
Herbert    Terry    4    Sons,    Ltd.,  Redditch. 
"■Springs,  R  .idit.'n."  Redditch  61. 


Carburettors- 

Hobson,  Ii.  M  ,  Li 
Koad    j.W  2 


),  Vauxhall  Bridge 
Victoria  4670* 


Casein- 

Nieuwhof,  Surie   &  .'o.,   Ltd.,  5,  Lloyds 

Avenue,  London  E.C  3      "  Suricodon, 

Fen,  London."  Avenue  34  and  35. 

ClOthing- 
Burberry's,   Ltd ,   Haymarket,  S.W.i 

Regent  2165. 

Dunhill's  Ltd.,  Euston  Road,  N.W.i. 
••■Dunsend,  London."         North  3405-6. 

Component  Parts— 

Accles  &  Pollock,  Ltd  Oldbury,  Birming- 
ham    "Accles,  Oldbury." 

Gldbury  in  (4  lines). 

Brown  Bros.,  Ltd.,  Gt.  Eastern  St.,  E.C.i. 

Central  Aircraft  Co.,  High  Road,  Kilburn, 
N.W.6.    "Aviduction,  'Phone,  London." 

Hampstead  4403  &  4404. 

Thompson  Bros.  'Bilston),  Ltd.,  Bradley, 
Dilston,  Engla..  .  "  Thompson  Bros., 
Bilstoi  Bilston  10. 

Cords,  Tapes,  and  Threads- 

MacLennan,  J.,  &  Co.,  30,  Newgate  Street, 
E.C  1.    .And  at  Glasgow         Citv  3115. 


Dopec 

Titanine,  Ltd  ,  175,  Piccadilly,  W.i, 
"Tetrafree,  Piccy,  Lon  Jon."  Gerrard  2312 

British  Cellulose  Co.,  8,  Waterloo  Place, 
S.W.i.     '.'  Cellutate,  London 

Regent  4046. 

The  British  Emaillite  Co.,  Ltd.,  -,o,  Regent 
Street,  S.W.i.  "  Ridleypreu,  Piccy, 
London  "  Gerrard  280. 

Cellon,  Ltd  ,  22,  Cork  Street,  London,  W.i. 
"  Ajawb,  Reg,  London."     Gerrard  440. 

Robt.  Ingham  Clark  &  Co.,  Ltd.,  West 
Ham  Abbey,  K.15.  "  Oleotiue,  Strat, 
London."  East  955. 

Engines  and  Parts— 

Allen.  W.  H.  &  Co..  Ltd.,  Bedford  "Punro 
Bedford."  Bedford  N->  T. 

Arrol-Johnston,  Ltd.,  Dumfries.  "  Mocar, 
Dumfries  "  Dumfries  281-2S2. 

Beardmore  At;  Eng.,  Ltd  ,  112,  Great  Port- 
land Street,  W.i.  "  Beardmore,  Lon- 
don." Gerrard  238. 

The  Cosmos  Engineering  Co.,  Ltd.,  Fish- 
ponds, Bristol 

Dudoridge  iron  Works,  Ltd  iSalmson),  87, 
Victoria  Street,  London,  S.W.i.  "Aero 
flight,  Vic,  London."  Vic  7026. 

Gordon  Watney  ft  Co.,  Ltd.,  Weybridge. 
"  Mercedes,  Weybridge." 

Weybridge  550  (7  lines). 

Green  Engine  Co  ,  Ltd.,  Twickenham. 

Richmond  1203. 

Gwyunes,  Ltd.,  Hammersmith,  W. 
"  Gwynne,  ilammcrsmitn 

Hammersmith  jqio. 

Napier  &  Son,  D.,  Ltd  ,  14,  New  Burlington 
Street,  London,  W.,  and  at  Acton,  W. 
"  Nitrifier,    London  "         Gcwrard  8926. 

Rolls-Royce,  Ltd  ,  14  and  15,  Conduit  Street, 
W.i.      "  Rolhead,  London." 

Gerrard  1654-5-6. 

The  Siddeley-Deasy  Motor  Car  Co.,  Ltd., 
Coventry.  Coventry  oca  "Deasy, 
Coventry  " 

Sunbeam  Motor  Car  Co.,  Ltd.,  Wolverhamp- 
ton.     "  Moorfield,  Wolverhampton." 

Wolverhampton  985. 

The  Gnome  &  Le  Rhone  Engine  Co.,  Ltd., 
27,  Buckingham  Gate,  S.W.i.  "Eleven- 
fold, London  Walthamstow  811  (2 
lines). 

Walton  Motors,  Ltd.,  Walton-ou-Thames. 
"  Motors,  Walton-on-Thames." 

Waltoii-on-Thames  220. 

Electrical  Accessories— 

Belling    &    Co.,    Montague    Road,  Upper 
Edmonton,    N.18.      "Belling,  Edmon- 
ton.' Tottenham  iyS4, 
Brown  Bros.,  Ltd.,  Gt.  Eastern  St.,  E  C.i. 
Gent     &      Co.,     Ltd.,     Faraday  Works, 
Leicester.    "Lodestone,  Leicester." 

National  151  (two  lines) 
Johnson  &   Phillips,  Ltd.,  Chfrlton,  Lon- 
don, S.E-7-         juao,  London." 

Central  1207;  Lon  Jon  Wall  1564. 
The  Rotax  Motor  Accessories  Co.,  Ltd.,  Vic- 
toria Koad,  Willesden  Junction,  N.W.10. 
"  Rodynalite,   'Phone,  London.' 

Willesden  24I 

Electric  Cables— 

E-  Kalker  and  Co.,  Coventry.  "  Kalker, 
Coventry  "  Coventry  24X. 

Johnson  &  Phillips,  Ltd.,  Charlton,  I  ondon. 
S.E.7.     "  Juno,  London." 

Central  2207 ;  'London  Wail  1564. 

Electric  Lighting  and  Power- 

Johr.son  &  Phillips;  Ltd  ,  Charlton,  Lou- 
don, S.E-7-    "  Juno,  London." 

Central  2207;  London  Wall  :;64- 

Maun,  Egerton  &  Co.,  Ltd.,  117,  Cleveland 
Street,  London,  W.  "Installing,  Eus- 
road."  Museum  70  (4  lines). 

Electro    Platers    and  Metal 
Polishers'  Engineers— 

W.  Canning  &  Co.,  133-137,  Great  Hampton 
Street,  Birmingham.  "  Materials,  Bir- 
miugham.'- 

Birmingham  3622  Central  (3  lines) 

Fireproof  Petrol  Tanks— 

The  Aircraft  Improvements  Co.,  Morning- 
ton  Works,  Arlington  Road,  Camden 
Town,  N.W.I, 

Flare  L.ights— 

Imperial  Light,  Ltd.,  125,  Victoria  Street, 
London,  S.W.i  "Edibrac,  'Phone, 
London."  Victoria  3540  (3  lines). 

Flexible  Shafts- 
Herbert    Terry    &    Sons,    Ltd.,  Redditch. 
"Springs,   Redditch."         Redditch  ts 


allllMllfllllllllllllllllllllllMIIIIIIIIINIINIIIINIlim 


August  27,  1919 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplane.) 


827 


buyers'  •  Guide. 


Fluxes— 

imperial  Light,  Ltd.,  123,  Victoria  Street, 
London,  S.W.i.  "  Edibrac,  'Phone, 
London."  Victoria  5540  (;  lines). 

Tire  Auto  Controller  Co.  (Fluxite),  Vienna 
Road,   Bermondsey,  Eng. 

Flying  Boat  Builders — 

Gosport  Aircraft  Co.,  Gosport.  "  Flight, 
Gosport."  Gosport  217. 

Galvanising— 

Boulton  &  Paul,  Ltd.,  Rose  Lane,  Norwich 
"  Aviation,   Norwich."       Norwich  851. 

Gauges— 

J.  A.  Prestwich  &  Co.,  Northumberland 
Park,  Tottenham,  N.17. 

Gears- 
Moss  Gear  Co.,  Ltd.,  Thomas  Street,  Aston, 
Birmingham.  "  Mosgear,  Birmingham." 

Glue-  East  4°7' 

Cannon,  B.,  &  Co.,  Ltd  ,  Lincoln.  London 
Office,  110,  Cannon  Street,  EC. 4. 
"  Bececol'in,   Cannon,  London." 

City  1206. 

Improved  Liquid  Glues  Co.,  Ltd.,  Gt.  Her- 
mitage Street,  E.  (Croid.)  "Excroideu, 
'Phone,   London."  Avenue  4611-2. 

Meudine  Co.,  8,  Arthur  Street,  E.C. 

Bank  5873. 

Goggles- 
Triplex  Safety  Glass  Co.,  Ltd..  1,  Albemarle 
Street,   Piccadilly,  W.i.       "  Shatterlys, 
Piccy,  London  ''  Regent  1340 

Heating  and  Ventilating— 

Chas.  P.  Kinuell  and  Co.,  Ltd.,  65  &  65A, 
Southwark  Str.et,  London,  S.-E.I. 
"  Kinnell,  London."    Hop  372  (2  lines). 

The  Thames  Bank  (Blackfriars)  Iron  Co., 
Ltd  ,    Upper   Ground   Street,  London, 
S.E.i.      "Hot  Water.  Friars,  London."' 
Hop  7O3. 

Instruments- 
British    Wright    Co.,  Ltd  ,    53,  Chancery 
Lane,  W.C.2.  Holborn  1308. 

Instruments    (Scientific,  Altimeters, 
etc.) — 

Short  &  Mason,  Ltd.,  Macdouald  Road, 
Walthamstow,  E17.  "  Araeroid,  Phone, 
London."  Walthamstow  180. 

Insurance- 
Aviation  Insurance  Association,  i,  Royal 
Exchange  Avenue,  E  C. 3. 

London  Wall  Q944. 
Bray,    Gibb  &    Co ,    Ltd.,    166,  Piccadilly, 
■ft      W.i.  . 

Captain  A.  Newman  (late  R.A.F.),  20, 
Bueklcrsbury,  E.C. 4.  City  4815 

Harold  Townend,  Ltd.,  13-14,  Abchureh 
Lane,  King  William  Street,  E.C. 4. 
"Carinsur,  London." 

Central  T.56  (2  lines). 
Percy     Wingfie'd,     22,     Newgate  Street, 
E.C.i.  City,  4672. 

Leather  Cloth- 
New  Pegamoid,  Ltd.,  134,  Queen  Victoria 
Street,     London.  .  "  Pegamoid,  Cent., 
London."  City  9704  (2  lines). 

Lubricating  Oil  Refiners  and 
Merchants— 

W  B.  Dick  &  Co,  Ltd,  90,  Fenchurch 
Street,  E.C. 3  Telegrams,  Dicotto  Fen, 
London.-  Avenue  7854  (2  lines.) 

Magneto  Driving  Pieces- 
Herbert    Terry   &   Sons,    Ltd  ,  Kcdditch. 
"  Springs,  Redditch."  Redditch  61. 

Magnetos— 

The  British  Lighting  &  Ignition  Co.,  Ltd., 
204,  Tottenham  Court  Road,  W.i. 
"  Vicksmag,  Phone,  London." 

Museum  430. 

The  British  Thomson -Houston  Co.,  Ltd., 
Lower  Ford  Street,  Coventry.  "  As- 
teroidal,  Coventry."  Coventry  278. 

Metal     Casement  Manufac- 
turers- 
Henry  Hope  &  Sons,  Ltd.,  53,  Lionel  Street, 
Birmingham.     "  Conservatory,  Birming- 


ham.' 


Central  999   (2  lines). 


Metal  Manufacturers- 
Clifford,  Chas  ,  .Si  Sons,  Ltd.,  Birmingham. 
"  Clifford,  Birmingham."    Central  42-43. 

Avenue  1432. 


Metals  in  General— 

Samuel  Mercer  &  Co.,  198,  Upper  Thames 
Street,  E  C. 4  "  .teeonciled,  Cannon, 
London.  City  6342. 

Metal  Parts  an;;  Fittings— 

Accles  &  Pollock,  Lt.i  Oldbury,  Birming- 
ham.   "Accles,  Old)  ury." 

OMbury  in  (4  lines) 
Arnott    &    Harrison,  Ltd  ,    Hythe  Road, 
Willesden  Junction  Willesden  2207. 

Bayliss,    Jones,    X    Bayli-«,   Ltd.,  Wolver- 
hampton.   (Bolts  and  Nuts.)    "  Bayliss, 
Wolverhampton."    Wolverhampton  1041. 
Blackburn   Aeroplane   &    Motor  Co.,  Ltd., 
Olympia,  Leeds.      "  Pre  ^ellors,  Leeds  " 
Roundhay  345  (3  lines). 
Brown  Bros.,  Ltd.,  Gt.  Eastern  St.,  E.C.i. 
Mann,  Egerton  &  Co.,  Ltd.,  177,  Cleveland 
Street,     London,     W.i         "  Installing, 
Eusroad,  London."  Museum  70. 

Rubery    Owen    S.    Co.,    Darlastou,  South 


Staffs. 
Sankcy,  Joseph, 
Shropshire. 
Salop.' 


&  Sons,  Ltd.,  Wellington, 
"  Sankcy,  Wellington, 
Wellington  66. 
The  Selsdon  Aero  &  Engineering  Co.,  Ltd., 
1,    Albemarle    Street,   Piccadilly,  W.i. 
"  Sel'iero,  Phone,  London."   Regent  1181. 
Thompson    Bros.,    Ltd.,    Bradley,  Bilston. 
"  Thompson  Bros.,  Bilston."    Bilston  10. 

Metric  Bolts— 

Cashmore  Bros  ,1  Hildreth  Street,  Balham, 
s  w.  Battersea  415. 

Rubery  Owen  &  Co.,  Darlastou,  South 
Staffs. 

Miscellaneous- 
Anderson,    D.,    A    bon,    Ltd.  (Roofs), 
Belfast.    "  Anderson,  Belfast." 

Belfast  4033-4034-4035 
Brown   Bros.,   Ltd.,   Great   Eastern  Street, 
E.C  1  "  Imbrowned,  R-'hrnad,  London." 

London  Wall  6300. 
Herbert  Frood  Co.,  Ltd.,  Chapel-en-le-Frith. 
"  Prodobrake,  Birmingham." 

central  793 

MacLennan,  J.,  &  Co.,  30,  Newgate  Street, 
E.C. 1.,  and  at  Glasgow.  Tapes,  Cords, 
and  Threads.  City  3115- 

Motor  Cars  - 

Arrol  Johnston,  Ltd.,  Dumfries.  "  Mocar, 
Dumfries. "  Dumfries  281-282. 

Mann.  Egerton  &  Co.,  Ltd  ;79/38i,  Euston 
Road,  London.  N.W.j  "  Manegecar, 
Eusroad,  London  .    Museum  70. 

Standard  Motor  Car  Co.,  Coventry.  "Fly- 
wheel, Coventry  1 

Coventry  530   (4  lines). 

Nameplates  and  Labels— 

The  Cleg;?  Metal  Engraving  Co.,  Ltd., 
Worthing.    "Clegg,  Worthing." 

Observation  Panels— 

Triplex  Safety  Glass  Co.,  Ltd.,  1,  Albemarle 
Street,  Piccadilly,  V  j.  "Shatterlys, 
Piccy    London."  Regent  1340. 


Oils- 

C.  C.  Wakefield  &  Co.,  Ltd,  Wakefield 
House,  Cheapside,  E  C. 2.  "  Cheery, 
Cent,  London  "    Central  11305  &  13466. 

Parachutes— 

E.  R.  Calthrop's  Aerial  Patents,  Ltd., 
Eldon  Street  House,  Eldon  Street, 
London,  E  C.  "  Savemalivo,  Ave,  Lon- 
don." London  Wall  3266-3267. 

C.  G.  Spencer  &  Sons,  Ltd. 
(See   under  "Balloons"). 

Piston  Rings— 

The  Standard  Piston  Ring  and  Engineering 
Co., "Ltd.,  Don  Road,  Sheffield.  "  Ocean, 
Sheffield  "  Sheffield  2149 

Presswork— 

Rubery  Owen  &  Co.,  Darlaston,  South 
Staffs. 

Terry,  Herbert,  &  Sons,  Ltd.,  Redditch. 
"  Springs,  Redditch."  Redditch  61. 

Propellers— 

The  Aircraft  Improvements  Co.,  Morning- 
ton  Works,  Arlington  Road,  Camden 
Town,  N  W.i 

Blackburn  Aeroplane  &  Motor  Co.,  Ltd., 
Olympia,  Leeds.     "  Propellors,  Leeds." 

Roundhay  345  (3  lines). 


Blown  Bros.,  Ltd.,  Great  Eastern  St.,  E.C. I.  gg 

Lodge   Sparking   Plug   Co.,   Ltd.,    Rugby.  — 

"  Igniter,  Rusby.'  Rugby  235.  — 

The  Robinhood   Engineering  Works,  Ltd.,  — 

Ncwlauds,       Putney       Vale,       S.W  15.  " 

Makers     of     KLG    Plugs.      "  Kaelgee,  = 

Phone,  Loudon  "  — 

Putney  2132-3.  = 

llllllllllllllllllllllllllllllllllllllllillllillllllllllllll!lU!illlllllllil!lllllll!!ll!lli!IIIIIJ 


IIIIIIIIIIIIIIIIIIIIIIIIIH 


Propellers  (continued).  == 

Boulton  &  Paul   Ltd.,  Rose  Lane,  Norwich,  — 

"  Aviation,  Norwich."        Norwich  851.  — 

Fbora   Propeller   Co.,    n    &    12,   Surbiton  — 

Park      Terrace,      Kingston-on-Thames  — 

"  Ebora,  Kingston."  Kingston  672.  — 

Integral  Propeller  Co.,  Ltd.,       "  Aviprop,  — 

Hyde,  London."  — 

Heodojl  9.     Kingsbury  igj  — 

Lang  Propeller,  Ltd.,  Wey bridge.      "  Aero-  — 

sticks,  Wey  bridge. "    Wey  bridge  520-521.  — 

Oddy,  W.  D.,  &  Co.,  Leeds.    "Airscrews,  — 

Leeds."  Leeds  20547-8.  = 

Westland  Aircraft,  Yeovil.    "  Aircraft,  Yeo-  ^ 

vil  "  \eovil  129.  — 

Pyrometers—  EE 

J  he   Poster   Instrument   Co.,  Letch  worth,  — 

Hens.      "  l'ost.-r    instruments,    Letch-  — 

worth."  Letchworth  2b.  = 

Rawhide  Hammers—  = 

11a  Stephens,    \\  hilclands  Leather  Works,  — 

Ashton  undcr-Lyne.       "  Stephens,    709,  — 

Ashtoji."  Ashtou  709.  — 

Rigging  for  Aircraft—  = 

Cradock,    Geo.,    &    Co.,    Ltd.,   Wakefield,  = 

England.    "  Cradock,  Wakefield."  — 

Wakelield  466  ^ 

Rubber  Tubing  &  Accessories—  = 

Hancock,  James  Lyne,  Ltd.,  266,  Goswell  — 

Road,    London,    E  C  1       "  -Masticator,  — 

Isliug,  London.  '  City  3811  &  3812  — 

Safety  Belts—  j| 

C.    H.    Holmes   &   Son,  38,  Albert  Street,  = 

Manchester.    "  Semloh.  Manchester."  — 

City  4432.  — 

Screw-driving  Machines—  = 

Russell  Bros.  (Redditch),  Ltd.,  Littleworth,  = 

Redditch.     "  inventors,   Redditch."  = 

Redditch  74.  — 

Seaplane  Manufacturers—  = 

Blackburn  Aeroplane   &   Motor  Co.,  Ltd.,  — 

Olympia,  Ljeds.     "  Propellors,  Leeds."  — 

Roundhay  345  (3  lines).  = 

Phcenix  Dynamo  Manufacturing  Co.,  Ltd.,  — 

Thornbury,  Bradford.    "  Dynamo,  Brad-  — 

ford."  Bradford  3700   (7  lines).  = 

Short      Bros.,      Rochester.      "  Seaplanes,  — 

Rochester  "  Chatham  627.  — 

Supermarine  Aviation  Works,  Ltd.,  South-  — 

atnpton  "  Supermariu,    Southamp-  ^ 

ton."  Woolston  37.  — 

Searchlights  &  Landing  Lights  = 

Brown  Bros  ,  Ltd.,  Great  Eastern  St.,  E.C.i.  — 

Imperial  Light,  Ltd.,  123,  Victoria  Street,  — 

London,  S.W.i.    "  Edibrac,  Phone,  L011-  — 

don  " .  "  3540  Victoria  (3  lines).  ~ 

Shock  Absorbers—  = 

Luke  Turner  &  Co.,  Deacon  Street,  Leices-  EE 

ter  Leicester  967.  — 

Tubbs,  Lewis  &  Co.,  Ltd.,  29  X  50,  Noble  — 

Street,  E  C. 2     "Elastics,  Loudon."  — 

City  22.  = 

Sheet  Metal  Pressings  -  = 

Aecles  &  Pollock,  Ltd,  Oldbury,  Birming-  — 

ham.    "  Accles,  Oldbury."  ~ 

Oldbury  m  (4  lines)  — 

Blackburn  Aeroplane  &   Motor  Co.,  Ltd..  — 

Olympia,  Leeds.     "  Propellors,  Leeds."  ^ 
Roundhay  -^45  (3  lines) 

Rubery    Owen    &    Co.,    Darlaston,    South  — 

Staffs  = 

Sheet  Metal  Work—  | 

The  Acetylene  Corporation  of  Great  Britain,  — 

Ltd.,      49,      Victoria      Street,      S.W.i.  = 

"  Flamma,  Vic,  Lonloi."  Vic  4830  — 

Rubery    Owen    &   Co.,    Darlastou,    South  — 

The  Selslon  Aero  &  Engineering  Co.,  Ltd.,  = 

1,    Albemarle    Street,    Piccadilly,    W.i.  — 

"  Selaero,  Phone,  London."  ~ 

Regent  n3t  — 

Imperial  Light,,  Ltd.,  12;,  Victoria  Street,  — 

London,  S.W.i.    "  Edibrac,  Phone,  Lon-  = 

don."  Victoria  ;-540  (3  lines).  — 

Solder  Manufacturers—  = 

Samuel  .Mercer  &  Co.,  19S,  Upper  Thames  — 

Street,  E.C  4.      "  Reconciled,    Cannon,  — 

London."  City  6342.  = 

Sparking  Plugs— 


(Supplement  to  The  Aeroplane.) 


Aeronautical  Engineering 


August  27, 


ajllllllllllllllllMlllllll 


Accumulators— 

The  Chloride  Electrical  storage  Co.,  Ltd , 
Clifton  Junction,  near  Manchester. 
"Cbloridic,  Pciidbbury  "  r.-ntral  Man- 
chester.   16;^  Pendleton,  u. 


Acetylene  Welding  Plant— 

Acetylene  Corporation  of  Great  Britain, 
Ltd..  The,  49,  Victoria  Street,  West- 
minster, S  W.i.  "  Flamma,  Vic; 
London  "  Vic  483a 

Imperial  Light,  Ltd ,  1:1,  Victoria  Street 
London,  S.W.i.  "  Edibrac,  'Phone. 
London."  .-540  Victoria  13  lines;. 


Aeroplane  Manufacturers— 

Aircraft  Manufacturing  Co.,  Lid,  llendon. 
"Airmanship,  Hyde,  London  " 

Armstrong,  Sir  W.,  Whitworth  &  Co.,  Ltd., 
Newcastle  -  011  -  Tyne  "Armstrong 
Aviation,  Newcastle-on-Tvn-  " 

Gosforth  500. 

Blackburn  Aeroplane  &  Motor  Co.,  Ltd., 
Olympia,  Leeds.     "  Propellors,  Leeds." 

Roundhay  345  O  lines). 
Boulton  &  Paul,  Ltd.,  Rose  Lane,  Norwich. 

"  Aviation,  Norwich  "        Norwich  Sfi. 
British  Aerial  Transport  Co.,  Ltd.  Head 
Office  :    ;8,    Conduit    Street,  London, 
W  1 .  "Batigram    lie?    London  " 

iMayfair  637,  63P. 
Works :  Hythc  Road,  Willesden,  Lon- 
don, N  W.io  "Aerbriians,  l'hone, 
London."  Willesden,  2272,  2273 
BiltL'h  &  Colonial  Aeroplane  Co.,  Liu 
(The  Bristol  Co.),  Filton,  llristoi 
"Aviation,  Bristol."  Bristol  3006 
Centril  Aircraft  Co,  High  Road,  Kiltturn, 
N.W.6.  "  Aviduciion,  Phone,  London." 

Hauioslead  J403  and  4424. 
Dawson,  John,  &  Co,  Ltd.,  Ncwcastle-on- 
Tyne.        "  Dependable,  .Newca-tk-ori- 
•lync."  Central  3604  (2  lines). 

Eastbourne  Aviation  Co.,  Ltd  ,  Eastbourne 
"  Aircraft,  Eastbourne  " 

Eastbourne  117(1. 
«Iosi>ort  Aticraft  Co.,  Gosport. 

"  ITignt  Cosport."  Gosporl  217. 

Graham  i'- White    Company,    Ltd.,  London 
Aerodrome,  Hendou.    "Volplane,  Hyde, 
ngsbury  120. 


Regent 

Regent  2W4! 
Crickk'wuod  Lane, 
Crieklc,  J.nndNii  " 
HatupsUa.l  7;-o 


Handky  Page,  Ltd., 
N.W2  "Hydro 


Hooper   &   Co.,  Ltd., 

Piccadilly,    London,   s.w  "Sot 

St  James,  London."  Regcn 
Mann,    EgcrlOn    &    Co ,    Ltd.,  N01 

"  Motors,  Norwich 

Norwich  482  (4  ) 
Martinsyde,    Ltd  ,     Brooklands,  n 

"  Martinsyde,    UVy  bridge.'1 

Woking  331;  Byflcet 
"  Nu-uporl  "     &     General  Aircraft 

Cncklcwood,  London,  N.W.2. 

scout,  Criokle,  Lonaon. 

WJU«sdei 

Phecnix  Dyuaui.j  Manufacturing  Co 


able, 


Thnn.l 
Brad  f  01 


Bradfo! 
Bradford  ■ 


"I  ';.  1 


"  Triplan?,  Mauchcsl«- 
City  8530- 
Saunders,  5.  H„  rid..  Er 


Co,  Ltd.,  Kings! 


ine  hupennarine   Aviation   Works  ltd 
Soutliamii-.on.     "  Supermarin  '•' 

Woolston  37  (■>  lines) 

Knights,  London."       Kensington  to' 

W£U'',WarL.nGnOWV  ^  Hammersmith'. 
w«,i  ,  '  °x'  Lomloa"  Museum  sooo. 
Westland  Aucraft,  Veovil  "Aircraft,  Yo 
m:..'  .   _  Veovil  12g. 

.Ltd,,  East  Cowes, 


East  Cowes'' 


(°J5e  •  MeroplariQ 


Airships- 
Airships,  Ltd.,  High  Street.  Merlon 


Short  Brc 


hail  House 
■Phone,  London  ' 
C.  G.  Spemvr  and  S 
(See  under  "  Bal 


.mbk-don  1314- 
Easlchurch,  and 
j.  "  Tested, 

Regent  37a 


Aluminium  Castings  (Sand  and  Die) 

Coan,  R.  W  ,  219,  Goswcll  Koad,  London, 


Drdsl 


I5<J3- 


Bent  Timber  Parts— 

Hopton  \  Sons,  George  Street,  Euston 
square,  London,  N.W.i.  "  Hoptons, 
Eusi|iiare,  London  "  Museum  406. 

Also  at  Market  Harborough,  Leices- 
lershirf.  "  Hoptons,  Market  Har- 
borough.''      Market    Harborough  13. 

Bearings  (Etonia  Cast  Phosphor  Bronze) 
Brown  Bros.,  Ltd,  Gt.  Eastern  St.,  E.C.i. 
Yorkshire-     Engineering     Supplies,  Ltd., 
Uuriley,  Leeds.     "  Yes,  Leeds.  ' 

Central  3927. 

Blowpipes  (Oxy-Acetylene)— 

Acetylene  Corporate  111  nf  Great  Britain, 
Ltd  ,  Th-.-,  4>j,  Victoria  Street,  Westmins- 
ter, S.W.i    "  Flamma,  Vic,  London." 

Vic.  4830 

Imperial  Lisht,  Ltd ,  123,  Victoria  Street, 
London,  S.W.i.  "  Edibrac,  'Phone, 
London."  Vic.  3540  {3  lines). 

BoltS- 
Mitchell    Wedgewood    &    Co.,  Campbell 
Works,     stoke     Newington,  London, 
N  16  Dalstou  2500  (2  lines). 

Books  (Aero  1  .ngines) — 

Dykes'  Auto     Encyclopedia,    Gillam,  149, 


Buildings- 

Boullon  ft  Pful  Ltd    Rose  Lane,  Norwich 
"Aviation.  Nor.v'V        Norwich  *=;i 
Rubery    Oweu    &    C  ,    Darlaston,  South 


Cable    Coverings    and  Cable 
Contru  is— 

The  (Joivden  jiiak   Co.,  Ltd.,  Tyseley,  Bir- 
mingham     "  Lowdcn,    icock's  Green  " 
icock's    -rccu  103  &  104 
J<"«'|'  11     u  ire,  ,,[■!,    '.\    i,  ,,|,  I,  junction, 
Bowirelim    .larks,  „oudon." 

^40G  lines), 
d.,  Rcdditch. 
kedditch  61. 


Carburettors- 


Casein- 


Clothing- 

Burberry's, 


Vauxliall  Bridge 


).,  Ltd.,  5.  Lloyds 
I.C3  "  Suricodon, 
Avenue  34  and  35. 


Haymarket,  S.W.i 

Regent  2165 
Road,  N.W.i. 
North  3405-6. 


Component  Parts— 


l-i.ll.Kk, 


\    •  1.  - 


Ltd    Oldbury,  Birming- 

v-  ,„^,rrraft  Co'  Koad,  Kilburn, 

->.w.o.    "Avidmtion,    Phone,  London." 

Thorny,,    Bros.  -^H^^^ 
"Thompson  tin,:; 


BiUtoi 


liil--.li 


Cords,  Tapes,  and  Threads- 

MacLennan,  j_,  &  co,, 

.^nd  eh  ciasi 


Dopec 

Titnnine,     Ltd ,     j—  P- 
-"Virafre-,  Piccy/l.;,,,  |„nr:', 


British  Ctlliilr.- 


n'llii 


k  Street,  Ijindon  n 


Cellon,  Ltd  ,  2j, 

"  Ajawb,  Rei., 
Robt.    Inghair,    0;uk  TV,,  '""an]  Ui 
Ham    Abbev,    l-  .       u*' , 

■  Oleotiut,  5^  ! 


mmm  n^^mmm  „„„„  zzLm^ZZ^  -  I 


Engines  and  Parts 


Green  Engii 
Gwynnes, 


r.try 


Conduit  Stun 

rerranl  i6i(-j4 
Car  Co,  Ltd, 
1  "Dtisj, 


Clifdton,  b»  ! 


Sunbeam  Motor  Car  Co.,  Ltd.,  Wolverham^ 
Ion.  "  Jliit!  li-.hl,  Wolverhamploi:.'' 
Wolvtrliaaii'ttiii 
The  Gnome  &  U-  lihone  UiiKiae  Co ,  Lti, 
27,  Bu'kiu^iiaui  i.alc,  S.W.i.  "Elno- 
fold,  Loado-i  Waltbauutoiv  ati  ti 
lines). 

Walton  Motors,  Ltd.,  Waltou-on-Tbios 
"  Motors,    Wali'-iii  'iii-iliuiuej  " 

Walton -011-Thumcs  w 

Electrical  Accessories— 

Belling  &  Co.,  Montague  Koad,  tipP« 
Edmonton,  N  18.  "  Belliii!;,  Bdn» 
ton.'1  Totteiibaiu  m 

Brown  Bros.,  Ltd.,  Gt.  Eastern  St,  ELl 
Gent     &      Co.,     Ltd,  Taruiiaj' 

Johnson  &■  Phillips, 

The  Rotax  Mul.ir  Ac  1  -i-i-iei  Co.,  I.td..^ 
toria  koad,  Will.  -<!'  "  JuikIw',  - 
"  Kodynalite,   'l'hone,  ^oaa^  ^ 

Electric  Cables— 

u  S^iurv"'1  C9"  Covcntco«iwg 

Johns^n'rphiliita,  Lid.  Charlton,  M 

Electric  Lighting  and  Po^ 

Johnson    &    Phillips,  Ltd  LtarU* 
don,  S.E.7-    'I  ;:' 
Ceiitnd  1     1 1 

Mann,  Egerton  &  Co  ,  L»« ■■  '"u,,^, 
Street,  London,  W.      -"Jj  ^   ,  i  -- 
road."  S1U^  Motal 

Electro    Platers  an? 
Polishers-    Eng  neer 


W.  Caniiiae  - 

Stroet,  Uirfllincul 
minEhain'-" 

iDiiisliai" 


..Ural  II 

Fireproof  Petrol  Tanks- 


Flare  Lights-  view™,?,* 

London,^  S.W.1    vkloria  W»  ^ 

Flexible  Shafts-  _  tld  jgf} 

Herbe 


AUGUST  27.  "919 


Aeronautical  Engineering 


^tiyers'  •  Guide 


ISupi  ltuit-nl  to  The 


Fivlne  Boat  Builders— 

*  ?iimrt  Aircraft  Co.,  Gosnort.       "  Flieht, 


Galvanising- 

Hon  &  Paul, 

■  Aviation,  Norwich."      Norwich  851. 


,^  near  Co.,  Ltd.,  Thomas  Street,  Aston, 
DjnninghnQ).  "  Mosgear,  Biruiingham." 

East  407. 

B— 

tnnnn,  n.,  &  Co.,  Ltd  ,  Lincoln.  London 
iiffice,  no,  Cannon  Street,  EC.4. 
11  Ikiei'otin,   Cannon,  London." 

City  1206. 

aproved  Lmuid  Glues  Co  Ltd  ,  Gt.  Her- 
mitaiie  street,  E-  tCroid  )  "Exeroiden, 
"Phone,  London."  Avenue  4611-2. 

eudiiie  Co ,  8,  Arthur  Street,  E.C. 

Bank  5873. 

[gles- 

iplex  Safety  Class  Co.,  Ltd.,  r,  Albemarle 
Street,  Piccadilly,  W.i  "  Shalterlys, 
Piecy,  London  "'  Regent  1340 

Heating  and  Ventilating— 

ins   P    Kinnell  and  Co,  Ltd    65  &  65*, 


London, 
[op  372  (2  lines}. 

Street,  London, 
7riars,  London." 


Instruments- 
British    Wright    Co.,  Ltd,    13,  Chancerv 
Lane,  W.C.2.  Holborn  130S. 

Instruments    (Scientific,  Altimeters, 

etc.)- 

Ii"rl  Mason,  Ltd.,  Macdonald  Road, 
«  alth. 'mis tow,  E.17.  "  Aiicroid.  Phone-. 
London."  Wall 


Dray,  r.ibb 


Insurance— 

on  Insurance  Association,  1,  Royal 
■ehange  Avenue,  E  C. 3. 

London  Wall  C$44. 
.td.,    166,  Piccadilly, 


Ounan 
Bin 
Han-l. 


A.  Newn 


Hate  R.A.F) 


lend,  Lt 


Abchurch 

ng     William    Street,  E.C.4. 
CaritiEur,  London." 
Perrv    iv     c  ,j       Central  ts6  (3  lines). 
""•>      UinrjIteV],      S2i      Newgiite  Street. 

a  K-  !■  Cityj  4672. 

fether  Cloth— 

"sir  lCai"r"1'  Lld  '  Queen.  Victoria 

I  oid  ■■  "<Ion  "Pegamoid,  Cent., 
'  '     "■  City  0704  (2  lines). 

tSt«'  >"«-™  and 

Slrr,!?'CK^&    Co-  00,  Fenchurch 

,  '-  C  -)      Tel.  gram,,   Dieolto  Fen, 

Avenue  rS^4  12  lines.) 

o  Driving  Pieces— 


Masnetos- 


Uriiish  Ugblinj  ; 

Vieksning,  Pliofle 

Briti,h 
U>WW  Fc 
'"-■roi-lal,  c 

M:;tre?i~ 

"""^  Hope  &  so 
?innin«iB-,ii 


Coventry  278- 

Manufac- 


,  Ltd.,  5s,  Lionel  Street, 
'  Conservatoryj  Uirming- 
Mftt-,i  "i      '  Central  ^99  (2  lines). 

«nl„,M^n"facturers- 


Metals  in  General— 

Satluie]  Jkmr  \  in  ,  iqS,  Dpper  Thames 
L    a''  "  ,l*ooncil'Jili  Camion, 

Metal  Parts  an^  Fittings- 

Acck-s  &  Pollock.  oldburv,  Iiirming- 

ham.    "  Accbs,  Oldt  ury  " 

Obtbur>-  in  f4  lines) 

Amo'.t  &  Harrison,  Ltd  ,  Hvthe  Koad, 
Willesden  Junction  Willesden  2207. 

Bayliss,  Jones,  it  Bayli-i,  Ltd.,  Wolver- 
hampton. (Rolbi  and  Nnts.l  "  Bayliss, 
Wolverhamp'i>n  "    Wulv.  rhampton  1041 

Blackburn  Aeroiilanc  \  M..t.>r  Co,  Lb!, 
Olympia,  Leeds.      "  Pre  pellors,  I.eeds  " 

Brow'i  Bros.,  Ltd  ,  ■•.t"  K;i-tern  Jst  .  E  Cr 

Street,    London,    \v'i   '     " Installing, 

Rubery  Owen  S.  Co.,  Darlastoii,'  "s"iitl'i 
Staffs. 

Sankey,  Joseph,  &  Sons,  Ltd,  Wellington, 
Shropshire.       "  Sankcv,  Wellington, 


Metric  Bolts— 

Cashmorc  Bros ,  Hildrelh  Street,  Balham, 
S\V.    -  Battersea  415 

Rubery  Owen  &  Co.,  Darlaston,  *outb 
Staffs- 

Miscellaneous- 

Anderson,  D.,  A  .Ton,  Ltd.  (Roofs), 
Belfist.    "Anderson,  Belfast-" 

Belfast  4033-4034-1033 
Brown    Bros.,    Ltd  ,    r.r-  at    Eastern  Street, 
IvC  1   "  Imlii  KMi  .d,  IMi.rnad,  London  " 
London  Wall  6100. 
Herbert  Frood  Co  ,  Ltd  ,  Cbapel-en-lfrFritli. 
"  Frodoliroke,  llirmx-gham." 

MacLennan,  J,  ft  Co.,  30,  Newgate  Street, 
ECi.,  and  at  Glasgow.  Tapes,  Cords, 
and  Threads.  City  3115. 

Motor  Cars  - 

Arrol  Johnston,  Ltd.,  Dumfries.  "  Mocar, 
Dimfries."  Dumfries  2.Si-;S2. 

Mann.  Egerton  8:  Co.,  Ltd  :79/3Si,  Euston 
Road,  London.  N.W.,  "  Manegeear, 
Eusroad,  London  Museum  70, 

Standnrd  Motor  Car  Co,  Coventry.  "Fly- 
wheel, Coveniry  ■ 

Coventry  530  (4  lines). 

Nameplates  and  Labels— 

The  Clegg  Metal  Engraving  Co.,  Ltd., 
Worthing.    "Clegg,  Worthing." 

Observation  Panels— 

Triplex  safety  Gla-.*  Co.,  Ltd.,  1,  Albemarle 
Streel,  Piccadilly,  V  1  "  Shatterlys, 
Piccj    l,ondon."  Kegent  1340. 

Gils— 

C.  C.  Wakefield  &  Co ,  Ltd  ,  Wakefield 
Ihm  .e,  rlua;>-i.h  ,  F  C.J.  "  Cheery, 
Cent,  London  "    Central  ri305  J4  i34,'0. 

Parachutes— 

E.  K.  Calthrop's  Aerial  Patents,  Ltd., 
Eklou  Street  House,  Eldou  Street, 
London,  E.C.  "  Saveuialivo,  Ave,  Lon- 
don." London  Wall  -,200-1:07. 

C.  G.  Spcnctfr  fl   Sons.  Ltd. 


1  Balloons  ")• 


Piston  Rings- 

The  Standard  Piston  King  and  Engiii 

Co.,  Ltd.,  Don  Koad,  Sheffield.  "  Ocean, 
sin  [field  "  Sheffield  2149 

Presswork— 

Ruberv    Owen   &  Co.,    Darlaston,  South 
Staffs. 

Terrv,    Herbert,    &    Sous,    Ltd.,    Kid. Huh 
"Springs,  Kedditch."  Redditch  61. 


Propellers— 


Bl'ackfjur,i   Aeroplruie  &   Motor  Co.,  Ltd., 
Olympia,  Leeds      "  Propellors,  Leeds," 
Roundhay  345  (3  lints). 


IIIIIIIIIIIIIIIIIMIillllH 


Propellers  (continued). 

Boulton       1  aul    Ltd.,  Rose  Lane,  Norwich, 

"  Aviaiiun,  Ni.rMu-b  "        Norwich  851. 
Ebora   Prop-ller    Co.,    tr    &    12.  Surbiton 

Park      Terra  re.  Kiti-^lon-on-Thamcs 

"  Ebora,  Kingston."  Kingston  673. 

Integral  Propeircr  Co.,  Ltd.,       "  Avi|irop, 

Hyde,  London." 

Hendo,-i  0.     Kingsbury  10J 
Laug  Propeller,   l.lil,   Weybriel^e  Aero- 

slicks,  Wcybridje.  '    Weybridge  520-521. 
Oddy,  \\.  D.,  &  Co.,  Leeds.  "Airscrews, 
Leeds."  Leeds  20547-a. 

Westland  Aircraft,  Yeovil,  "  Aircraft,  Yeo- 
vil "  Yeovil  129. 

Pyrometers— 

The  l  o.-icT  Instru  tleut  Co.,  Letchworth, 
Hens.  "  Fosl  r  instruuKiils,  Letch- 
wonh."  Lelchworth  26. 

Rawhide  Hammers— 

Ira  sieplicns,  Whilt-lauds  Leather  Works, 
Ashion  t.ii  Jcr-Lyne.  "  Stephens,  709, 
Ashton."  Ashton  709. 

Rigging  for  Aircraft— 

Cradock,  Geo.,  &  Co.,  Ltd.,  Wakefield, 
England    "  Cradock,  Wakefield." 

Wakefield  466 

Rubber  Tubing  &  Accessories- 
Hancock,  James  Lyii'.,  Ltd.,  200,  Goswell 
Road,    London,    E.C  1       "  Masticator, 
Jsling,  London  '  City  -,3n  8c  3812 

Safety  Belts— 

C  H.  Holmes  &  Son,  38,  Albert  Street, 
Manchester.    "  Semloli.  Manehestcr." 

City  443a. 

Screw-driving  Machines— 

Russell  Bros.  (Redditch),  Ltd.,  Litlleworth, 
'       "     "  "    '     ^  Kedditch  74. 

Seaplane  Manufacturers— 

Blackburn  Aeropla-ie  &  Motor  Co.,  Ltd., 
Olympia,  L"e*ds.     "  Propellors,  Leeds." 

Roundhay  345  13  lines) 

Phccnix  Dynamo  Mannlaetiu-ing  Co.,  Ltd., 
Thornbiiry,  itradfe.id.  "  Dynamo,  Brad- 
ford." llradTord  3700   (7  lines). 

Short  Bros.,  Rochester.  "  SeaidaiKS, 
Roehesttr  "  Chatham  627. 

Supermarine  Aviaiiun  Works,  Ltd  ,  South- 
ampton "  Superuiuriu,  ^oiilllamp- 


Searchlights  &  Landing  Lights 

Brown  Bros.,  Ltd  ,  Great  l'.a>tsrn  St  ,  l-;.C  1 
Imperial  Light,  Ltd  ,  1:3,  Victoria  Street. 
London,  S.W  1     "  Edibrac,  Phone,  Lon- 
don". ;540  Victoria  13  lines). 

Shock  Absorbers- 
Luke  Turner  fc  Co.,  Deacon  Street.  Lciccs- 


Sheet  Metal  Pressings— 


y,  Birming-  — 


Oldbury  m  (4  lines) 
Blackburn   Aeroplaae  it    Motor  Co,  Ltd. 

"  Propellors,  Leeds." 


Sheet  Metal  Work— 

The  Acetylene  Corpu--<ition  of  Great  Britain, 

Ltd.,      49,      Victoria      Street,      S  W  1. 

"  Flamma,  Vic,  I. on  loa."  Vic  4^30 

Rubery  Owen  &  Co.,  Darlaston,  South 
The  Sclsion  Aero  ,\-  Engineering  Co,  Ltd  , 

1,    Albemarle    Street,    Piccadilly,  W.i. 

"Selaero,  Phone,  London." 

Imperial  Ligh^  Lid  ,  123,  Victoria  Street, 
London,  S.W  1  "  Edibrac,  Phone,  Lon- 
don." Victoria  3540  (3  lines). 

Solder  Manufacturers— 

Samuel  Mercer  &  Co.,  198,  Upper  Thames 
Street,  E.C. 4.  "  Reconciled,  Camum, 
I^)ndon."  City  6342. 

Sparking  Plugs- 
Brown  Bros.,  Ltd., Great  Eastern  St.,  E  C. I. 
Lodge   Sparking    Plug   Co.,   Ltd.,  Rugby. 

"  Igniter,  Rusty."  Kugby  235. 

The  Kobniln.«!    Ftigineering  Works,  Ltd, 

Nc-wla'.ids,       Putney       Vale,       S  W  is 

Mak-rs    of    KI.G   Plugs.     "  Kaelgec, 

Phone,  Loudon  " 

Putney  2132-3 


iiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiir 


828 


(Supplement  to  The  Aeroplane.) 

6-  The  Aeroplane  99 

Springs- 
Dart  Spring  Co.,  West  Bromwich.    "  Dart, 
West  Bromwich."    West  Bromwich  322. 
Jerry,  Herbert,   &  Sons,  Ltd.,  Redditch. 
"  Springs,  Redditch." 

Redditch  61  (3  lines). 

Steel- 
Allen,    Edgar,     &     Co.,    Ltd.,  Sheffield. 

"Allen,  Sheffield."  Sheffield  4607. 

Brown  Bros  ,  Ltd.,  Great  Eastern  St.,  E-C.i. 
Filth,  Thos.,  &   Sous,  Sheffield  "Firth, 
Sheffield."  Sheffield  3230  to  3237. 

Jonas    it    Colver,    Ltd.,    Continental  Steel 
Works,   Sheffield.     "Jonas,  Sheffield." 

Sheffield  4660 

Nicklin,    Bernaid,    &    Co.,  Birmingham. 
"  Bernico,  Birmingham." 

Smith  vviek,  224. 

Spear  &  Jackson,  Ltd.,  .Etna  Works,  Shef- 
field.    "  Spear,  Sheffield." 

Central  4522-3-4. 

Steel  Tubes  for  Aeroplanes— 


Aeronautical  Engineering 


August  27,  1919 


Buyers'    GriaidLe.— continued. 


Acclcs  i  Polk 
ham.    '■  Ac. 


.k,  Ltd  ,  Oldbury,  Birming- 
:les,  Oldbjfv." 

(Jldbnry  in  (4  lines) 


TOOlS- 
Richard  Mather  &  Son, 
Works,  Sheffield 


Shoreham  Street 
Sheffield  4349. 


Tapes  and  Smallwares— 

MacLennan,    John,    &    Co.,    30,  Newgate 
-  Street,  E  C.i.    And  at  Glasgow. 

City  3115. 

Timber— 

Hopton  &  Sons,  George  Street,  Euston 
Square,  London,  N.W.I.  "  Hoptons, 
Eusquare,  Lolidon  Museum  496. 

Also  at  Market  Harborough,  Leicester- 
shire.   "Hoptons,  Market  Harborough." 

Market  Harborough  13. 


Time  Discipline  Apparatus- 
Gent     &     Co.,     Ltd.,     Faraday  Works, 
Leicester.    "Lodestoue,  Leicester." 

National  151  (two  lines) 


Turnbuckles— 

Brown  Bros.,  Ltd.,  Great  Eastern  St.,  E.C.I. 
Ruberv   Owen   X    Co ,    Darlaston,  South 

Staffs. 

Tyres  and  Wheels— 

The     Palmer     Tyre,     Ltd.,  Shaftesbury 
Avenue.    "  Tyricord,  Westcent." 

Gerrard  1214  (5  lines). 

Undercarriages- 
Thompson  Bros.  iBilston),   Ltd.,  -  Bradley, 
Bilsion,   England.     "  Thompson  Bros., 
Bilsion."  Bilston  10. 


Varnishes— 

The  British  Emaillite  Co.,  Ltd.,  30,  Regent 
Street,  S.W.i.  "  Ridleypren,  Piccy, 
London."  Gerrard  280. 

Thomas  Parsons  &  Sons,  515  &  317,  Oxford 
Street,  London,  W.i.  '"Varjap,  Phone, 
London."  Mayfair  6347  (3  lines). 

Robt.  Ingham,  Clark  &  Co.,  Ltd.,  West 
Ham  Abbey,  E  15-  "  Oleotine,  Strat, 
London."  East  955. 

Harland,  W.,  &  Son,  Merton,  London, 
S.W. 19.    "  Harland,  Wimbledon  45." 

Wimbledon  45  and  1395. 

Naylor  Bros.,  Ltd.,  Southall,  Middlesex. 
"  Naylor,  Southall."  Southall  30. 


WaSherS- 
Terry,  Herbert,   &  Sons, 
"  Springs,  Redditch." 


Ltd  ,  Redditch. 
Redditch  61. 


Welding  and  Cutting  Plant— 

Acetylene  Corporation  of  Gnat  Britaiu, 
Ltd.,  The,  49,  Victoria  Street,  West- 
minster, S.W  1.  "  Flamma,  Vic, 
Loudon  "  Vic  4830. 

Imperial  Light,  Ltd ,  123,  Victoria  Street, 
London,  S.W  l  "  Edibrac,  Phone, 
London."  Victoria  3540  (3  lines). 


Welding  Repairs— 

Imperial  Light,  Ltd  ,  123,  Victoria  Street, 
London,  S.W.i.  "Edibrac,"  Phone, 
London."  Victoria  354a  (3  lines). 


Wind  Shields- 

Auster,  Ltd.,  133,,  Long  Acre,  W.C.  "  Win- 
flector,  London  ''  Regent  5910 

Triplex  Safety  Glass  Co.,  Ltd.,  1,  Albemarle 
Street,  Piccadilly,  W.i.  "  Shatterlys, 
Piccy,  London."  Regent  1340. 

Wire  GaUZe- 
Greening,  N.,  &  Sons,  Ltd,  16,  Finsbury 
Street,     London,     E  C.2       "  Setscrew,  . 
Finsquare,  London."   London  Wall  1082 


Wire  and  Cables— 

Bruntons,  Musselburgh,  Scotland.     "  Wire- 
mill,  Musselburgh."  '    Musselburgh  28. 

Cradock,    Geo.,    &    Co.,    Ltd,  Wakefield, 
England.   "Cradock,  Wakefield." 

Wakefield  466  (3  lines). 

Wi  rework- 
Terry,  Herbert,  81  Sons, 
"  Springs,  Redditch." 


Ltd,  Redditch. 
Redditch  61. 


Woodworking  Machinery— 

Sagar,  J,  &•  Co.  Ltd,  Halifax  "Saw- 
tooth,"  Halifax  "  Halifax  136. 

Wadkin  &  Co  ,  Leicester  "  Woodworker, 
Leicester  "  Leicester  (614 


BUY  your  cast- 
ings from  the 
pioneers  of  the 
Aluminium  Foundry 
Industry,  who  have 
the  experience  and 
confidence  brought 
about  by  many  years 
in  this  line  of  busi- 
ness. 

Consult  us  in  your 
pattern-making  :  by 
doing  so  we  can  save 
endless  trouble  in 
the  production  of 
castings. 


August  27,  1919 


Aeronautical  Engineering 


(Supplement  to  The  Aeropian*.) 


829 


PROPELLERS 
ONLY. 


LEEDS 


CONTRACTORS  TO 
H.M.  GOVERNMENT 


Office- 
Globe  Road. 
Holbeck, 
Leeds. 


Telephone  - 
20547  &  20548 
Telegrams- 
Airscrews,  Leeds. 


m 

EH 


"Wadkin" 

Combined  Planers. 


Made  in  4  sizes  to  t^ke  timber 
16"  -  20"  -  24"  &  30"  wide. 

Send  for  full  catalogue : — 

Wadkin   &   Co.,  Leicester. 


—  u 


Let  us  enter 
Peace  with 
a  good  Spirit 


PRATT'S  ! 
PERFECTION  SPIRIT  I 

For  the  car,  plane  and  motor-boat.  1 


in  the  green  can. 

AVAILABLE 
EVERYWHERE 


BY  APPOINTMENT 

^nglo-tAmerican  Oil  Co.,  Ltd, 
36.     Queen    Jlnnt t  Gate, 
London.  S.W.I. 


KINDLY   MENTION   "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


83o 


(Supplement  to  The  Aeroplane.) 


Aeronautical  Engineering 


August  27,  1919 


Steel  tubing  for 

every  purpose. 


V^ZE  can  supply  from  stock  weldless  steel  tubing  in  a  very 
wide  assortment  of  sizes  and  gauges,  steel  tubing 
made  in  the  largest  weldless  tube  mill  in  the  world — tubing 
than  which  there  can  be  none  better  bought  to-day.  As 
steel  tube  manufacturers,  as  tube  manipulators,  and  steel 
pressworkers,  we  have  a  world-wide  reputation  for  all-round 
excellence. 

All  the  N.S.  airship  car  framework  was  built  by  us.  Our 
long  and  unique  experience  is  at  your  service.  We  solicit 
your  enquiries  in  regard  to  any  problem  of  tubular  or  press- 
work  construction. 


Have  you  yet  had  our  list  of  "Apollo"  tubular  box  spanners? 

We  make  a  complete  and  most  useful  range,  and  will  gladly 
send  illustrated  and  descriptive  list  on  application. 

ACCLES   &   POLLOCK,  LTD., 

Oldbury,  Birmingham. 

Telegrams;  "Accles,  Oldbury."  Telephone:  Oldbur    m  (4  nes) 

Code  A. B.C.  5th  Edn.  and  Marconi 


AND 


FOR  ALL  PURPOSES. 

W.  WESSON  &  CO.,  LTD., 

Iron  &  Steel  Manufacturers, 

MOXLEY,  nr.  WEDNESBURY. 


KINDLY    MENTION    "  THE    AEROPLANE  "     WHEN    CORRESPONDING    WITH  ADVERTISERS 


August  27,  1919 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplane.) 


831 


THE 


InsMmce 


SSOCIATION 


Policies  Issued  by  Underwriting  Members  of  Lloyd's  the  Eagle,  Star 
and  British  Dominions  Insurance  Co.,  Ltd.,  and  the  Excess 
Insurance  Co.,  Ltd,,   for   whom   the  Association  acts  as  Agents. 


POLICIES 


Cover  all  classes  of 
Aviation  Risks. 


Accidental  Damage  under  all  circumstances  to 
Aircraft  ot  all  descriptions,  including  Fire,  Burglary, 
and  Theft     (Profit  Sharing  Policies). 

Covering  Policies  of  various  kinds  to  meet  the 
requirements  of  Carriers  by  Air. 

MINIMUM 
RATES. 


Accidental  Damage  to  Cargo. 

Personal  Accident  to  male  Pilots  of  Aircraft, 

to  Crew  and  Passengers. 

Third  Party  Risks  of  all  descriptions. 

Accidental  Damage  from  Aircraft. 

MAXIMUM 
SECURITY. 


1,     ROYAL      EXCHANGE      AVENUE,      LONDON,  E.C.3. 

Telephone  :    LONDON  WALL  9944. 


Telephone 

WILLESDEN  2214. 


THE 


CONTRACTORS  TO 
H.M.  GOVERNMENT. 


BRITISH  ANZANI  ENGINE  & 

BOLE    BUILDING   AND    SELLING  RIGHTS 

  FOR   

THE    BRITISH    EMPIRE   AND  DEPENDENCIES. 

MANUFACTURERS  OF  ANZANI  AIR  ENGINES  OF  ALL  TYPES 

MAGNETOS. 

MOTOR  CYCLE,  CYCLE  CAR,  LIGHT  CAR,  AND  MOTOR  BOAT  ENGINES. 

THE    ANZANI     ENGINE    HAS    THE    BIGGEST  RECORD  FOR 
SCHOOL  AND  CROSS-COUNTRY  FLYING. 

It  Is  the  most  reliable,  cheapest,  economical  and  simplest  in  the  World 
And  was  THE   FIRST  TO   FLY  THE  CHANNEL. 

Works  &  Registered  Offices:  SCRUBBS  LANE,  WILLESDEN  N.W.I  0. 


KINDLY    MENTION    "  THE    AEROPLANE  '     WHEN    CORRESPONDING    WITH  ADVERTISERS. 


832     (supplement  to  the  aeroplane  )   Aeronautical  Engineering 


August  27,  1919 


Telephones  : 
Gosport  217. 
Southampton  1861 
London  :    Gerrard  5716. 


Telegrams  : 

"  Flight,  Gosport." 

♦'Flying,  Southampton." 


GOSPORT  AIRCRAFT  C* 

DESIGNERS     AND     BUILDERS  OF 

FLYING  BOATS 

FOR 

THE  AIR  MINISTRY  AND  FOR  COMMERCIAL  AND  PLEASURE  USE. 


HEAD  OFFICE:  GOSPORT. 
WORKS:  GOSPORT  &  SOUTHAMPTON. 


Sir  Charles  Allom. 
Charles  E.  Nicholson. 

M.  H.  Volk,  A.F.Ae.S.  (General  Manager). 


London  Office  :   15,  George  Street, 
Hanover  Square,  W.i. 

Te'egrams— "  Embellishment,  London." 

New  York  Office  : 

19,  East  52nd  Street. 

Telegr?ns — "  Embellishment,  New  York." 


TELEPHONES 
ROLPB  ST.  ;    289  SMETHWICK. 
DARTMOUTH  RD  :  212 


TELEGRAMS 
RAPWORK  "  SMETHWICK. 


THE 


MIDTM)  MOTOR  CYLINDER  G9  BP 

ETNA  WORKS  DARTMOUTH  R?. 

ROLTE  STREET  FOUNDRY 

SMETHWICK  BIRMINGHAM 

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August  27,  1919 


Aeronautical  Engineering  (Sui 


pleinent  to  The  Aekopwne.) 


833 


The  Alliance 

Aeroplane  Company  Ltd. 


CONTRACTORS 

TO 


Ministry  of  Munitions  of  War 
Air  Boardo 


CAMBRIDGE  ROAD 

HAMMERSMITH. 


Registered  Offices  I 

45,  EAST  CASTLE  ST. 

LONDON 

W.l. 


NOIL  ROAD 

ACTON. 


i4S 


Leading  emcl  Lar^esi 
Non -leprous  5crap  Ml 

1TB15\RNARD  WMM 


GLVN  STREET  ♦  I^UXIi^LL  LONDON  ♦  S  E 11 


Merchants  *  Manufacturers  •  Refiners  •  Smelters 

Arc  always  buyers  of  


INDUSTRIAL  SCRAP 
BRASS  •  COPPER'GUK  MEIAL 
.TURNINGS  'BORINGS 

5WPR0KPT  CASH 


Terephone—  H0P4520 
Telegrams-  MJTALCIBLE5  WUX  LON00K 


KINDLY    MENTION    "  THE    AEROPLANE      WHEN    CORRESPONDING    WITH  ADVERTISERS. 


834  (Supplement  to  The  Aeroplane.)    AerOnaUtlCal  Engineering 


August  27,  1919 


Armstrong,  Whitworth 

Newcastle  ~  upon  -tyne. 


TELEPHONE  >    500  GOSFORTH. 
TELEGRAMS:-    ARMSTRONG  AVIATION, 

NEWCASTLE  -  ON  -TYNE. 


The  Aeroplane  on  Survey  Work. 


The  value  of  the  aeroplane  in  survey  work  is 
incalculable.  By  no  other  means  can  the  study  of  vast 
areas  still  awaiting  survey  in  lands  such  as  Canada, 
Australia,  South  America  or  Siberia  be  carried  out 
so  minutely,  so  efficiently,  or  with  so  much  expedition. 


For  survey  work  under  all  conditions  the  "  BRISTOL" 
Aeroplanes  are  eminently  su.ted.  Enquiries  for  suitable 
machines  are  invited  by  the   Designers  and  Constructors. 


Tele  rams  : 

"AVIATION.  BRISTOL." 

C  des  : 

A.1,  A  B.C.  &  MOREING. 


THE 

BRITISH  &  COLONIAL 
AEROPLANE    CO.,  LTD, 


Telephone  : 

3906  BRISTO 
(Private  Exchange.) 


FILTON 


BRISTOL. 


KINDLY    MENTION    "  THE    AERO  FLAKE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


August-  27,  1919 


Aeronautical  Engineering  ,sUEpiement  to  the  a*™™* .,  835 


AMERICAN  ENGINE  TESTS  UNDER  HIGH   ALTITUDE  CONDITIONS 


It  is  fairly  well  known  that  the  American  National  Advisory 
Committee  on  Aeronautics  had  carried  out  a  number  of  experi- 
ments on  aero  engines  under  conditions  which  simulate  those 
found  at  high  altitudes  in  flight. 

The  majority  of  these  tests  were  made  at  the  special  "Altitude 
Laboratory,"  erected  for  that  purpose  at  the  Bureau  of  Standards 
— the  American  equivalent  of  the  British  N.P.L. — and  an  official 
description  of  the  Laboratory,  and  of  the  results  of  some  of  the 
tests  made  therein,  is  now'  available  for  publication. 

The  complete  reports,  as  issued,  are  too  lengthy  for  publica- 
tion in  extenso,  but  the  following  abstract  will  serve  to  give  a 
general  idea  of  the  methods  employed  and  of  some  of  the  results 
obtained. 

Official  Description  of  the  Altitude  Laboratory. 

Briefly,  the  laboratory  consists  of  a  concrete  chamber,  within 
which  the  engine  is  mounted,  and  from  which  the  air  may  be 
exhausted  to  any  pressure  as  low  as  one-third  of  an  atmosphere, 
by  means  of  a  centrifugal  exhauster.  At  the  same  time  the  air 
is  cooled  to  a  temperature  corresponding  rs  ready  as  possible  to 
that  encountered  at  the  altitude  of  the  test,  by  passing  it  over 
refrigerating  coils.  In  the  interior  of  the  chamber  electrically 
driven  fans  are  mounted,  which  circulate  the  air  over  the  coils 
and  about  the  engine. 

The  power  of  the  engine  is  absorbed  and  measured  by  an  elec- 
tric dynamometer  and  a  water-brake  mounted  outside  the  cham- 
ber, and  connected  to  the  engine  through  a  flexible  coupling. 

It  will  thus  be  seen  that  the  conditions  encountered  in  actual 
flight  can  be  closely  duplicated,  while,  at  Ibe  same  time,  all  the 
necessary  data  can  be  taken  and  easily  recorded  under  the  most 
favourable  conditions  for  observation. 

The  altitude  laboratory  is  housed  at  present  in  a  temporary 
building  of  frame  and  stucco,  having  a  rectangular  floor  plan, 


measuring  about  24  ft.  by  50  ft.  In  the  near  future,  the  present 
equipment,  together  with  a  duplicate;  set  of  apparatus,  will  be  set 
up  in  a  permanent  brick  and  concrete  structure,  which  is  being 
built  especially  for  this  purpose.  There  are  no  features  of  the 
present  building  to  call  for  special  comment. 

The  Altitude  Chamber. 

The  altitude  chamber  is  of  concrete,  6  ft.  2  in.  wide  by  15  ft. 
long  by  6  ft.  6  in.  high,  inside  measurements.    The  walls  of  the- 
chamber  are  1  ft.  thick,  heavily  reinforced  with  |-in.  steel  bars 
to  withstand  the  pressure  of  the  atmosphere  outside  the  chamber. 

The  chamber  may  be  considered  as  divided  into  two  parts  ;  the 
first  containing  the  engine,  and  the  second  the  cooling  coils.  The 
engine  is  mounted  on  a  special  stand  at  the  right  end  of  the 
chamber.  In  order  to  control  the  engine  during  a  test,  cables  are 
led  from  the  spark  and  throttle  levers,  etc.,  through  holes  in  the 
walls.  The  walls  are  also  pierced  for  Stoft  necessary  pipes  and 
wiring,  each  hole  being  closed  by  a  flange  and  gasket,  through 
which  the  connections  are  made. 

The  Engine  Support. 

The  engine  support  was  designed  to  reproduce,  as  nearly  as 
possible,  the  flexibility  and  the-  inertia  of  the  typical  fuselage 
mounting.  The  design  developed  makes  possible  an  accurate  ad- 
justment of  stiffness  as  regards  transverse  ind  veitical  vibration 
and  rotation  about  each  of  the  three  principal  axes  of  the  engine. 

Two  oak  beams,  in  this  case  2  in.  by  6  in.,  by  6  ft.  3  in.  long, 
are  supported  at  the  ends  to  form  the  basis  of  the  mounting.  The 
engine  is  mounted  directly  on  two  supplementary  beams,  of  2  in. 
by  4  in.  section,  and  of  the  length  required  for  the  particular 
engine  under  test.  These  supplementary  beams  are  free  from  the 
main  beams,  except  at  two  points,  where  they  are  bolted  together 
through  a  thin  separating  block.    Two  yokes  are  provided  to  pre- 


plan and  elevation  ol  th;  "Altituie'   laboratory  of  (he  Bureau  i>.  .1,1-. 


836 


(Supplement  to  The  Aeroplane. 


Aeronautical  Engineering 


August  27,  ignj. 


vent  torsion  of  the  individual  beams,  but  have  no  other  effect, 
as  they  are  free  from  contact  with  any  other  part  of  the  structure. 
The  Air-Cooling  System. 

The  air-cooling  system  may  be  divided  into  three  parts,  the 
refrigerating  plant,  the  cooling  system  for  the  carburetter  air, 
and  the  cooling  system  for  the  interior  of  the  altitude  chamber. 

The  refrigerating  plant  is  installed  in  ihe  left-hand  portion 
of  the  building.  The  ammonia  compressor  is  a  9  in.  by  9  in., 
double  cylinder,  vertical,  enclosed  machine,  with  a  refrigerating 
capacity  of  25  tons  in  24  hours,  belt-driven  from  a  50  horse-power 
electric  motor. 

The  cooling  system  for  the  carburetter  air  consists  of  a  bank 
of  ammonia  coils  mounted  on  top  of  the  altitude  chamber,  and 
enclosed  in  a  box  and  insulated  with  4  in.  of  sawdust.  The  air 
is  made  to  pass  through  this  box  in  a  tortuous  path,  and  is  then 
led  through  an  insulated  pipe  provided  with  a  set  of  electric- 
heating  grids  and  a  regulating  valve  to  the  test  chamber,  and 
then  through  the  air  meter  to  the  carburetter.  In  this  way  warm 
or  cold  air  may  be  supplied  to  the  intake  £.s  required. 

The  system  for  cooling  the  air  within  the  chamber  is  made  up 
of  a  smaller  bank  of  ammonia  coils,  placed  in  the  left-hand  portion 
of  the  altitude  chamber.  Four  motor-driven  fans  are  provided 
to  force  the  air  over  these  coils,  while  another  fan  is  installed  to 
circulate  the  air  past  the  engine  itself  when  desired. 

^B'y  means  of  the  refrigerating  plant  and  cooling  system  just 
described,  it  is  possible  to  reduce  the  temperature  of  the  air  ad- 
mitted to  the  carburetter  and  that  within  the  test  chamber  to 
a  point  approximating  the  temperature  at  any  altitude  up  to 
about  30,000  to  40,000  feet.  As  the  temperature  cannot  be  readily 
controlled  by  means  of  the  refrigerating  plant,  the  air,  after  cool- 
ing and  before  admission  to  the  carburetter,  is  passed  over  2 
series  of  electric  grids,  by  means  of  which  the  temperature  may 
be  again  raised  and  kept  at  any  desired  point.  Some  difficulty 
has  been  experienced  from  the  condensation  of  moisture  which 
occasionally  causes  a  "snow  storm"  in  the  air  passage  to  the 
carburetter.  It  is  hoped  that  this  difficulty  will  be  entirely  over- 
come in  the  new  laboratory,  through  the  elimination  of  leaks  into 
the  refrigerating  chamber  and  the  use  of  what  may  be  termed  a 
"settling  chamber,"  through  which  the  air  will  pass  after  being 
cooled,  and  in  which  the  air-flow  will  be  so  sluggish  that  the 
snow   will  be  deposited. 

The  Circulating  Water-Cooling  System. 

The  jacket  water-cooling  system  is  arranged  as  follows  : — 

Above  the  altitude  chamber  is  placed  a  cylindrical  iron  tank 
connected  to  the  inlet  and  outlet  pipes  of  the  engine's  circulating 
system,  and  with  another  pipe  from  the  city  mains,  whil'j  an 
overflow  leads  to  the  sewer.  A  thermostat  Is  placed  within  the 
tank,  the  brass  rod  of  this  device  controlling  a  pilot  valve  which 
admits  or  discharges  city  water  from  a  bellows,  which,  in  turn, 
controls  the  main  valve  on  the  city  supply  pipe.  In  case  the  tem- 
perature of  the  water  in  the  tank  rises  above  a  certain  point,  the 
thermostat  causes  the  pilot  valve  to  open,  admitting  water  to  the 
bellows,  and  thus  allowing  cold  water  from  the  city  supply  mains 
to  flow  into  the  tank.  When  the  temperature  has  ag'ain  fallen, 
the  thermostat  closes  the  pilot  valve  and  allows  the  water  to 
escape  slowly  from  the  bellows.  Two  coil  springs  then  close  the 
main  valve,  cutting  off  the  supply. 

The  thermostat  is  mounted  in  the  fit- 
ting through  which  the  water  enters  the 
tank  from  the  engine  jackets, '  and  also 
from  the  city  mains.  It  is,  therefore, 
very  sensitive  to  slight  changes  in  tem- 
perature ;  a  verv  important  matter,  since 
even  a  comparatively  slight  variation  in 
the  temperature  of  the  circulating  water 
affects  the  heat  distribution  in  the  entire 
engine.  In  practioe  it  has  been  found 
possible  to  hold  the  temperature  of  the 
jacket  water  to  a  variation  of  about  5 
deg  C. 

The  Exhaust  Cooling  System. 
The  exhaust    pipes    connected    to  the 
engine  are  water-jacketed,  the  inner  pipe 
extending  down  about  three  feet  from  the 
exhaust  port,  While    the    outer    pipe  or 
jacket    is    continued    from    the  exhaust 
port  to  the  main  exhaust  manifold  in  the 
form  of  a  flexible  tube.    The  water  from 
the  annular  space  mixes  with  the  exhaust 
gases  only  at  a  point  a  considerable  dis- 
tance from  the  engine. 

The  mixture  of  exhaust  gases  and 
water  passes  through  two  5-inch  pipes 
to  the  auxiliary  exhaust  tanks,  placed 
just  outside  the  chamber.  Here  the  water 
is  drained  off  while  the  gases  pass  to  the 
exhauster. 

The  Exhausting  System. 
The  auxiliary  exhaust   tanks   are  both 
connected  to  a  6-inch  main  which  leads 


to  the  centrifugal  exhauster.  Another  3-inch  pipe  is  led  from 
the  main  directly  to  the  altitude  chamber  and  serves  to  withdraw 
the  air  from  the  latter,  thus  maintaining  the  barometric  pressure 
on  the  exhaust  and  within  the  chamber  approximately  equaL 
By  means  of  a  valve  communicating  with  the  outside  air,  placed 
near  the  exhauster  the  pressures  maintained  may  be  easily  regu 
lated,  irrespective  of  the  speed  of  the  pump. 

The  exhauster  is  of  the  Nash  "Hydroturbine"  type,  and  has  a 
rated  capacity  of  1,500  cubic  feef  per  minute  £'t  a  12-inch  vacuum, 
at  300  r.p.m.    It  is  belt-driven  from  a  75  horse-power,  direct  cur- 
rent motor,  and  discharges  to  a  point  outside  the  building. 
The  Dynamometer. 

The  connection  from  the  engine  to  the  dynamometer  is  made 
through  a  flexible  coupling. 

The  electric  dynamometer  is  mounted  on  a  concrete  founda- 
tion at  the  right  of  the  altitude  chamber.  It  has  a  rated  capacity 
of  300  horse-power,  though  it  is  capable  of  caring  for  considerable 
overloads.  The  dynamometer  consists  essentially  of  a  direct  cur- 
rent generator,  the  field  ring  of  which  is  free  to  rotate  with  thn 
armature,  except  as  this  rotation  is  opposed  by  a  connection  to  a 
scale  beam,  which,  therefore,  measures  the  torque  delivered  to 
the  machine.  An  auxiliary  spring  balance  is  also  used,  interposed 
between  the  torque  arm  of  the  dynamometer  and  the  scale  beam, 
which  serves  as  a  handy  means  for  measuring  the  approximate 
torque.  Current  from  the  dynamometer  is  controlled  from  a 
switch-board  placed  near  by,  and  may  either  be  dissipated  in  grids 
placed  outside  the  building,  or  may  be  returned  to  the  regular 
power  lines  of  the  Bureau. 

As  the  plant  was  originally  laid"  out  for  the  "Liberty  8'' -engine, 
before  the  "  Liberty  12  "  was  decided  upon,  the  300  horse-power 
dynamometer  selected  for  the  purpose  is  not  capable  of  carrying 
continuously  the  full  power  of  the  latter  engine.  Hence,  it  was 
necessary  to  increase  the  capacity,  which  was  done  by  the  addition 
of  a  specially  designed  water-brake.  This  'brake  consist?  of  alter- 
nate fixed  and  rotating  perforated  steel  plates. 

The  rotor  is  mounted  on  the  shaft  of  the  electric  dynamometer, 
and  the  stator  is  mounted  on  the  dynamometer  field,  so  that  the 
two  always  operate  together  ;  yet  the  water-brake,  when  empty, 
does  not  interfere  with  the  operation  of  the  electric  dynamometer. 
The  water-brake  alone  can  absorb  about  400  horse-power  at  i,Soo 
r.p.m. 

A  unique  feature  of  this  brake,  made  possible  by  the  faci'  that 
it  is  integral  with  the  electric  dynamometer,  which  cares  for  the 
adjustments  of  load,  is  that  it  can  be  operated  at  any  one  of  four 
fixed  water-levels  corresponding  to  four  oblong  outlets  in  the  cas- 
ing. When  any  one  of  these  outlets  is  opened,  and  the  rate  of 
water-flow  is  approximately  adjusled,  a  constant  water-level  is 
maintained,  which  is  reasonably  independent  of  small  variations 
in  supply  pressure.  Operated  in  this  way  the  w.iter-brake  is  quite 
satisfactory,  being  free  from  the  tendency  to  "drift"  towards 
higher  or  lower  roads  with  small  changes  in  water  pressure. 

The  Gauge  Boards  and  Engine  Controls. 
The  copper  tubes  for  the  manometers  and  the  engine  control 
cables  are  all  carried  to  two  boards,  so  ai  ranged  that,  one  man 


A  12-cylinder  Liberty  motor  in  the  "Altitude  Chamber." 
the  massive  construction  of  the  open  dottr. 


Note 


August  27/  1919 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplane.) 


837 


\W\wwW 


H  I  STORY 


IS  THE 


HISTORY 


OF 


AIR  SUPREMACY. 


Before  the  War,  RECORD  upon 
RECORD  was  created  by  this 
Master     of     Aero  Engineering. 


For    Simplicity,    Reliability,  Long 
Life  and  Economy  BEARDMORE 
AERO    ENGINE   is  still  UN- 
EQUALLED. 


WATCH  BEARDMORE 
DEVELOPMENTS.  Many 
Leading  Aircraft  Manufacturers  are 
adopting  this  Engine  as  a  STAN- 
DARD    Post-war    Power  Unit. 


THE  BEARDMORE  AERO    ENGINE,  LIMITED, 

Chairman  Sir  William  Beardmore,  Bart. 

London  Showrooms  and  Depots 

112,  GT.  PORTLAND  STREET,  LONDON,  W.  1. 

Telephone  ;    238  Gerrard. 


KINDLY    MENTION    '*  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


838 


(Supplement  to  The  Aeroplane.) 


Aeronautical  Engineering 


August  27,  1919 


can  control  the  entire  plant,  and,  at  the  same  time,  conveniently 
see  all  the  measuring  instruments.  In  tihis  way  the  whole  plant 
is  under  the  observation  and  direction  of  the  Chief  Operator  at 
all  times. 

The  spark  and  throttle  levers  work  in  graduated  quadrants, 
which  indicate  the  exact  positions  of  the  levers  on  the  engine. 
The  instruments  mounted  on  the  gauge  board  are  as  follows  : 

1.  Venturi  gauge  for  carburetter  inlet  air. 

2.  Barometer  and  thermometer. 

3.  Manometer  for  carburetter  float  chamber  pressure. 

4.  Manometer  for  exhaust  back  pressure. 

5.  Auxiliary  barometer. 

6.  Manometer  showing  average  pressure  in  exhaust  manifo!d. 

7.  Manometer  showing  the  pressure  difference  between  the  en- 
trance to  the  carburetter  air   venturi  and  chamber. 

8.  Venturi  gauge  for  jacket-water. 

9.  Venturi  gauge  for  exhaust  cooling  water. 

10.  Venturi  gauge  for  oil  cooling  water. 

11.  Indicator  showing  fluctuations  of  chamber  pressure  from 
that  desired. 

12.  Manometer  showing  average  pressure  in  inlet  manifold 
above  carburetter  choke. 

13.  Manometer  showing  difference  in  pressure  between  en- 
trance to  the  carburetter  air  venturi  and  chamber. 

14.  Manometer  showing  carburetter  choke  pressure. 

15.  Manometer  indicating  the  pressure  difference  between  the 
exhaust  port  and  the  chamber. 

16.  Venturi  gauge  on  gasoline  supply  line. 

Besides  the  above,  there  are  the  regular  gauges  and  indicators 
supplied  with  the  particular  type  of  engine  under  test. 

A  revolution  counter,  provided  with  a  magnetic,  as  well  as  a 
hand-clutch,  is  attached  to  the  dynanometer  shaft. 

Measurement  of  Air  Flow  to  Carburetter. 

Two  means  have  been  used  to  measure  the  amount  of  air  flow- 
ing to  the  carburetter ;  a  Thomas  meter,  and  a  venturi  tube. 

The  Thomas  meter  used  was  specially  built  for  the  altitude 
laboratory,  and  consisted  of  a  wooden  box  6  in.  square  on  the  in- 
side and  16  in.  long,  which  contained  a  heating  grid  between  two 
sets  of  thermocouples  The  principle  of  operation  was  simply 
that  a  given  energy,  put  into  the  heating  grid,  would  cause  a  rise 
in  temperature  (measured  by  the  thermocouples)  inversely  propor- 
tional to  the  mass  flow  of  air. 

This  meter  was  eventually  destroyed  in  a  small  fire  in  the  alti- 
tude chamber,  and  was  then  replaced  by  a  large  6-in  venturi  with 
a  3-in.  throat.  The  venturi  was  calibrated  against  a  second 
Thomas  meter  specially  supplied  by  the  Cutler  Hammer  Co. 

Temperature  Measurements. 
The  following  temperature  measurements  are  made  by  means 
of  thermocouples  : — 

1.  Temperature  rise  of  oil  cooling  water. 

2.  Carburetter  air  at  entrance  to  venturi  meter. 

3.  Rise  in  jacket-water  temperature. 

4.  Jacket-water  outlet. 

5.  Exhaust  cooling  water  inlet. 

6.  Rise  in  exhaust  water  temperature. 

7.  Chamber  temperature. 

8.  Oil  temperature  at  engine  inlet. 

9.  Oil  temperature  at  engine  outlet. 

10.  Carburetter  air. 

11.  Inlet  manifold  temperature. 

12.  Gasoline  temperature. 

Fuel  Weighing  Device. 
The  fuel  used  by  the  engine  may  be  measured  in  either  of  two 
•ways  ;  by  means  of  an  accurately  calibrated  tank,  or  by  'two 
tanks  mounted  on  platform  scales.  The  first  method  gives  the 
volume,  and  the  second  the  weight  of  fuel  used.  When  using  the 
weighing  tanks  a  test  may  be  run  continuously,  one  tank  being 
filled  while  the  other  is  emptying,  or  two  fuels  may  be  compared 
as  follows  : — 

One  tank  is  filled  with  the  fuel  to  be  tested,  and  the  second 
with  a  standard  comparison  fuel.  The  engine  is  run  first  on  the 
standard  fuel,  and  is  then  changed  over  the  test  fuel,  after  which 
a  third  run  is  made  on  the  standard  fuel.  In  this  way  the  least 
possible  variation  in  engine  condition  is  involved 

Miscellaneous  Equipment. 
Suitable;  pipe  connections  are  provided  for  obtaining  samples 
of  the  exhaust  gases  from  the  engine,  thes-?  samples  being  then 
analysed  in  an  Orsat  apparatus. 

A  compressed  air  system  for  feeding  oil  to  the  engine  sump 
and  a  means  for  cooling  the  oil  during  a  test  have  been  installed 
The  laboratory  is  well  supplied  with   tools  and  the  necessary 
work  benches,  so  that  all  ordinarv  small  repairs  to  both  the  en- 
gines and  plant  may  be  made  without  outside  assistance. 

General  Log  of  Operation.. 
Work  on  the  Altitude  Laboratory  was  begun  in  August,  1917, 
and  the  plant  was  ready  for  the  preliminary  installation  of  an 


engine  for  test  purposes  in  November  of  that  year.  The  first 
engine  to  be  mounted  in  the  chamber  was  a  "Liberty  8,"  one  of 
the  first  series  of  five  engines  built  for  experimental  purposes. 
Although  this  engine  was  set  up  in  the  test  chamber  in  Novem- 
ber, there  remained  many  minor  items  of  experimental  equipment 
to  be  completed  and  "tuned  up"  before  tests  could  be  begun. 

The  securing  of  air-tightness  of  the  doors  and  other  connec- 
tions to  the  chamber,  and  a  multitude  of  other  minor  matters, 
too  numerous  to  mention,  all  took  considerable  time. 

On  Dec.  26th,  1917,  the  first  test  run  was  made  with  the 
"Liberty  8"  engine  for  the  comparison  of  two  grades  of  fuel, 
and  for  data  on  the  contamination  and  deterioration  of  lubricating 
oil. 

On  Jan.  4th,  1918,  the  first  test  at  reduced  pressure  was  made, 
the  lowest  pressure  obtained  being  44  cm.  below  atmosphere, 
corresponding  to  an  altitude  of  about  25,000  feet. 

In  all,  seven  tests  were  run  with  this  first  experimental  engine, 
representing  about  15  hours  actual  running  time.  The  records 
of  these  first  tests  show  many  stops  for  various  causes,  most  of 
which  were  chargeable  to  difficulties  with  the  engine  This  was 
to  be  expected,  as  the  8  cylinder  model  had  not  at  that  time 
reached  a  stage  of  perfection  to  warrant  its  use  for  research  pur- 
poses. In  fact,  at  that  time,  this  model  had  bee  1  temporarily 
abandoned  in  favour  of  the  12-cylinder  engine,  which  was  then 
being  perfected. 

On  Jan.  19th,  a  connecting-rod  gave  way  during  test  No.  8, 
and  it  was  decided  to  abandon  the  "Liberty  8,"  then  obsolete', 
and  continue  work  with  a  Hispano-Suiza  ergine  until  the 
"Liberty  12"  was  in  shape  for  research  on  altitude  effects. 

On  Jan.  25th,  the  first  experimental  run  was  made  with  the 
Hispano-Suiza  engine.  This  test  included  the  first  complete  set 
of  observations  under  conditions  corresponding  to  a  series  of  alti- 
tudes ap  to  30,000  feet. 

In  the  year  which  had  elapsed  between  Jan.  25th,  1918,  and 
Jan.  31st,  1919,  about  150  complete  altitude  'flights"  have  been 
made,  comprising  only  a  little  less  than  1,000  hours  of  actual 
engine  operation. 

Observations  have  been  made  with  the  following  models  of  air- 
craft engines  : — "Liberty  8"  ;  Hisp.ino-Suiza,  150  h.p.  ;  Hispano- 
Suiza,  180  h.p.  ;  Hispano-Suiza  300  h.p.  ;  "Liberty  12,"  400  h.p. 

Of  these  models,  several  different  engines  of  the  150  h.p.  His- 
pano-Suiza, 180  h.p.  Hispano-Suiza,  and  "Liberty  12"  types  have 
been  included. 

EMAILLITE  DOPING  SCHEMES  FOP.  AIRSHIPS. 

The  British  Emaillite  Co.  have  long  been  cornected  with  the 
Aeroplane  "Dope"  Industry,  but  it  is  little  known  to  what  a  high 
standard  of  perfection  they  have  worked  in  the  more  exacting 
problem  of  successfully  doping  rigid  airships.  The  technical  staff, 
under  the  control  of  Dr.  J.  N.  Goldsmith,  Ph.D.,  M.Sc,  F.I.C., 
carried  out  lengthy  experiments  and  tests  with  the  result  that 
they  evolved  a  series  of  doping  schemes  for  all  kinds  of  aircraft 
coverings  that  were  finally  adopted  as  standard  by  the  A.I.D.  in 
1916.  When  the  Admiralty  decided  on  the  construction  of  rigid 
airships  on  a  large  scale  it  was  only  natural  that  the  British 
Emaillite  Co.  should  be  approached,  to  tackle  the  problem  of 
supplying  a  suitable  doping  scheme. 

It  must  be  understood  that  the  doping  of  rigid  airships  is  alto- 
gether different  from  the  doping  of  aeroplanes  where  the  dope  is 
applied,  more  or  less  without  restriction  as  to  weight,  to  the 
fabric  after  it  is  stretched  on  the  plane  framework,  and,  therefore, 
free  from  further  rough  handling.  In  dealing  with  such  a  large 
surface  as  the  covering  of  a  rigid  airship  it  is  necessary  that 
weight  be  kept  down  ;  consequently,  the '  maximum  weight 
allowed  is  2  grams  per  sq.  metre.  Again,  the  fabric  must  be 
automatically  doped  before  it  is  applied  to  the  framework  of  the 
airship,  and  as  the  lacing  has  to  be  prepared  after  the  proofing 
is  applied,  and,  incidentally,  it  is  rather  roughly  handled  in  the 
process,  it  can  be  seen  that  the  necessarily  thin  protective  cover- 
ing must  have  sufficient  pliability  to  retain  it  in  as  uniform  ten- 
sion as  possible. 

By  the  co-operation  of  the  technical  staff  under  Dr.  Goldsmith 
and  Mr.  H.  Bailey,  the  general  manager  of  the  firm,  all  difficul- 
ties were  overcome  with  the  result  that  in  November,  191 6,  t;he 
Admiralty  accepted  the  first  Emaillite  Doping  Scheme  for  air- 
ships. 

But  this  did  not  mean  that  the  British  Emaillite  Co.  were  con- 
tent to  work  on  that  one  scheme.  The  technical  department  have 
continued,  and  intend  to  continue,  their  experiments,  with  the 
result  that  from  time  to  time  further  improvements  have  been 
introduced.  That  the  R34  should  have  completed  the  round  journey 
— East  Fortune,  New  York,  Pulham — against  almost  every  kind  of 
weather  condition  is  sufficient  proof  that  the  eminently  useful 
work  of  the  British  Emaillite  Co.  has  produced  a  highly  success- 
ful scheme  of  weather-proofing. 

The  Airship  Doping  Scheme  "P,"  as  used  011  the  R33  and 
R34,  has  since  been  improved,  so  that  on  the  new  ships  under 
construction  schemes  known  as  "R"  and  "RA"  ar5  being  used. 


august  27,  1919  Aef  on&utical  Engineering  (supplement  to  the  aERopWnk.)  839 


GWYNNES 

LIMITED. 


CONTRACTORS  TO   H.M.  GOVERNMENT 
MANUFACTURERS  AND  SOLE   LICENSEES  IN  THE  BRITISH  EMPIRE 

"CLERGET"  PATENT  AERO  ENGINES 


ENGINEERS,  LONDON. 

"QWYNN€  LONDON." 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


840 


(Supplement  to  The  Aeroplane.) 


Aeronautical  Engineering 


August  27,  1919 


AEROPLANES  AIRSHIPS, 
AERO-ENGINES 


PASSENGER 
POSTAL 


NAZAL  CONSTRUCTION  WORKS, 
DALMUIR ,  DUMBARTONSHIRE. 

AERODROMES  &  HANGARS  AT  DALMUIR  4,  INCHINNAM. 


USE, 


IT  SIMPLIFIES 
SOLDER1  rvl  G 


r    \ 

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nowadays.  Don't  scrap  them  when  they  get 
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as   new  —  it's   quite   easy  —  with  FLUXITE. 

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SIMPLIFIES  SOLDERING 

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Of  all  Ironmongers,  in  tins 
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THE   OWNERSHIP   OF   AERIAL  SERVICES. 

By  "  MED  WAY." 


In  recent  articles  I  have  advocated  the  temporary- 
ownership  of  experimental  services  in  various  parts  of 
the  world,  either  by  individual  manufacturers  or  by  the 
aircraft  manufacturing  industry  as  a  whole.  There  is 
all  the  difference  between  carrying  out  the  proposition 
that  I  have  outlined  and  adopting  the  principle  of  the 
establishment  of  services  by,  manufacturers  with  a  view 
to  permanent  ownership. 

Personally,  I  am  very  strongly  of  the  opinion  that  the 
manufacturer's  business  is  to  sell  his  products  rather 
than  to  operate  them.  At  the  present  juncture  tem- 
porary operation  is  justifiable,  because  we  want  data 
for  the  encouragement  of  future  sales.  Once  the  business 
is  properly  established,  it  is  not  the  job  of  the  manu- 
facturer to  run  his  own  machines.  By  all  means  let 
him  give  the  fullest  possible  service  to  the  owners  of 
those  machines,  but  if  he  is  wise  he  will  not  himself 
remain  their  owner  for  a  minute  longer  than  is  necessary. 
An  Analogy. 

This  is  one  of  those  points  with  regard  to  which  we 
can  take  a  line  from  the  development  of  the  commercial 
motor  vehicle.  Experience  shows  that  directly  the 
vehicle  manufacturer  begins  to  take  big  financial  interest 
in  operating  concerns  competitive  operating  concerns 
will  certainly  withdraw  their  orders  from  him  and  will 
probably  settle  down  to  manufacture  for  themselves  in 
preference  to  purchasing  from  the  established  industry. 
They  are  in  fact  more  or  less  compelled  to  do  so  if  their 
requirements  are  anything  approaching  sufficient  to  ab- 
sorb a  decent  output. 

In  the  early  daysvof  the  motor  omnibus  some  vehicle 
manufacturers  took  a  considerable  interest  in  operating 
concerns.  The  policy  may  have  been  justifiable,  inas- 
much as  by  watching  their  vehicles  in  service  the  manu- 
facturers gained  useful  experience  in  design  and  data 
as  to  running  costs.  The  fact  remains,  however,  that  it 
is  now  very  much  the  exception  for  any  motor  manu- 
facturer to  do  more  in  the  way  of  operation  than  is 
represented  by,  perhaps,  the  hire  department.  On  the 
other  hand,  the  big  London  omnibus  companies  have  set 
out  to  manufacture  for  themselves.  The  moral  is  a  sound 
one.  If  }rou  do  not  want  other  people  to  cut  into  your 
business,  do  not  cut  into  theirs.  When  a  big  organisa- 
tion of  motor  traders  began  to  father  an  insurance  busi- 
ness a  prominent  insurance  company  promptly  retali- 
ated by  going  into  the  retail  motor  trade  on  an  extensive 
scale.    This  sort  of  thing  is  inevitable. 

The  Legitimate  Job. 
It  is  primarily  for  the  purpose  of  eliminating  any  idea 
that  the  manufacturer  is  out  to  compete  with  his  own 
clients  that  I  suggest  that  even  experimental  services 
should  be  worked  by  the  industry  as  a  whole  rather  than 

|   R.A.F.  PEOPLE  IN  THE  AIRCRAFT  INDUSTRY. 

Among  the  aircraft  firms  employing  late  Air  Force '  personnel 
is  the  British  Aerial  Transport  Co.,  Ltd.,  at  Hendon. 

Major  J.  C.  Savage,  late  R.N.A.S.  and  R.A.F.,  is  the  com- 
mercial manager,  and  he  is  assisted  by  Lieut.  H.  W.  Hern,  late 
R.N.A.S.  and  R.A.F.  Major  R.  E.  Nicoll,  late  R.N.A.S.  and 
R.A.F.,  is  in  charge  of  flying  operations. 

The  pilots  are  :— Major  C.  Draper,  D.S.C.,  chief  test  pilot, 
late  R.N.A.S.  and  R.A.F.;  Capt.  C.  R.  Vaughan,  late  R.N.A.S. 
and  R.A.F.;  Lieut.   C.  C.  Turner,  late  R.F.C.  and  R.A.F.  ; 


b}'  individual  concerns.  I  have  deliberately  harped  on 
this  string  because  I  am  certain  very  much  depends 
upon  our  getting  a  clear  idea  as  to  where  the  manu- 
facturer's legitimate  job  begins  and  ends. 

From  what  has  gone  before,  my  readers  will  see  that 
I  am  not  among  those  who  would  criticise  the  manu- 
facturer for  not  exhibiting  his  confidence  in  his  own 
wares  by  going  into  the  transport  business.  Such  busi- 
ness is,  of  course,  speculative  for  the  present,  and  it  is 
speculative  from  two  points  of  view.  We  do  not  know 
what  our  total  operating  costs  are  likely  to  be,  neither 
have  we  any  reliable  data  to  indicate  tht  probable  growth 
of  traffic  receipts. 

Every  new  transport  concern,  land,  sea,  or  air,  is  to 
a  certain  degree  speculative.  Receipts  may  fall  short 
of  the  estimates.  Traffic  may  not  develop  as  quickly  as 
was  anticipated.  In  any  established  system,  however, 
the  other  side  of  the  case — namely,  the  cost  of  operation 
— is,  or  should  be,  accurately  assessable  in  advance.  The 
experimental  services  that  I  have  suggested  would  put 
commercial  aeronautics  fairly  onto  a  level  with  other 
transport  systems  in  this  respect.  So  soon  as  this  point 
is  leached  we  have  a  reasonable  proposition  to  put  to 
any  business  man  with  a  leaning  towards  speculation. 
We  can,  in  effect,  say  :  "  If  you  choose  to  start  a  con- 
cern under  such  and  such  conditions,  your  costs  will 
be  so  much  per  mile  flown,  or  so  much  per  ton-mile 
carried.  It  is  for  3'ou  or  your  expert  advisers  to  judge 
whether  you  can  within  a  reasonable  period  work  up 
receipts  so  as  to  show  a  profit  in  face  of  these  operating 
costs." 

-  An  Element  of  Guesswork. 

Of  course,  if  people  are  so  faint-hearted  that  they  will 
take  no  risk  at  all,  until  the  extent  of  the  obtainable 
tiaffic  can  be  exactly  gauged,  we  shall  never  make  much 
progress.  There  is  necessarily  an  element  of  guesswork 
at  the  present  stage.  A  single  serious  accident  might 
have  a  very  damaging  effect  upon  receipts  for  a  long 
period.  Such  risks  have,  however,  been  taken  in  the 
past  by  the  promoters  of  transport  concerns  of  all  kinds. 

Let  the  manufacturing  industry  accumulate  sufficient 
information  to  enable  it  to  take  the  responsibility  for 
the  publication  of  data  of  complete  operating  costs  on 
the  clear  understanding  that  if  such  costs  are  exceeded 
under  the  conditions  specified,  either  the  wrong  machines 
have  been  chosen  or  else  the  methods  of  the  operating 
company  are  hopelessly  bad.  The  manufacturers  ought 
to  be  able  to  indicate  in  general  terms  what  those 
methods  should  be.  I  do  not  think  they  are  yet  able 
to  do  so,  and  I  cannot  see  how  they  are  going  to  accu- 
mulate the  necessary  experience  except  by  working  more 
or  less  along  the  lines  that  have  been  roughly  indicated 
in  these  pages  during  the  past  few  weeks. 

Lieut.  R.  E.  Duke,  late  R.F.C.  and  R.A.F.  ;  Lieut.  H.  M. 
Russell,  officer  in  charge  of  W/T,  late  R.N.A.S.  and  R.F.C. 

The  chief  of  the  photographic  department  is  Mr.  G.  Green, 
late  serjeant  R.N.A.S.  and  R.A.F. 

Late  R.N.A.S.  and  R.F.C.  mechanics  are  also  employed  at  the 
Flying  Ground  at  Hendon. 

The  clerks  are: — Mr.  T.  J.  Dingley,  late  chief  writer,  R.N.A.S. 
and  R.A.T".  ;  Mr.  E.  W.  Westfield,  late  serJeant-major  Scots 
Guards  and  R.A.S.C.,  attached  London  Air  Defence  Area  Staff. 

Miss  M.  Rye,  late  personal  clerk  to  Major  Gen.  Sir  Godfrey 
Paine,  K.C.B.,  is  acting  as  shorthand  typist. 


&w     (Supplement  to  the  Aeroplane.)  Aeronautical  Engineering 


AuGUSt  2f,  1919 


HANDLEY  PAGE,  LTD. 

Everyone  in  England  knows  the  name  of  the  machines  which 
night  after  night  flew  over  Germany  carrying  tons  of  heavy 
bombs,  and  succeeded  in  putting  the  wind  well  up  the  inhabitants 
of  nearly  all  the  towns  on  the  Rhine  In  the  daylight  these  big, 
slow  machines  would  have  been  an  easy  prey  to  the  fast  enemy 
scouts,  on  account  of  their  size,  low  speed,  and  "unstuntabiiity, " 
but  at  night,  painted  black,  and  almost  invisible,  with  their  big 
load  of  petrol,  they  could  go  right  over  Germany,  and  their 
chief  troubles  were  the  searchlights  and  the  unpleasant  "woofs" 
of  Archie. 

The  war  has  been  over  for  so  long  now  that  we  have  actually 
Tiaii  the  official  Peace  celebrations,  but  Handley  Page,  Ltd.,  are 
still  constructing  machines  for  the  R.A.F.  which  are  not  being 
buiU  in  order  to  be  reduced  to  produce.  On  August  1st,  the 
R.A.F.  took  over  a  number  of  the  V  type  4-engined  machines. 
One  of  iiieir  pilots,  who  should  have  known  better,  succeeded 
in  getting  into  such  a  position  on  tfhe  aerodrome  at  Crickle- 
wood  that  prevented  the  heavily  loaded  Bournemouth  week-end 
trip  machine  from  getting  the  run  it  should  have  had,  but  it 
managed  to  clear  the  trees  by  a  few  feet. 

All  the  long-distance  trains  were  crowded  on  the  August  Bank 
Holiday  week-end.  Waterloo  was  no  exception.  People  waited 
■hours  scrumming  in  the  crowded  station  for  tiains  to  the  South. 
The  nveather  was  hot,  and  it  could  not  have  been  at  all  enjoy- 
able standing  most' of  the  journey  or  well  squashed  in  a  seat. 
One  wonders,  of  those  people  who  could  aflord  it,  how  many 
knew  that  they  could  have  travelled  in  coolness  and  comfort  in 
a  Handley  Page  machine  that  left  Cricklewood  on  the  afternoon 
of  Friday,  August  1st. 

The  machine  had  a  load  of  five  passengers,  the  pilot  and  four 
mechanics.  Two  passengers  were  seated  side  bj  side  in  the  nose 
of  the  machine,  they  got  the  best  view,  and  could  hear  each 
other  talking.  The  pilot  and  a  mechanic  sat  behind  them.  In 
the  rear  of  the  gigantic  petrol  tank  there  were  six  more  seats 
on  the  top  deck.  Hie  top  of  the  fuselage,  including  the  rear, 
machine-g-in  position,  had  been  removed,  and  the  passengers' 
heads  came  just  above  the  fuselage.  To  get  into  these  rear  seats 
it  was  necessary  to  dodge  the  eross-bracing  wires,  but,  having 
arrived,  the  possessors  found  the  seats  were  most  comfortabla. 
Underneath  these  seats  the  luggage  was  stowed  ,  Passengers 
are  allowed  to  take  as  much  as  they  can  carry. 

The  machine,  with  its  big  load,  left  the  aerodrome  at  4.20 
p.m.  The  Rolls-Royce  engines  had  had  their  compression  re- 
duced to  give  them  longer  life.  As  the  machine  did  rot  climb 
very  well  at  first,  the  pilot  made  a  wide  circuit  over  Crickle- 
wood. The  climb  improved,  and  so  the  journey  was  started.  A 
machine,  which  looked  like  a  B.A.T.  Commercial,  overtook  and 
passed  the  H.P.  very  easily  just  after  leaving  the  outskirts  of 
London.    The  reservoirs  at  Staines  were  soon,  sighted  and  passed 


over,  and  then  no  town  was  sighted  until  Winchester  was 
readied,  from  which  k  was  possible  to  see  the  sea  at  Southamp- 
ton. 

It  was  very  easy  to  see  one  large  and  three  small  fires  that 
were  burning  in  the  New  Forest.  One  realised  the  great  *use 
of  the  aerial  forest  patrol  for  spotting  fires,  whidh  is  in  operation 
over  the  large  American  forests. 

After  passing  over  Brockenhurst  the  pilot  crossed  the  coast  at 
Highcliffe,  and  went  about  a  mile  out  tc  sea  before  reaching 
Bournemouth,  which  was  approached  between  the  two  piers. 
A  successful  landing  was  made  at  the  rather  small  aerodrome  of 
the  Bournemouth  Aviation  Co.  at  6.30  p.m.  The  flight  was  car- 
ried out  at  a  height  of  2,000  to  3,000  feet. 

All  the  passengers  were  delighted  with  the  trip.  A  man  'who 
had  not  flown  before  inquired  if  there  would  be  any  stunting, 
as  he  wanted  notice  before  he  was  looped.  He  should  have  been 
told  that  the  only  pilot  who  tried  to  loop  an  H.P.  is  now  very  busy 
pushing  up  daisies. 

A  passenger,  who  must  have  weighed  16  stone,  immediately 
on  arrival  at  Bournemouth  rushed  to  the  station  to  catch  the 
first  train  back  to  town. 

One  who  had  been  a  pilot  in  the  R.A.F.  was  very  glad  he 
had  not  gone  by  .  train,  although  it  would  have  been  the  quickest 
way  of  reaching  his  destination,  which  was  some  distance  from 
Bournemouth.  He  was  offered  a  parachute  at  Cricklewood  with 
which  fo  alight  at  his  home,  but  graciously  but  firmly  declined 
the  offer. 

The  machine  returns  to  Cricklewood  most  week-ends  on  Mon-_ 
day,  bringing  the  passengers  home  in  time  for  lunch  in  town. 
The  fare  for  the  single  journey  is  five  guineas,  and  for  the 
double  journey  ten  guineas.  Tickets  may  be  booked  at  the 
I.epaerial  Travel  Bureau  in  Piccadilly  Circus. 

Handley  Page,  Ltd.,  in  one  record  week  during  the  war, 
turned  out  13  machines.  At  the  present  time,  they  are  producing 
an  average  of  six  machines  per  week.  They  are  making  a 
number  to  the  order  of  the  Chinese  Government 

Two  machines  were  sent  to  Amsterdam  for  the  Exhibitio-1. 
One,  a' four-engined  V  type,  was  exhibited  in  the  hall.  The 
other,  a  two-engined  machine,  with  a  saloon  body,  beautifully 
fitted  up,  will  carry  20  people,  including  the  pilot.  It  is  fitted 
with  two  aerials.  One  encircles  the  fuselage,  and  the  other,  is 
fitted  inside  the  length  of  the  wings.  These  are  used  for  wireless 
telegraphy,   directional  wireless  and  for  wireless  telephony. 

When  civil  flying  becomes  general,  and  trips  can  be  made 
freely  to  other  countries,  the  Handley  Page  will  come 
into  its  own.  In  flights  from  London  to  Paris  and  beyond  it 
will  be  able  to  carry  more  passengers  with  luggage  than  other 
machines.  Although  flights  are  made  with  success  every  week- 
end to  Bournemouth,  England  is  so  well  connected  up  wiitK  trail- 
ways  that  such  a  comparatively  slow  machine  as  the  Handley  Page 
cannot  compete  successfully  commercially.— g.  r.  d. 


^^^^^ 

5**»H  •  '    •  „ 


THE  NAPIER  WORKS  AT  ACTON. — An  aerial  photograph  taken  by  Captain  Gathergood  (late  R.A.F.).    Although  a  French/ 
liim  is  in  existence  which  takes  photographs  from  the  air  for  commercial  purposes,  little  use  of  ihis  form  of  advertisement 
has  been  made  in  this  country.    As  most  large  manufacturing  firms  publish  "  bird's  eye  "  views  of  their  works,  there  should 
be  a  good  field  for  a  firm  that  would  specialise  in  aerial  photo  graphs. 


August  27,  1919 


The  Aeroplane 


845 


P  AERO-ENG,Nfs 

RENE  TAMPIER 


CONSTRUCTING  ENGINEER, 

INVENTOR  AND  PATENTEE 

CONTRACTOR   TO    H.M.    AND    ALLIED  GOVERNMENTS 
PARIS.         LYONS.  TURIN. 


BLOGTUBE  CARBURETTORS 
COMPLETE. 

BLOCTUBE   PETROL  VALVES. 

BLOCTUBE  CONNECTIONS. 


BLOCKTUBE  CONTROLS. 

Large  Variety  of  Models. 

INTERMEDIATE  BRACKETS. 

Straight  or  Bell  Crank. 


BLOCTUBE  CARBURETTOR  WORKS. 

DANEMERE   STREET,   PUTNEY,   LONDON,  S.W.15. 

Telephone— PUTNEY  24.x.  Telegrams — "TUBLOCARB,  PUT.  LONDON." 


OO 


■  ■  >.. 


THE 

SUPERMARINE 
CHANNEL  TYPE 


FOUR  SEATER 
FLYING  BOAT 


I  illustrated  above  has  been  designed  and  cons'ructed  by  THE  S.A.W.,  Ltd.,  Southampton,  and  passed  for  sea 

//  and  air  worthiness  by  the  British  Air  Ministry.     We  have  standardised  this  machine,  which  is  fitted  with 

f  /  folding  wings,  160  H.P.  Beardmore  engine,  and  the  latest  and  most  up-to-date  improvements  in  marine  aircraft. 

//  We  are  using  this  model  for  our  FLYING  BOAT  Passenger  Service  on  the  South  Coast.  Demonstration 

/  /  flights  will  be  given  by  arrangement.    Enquiries  are  invited  for  these  machines,  which  we  have  ready  complete 

1 1  for  shipment  to  any  part  of  the  world.    We  are  prepared  to  act  as  consultants  to  give  advice  a;  the  result  of  our 

I  experience  on  the  establishing  of  a  Flying  Boat  Passenger  Service.    A  FLYING  BOAT  Passenger  Service  is 

J  the  best  paying  proposition  to-day  in  Civil  Aviation. 


I    OFFICE  |NOs™ 


DONINGTON  HOUSE, 
STREET, 
STRAND  W.C.2. 


TELEPHONE 
CENTRAL  7770. 


CABLE 
CODES 


WESTERN  UNION 
ABC  <th  EDN. 

MARCONI  INTERNATIONAL. 


TELEPHONE 
TELEGRAMS 
and  CABLES 


17  WOOLSTON  i  lines. 
"SWPERMAMN," 
'  SOUTHAMPTON. 


t  SUPERMARINE  AVIATION  \^)KKS,U 


1 


KINDLY    MENTION    "  THE    AEROPLANE  *    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


846 


The  Aeroplane 


August  27,  1919 


COMMERCIAL   AVIATION   IN  FRANCE. 

The  following  letter  has  been  received  :  — 

Sir, — While  "Engineer  Officer"  and  other  armchair  experts 
are  showing  at  great  length  that  there  is  no  profit  'in  Commer- 
cial Aviation,  in  France  the  following  companies  are  operating 
at  a  profit  without  sitting  on  the  fence  waiting  for  subsidies  : — 

Society  des  Avions  H.  and  M.  Farman. 

Cie  des  Messageries  Aeriennes. 

Gie  Aeriennes  Francaise. 

Cie  de  Navigation  Adrienne. 

Cie  des  Grandes  Expresses  AeYiennes. 

Society  des  Transports  Aeronautiques  du  Sud-Ouest. 

Fares  and  freight  rates  are  reasonable,  being  from  one  to  two 
francs  per  kilometre,  according  to  the  size  of  the  machine.  The 
fares  in  the  large  'busses  average  if.  25c,  or  is.  a  kilometre. 
The  fares  are  : — 

From  Panis  to  Lille,  250L 

From  Paris  to  Brussels,  365L 

From  Paris  to  London,  400L 

From  Biarritz-Bordeaux,  200L 

Freight,  iof.  per  ton  per  kilometre.  The  amounts  paid  for 
passengers  and  third  party  insurances  amount  to  20  per  cent, 
of  the  fares. 

Now  that  the  subsidies  are  established,  the  amounts  paid  for 
carrying  the  post  pay  all  running  expenses,  so  that  freights  and 
passengers  represent  profits. 

Commercial  Aviation  does  show  a  profit  even  now,  and  next 
year  the  activity  in  France  will  nearly  equal  that  during  the 
war.  There  are  seven  other  companies  getting  ready  to  operate 
next  Spring  in  addition  to  those  who  propose  working  for  'British 
companies.  John  Strong. 

COMMERCIAL  AVIATION  IN  SCOTLAND. 

The  Superintendent  of  the  Admiralty  Me'teoi  ological  Service 
(Mr.  Hugh  Duncan  Grant,  F.R.A.S.,  F.R.G.S  ,  F.R.Met.Soc.) 
has  recently  put  forward  proposals  for  civil  .coastal  seaplane 
services  in  Scotland.  Much  interest  has  been  aroused  up  there 
in  that  and  other  commercial  aerial  schemes  owing  to  the  difficul- 
ties in  inter-communication  now  experienced  In  many  parts  of 
Scotland. 

The  following  is  an  extract  from  an  article  which  appeared  in 
ths  "Glasgow  Herald  "of  *1u1y  25th,  written  by  Major  A.  A. 
Walser  :— 

Aerial  Transport  in  Scotland. 

"  In  the  southern  portion  of  the  British  Isles,  which  is  well 
equipped  with  railways,  there  is  not  so  much  scope  for  the  trans- 
port.  of  passengers  and  mails  by  air.  Scotland,  on  the  other 
hand,  where  conditions  are  somewhat  different,  seems  to  afford 
a  profitable  field  for  commercial  aviation. 

"  There  is  no  doubt  that  in  certain  parts  of  Scotland  existing 
railway  facilities  are  far  from  satisfactory,  and  this  must  neces- 
sarily have  a  deterrent  effect  on  the  development  of  the  country. 
The  northern  districts  and  many  portions  of  the  west  coast  are 
so  badly  served  with  railways  and  cables  that  visitors  are  cut  off 
from  the  outside  world  for  all  practical  purposes. 

"  The  difficulties  and  expense  involved  in  ret  dtring  this  part 
of  the  United  Kingdom  more  accessible  by  building  railways  are 
very  great.  The  Highlands  do  not  lend  themselves  readily  to  the 
construction  of  fresh  railways.  Moreover,  the  population  in 
many  parts  of  Scotland  is  a  very  fluctuating  one.  In  summer 
and  autumn  a  considerable  number  of  visitors  from  the  South 
invade  even  the  most  remote  districts.  These  visitors  are  largely 
drawn  from  the  wealthier  classes,  eager  to  escape  for  a  time 
from  the  turmoil  of  city  life. 

"The  man  engaged  in  affairs  of  State,  ihe  financier,  the  busi- 
ness man,  and  others,  though  anxious  for  a  holiday,  are  not 
always  in  a  position  to  cut  themselves  entirely  adrift  from  their 
affairs.  They  must  be  within  reach  of  news,  and  if  necessary 
must  be  able  to  return  to  their  respective  spheres  of  activity  in  a 
reasonably  short  time. 

"  There  is  no  doubt  that  many  people  are  deterred  from  visit- 
ing the  most  beautiful  districts  of  the  North  because  they  know 
the  difficulties  of  travel  and  communication  in  those  parts. 

"  It  is  here  that  aircraft  would  be  used  to  great  advantage. 
In  many  localities  it  would  no  doubt  be  difficult  to  construct  aero- 
dromes, but  inland  lochs,  rivers,  and  sheltered  waters  along  the 
coasts  would  afford  suitable  landing  grounds  for  the  seaplane. 
There  are  many  ways  in  which  aviation  cou'd  materially  assist  in 
the  development  of  Scotland.  Chief  amongst  these  is  the  delivery 
of  mails  and  newspapers. 

Seaplane  and  Aeroplane  Routes. 
"  The  scheme  most  likely  to  be  successful  would  probably  be 
one  which  combined  seaplane  and  aeroplane  lines  working  in 
conjunction.  Two  main  seaplane  stations  established,  as  pro- 
posed by  the  Superintendent  of  the  Admiralty  Meteorological 
Service,  one  on  the  Firth  of  Forth,  the  other  on  the  Clyde,  could 
be  the  starting  bases  of  their  respective  lines. 


"  The  first  of  these  would  establish  a  regular  service  along 
the  East  Coast,  and  eventually  extend  to  Inverness ;  the  second 
would  work  on  the  Clyde  and  to  the  more  important  districts 
of  the  West  Coast,  and  possibly  extend  along  the  Caledonian 
Canal. 

"  Intermediate  stations  would  be  established  at  regular  inter, 
vals  along  the  route,  where  landings  could  be  effected  when 
necessary.  All  along  these  routes  a  series  of  dropping  stations 
could  be  established,  at  which  mails  and  newspapers  could  be 
dropped  by  means  of  parachute.  It  would  be  comparatively  easy 
for  stations  to  signal  to  passing  aircraft,  stating  whether  they 
required  machines  to  pick  up  passengers  or  mails,  and  it- would 
be  possible  to  arrange  a  code  of  signals  whereby  machines  flying 
on  the  regular  circuit  would  return  to  the  head  office  with 
information  gathered  from  ports  all  along  the  tine. 

"  In  conjunction  with  these  two  main  coast  il  services,  all  the 
larger  cities  would  in  time  have  their  aerodrome  and  be  con- 
nected by  aeroplane  lines.  A  regular  service  between  Edinburgh, 
Perth,  and  Inverness  would  very  quickly  pay  its  way,  and  would 
be  of  great  assistance  in  the  commercial  development  of  the 
country. 

Local  Support. 

"  In  conclusion,  it  might  be  stated  that  such  a  scheme  as  the 
one  very  roughly  sketched  out  in  the  foregoing  remarks  would 
undoubtedly  obtain  the  whole-hearted  support  and  assistance 
of  the  Scottish  landowners  and  corporations,  who  are  eagerly 
inquiring  as  to  the  possibilities  of  a  commercial  air  service  to 
improve  their  communications. 

"  Hand  in  hand,  but  supplementary  to  the  tegular  service  of 
passenger  and  mail  carrying  machines,  small  groups  of  '  plea- 
sure '  machines  established  at  the  various  holiday  resorts,  as 
well  as  near  the  larger  towns,  would  not  only  reap  profits  for 
their  parent  company,  but,  if  properly  controlled,  would  go  far 
towards  popularising  aircraft  as  a  practical  means  of  travel." 

A  NEW  COMPANY. 

The  American  Handley  Page  Company,  with  headquarters  in 
Ogdensburg,  N.Y.,  was  incorporated  on  June  17th  "to  establish 
aeroplane  routes  within  the  United  States  to  carry  passengers  and 
merchandise."    The  capital  stock  is  $5,000,000. 

PROTECTION  TO  THE  EYES. 

An  officer  of  29th  Squadron,  R.A.F.,  flying  an  Avro  at  Croydon, 
side-slipped,  fell  100  ft.,  and  crashed  badly,  hitting  his  head  on 
the  instrument  board.  The  impact  sheared  oft  the  nut  of  the 
petrol  pressure  release  valve,  whioh  can  be  seen  In  the  illustration 
embedded  in  one  of  the  lenses  of  his  Triplex  goggles. 


The  Triplex  lens  of  a  pair  of  goggles  in  which  a  nut  was 
embedded  in  a  crash. 


August  27,  1919 


The  Aeroplane 


847 


TRANSITIONS 
IN  TRANSIT 


s        No.  3.     The  Ship  of  the  Desert 


Blistering  sand  and  a  scorching  sun. 

The  tinkling  of  Camel  bells.  The  soft 
"  sug — sug  "  of  padded  feet.  The  drowsy 
murmur  of  voices.  These  are  the  only 
sounds  which  break  the  simmering 
silence  of  the  desert. 

Plodding  along  the  desert  trails,  the 
lumbering  camel  takes  on  an  air  of 
majesty  which  five  thousand  years'  un- 
rivalled supremacy  has  given  him. 

And  now  at  last  comes  a  monarch  greater 
than  he.  The  monarch  of  the  sky—  the 
Aeroplane  ! 

The  time  is  not  far  distant  when  the 
ship  of  the  desert  must  give  place  to 
the  ship  of  the  air. 

The  machine  illustrated  above  is  the 
Nieuport  single  seater  biplane. 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING   WITH  ADVERTISERS 


848 


The  Aeroplane 


August  27,  1919 


CIVIL   AERIAL   TRANSPORT  NOTES. 


GREAT  BRITAIN. 

London=Paris  Air  Services. 

The  Air   .Ministry  makes  the  following  announcement  : — 

"Pending  the  final  signature  of  the  International  Convention  a 
provisional  agreement  to  allow  of  flying  between  France  and 
Great  Britain  from  Monday,  Aug.  25th,  has  been  arrived  at  be- 
tween the  respective  Governments." 

Great  Britain  is  so  well  served  by  fast  railway  routes  that 
competition  by  aircraft  is  hardly  possible.  If  passengers  or  goods 
were  carried  from  London  to  any  big  town  in  the  Midlands  by 
aircraft  the  cost  would  be  very  high.  It  could  not  be  less  than 
one  shilling  per  mile. 

The  passengers  would  first  have  to  make  a  journey  out  of  Lon- 
don to  the  lerddrome.  At  the  other  end  of  the  journey  they  would 
have  to  be  taken  from  the  aerodrome  to  the  fown.  The  time 
taken  in  getting  to  and  from  the  aerodromes  added  to  the  time 
in  the  air  coul':!  not  be  much  less  than  the  time  taken  by  an  ex- 
press train.  A  train  takes  one  from  the  heart  of  one  town  to 
the  heart  of  another.    A  railway  journey  costs  tjd  per  mile 

An  aerial  service  to  the  continent  is  a  much  better  commercial 
proposition-.  The  journey  by  land  and  sea  to  Paris  is  very  long 
and  quite  costly.  By  air  the  journey  can  be  made  in  23  hours 
by  the  Aircraft  Transport  and  Travel,  Ltd.  Handley  Page,  Ltd., 
are  charging  15  guineas  for  the  trip. 

The  somewhat  dry  announcement  of  the  Air  Ministry  has 
given  the  companies  owning  long-distance  and  large  capacity 
aeroplanes  an  opportunity  to  show  their  worth.  Two  of  the 
companies,  at  least,  have  not  been  long  in  taking  the  chance. 

It  was  announced  in  The  Aeroplane  last  week  that  the  Air- 
craft Transport  and  Travel,  Ltd.,  were  starting  a  daily  service 
to  Paris  on  Aug.  25th.  On  Aug.  25th  the  service  was  started. 
A  D.H.4a  machine  left  Hounslow  at  9.10  a.m.  with  a  pilot,  a 
Press  representative,  a  number  of  newspapers,  a  consignment  of 
leather,  several  brace  of  grouse,  and  a  number  of  jars  of  Devon- 
shine  cream. 

The  machine  arrived  at  Le  B'ourget  (Paris)  at  u.40  a.m.  Left 
Le  Bourget  at  12.40  p.m.  and  reached  Hounslow  at  2.45  p.m. 

A  D.M.16  left  Cricklewood  at  12.30  p.m.,  piloted  by  Mr. 
Cyril  Patterson,  and  carrying  four  passengers  and  goods.  It 
arrived  at  Le  B'ourget  at  2.45  p.m.  This  machine  was  an- 
nounced to  return  to  London  on  Aug.  26th. 

Bookings  of  passengers  have  beer,  received,  covering  the  whole 
of  the  first  week  of  the  service. 

Mr.  Holt  Thomas  anticipates  So  per  cent,  efficiency  on  the  ser- 
vice. The  machines  will  leave  for  Paris  every  day  that  it  is 
humanly  possible  to  go.  Whether  there  are  passengers  or  not, 
they  will  go  to  scheduled  time. 

The  Postmaster-General  has  not  yet  given  permission  for  letters 
to  be  carried.  In  America  they  have  found  it  actually  cheaper 
and  obviously  quicker  to  send  letters  over  long  distance  by  air. 
The  Post  Office  should  realise  the  advantages  of  the  speed  of 
air  transport.  The  aerial  services  would  be  put  on  a  secure  basis 
if  they  carried  the  mails. 

Handley  Page,  Ltd.,  are  starting  a  regular  service  to  Taris 
and  Brussels  on  Sept.  1st.  Machines  will  leave  £t  12  noon  for 
Paris  on  Tuesdays,  Wednesdays  and  Fridays,  and  will  return  on 
alternate  days.  For  Brussels  they  will  leave  on  Mondays,  Wed- 
nesdays and  Fridays,  also  returning  on  alternate  days. 

The  fare  for  the  single  journey,  as  before  stated,  is  15  guineas. 
Goods  will  be  carried  at  2s.  6d.  per  lb.,  with  a  minimum  charge 
of  5s.  The  O.400  twin-engined  type  of  machine  will  be  used, 
with  covered-in  limousine  fuselage,  having  seating  accommoda- 
tion for  14  passengers  inside  and  two  outside.  In  oraer  to  have 
a  big  margin  of  safety,  only  10  passengers  and  500  to  600  lb.  of 
freight  will  be  carried.    The  journey  will  take  three  hours. 

For  Paris  the  machines  will  land  at  the  Le  Bourget  aerodrome. 
For  Brussels  at  Evere  aerodrome.  Motors  will  be  provided  to 
take  passengers  from  these  aerodromes  to  the  respective  capitals. 
At  present  a  stop  has  to  be  made  at  Hounslow  to  pass  the  Cus- 
toms. It  is  hoped  that  sanction  will  be  received  to  start  the 
journey  from  Cricklewood. 

As  an  experimental  trip,  a  Handley  Page  lefi  Cricklewood  com- 
plete with  11  journalists  on  Aug.  25th  at  S.30  a  m.  to  fly  to 
Hou;nslow.  This  machine  arrived  in  Paris  scon  after  10  p.m. 
It  was  due  to  return  to  London  on  Aug.  26m. 

Accordng  to  the  "Daily  Express"  of  Aug.  22nd,  some  house- 
wives are  contemplating  sending  their  laund.y  to  Paris  by  air  in 
view  of  the  high  prices  and  ruinous  methods  of  washing  in  this 
country. 

Arrangements  have  been  made  for  copies  of  the  "Times"  news- 
paper to  be  sent  daily  by  the  service.  These  copies  will  be  avail- 
able for  delivery  to  subscribers  at  special  rates. 

1  Free  Flights. 

The  "Daily  News"  is  offering  free  flights  at  the  following  places 
on  Saturday,  Aug.  30th: — Cricklewood,  100;  Southend  and  Hast- 
ings, 20  each  ;  and  Great  Yarmouth,  15.  These  flights  will  be 
the  last  given  by  the  "Daily  News"  this  summer. 


Avro  Flying  in  the  North. 
During  the  week  ending  Aug.  24th  766  flights  were  made  in  17 
Avro  machines  and  1,621  passengers  were  taken  up  at  the  follow- 
ing Avro  stations : — Birkdale  (Southport),   Blackpool,  Douglas, 
Fleetwood,  Manchester,  Rhyl,  Waterloo  Sands,  and  Windermere. 

Manchester  and  Blackpool  Air  Service. 

The  Avro  service  between  these  towns  has  been  run  daily  since 
the  middle  of  May.  The  service  is  the  first  regular  flying  service 
to  be  run  on  civilian  lines  in  the  country.  The  time  table,  which 
is  even  published  in  the  Manchester  railway  guides,  is  as  follows  : 

Leave  Blackpool  J2  noon,  leave  Southport  12.15  i  arrive  Man- 
chester 12.45. 

Leave  Manchester  2  p.m.  ;  arrive  Southport  2.30,  arrive  Black- 
pool, 2.45. 

Blackpool. 

Many  passengers  were  taken,  up  in  Avros  during  the  week 
ending  Aug.  24th,  for  the  "wakes"  were  in  full  swing.  The 
climax  takes  place  this  week,  when  the  Oldham  holidays  are 
on.  The  five-seater  Avros  as  usual  did  most  of  the  passenger- 
carrying. 

An  engine  was  urgently  wanted  at  Birkdale.  One  was  put  in 
a  five-seaeter  Avro  and  flown  across  the  Ribble  in  10  minutes. 
It  would  have  taken  the  best,  part  of  a  day  to  send  it  by  road. 
The  cost  of  transport  was  about  £2  as  against  ^5  for  the  hire 
of  a  lorry  to  take  it  round  by  road. 

"Lucky,"  a  famous  music-hall  performing  dog  was  looped  at 
Blackpool.  He  lost  his  flying  cap  and  goggles  during  the  trip. 
He  climbed  up  die  ladder  to  the  aeroplane  on  two  legs,  drank  the 
pilot's  health  and  generally  showed  how  thoroughly  he  enjoyed  his 
flight. 

Brighton.  v 

During  the  week  ending  Aug.  24th  thirty-eight  flights  were, 
made  in  Avro  machines  at  the  Ladies'  Mile  Aerodrome. 

Eighty-eight  passengers  were  carried.  The  weather  was  in- 
different, and  no  flying  was  possible  on  the  19th  and  20th  insts. 
On  Sunday,  Aug.  17th,  a  passenger  and  his  niece  were  flown  to 
Swanage  and  back. 

Cambridge. 

The  Cambridge  School  of  Flying  charges  only  30s.  for  a  flight 
of  15  minutes  over  Cambridge  on  Avro  machines.  For  10s.  pas- 
sengers are  taken  up  and  may  foomb  a  "circle"  with  sawdust 
bags.  The  youngest  passenger  carried  so  far  was  aged  four. 
Most  of  the  passengers  are  women,  and  nearly  all  request  to  be 
stunted.  Motor  'buses  are  run  out  to  the  aerodrome  from  Cam- 
bridge (5  miles)  on  most  Thursday  afternoons. 

Flying  is  taught  on  D.H.6  machines  for  £ioo,  and  on  Avros  for 
£180.  Ihey  also  have  several  Caudrons, "but  as  they  are  tiot  being 
licensed  they  will  be  written  off. 

An  expejt  photographer  will  take  photographs  of  passengers  in 
the  machines.  Long-distance  flights  can  be  arranged,  and  the 
company  claim  that  they  charge  down  to  20  per  cent,  less  than 
any  other  company  for  similar  journeys. 

Conway  . 

The  site  at  the  Morfa  is  being  levelled  and  will  be  used  as  a 
landing-ground  by  the  Avro  Co.      It  is  a  fine  centre  for  North 
Wales,  the  aerial  views  being  magnificent.    The  air  is  very  bumpy 
for  flying,  owing  to  the  proximity  of  the  mountains  and  the  sea. 
Fleetwood. 

Passengers  are  taken  up  two  days  a  week  in  an  Avro  machine  by. 
Lt.  Macrae,  M.C. 

Harrogate. 

A  D.H.9  biplane  is  shortly  expected  to  assist  in  making  up  pas- 
sengers with  the  D.H.6  and  ihe  D.H.4a  machines.  The  last 
machine  will  be  used  for  daily  flights  to  Redcar  costing  10s.  return. 

Hunstanton. 

Capt.  Birkbeck,  D.F.C.  (late  R.A.F.),  of  the  Cambridge  School 
of  Flying  has  flown  an  Avro  to  Hunstanton,  where  he  is  taking 
up  passengers. 

Isle  of  Man. 

Lieut    Moxcn,  flying  on  probablv  the  most  difficult  aerodrome 
in  the  North,  is  carrying  many  passengers  on  Avro  machines. 
He  has  started  another  licensed  aerodrome  ?,t  Ramsey,  where  the< 
flying  conditions  are  very  much  better. 

Kendal. 

A.  V.  Roe  and  Co.,  Ltd.,  are  still  negotiating  with  the  land-; 
owners  and  Post  Office  authorities  who  have  refused  to  lay  theisj 
telegraph  wires  underground  for  a  short  distance.    This  would 
make  the  only  good  piece  of  ground  in  the  neighbourhood  suitable 
for  landing  on. 

London. 

Cricklewood. — A  Handley  Page,  piloted  by  Capt.  Shakespear, 
left  Cricklewood  Aerodrome  on  Aug.  :  1st  with  passengers  for 
Brussels.  Whilst  the  machine  was  circling  over  the  aerodrome 
to  gain  height  a  messenger  arrived  on  the  ground  with  an  im- 
portant letter  for  one  of  the  passengers. 


August  27,  1919 


The  Aeroplane 


849 


LLON 


AMSTERDAM  EXHIBITION 


FULL   PARTICULARS   OF  CELLON 

from    our  agents 

Messrs.  R.  S.  STOKVIS  &  ZONEN,  Ltd 
Stands  452,   454,   456   &  458. 


KINDLY    MENTION    "  THE    AEROPLANE  "     WHEN    CORRESPONDING    WITH  ADVERTISERS. 


85o 


The  Aeroplane 


August  27,  1919 


Unsuccessful  efforts  were  made  to  attract  the.  attention  of  the 
pilot  and  so  the  letter  was  taken  by  Major  Meintjes  in  a  fast 
two-seater  machine,  which  overtook  the  Handley  Page  at 
Hounslow,  where  it  had  descended  to  pass  the  Customs. 

Hounslo w. — A  Viekers-Vimy  limousine  with  350-h.p  engines 
and  carrying  fourteen  passengers  left  Hounslow  Aerodrome  at  10 
a  m  on  August  20th.  They  flew  to  Amsterdam,  where  they  were 
entertained  to  lunch  by  the  Committee  of  the  E.L.T.A.  Exhibition. 

During  the  week,  ending  Aug.  24th,  140  passengers  were 
carried  In  Avro  machines.  Cross-country  flights  were  made  to 
Margate,  Southsea,  and  the  Isle  of  Wight. 

Margate. 

Although  there  was  only  lour  days'  flying  during  the  week, 
ending  Aug.  24th,  owing  to  the  weather  conditions,  over  100 
passengers  were  taken  up  in  Avro  machines. 

MORECAMBK. 

For  five  days  a  week  Lt.  Macrae,  M.C.,  takes  passengers  up  in 
an  Avro  machine  at  Morecambe,  and  is  kept  very  busy. 

Nottingham. 

The  Air  Ministry  has  refused  to  sanction  the  flying  in  the 
"Forest"  in  the  centre  of  the  city  for  the  flying  week  in  the  mid- 
dle of  September.  A.  V.  Roe  and  Co.  intend  running  a  Notting- 
ham-Derby air  service  at  that  time. 

A  commercial  aeroplane  service  is  about  to  be  established  at  I\ot- 
tingham  The  promoters  have  acquired  under  Government  sanc- 
tion a  site  of  about  30  acres  near  the  river  Trent,  and  the  land  is 
being  adapted  for  an  aerodrome.  A  start  will  ac  made  with  rive 
aeroplanes  for  carrying  passengers  and  goods.  Special  attention 
will  be  given  to  the  transportation  of  lace,  Nottingham  s  mam 
product,  which,  being  light  in  bulk,  is  specially  suitable  for  the 
purpose. 

Paignton. 

Four  flights  for  lunch  and  two  for  tea  were  made  to  Teign- 
mouth  in  Avro  seaplanes  during  the  week  ending  August  24th.  _ 

A  race  between  the  two  seaplanes  was  arranged  in  conjunction 
with  the  Regatta  for  the  afternoon  of  Saturdav,  Aug.  23rd,  but  as 
one  of  the  machines  was  sent  to  Amsterdam  it  had  to  be  scratched. 
It  is  hoped  to  arrange  a  race  on  August  27th. 

Preston. 

The  Avro  aerodrome  has  been  licensed  and  requires  a  little 
levelling  before  passenger  flying  can  take  place. 

Ramsgate. 

An  Avro  seaplane  on  its  way  from  Southampton  to  Holland  with 
a  passenger  was  compelled  to  alight  at  Ramsgate  on  Aug.  25th 
owing  to  shortage  of  petrol.  The  machine  was  towed  in  Ramsgate 
Harbour  undamaged. 

Rhyl. 

Flying  is  very  popular  at  Rhyl,  and  many  passengers  are  taker: 
up  in  the  Avro  machines.  Capt.  E.  Maitland  Heriot,  D.S.C., 
has  started  upside-down  flying  as  an  attraction.  The  first  time 
he  did  this,  forgetting  the  laws  of  gravity,  he  inadvertently  dropped 
a  number  of  things  out  of  his  machine,  which  descended  on  the 
sands.  The  people  there  were  very  surprised  at  the  sudden  appear- 
ance of  souvenir  cards,  tickets,  and  cushions  from  the  sky  ! 

Many  people  have  come  from  St.  Asaph,  Chester,  Birmingham, 
Denbigh,  and  Ruthin  to  fly,  and  inquiries  for  cross-country  flights 
are  numerous.  When  it  is  possible  to  reduce  the  fare  there  will 
be  no  dearth  of  bookings. 

Scotland. 

During  last  week  Capt.  Simpson  moved  his  two  Avros  from 
St.  Andrews  to  Montrose,  where  30  passengers  have  been  taken 
up.    This  week  he  proposes  to  visit  Dundee. 

Aerial  Photos,  Ltd.,  of  81,  George  Street,  Edinburgh,  propose 
forming  a  Scottish  Flying  Club  with  centres  in  Edinburgh  and 
Glasgow  for  the  purpose  of  encouraging  civil  flying  and  com- 
mercial aviation  in  Scotland.  Those  interested  are  invited  to  write 
to  the  Secretary. 

'  South \mpton. 

The  Supermarine  Aviation  Co.,  Ltd.,  are  carrying  passengers 
in  their  flying-boats  from  Southampton  to  Bournemouth  and  the 
Isle  of  Wight.    Passengers  are  also  taken  up  at  Southsea.  The 
service  will  soon  be  extended  to  Havre  and  the  Channel  Islands. 
Southport. 

The  Sop  with  Aviation  and  Engineering  Co.,  Ltd.,  have  the  sole 
concession  rights  for  making  passenger  flighcs  at  Southport.  The 
Avro  Company  are  taking  up  passengers  at  Birkdale  near  by.  The 
Sopwith  Company  have  three  "Gnu"  three-seaters  and  one  "Dove" 
two-seater  machines  at  Southport. 

During  the  last  six  weeks  Mr.  King  and  Mr.  Clapham  have 
taken  up  about  1,000  passengers  in  two  "Gnu"  and  one  "Dove" 
machines.  The  aerodrome  is  in  a  central  position  adjoining  the 
Pier  and  the  Marine  Drive 

Swansea. 

Great  interest  was  aroused  on  Aug.  15th  by  the  arrival  of  the 
Swansea  Town  Crier,"  complete  with  his  bell,  orf  the  Avro  aero- 
diome. 


From  his  pocket  he  produced  a  coil  of  rope  which  he  seriously 
handed  to  «fhe  pilot  with  a  request  that  he  might  be  firmly  tied 
into  the  Avro. 

Then,  for  the  first  time,  surely,  a  town  crier  was  to  be  seen  and 
heard  flying  above' the  main  streets  of  the  town  plying  his  trade 
ic  the  accompaniment  of  his  bell  and  a  110  h.p.  Le  Rhone  engine. 

On  Tuesday,  Aug.  19th,  a  wonderful  exhibition  of  aerobatics 
was  given  to  the  many  visitors  to  Llandrindod  by  Capt.  T.  B. 
Bruce  on  one  of  the  Swansea  Avros. 

During  "the  week  ending  Aug.  24th,  24  flights  were  made  and 
4,-  passengers  carried  'in  Avro  machines. 

Waterloo  Sands  (Liverpool), 

Flying  on  this  aerodrome  takes  pjace  on  Wednesdays  and 
Saturdays,  otherwise  it  is  only  used  by  the  Avro  machines  as  a 

Windermere. 

Capt.  Pixton  took  the  "Daily  News"  over  to  the  Isle  of  Man 
several  times  during  the  week  ending  Aug.  24th.  His  trips  are 
scheduled  to  take  place  when  the  midnight  boats  do  not  run  from 
Liverpool,  which  is  two  or  three  limes  a  week. 

Passenger-flying  is  quiet,  but  improving,  on  Lake  Windermere, 
where  the  air  over  the  mountains  is  none  too  steady  for  flying. 
The  Avro  seaplanes  i  re.  as  reliable  as  the  aeroplanes; 

THE  ARGENTINE. 

A  party,  consisting  of  16  French  officer  pilots  and  44  picked 
mechanics,  have  embarked  for  Buenos  Aires  in  connection  with 
the  French  Aviation  Mission  to  the  Argentine  Republic. 

It  is. proposed  to  introduce  a  measure  into  the  Argentine  Cham- 
ber of  Deputies  providing  for  admission  of  aeroplanes  into  the 
country  free  of  duty. 

DENMARK. 

The  Handley  Page  machine  piloted  by  Major  T.  Gran,  which 
left  Cricklewood  on  Aug.  17th  for  an  aerial  tour,  as  noted  in  the 
last  issue  of  The  Aeroplane,  made  several  exhibition  flights  at- 
Copenhagen.  It  left  Copenhagen  tor  Norway  on  Aug.  23rd, 
stopping  at  Aarhus,  Jutland,  at  noon. 

The  Danish  correspondent  of  The  Aeroplane  writes  : — 

Naval  Captain  Ullidtz  flew  last  week  as  passenger  with  the 
German  Capt.-Lieut.  Reppert  on  his  Brandenburg  two-seater  sea- 
plane to  Warnemiinde,  where  he  negotiated  with  various  people 
regarding  the  possibilities  of  starting  air  lines  to  Copenhagen. 
They  continued  by  air  to  Berlin  on  the  same  business  and  re- 
turned expeditely.  Capt.  Ullidtz  has  connection  with  the  Danish 
Air  Traffic  Co.  under  formation. 

Late  in  the  evening  of  Aug.  13th  the  Farman  twin  Renault- 
engined  Goliath  No.  1  arrived  in  Copenhagen,  carrying  a  pilot, 
two  passengers  and  a  mechanic.  The  rest  of  the  12-passenger'seats 
were  stored  with  spare  parts.  This  machine  is  the  first  of  such 
size  to  visit  Copenhagen,  and  no  shed  at  the  aerodrome  could 
house  it,  nor  could  the  tent,  which  was  erected  for  the  special 
purpose. 

A  passenger  said  that  great  difficulties  had  been  experienced 
in  getting  permission  to  leave  France,  and  he  himself  had  to  call 
personally  on  the  W7ar  Office.  The  giant  aeroplane  will  stay 
for  some  days  in  the  Danish  capital,  giving  passenger  flights. 

After  the  inexperienced  civil  pilot,  Dir.  Nehm,  had  met  with  a 
fatal  accident  on  an  overland  flight  in  an  old,  retouched  Rumpler, 
he  and  his  passenger  being  burned  to  death,  civil  flying  has  been 
forbidden,  till  the  Air  Bill  before  Parliament  has  been  passed. 

The  provisory  regulations  requiring  a  safeguard  of  10,000 
crowns  against  third  partv  damage  and  60,000  crowns  against 
third  person  hurting.  This  should,  speed  up  the  "efforts  of  Scan- 
dinavian insurance  oompanies  to  tackle  the  new  field,  of  enter- 
prise in  nil  ion.  Before  being  allowed  to  fly  the  pilot  has  to  pass 
tests  before  the  Commander  of  the  Army  Flying,  Lieut.-Col. 
Koch,  equalling  those  for  obtaining  a  military  certificate.  Other- 
wise he  must  show  papers  of  his  (lying  career  abroad. 

The  first  to  obtain  a  passenger-carrying  brevet  was  the  Ger- 
man, Hubricht,  eng'aged  as  private  pilot  of  one  Mr.  Tholstrup, 
who  has  repeatedly  flown  as  passenger  in  a  Brandenburg  sea- 
plane of  his  own,  with  the  object  of  saving  time  in  travelling  to 
hie  dairies  on  the  off-lying  Danish  island  Bornholm.  Mr. 
Tholstrup  also  owns  half  (  a  dozen  aeroplanes,  including  a 
Fokker  yil.  The  others  are  L«V.G.  two-seaters,  the  interests 
of  which  company  (he  pushes.  One  of  these  biplanes  has  been 
flown  on  exhibition  and  joyriding  trips  in  Jylland,  piloted  by 
several  Army  aviators  when  on  lea-ve. 

Now  he  has  disposed  of  four  L.V.Gs.  and  the  Fokker  to  a  new 
company  which  he  has  formed,  with  three  Flight  Lieuts.,  who 
have  hired  the  Army  aerodrome  at  Lundtofe,  near  Copenhagen, 
from  where  joy-riding,  tuition  and  advertising  flights  will  be 
carried  out.  This  scheme  was  to  have  been  carried  out  originally 
with  Rumpler  machines,  and  some  were  flown  there :  but,  as  the 
pilots  had  neither  permit  to  export  them  from  Germany,  nor  per- 
mit to  import  them  into  Denmark,  they  were  arrested.  They 
spoke  of  an  invasion  of  200  Rumpler  aircraft. 


August  27,  1919 


The  Aeroplane 


851 


You  must  show  the  World  what  you 

can  do  —  You  have  been  silent  too  long ! 


Aeronautical 
Motor  Appliances. 

All  Goods  exhibited 
must  be  of  British 
Manufacture. 


The  BRITISH  INDUSTRIES  FAIR,  February  23rd  to  March  5th, 
1920,  will  give  you  an  opportunity. 

The  goods  you  can  show  at  Birmingham,  and  Birmingham  only,  are 
enumerated  at  side,  and  the  manufacturers  who  take  space  there  will 
be  able  to  submit  their  products  to  all  the  largest  buyers  in  all  the 
markets  of  the  World. 

A  National  Trade  Fair,  every  visitor  will  be  there  by  official 
invitation  of  the  Board  of  Trade,  and  for  business  purposes  purely. 

Every  day  the  space  available  gets  less,  and  although  every  suitable 
building  in  Birmingham  will  be  utilised  for  exhibits,  you  must  not 
delay  in  booking  or  —  you'll  be  too  late. 

Apply  now  : — General  Manager,  British  Industries  Fair  (Birmingham) 
1920,  Chamber  of  Commerce,  Birmingham. 


fJ^li-ISH  INDUSTRIES 

,B        ^jjj'*""1!              WITH  THE  BWIT1SM  INDUSTBltS  FA]  US  LONDON  &  ^^^^^^^^ 

(L/IRMINC5HAM  1920 

THE 

G  RAH  AM  E= WHITE  ROLLS-ROYCE 
AERO=LIMOUSINE. 


Carrying  Pilot  and 
4  or  6  passengers. 

000 

Engines  : 

Two  320  h.p.  Rolls- 
Royce. 

Flight  Radius  : 
4  hours, 

Max.  Speed  :. 
115  m.p.h. 


THE 

GRAHAME  =  WHITE 


Designed  solely  for 
Commerce  and 
Pleasure. 

000 

Comfortably  Uphol- 
stered Limousine, 
fitted  with  Speaking 
Tube  and  electric- 
ally heated  cockpit. 


LTD. 

COMPANY, 


L 


Aeronautical  and  Automobile  Designers,  Constructors  and  Engineers. 

'Phone:  Kingsbury  120  (8  lines).  'Phone:    Regent  2084. 

Head  Office  and  Works  :  London  Office  : 

The  Lovdon  Aerodrome,  Hcndon,  N.W.9  12,  Regent  Street,  Pall  Mall,  S.W.I 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS 


852 


The  Aeroplane 


August  27,  1919 


FRANCE. 

An  experimental  postal  service  is  being  tried  between  Gabes  and 
Tunis.  On  August  ioth  a  300-h.p.  Breguet  biplane  did  the  journey 
in  2  hrs.  10  mins.,  as  against  15  hours  which  is  the  time  taken  by 
the  train. 

The  Farman  "Goliath,"  piloted  by  Lt.  Bossoutrot,  which  left 
Toussus-le-Noble  Aerodrome  on  Sunday,  Aug.  10th,  to  fly  to 
Dakar,  reached  Casablanca  in  17  hours  20  mins.  without  a  stop. 
On  the  following  Friday  the  flight  to  Dakar  was  resumed,  and  fhu 
hist  that  was  heard  of  the  "Goliath"  and  its  crew  of  eight  was  a 
wireless  message  asking  for  the  direction  of  the  wind  on  the 
Saturday  morning.  It  was  then  near  Cape  Blanco,  more  than 
half  the  distance  of  the  final  stage  having  been  accomplished  . 

A  very  systematic  search  was  organised  from  Dakar,  both  by 
warships  to  search  the  coast,-  and  by  relief  columns  to  search 
inland.  For  a  week  nothing  was  heard,  and  all  hope  had  been 
abandoned  as  to  tiheir  safety. 

On  the  24th  inst.  a  message  was  received  by  the  French  Minister 
of  Marine  from  the  commander  of  the  Naval  Division  in  Morocco, 
stating  that  the  "Goliath"  had  been  discovered  near  the  coast 
at  a  point  90  miles  north  of  St.  Louis  with  a  broken  propeller 
and  that  all  the  crew  were  safe.  The  delay  in  receiving  the  in- 
formation was  due  to  the  fact  that  at  this  time  of  the  year  tin 
native  villages  are  deserted. 

Commandant  Wuillemin  and  Lieut.  Dagnaux  arrived  at  Cairo 
on  Saturday,  August  16th,  having  flown  from  Paris,  with  stops  ;S 
Marseilles,  Naples,  Saloniea  and  Constantinople.  The  last  stage — 
Consl .mtinopIe-Cairo — occupied  nine  hours'  flying  time. 

On  the  21st  inst.  two  Portuguese  aviators,  Capt.  Souza-Maia 
and  Lt.  Portila,  on  Breguet  biplanes,  flew  from  Paris  to  Brussels, 
en  route  for  Amsterdam  in  1  hr.  38  mins. 

The  French  reliability  and  endurance  competition  promoted  by 
"L'Avenir"  has,  it  is  stated,  been-  abandoned  owing  to  the  diffi- 
culties in  the  way  of  getting  the  competing  machines  ready  in 
time. 

The  annual  International  Exhibition  of  Aeronautics,  organised 
by  the  Chambre  Syndicale  des  Industries  de  1'AeYonautique,  will 
be  held  at  the  Gra^d  Palais  in  the  Champs  Elysees  from  Decem- 
ber 19th  next  to  January  4th,  1920. 

The  exhibits  will  be  classified  in  eleven  groups  as  follows  :  (1) 
Aerostatics  ;  (2)  heavier  than  air  apparatus  ;  (3)  motors  and  pro- 
pellers ;  (4)  sciences  ;  (5)  art ;  (6)  structural  materials  ;  (7)  trans- 
port and  shelters  ;  (8)  cartography  and  bibliography  ;  (9)  commerce  ; 
(10)  motor  navigation  ;  (11)  various  industries. 

M.  Malicoir,  flying  a  Caudron  biplane,  flew  twice  under  the 
Bridge  of  Var  near  Nice.  The  span  of  the  bridge  is  65  feet  and 
the  height  20  feet,  as  compared  with  the  45  feet  span  of  the 
Caudron. 

Capt.  Leune,  accompanied  by  a  wireless  operator  and  a  mechanic 
flew  from  Paris  to  Rome.  Between  Corsica  and  Genes  the  machine 
ran  into  a  violent  storm  and  for  two  hours  and  a  half  the  pilot 
was  completely  lost  over  the  sea.  On  landing  at  Rome  it  was 
found  that  the  airscrew  and  the  leading  edges  of  the  planes  had 
suffered  severely. 

M.  Fronvd  on  a  no  h.p.  Le  Rhone  "Parasol"  monoplane  flew 
from  Paris  to  Amsteidam,  a  distance  of  450  kilometres,  in  2  hrs. 
28  mins. 

M.  Poulet,  the  well-known  Caudron  exponent,  is  practising  on  a 
Caudron-Le  Rhone  biplane  for  a  flight  from  Paris  to  Melbourne. 

GERMANY. 

The  German  police  system  has  been  reorganised,  and  provision 
has  been  made  for  a  corps  of  flying  policemen.  Their"  duties  will 
be  to  prevent  capital  leaving  ihe  country  and  to  hunt  and  catch 
criminals.  A  landing-ground  for  police  aeroplanes  is  being  made 
now  on  the  Swiss  frontier,  and  similar  stations  are  planned  for 
Hamburg,  Hanover,  Breslau,  and  other  towns. 

The  "Nieuwe  Rotterdamsche  Courant"  states  that,  owing  to 
the  lack  of  material,  the  aerial  mail  service  in  Germany  cannot 
be  resumed  for  some  time  Flights  will  be  made  only  when 
authorised  by  the  Government  and  other  authorities.  At  Swine- 
munde  and  similar  north  coast  holiday  resorts  joy-flights  are  still 
being  made,  but  at  very  high  prices. 

Professor  Junkers  demonstrated  his  first  limousine  in  passenger 
flights  at  the  Johannisthal  aerodrome  on  Aug.  6th.  The  machine 
was  his  166  h.p.  Mere£des-engined,  wireless,  all-metal  (alumi- 
nium) monoplane  for  six  persons,  with  an  enclosed  cabin  for 
four  passengers.    The  speed  attained  was  105  miles  per  hour. 

The  dailv  Zeppelin  service  between  Berlin  and  Friedrichshafen, 
on  Lake  Constance,  has  been  advertised  by  the  D.L.R.  Companv 
lo  start  on  Aug.  24th. 

A  small  type  of  Zeppelin  has  been  constructed  for  this  service. 
It  is  about  400  ft.  in  length,  has  a  capacity  of  20,000  cubic  metres, 
and  is  said  to  be  able  to  carry  10  to  12  tons.  It  has  four  engines 
giving  about  1,100  h.p.  and  a  s]>eed  of  77  m.p.h. 

The  passenger  cabin  contains  20  easy  chairs  and  can  accommo- 
date 25  persons.  It  contains  also  a  wireless  telegraphy  apparatus, 
a  lavatory  with  running  water,  and  a  canteen,  where  hot  and 
cold  food  and  drinks  can  be  obtained. 

At  first  the  flight  will  be  made  one  way  only  each  day,  without 


making  a  landing  en  route.  The  373  miles  will  be  coveried  in  seven 
hours.  From  Sept.  5th  landings  will  be  made  at  Munich  on  every 
journey.  The  fare  for  the  Whole  distanoe  is  400  marks,  and  Berlin- 
Munich  350  marks.  Each  passenger  will  be  allowed  30  lb.  of 
luggage. 

The  Government  have  made  arrangements  to  use  their  passen- 
ger Zeppelins  for  the  conveyance  of  letters  and  parcel  post.  For 
letters  a  small  extra  charge  will  be  made.  The  "  urgent  "  rate 
for  parcels  will  be  charged  plus  five  marks  for  every  kilogramme. 

The  service  startel  on  Aug.  24th  with  the  Stan-dirigible 
"Bodensee,"  belonging  to  the  Delag  (Deutsche  Luftschiffahrts 
A.G.),  after  repairs  by  the  Luftschiffbau  Zeppelin. 

The  airship  left  Friedrichshafen  at  10  a.m.  on  its  firsc  trip  to 
Berlin. 

It  carried  10  newspaper  representatives  and  13  other  passengers, 
including  three  women. 

The  airship  arrived  over  Berlin  at  4  p.m.  and  landed  at  5  p.m. 
at  Staaken,  near  Spandau. 

The  Danish  correspondent  of  The  Aeroplane  writes  : — 

The  German  coal  strikes  have  influenced  commercial  aviation 
so  much  that  the  Sablatnig  Traffic  Co.  and  'the  German  Aerial 
Shipping  Co.  had  to  stop  their  service  on  July  31s  .  owing  to  the 
lack  of  fuel,  as  only  home-produced  benzole  was  available,  and 
there  was  not  enough  of  that. 

The  latter  enterprise  states  that  the  prospects  for  the  near 
future  are  not  good,  and  regrets  it,  as  August  and  September 
would  probably  have  turned  out  the  best  flying  months.  Special 
flights  to  order  may  soon  be  carried  out  with  icreigr  petrol,  but 
at  much  increased  cost,  as  the  price  of  this  petrol  will  be  five  to 
six  shillings  against  is.  3d.  of  benzole. 

The  company  recently  suffered  the  loss  of  one  of  its  passenger 
aeroplanes  near  Johannisthal  in  an  accident  that  cost  half  a  dozen 
lives. 

The  twin-engined  aircraft  are  equipped  with  parachutes.  Lieut. 
Treibner  jumped  from  1,500  ft.  during  a  passenger  flight  at  the 
Johannisthal  aerodrome  on  July  19th  with  a  Heinike  parachute. 
On  July  2 ist  the  control  of  the  latter  was  proved,  as  the  wind 
drove  him  over  unsuitable  ground  and  he  increased  his  falling 
speed  by  serving  the  central  cable. 

Piloted  by  Engineer  Schwandt,  a  new  A.  E.G.  twin-engined 
biplane  has  put  up  a  new  world's  record  for  altitude  flight  with 
eight  passengers. 

HOLLAND. 

E.L.T.A.  News. 

On  Aug.  12th  a  Caudron  machine,  piloted  by  Boulard,  collided 
with  an  Avro  machine.    The  damape  was  slight 

The  Avrp  "  Baby  "  flew  from  Harrfble  to  Amsterdam  via  Houns- 
low  on  Aug.  14th.  The  non-stop  flight  from  Hounslow  to  Brus- 
sels took  2  hours  50  min.  No  trouble  of  any  kind  was  experienced 
en  route.  A  number  of  spares  was  carried.  The  machine  has 
made  a  good  impression  at  ihe  E.L.T.A.  Exhibition. 

Two  Avro  seaplanes  have  also  left  Hamble  for  the  Exhibition, 
where  they  will  take  up  passengers.  Nine  Avros  have  now  been 
dispatched  to  the  E.L.T.A. 

The  only  drawback  to  flying  there  is  the  sand  which  has  been 
pumped  out  of  the  canals  on  to  the  aerodrome.  It  gets  into  the 
engines  and  causes  the  mechanics  a  good  deal  of  trouble. 

On  Aug.  15th  one  of  the  Spyker  machines  fell  from  a  height 
of  about  30  ft.  The  propellers  and  the  undercarriage  were 
smashed  and  one  wing  was  destroyed.  The  pilot,  Serjt.  V.  D. 
Orient,  escaped  with  injury. 

A  "  Vick  :rs-Vimy-Commercial  "  aeroplane,  piloted  by  Captain 
S.  Cockerell,  carrying  numerous  copies  of  the  London  daily  papers, 
left  London  for  Amsterdam  at  noon  on  Thursday,  Aug.  21st,  and 
arrived  at  its  destination  at  3  p.m.  The  papers  were  then  sold  for 
a  local  charity. 

Local  flights  were  made  by  Verstugh  on  a  Spyker,  Mr.  Duke 
on  a  B.A.T.  "Bantam,"  Signor  Guglio  Motti  on  an  Ansoldi, 
Capt.  Stanley  Cockerill  on  a  Vickers  "Vimy,"  and  a  Handley 
Page  flew  to  England. 

The  Blackburn  Aeroplane  and  Motor  Co.,  Ltd.,  are  exhibiting 
one  of  their  big  "  Kangaroo  "  bombing  machines  converted  for 
passenger-carrving  at  the  E.L.T.A.  Exhibition. 

The  machine  was  flown  from  Hull  via  Hounslow  <by  the  Black- 
burn test  pilot,  Mr.  R.  W.  Kenworthy,  and  averaged  a  speed  of. 
90-100  m.p.h.  on  the  journey. 

The  trip  from  Hull  to  Hounslow  was  made  in  two  hours.  The 
next  stop  was  made  at  Marquise  for  petrol.  At  Evere,  near 
Brussels,  a  good  landing  was  made,  although  part  of  the  aero- 
drome was  under  water  and  it  was  getting  dark  and  foggy.  H.M. 
King  of  the  Belgians  viewed  the  machine  at  Evere. 

Amsterdam  was  reached  from  Brussels  in  two  hours.  After 
circling  round  the  E.L.T.A.  Aerodrome  for  an  hour  till  he  under- 
stood from  the  authorities  the  best  place  to  land,  the  pilot  made 
a  good  landing. 

The  Handley  Page  and  the  Vickers  Vimy  cannot  fly  there  on 
account  of  the  bogginess  of  the  aerodrome,  but  the  Kangaroo 
lias  been  taking  up  passengers,  seven  at  a  time,  all  day  since  its 


August  27,  1919 


The  Aeroplane 


853 


MOTOR 
SPIRIT 
DE  LUXE 


Capt  Sir  John  Alcock  K.B.E.;  D.S.C. 


NOW  ON  SALE 
EVERYWHERE 


"SHELLTMarketinc  Co..Lxd.  Parker.  St.,London  W.C.2 


SEAPLANES 
ESPECIALLY 

require  constant  care  to  avoid  the 
deterioration  of  metal  parts  by  the 
corrosive  effect  of  salt  water. 

Expense,  time  and  trouble  in  up- 
keep are  enormously  reduced  by 
using 

FIRTH'S 

STAINLESQ 
STEEL 

for  metal  fittings. 

This  material  withstands  rust  and 
corrosion,  whilst  retaining  the 
mechanical  properties  of  high  grade 
alloy  steels. 

THQS  FIRTH  &  SONS,  LTD., 
SHEFFIELD. 


endorses  the  supreme  advantages  of 

BURBERRY  FLYING  KIT 


Illustrated 
Catalogue 
&  Patterns 
Post  Free. 


THE  ROYAL  AERO  CLUB. 


30th  June, 1919. 


Messrs.  Burberry's, 
Haymarket . 

iondoi^,  W.  , 
Dear  Sirs . 

I  am  writing  to  tell  you  how 
very  satisfactory  the  outfit  has  proved 
which  I  ordered  from  you  for  the 
Atlantic  flight. 

Although  in  continual  mist, 
rain  or  sleet  and  the  altitude  varying 
from  200  to  11,000  feet  causing  great 
variation  in  temperature,  I  kept  as 
dry,  warm  and  comfortable  as  possible 
under  such  conditions. 

Thia  was  a  wonderful 
achievement  even  for  "Burberry" 
espeoially  considering  that  I  never 
adopted  any  electrical  or  other 
artificial  means  of  heating;  and  that 
no  rubber  or  oement  is  used  in  your 
waterproofing. 


I  feel  you  are  entitled  to 
know  how  pleased  I  was  with  your 
airman's  dress. 

Yours  faithfully. 

Afar.  KA.M 


Burberry  (arap  ace  /ir;ti 

The  Burberry  outfit  worn  by 
Sir  John  Alcock  and  SirWhitten 
Brown  on  their  Atlantic  flight. 
Provides  a  wealth  of  luxurious 
warmth  and  comfort  under  the 
severest  conditions. 

Every  Burberry  Garment  is  labelled  "  Burberry s." 

BURBERRYSHaymarketS.W.l.  LONDON 

8  &  10  Boulevard  Malesherbes  PARIS;     and  Agents 


fbr Aeroplane, 
7  (0ork 


A   PERFECT  finish  is  assured  it  on 
are   us5ng  NAYLO.'s    A!  RO 
Varnishes,  Paints,  and  Enamels  to  ali 
specifications    for   Woodwork,  MetaS 
Parts,  Wings,  etc.,  etc. 

Passed  A.I.D.  at  our  works. 
PROMPT  DELIVERY. 

NAYLOR  BROTHERS 

(LONDON)  LTD., 

Southall    ::  Middlesex. 

Established  119  years. 
'Phone     ...    29  &  30  Southall. 


KINDLY    MENTION   "THE    AEROPLANE  "   WHEN    CORRESPONDING    WITH  ADVERTISERS 


»54 


The  Aeroplane 


August  27,  1919 


arrival  there.  Numbers  of  people  wish  to  fly  in  the  Kangaroo, 
and  many  offers  have  been  made  for  seats  for  the  return  journey 
to  Leeds  or  Hull. 

The  Blackburn  Co.  may  send  another  Kangaroo  to  the  Exhibi- 
tion. Their  other  exhibits  are  models  of  the  Cuckoo  torpedo- 
carrying  aeroplane  and  the  Nib,  a  small  flying-boat. 

INDIA. 

The  Indian  Government  had  decided  to  can'}'  aerial  mails  in  its 
own  aircraft.  It  has  now  reversed  its  decision  and  has  decided  that 
everything  shall  be  done  by  contract.  A  large  number  of  aviation 
experts  is  expected  from  England  at  the  end  of  the  year,  when  it  is 
expected  that  the  preliminary  arrangements  will  be  completed. 

The  British  mails  will  be  landed  probably  at  Karachi,  and  will 
lie  distributed  over  the  country  hy  subsidiary  aerial  services. 

Sites  for  the  aerodromes  have  been  selected  at  all  li  e  principal 
cities  except  Bomba",  where  land  is  very  expensive. 

ITALY. 

Reuter  stales  lhal  the  Italian  dirigible  "M.i''  left  Rome  on 
Aug.  25th  with  20  passengers  on  board,  including  a  party  of 
journalists.  It  arrived  at  Naples  after  a  three  hours'  flight,  and 
circled  over  the  town.  The  dirigible  was  due  1 1  leave  for  Rome 
again  in  the  afternoon. 

Signor  Gabnele  D'Annunzio  is  giving  his  whole  time  to  the 
organisation  of  the  Rome-Tokio  flight.  Five  SVAs.  of  the  two- 
seater  Vienna  type,  with  big  radiators  and  tanks,  will  compose 
the  escadrille. 

The  journey  is  expected  to  take  15  days  and  will  show  the 
value  of  organisation  and  regular  performance  rather  than  of 
speed  or  brave  expedients.  It  will  not  foe  attempted  till  October. 
They  are  arranging  to  stop  at  Salonika,  Adalia,  Bagdad,  Bassorah, 
Raratti,  Delhi,  Agra,  Benares,  Calcutta,  Rangoon,  Bangkok, 
Handi,  Canton,  Shanghai,  Kiao-Ciao,  Pekin,  somewhere  in  Corea 
and  Osaka,  and  then  Tokio. 

A  three  Liberty-engined  Caproni  triplane  piloted  by  Capt. 
Laureati  flew  from  the  Taliedo  aerodrome,  Milan,  to  Orly,  having 
flown  over  the  Alps.  The  journey  was  resumed  next  morning  for 
Amsterdam,  via  London  and  Brussels. 

Wi'th  regard  to  Taddeoli's  flight  over  the  Alps  on  a 
Savoia — S.I.A.i — S.13  type  seaplane  with  an  I.-F.  250  h.p.  engine 
from  Lage  Maggiore  to  Geneva,  it  is  well  to  remember  that 
Taddeoli,  though  in  the  service  of  Italy,  is  Swiss,  and  one  of 
the  first  to  do  waterplane  flying.  A  small  sister  machine  was  at 
the  Taliedo  Show. 

The  linking  up. of  the  Italian  to  the  Swiss  lakes  was  a  scheme 
dear  to  Oscar  Bider,  lately  deceased,  who  was  hoping  to  promote 
a  company  with  this  object.  One  hopes  his  death  will  not  cause 
the  scheme  he  initiated  to  be  dropped. 

Messrs.  Thos.  Cook  and  Son  have  advised  that  the  dirigible 
and  aeroplane  excursions  over  the  Roman  countryside  are  sus- 
pended. This  is  the  natural  result  of  the  heat  and  the  slack 
period  of  the  year. 

Messrs.  Tsotta-Fraschini,  of  Milan,  have  stated  to  the  Press 
that  neither  of  the  three  engines  on  the  Caprqni  which  crashed 
at  Verona  were  products  of  their  firm.  Presi  medly  they  w^re 
Fiats,  or,  possibly,  Libertv  engines. — t.  s.  h. 

SOUTH  AMERICA. 

The  American  Consul  at  Buenos  Aires  reports  that  an  aeroplanr 
service  will  be  established  within  a  few  months  to  connect  Buenos 
Aires  with  Bahia,  Brazil,  and  intermediate  cities. 

SPAIN. 

Captain  Truelove  is  on  his  way  to  Spain  with  a  standard  Avro 
machine  painted  with  the  Spanish  national  colours.  'I  his  machine 
will  give  demonstrations  before  H.M.  the  King  of  Spain  and  in 
various  parts  of  the  country. 

SWEDEN. 

The  Scandinavian  correspondent  of  The  Aeroplane  writes  : — 
The  first  two  O.ying-boats  for  the  new  Swedish  Air  Traffic  Co. 
have  arrived  in  Stockholm.  They  hope  to  start  services  soon  to 
Helsingfors  (Finland),  Berlin,  Malmoe  and  Gothenburg,  the  fly- 
ing time  to  be  respectively  :  Five,  seven  and  a  half,  four  and  three 
hours. 

SWITZERLAND. 

Lieut.  Ackermann  with  a  passenger  left  I'hun  in  an  aeroplane 
at  5.30  a.m.  on  August  17th  to  fly  to  the  Jungfrau.  They  flew 
round  the  Aletschhorn  and  the  Eggishorn.  The  pilot  was  about  to 
land  near  the  Jungfraujoch,  where  a  landing-ground  had  been  pre- 
pared, when  the  machine  nose-dived  and  fell  into  the  snow  on  the 
side  of  a  crevasse.  The  machine  was  scarcely  damaged  and  can 
be  repaired  on  the  spot. 

Another  aviator  attempted  the  same  exploit  on  August  19th  but 
also  crashed,  hitfiing  the  ground  twenty  yards  from  the  landing- 
place. 

A  Commission,  consisting  of  sundry  Swiss  Army  officers  and  the 
aeroplane  constructor,  Largier,  have  visited  Jungfraujoch,  with  a 
view  to  finding  a  suitable  landing-ground  thereon  in  order  to 
open  up  a  passenger  service  over  the  Jungfrau. 

An  aerodrome  has  been  built  at  St.  George's,  near  Geneva,  with 
accommodation,  so  far,  for  four  machines.  It  is  rumoured  that  an 
English    firm    is    about    to    run    a    regular_   service,  London- 


Interlaken,  with  a  landing  at  Geneva,  will)  machines  capable  of 
carrying  twenty  passengers. 

UNITED  STATES  OF  AMERICA. 

There  were  62  entries  for  the  New  York-Toronto  Air  Race  on 
Aug.  25th.  Buffalo,  Syracuse,  and  Albany  are  the  intermediat : 
landing  places. 

Out  of  the  45  machines  due  to  start  from  New  York,  40 
started.  Three  of  these  were  S. L.5.  machines,  and  one  carried 
a  letter  officially  inviting  the  Prince  of  Wales -to  visit  New  York. 

The  American  competitors  started  from  Roosevelt  Field,  Long 
Island,  at  1.55  p.m.  The  first  machine  to  leave  was  a  La  Pere. 
The  second  machine,  piloted  by  Capt.  poote,  carried  a  message 
from  President  Wilson  to  the  Prince  of  Wales,  inviting  him  tc 
visit  America.  The  other  competitors  left  at  five-minute  in- 
tervals. Capt.  Foote  was  the  first  arrival  at  Albany,,  and 
reached  there  at  3.16  p.m.  Colonei  Barker,  V.C  ,  D.S.O.,  M.C., 
flew  a  Fokker  machine. 

Only  12  out  of  the  17  machines  entered  for  the  race,  started 
from  Toronto. 

The  Prince  of  Wales  was  to  start  the  machines  from  Toronto. 

The  first  arrival  at  Buffalo  from  Toronto  reached  there  at  1.25 
p.m.    Another  machine  landed  there  one  minute  later. 

The  prizes,  which  were  worth  $io,ooq,  were  given  by  Mr.  John 
McE.  Bowman,  the  President  of  the  Hotel  Commodore  Cc.  A 
committee,  composed  of  members  of  the  American  Flying  Club 
and  the  Aero  Club  of  Canada,  had  charge  of  the  arrangements. 

The  "  Aerial  Age  Weekly  "  of  August  4th  states  that  the 
longest  flight  undertaken  by  civilian  fliers  in  a  flying  boat  since 
1 914  will  start  from  New  York  early  next  month,  when  Majors 
S'.  E.  Parker  and  G.  Talbot  Willcox,  late  R.A.F.,  will  set  out 
for  New  Orleans  by  the  inland  water  route.  They  may  con- 
tinue their  flight  around  the  Gulf  of  Mexico  to  Panama  and 
South  America.  The  machine  used  will  be  a  Curtiss  "Seagull" 
eciuipped  with  wireless  telephone  and  telegraph. 

The  U.S.A.  Government  proposes  to  establish  three  aerial  mail 
routes  radiating  from  Bogota,  Columbia.  Bids  will  be  received 
from  Nov.  20th  from  companies  willing  to  provide  aircraft  to 
make  trips  on  days  designated  by  the  Government.  The  bidders 
have  to  deposit  10,000  dols.  with  the  bids  and  to  give  a  guar- 
antee of  40,000  dols.  that  they  will  carry  out  the  contract.  They 
must  agree  also  to  forfeit  5,000  dols.  for  each  failure. 

Secretary  Daniels  has  authorised  the  sale  of  265  surplus  navy 
seaplanes  of  various  types  by  public  auction.  They  are  in  good 
condition.  Seaplanes  are  in  commercial  service  already  between 
New  York  and  Atlantic  City,  San  Pedro  and  Santa  Catalina, 
Key  West  and  Habana,  and  Chicago  and  Milwaukee. 

George  White  and  Co.,  of  Los  Angeles,  California,  the  manu- 
facturers of  the  White  seaplane,  a  monoplane,  are  going  to  attempt 
a  flight  over  the  following  route  : — Los  Angeles — Francisco, 
Victoria  (British  Columbia),  Sitka  (Alaska),  Petropavlovsk 
(Kamschatka),  Yokohama,  Shanghai.  This  is  a  total  of  some 
5,780  miles. 

Mr.  George  D.  White  is  also  planning  to  build  a  660-h.p.  three 
engined  monoplane  with  which  to  cross  the  Pacific  Ocean. 

He  will  take  the  northern  route  from  San  Francisco  to  Shang- 
hai. The  journey  is  estimated  to  take  three  days,  it  now  requires 
three  weeks  on  the  fastest  boat. 

The  National  Air  Service  Corporation  of.  America  has  an- 
nounced plans  for  an  aerial  passenger  and  freight  service  on  the 
route  New  York-Bridgeport-New  London-Boston.  Two  biplanes 
will  be  used. 

Six  large  Missouri  property-holders  have  purchased  a  Curtiss 
aeroplane  for  the  rapid  inspection  of  their  ranches.  The  pro- 
perties range  in  size  between  three  and  four  thousand  acres  each. 

Two  aviation  companies  are  in  active  business,  and  a  third 
in  the  process  of  organisation  in  the  vicinity  of  Spokane, 
Washington. 

Over  1,000  radio  stations,  covering  districts  in  all  parts  of 
the  United  States,  have  been  established  by  the  American  Flying 
Club.  Any  aviator  flying  cross-country  can  always  be  in  touch 
with  any  city  or  town  in  the  United  States.  The  district  radio 
operator  can  procure  assistance  to  any  machine  which  has  an 
accident  or  a  forced  landing  in  an  inaccessible  place. 

The  National  Air  Service  of  New  York  has  announced  an 
aeroplane  passenger  and  commercial  service  between  New  York 
and  Boston,  with  intermediate  stations  at  Bridgeport  and  New 
London 

A   SALE   OF  AERO=ENGINES. 

The  Aircraft  Disposal  Department,  the  Ministry  of  Munitions, 
have  a  job-lot  of  aero-engines  for  sale.  The  engines  include  His- 
pano-Suizas,  Sunbeams,  and  Gnomes,  and  are  suitable  for  spare 
parts,  ball-races,  etc. 

They  can  be  viewed  at  the  Waddon  depot,  near  Croydon,  and 
tenders  are  requested.  Permits  to  view  and  all  particulars  may 
be  obtained  from  the  Controller,  Aircraft  Disposal  Department, 
York  House,  Kingsway,  W.C.2. 

CONGRATULATIONS. 

HIRST. — On  Aug.  19th,  the  wife  of  Stuart  A.  Hirst,  Esq.,  of 
the  Blackburn  Aeroplane  and  Motor  Co.,  Ltd.,  of  a  son. 


August  27,  1919 


The  Aeroplane 


b4rsh*£  assurers 


PHOSPHOR  BRONZEg 
GUN  METAL, 


MANGANESE  BRON2B 

BRASS  &  COPPER 

TUBES,  SHEETS 
RODS,  WIRE,  AND 

CAST!  NG§a 

PHOSPHOR  TIN, 
PHOSPHOR  OO  PER 


CHARLES  CLIFFORD  &  SON,  LTi 

BIRMINGHAM. 


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ENQUIRIES. 


WOODWORK. 
METAL  WORK 
TUBE  WORK. 
WELDING 


V 


AND 


MANUFACTURING 
COMPANY,  LIMITED. 


PARK  STREET. 
BURTON  ON  TRENT 

'Phone — 554  Burton-on-Trent. 
Telegrams—"  Planes,  Burton-on-Trent." 


A  practical  clip 
at  last !— the 
Mark  1" 
Clip. 


NO    LEAK  at 
2501bs.  pressure  ! 

At  a  recent  test,  the  Simko  water  pipe  clip  held  a 
joint  at  over  250lbs.  pressure  per  square  inch.  This 
efficiency  is  due  to  the  powerful  contracting  action 
of  its  stranded  wires  and  prepared  webbing.  The 
simplicity  of  its  construction,  and  the  fact  that  it 
can  be  fitted  and  dissembled  indefinitely,  clearly 
show  its  advantage  over  ordinary  clips. 

Send  a  Post  Qard  for  descriptive  pamphlet. 

Simpson 


*O0UC 


Y.E.S.  PHOSPHOR  BRONZES  \ 

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The  most  durable  produced. 

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fond    and    straight    Bars,    and    the    only  HOMO- 
GENEOUS CASTINGS. 


Oar  Works    contain  Laboratories  and   Maebiaas  for 

all   physical  tests. 

'       SOLE  PRODUCERS  &  SELLERS, 

YORKSHIRE  ENGINEERING  SUPPLIES,  Ltd. 

WOBH  p  Y,  LEEDS. 


NINTH  AND  LATEST  EDITION. 

DYKES'  AUTO-ENCYCLOPOEDIA 

The  Standard  Work  on  Motor  Mechanism. 

This  Edition  contains  the  following  new  features — 

AEROPLANES,  Aeroplane  Engines,  including 
full  Supplement  on  the  Liberty  Engine  ;  Trucks, 
Tractors,  Cycle  Cars,  all  fully  Illustrated,  940 
pages.     3,362   Illustrations.     6,000  lines  of  Index. 

300  Illustrations  on  "  THE  FORD."  — 5  Coloured  Inserts. 

OVER  300,000  COPIES  SOLD.  j« 
The  Book  for  the  Expert  and  the  Student. 

Price— £1  5s.  net  (Postage  9d.)  Cash  with  order. 

Prospectus  on  Application.      At  all  BookselUrs. 
LONDON       -       S.  G.  GILLAM,  149.  STRAND,  W.C.2. 


An  exhaustive,  authoritative  and  up-to-date  review  of  Airship  achievement. 


THE  AEROPLANE 

SPECIAL   AIRSHIP  ISSUE 

DOUBLE  NUMBER,  Price  6d.  (post  free  8d.) 

Contributions  dealing  with  Air  Transport,  Airship  Construction,  the  Lift  of  Hydrogen,  &c,  &c.  by 
VICKERS,  Ltd.  Sir  W.  G.  ARMSTRONG,  WHITWORTH  &  Co.,  Ltd. 

Sir  Wm.  BEARDMORE,  Ltd.  SHORT  BROS.  AIRSHIPS,  Ltd. 

PETER  GEOFFREYS.  P.  L.  TEED  (Major  R.A.F.). 

and  the  usual  features  of  THE  AEROPLANE. 


KINDLY    MENTION       THE    AEROPLANE       WHEN    CORRESPONDING    WITH  ADVERTISERS. 


The  Aeroplane 


August  27,  1919 


AIRCRAFTflNANCE 


CURRENT  TOPICS. 

A  Step  towards  Normality. 
It  stands  to  reason  that  the  removal  of  the  embargo  on  inter- 
national financial  movements  must  straighten  out  the  Industrial 
position  generally.  Therefore,  the  decision  is  to  be  welcomed  for 
what  it  promises  to  accomplish,  and  the  grumbling  at  the  tem- 
porary disturbance,  inseparable  from  the  change  over,  is  uncalled 
lor.  The  Financial  World  will  be  all  the  better  for  this  freedom  : 
it  is  a  question  of  time. 

Whiteheads. 

The  reminder  at  the  creditors'  meeting  that  Whitehead  Air- 
craft preference  and  ordinary  shares  obtain  "something"  out  of 
the  sale  of  the  undertaking  has  failed  to  arouse  any  interest  in  the 
shares.  The  last  transaction  in  the  10  per  cent,  cumulative  and 
participating  £i  ordinary  shares  was  on  the  basis  of  5s.  6d.,  and 
in  tfhe  deferred  is.  shares  at  is.  to  is.  3d.  There  are  possible 
buyers  of  large  quantities  of  the  former  under  5s.,  which  suggests 
that  that  will  prove  to  be  their  real  worth  under  terms  to  be 
offered.  One  cannot  wonder  at  the  reluctance  of  holders  to  sell ; 
the  shares  were  originally  issued  at  21s.  6d.  each,  and  the  average 
investor  would  rather  hold  on  against  the  chance  of  getting  more 
of  the  capital  back  than  cut  the  loss  now. 

The  Warings  Investments  in  Aircraft. 
There  has  been  a  slight  rally  in  Waring  and  Gillow  shares,  the 
ordinary  to  8s.  6d.  and  the  preference  to  13s.  6d.,  on  what  was 
said  at  the  meeting.  Some  references  were  made  to  the  subject 
of  aircraft  auxiliary.  Thus,  investments  in  subsidiary  undertak- 
ing had  increased,  it  was  explained,  from  ,£140,112  on  Jan.  31st, 
1916,  to  .£322,319,  owing  chiefly  to  the  establishment  of  the  Alli- 
ance Aeroplane  Co.  This  was  formed  to  carry  out  "  verv  im- 
portant Government  contracts  and  to  perpetuate  the  excellent 
-reputation  earned  as  builders  of  aeroplanes."  At  Acton  new  up- 
to-date  works  to  carry  on  ultimately  the  aeroplane  business  are 
being  erected,  and,  meantime,  to  engage  in  the  manufacture  of 
motor  bodies,  etc.  Every  step  that  human  foresight  could  sug- 
gest had  been  taken  to  ensure  a  profitable  career  for  the  Alliance 
Aeroplane  Co.  For  the  present  year,  at  any  rate,  there  was  suffi- 
cient business  to  make  it  a  profitable  undertaking. 

Thornyckoft's  Capital. 
John  I.  Thornycroft  and  Co.,  who  are  concerned  principally 
with  shipbuilding  but  also  have  interests  in-  Aircraft,  propose  to 
increase  the  capital  to  £750,000  by  the  creation  of  250,000  7-J-  per 
cent,  participating  preferred  ordinary  shares  of  £1  each.  An 
Indian  Auxiliary  has  been  established  with  a  capital  of  £160,000. 

NEW  COMPANIES. 

The  Norman  Thompson  Flight  Co.,  Ltd.,  aeroplane  manufac- 
tuiers,  Bognor,  Sussex. 

A  largely  attended  meeting  of  the  creditors  of  the  above  was 
held  on  July  28th  at  the  Institute  of  Chartered  Accountants, 
Moorgate  Street,  E.C.,  when  the  chair  was  occupied  by  Mr.  H.  J. 
Morland,  of  Messrs.  Price,  Waterhouse  and  Co.,  C.A.,  -of  3, 
Frederick's  Place,  E.C.  The  chairman  stated  that  the  shareholders 
of  the  company  had  passed  a  resolution  in  favour  ol  voluntary 
liquidation,  and  he  and  Mr.  W.  R.  Clemens,  of  Aldermans  House, 
Bishopsgate,  E.C,  were  appointed  to  act  as.  the  liquidators.  A 
statement  of  affairs  was  submitted  showing  the  position  as  at 
July  10th  last,  and  this  disclosed  assets  estimated  to  realise 
£82,618. 

The  assets  were  as  follows:  cash  in  hand  and  at  bank  £7^6; 
bills  receivable  £350;  'book  debts  £51,690;  sundries  £5,520;  ex- 
pected to  produce  £2,719;  stocks  on  hand  £32,397,  estimated  to 
realise  £11,623;  land  at  Middleton,  £2,914,  valued  at  £500; 
workshops,  etc.,  £15.273,  valued  at  £7,500;  plant  and 
machinery,  £12,968  ;  expected  to  produce  £2,500  •  and  equity  in 
new  buildings  valued  at  £5,000.  No  value  was  placed  on  the 
goodwill,  which  appeared  in  the  books  at  £1,500.  The  new 
buildings  were  erected  at  a  cost  of  £21.372,  but  the  Ministry 
cf  Munitions  were  responsible  for  a  third  of  the  cost.  The  com- 
pany was  liable  for  £14,248  in  connection  with  the  new  build- 
ings, and  the  equity  was  valued  at  £5,000. 

Trie  assets  were  subject  to  preferential  claims  of  £5  021 
£34,498  was  due  on  a  prior  lien  and  £14,248  was  owing  in  re- 
spect of  the  new  buildings.  Those  three  items  totalled  £54,781 , 
and  after  allowing  for  them  the  assets  were  reduced  to  £27,837. 
The  prior  Hen  was  due  to  Messrs.  Cox  and  Co.,  and  that  firm  also 
held  first  Mortgage  Debentures  on  which  £32  291  was  due.  Under 
a  scheme  of  arrangement  previously  come  to  Messrs.  Cox  and  Co. 
had  agreed  to  take  in  discharge  of  those  debentures  a  sum  equiva- 
lent to  three-fourths  of  the  balance  of  £27,838. 

A  sum  of  £20,878  would  therefore  go  to  them,  which  would  re- 
present a  dividend  of  i  ?s.  nd.  in  the  £  on  their  debentures,  leav- 


ing £6,959  for  distribution  to  the  holders  of  the  second  Mortgage 
Debentures.  The  amount  due  to  the  latter  was  £50,846,  and  they 
would  receive  a  dividend  of  2s.  Qd.  in  the  £-  It  was  pointed  out 
that  the  second  debenture  holders  were  the  old  creditors  of  the 
company.  The  claims  of  the  old  creditors  amounted  to  £47,962, 
and  a  debenture  was  issued  to  Mr.  E.  H.  Hawkins,  "as  trustee,  on 
.April  iSlh,  1918.  There  was  interest  due  to  the  debenture  holders 
of  £2,883.  The  amount  due  to  the  sundry  trade  cieditors  was 
£279,  and  they  would  not  receive  any  dividend. 

The  chairman  said  that  to  a  considerable  extent  the  figures  in  the 
statement  of  affairs  were  subject  to  variation.  The  liquidators 
would  have  to  complete  some  of  the  work  which  was  in  hand. 

Mr.  Clemens  explained  the  statement  in  detail  and  pointed  out 
that  the  surplus  of  £27,837  available  for  distribution  amongst  the 
debenture  holders  was  subject  to  the  expenses  of  the  liquidation 
and  the  cost  of  carrying  on  the  business.  The  siLuation  of  the 
works  at  Middleton  militated  against  the  successful  working  of  the 
company.  The  works  were  some  six  or  seven  miles  from  Bognor v 
and  there  were  practically  no  transport  facilities.  With 
regard  to  the  new  buildings  they  were  practically  erected 
at  the  command  of  the  Government.  They  had  never  been  used, 
having  only  just  been  completed  at  the  date  of  the  armistice. 
Owing  to  the  cessation  of  hostilities  there  had  been  a  great  drop 
in  the  value  of  aeroplane  slocks.  The  company  had  a  large  stock 
on  hand  which  it  was  feared  wotild  not  realise  well  at  break-up  •" 
prices.  There  was,  however,  a  quantity  of  timber  which  should 
realise  well. 

Mr.  Terry,  solicitor,  who  appeared  for  one  of  the  largest  credi- 
tors, said  that  some  time  ago  Mr.  Handley  Page  offered  3s.  in  tht 
£  to  the  creditors,  and  he  understood  that  that  offer  was  again 
being  put  forward.  The  creditors  desired  to  be  represented  in  the 
liquidation  of  the  company,  and  he  therefore  proposed  that  an  ap- 
plication should  be  made  to  the  Court  for  the  appointment  of  Mr. 
E.  H.  Hawkins,  of  Messrs.  Popp'cton,  Appleby  and  Hawkins,  4, 
Charterhouse  Square,  E.G.,  as  joint  liquidator  of  the  company. 
He  also  proposed  that  a  committee  should  be  appointed  consisting 
of  the  representatives  of  Messrs.  Joseph  Owen  and  Sons,  Ltd., 
Sellon  Ltd.,  and  the  Palmer  Tyre  Co. 

Mr.  W.  H.  Cork,  who  seconded  the  motion,  said  he  was  sur- 
prised at  the  way  in  which  the  liquidators  had  written  down  FM 
assets.  They  could  not  expect  possible  buyers  to  make  good  offers 
for  any  of  the  assets  when  they  had  beer  written  down  so  drasti- 
cally. ,    ,  jj 

Mr.  Houstoun,  who  supported  the  motion,  said  that  the  principal 
creditors  were  called  together  twelve -months  ago,  and  as  a  result 
of  their  efforts  the  general  body  of  creditors  were  in  a  better  posi- 
tion. It  was  as  a  result  of  the  efforts  of  the  principal  creditors  that 
they  got  a  quarter  of  the  amount  which  went  to  Messrs.  Cox  under 
the  debentures  held  by  that  firm. 

After  some  discussion  the  resolution  was  carried  by  a  very  large 
majority  on  a  show  of  hands,  only  two  creditors  dissenting,  and 
the  chairman  then  announced  that  it  was  necessary  for  the  motion 
to  be  carried  by  a  majority  of  the  creditors  in  number  and  value. 
A  poll  would  therefore  have  to  be  taken. 

The  representative  of  Messrs.  Cox  and  Co.  said  that  they  vyere 
by  far  the  largest  creditors  and  would  vote  against  the  resolution, 
and  under  the  circumstances  it  could  not  be  carried  by  a  majority 
of  the  creditors  in  value. 

It  was,  however,  pointed  out  that  Messrs.  Cox  and  Co.  were 
partly  secured  creditors  and  could  only  vote  for  the  amount  for 
which  they  were  unsecured. 

It  was  stated  that  the  result  of  the  voting  would  be  reported  to 
the  Court  when  the  application  was  made. 

West  of  Scotland  Aviation  Co.,  Ltd.- -Private  company. 
Registered  August  5th.  Capital  £2,000  in  £.  1  shares.  To  carry 
on  the  business  indicated  bv  the  title.  The  subscribers  (each  with 
one  share)  are  : — F.  W.  French,  J. P.,  Stayer  House,  Eye,  Suffolk; 
Lt.  J.  Fryer,  R.D.C.,  Kingsthorn,  Ashford,  Kent.  The  first 
directors  are  T.  H.  French,  F.  W.  French,  R.  W.  Reeve  and  J. 
Frver.  Qualification  £100.  Secretary,  F.  W.  French.  Registered 
office  :  Station  Road,  Eve,  Suffolk. 

Aerial  Photos,  Ltd.— Private  company.  Registered  in  Edin- 
burgh, July  18th.  Capital  £18,000  in  £1  shares.  Objects  :  to 
carry  on  the  business  of  (a)  aerial  photography,  including  cinema- 
tograph films,  (b)  aerial  passenger  transit  and  (c) .  commercial 
aerial  advertising,  etc.  Agreement  with  Capt.  R.  S.  J.  B.  An- 
drews, Major  C.  H.  C.  Smith,  and  Capt  O.  Hardie.  The  sub- 
scribers (each  with  one  share)  are  :— H.  E.  Haig,  Clayton,  Dairsie, 
Fife,  papcrmaker;  A.  R.  Wilson  Wood.  7,  Abbotsford  Crescent,  St. 
Andrews,  FiTe,  gentleman;  L.  W.  Allen,  77,  Station  Street, 
Coventry.  The  first  directors  are  Capt.  R.  S.  J.  B.  Andrews,  C. 
H.  C.  Smith,  and  O.  Hardie.  RegisteIPd  office:  81a,  George 
Street,  Edinburgh. 


August  27,  1919 


The  Aeroplane 


857 


AIRCRAFT  IN  PARLIAMENT 

The  following  written  answer  was  given  on  August  18th.  :  

FEMALE  CIVILIAN  SUBORDINATE. 

Major-Gen.  SEEDY  replying  to  Dieut.-Coramdr.  Kenwortliy  said  : 
The  number  of  female  civilian  subordinates  employed  by  the  Royal  Air 
Force  (exclusive  of  the  female  stafl  at  the  Air  Ministry)  was  as  follows  : 
January  ist,  1919,  1,823;  Jvly  1st,  -.910,  1,547,  August  1st,  1919,  2,500. 

This  increase  has  been  rendered  necessary  in  order  to  facilitate  the 
very  rapid  demobilisation  of  the  Royal  Air  Force 

*  *  * 

The  following  oral  answer  was  given  on  August  19th  :  — 

ANTI-AIRCRAFT  GUN  DEFENCES. 

Mr.  FORSTER  replying  to  Sir  John  Butcher  said  .—The  numbers  em- 
ployed in  this  country  in  connection  with  anti  aircraft  defences  on 
August  nth  were:  Officers,  273;  other  ranks,  2,319  The  correspond- 
ing numbers  on  November  nth,  1918,  were:  Officers,  717;  other  ranks, 
11,948.  The  work  of  removing  the  equipment  from  stations  that  are  no 
longer  required  is  in  progress,  and  when  this  is  completed  the  per- 
sonnel will  be  further  reduced. 

*  *  * 

The  following  written  answers  were  riven  en  August  19th  :  — 
MISS  DOUGLAS  PENNANT  (INQUIRY). 

Sir  ROBERT  THOMAS  asked  the  Lord  Privy  Seal  whethci  the  Govern- 
ment are  prepared,  on  certain  conditions,  to  take  part  m  the  House  of 
Lords  Inquiry  concerning  the  dismissal  of  Miss  Douglas- Pennant ;  if 
so,  whether  he  will  inform  this  House  what  those  conditions  are;  and 
will  he  state  the  reasons  which  have  led  the  Government  to  take  this 
course  after  refusing  in  this  House  the  demand  for  a  judicial  inquiry. 

Mr.  BONAR  LAW  :  The  Committee  has  po.wer  to  summon  witnesses 
and  to  ask  for  papers.  I  am  informed  that  the  Air  Ministry  will  assist 
the  Committee  hi  making  any  necessary  arrangements  for  the  attend- 
ance of  witnesses,  and  will  produce  papers  which  the  Committee  wish  to 
have.  The  Secretary  of  State  has  approved  the  appointmert  of  counsel 
to  represent  the  Air  Ministry  before  the  Committee. 

CIVIL  AVIATION 

Lieut. -Col.  MAI.ONE  asked  the  Under  Secretary  of  State  to  the  Air 
Ministry  whether  he  can  give  an  as=tirance  that,  in  taking  every  step 


to  cut  down  expenditure  and  ensure  economy  in  his  Department,  he 
will  support  and  strengthen  the  Department  of  Civil  Aviation  in  order 
to  assist  the  development  of  British  airciaft  production,  the  success  of 
which  industry  will  add  materially  to  the  general  prosperity  of  the 
country;  and  whether  he  will  be  prepared  to  give  an  account  of  the  pro- 
gress and  work  of  that  Department  when  Parliament  reassembles. 

Major-Gen.  SEELY  :  With  regard  to  the  first  part  of  the  question.  I 
am  not  at  present  in  a  position  to  add  anything  to  the  statement  I 
made  when  introducing  the  Estimates,  but  my  hon.  and  gallant  friend 
may  rest  assured  that  the  Government  are  fully  alive  to  the  import- 
ance of  civil  aviation  to  this  country'-  The  answer  to  the  second  part 
of  the  question  :s  in  the  affirmative. 

AERODROMES  (TADCASTER  AND  SHERBURN=IN= 
EI.MET). 

M'ajor-Gen.  SEELY  replying  to  Major  Pane-Fox  said  :—  The  staff  of 
officers  and  other  ranks  at  July  31st,  1919,  at  the  aerodromes  referred 
to  in  my  lion,  and  gallant  friend's  question  was  as  follows  :  — 

Tadcaster  Sherburn-in-Elmet. 

R.A.F.— Officers    48  2 

Other  ranks    icq  5<s 

W.R.A.F.— Officers    2  0 

Other  ranks    66  o 

Civilian    Subordinates — Male...       2  22 
Female      2  9 

279  91 
Neither  of  these  stations  is  included  in  the  Royal  Air  Force  post- 
war programme,  but  the  use  of  one  of  them  will  have  to  be  retained  for 
civil  aviation  until  a  more  suitable  aerodrome,  closer  to  the  City  of 
Deeds,  has  been  provided.  These  aerodromes  will  shortly  be  handed 
over  to  the  Disposal  Board  for  disposal.  The  cost  of  construction  has 
been  :  Tadcaster,  /io8,ooo;  Sherburn-in-Elmet,  /.i93,ooo. 

ATLANTIC  FLIGHT  (EXHIBITION  OF  AEROPLANE). 

Major-Gen.  SEELY  replying  to  Lieut. -Col  Malone  said  that  the 
Vickers-Vimy  aeroplane  which  flew  the  Atlantic  is  the  property  of  a 
piivate  firm  (Vickers  Ltd.),  and  that  he  had  not  been, informed  officially 
whether  the  firm  wished  to  part  with  it,  so  that  it  could  be  placed  in 
the  South  Kensington  Museum  with  other  pioneer  examples  of  locomo- 
tion. He  was  asking  his  right  hon.  friend  whether  he  could  arrange 
for  the  placing  of  it  in  the  South  Kensington  or  other  suitable  public 
museum,  if  the  firm  desired  to  present  it  to  the  nation 


CIVIL  AERODROMES. 


The  Air  Ministry  makes  the  following  announcement. 

The  following  lists  are  issued  in  order  to  provide  the  Aircraft 
Industry,  pilots,  and  the  public  with  information  regarding  aero- 
dromes and  landing-grounds  open  to  civil  aviation,  and  the  loca- 
tion of  Service  stations  which  are  not  available  to  Civil  Aircraft 
except  in  case  of  emergency. 

It  should  be  clearly  understood  that  these  lists  are  purely  pro- 
visional, and  are  subject  to  alteration  or  addition  from  time  to 
time.    Such  amendments  will  be  duly  published. 

In  those  cases  in  which  it  is  stated  that  "  accommodation  " 
does  not  exist,  no  facilities  other  than  the  actual  landing-grounds 
are  available.    No  guarantee  can  be  given  at  the  present  time 


that  personnel  to  handle  aircraft  is  available  either  at  the  Service 
stations  or  at  the  privately  licensed  aerodromes. 

The  list  of  aerodromes  published  on  April  25th  as  being  avail- 
able for  Civil  Aviation  is  now  cancelled. 

The  schedule  of  prohibited  areas  published  in  Air  Navigation 
Regulations,  1919,  Schedule  6,  remains  in  force  for  the  present, 
but  a  revised  list,  considerably  reducing  the  number  of  prohibited 
areas,  will  be  issued  shortly. 

A  map  showing  the  Service  stations  and  aerodromes  and  pro- 
hibited areas  will  be  available  shortly,  and  will  be  placed  on  sale 
to  the  public'  so  soon  as  it  is  ready. 


Stations  Available 


LIST  A. 
Only  for  Civilian  Machines 


Emergency. 

Postal  Town  and  Distance  in  Miles. 


Lincoln  (2) 
Gloucester  (3J) 


East  Croydon  (2) 
Maidstone  (5) 
I'm  erkeithing  (2) 


Servi, 

Aerodrome  or  Seaplane  Station.  Nearest  Railway  Station  and   Distance  in  Miles 

Andover    Andover  Junction  (ij)  (L.  &  S.W.)    Andover  (2) 

Baldonnel    Lucan  (2)  (M.G.W.  &  G  S.  &  W.  Rlys.)    Lucan  (2) 

Bicester    Bicester  (2)  (G.W.R.)    Bicester  (1) 

Bircham  Newton    Docking  (4)  (G.E.R.)    King's  Lynn  (14) 

Biggin  Hill    North  or  South  Bromley  (5)  (S.E.  &  C.R.)    Bromley  (5) 

Bracebridge    Booltham  (1)  (G.N.R.);  Lincoln  (3)  (G.N.R.  &  G.E.R.) 

Brockworth    Gloucester  (4)  (G.W.R.)  

(S)  Calshot   ."   Brockenhurst  (12)  (L.S.W.R.)  ;  Southampton  (15)    Southampton  (15 

Cranwell    Caythorpe  (4)   (G.N.R.)    Grantham  (10) 

Croydon  (Beddington)    East  Croydon  (2)  (S.E. C.R.  &  L.B.S.C.R.) 

Detling    Bearstead  (2)  (S.E. C.R.)   

Donibris ixe    Inverkeithing   Bay  (2)  (N.B.R.)   

(S)  Dover  (Marine  Parade)    Dover  Harbour  (J)  (S.E. C.R.)    Dover 

Dover  (Swingate  Downs)    Dover  Town  (2)  (S.E. C.R.)    Dover  (2) 

Duxford    Whittlesford   (2)   (G.E.R.)    Cambridge  (12) 

Eastchurch    Queenborough    (5)    (S.E. C.R.)    Queenborough  (5) 

Farnborough    Farnborough  (2)  (L.S.W.R.)    Farnborough  (2) 

Flower  Down    Winchester  (3)  (L.S.W.R.  &  G.W.)    Winchester  (3) 

Ford  Junction    Ford  Junction  (1)   (L.B.S.C.)    Arundel  (5) 

Fowlmere    Royston    (5)  (G.E.R.)    Royston  (4) 

Frieston    Boston  (5)  (G.N.R.)    Boston  (5) 

Gosport    Fort  Blockhouse  (L.S.W.R.)  (close  at  hand)    Gosport  (J) 

(A  &  S)  Grain    Port  Victoria  (i)  (S.E. C.R.)    Sheerness 

Halton   Wendover  (1)   (G.W.R.)    Aylesbury  (5) 

Harlaxton    Grantham   (4)   (G.N.R.)   Grantham  (4) 

Hawkinge    Folkestone  (2J)  (S.E. C.R.)    Folkestone  (2j) 

Henlow    Henlow  adjoining  (M.R.)    Bedford  (11) 

Kingsnorth    Beluncle  Halt  (S.E. C.R.)    Chatham  (4) 

Larkhill    Amesbury   (6)    Salisbury  (12) 

(S)  Lee-on-Solent    Lee-on-Solent  (J)   (L.S.W.R.)    Southampton  (11) 

Leuchars    Leuchars  Junction    (J)  (N.B.R.)    St.   Andrews  (5) 

(x)  Manston    Minster  (1)  (S.E. C.R.)    Ramsgate  (3) 

Marske    Marske  (1)  (N.E.R.)    Whitby  (18) 

Martlesham  Heath    Bealings  (1)  (G.E.R.)  Woodbridge    (4)    (G.E.R.)    Ipswich  (6) 

Netheravon    Bulford   (5)   (L.S.W.R.)    Salisbury  (13) 

North  Weald  Bassett    North  Weald  Bassett  (h)  (G.E.R.)    Epping  (2) 

Old  Sarum    Salisbury   (4)   (L.S.W.R.)   Salisbury  (4) 

Orfordness    Woodbridge  (12)  (G.E.R.)    Felixstowe  (ij>) 

(S)  Portland    Portland  (300  yds.)  (L.S.W.R.)    Weymouth  (4) 

Scampton   Lincoln  (5)  (G.E.R.,  G.N.R.,  G.C.R.)    Lincoln  (6) 


858 


The  Aeroplane 


August  27,  191 9 


List  A  (continued). 

Scopwick    Scopwick  (4)  (G.N.R.,  G.E.R.)    Sleaford  (9) 

Shrewsbury    Shrewsbury  (i£)  (G.W.R.)   Shrewsbury 

Smoogroo    Thurso  (thence  by  boat)  (G.N.  of  S.R.)    .  Kirkwall  (8) 

South  Carlton    Lincoln  (4)  (G.E.R. ,  M.R.,  G.C.R.,  G.N.R.)    Lincoln  (3) 

Spitteegate  „   Grantham  (2)  (G.N.R.)    Grantham  (2) 

Stonehenge    Amesbury  (4) ;  Salisbury  (9)  (L.S.W.R.)    Salisbury  (8) 

Sutton's  Farm    Hornchurch  (f)  (L.T.  &  S.)   Romford  (5) 

Tangmere   Drayton  (1)  (L.B.S.C.R.)   Chichester  (4) 

(S)  Tresco    Penzance  (thence  by  boat)  (G.W.R.)   St.  Mary's  (2) 

Upavon    Pewsey  (5)  (G.W.R.)    Salisbury  (15) 

Weston-on-the-Green    Bicester  (6)  (G.W.R.)   Bicester  (4) 

Worthy  Down    Winchester  (3)  (L.S.W.R.,  G.W.R.)    Winchester  (4) 

Yate   Yate  (1)  (M.R.)    Bristol  (9) 

Notes.— (S)  Seaplanes  only.    (A  &  S)  Aeroplanes  and  Seaplanes.       (x)  Not  available  for  civil  use  after  1919. 

LIST  B. 

Service  Stations  also  Available  for  Civil  Use. 

Aerodrome  or  Seaplane  Station.  Nearest  Railway  Station  and   Distance  in   Miles.  Postal:  Town  and  Distance  in  Miles. 

Castle  Bromwich    Castle  Bromwich  (5)  (M.R.)   Castle  Bromwich  (5) 

Coal  Aston    Beauchief   (2!)   (M.R.)  ,   Sheffield  (3) 

(S)  Dundee    Stannergate  (|)   (N.B.R.)    Dundee  (2) 

Eastleigh    Eastleigh  (i'J)  (L.S.W.R.)   ,   Eastleigh  (ij) 

(S)  Felixstowe    Felixstowe  (G.E.R.)    Felixstowe  (2) 

Kenley    Upper  Warlingham  (1)  (L.B.S.C.)   Kenley 

(x)  Manston    Minster  (1)  (S.E.C.R.)    Ramsgate  (3) 

Luce  Bay   Stranraer  (5)  (G.S.W.R.)    Stranraer  (5) 

Pembroke    Pembroke  (5)  (G.W.R.)    .  Pembroke  (4) 

Renfrew    Fultar  Street  (1)  (N.B.R.)   Glasgow  (5) 

Sherburn-in-Elmet    Sherburn-in-Elmet  (1)  (G.N.R.)   .   Selby  (6) 

Shotwick   Queensferry  (1)  (L.N.W.R.)    Chester  (6) 

Note. — (S)  Seaplanes  only,    (x)  Included  in  B  List  during  1919  only. 

LIST  C. 

Stations  Temporarily  Retained  for  Service  Purposes,  but  also  Available 
Aerodrome  or  Seaplane  Station.  Nearest  Railway  Station  and  Distance  in  Miles. 

Aldergrove    Aldergrove  (1)  (G.N.R.)   

(A  &  S)  Brough    Brough  (J)  (N.E.R.)   

Didsbury    Didsbury  (1)  (M.R.)   

Filton    Filton  (1)  (G.W.R.)   

Hendon    Hendon   (1)  (M.R.)   

Hucknall    Hucknall  (1)  (G.C.R.)  " 

Lympne    Westonhanger   (1)  (S.E.C.R.)   

Montrose    Montrose  (1)  (N.B.R.)   

Newcastle  (Town  Moor)    West  Jesmond  (i)  (N.E.R.)   

Tallaght    Dublin  (7)  (G.S.  &  W.R.)   

Turnhouse   Turnhouse  (1)  (N.B.R.)   

Note. — (A   &•   S)  Aeroplanes  and  Seaplanes. 

LIST  D. 

Civil  Aerodromes  Already  Licensed, 
(a)  Aerodromes  at  which  accommodation  exists. 
Nearest  Railway  Station  and   Distance  in  Miles. 

Hounslow  Junction  (1)  (L.S.W.R.)   

Bournemouth  (3)  (Central)  (L.S.W.R.)  

Cricklewood  (§)  (M.R.)   

Churchdown  (2)  (M.R.)   .77... 

Feltham  (|)  (L.S.W.R.)   

Hendon    (a)  (M.R.)   

Edgware  (i)  (M.R.)   

Hesketh  Park  (f)  L.  &  Y.)   

Note. — (x)  Government-owned,   London  terminus. 

only  "  for  Avro  504K  and  other  similar  types  of  aircraft.' 
icences  have  also  been  issued  for  limited  periods  only. 
Nearest  Railway  Station  and  Distance  in  Miles. 

Waterloo  Road,  Blackpool  (2J)  (L.N.W.R.)   

Bleadon   and   Uphill   (i*)  (G.W.R.)   

Belton  (1)  (G.E.R.)   

Ely  Station   (J)  (G.W.R.)   

Chichester  (ij)  (L.B.S.C.R.)    • 

Lords  Bridge  (3)  (G.E.R.)   

Preston  Park  (3)  (L.B.S.C.R.)   

Llanwrytd  Wells  (J))  (L.N.W.R.)   

Minster   (1)  (S.E.C.R.)   

Porthcawl  (1)  (G.W.R.)   

Preston  (ij)  (L.N.W.R.)   

Scarborough   (ij)  (N.E.R.)   

East  Southsea  (f)  (L.S.W.R.)   

Harrogate   (J)  (N.E.R.)   

Monkwearmouth   (1)  (N.E.R.)   


Aerodrome. 

(x)  Hounslow   

Bournemouth   

Cricklewood   

Cheltenham   

Feltham   

Kingsbury   

Stag  Lane   

Southport  (Sands)   


(b)  Aerodromes  licensed  as  suitable 
accommodation  does  not  exist.    The  1 
Aerodrome. 

Blackpool  (Squire's  Gate)   

Brean   Down  (Weston-super-Mare) 

(x)  Burgh  Castle   

Cardiff  (Ely  Racecourse)   

Chichester   

Hardwick  (nea-"  Cambridge)  

Ladies'   Mile  (Brighton)   

Llanwrytd  Wells   

Manstone  (near  R.A.F.  Aerodrome) 

Porthcawl   

Preston   

Scarborough   

Southsea   

(x)  Stray  (Harrogate)   

Sunderland   


for  Civil  Use. 

Postal  Town  and  Distance  in  Miles 

Antrim  (4) 

Hull  (12) 

Manchester  (3) 

Bristol  (5) 

Hendon  (1) 

Nottingham  (6) 

Hythe  (4) 

Montrose  (2) 

Newcastle-on-Tyne  (2) 

Dublin  (7) 

Edinburgh  (6) 


Postal  Town  and  Distance  in  Miles 

Hounslow  (2) 

Bournemouth  (3) 

Cricklewood  (5) 

Cheltenham  (4) 

Feltham  (|) 

Hendon  (1) 

Edgware  (5) 

Southport  (1) 

'    Except  in  a  very  few  instances, 

Postal  Town  and  Distance  in  Miles. 
Blackpool  (2^) 
Weston-super-Mare  (2) 
Belton  (1)  - 
Cardiff  (1) 
Chichester  (lj) 
Cambridge  (6) 
Brighton  (3) 

Llanwrytd   Wells,    Breconshire  (J| 

Ramsgate  (3) 
Bridgend  (5) 
Preston  (1) 
Scarborough  (1) 
Southsea  (J) 
Harrogate  (J) 
Sunderland  (ij) 


Blackpool   

Douglas  (Isle  of  Man) 

Fleetwood   

Morecambe  Bay   

Rhyl   

St.  Andrews   


Situated  on  Sands — i.e.,  Not  Available  at  High  Tide. 

Waterloo  Road  (J)  (L.N.W.R.)    Blackpool  (i£) 

Douglas  (J)  (Isle  of  Man)    Douglas  (£) 

Fleetwood  (i)  (L.N.W.R.)    Fleetwood  (£) 

Morecambe  (J)  (L.N.W.R.)   :   Morecambe  (1) 

Rhyl  (J)  (L.N.W.R.)    Rhyl  (i) 

St.  Andrews  (j)  (N.B.R.)    St.  Andrews  (J) 


Waterloo-with-Seaforth    Bootle  (1)  (L.  &  Y.)    Bootle  (1) 

Note. — (x)  Licensed  for  all  but  larger  types  of  aircraft 


August  27,  1919 


The  Aeroplane 


859 


NAVMMILITMrj^£jtONAUTics 


NAVAL. 

Admiralty  Appointments  and  Promotions. 
The  following  promotion  has  been  made  : — 

AUG.  21ST.— Engr.  Lieut.  (Temp.  Capt.,  R.AF.).-K    G.  Parry,  D.S.O. 
to  rank  of  Engr.  Lieut. -Commdr.,  seny.  Aug.  ist. 
The  following  appointments  have  been  made  :  — 
AUG.  19TH.— Sub-Lieut— C.  F.  B.  Arthur,  to  "Furious,"  Aug.  18th. 
AUG.  23RD.— Artfr  Engrs. — F.  H.  Causfield,  to  "Argus,"  Aug.  22nd. 


It  is  now  stated  that  in  the  recent  Naval  action  off  Kror.stadt, 
when  some  British  C.M.Bs.  sank  two  Bolshevik  battleships  and 
a  destroyer,  the  C.M.Bs.  were  accompanied  by  three  aeroplanes. 
No  mention  of  aircraft  was  made  in  the  official  communique1  on 
the  subject.  - 

On  Aug  18th  British  aeroplanes,  supported  by  some  C.M.Bs., 
attacked  the  fortress  of  Kronstadt.  One  of  the  aeroplanes  was 
forced  to  descend  at  the  Styrsudd  Lighthouse.  The  pilot  was 
unhurt. 


Mr.  John  Pollock,  the  "Daily  Mail"  correspondent,  writes  of 
the  Kronstadt  affair  of  Aug.  18th  : — 

"The  attack  was  opened  on  Monday  afternoon  by  aeroplanes, 
which  dropped  incendiary  bombs  on  the  harbour  and  photographed 
the  positions.  The  entire  attention  of  Kronstadt  was  concen- 
trated on  the  attack  from  the  air.  All  the  batteries  and  search- 
lights were  directed  against  the  flying  peril  ;  but  the  aeroplanes' 
assault  was  merely  a  blind.  The  airmen  wirelessed  to  the  Fleet, 
giving  the  exact  positions  of  the  ships  in  the  harbour. 

"  At  2  a.m.  on  Tuesday  four  British  high-speed  motor-boats 
approached  the  harbour.  The  attack  with  aeroplane  help  met 
with  extreme  success,  and  was  carried  out  to  the  minute,  the 
object  being  to  deliver  a  blow  at  all  points  sim'.'haneously. " 


To  commemorate  the  work  done  during  the  wa.-  by  the  Metro- 
politan Observation  Service,  under  Comdr.  Paget,  it  is  the  inten- 
tion of  the  members  of  this  corps  to  endow  a  cot  in  the  new 
Children's  Ward  at  the  Charing  Cross  Hospital.  Donations  may 
be  sent  to  the  hospital.  ^276  3s.  6d.  lias  already  been  subscribed. 
This  corps  was  formed  to  give  information  of  the  presence  and 
position  of  hostile  aircraft. 

MILITARY. 

From  the  "  London  Gazette." 

War  office,  August  ifSth. 

Regular  Forces.— Infantry.— 4th  Bn.  Gord  Highrs  — See  I,t  J  W 
Mennie  (Lt.,  R.A.F.)  to  be  Lt.,  and  to  remain  seed,  Sept.  28th  icii8 

Oversea  Forces.— Canada.— Can.  Forestry  Corps.— Temp.  Lt  H  E 
Rosborough  ceases  to  be  seed,  for  duty  with  the  R.A.F. ,  June  4th  (sub- 
stituted for  "Gazette"  notification,  March  14th,  page  3465). 

War  Office,  August  10th. 

Regular  Forces. — Royal  Army  Chaplains  Department. — The  Rev.  R. 
N.  O'Shaughnessy,  temp.  Chapln.  to  the  Forces,  relinquishes  his 
comm.  on  transfer  to  the  R.A.F.,  Aug.  ist 

Oversea  Forces. — Canada. —Commands  and  Staff. — memorandum. — 
Temp.  Capt.  D.  R.  Macl.aren,  D.S.O.,  M.C.,  D.F.C.  (Br.  Columbia  R.)  to 
be  actg.  Maj.,  and  to  remain  seed,  whilst  empld  as  Liaison  Officer  vice 
temp.  Capt.  (actg.  Maj.)  P.  A.  Landry,  May  16th. 

War  Office,  August  20th. 

Regular  Forces.— R.A.F.— Mil.  Wing.— The  following  armointment  is 
made  : — Flying  Officer.— Temp.  Sec.  Lt  (on  prob.)  N.  A.  Meintjes,  Gen 
List,  and  to  be  confirmed  in  his  rank,  Oct.  nth,  1917. 

Infantry.— Yorks  L.  I— R  D.  H.  Draper  (temp.  Lt.,  R.A.F.)  to  be 
temp.  Lt.,  Dec.  20th,  1918,  seny.  May  22nd,  1918. 

War  Office,  August  21st. 
Regular  Forces.— Rif.  Brig.— To  be  Lt>Col.— M«.  and  Lt  Lt.-Col.  W. 
W.  Seymour,  vice  Lt.-Col.  (temp.  Brig -Gen.,  R.A.F.)   B.  H   H.  Cooke, 

C.  M.G.,  C.B.E.,  D.S.O.,  who  is  removed  from  Regtl.  List,  Aug.  22nd. 

War  Office,  August  22nd. 
Regular  Forces.— Oversea  Forces.— Canada.— Can.  Engrs.—  The  follow- 
ing retire  in  the  British  Isles  :— Temp   Lt.  (actg.  Capt.)  j.  F.  D.  Tan- 
queray,  D.F.C,  Aug.  11th;  Temp.  Lt.  (actg.  Capt.)  J.  F.  D.  Tanqueray, 

D.  F.C,  ceases  to  be  seed  for  duty  with  the  R.A.F.,  Aug.  6th. 

Westn.  Ontario  R. — Temp.  Lt.  F.  L.  Baker  ceases  to  be  seed,  for 
duty  with  the  R.A.F.,  June  nth  (substituted  for  "Gazette"  notification 
June  28th,  page  8197,  incorrectly  specifying  date  as  April  2^th). 

Manitoba  R— Temp.  Lt.  C.  R.  Gross  ceases  to  be  seed,  for  dutv  with 
the  R.A.F.,  Aug.  8th. 

Saskatchewan  R— Temp.  Lt  L.  A.  Smith  ceases  to  be  seed,  for  duty 
with  the  CA.F.  as  Lt..  Flving,  March  31st. 

Alberta  R  —Temp.  Lt.  A.  Rose,  M  M.,  ceases  to  be  seed,  for  dutv  with 
the  R.A.F.,  Julv  29th. 

Infantry.— oth  Bn.  Hamp.  R. — Sec.  Lt.  A.  F.  Harris  (See.  Lt.,  R.A.F.) 
to  be  Lt.,  and  to  remain  seed.,  March  ist. 


Territorial  Forces — General  List.—  Qrmr.  and  Capt.  A  E  Brooks 
resigns  his  commn.  ou  transfer  to  the  R.A.F.,  May  27th,  1918. 

Official  Communiques. 

The  following  communique  was  issued  at  Simla  on  August  18th  :  — 
An  aeroplane  bombed  the  gang  of  Suleiman  Khel  Wazirs  which  raided 

a  post  on  August  9th,  inflicting  30  to  40  casualties. 

The  following  communique  was  issued  at  Simla  on  Aug.  19th  :  — 

An  aerial  reconnaissance  from  Fort  Sandeman  on  the  17th  inst.  saw 

uo  hostile  gatherings 


It  has  been  brought  to  light  during  the  compilation  of  the  offi- 
cial aerial  history  of  the.  war,  that  several  R.F.C.  Squadron  Re- 
cord Books,  which  are  of  great  value  for  historical  purposes,  are 
missing. 

The  Air  Ministry  requests  that  any  such  books  as  may  be  in  the 

possession  of  demobilised  officers  or  others  should  be  returned,  at 
once,  to  the  Officer  in  Charge,  Air  History  Branch,  Offices  of  the 
War  Cabinet,  2,  Whitehall  Gardens,  S.W. 


Staff  for  R.E.  Services— Temp.  I.O.W. 


War  Office,  August  23rd. 
and   Capt.   T.   Ridge  relin- 


quishes his  commn.  on  transfer  to  the  R.A.I''.,  Sept.  26th,  1918 


AIR  FORCE. 

From  the  "  London  Gazette." 

Air  Ministry,  August  19th. 
R.A.F. — Permanent    officers. — promotions. — Air    Vice-Marshal  Sir 
Hugh  -Montagu  Trenchard,  Bart.,  K.C.B.,  D.S.O. ,  to  be  Air  Marshal, 
Aug.  nth. 

The  following  temp,  appointments  are  made  at  the  Air  Ministry  :  — 
Staff  Officer,  ist  Class  (Air) —Lt -Col.  J.  A."  Chaniier,  C.M.G.,  D.S.O., 
O.B.E.,  Aug.  1st. 

Staff  Officer,  2nd  Class  (Air).— Maj.  B.  E.  Sutton,  D.S.O,  O  BE.,  M.C, 
July  31st,  vice  Capt.  W.  A.  A  Chauncy. 

Staff  Officer,  3rd  Class  (Air).— Capt.  W.  A.  A.  Chauncy,  from  (S.O.2),. 
July  31st. 

The  following  temp,  appointments  are  made  : — Staff  Officers,  1st  Class 
(P.)— Lt.-Col.  C.  T.  MacLean,  D.S.O..  M.C,  Aug  15th.  (T.)  —Maj.  A. 
Levick,  from  (S.O.2),  Aug.  2nd. 

Staff  Officers,  2nd  Class  (O).— Lt.  C.  E.  Hodgson,  MB.E-,  May  5th- 
(T  ). — Maj.  A.  Levick,  June  14th. 

Staff  Officers,  3rd  Class  (P.). — Capt.  G.  M.  Broadburn,  April  30th;  Sec. 
Lt.  J.  M'.  McEntegart,  and  to  be  actg.  Capt.  till  April  30th  (substituted 
for  the  notification  in  "Gazette,"  Jan.  21st),  Dee.  20th,  1918.  (T.). — Lt. 
J.  A.  H.  Savage,  Feb.  14th. 

Staff  Officers,  4th  Class  (2nd  Grade)  -  Capt.  A.  W.  Hatiimans,  June 
2nd. 

The  notification  in  "Gazette,"  July  18th,  concerning  Sec.  Lt.  (actg. 
Lt.)  J.  M.  McEntegart  is  cancelled. 

The  notification  in  "Gazette,"  Aug.  5th,  concerning  Maj.  R.  C.  Lane 
is  cancelled. 

Flying  Branch.— Capt.  F.  D.  Lord  Doune,  M.C,  to  be  Capt.  (A.),  from 
Aide-de-Camp,  July  22nd. 

Capt.  E.  J._D.  Routh  to  be  Capt.  (A.),  from  (S.O  ),  July  1st. 

Lts.  to  be  actg.  Capts  whilst  empld.  as  Capts.  (A.)  : — L.  H  Browning, 
M.C,  N.  C  Buekton,  F.  H.  Davics,  M.C  ,  C.  J.  S.  Dearlove,  W.  F.  J. 
Harvey,  D.F.C,  G.  L.  Hobbs,  M.C,  C.  L.  King,  M.C,  D.F.C,  H.  F. 
Nicholls,  D.F.C,  A.  D.  K.  Perkins,  May  1st. 

Lts.  to  be  graded  for  purposes  of  pav  and  allowances  as  Capts.  whilst 
empld.  as  Capts.  (A.)  :— C.  T.  Black,  F.  W.  Clark,  J.  Cottle,  D.F.C,  H. 

G.  W.  Dcbenham,  G.  Eastwood,  I  G.  Elias,  Ml.  M.  Freehill,  D.F.C,  R. 
J.  Gammon,  D.F.C,  R.  A.  George,  M.C,  J.  G.  Gillanders,  D.F.C-  R- 
Grice,  C.  W.  Hamilton,  T.  Hayes,  AFC.  F.  R.  Hockuey,  L.  N.  Holling- 
liurst,  D.F.C,  J.  W.  Jones,  S.  Jones,  DEC,  H.  P.  M.  Kesterton,  M.C, 

H.  P.  Lale,  D.F.C,  A.  O.  Lewis-Roberts,  D.F.C,  J.  MeBain.  D.F.C,  B. 
McEntegart,  A.  McGregor,  D.F.C,  W.  F.  Mayoss,  H.  Murden,  D.F.C, 
G.  S.  Peffers,  D.F.C,  H.  B.  Pett,  M.C,  F.  J.  Phillips,  W.  O.  Phillips,  S. 
L.  Pope,  A.  W.  E.  Reeves,  D.F.C,  G  T.  Richardson,  E.  L.  Roberts,  T. 
Roberts,  C.  D.  Skinner,  S.  J  Stewart,  W.  D.  B.  Tavlor,  S.  H.  Wallage, 
M.C,  F.  G.  C.  Weare,  M.C,  May  ist. 

Lt.  E.  D.  Harding  to  be  graded  for  purposes  of  pay  and  allowances  as 
Capt.  whilst  empld.  as  Capt.  (O.),  May  ist. 

Sec.  Lts.  to  be  graded  for  purposes  of  pav  and  allowances  as  Capts. 
whilst  empld.  as  Capts.  (A.)  :— O.  A.  P.  Heron,  D.F.C,  C.  II.  Howitt, 
May  ist. 

Sec.  Lt.  (Hon.  Lt.)  J.  F.  D.  Tanqueray,  D.F.C,  to  be  graded  for  pur- 
poses of  pay  and  allowances  as  Capt.  whilst  empld.  as  Capt.  (O.),  May 
ist. 

Sec.  Lts.  to  be  Lts.  :— (Hon.  Lt  1  L.  R  Wheeler,  April  21st,  1918; 
R.  T.  Tarrant,  March  26th. 

Flight  Cadet  64479  C.  R.  Humphries  is  granted  a  temp,  commn  as  Sec 
Lt.  (O),  Nov.  8th,  1918. 

The  following  relinquish  their  commns.  on  ceasing  to  be  empld.  :  — 
Sec.  Lt.  (Hon.  Lt.)  D.  M.  Layton  (Lt.,  W.  Out  R),  Jan.  10th:  Lt.  G 
B.  Wootten  (Lt.,  New  Brunswick  R.l,  May  21st;  Maj.  C.  M.  Murphy 
(Lt.-Commdr.,  R.N.),  Julv  24th;  Lt  W.  L.  Christian  (Lt.,  R.G.A.).  Lt 
J.  E.  Cole  (Lt.,  Quebec  R.),  Lt:  T.  I.  Findley  (Lt.,  Can.  F.  Art  ).  Lt.  H 
N.  Price  (Lt.,  Nova  Scotia  R.),  Julv  31st;  Lt  C.  R.  Gioss  (Lt  ,  Manitoba 
R.),  Aug.  8th;  Lt.  A.  C.  S.  Irwin  (Lt.,  R.L  Rif.).  Aug.  9th. 

Transferred  to  unempld.  list: — Sec.  Lt.  J.  P.  Downey,  Feb.  ist;  Sc.-. 
Lt.  A  Boyd,  Feb.  8th;  Sec.  Lt  W.  H.  Avery.  Feb.  12th:  Lt.  E.  B.  Lc 
Feb.  16th;  Sec.  Lt.  F.  T.  Boland,  Feb.  23rd;  Lt.  W.  tl.  Kilbourne,  Man* 
ist;  Lt.  F.  James,  March  7th:  Sec.  Lt.  T.  C  Lewis,  March  10th;  Sec.  T< 
J.  A.  Sherrett.  March  nth:  Lt.  A.  M.  Rosenblct.  March  12th;  Sec.  T+. 
A.  G.  Grenchlev,  March  14th:  Lt.  B.  Farmer.  March  20th  Sec.  Lt.  7" 
W.  I.  Howie,  Lt.  W.  Joyce.  Cant  (actg.  Maj  )  D.  TJ.  McGregor,  Lt.  D 
G.  Russell,  April  ist:  Sec.  Lt  B.  Soaven,  April  oth;  Lt.  W.  Allan.  Apr' 
12th;  Lt.  A.  C  Hardv,  See.  Lt.  R.  B.  Jones,  Aoril  nth;  Lt  F.  W.  BpII 
April  nth;  Lt.  'aetg.  Capt.)  H.  A.  Oakes,  Anil  nth ;  Lt  T  W.  Sclater 
April  16'th:  Lt.  C.  M.  Holbrooks,  T  t.  C.  F  Russell,  April  17th;  Sec.  Lt 
C  H.  Shallcross.  Sec.  Lt.  P.  Stalker,  April  18th:  Sec.  Lt  T.  H.  Leo 
April  19th;  See.  Lt.  T.  C.  Elsworth,  April  20th:  Capt.  H.  M'  Si«on.  M  r 
April  24th;  Lt.  E.  G.  Jones,  April  25th;  T.t.  W.  Rodger,  Sec   Lt.  A.  H 


86o 


The  Aeroplane 


August  27,  1919 


Stent,  April  29th;  Sec.  Et.  VV.  A.  R.  Speight,  April  30th;  Et.  R.  S. 
Jameson,  May  2nd;  Lt.  G.  E.  Johnson,  bee.  Lt.  R.  W.  Jones,  May  10th; 
Lt.  E.  T.  Rogers,  May  15th,  Sec.  Lt.  W.  X.  Hogg,  May  ibth;  Et.  E-  G. 
Rooks,  May  20th;  Sec.  Lt  J.  D.  Russell,  May  23rd;  See.  Et.  G.  W^.  T. 
Latimer,  May  27th;  Et.  R.  Musgrave,  May  29th  (substituted  for  notifi- 
eation  in  "Gazette,"  June  oth) ;  Lt.  H.  M.  Gibbs,  May  31st;  Et.  G.  Lacey, 
June  2nd;  Lt.  E.  S.  Birkbeek,  M'.C,  June  Jid;  Lt.  V  T.  Normmtou, 
June  4th;  Capt.  E-  S.  Moulton-Barrett,  June  6th,  Lt.  A.  A.  Harris,  June 
10th;  Et.  R.  E.  Quesnel,  June  nth;  Sec.  Et  A.  Anderson,  Et.  C.  P. 
Eowry,  Sec.  Et.  F.  H.  IS".  Marson,  June  12th;  Et.  ii.  J.  McKenzie,  Sec. 
Et.  C.  A.  Robertshaw,  June  13th;  Sec.  Et.  J.-G.  Rodwell,  June  14th  (sub- 
stituted for  notification  in  "Gazette,"  July  22nd);  Et.  H.  E.  Elsworth, 
June  22nd;  Et.  E.  H.  Railing',  June  27th,  Sec.  Lt.  A  R.  Heaver,  July  1st; 
Sec.  Et.  G.  E.  Bell,  July  5th;  See.  Lt.  M.  W.  M.  Buruside,  Sec.  Lt.  G.  W. 
Shepherd  (substituted  for  notification  in  "Gazette,"  Aug.  5th),  July  10th; 
Sec.  Et.  C.  H.  Dickson,  July  nth.;  Sec.  Lt.  E.  M.  Fans,  Capt.  J.  L.  Gor- 
don, D.F.C.,  Sec.  Lt.  W.  C.  Jakes,  Et.  G.  Raney,  Sec.  Lt.  VV.  R.  Reid, 
Capt.  W.  E.  Robinson,  Sec.  Et.  N  W.  Russell,  Et.  F.  J  Wolno,  July 
12th;  Sec.  Et.  J.  F.  Heydenrych,  July  13th;  Lt.  E.  W  T.  Fussell,  Sec.  Lt. 
A.  E-  Robertson,  Sec.  Et.  (Hon.  Et.)  J.  B.  Appleton,  Sec.  Et.  H.  J.  G. 
Rudolf,  July  16th;  Sec.  Et  J.  F.  Bates,  Lt.  E.  Brewer,  Capt.  W.  P.  Cort, 
M. B  E  ,  July  24th;  Lt  W.  Algie,  D.S.O.,  Et.  W.  Dancv,  Lt.  D.  R.  Douglas, 
Lt.  M.  A.  Rosenblatt,  July  25th;  Sec.  Lt  A.  O.  Cox,  July  27th.  Lt.  H.  W. 
Collier,  Lt.  R.  S.  Davits,  Sec  Lt.  (Hon.  Lt.)  J.  A  Parkinson,  July  29th; 
Sec.  Et.  W.  IE  Bland,  See  Lt.  P.  E.  Bullock,  Sec.  Lt.  J.  W  Sole,  Julv 
30th J  Lt.  E.  P.  Graves,  Lt.  C.  E.  Howell,  D.S  O.,  M  C,  D.F.C  ,  Julv  31st; 
Sec.  Lf-  P.  Bushell,  Capt.  E.  B.  Cowell,  D  F.C.,  Sec  Et.  R.  P.  Hicklin, 
Maj.  M.  H.  B.  Nethersole,  D.S.O.,  Aug.  1st;  Lt.  J.  H.  M'aingot,  M.C., 
Aug.  2nd;  Sec.  Lt.  D.  M.  Brown,  Lt.  S.  H.  Wrinch,  Aug.  3rd,  Lt.  V.  M. 
Grantham,  Aug.  4th;  Lt.  H.  A.  Keyser,  Aug.  6th;  Sec.  Lt.  J.  C.  Garlake, 
Sec.  Lt.  (Hon.  Lt.)  F.  J.  Kisbey -Green,  Aug.  7th;  Et.  J.  Daniel,  Sec.  Lt. 
K.  H.  Ridgway,  Aug.  10th;  Sec.  Lt  F.  Ray,  Aug.  nth;  See.  Lt.  W.  T. 
Armstrong,  Lt.  C.  T.  Aulph,  Sec.  Lt.  W.  E.  Baxter,  Sec.  Et.  R.  H.  Gowan, 
Sec.  Et.  S.  J.  Shaw,  Sec.  Lt.  E.  J.  Shepbard,  Aug.  14th;  Et.  E-  M.  Isitt, 
Aug.  15th;  Capt.  D.  W.  Gray,  Aug.  16th ;  Lt  A.  D.  Reid,  A.F.C.,  Sec. 
Lt.  D.  G.  Malhebe,  Sec.  Lt.  R.  L-  Richards,  Aug.  19th. 

Capt.  C.  IE  W.  Godfrey  relinquishes  his  ..ommn  011  account  of  ill- 
health,  and  is  permitted  to  retain  his  rank,  Aug.  Bth. 

Et.  E.  Francis  relinquishes  his  coinmn.  on  account  of  ill-health,  and 
is  permitted- to  retain  his  rank,  May  20th  (substituted  for  notification  in 
"Gazette,"  March.  25th  and  April  29th) 

The  following  See.  Lts.  relinquish  their  columns,  on  account  of  ill- 
health,  and  are  permitted  to  retain  their  rank  : — E.  F.  Chisenhall  (con- 
tracted on  active  service),  May  20th  (substituted  for  notification  in 
''Gazette,"  May  13th);  R.  J.  Acheson,  July  3rd  (substituted  for  notifi- 
cation in  "Gazette,"  May  23rd);  J.  D.  Fitzsimmons,  Aug.  8th 

The  rank  of  Et.  A.  E.  Baxter  is  as  now  described,  and  not  Sec.  Lt.  as 
stated  in  "Gazette,"  June  17th. 

The  rank  of  Et.  J.  G  Angus  is  as  now  described,  and  not  See.  Lt.  as 
stated  in  "Gazette,"  Aug.  8th. 

The  name  of  Lt.  G.  P.  Paekenham-Walsh  is  as  now  described,  and 
not  "G.  P.  P.  Wash"  as  stated  in  "Gazette,"  July  i&th. 

The  surname  of  Lt.  D.  F  Cox  is  as  now  described,  and  not  "Fox"  as 
stated  in  "Gazette,"  Aug.  1st. 

The  notification  in  "Gazette,"  Aug.  23rd,  1918,  concerning  T.  J. 
Southern  (Et.,  W.  Yorks.  R.)  is  cancelled. 

The  notification  in  "Gazette,"  Feb.  nth,  concerning  See.  Lt.  C.  H. 
Wilcox  is  cancelled. 

The  notification  in  "Gazette, "  April  nth,  concerning  See  Lt-  W.  T 
Leonard  is  cancelled.    The  "Gazette"  of  May  16th  stands. 

The  notification  in  "Gazette,"  July  8th,  concerning  See  Lt.  D.  J. 
Brooks  is  cancelled. 

The  notification  in  "Gazette,"  July  nth,  concerning  Sec.  Lt.  G.  J. 
Ellsmere  is  cancelled. 

The  notification  in  "Gazette,"  July  18th,  concerning  Sec.  Lt.  F.  H. 
Newton  is  cancelled. 

Administrative  Branch. — Maj.  C.  S.  Danbv,  M.C.,  to  be  Maj.,  from 
(A.),  March  24th. 

Capt.  D.  S.  Jillings,  M.C.,  to  be  graded  for  purposes  of  pay  and  allow- 
ances as  Maj.  while  empld.  as  Maj.,  May  1st 

Capts.  to  be  Capts.  : — H.  Thompson,  from  (T  ),  Jan  18th;  W.  J. 
Coombes,  from  iS.O.),  F.  E.  B.  Whitfield,  M.B.E.,  from  (S.O.).  July  1st. 

To  be  actg.  Capts.  while  empld.  as  Capts  : — Lt.  F.  R.  C.  Davidson, 
from  Aug.  29th,  1918,  to  April  30th;  Sec.  Et.  W.  Rolliuson,  May  1st. 

Ets.  to  be  graded  for  purposes  of  pay  and  allowances  as  Capts.  while 
empld.  as  Capts.  : — H.  G.  Bellamy,  T.  D.  S.  Purdey,  M'ay  1st.  , 

Lt.  W.  E.  N.  Growden  to  be  graded  for  purposes  of  pay  and  allow- 
ances as  Capt.  while  empld.  as  P.T.  Officer,  May  1st. 

Ets.  to  be  Ets.,  from  (S.O.)  : — L-  V, '  Boxer,  June  13th;  J.  C.  Nairn, 
July  1st;  R.  B.  Fricker,  July  10th. 

Lt-  R.  R.  Money  to  be  Lt.,  from  (A  ),  July  14th. 

G.  Heard  (temp.  Lt.  and  Umr.,  Gen.- List)  is  granted  a  temp  commn. 
as  Et.,  April  1st,  1918. 

Sec.  Et.  S.  A.  E.  Cowell  to  be  Lt.,  Aug.  7th.  - 

Sec.  Et.  (Hon.  Capt.)  R.  Hodge  to  be  graded  for  pay  and  allowances 
as  Lt.  while  empld.  as  Et.,  M'ay  1st. 

T.  J.  Southern  (Lt.,  Yorks.  Hrs.)  i3  granted- a  temp,  commn.  as  Lt., 
Aug.  7th,  1918,  with  seny.  April  1st,  1918  (substituted  for  notification 
in  "Gazette,"  May  2nd). 

Sec.  Lt.  A.  C.  Cunison  to  be  Sec  Et.,  from  unempld.  list,  May  3th, 
precd.  next  below  W.  Borland. 

Sec.  Et.  J.  G.  Renshaw  to  be  Sec.  Lt.,  from  (A.),  July  nth 

Sec.  Et.  (Hon.  Lt.)  G.  F.  A.  Lewin,  M.C.,  to  be  Sec.  Lt  (Hon.  Lt.), 
from  (K.B.),  April  15th. 

Sec.  Lt.  S.  J.  Dodson  to  be  Sec.  Lt.,  from  (S.O.),  June  16th 

Sec.  Et.  D.  D.  Carcary  (late  Gen.  List,  R.F.C.,  on  piob.)  is  confirmed 
in  rank  as  Sec.  Et.,  Nov.  9th,  1918. 

Transferred  to  unempld.  list  : — Sec.  Et  J.  H  P.  Either,  Jan.  28th;  Sec. 
Lt.  (Hon.  Et.)  J.  G.  C.  Jones.  MC,  Feb.  20th;  Sec.  Lt.  H.  N.  Bennett, 
Sec.  Lt.  S.  Rendle,  Feb.  28th;  Lt.  T.  L.  Green,  March  3rd;  Lt.  N.  Smith, 
April  15th;  Sec.  Et.  (actg.  Lt.)  G.  N.  J.  Shaw,  Apiil  19th.  Et.  R.  V. 
Hope,  April  20th;  Sec.  Lt.  (Hon.  Et.)  F.  A.  Herron,  May  4th;  Sec.  Lt.  A. 
Johnson,  Mav  18th;  Sec.  Lt.  R.  H.  Curtis,  June  3rd;  Lt.  F.  W.  Alderton, 
June  14th;  Lt.  H.  W.  G.  Ripley,  June  28th;  Et.  B  G.  Brown,  Lt.  A.  C. 
N.  Spicer,  June  30th;  Sec.  Et.  A.  Engers,  July  4th;  Sec  Lt.  A.  H. 
Tones,  Capt.  D.  P  .Rowland,  July  12th;  Et.  N.  J.  Mitchell-Innes,  July 
23th;  Lt.  H.  R.  M.  Dodd,  July  26th;  Lt  G.  Barr,  July  28th;  Lt.  F.  S.  E. 
May,  July  29th;  Sec.  Lt.  T.  R.  Raisley,  Lt.  J.  Harper,  Lt.  F.  L.  De  S.  Ea 
Terriere,  July  31st;  Capt.  (Hon.  Maj.)  J  W.  Alcliidge,  Sec.  Et.  F.  A 
Bird,  Sec.  Et.  S.  H.  Coronel,  Capt  E.  E  R.  Heathcote,  Lt.  A.  N.  Mercer, 
Aug.  1  st. 

Lt.  C.  Baines  relinquishes  his  commn  on  account  of  ill-health  caused 
by  wounds  and  is  granted  the  rank  of  Capt.,  Aug.  7th. 

Lt.  R.  H.  Harmer  relinquishes  his  commn.  on  account  of  ill-health 
caused  by  wounds  and  is  permitted  to  retain  his  rank,  Aug  7th. 

The  surname  of  Maj.  R.  Money  is  as  now  described,  and  not  "Honey" 
as  stated  in  "Gazette,"  Aug.  1st. 

The  date  of  resignation  of  commn.  of  Sec.  Lt.  H..W.  Gallagher  is  April 
16th,  and  not  March  15th  as  staled  in  "Gazette,"  April  13th 

The  notification  in  "Gazette."  April  ist,  concerning  See.  Lt.  J.  H.  P. 
W.  Hither  is  cancelled. 


The  notification  in  "Gazette,"  April  1st,  concerning  Sec  Et.  E.  Ren- 
dle is  concelled. 

The  notification  in  "Gazette,"  July  13th,  concerning  Lt.  C.  Baines  is 
cancelled. 

The  notification  in  "Gazette,"  July  25th,  granting  C.  H  Haward  a 
temp,  commn.  as  Sec.  Lt.  is  cancelled  at  his  Own  request. 

The  notification  in  "Gazette,"  March  18th,  concerning  Sec.  Lt.  D.  J. 
Brookes  is  cancelled. 

Technical  Branch— Et.  (Hon.  Maj.)  W.  R.  Bernard  to  be  actg.  Maj. 
whilst  empld.  as  Maj.,  Grade  (A.),  from  Sept.  9th,  1918,  to  April  30th. 

Capts.  to  be  graded  for  purposes  of  pay  and  allowances  as  Majs.  whilst 
empld.  as  Majs.,  Grade  (A.)  :--G  L  Gooden,  D.  MacK.  P.  Riach,  M.B.E., 
O  V.  Thomas,  O.B.E.,  May  1st;  J.  Robinson,  July  20th. 

Capt.  H.  G.  Ford,  O.B.E.,  to  be  graded  for  purposes  of  pay  and  allow- 
ances as  Maj  whilst  empld.  as  Maj.,  Grade  (B.),  from  May  1st  to  June 
24th.  ' 

Capt   A.  J.  Hurst  to  be  Capt.,  Grade  (A.),  from  (S  O.),  May  1st. 

Lt.  P.  M.  Brambley  to  be  actg.  Capt  whilst  empld.  as  Capt..  Grade 
(B.) ,  May  1st 

Ets.  to  be  graded  for  purposes  of  pav  and  allowances  as  Capts.  whilst 
empld.  as  Capts.,  Grade  (A.)  :—  D.  Drover,  H  W.  G.  Drummond,  W.  B. 
Everton,  P.  R.  Hutchinson,  N.  Eiddall,  A.  W  H.  Phillips,  C.  A. 
Stevenson,  J.  D.  Whitcman,  May  1st. 

Ets  to  be  graded  for  purposes  of  pay  and  allowances  as  Capts.  whilst 
empld.  as  Capts.,  Grade  (B.)  :— C.  H.  Boyle,  H.  L-  Connor,  A.  H.  Dye, 

F.  Hitching,  from  (Ad.),  H.  Stausfield,  W.  Ynnge,  May  1st,  ' 

Sec.  Lts.  to  be  graded  for  purposes  of  pay  and  allowances  as  Cants, 
whilst  empld.  as  Capts.,  Grade  (A.)  :  — F.  A.  Dickinson,  N.  B.  Helmsley, 
M.B.E  ,  J.  W.  Jean,  D.S.M.,  May  1st;  J.  R.  Brown,  M.C.,  from  May  nth 
to  July  14th;  T.  E.  H.  P.  Eennedy,  May  22nd;  (Hon.  Et.)  I.  K.  M. 
Dodds,  June  16th.  . ,  ,,  _  . 

Sec  Ets  to  be  graded  for  purposes  of  pay  and  allowances  as  Capts. 
while  empld.  as  Capts.,  Grade  (B.)  :— C  F.  Chinery,  J.  V.  Martyn.  N.. 
Openshaw,  H.  H.  Williams,  May  rst. 

Sec.  Lt.  (Hon..  Et.)  T.  E.  Pennington  to  be  actg. -Capt.,  without  pay 
and  allowances  of  that  rank,  while  spec,  empld  ,  June  26th 

Lt.  A.  E.  W.  Finch  to  be  Lt.,  Grade  (A.),  from  Grade  (B.) ,  May  ist 

Sec.  Lts  to  be  graded  for  purposes  of  pay  and  allowances  as  Lts.  while 
empld.  as  Lts.,  Grade  (A.)  :  N.  F.  Burch,  F.  O.  Burnley,  J.  O  Cooper.  R 
M   Duke,  M.  B.  Fitzgerald,  (Hen.  Lt  !  R.  A.  Law,  W.  St.  J.  Eittlewood, 

G.  J.  H.  Stein,  E.  J-  Wilkins,  May  1st. 

Sec.  Lts.  to  be  graded  for  purposes  of  pay  and  allowances  as  Capts. 
while  empld.  as  Capts.,  Grade  (13.)  :— (Hon.  Lt.)  H.  Allsebrook.  F. 
Adams,  R.  Fell,  H.  Haworth,  E.  Hcmbley,  'Hon.  Et.)  R  Kearton.  C. 
II   Nf  Nunn,  C.  G.  A  Poole,  W.  R.  'Tuddenham,  May  1st. 

Sec.  Lt.  C.  F.  B.  Bassil  to  be  Et.,  Oct.  13th,  1918  (substituted  for  noti- 
fication in  "Gazette,"  Jan.  3rd). 

Sec.  Et.'  E.  E.  M.  Emtage  to  be  Lt.-Aug.  12th,  1918  (substituted  for 
notification  in  "Gazette,"  Jan.  3rd) 

Sec.  Lt.  A.  E.  Firth  to  be  Lt.,  without  pay  'ind  allowances  of  that 
rank,  Dec.  10th.  1918.  ,    .         _     ,     <T> , 

Sec.  Lt.  F.  W.  Corbett  to  be  Sec.  Lt.,  Grade  (A.),  from  Grade  (B.), 
May  21st.  ,      ',    „         , ,  , . 

Sec.  T,(.  T.  Van  N.  Reynecke  to  be  Sec.  Lt.,  Grade  (A.),  from  (Ad.), 
Nov.  28th,  1918.  ,   '    _  \  I 

Sec.  Lt.  A.  K.  Murray  to  be  Sec.  Lt.,  Grade  (B.),  from  (S.O.),  July 

iiec.  Et.  W.  Z.  Grandi  to  be  Sec  Lt.,  Grade  (B.) ,  fiom  (A  ),  July  30th. 

Transferred  to  unempld  list  :— Sec.  Lt.  (actg.  Capt.)  D  H.  Moore, 
Feb.  isth  (substituted  for  notification  in  "Gazette,"  April  1st);  Maj.  B.. 
M  Jones,  March  1st;  Sec.  Et.  (Hon.  Et.)  (actg.  Lt.)  J.  C.  Lathan,  March 
26th;  Lt.  (Hon.  Capt.)  (actg.  Capt.)  W.  E.  Smith,  April  13th;  Sec.  Lt. 
K.  G.  Moffatt,  April  15th;  Et.  H.  A.  Heaton,  M'.C  ,  Sec.  Lt.  E.  Hodgson, 
Mav  1  st;  Sec.  Lt.  A.  A.  F.  De  Jonquet,  Lt.  A.  H.  Johnson,  May  20th;  Lt. 
R.  F.  Rowbotham,  May  31st;  Capt.  A.  J.  G.  Anderson,  June  3rd;  See. 
Lt.  (Hon  Capt.)  J.  G.  Russell,  June  nth;  Capt.  A.  H.  Horsneld,  June 
27th;  Maj.  A.  R.  Low,  Sec.  Et.  W.  M.  Russell,  July  nth;  Sec.  Lt  N. 
13  Capes,  Julv  nth;  Lt.  E  W  Bowen,  July  13th;  Sec.  Lt.  W.  J.  Bramley, 
lulv  17th;  Sec.  Lt.  (Hon.  Lt.)  N.  W.  Birkett,  Sec  Et.  W  D.  Geddes, 
Tuly  i&th;  Sec.  Lt.  A.  E.  .Fallon,  July  21st;  Et.  G.  A.  Harrison,  July 
",rd-  Et  G.  T.  Beer,  Tuly  25th;  Et.  B.  H.  England,  July  2HV1 ;  Sec.  Lt. 
P  H.  Paton,  Tuiv  30th ;  Sec.  Lt.  W.  A.  Bradwtll,  Sec.  Et.  C  Duffy,  July 
31st;  Mai  R.  B.  Berkeley,  Capt.  E.  T.  David.  Aug  1st;  Lt.  R.  Leedal, 
Aug.  2nd;  Sec.  Et.  R.  B.  Aiikcn,  Aug.  6th;  Et.  B.  E.  Leeson,  Aug.  7th; 
Lt.  H.  J.  Burns,  Aug.  15th.  ..  / 

Sec.  Lt.  (Hon.  Lt.)  C.  N.  Smith  relinquishes  his  commn.  on  account 
of  ill-health  caused  by  wounds  and  is  permitted  to  retain  the  rank  of 
Lt.,  Aug.  9th.  , 

Sec  Lt.  C.  Rawdon-Schofield  relinquishes  his  commn.  on  account  ot 
ill-health  contracted  on  active  service  and  is  permitted  to  retain  his 
rank,  Aug.  7th. 

The  initials  of  Maj.  J.  P.  Elsden  are  as  now  described,  and  not  "J. 
R"  as  stated  in  "Gazette,"  April  1st. 

The  notification  in  "Gazette,"  April  29th,  concerning  Sec.  Lt.  E.  W. 
Bell  is  cancelled  .  ' 

The  notification  in  "Gazette,"  July  8th,  concerning  Sec  Et.  E.  B. 
Saunders  is  cancelled.  . 

The  notification  in  "Gazette,"  Dec.  13th,  1918,  concerning  Sec.  Et. 
(Hon.  Et.)  J.  D.  Robinson  is  cancelled. 

Medical  Branch.— Lts.  to  lie  Capts.  : -C.  T.  Costello,  March  26th; 
G  M  M'ellor,  May  15th;  H.  C.  Cox,  G  Meadows,  June  1st;  L-  C. 
Broughton-Head,  H.  B.  Troup,  H.  T.  Pry s- Jones,  June  6th;  J.  Coulter- 
Smith,  R  Mugliston,  P.  E.  Williams,  June  10th;  C.  Lambrmudi,  June 
14th;  A.  Kirkhope,  June  17th ;  .P.  M.  Carroll,  June  18th;  J.  P.  Horsford, 
Julv  5th;  A.  K.  Soutar,  July  6th;  G  Dunderdale,  J.  P.  Hennessey,  July 
i2th;  G.  W.  Harbottle,  M.  J.  Whelton,  July  15th',  J.  Valerie,  July 
22nd;  J.  P.  Wells,  July  24th;  A.  St.  T.  Hennessey,  July  29th;  G.  W.  J. 
Bonsfield,  Aug.  5th. 

Transferred  to  unempld.  list  :— Maj.  C.  E.  Bainbridge,  Feb.  5th;  Et 
N.  Homewood,  March  20th;  Capt  K.  B  Aickman,  Aug.  6th. 

Dental  Branch.— Lts.  to  be  Capts.  :  — G.  Warner,  May  20th ;  R.  Fyson, 
Mav  25th;  C.  M.  Shirreff,  June  6th:  H.  L.  Thorn,  June  10th;  N.  H.  Med- 
hurst,  June  17th;  N.  E.  Smallbone,  July  ist;  C.  M.  John,  July  18th;  G. 
Hughes,  July  22nd;  G.  F.  H.  Bloom,  Aug.  10th. 

Memoranda.— The  following  Oversea  Cadets  are  granted  temp,  commns. 
as  Sec.  Ets.,  with  effect  from  Feb.  15th,  and  relinquish  such  commns., 
with  permission  to  retain  the  rank  from  the  day  following  termination 
of  the  standardised  voyage  in  the  case  of  those  claiming  immediate  re- 
patriation, and  from  the  day  following  demobilisation  in  England  in 
all  other  cases  :— 179145  E.  E.  C.  Field,  602078  W.  J.  Holley,  316825  R.  C. 
MacNiven,  179403  R.  G.  Porter,  182605  W.  Pitts-Brown,  154928  H.  J. 
Quinn. 

The  following  Cadets  are  granted  hon.  commfts.  as  Sec.  Lts.  :— 183669 
A.  R  Wilkins,  Jan.  7th;  178035  J.  S.  Adam,  176857  E.  E.  Allsop,  177346 
E.  H.  Arm,  177561  E.  T.  Amers,  I772.13  w-  F-  Anderson,  178452  R-  c- 
Andrew,  176^02  G.  Aspinall,  178610  T„  R.Anson,  178613  C.  G  Buckendge, 
178667  R.  L.  Bell,  178747  E.  G.  E.  Beeching,  177598  E.  F.  Beard,  1J5171 
G.  E.  Brown,  177044  P.  Bradley,  177313  W  W.  Barry,  176174  R-  J-  Buck- 
ley, 176218  W.  T.  Bowley,  1764^9  J.  W.  Biglin,  176744  J-  O.  Baker.  176749 
A.  P.  Brav,  176.105  G.  A.  Broadbridge,  176301  H.  C.  Barraclough,  176093 
R.   Baillie,  177521  H.  Barclay,  176931  W.  K.  C.   Chalk,  177005  W.  W. 


August  27,  1919 


Ihe  Aeroplane 


Cook,  126512  i<-  M.  Campbell,  176347  J.  Craig,  176862  J.  H.  Clark,  176S.65 
j.,.  i_artcar,  1769,55  C.  C.  Cowley,  176920  D.  campucll,  177516  H.  Ghaplian, 
177054  C.  Coupe,  177097  VV.  I.  Canner,  177193  L.  C.  carr,  177405  K.  W. 
cunninghain,  177255  A.  L.  Clarke,  177771  J-  J  Chivers,  178544  J.  Crowe, 
177614  b.  A.  Diciinian,  170414  K.  F.  JJavis,  176621  K.  W.  Dickson,  177100 
li.  JJroneheld,  1.7 7407  C.  J.  uavies,  137183  J.  H.  Dickinson,  142245  j.  H. 
Diekm,  137160  VV  G.  Dules,  176756  E.  Donnelly,  177621  VV.  Dinwoodis, 
176525  E.  *'awthi~op,  170767  W.  Pitzgerald,  176059  H.  C.  Hordj  177163  A. 
C.  Francis,  177292  K.  H.  Freeman,  177305  Vv.  o.  Paulkcs,  177741  C.  li. 
Forryan,  177625  C.  H.  Parnill-Scott,  175260  I.  Gibson,  1 77^04  VV.  M.  L. 
Gray,  177457  VV.  Gartshaw,  177529  F.  A.  Gander,  176663  P.  H.  Grylls, 
177001  T.  Uaskell,  17751 1  P.  F.  Grundy,  177567  W.  A.  Houghton,  175265 
a.  F,.  Holt,  175206  li.  L-  Hardie,  177109  \V.  F  Hallett,  177204  G.  E  H. 
Harris,  177270  J.  VV.  Harrison,  17727a  VV.  G.  Hyiicld,  177365  A.  J.  Hill, 
17 7410  A.  J.  T.  Hurst,  177499  vV^  j.  Houchiu,  177595  M;  J.  Hubbell,  177692 
J.  D.  Hogg,  17757b  J.  Hampson,  176738  T.  J.  Hcwison,  176077  J.  H.  Hod- 
kinson,  177369  VV.  Hammond,  176775  T.  L.  Inipey,  177057  H.  Johnson, 
177170  J.  F.  F.  James,  177574  6.  G.  Jackson,  177411  G.  Jarvis,  177695  1. 
J.  Janes,  176183  K.  S.  Jones,  175271  C.  N.  Knowles,  176347  H.  H.  Knowles, 
177536  C.  VV.  Fink,  177634  J.  Lawrence,  177635  R.  D.  Langford,  175199 
C.  G.  Feadbetter,  176959  L-  C  Fishman,  17 7012  G.  B.  Fatore,  177413  J. 
Toekhead,  177416  F.  Facerby,  177890  W  B.  Lewis,  177700  A  G.  Murray, 
97209  A.  F-  Mann,  175339  J.  N.  Martin,  17696S  T.  M.  M'oses,  177014  C.  B. 
McGuire,  177417  S.  Mellom,  177666  P.  G.  Martin,  175283  E.  R.  Mitchell, 
176359  H.  V.  Minet,  176971  D.  ,B  Mnk,  177S66  A.  E,"  MeCorniick.  178055 
A.  S.  McQueen,  176972  J.  A.  R.  M'acdouald,  176681  R.  McArthur,  177668 
H.  S.  Mills,  177070  VV.  Nelson,  177464,0.  D.  Neilson,  1 77219  H.  Nichols, 
176426  E-  G.  Neary,  128484  F.  H  Nye,  177639  A.  S.  Overgage,  177426  J. 
.1.  Oakes,  177425  VV.  Orr,  157505  M.  A.  O'Connor,  177606  J.  V.  Page,  176809 
J.  Plenderleich,  176852  N.  A.  Parker,  176043  F,  Pnillips,  177381  F.  G. 
Prime,  178588  W.  F.  Payling,  177223  C.  F  Reed,  177430  G.  C  Rhys-Jones, 
177704  D.  O.  Russell,  1 75616  R.  J.  N.  Rayner,  176022  P.  Rugg,  176982  A. 
E.  Roberts,  177121  F-  J.  Rowse,  177382  J.  R.  Randall,  177432  VV  C.  Ridley, 
177509  VV.  S.  Reid,  1  77670  J.  Rallston,  J  77854  C.  Rushtorlh,  177981  A.  E. 
•Reynolds,  177705  C.  F.  Robinson,  177435  VV.  A  Robertson,  '7/838  W.  S. 
Sharp,  177982  H.  Stansfield,  178101  C.  H.  Smith,  177294  R.  C.  G.  Stott, 
166637  T.  P.  Smith,  177548  R.  W.  Savage,  177675  R.  Stewart,  175781  D.  F. 
Stewart,  177122  G.  R.  Smith,  177296  S.  Sherratt,  175150  T  H.  Sudlow, 
175550  A.  j.  F.  Seacombe,  177293  A.  D.  A.  Stearns,"  177571  R.  Shipper- 
bottom,  178393  VV.  F.  Stewart,  178399  H.  M.  Spiers,  1 78434  "J.  R.  Sinclair, 
178386  F.  A.  Tuck,  177235  H.  O.  V.  Turner,  177512  F-  D.  J.  Turnbull, 
177643  W.  S.  Thenson,  137035  R.  F.  Travers,  175562  K.  Topping,  176032 
V.  R.  Thomas,  176947  S.  Tapper,  177184  A.  J.  Tretiouth,  177298  A.  Todd, 
175783  N.  G.  Thrall,  177588  H.  S.  Taylor,  177991  G  H.  Tailing,  1  77537 
L.  J.  Tidmarsh,  177474  S.  G.  Veignaux,  176402  G.  H.  Wrigley,  177 188  VV. 
A.  W'aygood,  175790  R.  VVoodhall,  176288  A.  WagstafT,  177037  W.  R. 
Walters,  177078  J.  Walton,  177152  H  E.  Woodhead,  177345  J  Watson, 
177610  A.  C.  West,  175627  C.  V. 'willett,  176443  C.  P.  Walton,  1771^  A. 
P.  S.  Welsh,  177559  A.  Williamson,  177846  E.  F.  Wooley,  177994  H.  M. 
Wood,  Jan.  16th;  128336  F.  A.  Andrews,  177041  F.  Allan,  T76737  A.  F. 
Allen,  64491  S.  G.  Bond,  177632  S.  G.  Bryson,  1287S3  S.  Barker.  176747 
E.  C.  Bowes,  177092  J.  W.  Bezzant,  177093  E.  H.  Begiey,  177555  A  Collis, 
176909  F.  Cooper,  176934  D.  Crawford,  177560  A.  Davidson,  157187  B.  VV. 
Davies,  177449  F.  W.  Elliott,  177490  W.  J.  Flint,  177593  W.  R.  Gaitley, 
176063  H.  R.  Green,  176962  J.  N.  Gwynne,  176665  VV.  Higginson,  177370 
G.  R.  C.  Hunt,  177011  R.  S.  Keightly,  17732&  V  Fongie,  176185  H.  S. 
Fittle,  177059  A.  M.  Lenox,  176259  A.  V  Mitchell,  177463  A.  K. 
Matthew,  177502  R.  G.  Morris,  177175  H  E.  F.  Markhain,  175289  F.  T. 
Pirie,  176978  W.  Pratt,  177021  H.  J.  "Perrin,  176429  A.  W.  Prarce,  178,192 
J.  C.  W.  Rumbold,  176979  F.  Rogers,  .77288  A.  V.  Robson,  177384  G.  S. 
Richardson,  177434  J.  Rutson,  176431  W.  F.  Roulledge,  175661  G.  H.  M. 
Roberts,  177126  A.  F.  Stevens,  177228  H.  W  Stoneman,  177437  J.  H. 
Spencer,  177295  R.  Sempio,  177535  VV.  E.  Stone,  175004  V  A.  Smith, 
'75467  J-  W.  Thompson,  176033  F.  A  Turney,  376287  F.  Taylor,  177028  E. 
E.  Turner,  177029  H  Taylor,  177030  W.  Tomlinson,  177129  H.  H.  Thomas, 
17755^  C.  H.  Tester,  176946  G.  A.  Thompson,  176894  J.  G.  Vince,  177504 
A.  VV.  Willis,  176950  R.  P.  White,  176298  A  H  Wakefield,  177444  E.  N. 
Wood,  Jan.  18th;  177050  G.  F.  Ainge",  178516  R.  Bailey,  177999  H.  B. 
"Barber,  178770  F.  W.  Ball,  157537  H  O.  D.  Edmonds,  177455  F.  Glancey, 
176805  R.  C.  Philips,  177506  W.  H.  Pirie,  178061  G.  Stone,  177391  R.  R. 
Wheeler,  Jan.  19th;  240698  D.  G.  Frost  (deceased),  Jan.  29tn;  97074  M. 
J  Finklestone,  Feb.  8th;  1S1190  V.  H.  W.  Pullar,  Feb.  12th:  1802  J.  W. 
Clarke,  Feb.  26th;  94798  J   W.  Shaw,  March  2nd;  300099  V   F.  Spong, 


March  12th;  137226  A.  James,  March  26th;  91452  J.  H.  Roberts,  April 
9th;  99482  O.  13,.  Coupland,  April  26th;  219712  S.  G.  fc>haw,  luay  5111, 
P/520051  S.  A.  Huddlcstone,  May  7th. 

Transferred  to  unempld.  list  :  — Capt.  P  P.  C.  Penberthy,  o.B  E-,  from 
(S.O.),  April  50th  (substituted  for  notification  ,m  "Gazette,"  Aug.  8ih)  , 
capt.  H.  P.  Maybury,  O.B.E.,  from  iS.O.),  July  16th. 

Capt.  R.  H  Parkinson  (Capt.,  R.E-,  l.F)  relinquishes  his  comma, 
on  account  of  ill-health  contracted  on  active  service,  and  is  granted  ihe 
hon.  rank  of  Maj.,  Aug.  19th. 

The  surname  of  Capt.  VV.  B.  Callaway  is  as  now  described,  and  not 
"Galloway,"  as  stated  in  "Gazette,"  Jan.  3rd 

The  Christian  names  of  551467  Herbert  James  Blaekwcll  are  as  now 
described,  and  not  us  stated  in  "Gazette,"  July  15th. 

Air  Minisirv,  August  22nd. 

R.A.F.— Permanent  officers. — The  attention  of  the  oft'ccrs  named  m 
this  "Gazette"  is  directed  to  Air  Ministry  Weekly  orders  Nos.  666  ana 
942  of  1919,  relating  to  the  grant  of  permanent  conimns.  and  to  the 
rates  and  conditions  of  pay  and  other  emoluments. 

The  following  are  granted  permanent  columns.  111  the  R.A.F.  in  the 
ranks  stated,  with  seny.  as  shown  in  the  cutrent  Air  Force  Fist:  — 

Cols.— H.  R.  Brooke-Popham,  C.B.,  C.M.G.,  U.S.O.,  AFC,  (aetg. 
Blig.-Gen.)  B.  C.  H.  Drew,  C.Iu'.G.,  C.B.E.  (S.O.). 

Ft. -Cols. — A.  D.  Warrmgtoii-Morris,  C.M.G.,  o.B.E.  (SO.),  R.  E.  M. 
Russell,  C.B.E. ,  D.S.O.  (S.O.),  J.  F.  Forbes  (A. P.,  T.),  P.  Ranken  (A.P., 
I.),  C.  T.  Maclean,  D.S.O.,  M.C   (A.),  <_>.  H.  X.  Maguire,  D  S.O.  (A.). 

Majs. — R.  H.  Veraey,  O.B.E.  (A. P.,  T.),  A.  H.  vV.  E.  Wynne,  O.B.E. 
(S.O.),  A.  J.  Miley,  O  B  E.  (A. P.,  T),  R.  Hilton-Jones,  O.B.E-  (S.O.),  R. 
M.  Hill,  M.C,  A.F.C.  (A),  G.  H.  Norman  (A),  H.  J.  p.  Hunter,  M.C. 
(A.),  V.  S.  Brown  (A.P.,  T.),  F.  W.  Scarff,  M.B.F.  (A.P.,  T.),  W.  A. 
McFaughry,  D.S.O.,  M.C,  D.F.C  (A.). 

Capts.— R.  Addenbrooke-Prout,  O.B.E.,  M.C.  (SO.),  A.  S.  C.  Mac- 
Laien.  M.C,  A.F.C,  (A  )  X.  M.  St.  C.  G.  Leask.  M.C  (A.).  O.  M. 
Sutton,  M.C.  (A.),  J.  Noakes  (A.),  O.  Stewart,  M.C,  A.F.C  lA.),  G.  S. 
M.  Pnsall,  V.C  (A.),  H.  J.  Fde,ar  (A.),  G.  Barrett,  A.F.C  (A..),  G.  L. 
Godden,  O.B.E.  (T.),  C  Turner,  A.F.C  I  A.),  J.  F.  Roche  (A.),  M.  F. 
Browne  (T.),  R.  F.  F-  Dickey,  D.S.C  (A.  and  S.),  VV.  J.  de  Sabis,  D.S.C. 
(A.  and  S.),  G.  T.  R.  Hill  (A.),  J.  G.  S.  Candy  (A.). 

Fts.— R.  S.  Capon  (A.),  A.  G.  Mathew  (A  ),  J.  W.  D.  Feigh,  M.C.  (A.), 
'I.  C.  Fake,  M.C  (A.),  C.  G.  Mathew  (A  ),  J.  H.  lephson  (A.),  Aug.  1st. 

The  following  temp,  appointment  is  made  : — Staff  Officer,  3rd  Class.— 
CI.).— Sec.  Ft.  H  Norrington,  May  1st  (substituted  for  notification  in 
"Gazette,"  July  22nd). 

1'I,vi\g  Branch.— Ft  S.  F.  Pope  relinquishes  the  grading  for  purposes 
of  pay  and  allowances  as  Capt.,  Aug  rth. 

The  following  relinquish  their  commas,  on  ceasing  to  be  empld.  :  — 
Ft.  P.  VV".  Taylor,  D.CM.  (Lt.,  R.G.A.),  April  50th,  Ft.  D  F.  Lawson 
(Ft.,  Dorset  R.),  July  25rd;  Sec.  Lt  (Hon.  Ft.)  W.  F.  W.  Dryland  (Ft., 
Northants  R.),  Ft.  A.  D.  MacDonald  (Can.  Engrs.),  July  29th;  Lt.  W. 
E-  Lambert  (Lt.,  B.  Col    R  ),  July  31st. 

Transferred  to  unempld.  list  :— Sec.  Lt.  T.  C  Sutcllffe,  Jan.  27th;  Capt. 
S  Bell,  A.F.C,  Jan.  50th;  Sec.  Lt  J.  R.  Paird,  Feb.  1st;  Lt.  C.  G.  Brock, 
Feb.  9th;  See.  Lt.  D.  Smith,  Feb.  12th;  Sec  Ft.  W.  H  Salmon,  Feb. 
27th;  Lt-  J.  P.  Edwards,  March  7th;  I,t.  F.  C  Spaven,  March  25th 
(substituted  for  notification  in  "Gazette,"  Aug.  5th) ,  Ft.  IF  G.  Robinson, 
M'arch  30th;  Ft.  F.  H.  Sillem,  April  9th;  Sec.  Ft.  T.  V.  Smyter,  April 
10th;  Lt.  J.  A.  Beeny,  D.F.C,  See  Ft.  K  L-  Kirkby,  April  nth;  Sec.  Lt. 
S.  H.  Smith,  April  15th;  See.  Lt.  (Hon.  Lt.)  J.  S.  Smith,  Sec.  Lt.  H. 
M.  Smith,  April  17th;  Lt.  A.  R.  Brassingtou,  April  i3th;  Lt  G.  P. 
Alexander,  Lt.  W.  H.  Brown,  Sec.  Lt.  A.  G.  M.  Slrowger,  Sec.  Lt.  W. 
J.  Scudamore,  April  19th;  Lt.  (Hon.  Capt.)  S.  J.  Read,  April  24th;  Lt.  W. 
M.  Smith,  April  29th;  See.  Lt.  A.  Smethurst.  May  cth;  Sec  Lt.  H.  L. 
•smith,  Mav  8th;  Sec.  Lt.  W.  R.  Gilmartin,  M'ay  nth,  Lt.  C  V.  Kerpen, 
May  17th;  Sec.  I/t.  L  Scholes,  May  22nd;  Lt.  A.  VV.  Bennett,  May  28th; 
Lt.  M.  H.  Rattray,  Mav  30th  (substituted  for  notification  in  "Gazette." 
July  22nd;  Ft.  S.  A.  Gibbons,  June  3rd;  Lt.  C  VV.  Sowter,  June  5th;  f.t. 
I.  C.  G.  Simpson,  June  7th;  Sec.  Lt  H  A.  Sanders,  June  10th ;  Lt.  P. 
A.  IF  De  M'etz,  Ft.  J.  L.  Tibbetts,  June  nth,  Capt.  R.  T.  H  Duff,  June 
12th;  Sec.  Lt.  M  A.  Watts,  June  icth  (substituted  for  notification  in 
"Gazette,"  July  Sth) ;  Sec.  Lt.  H.  Toms,  June  24th;  Capt.  M.  O.  F. 
England,  Lt.  C.  G.  Gilbert,  June  50th;  Lt  J  Wallace,  July  6th;  See.  Lt. 
C  R.  Murrav,  Julv  9th;  Sec.  Lt.  J    Donr.an,  Jtilv  nth;  Sec   Lt.  C  D. 


The  decoration 

on  the 

left  is  the 

Distinguished 

Flying 

Cross 

(obverse) 

and  that 

on  the  right 

the 

Air  Force  Cross 

(obverse). 

These 

photographs 
were 
supplied 
by  the 

Air  Ministry. 
No  details 
were  given  and 
no  illustrations 
of  the  reverse 
of  these 

decorations  have 
so  far  been 
received.    It  is 
understood  that 
these  Crosses  are 
cast  in  silver. 


862 


The  Aeroplane 


August  27,  1919 


Gile,  Sec.  Lt.  H.  McK.  Gordon,  Stc.  Lt.  W.  J.  Spiccr,  July  12th;  Lt  F. 

D.  H.  Samnis,  July  13th;  Sec.  Lt.  G..  M.  Scarfe,  July  16th;  Capt.  G.  H. 
S.  Dinsmore,  Lt.  K.  F.  De  Long,  July  i8th;  Sec.  Lt.  H.  Bates,  Sec.  Lt. 

G.  Roberts,  July  23rd;.  Sec.  Lt  H.  G.  Wepener,  July  25th;  Second 
Lieutenant  H.  G.  Dixon,  lieutenant  C.  1,.  J.  Garrad,  Lieutenant 
F.  E.  Gibson,  July  26th;  Maj.  J.  R.  Gould,  Sec.  Lt.  P.  S.  Tennant,  July 
27th;  Capt.  S.  Blackley,  Sec.  Lt.  (Hon.  Lt.)  R.  Simpson,  July  28th;  Sec. 
Lt.  G.  Godley,  July  29th;  Lt.  N.  J.  Dakeis,  July  30th;  Lt.  H.  Good,  Lt. 

E.  H.  Menhenitt,  Sec.  Lt  S.  J.  R.  Smith,  July  31st;  Lt.  S.  M.  Sproat, 
Aug.  1st;  Lt.  A.  E.  Morgan,  Sec.  Lt.  J.  Mortimer,  Aug.  2nd;  Sec.  Lt.  W. 

H.  Gladwell,  Sec.  Lt.  R.  L.  H.  Valentine,  Aug.  3rd,  Sec.  Lt.  W.  F.  A. 
Snell,  Aug.  6th;  Sec.  Lt.  J.  H  E.  Biggs,  Lt.  H.  G.  U.  Ereckson,  Lt.  H. 
R.  Sayers,  Aug.  7th;  Sec.  Lt.  J.  H.  Ashton,  Lt.  T.  G.  Reed,  Sec.  Lt.  L  F. 
Stott,  Aug.  8th;  Lt.  (Hon.  Capt.)  T.  Edwards,  Sec.  Lt.  S.  E.  Gillmar, 
Aug.  10th;  Sec.  Lt.  B  Rooke-Cowtll,  Lt.  A.  D.  McBride,  Aug.  13th; 
Sec.  Lt.  R.  S.  S.  Chaffe,  Capt.  E.  W.  C.  Corry,  Capt.  J.  A.  G.  Gilray,  Sec. 
Lt.  W.  S.  Phelps,  Sec.  Lt.  E-  W.  C.  Sharpe,  Sec.  Lt.  F.  M\  Stieber,  Sec. 
Lt.  A.  Tapping,  Sec.  Lt.  1.  B.  Williamson,  Aug.  14th;  Sec  Lt  W.  M. 
Baber,  Sec.  Lt.  C.  I-  McFadden,  Aug.  15th;  Lt  O.  L-  Vetler,  Aug.  16th; 
Capt.  E.  M.  King,  D.F.C.,  Aug.  18th;  Sec.  Lt  G.  L-  C.  Beattie,  Lt.  J.  P. 
Bosman,  Capt.  W.  Buckingham,  Sec.  Lt  T.  Dunn,  Sec.  Lt.  G.  M.  Van 
Der  Merwe,  Sec.  Lt.  W.  G  Staples,  Sec.  Lt.  G.  Vaughan,  Sec.  Lt.  F.  N. 
Winskill,  Sec.  Lt.  A.  Wright,  Aug.  19th;  Sec  Lt.  A.  S.  Bottom,  Sec.  Lt. 
II.  W.  McL.  Hammond,  Sec  Lt.  F.  Krockel,  Lt.  T.  P.  Morgan,  Lt.  A. 
H  Peile,  Lt.  E-  Scholtz,  Sec.  Lt.  F.  R.  Schmidt,  Sec.  Lt.  E.  H.  C. 
Steeds,  Lt.  J.  K.  Stewart,  Sec.  Lt.  C.  B.  De  Villiers,  Lt.  O.  E.  Ward, 
Aug.  20th;  Lt.  E-  T.  Simpson,  Aug.  21st  (substituted  for  notification 
in  "Gazette,"  July  29th);  Sec  Lt.  J.  G.  Munvo,  Sec  Lt.  M  Segel,  Aug. 
22nd.  .  . 

The  following  Lts.  resign  their  commns.  :— L.  L.  Grant.  July  23rd, 
1918  (substituted  for  notification  in  "Gazette,"  June  nth,  I9i3) ;  G.  B. 
E.  Norburn  (Lt.,  R.I.  Bit),  Aug  22nd. 

Lt.  T.  J.  Donovan  is  cashiered  by  sentence  of  a  Gen.  Court  Martial, 
August  1st. 

Sec.  Lt..  C.  L-  Stewart  relinquishes  his  comiim.  on  account  of  ill- 
health  and  is  permitted  to  retain  his  -auk,  July  28th. 

Sec.  Lt  (Hon.  Lt.)  W  S.  McLean  (R.F. A.) -relinquishes  his  commn.  on 
account  of  ill-health  contracted  on  active  service,  Aug.  21st 

The  initials  of  Lt.  H.  A.  Wallace  are  as  now  described,  and  not  "A. 
H."  as  stated  in  "Gazette,"  July  8th. 

The  surname  of  Lt.  S.  H.  Wallage  is  as  now  described,  and  not  "Wal- 
lace" as  stated  in  "Gazette,"  July  8th. 

The  surname  of  Sec.  Lt.  B.  G.  Whatmough  is  as  now  described,  and 
not  "Wattmough"  as  stated  in  "Gazette,"  July.  8th 

The  initials  of  Sec.  Lt  R.  T.  North  are  as  now  described,  and  not 
"N.  T."  as  stated  in  "Gazette,"  July  29th 

The  surname  of  Sec.  Lt.  (Hon.  Capt.)  E  E.  Carl  alh  \Vilcocks  is  as 
now  described,  and  not  "E.  E.  C.  Wilcocks"  as  stated  in  "Gazette." 
June  13th. 

The  notification  in  "Gazette,"  July  8th,  concerning  Sec.  Lt.  C.  S. 
Gregg  is  cancelled. 

Administrative  Branch.— Lt  (Hon.  Capt.)  H.  G.  White  to  be  Lt. 
(Hon.  Capt.),  from  unempld.  list,  prec.  next  below  Lt.  E.  King,  Aug. 
9th. 

The  following  are  granted  temp,  commns  as  Sec.  Lts.  : — S.  P.  Jacoby 
(temp.  Lt.,  K.A.  Rif.),  Nov.  13th,  seny.  April  1st,  1918,  and  to  be 
Hon.  Lt.;  W.  A   Hatchett,  Aug.  18th;  A  G.  Owen,  Aug.  19th 

Transferred  to  unempld.  list:- Maj.  G.  G.  Gold,  Jan.  28th;  Sec.  Lt. 
R.  W.  F.  Smee,  Feb.  23rd;  Lt.  J.  R.  S.  Spearing,  Feb.  27th;  Lt.  L. 
Abraham,  March  6th;  Lt.  F.  C.  Smith,  April  1st;  Lt.  J.  Edwards,  April 
24th;  Lt.  L.  C.  Messiter,  May  16th;  Sec.  Lt  C.  B.  Dove,  May  30th;  Lt. 
W.  S.  Scatterty,  June  3rd;  Lt.  H.  Shaw,  June  <,th;  Capt.  J.  R  Fox,  June 
12th;  Sec.  Lt.  A.  Turnbull,  July  13th  (substituted  for  notification  m 
"Gazette,"  March  25th);  Sec.  It.  W  Giddings,  July  iKth;  Lt.  P.  C. 
Ward,  July  30th;  Sec.  Lt  C.  C  Dance,  Lt.  (Hon.  Capt.)  J.  Woulds, 
D.C.M.,  Lt.  C.  B.  Whelan,  July  31st;  Sec.  Lt.  (Hon.  Lt.)  J.  E.  Saunders, 
Aug.  1st;  Lt.  A.  D.  R.  Jones,  Aug.  7th;  Sec.  Lt.  J.  E.  W.  Billings,  Aug. 
qth;  Capt.  M.  L.  FitzgerfJd,  Aug.  14th  (substituted  for  notification  in 
"Gazette,"  July  1st). 

Lt.  J.  Dudley  relinquishes  his  commn.  on  account  of  ill-health  con- 
tracted on  active  service  and  is  permitted  to  retain  his  rank,  Aug.  7th. 

Sec.  Lt.  (Hon.  Lt.)  J.  D.  C.  Curtis,  M.C.  (Lancashire  R.),  relinquishes 
his  commn.  on  account  of  ill-health  caused  by  wounds,  Aug.  21st. 

The  initials  of  Sec.  Lt.  J.  G.  Elliott  are  as  now  described,  and  not 
"J.  T."  as  stated  in  "Gazette,"  June  3rd 

The  Christian  names  of  Harold  Clyde  Thomas  are  as  now  described, 
and  not  "H.  C."  as  stated  in  "Gazette,"  Aug.  1st. 

The  surname  of  Lt.  P.  R.  Mallinson  is  as  now  described,  and  not 
"Mattinson"  as  stated  in  "Gazette,"  Aug.  12th. 

The  surname  of  Sec.  Lt  K.  Draco  is  as  now  described,  and  not 
"Drago"  as  stated  in  "Gazette,"  July  29th 

The  surname  of  Lt.  G.  Wallas  is  as  now  described,  and  not  "Wallis" 
as  stated  in  "Gazette,"  July  8th. 

The  notification  in  "Gazette."  July  r8th,  concerning  Sec  Lt.  H. 
Smith,  D.F.C.,  is  cancelled. 

The  notification  in  "Gazette,"  July  29th,  concerning  Sec.  r,t  A.  Chal- 
lius  is  cancelled. 

Technical  Branch.— Capt.  C.  J.  Smitn  to  be  actg.  Maj.,  Grade  (B),  from 
Aug.  16th,  1918,  to  April  30th 

Capt.  C.  J  Smith  to  be  graded  for  purposes  of  pay  and  allowances  as 
M'aj.  whilst  empld.  as  Maj.,  Grade  (B),  May  1st. 

Sec.  Lt.  E.  A.  Blundell  to  be  Sec.  Lt.,  Grade  (A),  from  (A 'ship),  June 
-26th,  1918  (substiiated  for  notification  in  "Gazette,"  June  3rd). 

Transferred  to  unempld.  list  :— Cant,  (actg  Maj.)  B.  T.  Metcalfe,  Feb. 
16th  (substituted  for  notification  in  "Gazette,"  March  sSth) ;  Cant.  G. 
M  Johnstone,  April  15th;  Sec.  Lt.  R.  G.  Wells,  April  2-ird  (substituted 
for  notification  in  "Gazette,"  May  20th);  Sec.  Lt.  A  Spi'de,  April  23th; 
Capt.  A  Scott,  April  30th;  Capt.  I  McK.  Bellaiies,  May  28th:  Lt.  G. 
Glen,  June  4th:  Lt  E.  A.  Gulson,  June  12th;  Sec.  Lt.  A.  I.  Morris.  June 
17th;  Sec.  Lt.  L-  J-  Grant,  July  nth;  Lt.  P.  R.  Garner,  Junt  17th:  Lt. 
H  B.  D.  Grazebrook,  Julv  ;;ist.  Capt.  E  Brown,  Sec.  Lt.  E  I.  Cqor. 
July  22nd;  Capt.  D.  N.  Gillmore,  Julv  2;rd;  T.t  F.  H.  E.  Nash.  July  24th; 
Capt  S  Clark,  Tulv  28th;  Lt.  F.  ,T.  E.  English,  July  31st;  Sec.  Lt.  H.  W. 
Davidson,  Sec.  Lt.  W.  Hiason,  Aug  5th ;  Lt  W  A  Haslem,  T.t.  A.  F. 
St.  J.  Kinsev,  Aug.  6th;  Capt.  A.  G  Buckham,  Sec  Lt.  J.  E.  Kmgham, 
Capt.  R.  P.  T.  McCoy,  Aug.  7th;  Lt  T.  F  Northcote,  Aug  20th 

Lt.  .T.  T.  Rossiter  resigns  his  commn  and  is  permitted  to  retain 
his  rank,  Julv  31st,  iqi8. 

The  notification  in  "Gazette."  April  1st,  concerning  Lt.  C.  A.  Elliott 
is  cancelled  (sustituted  for  notification  in  "Gazette,"  June  2',th) 

The  notification  in  "Gazette,"  July  30th,  1918,  concerning  Lt.  J.  T. 
RosMter  is  cancelled. 

The  notification  in  "Gazett","  Aug.  15th,  concerning  Stc.  Lt.  E.  T..  M. 
Eintage  is  cancelled. 

Medical  Branch  — C.  P.  V.  MacCoimack  is  granted  a  temp  commn 
as  Capt.,  Aug.  22nd  . 

Lt.  C.  Duggan  to  be  actg.  Cant,  whilst  empld.  as  Capt  ,  without  pay 
and  allowances  of  that  rank,  June  20th. 

<"..  H.  H.  Maxwell  is  granted  a  temp,  commn.  as  Lt.,  Aug  22nd. 

T  H  K    MacT.anghlin  is  granted  a  temp  commn.  as  Lt..  Aug.  7*V- 

Transfcrred  to  unempld   li«t  :— Cipt.  J.  W   Brash,  March  1st;  Ca«t 


G.  Sparrow,  May  19th;  Lt  N.  C.  Cooper,  June  23rd;  Capt.  N.  C.  Graham, 
M.C,  Aug.  13th. 

Chaplains  Branch.— The  Rev.  A.  S.  Bishop  relinquishes  his  commn 
on  ceasing  to  be  empld.,  Apiil  26th. 

Memoranda.— The  following  temp.  Hon.  Lts.  relinquish  their  commns. 
on  ceasing  to  be  empld.  :—  I:  J.  Boucher,  May  31st,  F.  J.  Lynes,  Aug. 
20th. 

Transferred  to  unempld.  list  :— Sec.  Lt-  R-  J.  Walker,  July  17th;  Sec. 
Lt.  C.  A.  Russell,  Aug.  14th. 

Capt.  C.  F.  Greaves  lelmquishes  his  commn.  on  account  of  ill-health 
contracted  on  active  service,  and  is  permitted  to  retain  his  rank,  Aug. 
12th. 

"Air  Ministry,  August  23rd. 
The  King  has  been  pleased  to  give  orders  for  the  following  appoint 
nient,  in  recognition  of  distinguished  services  to  aviation  :  — 

C.Ii.li.  (Military  Division). 
Major  George  Herbert  Scott,  A.F.C.,  Royal  Air  Force,  Commander  of 

H.  M'.  Airship  R34  on  the  outward  voyage  to  United  States  of  America 
and  also  on  the  homeward  journey. 

The  King  has  been  pleased  to  confer  the  following  rewards  in  recog- 
nition of  distinguished  services  rendered  to  aviation,  in  the  successful 
voyages  of  R34  from  the  United  Kingdom  to  the  United  States  of 
America  and  back. 

Outward  journey. — Left  East  Fortune  at  1.42  a.m.,  July  2nd,  1919,  and 
arrived  at  Hazlehurst  Field,  Long  Island,  at  1.54  p.m.  (G.M.T.),  July 
6th,  1919.     (Duration,  108  hours  12  minutes.) 

Homeward  journey. — Left  Long  Island  3.54  a.m.  (G.M.T.),  July  ioth„ 
1919,  and  arrived  at  Pulharn,  Norfolk,  at  6.57  a.m.,  July  13th,  1919- 
(Duration,  75  hours  3  minutes.) 

Air  Force  Cross 
Col.  (actg.  Brig. -Gen.)  Edward  Maitland  Maitland,  C.M.G.,  D.P.O. 
Capt.  (actg.  Maj.)  Gilbert  George  Herbert  Cooke,  D.S.C. 
Lieut.  Guy  Harris. 
Sec.  Lieut.  John  Durham  Shotter 

Air  Force  medal. 

No.  206345  Elt.  Serjt.  William  Rose  Gent. 

No.  200965  Serjt. -Maj.  II.  Walter  Robert  Mayes,  D.S.M. 

No-  3X4353  Fit-  Serjt.  Walter  James  Robinson. 

No.  200079  Fit.  Serjt.  Reginald  William  Ripley. 

No.  201 741  Fit.  Seijt.  Norman  Albert  Scull 

No.  J.;  3349  Serjt.  Herbert  Murray  Watson,  D.S.M. 

FOREIGN  DECORATIONS. 
The  King  has  granted  unrestricted  permission  for  the  wearing  of  the 
following  decorations,  conferred  on  the  officers  and  other  ranks  indicated, 
for  valuable  services  rendered  in  connection  with  the  war  :  — 

CONFERRED  BY  THE  PRESIDENT  OF  THE  FRENCH  REPUBLIC. 
Legion  d'Honneur,  Officier.— Maj. -Gen.  Sir  F,  H.  aykes,  K.C.B.,  C.M.G. 
(Ret.  List). 

Legion  d'Honneur,  Chevalier.- Lt -Col.  G.  W.  F.  Fraser,  O.B.E. ;  Capt. 
(actg.  Maj.)  G.  Gude,  O.B.E.  I  Maj.  C.  A   L.  Harrison,  O.B.E. ;  Capt.  L  ■ 
E.  Innes-Baillie  (R. M.L.I.)- 

Croix  de  Guerre,  avee  Palme.— Capt.  (actg.  Maj.)  E.  J.  Briscoe,  O.B.E-; 
Capt  C.  B.  Dalison,  A.F.C. ;  Lt-Col.  R  B.  Davies,  V.C.,  D.S.O.;  Maj.  C. 
Draper,  D.S.O. ;  Capt.  W.  L-  Elder,  C.M.G.,  R.N  (formerly  R.N.A.S.); 
Lt.  W.  J.  Gillespie  (41st  Sqdn.);  Capt.  J  A.  Glen,  D.S.C. ;  Maj.  H.  P.  L. 
Iligman,  D.F.C.;  Lt.  J.  D  Newberry  (deceased) ;  Capt.  L-  V.  Pearkes; 
Lt.  E.  C.  Potter;  Wt.  Offir.,  CI.  II.  (now  Sec.  Lt.)  J.  Rees. 

Croix  dc  Guerre,  avec  Etoile,  en  Vermeil —2.15207  Serjt -Mech    J.  P. 
Hazell  (107th  Sqdn.) 

M'edialle  d'Honneur  avec  Glaives,  en  Argent —2 1 6604  Serjt.  Obsr.  W.  J. 
Middleton,  D.F.M 

Medialle  d'Honneur  avec  Glaives,  en  Bronze.— 25970  Pte.  A.  Weickers; 
S259  A. /Mil.  C.  H.  Cobden. 

CONFERRED  BY  THE  KING  OF  ITALY. 

Officer  of  the  Order  of  St.  Maurice  and  St.  Lazarus.— Lt  -Col.  (actg. 
Krig.-Gen.)  R.  H.  More,  C.M.G.,  C.B.E.  .  . 

Cavalier  of  the  Order  of  St.  Maurice  and  St.  Lazarus.— Maj.  A.  Mc- 
Alister,  Lt.  L-  F.  de  Peyrecave. 

Cavalier  of  the  Order  of  the  Crown  of  Italy  —Maj.  R.  P.  Whitehead. 

Conferred  by  the  King  of  the  Belgians. 
M'edialle  de  la  Rome  Elizabeth.— Asst   Adn.tr.  Miss  M.  S.  Cole-Hamil- 
ton, W.R.A.F. 

Conferred  by  the  King  ok  Rumania. 
Officer  of  the  Order  of  the  Crown,  with  Swords,  and  Knight  of  the 
Star  of  Rumania,  with  Swords.— Capt.  (aetg.  Maj.)  F.  S.  Moller,  M,C, 

D.F.C. 

Conferred  by  the  Bey  of  Tunis. 
(For  Services  at  Bizcria. 
The  Order  of  Nichan  Iftikhar,  Third  Class.— Lt.  F.  H.  Bell  (Flying 
Officer);  Lt.  A.  V.  Gash;  Lt.  A.  Smith  (Flying  Officer). 

Order  of  nichan  iftikhar,  chevalier,  Classe  i.  -209246  L  A.c.  ungnt 
(St.  Austell);  208551  A  /C.i  G.  C.  Crane  (Stratford);  206142  LAC.  F. 
Coward  (Ventnor) ;  211470  L-A.C.  S.  Reeve  (Norfolk);  209464  L-A.C.  A. 
F.  Mason  (Newmarket);  206403  L-A.C.  E.  Thompson  (Wimbledon). 

Correction. 

Maj  James  Percy  Carre  Cooper,  O.B.E.,  M.C.  (10th  Bde.,  Fiance)  is 
the  correct  description  of'  the  officer  awarded  the  Star  of  Rouinania, 
Officier,  in  "Gazette,"'  July  15th,  1919. 


As  a  considerable  number  of  officers  and  other  ranks  of  the 
Royal  Air  Force  have  been  awarded  a  foreign  decoration  during 
tbo  war,  and  have  not  yet  received  the  insignia,  a  list  of  such 
cases  is  being  compiled  by  the  Air  Ministry  with  a  view  to  th<- 
decorations  being  obtained. 

Officers"  and  other  ranks  concerned  (a)  who  have  now  been  re- 
leased from  the  Service,  or  (h)  who  are  not  serving  eithci  abroad 
or  in  the  area  commands  at  home,  are  accordingly  requested  to- 
communicate  with  the  Secretary,  Air  Ministry,  quoting 
A.M.W.O.  946,  and  giving  the  following  particulars  : — Air  For"e 
number;  rank;  full  Christian  name  and  surname;  designation  of 
decoration  not  received;  date  (approx.)  of  "Gazette"  in  which 
notification  of  award  was  made ;  and  full  postal  address. 


August  27,  1919 


The  Aeroplane 


863, 


Pilots  of  aircraft  are  warned  by  the  Air  Ministry  that  kite- 
bdloons  will  be  flown  from  time  to  time  for  purposes'. of  meteoro- 
logical observation  at  the  following'  places  .—  Merifield  (lor 
Point);  Larkhill  (Salisbury);  Caldafe  (Orkneys);  North  Queens- 
•ferry  (near  Edinburgh). 

The  cables  of  these  balloons  when  flying  will  be  marked  by 
streamers  at  intervals  of  not  more  than  500  ft. 

*  7t  * 

It  is  notified  by  the  Air  Ministry  that  in  the  event  of  R.A.F. 
■officers  on  duty  landing  at  aerodromes  not  owned  by  the  Govern- 
ment, tine  aerodrome  authorities,  having  charges  to  be  paid, 
should  render  a  bill  to  the  Officer  Commanding  the  Unit  to 
which  the  officers  belong.  Officers  have  been  instructed  to  sign 
-a  receipt  for  services  obtained  in  these  circumstances. 

The  Air  Ministry  announces  that  the  aerodrome  at  Guston  Road 
{Dover),  and  the  landing  ground  at  New  Holland  (Yorks),  are 
being  relinquished  by  the  R.A.F. 

*  *  * 

In  future,  visitors  to  R.A.F.  aerodromes  must  first  obtain  per- 
4iiits  from  the  Air  Ministry. 

Requests  for  permits  should  be  addressed  to  the  Secretary,  Air 
Ministry,  and  should  state  clearly  the  purpose  for  which  a  permit 
is  required.  The  permits,  if  granted,  will  be  issued  subject  to 
■such  restrictions  as  the  Air  Ministry  may  direct. 

*  *  * 

It  is  announced  by  the  Air  Ministry  that  Sir  H.  H  Shephard, 
father  of  the  late  Brig. -General  G.  S.  Shephard,  D.S.O.,  M.C., 
R.A.F.,  has,  in  memory  of  his  son,  placed  a  sum  of  money  in 
trust,  the  income  of  which  is  to  be  applied  to  the  provision  of 
-annual  prizes  for  essays  by  Officers,  N.C.Os.,  and  Men  of  the 
R.A.F. 

The  subjects  for  the  essays  will  conoern  the  airman's  work  in 
■the  air,  and  this  year  separate  prizes  will  be  given  for  essays  on 
■G)  Sea  and  Fleet  Reconnaissance,  and  (2)  Aerial  Navigation  and 
Pilotage. 

The  administration  of  the  yearly  competitions  will  be  carried 
5jut  by  the  Air  Council. 

•         •  •• 

The  Danish  correspondent  of  The  Aeroplane  writes  : — 
A  British  flying  officer  has  passed  Bergen  en  route  for  Spitz- 
hergen.    He  will  be  stationed  there  with  an  air  mechanic. 

*  *  * 

A  British  aeroplane  operating  with  the  forces  of  General  Denikin 
was  recently  brought  down  at  Tcherny,  on  the  Volga,  South-East 
of  Tsaritsin.  Another  British  aeroplane,  which  was  returning  to 
the  British  lines  with  a  punctured  petrol-tank,  seeing  the  aero- 
plane land  and  noticing  the  approach  of  enemy  troops,  also  landed 
and  opened  fire  on  the  Bolsheviks  with  its  machine-gun  while  the 
pilot  and  observer  of  the  first  aeroplane  set  light  to  their  machine. 
They  then  boarded  the  second  aeroplane,  which  contrived  to 
■ascend,  and  returned  to  the  British  lines. 

The  observer,  by  standing  on  the  right  wing  of  the  aeroplane, 
largely  saved  the  situation  by  plugging  the  hole  in  the  petrol  lank 
with  his  finger. 

*  *  * 

An  air  station  is  being  established  at  St.  Raphael  (Var),  and 
has  been  placed  under  the  command  of  Sqdn.  Leader  A.  S.  Mac- 
I.aren,  R.A.F.  This  station,  which  Is  situated  near  to  the  French 
Naval  Air  Station  at  Frejus,  will  form  an  important  landing- 
ground  on  the  England-India  aerial  route.  It  is  stated  that  Fit. 
Lt.  Berwick,  R.A.F.,  is  the  second  in  command. 

Three  flying-boats  arrived  at  St.  Raphael  on  Aug.  18th  on  their 
Way  to  India  from  England. 

Another  British  aeroplane  (Lieut.  Halliwell,  R.A.F'.)  arrived  on 
August  25th  on  his  way  to  India. 

*  *'  * 

The  construction  of  big  rigid  airships  appears  to  have  been 
stopped  by  the  authorities.  Short  Bros,  have  three  ships  under 
construction  and  are  stopping  work  on  one. 

*  *  * 

No.  1  Aircraft  Constructional  Wing  at  Camden  Road  has  de- 
veloped very  greatly.  It  is  fortunate  in  having  the  personal 
interest  of  officers  of  the  highest  rank  in  the  Air  Ministry,  who 
<k>  everything  they  can  for  the  furtherance  of  the  scheme.  Two 
of  these  officers  are  Air  Marshal  Sir  Hugh  I'rehchard,  K.C.B., 
D.S.O.,  and  Group  Captain  Philip  Game,  C.B.,  C.M.G.,  D.S.O. 

On  July  ^3rd  the  Mayor  of  St.  Pancras  received  the  Military 
and  Air  Attaches  of  the  Belgian  Legation  at  the  Headquarters, 
And  among  those  present  were  the  Right  Hon.  Lord  Rothschild, 
F.R.S.,  Brig. -Gen.  Lord  Montague  of  5'eaulieu,  C.S.I.,  Sir 
Horace  Byers,  K.C.M.G.,  and  Col.  L.  Rees,  V.C.,  D.S.O.,  M.C. 

On  July  26th  a  guard  of  honour  of  the  Wing  turned  out  to 
Welcome  General  Corvisart  (the  French  "Military  Attache),  C.ap~ 
tain  Finsi  (the  Italian  Air  Attache),  the  French  Air  Attache,  and 
representatives  of  the  Esthonian  Army,  the  Military  Mission,  and 
the  Russian  War  Office. 

Major  F.  G.  Moore,  T.F.A  .  the  Officer  Commanding  this 
Wing,  is  the  Chief  Technical  Inspecting  Officer  for  the  County 
of  London,  and  has  been  lucky  in  getting  as  his  second  in  com- 
mand Major  C.  W.  F.  Morgan,  of  the  Martinsvde  firm.  There 


is  now  a  complete  staff  of  2S  officers  who  instruct  the  cadets  in 
rigging,  engines,  gunner)-,  etc.  In  September  classes  will  be 
held  every  night  except  Saturdays. 

As  mentioned  in  a  previous  issue  of  The  Aerc plane,  the  Air 
Ministry  have  given  to  the  Wing  many  drawings  and  small  parts, 
and  many  big  aircraft  firms  have  given  ceroplanes  and  engines. 
If  only  there  were  more  accommodation  at  the  Wing,  advantage 
could  be  taken  of  the  offers  of  these  firms  to  give  and  lend  more 
aeroplane  parts,  etc.  The  Marconi  Company  have  supplied  a 
complete  wireless  telephony  and  telegraphy  set  with  a  range  of 
600  miles  which  is  to  be  erected  over  the  headquarters 

On  Aug.  2nd  some  200  cadets  went  down  to  Eastbourne  for  a 
week.  They  were  housed  in  the  huts  on  the  aerodrome,  and 
were  given  practical  instruction  on  the  aeroplanes  and  seaplanes 
there.  At  present  they  are  enjoying  a  month's  leave,  until  the 
classes  start  again  in  September. 

Great  attention  is  given  to  games,  and  later  on  a  football  club 
will  be  run  on  Service  battalion  lines  by  the  cadets  themselves. 

A  second  Aircraft  Construction  Wing  is  being  formed  in 
Hackney,  affiliated  to  the  iorh  London  Regiment  (Hackney 
Rifles).  Major  Moore  states  that  before  Christmas  five  or  six 
more  Aircraft  Wings  will  be  in  existence  in  various  parts  of 
London. 

On  leaving  the  Wing  the  cadets,  many  of  whom  worked  during 
the  war  in  aircraft  factories  in  N.  and  N.W.  London,  are  free  to 
join  the  R.A.F.,  an  aircraft  firm,  or  anything  they  please.  The 
wireless  set  will  doubtless  make  many  keen  ro  become  wireless 
operators  at  sea  or  on  land  for  the  Marconi  Company. 

In  the  second  week  in  September  another  function  is  taking 
place  at  which  those  interested  in  the  scheme  at  the  Air  Ministry, 
and  many  leading  men  in  the  Aircraft  Industry  will  be  present. 
The  work  will  then  be  carried  out  on  a  far  bigger  scale  than 
hitherto. 

A  scheme  having  so  many  men  high  t.p  in  the  Aeronautical 
World  interested  in  it,  and  having  attained  so  much  since  its 
official  opening  by  Major-Gen.  Trenchard  on  June  20th,  m  ist 
continue  to  grow  until  Aircraft  Constructional  \\  ings  are  in 
operation  all  over  the  country. — G.  L.  O. 

*  *         ,  * 

On  Aug.  2 1  st  the  Royal  Air  Force  held  fheii  annual  athletic 
meeting  at  Stamford  Bridge.  The  King's  Cup  was  won  by  the 
South-Western  Area  after  keen  competition,  the  Midland  Area 
running  them  very  close.  This  Cuji  is  given  to  the  Area  with  the 
greatest  number  of  points. 

Three  Mile  Race. — Capt.  Irwine  (Northern  Area),  1  ;  Serjt. 
C.  I.  Clibbon  (Halton),  2;  A./C.  Pratt  (S.E.  Area),  3;  Capt. 
Austin  (R.A.F.,  Rhine),  4.  Won  by  a  yard.  Time,  15  rrilri. 
iS  3-5  sec- 

W.R.A.F.  Relay  Race  (440  yards).— S.-W.  Area,  1  ;  Halton,  2; 
Northern  Area,  3.    Won  by  eight  yards.    Time,  57  1-5  sec. 

440  Yards  Race. — Capt.  A.  P.  Mitchell  (Halton),  1  ;  Cpl.  Bos- 
berry  (R.A.F.,  Rhine),  2;  Serjt.  Poigndestre  (S.-E.  Area),  3; 
Lieut.  Jones  (R.A.F.,  Rhine),  4.  Won  by  12  yards.  Time,  51 
4-5  sec. 

One  Mile  Race  (open  to  members  of  Imperial  Allied  Farces). — 
Lieut.  R.  D.  Chalmers  (A.I.F.),  1  ;  Drvr.  W.  G.  Battersbie 
(R.F.A.),  2;  H./'C.  H.  Ashby(late  R.A.F.),  3;  Serji.  R.  H.  Geary 
(R.A.F.),  4.    Won  by  20  yards.    Time,  4  mini  51  1-5  sec. 

880  Yards  Race  (open  to  former  members  of  the  R.A.F.). — 
Cpl.  P.  A.  Beard,  1  ;  Cadet  J.  Noble,  2.    Won  by  10  yards.  Time, 

2  min.  9  4-5  sec. 

One  Mile  Race  (R.A.F.).— Capt.  Gibbs  (Midland  Area),  t  ; 
A./C.  Nix  (S.-W.  Area),  2;  Flight  Serjt.  DcMlington,  3.  Won 
fry  *5  yards.    Time,  4  min.  34  1-5  sec. 

100  Yards  Race.— Serjt.-Maj.  Mawby  (Midland  Area),  1  ; 
Serjt.-Maj.  Kressler  (Northern  Area),  2  ;' Cpl.  Bosberry  (R.A.F., 
Rhine),  3.    Won  by  half  a  yard.    Time,  10  3-5  sec 

880  Yards  Race. — Flying  Officer  Shaw  (S.-W.  Area),  1;  A./M. 
Morris  (Midland  Area),  2  ;  Lieut.  Catchpole  (Northern  Area),  3. 
Won  by  10  yards.    Time,  2  min.  3  2-5  sec. 

120  Yards  Hurdles. — Flying  Officer  Fraser  (S.-W.  Area),  1  ; 
Flight  Lieut.  Scott  (S.-W.  Area),  2  ;  Lieut.  Beliin  (R.A.F.,  Rhine)] 

3  Won- by  five  yards.    Time,  17  1-5  sec. 

880  Yards  Race  (for  Enlisted  B'ovs). — Snaith  (Northern  Area), 
1  :  T.  Weatherall  (S.-E.  Area),  2;  Fox  (Midland  Area),  3.  Won 
by  six  yards.    Time,  2  min.  q  1-$  sec. 

220  Yards  Race.— Serjt.-Maj.  Mawby  (Midland  Area),  1  ;  Capt. 
A.  P.  Mitchell  (Halton),  2  ;  Serjt.  Clarkson  (Midland  Area)  3 
W  on  by  three  yards.    Time,  23  1-^  sec. 

100  Yards  Race  (Imperial  and  Allied  Forces).— Serjt.  Wilson 
(New  Zealand),  1. ;  Drvr.  L.  J.  Hume  (Australia),  2;  Lieut.  N.  V. 
Webbe,  3.    Won  by  a  yard,  alter  a  dead-heat.    '1  ime,  10  3-5  sec 

Tug-of-War.— Midland  Area  beat  R.A.F.,  Rhine,  by  two  pulls 
to  none. 

High  lump. — Lieu  I.  F.  C.  Penny  (Irish  Group)  and  Serjt.- 
Maj.  iMiller  (Midland  Area),  tied  at  5  ft.  7  in.  for  first  place- 
Lieut.  Walmsley  (Midland  Area),  5  ft.  3  in.,  <■ 

Putting  the  Weight.— Serjt.-Maj.  Mawby  (Midland  Area)  4 
ft.  3  in.,  1;  Lieut.  Fish  (Midland  Area),  32  ft.,  2;  Capt.  Jones 
(Northern  Area),  31  ft.  8±  in.,  3. 


864 


The  Aeroplane 


August  27,  1919 


Long  Jump. — Flying  Officer  Fraser  (S.-W.  Area},  2?  ft;  4J  in.; 
1;  Flight  Lieut.  Lieut.  Scott  (S.-W.  Area),  20  ft.  7  in.,  2;  Maj. 
Saul  (R.A.F.,  Rhine),  20  ft.  6|  in.,  3. 

One  Mile  Relay  Race. — South-Western  Area,  1  ;  Northern  Area, 
2.    Won  by  12  yards.    Time,  3  min.  47  1-5  sec. 

Composite  Relay  Race  (Field  Officer,  Officer,  Warrant  Officer, 
N.C.O.,  or  Man,,  each  to  run  100  yards;  W. R.A.F.  to  run  4) 
yards). — 'Midland  Area,  11;  Northern  Area,  2;  R  '\.F.,  Rhine,  3 ', 
South-Eastern  Area,  4.    Won  by  six  yards.    Time,  49  4-5  sec. 

FRANCE. 

It  is  announced  Lieut,  de  Vaisseau  Sable  has  been  appointed 
Air  Attache  to  the  French  Embassy  in  London. 

GERMANY. 

On  Aug.  1 8th  a  German  avialor  bombed  Sosnc.wice,  Poland. 
Several  people,  including  some  civilians,  were  killed.  The  Polish 
Government  ordered  its  Mission  in  Berlin  to  make  a  protest  and 
to  demand  satisfaction  from  the  German  Government.  The  Note 
was  handed  in  on  Aug.  20th. 

The  following  is  an  extract  from  the  Memoirs  of  General 
LudendorfT  which  have  been  recently  the  subject  of  some  four 
articles  in  the  "Times"  newspaper  :  — 

"The  battle  cost  me  a  great  deal  also.  My  wife's  youngest  son 
fell  on  the  23rd.  He  was  a  flying  officer,  and  was  at  first  re- 
ported missing.  On  the  battlefield  we  found  a  grave  with  the 
English  inscription,  'Here  rest  two  German  fixing  officers.'  I 
had  the  ;ad  task  of  identifying  my  son.  Now  he  rests  in  German 
soil.    The  war  has  spared  me  nothing." 

A  message  from  Dortmund  states  that  Lieut.  Bon^artz 
crashed  from  a  {height  of  about  150  ft.  during  an  exhibition  flight 
at  Neheim.  His  condition  is  said  to  be  hopeless.  Lieut.  Bon- 
gartz  brought  down  39  Allied  machines  during  the  war,  and  was 
brought  down  by  a  British  avialor  in  'May,  1918. 

The  Danish  correspondent  of  The  Aergi'lvne  writes: — 
A  Commission  to  control  .md  represent  German  flying  sport 
has  been  formed  after  negotiations  with  the  Government  Air 
Ministry.  The  President  is  Major  von  Tschudi,  the  former  mana- 
ger of  the  Johannisthal  aerodrome.  Lieut. -Col.  Siegert,  who 
was  tile  second  in  command  of  the  German  Air  Forces  during  the 
war,  is  on  the  Committee. 

ITALY. 

On  Aug.  23rd  four  Italian  military  aviators  were  killed  at  the 
Aspem  Aerodrome,  near  Vienna,  owing  to  their  machine  crashing. 
SWEDEN. 

A  correspondent  in  Sweden  writes  that  the  first  German  machine 
for  the  Swedish  Air  Force  has  arrived  in  Sweden. 

RUSSIA. 

Official  Communique  (Bolshevik). 
Aug.  19TH. — A  flotilla  of  fast  enemy  ships  having  broken  into 
Kronstadt  Harbour,  our  guard  ships  sank  three  of  them  by  artil- 
lery fire.    At  the  same  time  a  considerable  number  of  enemy 
aeroplanes  made  an  attack  on  Kronstadt. 

*  *  * 

On  Aug.  1 8th  the  bolshevik  Forces  carried  out  what  is  claimed 
to  be  a  retaliatory  air-raid  upon  Teri  Joki.  It  is  stated  that  this 
raid  was  a  reprisal  for  the  sinking  of  the  Bolshevik  warships  by 
the  British.    No  casualties  were  caused. 

U.S.A. 

It  is  understood  that  the  U.S.  Navy  are  entering  N.C.4  (Lt. 
Cmdr.  A.  C.  Read)  for  the  trans-Pacific  Competition.  The  prize 
is  again  ^10,000,  and  there  is  again  two  alternative  routes,  and 
once  again  Lt.  Cmdr.  Read  will  probably  take  the  Southern  route, 
which  means  refuelling  at  sea,  so  that  history  may  be  given 
another  opportunity  of  repeating  itself. 

*  .*..*' 

The  two  U.S.  Army  aviators  L'ieuts.  Petersen  and  Davis, 
whose  capture  by  Mexican  bandits  has  been  already  reported, 
returned  to  the  States  under  the  escort  of  a  Cap.t.  Matlock,  U.S. 
Cavalry,  who  had  successfully  paid  but  half  the  ransom  money  to 
the  bandits.  These  latter  are  now  being  pursued  by  U.S.  Cavalry 
and  aeroplanes,  but  hitherto  have,  despite  the  pursuers'  advan- 
tages, managed  to  get  away. 

A  flying  base  for  this  expedition  has  been- established  at  Pre- 
sidio. 

It  was  announced  later  that  Jesus  Renteria,  the  leader  of  the 
bandits,  was  shot  from  an  aeroplane  during  a  skirmish  between  the 
American  troops  and  the  bandits.  The  U.S.  troops  returned  to  the 
States  on  August  24th. 


PERSONAL  NOTICES. 

NAVAL. 

Engagement. 

EL  L  WOOD — MATT  HEWS.  — The  engagement  is  announced' 
between  Capt.  Aubrey  B.  Ethvood,  D.S.C.,  R.A.F.,  youngest  son 
of  the  Rev.  C.  E.  and  Mrs.  Elhvood,  Cottesmore  Rectory,  Oak- 
ham, and  Lesley  Mary  Joan,  daughter  of  Mr.  and  Mrs.  W.  P- 
Matthews,  The  Old  House,  Walmer,  Kent. 

MILITARY. 

Births. 

O'BRIEN. — On  Aug.  16th,  1919,  at  Nakuru,  British  East 
Africa,  the  wife  of  Maj.  A.  K.  O'Brien,  late  Queen's  Bays  and 
R.A.F.,  of  Mtaragon,  Lumbwa,  British  East  Africa,  of  a  son. 

HEAD. — On  Aug.  17th,  to  Peggy,  (nee  Grant),  wife  of  Lieut.  L 
Laurence  Head,  Royal  Sussex  Regt.  and  R.A.F.,  a  son. 

AIR  FORCE. 

Marriages. 

HALL-SMITH— HUTCHINSON.— On  May  13th,  J919,  at 
St.  George's  Church,  Hanover  Square,  London,  Lieut.  Philip 
Hall-Smith,  R.A.F.  (since  killed),  eldest  son  of  the  Reverend 
Philip  Merton  Smith,  of  Vancouver,  British  Columbia,  was  mar- 
ried to  Marjorie  Emma  Hutchinson,  widow-  of  Capt.  J.  S  Hutchin- 
son, 2nd  South  Lancashire  Regiment,  and  daughter  of  Frederick 
Wrigley,  Esq.,  of  Broadoaks,  Bury,  Lancashire,  by  the  Rector. 

OMMANNEY—  CHAMBERS.—  The  marriage  took  place  on 
July  15th,  at  Bron.pton  Parish  Church,  of  Major  Patrick  Grearo 
Nelson  Ommanney,  R.A.F.,  younger  son  of  Admiral  Sir  Nelson 
and  Lady  Ommanney,  and  Miss  Pansy  Nina  Grace  Chambers, 
daughter  of  Major  Grahame  Chambers,  R.A.F.  Prebendary 
Gough  performed  the  ceremony. 

POLLARD— CHEETHAM.— On  July  31st,  1919,  at  St.  Mar- 
tin's Church,  Brighouse,  Capt.  George  Reginald  Pollard, 
R.A.F.,  youngest  son  of  Sir  George  H.  Pollard  and  Lady  Pol- 
lard, "Sundown,"  Southport,  was  married  to  Sarah  Dorothy, 
youngest  daughter  of  Mr.  and  Mrs.  John  A.  Cheet'ham,  "Oak- 
lands,"  B'righouse,  by  the  Rev.  Canon  Hone,  Vicar. 

SANDERS— SPROT.— On  July  23rd,  at  St.  Baldred's,  North 
Berwick,  Capt.  Denis  C.  W.  Sanders,  A.F.C.,  R.A.F.,  eldest  son 
of  Dr.  and  Mrs.  Gordon  Sanders,  Villa  Martha,  Cannes, 
France,  was  married  to  Nancy  M.  G.,  widow  of  the  late  Ivan 
B.  Sprot,  Lieutenant,  1st  Bit.  The  Queen's  Own  Cameron  High- 
landers, and  daughter  of  Sir  George  and  Lady  Berry,  Drums- 
heugh  Gardens,  Edinburgh,  and  King's  Knoll,  North  Berwick, 
by"  the  Right  Rev.  the  Lord  Bishop  of  St.  Andrews,  assisted  by 
the  Rev.  T.  A.    Hughes,  M.A.,  Rector. 

SNOW— COLWELL.— On  July  29th,  at  St.  Jude's,  Southsea, 
Capt.  C.  C.  Snowj  D.F.C.,  R.A.F.,  only  son  of  Mr.  and  Mrs.  0. 
Snow,  South  Kirkby,  Wakefield,  was  married  to  Gladys  Burton, 
eldest  daughter  of  the  late  General  Colwell,  C.B.,  Royal  Marines, 
and  Mrs.  Colwell,  Claremont  Lodge,  Southsea,  by  tho  Rev.  C.  E. 
Matthews,  C.F.,  the  Right  Rev.  Bishop  Ingham,  D.D.,  Vicar, 
and  the  Rev.  W.  R.  Mussehvhite. 

STEDDY— HARVEY.— On  July  23rd,  at  Chartham  Parish 
Church,  Capt.  Edwin  Seymour  Steddy,  R.A.F.,  youngest  son  of 
Mr.  and  Mrs.  G.  T.  Steddy,  of  Sarre,  Kent,  was  married  to  Elsa 
Dorothy,  younger  daughter  of  Mr.  and  Mrs.  W.  R.  Harvey,  of 
Hatch  House,  Chartham,  Kent,  by  the  Rev.  E.  W.  Taylor  Jones. 

TOZER — DAVIES. — On  July  30th,  at  St.  Peter's,  Parkstone, 
Lieut.  Philip  H.  S.  Tozer,  R.A.F.,  was  married  to  Margaret 
F.  H.,  younger  daughter  of  the  late  Edward  Dfvies,  Machen 
House,  Mon.,  and  of  Mrs.  Davies,  Bruffe  Lodge,  Parkstone. 

Births. 

ALLEN. — On  August  11th,  at  nursing  home,  Colchester,  the 
wife  of  Claude  A.  B.  Allen,  Chaplain  R.A.F. — a  son. 

CURTIS.— On  July  28th,  1919,  at  40,  Alwyne  Road,  Wimble- 
don, the  wife  of  James  Stanley  Curtis  (late  Capt.  R.A.F.),  of  a 
daughter. 

ELPHICK. — On  Aug.  7th,  at  10,  Coates  Crescent,  Edinburgh, 
the  wife  of  Capt.  R.  Elphick,  R.A.F.,  of  a  son 

GOODE. — On  July  17th,  at  24,  Wtalpole  Street,  S.W.,  the  wife 
of  Captain  H.  M.  Goode,  R.A.F.,  of  a  daughter. 

LOWE. — On  Aug.  1st,  at  Baston  Lodge,  St.  I.eonard's-on-Sea, 
the  wife  of  Lieut.  L.  G.  Lowe,  R.A.F.,  of  a  son. 


OSTER 

IX€D 

OCUS 

OR 

IERY 

URNACES 


THE  IDEAL  PYROMETER   FOR  HIGH 
TEMPERATURES. 

Book   17  Post  Free. 

POSTER  INSTRUMENT  Co. 

Letch  worth,  Herts.,  Eng. 

We  are  showing  these  Instruments  at  the  Br  tlsh  Scientific  Products  Exhibition, 
Central  Hall,  Westminster,  July  3rd  to  August  5th,  1919. 


August  27,  1919 


The  Aeroplane 


865 


Keen  Buyers  go  to  the  Source. 


E.G. 


TOOLS 


;.  MATHER  &  SON, 

SHEFFIELD. 


"CROID  '  LIQUIDGLUE—  Used  by  all 
Aeroplane  Constructors  durirg  the  War. 
THE  STRONGEST  GLUE  KNOWN. 
USED  COLD— with  the  addition  of  cold  water. 
Write  To-day  for  D<  scriptive  Booklet  No.  IT. 

The  Improved  Liquid  Glues  Co  ,  Ltd., 

Great    Hermitage   Street,    London,  E  I. 


SALMSON 
AERO -ENGINES 


(Canton- Unne  System). 


All  enquiries  should  be  addressed  to 

THE  DUDBRfDGE  IRON  WORKS,  V 

STROUD, 
GLOUCESTERSHIRE. 


Cast-iron  Hammered  Piston  Rinp. 


(By  the  Davy  a 
Robert  son-Process) 

In  our  Special  Pisttm 
Ring  Iron.     All  sixit 
up  to  72  in. 

Quick  Delivery. 
Absolute..', 
Reliable 
Low  Price*. 

Telephone  No.  2149 

Telegrams— 
•'  Ocean,"  Sheffield 


The  Standard  Piston  Ring  &  Engineering  Co.,  Ltd* 

Don  Road,  Sheffield,  


PATENT  TIME  SAVING 
SPLICING 
VICE. 


As  supplied 
to  B.A.F. 


Savtt  Wkippiif 
t  Pizt>  Tkiablt  i»  Uip. 


Sols  Liobmcbk.  : 

BARNETT  81  FOSTER. 

EAGLE  WHARF  BD„  LONDON,  N.l. 


The  Air  navigation  Co.,  ltd. 

BLERIOT  &  SPAD, 

ADDLESTONE  (SURREY). 


Contractors  to  War  Office  and 
Admiralty, 


Flying   Ground—  Brooklands  Aerodpoma, 

NORBERT   CHEREAU,    Managing  Director. 

Telegrams— Bleriot,  Weybridge.         Telephone— 358  Weybridge. 


During  the  War  we  made 

MILLIONS  of  AERO  PARTS. 

We  are  still  making  large  quantities. 

CAN  WE  SUPPLY  YOUR  WANTS? 

TURNINGS  or  (Power)  PRESS  WORK. 

Any  metal  or  insulating  material,  screwed 
or  plain.  Any  article  of  small  or  medium 
size  where  very  large  quantities  are  required. 

No   charge  for   tools  /or   large  quantities. 

CASH  MORE  BROS. 

Zota  Works,  Hildreth  St.,  Balham,  S.W  12. 

Phones— Battersea  415,  Streatham  2140. 


KINDLY    MENTION    "  THE  AEROPLANE 


WHEN    CORRESPONDING    WITH  ADVERTISERS 


866  The  Aeroplane  august  27,  1919 
 _  — 

TRADE  CARDS. 


Springs  !    Springs  !   Sprlr^a  I 

We  make  a  speciality  of 
Springs  for  Aeroplanes. 
J  SEND  FOR  PRICES. 

I  P*s*t  Spring  Co.,  Wast  BramwM, 


SHEET  METAL  WORK  FOR  AUTOMOBILES  &  AIRCRAFT 

Domed  Motor  'Wines,  ftadlatcrs.  Petrol  and  Oil  Tanks,  Panels, 
Cowlings.  Fairings,  etc.,  supplied  new  or  tepalred  'Wheel  Discs 
for  Ford  and  other  cars  tuppiled  from  stock.  All  kinds  of  Sheet 
Metal  Work  Brazing  or  Aoetylene  Welding  undertaken.  Metal 
Sidecar  Bodies  and  Aluminium  Number  Flatos  supplied  promptly. 
Improved  Siltncers  and  Racing-type  Exhaust  Pipes  fitted 
to  any  car  at  short  notice. 

OWEN    DAVIES    ENGINEERING   Co.,  Ltd. 

(E.  Owen  Dayies,  Managing  Director.) 
*4-46  QUEENSLAND  ROAD,  HOLLO  WAY,  N.  7.  Phone  North  2964 


NAME  PLATES, 
DIALS,  SCALES,  ADDRESS  PLATES, 

etc.,  in  all  metals,  Celluloid,  Bone, 
Ivory.    Chemically  enlarged  or  machined. 

CLEGG    METAL.    ENGRAVING    CO.,  LTD., 
WORTHING. 


PEGAMOID 


BRAND 

LEATHER  CLOTH. 


The  Best  Waterproof  Covering  for  Railway,  Tram- 
way, Aeroplane,  Motor  Boat.  Cushions,  8e»tB,  eto 


NEW  PEGAMOID  LIMITED,  Mr 


SoU 


B.G.I. 


Telegrams— Pegamoid,  Phone,  London 
Sslsphone— OHy  S704  (2  lineB). 


Oablea  ABO  5th  Edition  and  Private- 


The  INTEGRAL  PROPELLER  Co.,  Ltd. 

guarantee  Highest  efficiency  in  theii 
design  and  manufacture  of  propellers 
tor  any  type   of  engine  or  machine. 

THE  INTEGRAL  PROPELLER  CO.,  LTD., 
Edgware  Road,        The  Hyde,        Hendon  N.W.9. 

Telephone :   Kingibut;  104, 


Captain  A.  NEWMAN  (lateR.A.F.) 

Aviation  Insurance  Expert  &  Broker. 

Quotations  for  every  class  of  risks  — 
Lloyd's  Underwriters  and  leading 
:  :         Insurance  Companies         :  : 

20,  BUCKLERSBURY,  E.C.4.  ™7&™. 


SCREW-  DRIVING 

RUSSELL  BROTHERS,  Ltd.,  REDDITOH 

MACHINES. 


IBORA  PROPELLER  COMPANY.  Ltd. 


Telephone  ; 
KlJSfflSTom  872, 


Telegrams  ; 
"Ebori,  Kingsto*. 


PROPELLER  S 

j  Oonteuotora  to  Sho  ADMIRAM  Y  ft  WAR  OFFICE, 

IB  &  12,  Surbiton  Park  Terra.ee,  Kingnton-on-ThftiHuM, 


ADOPTED  BY  SO  MANY, 

can  you  afford  to 
ran  your  faotory  without 

AUTO 
"START  AND 
CEASE  WORK" 
SOUND  SIGNALS 

and 

Modern  Methods 

of 

Baring  Minutes 


The  Shortened 
Working-  Week  Makes 
OBN1S'  CUL.SYNETIC 
SYSTEM  ESSENTIAL 
IN  MODERN  WORKS 
Send  for 

Illustrated  Literature  Book  "A  15." 

ENT&C0,  L™-TB8^  LEICESTER 

London:  N«woa«tt*-on-TTne : 

,  Victoria  St.,  S.W.i.      5a,  Blackett  St. 


Trad* 


MEN  DINE  Mark. 


LIQUID  SCOTCH  GLUE 

USED  BY  THE  LEADING  AEROPLANE  CONSTRUCTOR J. 

MOISTURE  PROOF, 
Writ,*  for  Pride  List  aiid  Partieulan  J 
MRNDIWE  CO.,  8,  Arthur  Street,  London  Bridge,.  B.C.. 


iiiMTjg  LENGTH  with  INCREASED  STRENGTH 


Phone 
Putney 

I7SO 


SPARS 

STRUTS 
LONGERONS 


Patentees  $  Makers 


tubes 

AYLING'S 


COMBINED 
METAL  AND 
WOOD  STRUTS 


Aycinc'j 

"utncv 


Riverside    Putney,  5. W. 


KINDLY    MENTION    "THE    AEROPLANE"     WHEN'    CORRESPONDING    WITH  ADVERTISERS 


August  27,  19 19 


The  Aeroplane 


be: 


CONSULT 


on  all  matters 
connected  with 
Commercial  and  Plrasnre  Flying, 
Aeronautic  Design  &  Manufacture. 


t  A  Years' Piactic -1 1  experience 
*  v  in  all  Branches. 


ECG0R»fNGlAND 


A  F  R  At  S 


Phone  Reg  nt  4  1  4 

St  George's  Houst, 
193,  Regent  Street, 

L0ND0N.W.1. 


J.  H.  MOORE, 

Late  Lt.  R.A.F., 

9,  MOUNT  RD.,  HENDON  N.W  4 


Testing  of  any  Type  of  Aircraft  undertaken. 

5  years'  experience — 3|  years  as  Official 
Test  Pilot. 

Open  to  demonstrate  machines  abroad. 


United 

Aircraft  Engineering  Corporation 

OF 

New  York. 

{Cable  AdtirtiS :  Unairco.) 


MANUFACTURERS.  ENGINEERS 

London  Offices : 

Capt.  A.  B.  ROGERS,  Manager, 
Suite  8  &  9,  123,  Pall  Mall. 

' Phont :  Gerrard  3537. 


THE  AERIAL  ARM:  Its  Functions 
and  Development. 

By  Lieut.-Golonel  N.  J.  GILL,  C.B.E.,  M.C. 

With  an  Introduction  by 
Maj.-Gen.Sir  W.SEFTON  BRANCKER.K.C.B  ,A.F.C. 


6s.    6d.  net. 


7s.  post  free. 


Contents :— Chap.  1 — The  Atmosphere.  n.— Airships.  111.— The 
Aeroplane,  iv. — Progress  in  Aeroplane  Design,  v — The  Evolution  of 
Types,  vi. — Navigation  of  the  Air.  vn. — The  Military  Use  of  Aero- 
planes,   viii. — Co-Operation  Afloat,    ix. — Air  Power. 

"A  well  balanced,  carefully  written  book — covering  in  a  com- 
paratively short  space  technical  aspects  in  such  a  manner  as  to  be  easily 
understood  by  the  lay  reader." — 1  imes. 

THE  AEROPLANE  &  GENERAL  PUILISHING,  GO.,  LTD., 

61,  CAREY  STREET.  W.C.2. 


MISCELLANEOUS  ADVERTISEMENTS 

SPECIAL.  PREPAID  RATE  :  18  words  1/6  :  Situations  Wanted  ONLY.  18  words  1  -  :  Id-  per  word  after.      TRADE  ADVERTISEMENTS 
'    in  these  columns  3  lines  3  -  ;  10d.  per  line  after.    Public  Announcements,  Legal  Notices,  Auctions,  Contracts,  etc..  1  6  per  line. 
For  the  convenience  of  Advertisers,  replies  can  be  received  at  the  offices  of  "  THE  AEROPLANE,"  61,  Carey  St..  London,  W.C.2. 


PATENTS. 


PAGE  &  ROWLINGSON,  Chartered  Patent 
Agents  (Consulting  Engineer,  Mr.  S.  E. 
Page,  A.M.Inst.C.E.),  27,  Chancery  Lane, 
London,  W.C.    Tel.  332  Central. 


Henry  Skerrett  (H.  N.  Skerrett,  A.I.A.E., 
A.l.Mech.E.,  Associate  I.E.E.,  Fellow  of  the 
Chartered  Institute  of  Patent  Agents),  Patents, 
designs  and  trade  marks. — 24,  Temple  Ro*', 
Birmingham. 


Inventors  advised  free.    Write  for  booklet  . 
King's    Patent    Agency,    Ltd.,    165,  Queen 
Victoria  Street,  London.    30  years'  references. 


Stanley,  Popplewell  and  Co.,  P.  tent  Agents 
and  Consulting  Engineers.  Applications  for 
Patents  attended  to  in  all  countries. — 38, 
Chancery  Lane,  W.C.  Telephone  :  1763  Cen- 
tral.   Circular  free. 


W.  BRYSON,  B.Sc,  A.M.Inst.C.E., 
A.F.R.Ae.S.,  Chartered  Patent  Agent,  29, 
Southampton  Building,  London,  W.C. 2. 


SITUATIONS  VACANT. 

Wanted  lor  North  Midlands,  Aircraft  Pro- 
peller Shapers.  Standard  rates  and  piece- 
work. Permanent.  Non-unionists  preferred. 
— Apply,  giving  full  particulars  to  Box  No. 
4737,    The    Aeroplane,   61,    Carey  Street, 

W.C.2. 

Carpenters,  Engineers,  Turners,  Fitters, 
Riggers,  etc.,  required  immediately  for 
R.A.F.  New  pay  and  conditions  are  un- 
equalled anywhere.  Splendid  chances  of  rapid 
promotion. — Apply  to  Inspector  of  Recruiting, 
4,  Henrietta  Street,  Covent  Garden,  W.C. 2, 
or  to  any  Royal  Air  Fores  Station. 


Wanted,  one  or  two  experienced  draughtsmen 
for  Design  Office  in  large  Aircraft  work, 
N.W.  London. — State  experience,  age,  salary 
required,  to  "Design,"  c/o  Box  C.  M.,  J.  C. 
Francis  and  Co.,  131,  Fleet  Street,  E.C.4. 


SITUATIONS  WANTED. 

Rigger,  ex-R.N.A.S.,  4  years'  experience 
Seaplanes  and  land  machines,  Aerodrome  pre- 
ferred. District  no  object. — Johnson,  Mead 
Vale,  Red  Hill. 


Experienced  Draughtsman,  mechanical  and 
.experimental  aircraft  construction,  requires 
position  with  progressive  firm.  Scope,  good 
prospects  and  salary  essential. — Apply  Box 
No.  4744,  The  Aeroplane,  61,  Carev  Street, 
W.C. 2. 


Ex  Cpl.  Mechanic,  3  years  R.N.A.S.,  Ji.A.F., 

wants  employment  in  Aircraft  Works  as 
Rigger,  Splicer,  etc.  Country  preferred- 
Box  No.  4743,  The  Aergpi  ane,  61,  Carev 
Street,  W.C.2. 


Advertiser,  E\-Capt.„  R.A.F.,  urgently  re- 
quires post  as  publicity  manager  or  traffic  and 
aerodrome  manager  to  aircraft  manufacturer 
or  aerial  transport  company,  either  at  home 
or  abroad.  Thorough  knowledge  of  aircraft 
and  aerodrome  management.  Expert  organ- 
iser, advertisement  writer  and  journalist.  Ex- 
editor  technical  weekly.  Just  recovered  from 
illness.  Excellent  references.  Salary  of 
,£300  only  required.  French  and  some 
Spanish  and  Italian. — Box  No.  4742,  The 
Aeroplane,  61,  Carey  Street,  W.C.2. 


First-Class  Wire  Splicer,  seaplanes  or  land 
'buses.  Home  or  abroad.  Been  four  years 
on  Government  contract  work. — H.  L.  Peach, 
4,  Prospect  Cottages,  Skirbeck  Quarter, 
Boston,  Lines. 


KINDL\     MENTION    "  THE 


AEROPLANE"    WHEN    CORRESPONDING    WITH  ADVERTISERS 


868 


The  Aeroplane 


August  27,  1919 


SITUATIONS  WANTED— continued. 

Demobilised  Corporal  Filler,  2-h  years'  expe- 
rience on  Le  Rh6ne,  Mono,  Cier.get,  etc., 
desires  situation.  London  district  prefetred. 
Age  22.  Box  No.  4745,  The  Aeroplane  61, 
Carey  Street,  W.C.2. 


MODELS. 

Model  Petrol-motors,  \  h.p.,  tooled  or  rough; 
interesting;  Water-cooled  or  Air-cooled.  List 
3d. — Littleover  Aeros,  Derby. 

Model  Maker,  25  years'  experience.  ,  Spe- 
ciality highly  finished  aeroplanes  to  scale  for 
exhibition  or  other  purposes,  also  inventors' 
suggestions  completed. — Greene,  6,  Trenmar 
Gardens,  College  Park,  N.W.10 

Model  Aeroplanes.— Fly  \  mile,  circular 
flight,  4s.  "Yours  is  the  first  model  aero- 
plane we  have  had  that  really  flies" — testimo- 
nial from  Miss  E.  and  Master  N.  Falson,  Hill 
Close,  Braunton,  Barnstaple.  Testimonials 
from  all  parts.— Dept.  C,  Bristol  Model  Aero- 
plane Depot,  Eastville,  Bristol 


ENGINEERING. 

British  Correspondence  School  of  Aeronautics 

(Estab.  1908). — Engineering  course,  17s.  6d. 
Advanced  course  in  design,  engines,  draughts- 
manship, 42s.  Diplomas  granted.— Penning- 
ton's, 254,  Oxford  Road,  Manchester 


AIRCRAFT  PARTS. 

Hardwood  for  Aeroplane*. — Specially  Selected 
air-dried  timber  as  supplied  to  leading  con- 
structors in  Britain  and  the  Continent.  Silver 
Spruce,  Ash,  Poplar:  Hickory  and  Ash 
Skids;  Three-ply;  Thin  Cedar  and  Mahogany 
for  Floats;  Walnut  for  Propellers. — William 
Mallinson  and  Sons,  Ltd.,  Hackney  Road. 
'Phone,  3845  Central,  4770  Wall. 

Tapes,  Webs,  Cords  and  Threads  in  all  quali 
ties  suitable  for  Aircraft  Work.  Delivery  from 
stock. — John  MacLennan  and  Co.,  30,  New- 
gate Street,  London,  E.C.i.  (See  Advertise- 
ment Page  IV  of  Cover  and  Buyers'  Guide). 


AEROPLANE  LECTURES  NOTE  BOOK. 

Students  attending  lectures  on  aeroplanes 
and  aero-engines  find  the  task  of  note-taking 
very  trying  if  they  would  keep  their  attention 
fixed  on  the  lecturer.  Mr.  O.  Ford-Jones,  as 
the  result  of  his  observation  of  the  student's 
need,  has  devised  a  loose-leaf  note-book.  One 
set  of  leaves,  40  in  number,  is  for  "Particulars 
of  Aeroplane,"  a  second  for  "Particulars  oi 
Engine."  All  the  student  has  to  do  is  to  insert 
notes  in  the  spaces  left — thus  : 

Speed  :   Flying  m.p.h.   Landing  m.p.h. 

Maximum  m.p.h. 

The  book  will  fit  into  an  ordinary  pocket, 
and  the  essentials  of  40  lectures  can  be  re- 
cerded  with  a  minimum  of  trouble.  The  leaves 
can  be  easily  removed  for  ultimate  filing.  The 
Aeroplane  Note  Book  costs  5s.  net ;  refills,  2s. 
Bet  per  set.  Order  of  any  newsagent  or  direct 
from : — 

The   Aeroplane  h   General  Publishing  Co., 
Ltd.,  61,  Carey  Street,  W.C.2 

KINDLY    MENTION    "  THE 


FOR  SALE. 

Transfers.  Firms  requiring  Transfers  should 
write  to  the  makers. — A  Bird  &  Co.,  Latimer 
Street,  Birmingham. 

Sunbeam,  150  h.p.  8-cylinder,  and  225  h.p.  12- 
cylinder  Aero  Engines.  Guaranteed  as  new, 
for  sale. — Apply,  1  he  Cambridge  Automobile 
and  Engineering  Co.,  Ltd.,  21,  Hobson  Street, 
Cambridge. 


TO     FLYINGBOAT     AND  SEAPLANE 
MANUFACTURERS  AND  OTHERS. 

Re  NORMAN  THOMPSON  FLIGHT  CO., 
LTD. 

In  Voluntary  Liquidation). 

FOR  SALE  BY  TENDER  the  business 
Assets  of  the  above  well-known  Company 
which  was  established  in  1912,  on.  the  Coast 
overlooking  the  English  Channel  at  Middle- 
ton,  near  Bognor,  in  Sussex,  makers  of  the 
first  British-built  Flying-Boat  of  present-day 
type.  The  Company  has  been  engaged  since 
1912  as  designers  and  constructors  of  Naval 
and  Commercial  Seaplanes  and  Military  and 
Commercial  Aeroplanes  and  parts.  The  Com- 
pany during  the  war  was  a  controlled  firm 
engaged  exclusively  on  Aircraft  work,  and 
supplied  to  the  Government  large  and  small 
Flying-Boats  of  their  own  design,  as  well  as 
a  certain  number  of  land  machines,  and  large 
numbers  of  their  machines  which  are  of 
sound  construction  have  been  purchased  by 
the  Admiralty  and  used  by  the  Navy. 

There  are  valuable  Seaplane  sheds,  work- 
shops, power-house,  offices,  etc'  costing  over 
£15>°oo;  also  well-assorted  and  valuable 
Plant  and  Machinery,  including  certain  valu- 
able machines  acquired  at  a  cost  of  over 
.£13,000;  freehold  land  at  Middleton,  on 
which  the  Works,  are  erected,  also  consider- 
able quantity  of  Stock-in-Trade  on  hand,  con- 
sisting of  stores,  finished  and  partly  finished 
Setplane  parts  and  work  in  progress,  amount 
ing  to  over  ,£30,000,  as  pet  schedule. 

This  is  an  exceptional  opportunity  for  ac- 
quiring a  fully  equipped  Seaplane  and  «Aero« 
plane  factory,  or  a  factory  suitable  for  conver- 
sion into  the  requirements  of  wood-working 
or  general  engineering  businesses  with  the 
latest  up-to-date  plant  and  machinery,  and 
extensive  out-buildings  and  sheds  erected  at 
considerable  cost,  all  ready  for  immediate  use. 

Further  particulars  and  orders  to  view 
from  Mr.  W.  R.  Clemens,  Messrs.  Lsask, 
Clemens  and  Co  ,  Aldermans  House,  Bishops- 
gate,  London,  E.C.  ;  or  Mr.  E.  H.  Hawkins, 
Messrs.  Poppleton,  Appleby  end  Hawkins,  4, 
Charterhouse  Square,  London,  E.C. 


D.H.6  Aeroplanes   with   90  h.p.   Curtis  En- 
gines. 

98  of  these  on  hand  for  immediate  sale. 
Information  may  be  obtained  from 
LONDON  AGENT, 
United  Aircraft  Engineering  Corporation, 

Suite  8  and  9,  123,  Pall  Mall,  London,  S.W. 


MISCELLANEOUS  AND  TRADE. 

Lamplough  Radiators. — New  designs,  in- 
creased efficiency.  Radiators  repaired  or  re- 
made. Private  and  commercial  cars  over 
hauled,  repaired  and  refitted  for  the  road. 
First-class  staff  and  machinery  available  for 
the  best  work. — Lamplough  &  Co.,  Highfield 
Works,  Feltham,  Middlesex.  'Phone  33  Felt- 
ham. 


PUBLICATIONS. 

Sixpence  Post  Free. — Technical  Essays  0 
Aviator  by  W.  R.  D.  Shaw.  60  pages.  I 
trated.  World  on  Wings  Publicity  fiu 
(Registered),  180,  Sutherland  Avenue,  M 
Vale,  London,  W.9. 


The  following  books  may  be  obtained 
free  by  application  to 
-   The  Aeroplane  and  General  Publishing 
Ltd.,    Union    Bank    Chambers,    61,  C 
Street,  W.C.2  :— 

McCudden's  "Five  Years  in  the  R.F.C.," 

Butler's  "Plain  Impressions,"  2s.  9d. 

Sylvester's  "The  Design  and  Constiuctloi 
Aero  Engines."   6s.  6d. 

Loening's  "Military  Aeroplanes,"  22s. 

Richthofen's  "The  Red   Air  Fighter"  1 

Edition),  3s.  9d. 

Blakeney's  "How    an    Aeroplane    is  Bu 

(2nd  Edition),  5s.  4d. 

Dixie's  "Air  Navigation  for  Flight  Office 
lis. 

Saundby's   "Flying   Colours"  (Popular 
tion),  15s.  6d.    Edition  de  Luxe,  £2 

Barber's    "  The    Aeroplane    Speaks " 

Edition),  9s. 

Barber's  "  Aerobatics,"  lis. 

Barber's  "Airy  Nothings,"  3s.  9d. 

Aviation  Pocket  Book,  6s.  4d. 

Songs  of  the  Submarine,  2s.  3d. 

Ballads  of  the  Flying  Corps,  2s.  9d. 

The  Flying  Book  (1918  Edition),  5s  4d. 

Practical  Flying,  5s.  4d. 

"  The  £  S  D  of  Flying "  (Commer 
Aviation  and  Its  Possibilities).  By  Capt 
Arthur  Swinton,  6s.  4d. 

Selwyn's  Metric  Conversion  Tables,  2s  '9d 

"The  Revelations  of  Roy,"  Air  Media 
(With  Apologies  to  Artemas),  Is.  3d. 

"The  Aeroplane,"  Vols.  XIII  XIV,  XV,  5 

net  each. 

"  The  Aeroplane,"  Vols  IX,  X,  XI,  XII,  ! 
net  each. 


AEROPLANE  "     WHEN    CORRESPONDING    WITH  ADVERTISERS 


August  27,  1919 


The  Aeroplane 


in 


THE  BRITISH  WRIGHT 

CO.,  LTD. 

Owners  of  the  British,  Italian  and  Belgian 
Patents  of  Wilbur  and   Orville  Wright. 

THE    ONLY    FIRM    !N    GREAT    BRITAIN    WHOSE  SOLE 
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Manufacturers  of 

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Airships,  Kite  balloons  and  Air  bianons. 

BUBBLE  STATOSCOPES,  for  instantly  indicating  change 
in  dirtctkn  of  rise  or  fall,  used  on  all  Airships  in  His 
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DARWIN  AERO  TURN  INDICAT0R8,  for  flying  in  clouds 
and  fog.  This  instrument  was  the  subject  of  a  Secret 
Patent  by  Sir  Horace  Darwin  and  has  lately  been  used 
on  large  numbers  of  Government  machines  for  avoiding 
side  slipping,  turning  and  diving,  due  to  loss  of  horizon 
in  fog  and  clouds.  The  instruments  are  now  available 
for  commercial  aviation. 

RECORDING     MANOMETERS,    WIND    SPEED  RE- 
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JONAS  &  COLVER,  LTD. 

Manufacturers  of  Steel  of  every  description,  including 

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A  NICKEL  CHROME  STEEL  IN  FOUR  GRADES. 

Eminently  ?u'table  and  stronglv  recommended  for  Gears,  Crankshafts,  and  other  hiph'y  strffred  parts  and 
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with  silent  running. 

A  HIGH  GRADE  ALLOY  CASE  HARDENING  STEEL. 

For  severely  strained  parts,  such  as  Gear  Wheels,  Gudgeon  Pins,  e^c. 


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Iv 


The  Aeroplane 


August  27,  19 19 


CONTRACTORS  TO  THE  ADMIRALTY  AND  AIR  MINISTRY, 


SHORT  BROTHERS, 

ROCHESTER,  KENT, 


AND 


BEDFORD 


Sa;  CHAfBiu 

•61   A-D  zil  BCD73X9 

f88  Battbrjev 


T*t*graphic  4ddnssts : 

"  SeapLahbs,"  RocmsTit 
"Shorts,"  Bedford. 
"Ballooning,"  London, 


London  Office:  WHITEHALL  HOUSE,   29/30,  CHARING  CROSS.  S.W.I. 

—  ,    .     1 1  *t»  —  Duaxtv    T  niinA 


TtUphone:  378  Regent. 


Telegram!  ;  "  Test      Phone,  London.' 


"NOVELLON"  DOPE 

AND   AEROPLANE  VARNISH. 

CELLULOSE  ACETATE  &  CHEMICALS 

BRITISH  CELLULOSE  &  CHEMICAL  MANF'G. 


COMPANY,  LIMITED. 


Telegrams 
"Cellulate.  London.' 


8,    WATERLOO    PLACE,    S.W.I.      'Phone:  Regent  4045. 
*«>  at  Spondon,  Derby;  and  Majbur,  9^ 


Telephorie.^TYSIlS.  \^&J 

Contractors  to  H  .M.  Government 


Telegrams  :  VANDUARA  CENT  LOrtDOfl " 


AerohajJ^1  TAPES,  WEBS,  CORDS  &  TH  READS 


DELIVERY  FROM  STOCK. 


JOHN  MACLENNAN  &  C9. 

30,  NEWGATE    ST.,  LONDON  ,  E.C.I.  ,  

'  (  AND  AT  GLASGOW.)   — <  —  


D„:„„«>/4   fnr  Tun   ARROPLANB  AND 


EDITORIAL  OFFICES,  175,  PICCADILLY,  W.I. 
ADVERTISEMENT  OFFICES,  61,  CAREY  STREET,  W.C.2. 
Gfnerai.  Pubush.no  Co.,  Lto.,  bv  Bonner  &  Co.,  The  Chincery  La^^s.Jol.s  Pass*. 


THE  AEROPLANE— SEPT.  3,  1919. 


VoL  XVII.  No.  10. 


SIXPENCE  WEEKLY. 


|~  Roistered  at  the  G.f.O.l 
L-      as  a  Newspaper.  -J 


John  Dawson  ^jg 

ana  Co  .  (NEWCASTLE-ON-TYNE).  Ltd. 


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Telephoue—  CENTRAL,  NEWCASTLE  2604 
Telegrams— "DEPENDABLE,  NEWCASTLE." 

Southampton  House, 
High  Holborn,  W.C.I. 

Telephone    HOLBORN  i*;S. 


THE  AERO  WIND 
SHIELD  THAT  WAS 
PROVED     BY  WAR. 

AUSTER  LIMITED 
London : 

133.  Long  Acre.  W.C  2. 

Birmingham 

Crown  Wks,  Barford  St. 


BEARDMORE 

AERO 
ENGINES 

TITANINE 

The   Origin  a  1  9~tZ 

Non-Poisonous 

SEE   ADVERT.  INSIDE. 

All  the  World's  Leading  Pilots 
accord  striking  Testimony  to 


TELEPHONE  • 
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77  TELEGRAMS  > 
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Weldless  steel  tubes  for  aircraft  construction 


Tube  manipulation  and  presswork. 

SEE  ADVERT.  INSIDE. 


"CRYSTAL 
ARMOUR" 

For  GOGGLES, 
WINDSCREENS, 
PANELS,  Etc. 


TRIPLEX- -GLASS 

iiiiiiiiiiiiiiiiiiiMitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiinmiiiintiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiii 

^*<&»r-   -       ....  u nsp// ntcra b/e.  //.  .  . 


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The  Aeroplane 


September  3,  19 19 


The  "All  British  "  Pioneers 
of  the 

Aircraft  Propeller  Industry. 


Our  long  experience  ensures  effec- 
tive design. 

Our  record  as  the  largest  producers 
during  the  war,  was  won  through 
quality  of  manufacture. 

Your  enquiries  are  safe  with  us  from 
either  standpoint. 

Please  mention  Dept.  A. 


Lang  Propeller  Ltd. 

WeYB RIDGE.  Surrey. 

<5e/e£P^zms    Aerojstjcks  .  Wetbrjdjsjl. 


KINDLY    MENTION       THE    AEROPLANE"    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


September  3,  19 19 


The  Aeroplane 


Thimbles, 
Shackles, 

Fork  Ends,  .,     L'nion  Nats, 

HoseClips.  ,,  Eyelets, 


Brass 
Nipples, 


Screws 


(of  a  1  sizes\ 
and  types./ 


Send  us  your  enquiries  and  orders. 


BrownBrothers 

Head  Offices  and  Warehouses  :  -*w  - 


Head  Offices  and  Warehouses 

GREAT    EASTERN    STREET,    LONDON,    E.C  2. 

Telegrams  :  "Imbrowned,  Bethroad,  London."  Telephones  ;  6300  London  Wall.    Extension  4 1*. 

Branches  at  MANCHESTER,   PARIS  and  MELBOURNE. 


Handley  Page 
Aeroplanes 


have  flown  from  El 

ENGLAND  to  INDIA 

LONDON  to  CONSTANTINOPLE 
ENGLAND  to  CENTRAL  AFRICA 

89  and  have  carried  S 

PILOT  and  40  PASSENGERS 
o        over  6,500  feet  high.  a 

The  whole  of  the  experience  of  the  Handley  Page  Company  is  at  the  disposal 
of  any  Government  or  Business   House  desirous  of  starting  a  service  for 
conveying  passengers  or  goods  by  Air. 


Handley  Pa^e)j 


Telegrams : 
"HYDROPHID,  CRICKLE, 

London."         Aeroplane  Manufacturers  to  British  &  Other  Governments. 


Telephone  ; 
HAMPSTEAD 
7500  (10  lines). 


CRICKLEWOOD,  LONDON,  N.W.2. 


J 


KINDLY    MENTION    "  THE  AEROPLANE 


WHEN    CORRESPONDING   WITH  ADVERTISERS. 


8;o 


The  Aeroplane 


September  3,  19191 


Having  twice  crossed  the 
Atlantic,  made  numerous 
patrols  and  trials,  and 
journeyed  from  end  to  end 
of  Germany,  R.34  has 
travelled  a  distance  roughly 
equal  to  15,000  miles 
or  300  hours'  actual  flying 
— every  performance  on 
SUNBEAM-COATA- 
LEN    Aircraft  Engines. 


SUKBEAM-COATALEN 

AIRCRAFT  ENGINES 

are  fitted  to  H.M.A.  R.34 

The  wonderful  achievement  of  R.34 
in  making  the  double  journey  across 
the  Atlantic  affords  ample  proof  of  the 
efficiency  of  Sunbeam-Coatalen  Air- 
craft engines  and  machinery.  This 
was  no  single  flight  of  a  few  hours' 
duration,  but  a  voyage  of  183  hours. 
Never  before  have  any  aircraft  engines 
had  to  withstand  such  continuous  strain. 


The  SUNBEAM  MOTOR  CAR  Co.,  Ltd., 

Contractors    to    War    Office,    Admiralty    and    Air  Ministry, 

WOLVERHAMPTON,  ENGLAND. 


September  3,  1919 


The  Aeroplane 


871 


m 

'mm 


mm 


: :'  '>:-:i:;#:  ■•-  *     '  Nil™ 


Mi 

mm" ' 


t.' 

j. 


IMF* 


Ft 


AIRCRAFT 


in  the  Ulak i 


IN  tihis  publication  there  will  be  given  at  intervals  during  the  next 
few  months  details  and  illustrations  of  interesting  Scientific  Devices 
and  Instruments,  and  of  intricate  Machinery,  which  are  utilised 
in  the  designing  and  making  of  Boulton  'cD  Paul  Aircraft. 

^  The  success  of  B.  '3D  P.  Aircraft  during  the  War,  and  since,  lies  in  the 
fact  that  each  Machine  has  been  based  upon  Scientific  Research  and 
Experiment  so  thorough  as  to  determine  to  a  fine  point  of  exactitude, 
beforehand,  what  would  be  the  actual  performance  of  that  machine  in  the  Air. 


Our  Experimental  Department  is  in  the  charge  of  eminent  experts, 
work  is  unceasing— all  toward  greater  Certainty— greater  Safety. 


Its 


This  series  will  enable  one  to  realise  how  and  why  it  is  that  B.  'SD  P. 
Aircraft  is  famed  for  a  degree  of  Reliability,  Stability  and  Controlability 
which  has  amazed  even  those  who  are  familiar  with  every  make  of  machine. 

^  At  a  recent  Aeronautical  Meeting  a  B.  'SD  P.  Twin  Engine  Machine 
was  doing  "  stunts  "  which  had  formerly  been  thought  as  possible  only 
with  the  light  single-engine  machine. 

^  This  series  of  announcements,  under  the  heading  of  "Aircraft  in  the 
Making,"  will  tell  a  story  which,  pieced  together,  will  go  far  to  show 
that  B.  'SD  P.  Aircraft  is  deserving  of  its  success  by  the  Science,  Skill,  Care  and 
Craftsmanship  which  have  combined  to  make  it  and  place  it  in  the  front  rank. 


/V  O  M  W  /  C  H 


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\        i  X 

iVj.  ,j.ri  y<- ;  ■:  •  ■ 


■  :  § 


4,1   '  \ 


,  ,3 

r .  1.,'.-^ 


mm 


■    '  "A 


mm 


KINDLY    MENTION    "  THE    AEROPLANE "    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


872 


The  Aeroplane 


September  3,  1919 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


SEPT.  3, 
1919. 


tit 


THEAEROPLA 


The  Editorial  and  Advertising  Offices  of  "The  Aeroplane"  are  at  175.  Pi^radilly, London,  W.l. 
Tilcgrapmc  Address:  '  Aileron,  Jjondon."  Telephone:  G  rrard,  5407. 

Aooou  its.  and  all  correspondence  relating  thereto,  should   be    sent  to   the  Registered 
Offices  of   'i-'he  Aeroplane    and    Generil    i-uMishing    Co.,  Ltd.,  Union    Ba^.k  Chambers 
61,  Carey  Street,  Lonaon,  W.C.2. 

Subscription  Rates,  post  free:  H"mp  3  nicnths,  7s  6d.:  6  mcnths,  15s.;  12  months  30s. 
Foreign,  -i  montas,  8s.  9d.;  6  months,  17s.  tid.;  1'z  months,  o5s.  Canada,  1  Year.  S8. 

U.S.A.,  1  Year.  S8  50c. 


VOL.  XVII. 
No.  10. 


ON  THE  AERONAUTICAL  PROSPECTS  IN  CANADA. 


tt  seems  that  the  British  Aircraft  Industry  and  the 
Civil  Aviation  Department  of  the  Air  Ministry  are  show- 
ing a  regrettable  lack  of  interest  in  the  prospects  of 
aeronautics  in  Canada.  There  is  in  that  country  a  vast 
opportunity  for  British  enterprise,  and  a  few  facts  on  the 
subject  deserve  the  attention  of  all  concerned  with 
Commercial  Aeronautics. 

There  was  introduced  into  the  House  of  Commons  in 
Canada,  on  April  29th,  Bill  Number  80,  entitled  "  An 
Act  to  Authorise  the  Appointment  of  an  Air  Board  for 
the  control  of  Aeronautics."  This  Bill  passed  the  Com- 
mittee stage  without  amendment  on  May  6th.  It  was 
drafted  by  Mr.  J.  A.  Wilson,  the  Assistant  Minister  of 
Naval  Service,  and  was  introduced  by  Mr.  Maclean  of 
Halifax. 

The  Act  provides  for  the  appointment  of  a  Minister 
of  the  Crown  to  be  Chairman  of  the  Air  Board  and  for 
another  member  of  the  Air  Board  to  be  Vice-Chairman. 
One  member  of  the  Air  Board  shall  be  a  representative 
of  the  Department  of  Militia  and  Defence  and  one  a 
representative  of  the  Department  of  Naval  Service. 
The  text  of  the  Bill  is  as  follows  : — • 

THE    HOUSE   OF    COMMONS    OF  CANADA. 
BILL  80. 

An  Act  to  authorise  the  appointment  of  an  Air  Board  for  the 
control  of  Aeronautics. 

His  Majesty,  by  and  with  the  advice  and  consent  of  the  Senate 
and  House  of  Commons  of  Canada,  enacts  :.s  follows  : — 
Short  Title. 

1.  This  Act  may  be  cited  as  "The  Air  Board  Act." 

Air  Board. 

2.  (1)  There  shall  be  a  Board  on  Aeronautics  (hereinafter  called 
the  "Air  Board")  which  shall  consist  of  not  less  than  five  and 
not  more  than  seven  members,  wiho  shall  be  appointed  by  the 
Governor  in  Council. 

Chairman  and  Vice=Chairman. 

(2)  The  Governor  in  Council  shall  appoint  a  member  of  the 
Air  Board  who  is  one  of  the  Ministers  of  the  Crown  to  be  Chair- 
man of  the  Board,  and  shall  appoint  one  of  the  other  members 
of  the  Air  Board  to  be  Vice-Chairman. 

Representatives  of  Militia  and  Defence  and  Naval  Service 
Departments. 

(3)  One  member  of  the  Air  Board  shall  be  appointed  as  a  re- 
presentative of  the  Department  of  Militia  and  Defence  and  one 
as  a  representative  of  the  Department  of  the  Naval  Service. 

Term  of  Office. 

(4)  The  members  of  the  Air  Board  shall  be  appointed  for  a  term 
of  three  years,  and  shall  be  eligible  for  reappointment. 

Salaries. 

(5)  The  members  of  the  Air  Board  shall  be  paid  such  salaries 
as  the  Governor  in  Council  may  determine. 

Duties  of  Air  Board. 

3.  It  shall  be  the  duty  of  the  Air  Board  : — 

(a)  to  supervise  all  matters  connected  with  aeronautics  ; 

(b)  to  study  the  development  of  aeronautics  in  Canada  and 
in  other  countries,  and  to  undertake  such  ternnical  research  as 
may  be  requisite  for  the  development  of  aeronautics,  and  to 
co-operate  with  other  institutions  in  carrying  out  such  research  ; 

(c)  to  construct  and  maintain  all  Government  aerodromes 
and  air  stations,  including  all  plant,  machinery  and  buildings 
necessary  for  their  efficient  equipment  and  upkeep ; 


(d)  to  control  and  manage  all  aircraft  and  equipment  neces- 
sary for  the  conduct  of  any  of  His  Majesty's  Services; 

(e)  to  operate  such  Services  as  the  Governor  in  Council  may 
approve ; 

(f)  to  prescribe  aerial  routes  ; 

(g)  10  co-operate  with  other  officers  of  His  Majesty,  and  to 
assist  in  the  carrying  out  of  any  Services  under  their  jurisdic- 
tion which  may  require  aerial  work  of  any  nature,  and  to  col- 
laborate with  the  officers  employed  in  existing  Air  Services  of 
His  Majesty  in  such  extension  of  their  present  work  as  the 
development  of  aeronautics  may  require  : 

(h)  to  take  such  action  as  may  be  necessary  to  secure,  by 
International  Regulation  or  otherwise,  the  rights  of  H.s 
Majesty  in  respect  of  his  Government  of  Canada  in  Inter- 
national Air  Routes  ;  '  1 

(i)  to  co-operate  with  the  officers  of  the  Departments  of 
Militia  and  Defence  and  of  the  Naval  Service  on  all  questions 
relating  to  the  air  defence  of  Canada  ; 

(j)  to  co-operate  with  the  Air  Staffs  or  Authorities  of  other 
Governments  or  countries  for  any  purposes  pertaining  to  Air 
Services ; 

(k)  to  investigate,  examine  and  report  on  all  proposals  for 
the  institution  of  commercial  Air  Services  within  or  partly 
within  Canada  or  the  limits  of  the  territorial  waters  of  Canada  ; 

(I)  to  consider,  draft,  and  prepare  for  approval  by  the 
Governor  in  Council  such  regulations  as  may  be  considered 
necessary  for  the  control  or  operation  of  aeron.  utics  in  Canada 
or  within  the  limits  of  the  territorial  waters  of  Canada  ;  and, 

(m)  to  perform  such  other  duties  as  the  Governor  in  Council 
may  from  time  to  time  impose. 

Powers  of  Air  Board  to  make  Regulations  with  Approval 
of  Governor  in  Council. 
♦  .  (1)  Subject  to  approval  by  the  Governor  in  Council,  the  Air 
Board  shall  have  power  to  regulate  and  control  aerial  navigat'on 
over  Canada  and  the  territorial  waters  of  Canada,  and  in  parti- 
cular, but  not  to  restrict  the  generality  of  the  foregoing  terms 
of  this  section,  it  may,  with  the  approval  aforesaid,  make  regula- 
tions with  respect  to — 

(a)  licensing  pilots  and  othei  persons  engaged  in  the  navi- 
gation of  aircraft,  and  the  suspension  and  revocation  of  such 
licenses ; 

(b)  the  registration,  identification,  inspection,  certification, 
and  licensing  of  all  aircraft ; 

(c)  the  licensing,  inspection,  and  regulation  of  all  aero- 
dromes and  air-stations  ; 

(d)  the  conditions  under  which  aircraft  may  be  used  for  carry- 
ing goods,  mails,  and  passengers,  or  for  the  operation  of  any 

.commercial  service  whatsoever,  and  the  licensing  of  any  such 
services  ; 

(e)  the  conditions  under  which  goods,  mails,  and  passengers 
may  be  imported  and  exported  in  aircraft  into  or  from  Canada 
or  within  the  limits  of  the  territorial  waters  of  Canada,  or 
may  be  transported  over  any  part  of  such  territory  ; 

(f)  the  prohibition  of  navigation  of  aircraft  over  such  areas 
as  may  be  prescribed,  either  at  all  times  or  at  such  times  or 
on  such  occasions  only  as  may  be  specified  in  the  regulation, 
and  either  absolutely  or  subject  to  such  exceptions  or  condi- 
tions as  may  be  so  specified  ; 

(g)  the  areas  within  which  aircraft  coming  from  any  places 
outside  of  Canada  are  to  land,  and  the  conditions  to  be  com- 
plied with  by  any  such  aircraft ; 

(h)  aerial  routes,  their  use  and  control  ; 

(i)  the  institution  and  enforcement  of  such  laws,  rules  and 
regulations  as  may  be  deemed  necessary  for  the  safe  and 
proper  navigation  of  aircraft  in  Canada  or  within  the  limits 
of  the  territorial  waters  of  Canada  ;  and, 

(j)  organisation,  discipline,  efficiency,  and  good  government 
generally  of  the  officers  and  men  employed  under  the  Air 
Board. 


8/4 


The  Aeroplane 


September  3,  1919 


Penalty. 

(2)  Any  person  guilty  of  violating  the  provisions  of  any  such 
regulation  shall  be  liable,  on  summary  conviction,  to  a  fine 
not  exceeding  one  thousand  dollars,  or  to  imprisonment^  tor 
any  term  not  exceeding  six  months,  or  to  both  fine  and  imprison- 
ment. 

Publication  of  Regulations. 

(1)  AH  regulations  enacted  under  the  provisions  of  this  Act 
.hall  be  published  in  the  "  Canada  Gazette,"  and  upon  being 
so  published,  shall  have  the  same  force  in  law  as  if  they  formed 
part  of  this  Act.  Such  regulations  shall  be  laid  before  both 
Houses  of  Parliament  within  10  days  after  the  publication 
thereof  if  Parliament  is  then  sitting,  and  if  Parliament  is  not 
then  sitting,  then  within  10  days  after  the  next  meeting  thereof. 
Officers  and  Men. 

5  The  Air  Board  shall  have  power  to  employ  such  officers 
and  'men  under  this  Act  as  may  be  authorised  by  the  Governor 
in  Council,  under  such  conditions  as  to  discipline  and  pay  as 
the  Governor  in  Council  may  determine,  and  may  make  such 
arrangements  for  their  proper  training,  housing,  board,  cloth- 
ing, and  equipment  as  may  be  deemed  necessary  and  as  may 
be&  approved  by  the  Governor  in  Council. 

Civil  Staff. 

6.  Subject  to  the  provisions  of  the  Civil  Service  Act,  1918, 
the  Air  Board  shall  have  power  to  employ  such  officers  clerks, 
and  employees  as  may  be  necessary  for  attending  to  the  business 
of  the  Air  Board. 

Payment  of  Expenses,  etc.,  under  Aot. 
7    All   salaries  mentioned  herein   and   all   expenses  incurred 
under  the  provisions  of  this  Act  shall  be  paid  out  of  such  money 
as  may  be  appropriated  by  Parliament  therefor. 

Since  that  Act  came  into  force  a  number  of  offices  have 
been  created  under  the  -Canadian  Air  Board,  as  was  dub- 
recorded  in  this  paper  recently,  but  so  far  the  names  of 
the  officials  appointed  to  those  offices  have  not  been  made 
known.  The  future  of  aeronautics  in  Canada,  so  far  as 
the  British  Aircraft  Industry  is  concerned,  will  depend 
largely  on  whether  these  officials  are  pro-British  or  pro- 
American  in  their  sympathies.  But  to  a  far  greater 
extent  it  will  depend  on  whether  the  British  Aircraft 
Industry  has  the  energy  to  go  and  get  the  Canadian 
business,  or  whether  it  is  to  be  left  entirely  to  the  enter- 
prise of  cute  business  men  from  the  United  States. 


Vast  Opportunities. 
Although  undoubtedly  Aeronautics  in  Canada  must 
develop  comparatively  slowly,  there  seem  to  be  very 
many  people  in  that  Dominion  who  are  not  merely  en- 
thusiastic about  flying  as  such,  but  who  believe  firmly 
in  its  commercial  future.  In  this  they  are  fully  justified 
because  of  the  fact  that  Canada  is  a  country  of  vast 
expanses  with  very  imperfect  communications.  The 
waterways  and  the  plains  of  Canada  afford  great  oppor- 
tunities for  flying-boats  and  land-going  aeroplanes,  and 
aerial  traffic  can  be  established  long  before  railways  can 
be  developed. 

In  this  connection  it  is  interesting  to  note  that  a 
trans-Continental  route  has  already  been  mapped  out 
for  aeroplanes.  The  instructions  to  those  who  were 
given  the  job  of  mapping  were  to  keep  within  reach  of 
a  railway  as  nearly  as  possible.  The  particular  point  of 
interest  in  the  route  chosen  is  that  it  is  peculiarly  suit- 
able for  waterplanes  of  modern  type  in  that,  excepting 
in  the  Rocky  Mountains,  there  is  only  one  gap  between 
lakes  of  as  much  as  150  miles  In  most  cases  the  dis- 
tances between  lakes  is  not  more  than  20  miles. 

Another  matter  of  interest  is  that,  with  a  view  to 
educating  Canadian  Members  of  Parliament  as  to  the 
uses  of  aircraft,  waterplanes  have  been  told  off  to  make 
a  photographic  survey  of  forest  lands  between  Ottawa 
in  order  to  check  the  existing  topographical  land  survey. 

Yet  another  use  for  water-going  aircraft  is  to  be  found 
in  communication  between  the  old  trading  points  of  the 
Hudson  Bay  Company  which  were  originally  established 
so  as  to  give  inter-communication  by  canoes.  The  great 
Quebec  Company  of  Reville  Freres,  who  trade  with  hun- 
dreds of  these  Hudson  Bay  stations,  have  been  lent  a 


waterplane  of  some  sort  to  test  its  possibilities  for  an 
exhibition  of  inter-communication  this  summer. 

In  all  these  cases,  one  is  told,  the  machines  so  used 
are  low-powered  Curtiss  flying-boats  which,  though  good 
enough  in  their  day,  are  now  utterly  obsolete,  and  would 
be  despised  by  any  pilot  with  experience  of  modern 
seaplanes.  Consequently  they  are  much  more  likely  to 
do  harm  than  good  by  their  evolutions. 

Forest  patrol,  as  a  safeguard  against  fires,  has  been 
mentioned  on  various  occasions  as  one  form  of  activity 
for  aircraft  in  Canada,  and  it  is  interesting  to  learn  that 
two  American  flying-boats  have  been  lent  to  the  St.. 
Lawrence  Forest  Protective  Association  to  patrol  the 
large  districts  north  of  the  St.  Lawrence  River,  and  the 
Quebec  Government  has  made  a  substantial  subsidy  to 
-support  these  boats.  It  is  very  much  to  be  regretted 
that  no  British  firm  of  seaplane  builders  had  the  enter- 
prise to  send  machines  and  men  to  Canada  to  demon- 
strate to  all  and  sundry  the  capabilities  of  the  machines 
of  to-day. 

New  Activities. 
A  Canadian  evening  paper  reports  that  the  firm  of 
Greenshields  is  bringing  out  a  big  Canadian  company 
for  the  manufacture  of  Handley  Page  machines.  Nothing 
has  been  heard  of  the  flotation  on  this  side  of  the  Atlantic, 
but  it  is  possible  that  the  business  may  have  been 
achieved.    If  so,  one  would  like  to  hear  more  of  it. 

Another  sphere  of  activity  is  disclosed  by  the  fact 
that  the  Canadian  Pacific  Railway  about  a  month  ago 
took  out  a  charter  for  a  flying  department,  the  duties 
of  which  would  be  to  organise  aeroplane  services  as 
auxiliaries  or  feeders  to  the  railway. 

Those  interested  in  flying  in  Canada  would  do  well 
to  note  that  practically  every  Canadian  country  town 
has  an  exhibition  ground  or  racecourse  which  in  most 
cases  is  actually  suitable  for  a  landing-ground,  and  in 
any  case  could  be  easily  adapted  to  the  purpose. 

The  Political  Situation. 
The  Canadian  House  of  Commons  is  utterly  lethargic, 
as  one  would  expect  in  such  a  thoroughly  British  insti- 
tution, and  the  expenditure  of  money  is  more  necessary 
in  developing  business  in  Canada  than  it  is  in  England, 


but  the  business  is  certainly  there  to  be  done. 

One  point  which  British  .manufacturers  should  parti- 
cularly note  is  that  the  group  of  Toronto  people  which 
is  interested  in  aviation  is  very  largely  Americanised, 
and  that  if  the  British  Aircraft  Industry  is  to  get  busi- 
ness in  America  it  will  have  to  make  up  its  mind  to 
fight  strenuous  American  competition. 

"it  must  be  remembered  that  a  group  of  American 
speculators  bought  400  Curtiss  aeroplanes  which  had 
been  built  either  in  America  or  Canada  for  the  training 
of  the  Canadian  Air  Force,  and  that  these  machines  have 
been  planted  on  Canadian  buyers.  In  the  end  this  may 
very  possibly  work  to  the  advantage  of  the  British  Air- 
craft Industry,  as  proving  that  British  aeroplanes  are 
the  best  in  the  world,  but  it  is  bound  to  give  aviation  m 
Canada  a  set-back  unless  the  British  Industry  gets  to 
work  immediately.  Without  in  the. least  decrying  the 
quality  of  material  or  workmanship  in  the  Curtiss 
machines,  it  must  be  obvious  to  anybody  who  knows 
anything  of  aviation  that,  good  as  a  90  h.p.  or  120  h.p. 
Curtiss  machine  may  be  for  training  purposes,  it  is  not 
the  type  of  machine  with  which  to  develop  serious 
aviation  in  a  vast  country  like  Canada. 

The  Need  for  British  Enterprise. 
If  the  Canadian  business  man  is  to  be  impressed  with 
the  practical  utility  of  aircraft  he  must  be  convinced  by 
means  of  demonstrations  with  the  very  latest  and  best 
types  of  British  commercial  aeroplanes,  and  not  by 
means  of  converted  war  machines,  and  most  certainly 
not  by  means  of  elementary  training  machines. 


September  3,  igig 


The  Aeroplane 


875 


British  firms  who  want  to  do  business  in  Canada 
must  not  expect  Canadians  to  fall  upon  them  with 
entreaties  to  be  allowed  to  buy  British  aeroplanes ;  they 
have  got  to  go  and  get  the  business.  They  have  got  to 
convince  the  Canadians  that  aeroplanes  are  practical 
vehicles ;  they  have  got  to  remove  any  bad  impression 
which  may  have  been  given  by  failures  of  inferior 
machines;  and  they  have  got  to  do  a  great  deal  of  the 
actual  operating  of  the  aeroplanes  with  their  own  money 
during  that  period.  When  British  aelroplanes  and 
British  transport  services  have  made  good  in  Canada, 
then  Canadian  money  will  be  forthcoming  for  further 
developments. 

The  Saving  Cxause. 
Happily  there  is  a  strong  -pro-British  element  among 


those  in  Canada  who  are  interested  in  aviation ;  for 
example,  a  new  Association  has  recently  been  formed  in 
Montreal  which  embraces  300  ex-flying  people  of  the 
R.A.F.  who  have  broken  loose  from  the  Americanised 
Canadian  Aero  Club,  and  who  arc  full  out  to  support 
British  enterprise,  but  they  in  turn  must  be  supported 
by  British  enterprise. 

The  British  Aircraft  Industry  has  a  great  opportunity 
in  Canada  if  it  will  only  lay  itself  out  to  grasp  that 
opportunity:  but  the  Industry  will  wreck  the  progress 
of  aviation  in  Canada  as  well  as  all  its  own  prospects  of 
future  business  there  if  it  leaves  the  field  at  the  moment 
to  get-rich-quick  Americans  who  are  only  intent  on 
planting  what  in  this  country  would  be  low-grade 
salvage  stuff  on  the  innocent  Canadian  buyer. — C.  G.  G. 


"ECONOMY"  IN  AIRSHIP  CONSTRUCTION. 


In  earlier  and  happier  days  the  more  popular  news- 
prints, deprived  of  the  humour  of  Parliament,  the  thrill 
of  murder,  or  the  absorbing  charms  of  Divorce  Court 
drama  by  the  placid  instincts  of  late  summer  and  autumn, 
resorted  to  a  form  of  amusement  aptly  termed  "  Silly 
Season  Topics."  .Started  by  an  an  intriguing  letter 
written  by  a  member  of  the  editorial  staff,  though  signed 
by  "  A  Father  of  Nine  "  or  "  A  Tooting  Cyclist,"  leaders, 
correspondence  columns,  and  news  pages  were  each  day 
charged  with  argument  and  enthusiasm  as  to  some  such 
subject  as  "  Paper-Bag  Cookery  "  or  "  Are  Tomatoes 
Nourishing?"  The  amusement  served  its  purpose.  It 
filled  the  columns  and  helped  music-hall  comedians, 
while  it  did  no  harm  to  the  publi:,  as  none  of  discrimina- 
tion ever  read  one  single  line  of  all  that  was  written 

To-day,  in  sadder  times,  there  are  greater  subjects 
with  which  to  fill  the  summer  hours  of  idleness.  The 
war  is  over,  the  debt  of  life  is  paid,  and  all  that  remains 
is  to  settle  that  part  of  the  bill  which  money  alone  will 
satisfy.  The  paying  of  the  bill  gives  a  happy  opening 
to  the  editors  of  "  Sill}''  Season  "  columns,  and  they  have 
not  failed  to  avail  themselves  of  the  opportunity.  Each 
day  the  cheaper  news-prints  are  filled  with  heavily  leaded 
columns  demanding  retrenchment  and  economy  without 
ever  suggesting  any  reasonable  method  of  obtaining 
either.  The  public,  angered  by  the  price  of  beer  or 
butter,  has  accepted  readily  the  opportunity  to  criticise 
in  tube,  tram,  and  dining-room  those  who  are  charged 
with  the  care  of  the  national  finances.  All  humankind 
are  spending  wildly  in  the  reaction  of  peace,  but  none 


approve  of  the  governing  classes  in  their  methods  of 
settling  the  national  accounts. 

There  is  waste — and  colossal  waste — in  many  branches 
of  the  Government  Services,  but  it  is  entirely  the  result 
of  war.  If  the  nations  demand  war,  the  nations  must 
pay  for  war.  All  amusements  are  expensive,  and  after 
the  joy  is  dead  regrets  are  only  too  apt  to  linger.  It 
was  necessary  in  war-time  to  order  far  in  advance  of  im- 
mediate requirements,  and  with  no  knowledge  of  the 
time  when  such  material  would  cease  to  be  necessary. 
War  is  not  like  the  shooting  season,  with  a  definite 
calendered  beginning  and  end.  It  ends  only  with  victory 
or  defeat,  and  either  of  these  are  in  the  hands  of  Fate 
alone. 

But  the  news-prints  and  popular  clamour  have  scared 
Mr.  Lloyd  George,  whose  dislike  of  unpopularity  amongst 
the  proletariat  is  the  prevailing  instinct  in  his  life.  The 
fear  of  downfall  has  driven  him  to  incite  his  colleagues 
t~>  ruthless  "  economy."  At  the  same  time  he  is  form- 
ing new  Ministries  to  control  everything  except  the  sea 
tides,  which  even  his  mental  predecessor,  King  Canute, 
found  unamenable  to  his  will. 

At  his  direction  works  begun  during  the  war  and 
rapidly  nearing  completion  are  being  destroyed  at  vast 
expense.  Staffs  are  being  reduced  in  every  working 
department  of  State,  regardless  of  the  morrow.  The 
machinery  of  government  is  suffering  from  the  pruning 
of  an  amateur  gardener,  whose  only  true  knowledge  is 
oratory.  But  the  future  disasters  will  be  camouflaged 
for  the  present,  wdiile  the  public  happiness  is  increased 


The  FS  Flyin£=hoat  (two  350  h.p.  Rolls=Rovce  engines)  built  by  the  Gosport    Aviation   Co.,    which    was   exhibited  and 
demonstrated  by  that  company  at  the  E.L.T.A  ,  Amsterdam,    by  permission  of  the  Air  Ministry.    The  phot*  graph  shows 
the  boat  moored  off  Amsterdam.    This  Flying  'coat  has  now  returned  to  England. 


8;6 


The  Aeroplane 


September  3,  1919 


by  the  sight  of  widespread  destruction  wrought  in  the 
name  of  "  economy."  (It  would  do  Mr.  Llo}'d  George 
but  little  harm  if  he  were  to  look  up  the  word  "economy" 
in  the  New  English  Dictionary.  He  would  then  perhaps 
realise  its  meaning.) 

But  that  side  of  the  "economy"  campaign  which  in- 
terests the  aeronautical  industry  is  the  action  taken  this 
week  by  the  Admiralty  in  the  practical  stoppage  of  all 
work  on  airships. 

Before  the  war  we  were  a  decade  behind  the  Germans 
in  Ir^e  theory  and  practice  of  airship  design.  Where  we 
had  argued  they  had  done  the  work.  With  the  war  came 
the  realisation  of  the  value  of  airships,  and  in  a  curiously 
haphazard  way  we  began  to  make  up  for  lost  ground. 
Against  innumerable  difficulties  the  Airship  Department 
of  the  Admiralty  carried  through  a  programme  which 
in  the  last  year  of  war  produced  rigid  airships  but  little 
behind  the  best  German  rigid  airships  in  design  and 
performance,  whilst  in  the  non-rigid  classes  we  lead  the 
world. 

As  a  result  of  the  experience  gained,  several  rigid  air- 
ships of  large  size  were  at  the  beginning  of  this  week 
ur.der  construction  in  the  works  of  Armstrongs,  Vickers, 
and  Shorts.  All  work  has  now  ceased  at  these  three 
places,  though  the  R37  at  Shorts  may  be  completed  at 
a  later  date.  As  a  result  about  1,400  workpeople  experi- 
enced in  the  intricacies  of  airship  construction  are  out 
of  work,  and  will  disperse  to  other  industries  more  stable 
of  existence.  Their  training  is  wasted,  and  shortly  they 
will  forget  all  they  have  learned. 

The  one  industry  in  which  Great  Britain  can  gain  and 


maintain  a  world  supremacy  is  that  of  aeronautics.  Yet 
now  as  a  measure  of  economy  we  are  to  throw  aside  one 
part  of  our  leadership.  Airship  design  is  in  its  infancy 
— that  period  in  which  careful  nurture  is  most  essential. 
The  child  industry  cannot  live  by  itself.  It  must  be 
supported.    Yet  that  support  is  being  removed. 

The  immediate  prospects  of  profit  from  the  employ- 
ment of  airships  are  not  promising.  Further  progress, 
both  in  design  and  performance,  is  essential  before  an 
airship  transport  service  can  be  safely  and  profitably 
maintained.  And  the  Government  alone  can  bring  about 
that  progress  by  the  economical  (in  the  proper  sense) 
pioduction  of  a  series  of  airships. 

If  these  airships  are  completed,  they  will  possess  a 
certain  capital  value.  If  they  are  left  in  their  present 
state,  they  are  entirely  valueless.  The  expense  of  shut- 
ting down  the  works  will  be  almost  as  great  as  that  of 
completing  the  ships. 

Cannot  the  public,  who  are  mainly  responsible  for  the 
shutting  down  of  construction,  wake  up  a  little  from  its 
diugged  dream  of  "  economy  "and  demand  that  here  at 
least  we  shall  not  waste  future  prosperity  through  present 
parsimony.  ( 

It  is  useless  to  blame  the  Admiralty.  The  airship  pro- 
gramme would  still  be  carried  out  were  it  not  for  the 
effect  of  public  clamour  on  the  thoughts  of  Mr.  Lloyd 
George.  Therefore  as  Mr.  Lloyd  George  is  so  easily  in- 
fluenced, it  is  the  duty  of  the  people,  if  they  are  to  show 
that  democratic  rule  has  any  advantages  at  all,  to  insist 
that  the  Admiralty  decision  must  be  reconsidered  at  once. 

W.  E.  de  B.  W. 


AN    HONOUR   FOR   MAJOR=GENERAL  SIR 
F.  H.  SYKES,  K.  C.  B.,  C.  M.  G. 

The  appointment  of  Major-General  Sir  Frederick  Hugh 
Sykes,  K.C.B.,  C.M.G.,  to  be  Knight  Grand  Cross  of  the 
Order  of  the  British  Empire  (Military  Division)  was 
gazetted  on  August  26th.  This  award  has  been  made 
specifically  because  of  his  services  to  aeronautics.  He 
has  been  a  loyal  servant  of  the  new  science  since  the  very 
early  days  of  practical  successes  in  aviation,  and  he  has 
by  his  efforts  contributed  largely  to  the  attainment  of 
the  position  now  held  by  the  Royal  Air  Force. 

All  who  appreciate  the  work  he  has  done  will  congratu- 
late him  on  the  honour  the  King  has  chosen  to  bestow 
upon  him. 

THE  RETIREMENT  OF  SIR  RICHARD  GLAZE= 
BROOK,  C.B.,  F.R.S. 

It  is  officially  announced  that  Sir  Richard  Glazebrook, 
C.B.,  F.R.S.,  retires  from  the  Directorsnip  of  the  National 
Physical  Laboratory,  on  reaching  the  age  limit  on  Sept.  r8th, 
and  that  Professor  Joseph  Ernest  Petavtl,  D.Sc,  F.R.S.,  has 
been  appointed  to  succeed  to  that  position. 

Sir  Richard  Glazebrook,  who  is  a  scientist  of  world-wide  re- 
nown, and  a  recognised  authority  upon  methods  of  accurate 
physical  measurement,  has,  both  as  Director  of  the  N.P.L. 
and  as  a  member  of  the  National  Advisory  Committee  or. 
Aeronautics,  exercised  an  important  influence  upon  the  pro- 
gress of  the  science  of  aerodynamics  in  this  country. 

It  is  to  be  held  to  his  credit  that  the  experimental  measure- 
ments made  at  the  National  Physical  Laboratory,  both  in  the 
Aeronautical  Department  and  elsewhere,  bear  a  universal 
reputation  for  accuracy  and  reliability. 

Whether  the  deductions  which  have  been  drawn  therefrom 
are  equally  accurate  and  reliable  is  a  matter  with  which  the 
late  Director  of  the  N.P.L.  has  probably  had  little  to  do. 

In  Professor  Petavel  the  N.P.L.  has  a  worthy  successor 
to  Sir  Richard  Glazebrook,  and  it  may  safely  be  expected  that 
under  the  new  Directorship  the  existing  high  standard  of 
accuracy  will  be  maintained  by  the  establishment. 

THE   JACQUES     SCHNEIDER  INTERNA* 
TIONAL   SEAPLANE  RACE. 

The  following  communique  has  been  issued  by  the  Royal 
Aero  Club  :  — 

This  race  will  be  held  at  Bournemouth  on  W  ednesday,  Sept. 
10th,  1919,  and  machines  representing  France,  Italy  and 
Great  Britain  will  compete.    The  course  is  200  nautical  miles, 


over  a  circuit  of  20  miles  (10  times  round)  in  Bournemouth 
Bav.    The  start  of  the  race  will  take  place  about  2.3c  p.m. 

The  Royal  Aero  Club  has  obtained  the  loan  of  the  T.S.Y. 
"Ombra"  (350  tons)  to  accommodate  the  members  on  the  day 
of  the  race.  This  yacht  will  be  anchored  off  Bournemouth 
Pier,  and  will  be  the  official  starting  and  finishing  point,  the 
competitors  passing  10  times  durfng  the  race.  Tickets,  £2 
each,  including  luncheon  and  tea  on  board. 

Members  are  requested  to  make  early  application  to  the 
Club  for  tickets. 

Motor  launches  will  convey  members  from  the  pier  to  the 
yacht  between  12  noon  ,and  2  p.m.  on  the  day  of  the  race. 

Arrangements  have  also  been  made  for  a  members'  enclo- 
sure at  the  head  of  the  pier,  Bournemouth,  and  tickets  ad- 
mitting to  the  pier  and  enclosure  may  be  obtained  from  the 
Club. 

The  following  are  the  competitors.:  — 

Great  Britain. 
Sopwith  (450-h.p.  Cosmos  'Jupiter"),  pilot,  H.  G.  ITawker; 
Supermarine  (450  h.p.  Napier  "Lion"),  pilot,  Squad-Comdr. 

B.  D.  Hobbs,  D.S.O.,  D.F.C. ;  Avro  (Siddeley-Deasy  "Puma"), 
pilot,  Capt.  Hammersley;  Fairey  T4S0  h.p.  Napier  "Lion'M, 
pilot,  Lieut.-Col.  Vincent  Nicholl,  D.S.O. 

(Three  competitors  from  the  above  are  being  selected  by 
the  Royal  Aero  Club  to  represent  Great  Britain.) 

France 

Nieuport  (300-h.p.  Hisgano-Suiza),  pilot,  M.  Malard ;  Nieu- 
port  '< 300-h.p.  Hispano-Suiza) ,  pilot,  M.  Casale ;  Spad  (300- 
h.p.  Hispano-Sniza),  pilot,  M.  Sadi  Lecointe. 

Italy. 

Savoia  S.13  (250-h.p.  Isotta-Fraschini),  pilot,  Sig.  Janello. 
Officials  of  thf.  Rack. 

Stewards  of  The  Meeting  (Commissaires  Sportifs).— Brig.- 
Gen.  Sir  Capel  Holden,  K.C.B.,  F.R.S.  (Roval  Aero  Club); 
Mr.  G.  B.  Cockburn  fRoyal  Aero  Club) ;  Lieut.-Col.  Alec 
Ogilvie  (Royal  Aero  Club)  ;  M.  Paul  Rousseau  (Aero  Club  de 
France). 

Starters.— Lieut.-Col.  F.  fc.  McClean;  Lieut.-Col.  Spenser 
D.  A.  Grey,  D.S.O. 

Timekeepers.— Mr.  A  V.  Ebblewhite  and  Mr.  A.  G. 
Reynolds. 

Press  Steward.— Lieut.  B.  Stevenson. 

Mark-Boat  Observers.— Mr.  Howard  T.  Wright;  Lieut.- 
Col.  H.  T.  Tizard;  Squadron  Leader  T.  O'B.  Hubbard,  M.G., 
R.A.F. ;  Major  R.  H.  Mayo;  Major  R.  E.  Nicoll. 

British  Motor-Boat  Clur  Patrol.— Mr.  R.  H.  Cobb;  Mr. 
T.  Desnos;  Mr.  B.  S  Millard;  Col.  C.  Pierce. 

Clerks  of  the  Course.— Group  Captain  C.   R.  Samson, 

C.  M.G.,  D.S  O. ;  Lieut.-Com.  Harold  E.  Perrin. 


September  3,  1919 


The  Aeroplane 


877 


CIVIL  FLYING 


WITH 


THE  SOPWITH  "DOVfc"  2-SE4TER 
SPORTING  MODEL 


COMFORT  AND  ECONOMY 


The  Sopwith  "  DOVE  "  is  a  sporting 
and  utility  aeroplane,  based,  in  point 
of  design  and  general  arrangement,  upon 
the  famous  Sopwith  "  PUP."  1 

With  its  fast  climb,  high-speed,  quick 
manoeuvrability  and  wide-speed  range  it 
is  an  ideal  safety-first  pleasure  aircraft. 

Full  details  of  performance  and  appoint- 
ments for  demonstration 

on  application  to 
The  Designer-Constructors, 


The  Sopwith  Aviation  &  Engineering  Co., 


Registered  Offices  and  Works  : 

KINGSTON-ON-THAMES 

\,    Telephone:  Kingston  1988  (8  lines), 


London  Offices  : 


LTD. 


65,  SOUTH  MOLTON  ST. 

Telephone:  Ma-yfalr  5803-4-5.  | 
Telegrams:    "  EfficonOmy,  Phone,  London." 


Paris  Office:   21,  RUE    DU   MONT   THABOR.  Telephone:   Central  80.44. 

Australia:    THE  LARK1N-SOPW1TH  AVIATION  CO.  OF  AUSTRALASIA.  LTD., 
18   GURNER  STREET,  ST.  KILDA,  MELBOURNE. 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


S78 


The  Aeroplane 


September  3,  19 19 


THE  RIFF=R.A.F. 

By  "  THE  SNIPE." 


Many  years  ago  one  remembers  talking  to  an  Ameri- 
can journalist  who  had  come  to  London  under  the  im- 
pression that  British  newspapers  needed  what  in  those 
days  was  called  "  hustling."  He  had  the  idea — common 
in  that  country  at  the  time — that  British  newspapers 
were  dull  because  they  did  not  contain  coloured  pictures 
and  did  not  appear  with  front  pages  that  looked  like 
posters  owing  to  the  magnitude  of  the  type  used  for 
Leadings. 

When  he  had  become  accustomed  to  the  fact  that  we 
preferred  reading-matter  to  contents-bills  and  examples 
of  the  draughtsman's  lack  of  art  he  became  a  fairly 
broad-minded  critic — of  the  Yellow  Press  of  his  own 
country. 

Regarding  the  different  policies,  he  said  he  was  most 
impressed  by  the  fact  that  in  England  the  Press  seemed 
to  be  entirely  engaged  in  the  work  of  deriding  every- 
thing British  and  in  pointing  out  how  much  better  all 
things  are  done  in  other  countries.  The  American  Press, 
on  the  contrary,  stroked  their  readers  until  they  purred. 
They  derided  the  institutions  of  other  nations  and 
pleased  their  readers  by  telling  them  that  everything  in 
God's  own  country  was  the  best.  If  tales  of  appalling 
political  corruption  had  to  be  told,  the  newspapers  would 
console  the  public  by  saying  that  for  ingenuity  and  vast- 
ness  of  design  the  world  could  show  nothing  to  equal 
American  corruption  and  political  crime. 

American  thieves  were  the  most  brainy,  American 
drunkards  the  most  drunken,  and  American  grafters  the 
graftiest  in  the  universe. 

Self-Depreciation. 

To  some  extent  the  war  has  opened  the  eyes  of  America 
to  the  perils  of  self-adulation,  but  Britain  retains  her 
fondness  for  self-deprecation.  Our  newspapers,  almost 
without  exception,  ooze  pessimism.  The  national  sport 
is  the  baiting  of  the  public  servant,  who,  because  he 
has  an  official  ring  through  his.  nose,  is  unable  to  hit 
back. 

All  through  the  war  we  were  slanged  by  every  morn- 
ing paper,  by  special  editions  throughout  the  day,  and 
by  three-halfpenny  editious  on  Sunday.  Up  to  the  very 
moment  of  the  Armistice  we  were  told  that  we  were 
losing  the  war ;  after  the  war  we  were  told  that  our 
enemies  would  beat  us  yet,  and  that  if  they  did  not  our 
victory  would  ruin  us  for  ever  and  ever,  amen.  One  is 
getting  rather  tired  of  it. 

The  story  of  the  Flying  Services  and  the  R.A.F.  is  a 
never-ending  serial  of  abuse.  Our  critics  in  the  daily 
Press  would  lead  the  public  to  believe  that  the  greater 
part  of  the  Force  is  made  up  of  wild,  overpaid  officers 
given  to  drunken  orgies  and  less  respectable  crimes,  that 
the  airman  is  an  undisciplined  lazy  Cuthbert  who  tun- 
nelled his  way  into  the  Force  by  influence  in  order  to 
escape  the  trenches,  and  that  every  action  of  the  Air 
Ministry  has  been  inspired  by  lunatic  minds. 

Our  dirty  linen  has  not  been  washed  in  public  ;  it  has 


been  flaunted  unwashed.  If  any  paltry  charge  can  be 
trumped  up,  11  is  "  An  Amazing  R.A.F.  Scandal."  If, 
in  the  terrible  struggle  we  had  to  gain  the  mastery  of 
the  air,  a  little  more  money  was  spent  than  the  ignorant 
Press  think  necessary,  we  have  accusations  of  bribery 
and  graft.  If  a  youthful  R.A.F.  officer  makes  a  slip 
from  virtue,  specially  trained  muck-rakers  of  the  Press 
expend  their  iron  and  gall  over  him,  and  we  have  articles 
on  the  immorality  of  the  R.A.F.  written  by  "  Our  Own 
Co-respondents /'  judging  by  the  knowledge  displayed 
regarding  such  matters. 

It  is  easy  to  say  that  there  is  no  smoke  without  fire; 
but  it  is  equally  true  to  say  that  a  very  small  spark 
may  become  a  big  blaze  if  fanned  maliciously. 

The  campaign  of  calumny  has  been  carried  out  so 
effectively  that  it  seems  likely  that  the  Force  will  be 
known  as  the  Riff-R.A.F.  for  ever. 

Of  course,  there  have  been  scandals ;  there  always  will 
be.  Of  course,  there  have  been  muddles;  the  only  people 
who  never  make  mistakes  are  those  who  never  do  any- 
thing. Of  course,  we  are  open  to  criticism  because  we 
dared  to  serve  and  take  the  pay  of  those  who  succeeded 
in  avoiding  service.  Of  course,  we  had  black  muttons 
among  us — some  of  these  ebon  rams  were  damned  good 
fighters. 

The  Other  Side  of  the  Picture. 

But  in  the  post-mortem  on  the  war  that  is  now  sitting 
we  hear  nothing  of  the  other  side.  Our  critics  know 
nothing  of  the  difficulties  under  which  we  laboured  in 
the  days  when  all  seemed  dark.  While  the  outsiders 
jeered  at  the  "  Rabbits  "  in  vast  hotels  and  derided  the 
beauty  show  of  uniformed  flappers  and  called  down  the 
wrath  of  Heaven  because  they  took  afternoon  tea,  the 
foundations  were  laid  of  the  final  victory  in  the  air. 

It  is  so  easy  to  criticise  and  so  hard  to  build  up  a  vast 
organisation  in  the  stress  of  a  world  war.  It  is  so  easy 
to  raise  a  cheap  laugh  over  a  departmental  letter  dictated 
by  an  overworked  amateur  official  who  has  had  to  learn 
his  job  at  a  moment's  notice,  and  which  has  been  typed 
by  an  uneducated  flapper  because  no  trained  typists  are' 
available. 

Of  course,  we  blundered  and  muddled.  It  is  so  easy 
to  be  wise  now  and  to  see  our  mistakes,  but  most  of  us 
blundered  in  good  honest  ignorance— not  through  slack- 
ness.   The  will  to  win  was  there. 

We  worked  with  tools  that  were  not  the  best.  Our 
airmen  were  mostly  low-categoried  men,  throw-outs  from 
the  other  Services,  but  the  percentage  of  slackness  among 
them  was  probably  lower  than  in  the  Army,  though  per- 
haps they  did  not  look  so  smart  when  off  duty. 

One  wearies  of  the  "scandals,"  the  fault-finding,  and 
the  heart-burnings  over  blunders  that  cannot  be  remedied 
now.  It  is  all  very  well  to  be  modest  and  self-deprecatory, 
but,  hang  it  all,  we  might  as  well  remember  that,  in 
spite  of  all  the  difficulties  and  muddles,  we  did  reach  the 
stars  in  the  end. 


THE   NEW   R.A.F.  TITLES. 

It  is  notified  by  the  Air  Ministry  that  an  Order  has  been 
promulgated  directing  that  the  new  titles  for  officers  of  the 
Royal  Air  Forces  are  to  be  brought  into  use  in  the  Force 
forthwith. 

The  new  titles,  which  were  published  on  Aug.  4th"  last, 
apply  to  all  officers  of  the  R.A.F.,  whettier  permanent  or  tem- 
porary, attached  to  or  seconded  for  service  with  the  R.A.F. 

ANOTHER  TEA=CUP  STORM. 

According  to  information  sent  to  the  "Daily  Express"  by 
one  of  its  readers  :— "At  the  Eastchurch  Aerodrome,  near 


Sheerness,  on  the  occasion  of  an  official  inspection  last  Wed- 
nesday, many  workers,  male  and  female,  earning  from 
52s.  6d.  to  60s.  per  week,  were  granted  a  half-holiday,  so  that 
they  should  not  be  seen. 

"Men  who  have  a  job  waiting  fcr  them  are  bciig  retained, 
while  men  who  have  nothing  to  do  are  being  demobilised. 
Demobilised  men  who  cannot  find  employment  fire,  of  course, 
entitled  to  out  of  work  pay,  while  the  retained  man  costs  the 
Government  a  considerable  sum." 

This  merely  strikes  one  as  another  example  of  the  pro- 
minence given  by  the  newspapers  to  the  small  "scandals," 
while  no  attention  is  given  to  {he  great  ones. 


September  3,  191 9 


The  Aeroplane 


879 


MARTINSYDE 

DESIGNERS   OF   THE  FAMOUS 

F4  FIGHTER 

WHICH    ESTABLISHED  THE 

FINEST  PERFORMANCE 

FOR   CLIMB   AND   SPEED   AT  HEIGHT. 


A  ROLLS-MARTINSYDE 

CARRIED   GOVERNMENT  DESPATCHES 

FROM   LONDON   TO  PARIS 

IN    75  MINUTES. 


COMMERCIAL  TYPE  A. 

INQUIRIES    INVITED    FOR    PASSENGER — OR    MAIL— CARRYING  MACHINES    OF  THIS  TYPE. 

SPECIFICATIONS  WILL  INCLUDE 

285  H.P.    ROLLS-ROYCE    FALCON    ENGINE,  or 
300  H.P.    HISPANO-SUIZA  ENGINE. 

APPROXIMATE    PRICE  £2,500. 

Note.— All  above  Types  oan  be  fitted  with  Interchangeable  land  undercarriage  op  ae afloat*. 
SPECIAL   PROVISION    IS   MADE   FOR   HOT  CLIMATES. 


London  Office  : 
17.  WATERLOO  PLAOE. 

REGENT    STREET.  8.W.I. 


MARTINSYDE,  LTD., 

WOKING,  ENGLAND. 

Telephones— 851,  562  and  6S3  Woking. 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING   WITH  ADVERTISERS. 


88o 


The  Aeroplane 


September  3,  19 19 


WNAUTICS 


V^NEWS  OF  THE  VVEEI&FROM  ALL  QUARTERSpl 


The  Schneider  Cup  Race. 

The  British  eliminating  trials  for  the  Schneider  Cup  race 
are  being  held  on  the  afternoon  of  Wednesday,  Sept.  3rd — too 
late  to  be  reported  in  this  issue  of  The  AeroM/ANI* 

The  A'-md  seaplane  made  its  first  triat  flight  on  Aug.  29th 
at  Hamble.  The  tests  were  successful  in  that  the  machine 
was  in  excellent  trim  and  showed  a  good  turn  of  speed.  On 
landing  one  float  was  damaged,  but  r.lever  handling  by  the 
pilot,  Capt.  Hammersley,  brought  her  safely  to  the  beach. 

The  Fairey  competitor  has  made  a  number  of  test  flights  at 
Hamble.  It  is  understood  that  the  speed  attained  was  quite 
appreciably  in  excess  of  the  design  estimates,  and  that  this 
machine  will  be  a  serious  competitor  even  if  the  sea  at 
Bournemouth  on  the  day  of  the  race  is  glassy  smooth. 

No  details  of  the  foreign  competitors  are  available  at  the 
time  of  writing — other  than  those  already  published.  It  is, 
however,  gathered  that  the  two  Nieuporrs  entered  will  be,  to 
all  intents,  of  the  type  used  by  Lieut.  Casale  in  the  height  and 
speed  records  recently  chronicled,  fitted  with  a  light  float 
undercarriage.  The  Spad  is  believed  to  be  the  Spad  Herbe- 
mont  type — illustrated  in  this  paper  recently — similarly 
adapted  to  the  race. 

For  the  Nieuport  Company,  M.  Prevost — whose  aeeds  were 
famous  in  pre-war  days — and  M.  Kirsch  will  be  the  reserve 
pilots.  It  would  be  interesting  to  see  M.  Prevost  again  take 
the  air  in  a  great  race,  and  his  appearance  would  be  popular. 

The  Savoia — Italy's  sole  representative — wi!l  probably  be  of 
the  flying-boat  type,  but  no  details  are  yet  to  hand. 

The  England  to  Australia  Competition. 

There  are  four  entries  up  to  the  present  for  the  ^10,000 
prize  offered  by  the  Australian  Government  for  the  first  suc- 
cessful flight  from  England  to  Australia  by  an  Australian. 
The  "  Newcastle  Chronicle  "  gives  the  names  of  one  group 
of  competitors.  They  are  Lieuts.  C.  P.  Rendle  and  D.  R. 
Williams  (pilots),  G.  H.  Potts  (engineer),  and  Capt.  Wilkins, 
M.C.  (navigator).  All  but  Lieut.  Rendle,  who  served  in  the 
R.A.F.,  were  members  of  the  Aus.  F.C. 

Capt.  Wilkins  was  a  member  of  Steffensen's  Polar  Expedi- 
tion (1914-16),  and  for  two  years,  at  the  end  of  the  war,  he 
was  an  official  photographer  for  the  A.I.F.  on  the  Western 
Front. 

They  will  use  a  Blackburn  "Kangaroo,"  fitted  with  240 
h.p.  Siddeley-Puma  engines.  They  are  taking  no  spare  parts. 
According  to  the  conditions  of  entry  the  journey  must  be 
completed  in  30  days,  and  a  stop  must  be  made  at  Singapore. 

The  route  to  be  taken  is  as  follows  : — London,  Turin, 
Crete,  Cairo,  Karachi,  Calcutta,  Singapore,  Surabaya,  Timol 
and  Port  Darwin  (Australia).  This  is  approximately  10,000 
miles  by  air. 

No  attempt  can  be  made  before  Sept.  8th,  the  date  on 
which  the  monsoon  season  in  India  normally  temperates. 

A  Fatal  Accident. 

One  regrets  to  record  that  Brig.-General  Charles  Lee  (late 
R.A.F.),  was  killed  at  Weston-Super-Mare  on  Monday  even- 
ing, September  1st.  He  was  flying  a  machine  and  had  with 
him  two  passengers,  both  of  "whom  were  injured.  It  ap- 
pears that  when  at  a  height  of  between  one  and  two  hundred 
feet  the  engine  failed,  the  machine  sideslipped,  and  then 
nose-dived  on  the  Weston-Super-Mare  golf  links. 

The  passengers  were  Lt.  A.  J.  Andrews,  of  the  20th  London 
Regiment,  and  Mr.  Roderick  Smith.  The  former  is  suffering 
from  concussion  and  abrasions,  and  the  latter  from  severe 
facial  injuries,  but  both  are  progressing  favourably. 

Brig.-General  Lee  was  at  one  time  at  the  Air  Ministry.  He 
had  seen  service  overseas,  and  was  head  of  the  British  Avia- 
tion Mission  to  the  United  States  of  America,  and  did  much 
good  propaganda  work  for  the  British  aircraft  industry.  Re- 
cently he  was  appointed  ;ir  transport  manager  to  A.  V. 
Roe  and  Company. 

The  British  Association  at  Bournemouth. 

At  the  meeting  of  the  British  Association  to  be  held  at 
Bournemouth  from  Sept.  9th  to  Sept.  13th  there  will  be 
discussed,  among  many  other  subjects,  aviation  during  the 
war,  aerial  routes,  aerial  photography,  and  wireless  tele- 
graphy. The  general  meeting  will  be  held  in  the  Winter 
Gardens  Pavilion,  commencing  with  the  presidential  address 
bv  the  Hon.  Sir  Charles  Parsons,  on  "  Engineering  and  the 
War." 


The  New  R.A.F.  Ribbon. 

The  following  letter  appeared  in  the  "Times'''  of  Aug.  30th  . 

Sir, — The  changes  in  the  ribbons  of  the  Royal  Air  Force 
crosses  and  medals  have  come  at  a  time  when  economy 
should  be  the  order  of  the  day.  I  am  not  aware  of  the  con- 
tract prices  of  the  ribbons  in  question,  but  it  would  be 
interesting  to  know  what  the  alteration  will  cost — (1)  the 
Government  for  the  free  issue  of  the  new  ribbon  and  the 
"scrapping"  of  the  old;  (2)  to  firms  who  possess  many  hun- 
dreds of  yards  of  the  old  ribbon,  which  is  now  useless.  The 
change  from  horizontal  to  diagonal  bars  of  colour  and  white 
was  presumably  introduced  for  simplicity,  but  the  orders  as 
to  the  wearing  of  the  new  ribbons  are  complicated  in  the 
extreme,  while  both  varieties  are  equally  tasteless.  The 
range  of  colour  combinations  is  infinite.  It  ^ould  have  been 
quite  possible  to  design  ribbons  of  the  ordinary  sort  which, 
while  distinctive,  do  not  resemble  the  covering  of  a  mat- 
tress or  the  material  commonly  used  for  braces.  Moreover, 
the  designers  of  the  D.F.C.  and  the  A. F.C.  cannot  be  con- 
gratulated upon  their  taste,  for  the  crosses  are  unnecessarily 
large,  undignified,  and  vulgarly  decorative.  Those  respon- 
sible for  such  things,  however,  do  not  appear  to  have  much 
originality,  for  the  new  R.A.F.  long  service  medal  ribbon, 
half  blue,  half  red,  with  white  edges,  must  be  suspiciously 
like  the  special  H.A.C.  Territorial  ribbon,  half  blue,  half 
red,  with  narrow  yellow  edges.  Ariel. 

A  Difficult  Flight. 

The  Porte  type  Gosport  F5  flying-boat  that  was  at  the 
E.L.T.A.  Exhibition  at  Amsterdam  had  a  very  rough  return 
voyage  to  England.  The  flight  from  Amsterdam  to  Felix- 
stowe was  made  against  a  50  or  60-miles  an  hour  wind,  and 
at  times  it  was  necessary  to  steer  35  degrees  west  of  the  true 
course.  The  crossing  was,  however,  made  in  just  under 
three  hours. 

When  the  flying-boat  alighted  at  Felixstowe  the  sea  was 
so  rough  that  green  waves  washed  over  the  lower  planes 
and  one  hour  and  a  half  passed  before  a  boat  was  able  to 
take  off  the  crew,  which  consisted  of  Col.  R.  Hope  Vere, 
A. F.C,  the  pilot,  Mr.  H.  Volt,  Mr.  Nicholson,  and  two 
others. 

The  Rolls-Royce  Eagle  VIII  engines  ran  perfectly  through- 
out. The  seaworthiness  of  the  flying-boat  was  very  tho- 
roughly demonstrated,  for  in  spite  of  the  rough  sea  which 
submerged  the  lower  planes  no  damage  of  anj'  kind  was 
dene  to  the  machine. 

Alleged  Smuggling  by  Air. 

At  Trelleborg  a  case  against  Dr.  Stockhausen  and  the 
Countess  of  Solrns-Wildenfels  is  being  heard.  They  are 
charged  with  smuggling  valuables  into  Sweden  by  aeroplane. 
Some  of  the  articles  belonged  to  Prince  William  of  Wied. 

M.  Lidfors,  ol  Stockholm,  who  is  counsel  for  the  accused 
persons,  explained  that  the  Prince  of  Wied  had  a  permit  to 
export  his  fortune  to  Switzerland,  but  considered  Sweden  a 
safer  place.  The  numerous  German  railway  robberies  in- 
duced him  to  carry  his  valuables  by  aeroplane.  M.  Lidfors 
declared  that  the  charge  of  attempting  to  deceive  the  Customs 
authorities  was  ludicrous,  as  the  duty  only  amounted  to 
kr.265  (£14  14s.). 

The  evidence  showed  that  Dr.  Stockhausen  and  the 
Countess  of  Solms-Wildenfels  tried  to  escape,  and  that  they 
denied  before  the  police  that  they  had  any  valuables  in  their 
knapsacks. 

The  14th  Wing,  R.A.F.,  Italy. 

A  dinner  has  been  arranged  for  officers  of  the  14th  Wing, 
R.A.F.,  Italy,  at  the  Imperial  Restraurant,  Regent's  Street, 
at  7.45  p.m.,  on  Sept.  20th.  Any  officer  of  the  unit  who 
wishes  to  attend  should  forward  a  cheque  for  £2  4s.  to  Offi- 
cer Commanding,  No.  2  (Training)  Group,  R.A.F.,  Uxbridge. 

No.  40  Squadron,  R  A.F. 

A  dinner  is  being  arranged  by  40  Squadron,  R.A.F.,  for 
Friday,  Sept.  26th.  Those  who  wish  to  attend  should  com- 
municate before  Sept.  19th  with  Capt.  H.  C  Todd,  R.A.F. 
Club,  13,  Bruton  Street,  W.,  or  Major  the  Rev.  B.  W.  Keymer, 
H.Q.  Midland  Area,  R.A.F.,  Leamington  Sp-J. 

The  Paris  Aero  Salon. 

The  organiser  of  the'  Paris  Aero  Salon  to  be  held  in  Decerti- 
ber  is  M.  Granet,  Commissaire-General  du  6e  Salon  Aeronau- 
tique,  12,  Rue  Anatole  de  la  Forges,  Paris. 


September  3,  19 19 


The  Aeroplane 


88v 


"A  wonderful 

RADIATOR 

TESTIMONIAL 


33 


In  addition  to  Aircraft 
Radiators  the  following  are 
some  of  this  year's  Gallay 
Successes. 

Arrol  -  Johnston  (Victory 
Model),  Vauxhall,  Vulcan, 
Straker  -  Squire,  Bentley 
Motors,  Sizaire  -  Berwick, 
British  Ensign  (post-war) 
and  numerous  others.  The 
Gallay  Company  "  made 
good"  before  the  war,  during 
the  war  and  after  the  war. 


This  letter  constitutes 
a  fine  testimonial  to 
Gallay  Workmanship 
and  Material. 

We  supplied  these 
radiators  in  the  ordin- 
ary course  of  business, 
and  had  no  idea  of  the 
strenuous  use  to  which 
they  were  to  be  put, 
until  this  report  of  their 
faultless  performance 
came  to  hand. 


The  Alliance  Aeroplane  Company.  Ltd, 


Ttl.gr., 
J.lepho 


Hamlhplane.  Hammer.  London* 
Hammersmith  1980. 

Ref :-BCS/L0. 


Cambridge  Road. 

Hammersmith. 
London.  W  & 


14th  August  1919. 


Messrs.  The  Gallay  Radiator  Co., 

Scrubbs  Lane, 
T/ILLESDEN.     N.  #. 


Dear  Sirs, 


You  may  be  Interested  to  knoi?  that  th» 

Radiators  supplied  by  you  *ere  used  in  the  con- 
struction of  the  "SEABIRD",   the  machine  designed 
ana  built  by  this  Company  for  commercial  purposes, 
which  recently  made  a  non-stop  flight  to  Madrid 
a  distance  of  900  miles,  In  7f  hours. 

This  is  the  first  direct  flight  from 
London  to  the  Spanish  Capital,  and  with  the 
exception  of. the  Vlckers  "Vimy"  machine  which 
fleiv  the  Atlantic,  we  believe  we  are  correct  in 
stating  that  our  machine  is  the  only  one  of  British 
design  which  has  completed  a  non-stop  flight  to  its 
destination  after  covering  as  great  a  distance. 

You  are  at  liberty  -to  make  whatever  use 
Of  this  Information  you  may  think  fit. 

Yours  faithfullv, 
For  THE  ALLI/Ujci  iS&jjieia&Z  CO.  LTD. 


GALLAY 


RADIATOR 

CO.,  LTD., 


198,  Great  Portland  Street,  London,  W.l. 

Telephone:   4826  Mayfair.  Telegrams:    "Galyradico,  Wesdo,  London." 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS 


882 


The  Aeroplane 


September  3,  1919 


^  WORLD  of AERONAUTies ^ 

A  South  Pole  Expedition. 

The  British  Impeiial  Antarctic  Expedition  will  set  out  in 
June,  1920,  for  five  years  of  exploration  in  the  Antarctic. 
Mr.  John  L.  Cope,  who  accompanied  the  Imperial  Trans- 
Antarctic  Expedition  to  the  Ross  Sea  in  j  914-17,  is  leading 
the  expedition.  An  aeroplane  is  to  be  taken,  and  both  it  and 
the  ship  will  be  equipped  with  wireless  telegraphy. 

After  leaving  England  in  June  they  propose  to  sail  for 
Wellington  (New  Zealand),  and  then  proceed  to  Macquarie 
Island,  where  a  geological  survey  is  to  be  made.  Wireless 
and  meteorological  stations  will  be  established  at  Scott 
Island,  and  headquarters  will  be  made  at  New  Harbour. 

The  distance  of  the  Pole  from  the  base  from  which  the 
aeroplane  will  start  is  750  miles.  A  sledge  and  extra  pro- 
visions will  be  carried  on  the  machine  in  case  it  breaks 
down.    Consequently,  a  minimum  of  fuel  only  can  be  taken. 

High  mountain  ranges  have  to  be  crossed,  so  it  is  pro- 
posed, on  tna  journey  to  the  Pole,  to  dump  half  the  petrol 
before  they  are  reached. 

It  is  hoped  to  use  directional  wireless  from  the  base,  and 
so  get  "tail  bearings"  on  the  aeroplane. 

Aerial  navigation  is  greatly  dependent  on  meteorological 
forecasts.  Antarctic  information  would  help  tremendcuslv 
in  making  long-range  weather  charts. 

One  would  think  that  rather  than  carry  a  sledge  on  the 
aeroplane  another  machine  might  well  be  taken  on  the  ex- 
pedition. This  could  locate  the  first  if  it  had  any  trouble 
and  carry  petrol  and  spares  to  it  from  the  base. 

A  more  sensible  way  of  making  a  dump  of  petrol  would 
appear  to  be  to  make  it  on  a  trip  previous  to  the  attempt  to 
reach  the  Pole.  If  the  sledge(  were  then  dispensed  with  a 
good  quantity  might  well  be  carried  over  the  mountains  and 
dumped  on  the  other  side. 

'  From  Propellers  to  Watches. 

A  news-sheet  stated  recently  that  "the  myriad  aircraft  fac-* 
tories  which  turned  out  fuselage  and  propeller  and  aileron 
during  the  war  have  gone  back  to  the  manufacture  of  pianos 
and  watches  and  perambulators.'' 

The  machinery  for  the  manufacturing  of  propellers,  etc  , 
would  not  appear  to  be  easily  adaptable  to  the  production 
of  watches,  but  the  British  are  an  ingenious  race. 


A  Change  of  Address. 

The  Technical  Supply  Branch,  Canadian  Air  Force,  is  mov- 
ing from  24s,  Oxford  Street,  London,  to  Ottawa.  Letters  for 
the  branch  should  in  future  be  addressed  to  "The  Chairman, 
Canadian  Air  Board,  Ottawa,  Canada,"  and  marked  "for  at- 
tention of  O/C.  Technical  Section." 

For  the  Amateur  Aviator. 

Writers  who  had  the  enormous  advantage  that  ignorance 
gives  to  those  who  trade  in  fiction  were  fond  of  stating  that 
after  the  war  thousands  of  people  would  buy  aeroplanes  for 
private  use  and  be  their  own  pilots,  just  as  ten  of  thou- 
sands of  people  own  and  drive  their  owu  cars. 

These  sanguine  prophecies  do  not  seem  likely  to  be 
realised  for  some  time.  Thousands  of  demobilised  pilots 
have  bought  cars  or  motor-cycles  with  their  gratuities,  in 
spite  of  high  prices,  but  one  hears  of  very  few  who  have 
bought  aeroplanes,  although  the  Air  Ministry  has  been  almost 
ready  to  give  them  away. 

The  fact  is,  of  course,  that  the  machines  designed  for  the 
v\ar  are  quite  unsuitable  for  private  use  owing  to  the  ex- 
pense of  upkeep  The  enthusiastic  amateur  requires  some- 
thing that  he  can  keep  in  tune  himself  without  the  assistance 
of  half-a-dozer  mechanics.  Generally  speaking,  machines 
designed  during  the  war  were  so  planned  that  even  the 
smallest  adjustment  to  the  engine .  was  a  matter  of  extreme 
difficulty.  In  some  cases  a  machine  had  to  be.  partially  dis- 
mantled before  any  adjustment  could  be  made  to  the  car- 
buretter or  magneto.  No  motorist  would  tolerate  a  car  so 
designed  that  the  body  had  to  be  removed  and  the  engine 
taken  out  of  the  chassis  before  the  points  of  the  magneto 
could  be  adjusted. 

For  commercial  and  pleasure  purposes  in  order  to  save 
labour  it  will  be  necessary  for  aeroplane  designers  to  grve 
much  more  attention  to  "get-at-ability."  A  few  post-war 
low-powered  machines  show  that  some  consideration  has> 
been  given  to  this  point,  but  there  is  still  much  to  be  done. 

An  Altitude  Record  Claimed. 

On  July  25th,  Roland  Rohlfs,  a  Curtiss  test  pilot,  claimed  an 
American  altitude  record  by  ascending  to  a  height  of  31,100  ft. 
The  machine  used  was  a  Curtiss  "  Wasp  "  triplane  with  a  400 
h.p.  Curtiss  engine.  Under  Government  tests  it  has  attained 
th?  speed  of  160  m.p.h. 


An  Aerial  Photograph  of  Boulogne  taken  during  the  trip  of  the  first  machine  to  fly  to  Paris  on  the  London  Paris  Air 

Service. 


September  3,  19 19 


The  Aeroplane 


KINDLY    MENTION    ■'  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTI 


884 


The  Aeroplane 


September  3,  191 9 


^WORLD  of AERONAUTics  o 

Much  Pay  and  No  Work. 

A  Flight  Serjeant  of  the  R.A.F.  has  written  to  the  "Times" 
as  follows  : — 

"  .  .  .  I  .  .  .  have  earned  nothing  in  the  Air  Force  lis 
months,  and  have  been  paid  _  os.  3d.  a  day  for  it.  I  have 
applied  on  six  occasions  for  demobilisation,  and  have  stated 
my  willingness  to  forfeit  all  bounty  and  pay,  quite  X50,  for 
an  Army  discharge.  The  peace  establishment  of  my  present 
section  is  one  Serjeant ;  there  are  now  three  Flight  Serjeants 
and  two  Serjeants  doing  this  one-man  job.  The  difference  in 
actual  pay  is  £2  4s.  9d.  a  day,  exclusive  of  rations,  clothing, 
separation  allowances,  and  accommodation.  There  are  dozens 
here  in  a  like  state.  Why  we  are  not  demobilised  is  a  mys- 
tery. A  telegram  sent  from  the  Air  Ministry  on  June  3rd, 
1919  (Reference  A.M.T./950/ Demob.)  authorised  the  dis- 
charge of  N.C.Os.  and  men  enlisting  before  June,  1916.  I 
enlisted  in  February,  1916." 

Air  News. 

The  "Central  Airnews,"  of  104,  High  Ilolborrj,  W.C.i,  is  a 
new  venture  for  the  supply  of  aviation  news  to  the  public 
Press.    According  to  the  prospectus  :  — 

"The  universal  demand  lor  aviation  news  and  articles  has 
led  many  non-technical  editors  to  accept  penny-a-line  trash 
from  the  pens  of  office-desk  airmen,  usually  dwelling  on  the 
sensational  side  of  flying — such  as  stunts,  crashes,  etc. 
"Central  Airnews"  was  founded  to  combat  this  tendency  by 
supplying  popularly  written  yet  high-class  ai tides,  for  the 
benefit  of  aviation;  and,  at  the  same  time,  to  pay  its  way  by 
the  sale  of  these  articles,  news  paragraphs,  pbotos,  etc." 

The  venture  has  one's  good  wishes. 

The  Truth. 

In  an  article  upon  the  use  of  aeroplanes  for  mail  carrying 
"  Truth  "  says  :— 

"  The  aeroplane  is  a  machine  that  must  do  its  work  quickly, 
and  then  be  put  on  the  scrap-heap.  The  life  of  its  engine  is 
•only  about  100  hours,  but  if  in  the  10,000  or  12,000  miles  it 
■travels  in  that  time  it  can  earn  its  own  cost  and  a  fair  profit 
for  its  owners  it  is  all  to  the  good  of  trade  and  progress  to 
scrap  it  for  something  newer  and  better.  A  point  that  Mr. 
Illingworth  and  others  who  think  in  terms  of  efficiency  would 
do  well  to  bear  in  mind  is  that  the  aeroplane  m  flight  is,  by 
reason  of  its  vastly  superior  speed,  more  efficient  than  anv 
other  vehicle  of  locomotion,  and  that  is  surely  woith  some- 
thing in  these  days." 

One  agrees  with  most  of  the  views  expressed,  but  one  can 
assure  "Truth"  that  the  life  of  a  modern  aero  engine  is  con- 
siderably more  than  100  hours. 

Grumbles. 

The  new  rank  titles  have  not  been  received  with  paeans  of  joy 
by  the  R.A.F.  It  was  not  to  foe  expected  ihat  the  changes  would 
be  welcomed,  for  we  are  all  inclined  to  be  conservative.  Critics 
say  that  the  rank  titles  are  an  unpleasing  mixture  of  those  of  the 
Navy  and  Army,  for  example,  Marshal  is  distinctly  an  Army 
rank,  Commodore  Naval,  Commander  suggests  the  Navy,  and 
Squadron  Leader  turns  over  thoughts  to  Cavaliy. 

The  junior  ranks  appear  to  be  most  disturbed.  Sec.  Lieuts. 
say  that  Pilot  Officer  does  not  sound  like  a  commissioned  rank  ; 
it  suggests  Petty  Officer  or  Warrant  Officer.  Flight  Lieutenant 
is  generally  considered  a  poor  substitute  for  Captain,  which  was 
a  rank  that  the  general  public  understood. 

The  prefix  "Flight''  to  the  public  does  not  imply  a  unit;  to 
them  it  means  aviation.  It  may  possibly  please  a  few  adminis- 
trative Captains  to  bask  in  the  glamour  of  a  title  that  implies  to 
th';  populace  that  they  fly,  but  they  are  by  no  means  pleased  to 
return  to  the  rank  of  Lieutenant  which  they  held  for  dreary  years 
before  promotion  came 

One  has  not  met  many  Majors  who  are  pleased  with  the  new 
■title  of  Squadron  Leader.  Again,  this  seems  a  step  back.  Colonels 
who  become  Group  Captains  are  equally  unhappy. 

In  time  the  R.A.F.  may  become  accustomed  to  the  new  rank 
titles,  but  it  is  useless  to  pretend  that  they  are  popular  at  present. 
As  somone  remarked  at  the  R.A.F.  Club  the  othei  day,  "  the 
•only  decent  thing  they  can  do  is  to  give  us  all  a  step  up  to  com- 
pensate us.    At  present  it  seems  that  we  have  all  been  demoted." 

No  statement  has  yet  been  made  as  to  the  position  of  demobilised 
officers.  A  very  large  proportion  of  them  hold  letters  from  the 
Air  Ministry  stating  that  they  are  permitted  to  retain  the  ranks 
of  Colonel,  Major  or  Captain,  as  the  case  may  be.  Most  of 
•them  val.ie  this  courtesy,  and  the  apparent  ret  rogt  essive  step  is 
anything  but  pleasing.  A  Colonel  who  has  been  given  the  right 
to  retain  that  honourable  rank  for  life  cannot  be  expected  to  fee' 


flattered  if  he  is  in  future  to  be  known  as  a  Group  Captain,  a 
title  which,  for  many  years  to  come,  will  not  indicate  to  the 
world  the  1  ank  he  held  in  the  war. 

Aeroplane  versus  Motor-Car. 

Hie  "  Aircraft  Journal"  of  America  tells  how  an  aeroplane 
was  used  for  the  purpose  of  catching  a  motorist  at  Los  Angeles. 

A  motor-cycle  officer  tried  to  overtake  a  speed  maniac  going 
at  60  miles  an  hour  or* thereabout  in  one  of  the  suburbs  of  the 
city.  He  was  forced  to  stop  due  to  engine  -trouble,  but  being 
near  a  commercial  aviation  field  and  being  an  air  pilot  himself, 
he  obtained  the  use  of  an  aeroplane  and  went  after  the  offending 
motorist  at  the  rate  of  90  miles  an  hour.  He  made  a  good 
landing  two  miles  ahead  of  the  motor  culprit,  and  the  latter, 
slewing  down,  thinking  the  pilot  was  in  trouble,  was  coolly 
informed  that  he  was  under  arrest.  It  was  the  first  case  in  the 
court  records  there  of  an  arrest  for  automobile  speeding  by  aero- 
plane. 

Out  of  Work. 

An  officer,  late  of  the  R.A.F.,  who  has  been  seeking  employ- 
ment since  he  was  demobilised  last  March,  was  offered  recently 
a  job  as  commercial  traveller  for  a  drapery  house.  He  regarded 
this  as  an  insult.  One  knows  of  others,  however,  who  are  acting 
in  the  right  spirit  by  taking  any  work  that  offers  a  living  wage 
while  they  are  looking  for  the  position  to  which  they  think -they 
are  entitled.  There  is  no  doubt  that  many  of  the  stories  one 
hears  of  hard  luck  are  due  Ao  the  fact  that  large  numbers  of 
young  pilots  have  been  spoiled  by  the  high  pay  and  rank  they 
enjoyed  in  the  R.A.F.  and  are  not  ready  to  take  positions  that 
they  would  have  accepted  gladly  before  the  war.  One  meecs 
hundreds  who  idle  the  time  away  so  long  as  their  gratuities  hold 
out,  and  then  wail  about  the  treatment  they  receive  from  an  un- 
grateful country.  These  are  not  the  type  needed  to-day  for  the 
work  of  reconstruction,  and  it  is  not  surprising  that  when  they 
do  come  to  fhe  end  of  their  ready  money  they  find  themselves 
unable  to  obtain  positions  of  any  sort.  There  are  some  cases 
that  are  deserving  of  sympathy,,  but  not  these. 

A  Sports  Meeting. 

The  staff  and  employees  of  the  Wevbridge  Works  of 
Vickers,  Ltd.,  held  a  successful  second  annual  sports  meet- 
ing at  Byfleet  on  Aug.  23rd,  which  was  organised  by  Mr.  C. 
Choate. 

Although  the  ground  was  not  an  ideal  one  for  the  purposes 
of  an  athletic  meeting,  good  tracks  were  prepared,  and  some 
2,000  spectators  witnessed  keen  running  and  close  finishes. 

The  finish  of  the  final  of  the  100  Yards  Open  Handicap  was 
very  close,  S.  Usher  (of  the  Army  Gymnastic  Staff  and  Surrej 
Athletic  Club)  just  beating  W.  A.  Hill  (Amateur  100  and  220 
Yards  Champion)   by  a  foot  in  9  4-5  sec. 

Prior  to  the  sports  an  informal  luncheon  was  served  in  a 
large  marquee  erected  on  the  ground. 

Included  among  the  company  who  sat  down  were  Sir 
Arthur  Whitten  Brown,  K.B.F.,  Lady  Brown,  Sir  John 
Alcock,  K.B.E.,  D.S.C.,  and  his  fiancee,  Capt.  Vickers,  Capt. 
Acland  (Chief  of  Vickers  Aviation  Department),  Mr.  and 
Mrs.  Raynham,  Mr.  and  Mrs.  P.  Maxwell-Muller,  Capt. 
Green,  Lieut.  Wilson,  Mr.  A  Knight  (Works  Manager),  and 
Mr.  R.  K.  Pierson  (Chief  Designer). 

There  were  no  speeches,  but  one  might  almost  say  that  it 
was  a  farewell  luncheon  to  Sir  A.  Whitten  Brown,  as  he  is 
leaving  England  on  Sept.  20th  for  America,  where  he  will 
take  part  in  some  special  flying. 

Perhaps  the  most  attractive  feature  of  the  picceedings  was 
the  exhibition  of  the  Vickers  "Vimy"  Trarsatlantic  biplane, 
which  had  been  thoioughly  overhauled.  Capt.  Sir  J.  Alcock 
and  Lieut.  Sir  A.  Brown,  who  were  given  a  great  reception, 
were  kept  busy  accompanying  visitors  to  the  machine  and 
explaining  the  functions  of  the  "joy-stick,"  etc.,  to  them. 


COMING  EVENTS. 

August. 

Amsterdam  Aircraft  Exhibition.    (Still  open.) 

September. 

Wednesday,  September  3rd. — Henlow  Recruiting  and  Repair 
Depot,  R.A.F.  Second  annual  Sports  at  the  R.A.F.  Cricket 
Ground,  Henlow. 

Wednesday,-  September  10th. — Schneider  Cup  Competition, 
Bournemouth. 

Saturday,  Sept.  20th. — 14  Wing,  R.A.F.,  Italy.  Dinner  at  the 
Imperial  Restaurant,  Regent  Street,  London. 

Friday,  Sept.  26th. — 40  Squadron,  R.A.F.  Dinner  at  place  to 
be  announced. 

Dates  to  be  Announced  Later. 
Hendon-Paris-Hendon  Air  Race. 

The  "  Daily  -  Express  "  j£io,oco  Prize  Con. petitions. 
Hendon-Manchester-Hendon  Air  Race. 


September  3,  1919 


The  Aeroplane 


885 


Are  Motorists  Lazy? 

A  w ell = known  writer  says  : 
"The  A.A.  is  helping  to  make  them  so." 


"  Speaking  as  one  who  has  never  looked 
for  a  salute  from  A.A.  patrols,  but  who  has 
invariably  received  it,  I  have  always  appre- 
ciated their  unfailing  courtesy  and  willing- 
ness even  to  go  out  of  their  way  to  assist, 


and  that  is,  I  think,  tne  experience  of  most 
road  users,  but  all  the  same,  I  confess  to  a 
feeling  that  in  wanting  to  do  so  much  for 
the  motorist  in  roadside  repairs  and  tyre 
changing,  the  A.A.  is  quite  unconsciously 
helping  to  make  motorists  the  laziest  people 
on  the  road." 

The  above  paragraph,  taken  from  a 
motoring  article  in  a  London  daily  paper, 
though  acknowledging  the  efficiency  of  the 
Automobile  Association's  Road  Service 
does  not  do  justice  to  its  comprehensive 
character. 

The  khaki-clad  A.A.  patrol  also  Ogives 
reliable  road  information,  warns  members 
of  bad  road  conditions  and  indicates 
alternate  routes,  renders  first  aid  to 
man  and  machine,  recovers  property 
dropped  on  the  road,  procures  replace- 
ments, and  generally  assists  member;  in 
road  difficulties. 

The  Roadside  Telephone  Service — of 
which   the   A.A.   was   the    pioneer  and 


remains  the  sole  provider — includes  a  tele- 
phone installation  in  each  patrol's  sentry 
box  which  is  at  the  service  of  any  member 
passing. 

Officially  appointed  A.A.  Repairers  under- 
take repairs  in  an  efficient  manner  and 
provide  replacements  at  reasonable  charges 
whilst  A.A.  Hotels  can  be  depended  on 
for  accommodation  really  satisfactory  to 
Motorists. 

In  addition  the  A.A.  supplies  members 
with  special  routes  to  any  part  of  the 
country  and  provides  Free  Legal  Defence 
in  any  police  court  in  the  United  Kingdom 
to  answer  charges  under  the  Motor  Car 
Act  or  D.O.R.A, 

Whether    the    above     privileges  tend 
to  make   motorists   lazy   is  a  debatable 
point,  but  there  is  no  denying  the  fact 
that  they  are  of  great  benefit  to  and  much 
appreciated  by  members  of  the  Automobile 
Association. 

If  you  are  not  a  member  of  the  A.A. 
send  a  post  card  to-day  to  the  Secretary, 
The  Automobile  Association,  41,  Fanum 
House,  Whitcomb  Street,  London,  W.C.2 
for  a  free  booklet  and  other  information 
which  will  show  you  how  to  motor  in 
comfort  and  safetv. 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


886 


The  Aeroplane 


September  3,  19 19 


CIVIL  AERODROMES. 

The  following  lists  of  aerodromes  are  issued  by  the  Air  Ministry  as  an  addition  to  the  lists  recently  published.  It  may  be 
seen  that  in  the  majority  of  cases  the  aerodromes  referred  to  below  can  only  be  considered  as  possible  emergency  landing-grounds. 
Attention  is  again  drawn  to  the  fact  that  these  lists  are  purely  provisional  and  subject  to  alteration  or  amendment  from  time 
to  time. 

LIST  C  (2). 

Stations  Temporarily  Retained  for  Service  Purposes. 

It  should  be  assumed  that  no  facilities  normally  exist  at  these  stations  for  dealing  with  civil  aircraft.  The  aerodromes,  how- 
ever, may  be  considered  as  emergency  landing  grounds. 

Aerodrome.  Nearest  railway  station  and  distance  in  miles.  Nearest  town  and  distance  in  miles 

Beverley    Beverley  (i),  N.E.R   Beverley  (i) 

Boscombe  Down    Amesbury  (if),  L.S.W.R   Salisbury  (8) 

Brooklands    Weybridge  (2),  L.S.W.R   Weybridge  (2) 

Catfirth  (s)    Thurso,  in  Scotland,  by  boat   Lerwick  (9),  Shetland  Isles 

Chattis  Hill    Stockbridge  (2),   L.S.W.R  -.   Stockbridge  (2) 

Collinstown    Portmarnock  (5),   G.N. R.I   Dublin  (6) 

Coventry    Coventry  (2),   L.N.W.R   Coventry  (1) 

Crail    Crail  (A),  N.B.R  ..   Crail  (±) 

Cramlington   Cramlington  (1),   N.E.R   Newcastle-on-Tyne  (7) 

Doncaster    Doncaster  (1),  G.N.R   Doncaster  (1) 

Driffield    Driffield  (2),  G.N.R.  and  G.E-R   Driffield  (2) 

Easton-on-the-Hill    Stamford  (3),  M.R.  and  G.N.R   Peterborough  (12) 

East  Retford    East  Retford  (3),  G.N.R   Gainsborough  (10) 

Feltwell    Lakenheath  (ij),  G.E.R   Brandon  (51) 

Gormanston    Gormanston  (1),  G.N. R.I   Drogheda  (6) 

Gullane    Gullane  (i),  N.B.R   North  Berwick  (4) 

Harling  Road    Hading  Road  (£),  G.E.R   Thetford  (6) 

Harpswell    Kirton  Lindsey  (5),  G.C.R   Gainsborough  (8) 

Helperby    Brafferton  (1),  N.E.R.   Ripon  (8) 

Hooton  Park    Hooton  (2|),  L.N.W.R.  and  G.W.R  t   Chester  (6) 

Killingholme  (s)    Harbrough  (6),  G.C.R.  (Siding  on  Site)    Grimsby  (9) 

Lake  Down    Amesbury  (5),  L.S.W.R   Salisbury  (7) 

Leighterton   Tetbury  (6),  G.W.R   Stroud  (10) 

Lincoln    Lincoln  (1),  G.N.R.  and  G.E.R   Lincoln  (1) 

London  Colney    Radlett  (2),  M.R  i   St.  Albans  (4) 

Lopcombe  Corner    Grateley  (4),  L.S.W.R   Salisbury  (9) 

Minchinhampton    Chalford  (1),  G.W.R   Stroud  (6) 

Narborough    Narborough  (2J),  G.E.R   Swaffham  (5) 

Newhaven  (s)    Bishopstone  (\),  L.B.S.C.R   Newhaven  (2) 

Northolt    Northolt  Junction  (J)  G.W.R.  and  G.C.R   Uxbridge  (1) 

Norwich    Norwich  Thorpe  (1),  G.E.R   Norwich  (2) 

Penston    Macmeray  (1),  N.B.R   Haddington  (5) 

Port  Meadow,  Oxford    Oxford  (2),  G.W.R   Oxford  (1) 

Rendcombe    Foss  Cross  (2f),  M.R.  and  L.S.W.R   Cirencester  (6) 

Rochford    Rochford  (1),  G.E.R   Southend  (5)  s 

Seaton  Carew    Seaton  Carew  (1),  N.E.R     West  Hartlepool  (6) 

Sedgeford    Sedgeford  (1),  G.E.R   liunstanton  (5) 

Shawbury    Hadnall  (3),  L.N.W.R   Shrewsbury  (10) 

Shoreham    Shoreham  (i),  L.B.S.C.R   Shoreham-by-Sea  (1) 

Shrewsbury    Shrewsbury  (if),  G.W.R   Shrewsbury  (1) 

Tadcaster    Thorrer  (2),  N.E.R   Tadcaster  (4) 

Ternhill    Ternhill  (2),  G.W.R   Market  Drayton  (5) 

Thetford    Thetford  (2),  G.E.R   Thetford  (2) 

Throwley    Charing  (4),  S.E.C.R   Faversham  (6) 

Upper  Heyford    Lower  Heyford  (2),  G.W.R   Bicester  (6) 

Waddington    Waddington  (if),  G.N.R   Lincoln  (5) 

Westgate  (s)    Westgate  (f),  S.E.C.R   Westgate-on-Sea  Q) 

Whitley  Abbey    Coventry  (2),  L.N.W.R   Coventry  (2) 

Witney    Witney  (2),  G.W.R   Oxford  (12) 

Wittering    Stamford  (3),  G.N.R.  and  M.R   Peterborough  (10) 

Yatesbury    Calne  (5),  G.W.R   Marlborough  (9) 

LIST  D  (a). 

Aerodromes  Licensed  for  all  but  larger  types  of  Aircraft. 
Yeovil    Yeovil  (if),  G.W.R.  and  L.S.W.R   Yeovil  (f),  Somerset. 

LIST  D  (b). 

Aerodromes  Licensed  as  suitable  for  "  Avro  504  K  and  similar  types  of  aircraft  "  only.  Except  in  a  very  few  instance* 
accommodation  does  not  exist.    The  licences  have  also  been  issued  for  limited  periods  only. 

Aerodrome.  Nearest  railway  station  and  distance  in  miles.  Nearest  town  and  distance  in  mile* 

Aberystwyth    Aberystwyth  (f),  G.W.R  Aberystwyth  (f),  Cardigan. 

Chesterfield    Chesterfield  (2),  M.R   Chesterfield  (2),  Derby. 

Conway    Conway  (1),  L.N.W.R   Conway  (1),  Carnarvon.  . 

Derby    Normanton  (if),  M.R  1   Derby 

Herne  Bay   Heme  Bay  (1),  S.E.C.R  Heme  Bay  (f),  Kent. 

Nottingham    Nottingham  (2),  M.R.,  G.N.R.,  and  G.C.R   Nottingham 

Situated  on  Sands  Not  Available  at  High  Tide. 

Hunstanton    Hunstanton  (J),  G.E.R   Hunstanton  (J),  Norfolk. 

Llanelly    Llanelly  (1),  G.W.R   Llanelly  (J),  Carmarthen. 

Ramsey,  I.O.M   Ramsey  (J),  I.O.M   Ramsey  (*),  I.O.M. 

Rothesay,  Etherick  Bay    By  boat  to  mainland    Rothesay  (4),  Isle  of  Bute. 

Southport    Southport  (1),  L.Y.R   Southport  (f),  Lanes. 

Swansea    Swansea  (1),  G.W.R   Swansea  (j),  Glamorgan. 

Weston-super-Mare    Weston-super-Mare  (f),  G.W.R  .".   Weston-super-Mare  (J),  Somerset 


September  3,  191 9 


The  Aeroplane 


887 


ROLLS 


W  A 


Changes  to 
Rolls-Royce  Cars 


Rolls-Royce  Ltd.  have  recently  learned  that  attempts  are 
being  made  by  certain  persons  to  "  bring  up  to  date  "  pre-war 
Rolls-Royce  chassis  by  substituting  for  Rolls-Royce  Springs 
of  old  type  cantilever  springs  which  are  not  of  Rolls-Royce 
manufacture ;  also  by  substituting  other  radiators  and 
bonnets  which  are  not  of  Rolls-Royce  manufacture.  Some 
of  these  changes  have  been  brought  to  the  attention  of  the 
Company ,  who  have  found  them  to  be  not  only  unsatis- 
factory but  possibly  dangerous  to  the  users.  Owners  who 
are  asked  to  have  such  changes  made  to  their  Rolls-Royce 
cars,  or  potential  purchasers  of  Rolls-Royce  cars  on  which 
such  changes  have  been  made  or  may  be  suspected,  should 
communicate  with  Rolls-Royce  Ltd.,  15,  Conduit  Street, 
London,  W.1,  and  the  Company  will,  for  a  small  fee, 
inspect  the  chassis  in  question  and  inform  the  applicant 
what  parts,  if  any,  are  not  supplied  by  Rolls-Royce,  and 
what  the  effect  of  such  parts  in  their  opinion  is  likely 
to  be.  Furthermore,  any  such  alterations  which  interfere 
with  or  depart  from  Rolls-Royce  standards  will  probably 
put  the  car  out  of  action  for  an  indefinite  period  in 
cases  of  accident  or  breakage,  as  Rolls-Royce  new  parts 
cannot  be  expected  to  replace  foreign  broken  parts  in  a 
"  bedevilled  "  chassis. 

ROLLS-ROYCE  Ltd.,  14  &  15,  Conduit  Street,  London,  W.  1. 

Telegrams:   "Rolhead,  Reg.,  London."  Telephone:  Gerrard  1654,  1655,  1656. 


m 


KINDLY    MENTION    "  THE    AEROPLANE  '     WHEN    CORRESPONDING    WITH  ADVERTISERS 


388 


The  Aeroplane 


September  3,  191 9 


LIST  E. 

Stations  No  Longer  in  Use  by  the  R.A.F. 

These  stations  have  been  passed  to  the  Government  Surplus  Property  Disposal  Board.  They  'will  be  relinquished  as  soon  as 
the  Government  property  thereon  has  been  disposed  of.  In  many  cases  the  aerodromes  are  now  under  cultivation,  but  it  is 
probable  that  the  sites  still  form  the  best  emergency  landing  grounds  in  the  immediate  neighbourhood. 

Aerodrome.  Nearest  railway  station  and  distance  in  miles.  Nearest  town  and  distance  in  miles 

Aldebuegh    Aldeburgh  (2),  G.E.R   Aldeburgh  (2) 

Ashington    Longhirst  (1),  N.E.R   Morpeth  (5) 

Athlone    Athlone  (2),  M.G.W.R   Athlone  (2) 

Atwick    Hornsea  (3),  G.N.R   Driffield  (10) 

Ayr    Ayr  (1),  G.  &  S.W.R   Ayr  (1) 

Bacton  (c)    North  Walsham  (4),  G.E.R  •   Norwich 

Beaulieu    Brockenhurst  (6),  L. S.W.R   Southampton  (10) 

Bekesbourne    Bekesbourne  (1),  S.E.C.R   Canterbury  (4) 

Bembridge    Bembridge  (i),  I.  of  W.  Rly   Ryde  (6) 

Bembridge  (s)    Bembridge  (|),  I.  of  W.  Rly   Ryde  (6) 

Burgh  Castle   Great  Yarmouth  (2),  G.E.R   Great  Yarmouth  (2) 

Butley   Melton  (3),  G.E.R   Woodbridge  (5) 

Catterick    Catterick  Bridge  (if),  N.E.R   Richmond  (6) 

Chickerell    Weymouth  (1),  G.W.R.  and  L. S.W.R   Weymouth  (1) 

Chingford    Ponders  End  (J),  G.E.R   Chingford  (2) 

Copmanthorpe    Copmanthorpe  (J),  N.E.R.  and  G.N.R   York  (5) 

Co vehithe  (c)    Southwold  (5),  G.E.R   Southwold  (5) 

Edzell    Edzell  (2),  Cal.  Rly   Montrose  (9) 

Elmswell    Elmswell  (2),  G.E.R   Bury  St.  Edmund's  (10) 

Elsham    Elsham  (3),  G.C.R   Barton-on-Humber  (6) 

Fairlop    Fairlop1  (1),  G.E.R   Romford  (4),  Essex 

Goldhanger    Maldon  (3),  G.E.R   Maldon  (3) 

Goring-by-Sea   (c)    Goring-by-the-Sea  (j),  L.B.S.C.R   Worthing  (2) 

Greenland  Top    Stallingborough  (ij),  G.N.R   Grimsby  (7) 

Hadleigh    Ipswich  (9),  G.E.R   Ipswich  (9) 

Hainault  Farm    Goodmayes  (if),  G.E.R  ,   London  (8) 

Hamble  (s)    Netley  (3),  L. S.W.R   Southampton  (5) 

Holt    Holt  (4),  N.  &  G.N.J. R   Norwich  (11) 

Joyce  Green    Dartford  (2),  S.E.C.R  '.   Dartford  (2) 

Kirton  Lindsey    Kirton  Lindsey  (if),  G.C.R.   Gainsborough  (12) 

Leadenham    Leadenham  (1),  G.W.R   Grantham  (12) 

Lilbourne    Gliftonmill  (if),  L.N.W.R.   Rugby  (3) 

Machrihanish  (c)    Campbeltown  (2),  on  Campbeltown  and  Machrihanish  Light  Rly., 

from  Campbeltown  by  Steamers    Campbeltown  (2) 

Manywell  Heights    Bradford  (5),  G.N.R   Bradford  (5) 

Marden    Marden  (1),  S.E.C.R   Tonbridge  (6) 

Mattishall  (c)    East  Dereham  (5),  G.E.R   East  Dereham  (5) 

New  Haggerston  (c)    New  Haggerston  (2f),  N.E.R   Berwick-on-Tweed  (7) 

New  Holland    New  Holland  (J),  G.N.R.  and  G.C.R   New  Holland  (\) 

Newmarket    Newmarket  (1),  G.E.R   Newmarket  (1) 

Newlyn  (s)    Penzance  (2),  G.W.R   Penzance  (2) 

Omagh   ,   Omagh  (2),  G.N. R.I   Omagh  (2) 

Owthorne    Withernsea  (f),  G.W.R   Hull  (16) 

Padstow  (c)    Padstow  (2),  G.W.R   Bodmin  (12) 

Penshurst   Penshurst  (1),  S.E.C.R   Tunbridge  Wells 

Peterhead  (s)    Peterhead  (1),  G.N.  of  S.  Rly   Peterhead  (1) 

Portholme    Huntingdon  (1),   G.N.R   Huntingdon  (1) 

Prawle  Point    Kingsbridge  (7),  G.W.R   Plymouth  (22) 

Redcar   !          Redcar  (if),  N.E.R   Middlesbrough  (6) 

Ripon  Racecourse    Ripon  (2),  G.N.R   Ripon  (2) 

Rustington    Angmering  (1),  L.B.S.C.R   Littlehampton  (2) 

Scale  Hall    Lancaster  (1),  L.N.W.R   Lancaster  (1) 

Seahouses   North  Sunderland  (1),  N.E.R   Alnwick  (12) 

Southbourne  (c)    Southbourne  Halt  (f),  Emsworth  (2),  L.B.S.C.R   Chichester  (6) 

Stenness  (s)    To  Thurso  by  boat    Kirkwall  (10),  Orkney  Islands 

Stow  Maries    Cold  Norton  (2),  G.E.R   Maldon  (5) 

Strathbeg  (s)    Lomax  (6),  G.N.  &  S.R   Peterhead  (8) 

Tydd  St.  Mary  (c)    Tydd  (2),  M.R.  and  G.W.R   Long  Sutton  (3) 

Tynemouth    Tjnemouth  (1),  N.E.R   Newcastle-on-Tyne  (8) 

Turnberry    Turnberry  (f),  G. S.W.R   Ayr  (14) 

Upwood  (Bury)    Ramsey  (2),  G.E.R.  and  G.N.R   Wyton  (6) 

Usworth    East  Boldon  (1),  N.E.R   Sunderland  (6) 

Walmer    Walmer  (ij),  S.E.C.R   Walmer  (£j 

West  Ayton    Forge  Valley  (f),  N.E.R   Scarborough  (5) 

Westward  Ho  !    Northam.  via  Bideford  (1),  L. S.W.R   Westward  Ho  (1) 

Whiteburn    Grants  House  (4),  N.B.R   Duns  (8) 

Wye    Wye  (1),  S.E.C.R   Ashford  (4) 

Wyton    Huntingdon  (5),  G.N.R   Huntingdon  (5) 

References. — (s)  Seaplane  station,    (c)  Known  to  be  under  cultivation  or  otherwise  unsuitable  for  landing. 

AN    AERODROME    FOR    SALE.  THE    SALE    OF    BRITISH  AIRSHIPS. 

It  is  announced  that  the  Ford  aerodrome  near  Littlehamp-  The  Air  Ministry  announces  that  in  view  of  the  decision  of 

ton,  Sussex,  is  for  sale  as  an  aerodrome.     It  covers  167  the  Government  to  curtail  their  airship  programme,  it  has 

acres,  and  has  accommodation  for  three  squadrons.  yjeen  decided  to  place  certain  airships,  airship  stations,  stores, 

The  Disposal  Board  of  the  Ministry  of  Munitions  states  that  etc.,  on  terms  to  be  agreed,  at  the  disposal  of  interested 

the  buildings  are  of  brick  and  timber.    W*.ter  and  electric  parties  with  a  view  to  the  commercial  development  of  this 

power  have  been  provided,  the  roads  have  been  macadamised,  t       of 'aircraft.    It  is  proposed  as  an  initial  step  to  hold  a 

and  there  is  railway  connection.    The  site  is  occupied  by  the        ■  ,  •   ..  „    ].«   .«  •    m„+<.„_       so^Iiot  Rfh 

Government  under  the  Defence  of  the  Realm  Regulations,  conference  m  connection  with  this  matter  on  September  8th 

but  can,  if  necessary,  be  purchased  under,  and  subject  to]  «  3  p.m.,  m  the  Lower  Hall,  Australia  House,  at  which  the 

the  provisions  of  the  Defence  of  the  Realm  (Acquisition  of  Under  Secretary  of  State  for  Air  will  preside. 

Lands)  Act,  1916.    Furthei  information  can  be  obtained  at  Bona  fide  applications  from  individuals  or  firms  should  be 

Charing  Cross  Buildings,  London,  W.C.2.  made  to  the  Air  Ministry  (C.G.C.A.)  for  permits  to  be  present. 


September  3,  191 9 


The  Aeroplane 


889 


Ml] 


THE  WINGS 


OF 


COMMERCE 

will  be  vitally 

assisted  by 

BEARD  MORE 
AERO  ENGINES 


THE  BEARDMORE 
IS  NOT  MADE  FOR 
EXHIBITION  STUNTS 

BUT  FOR 
EVERY  DAY  SERVICE 


Many  leading  Aircraft  Manufacturers 
are  adopting  this  famous  engine  as 

STANDARD   POWER  UNIT. 


THE  BEARDMORE  AERO    ENGINE,  LIMITED, 

Chairman  Sir  William  Beardmore,  Bart. 

London  Showrooms  and  Depots  : 

112,  QT.  PORTLAND  STREET,  LONDON,  W.i. 

Telephone  :    238  Gerratd. 


KINDLY    MENTION    "  THE    AEROPLANE  "     WHEN    CORRESPONDING    WITH  ADVERTISERS 


890 


The  Aeroplane 


September  3,  19 19 


AIRCRAFT  FINANCE  l 


Lloyd's  and  Aviation  Methods. 

Just  now  the  sceptics  are  elated.  Doubtless  they 
magnify  the  deficiencies  of  the  present-day  aeroplane  as 
an  economically  sound  commercial  proposition,  as  the 
unsullied  enthusiasts  exaggerate  its  capabilities.  In 
both  cases  one  can  diagnose  mental  astigmatism. 

Possibly  the  enthusiast  is  to  be  blamed  equally  as 
much  as  the  sceptic,  if  not  more  so.  Any  way,  it  is 
maintained  that  commercial  aviation  is  metaphorically 
tr}ing  to  jump  before  it  has  learned  how  to  walk. 

Landing-Grounds  Every  Ten  Mii.es. 

On  all  long-distance  aerial  trade  routes  there  should 
be  landing-grounds  every  ten  miles.  These  fields  need 
not  be  exclusively  devoted  to  aviation.  They  need  not 
be  owned  by  the  aerial  transport  company  or  companies. 
So  long  as  they  are  not  under  crop,  but  are  used  for 
cattle  and  sheep  and  physically  conform  to  the  require- 
ments of  grounding  an  aeroplane,  they  would  serve  the 
purpose  excellently  well. 

Separated  at  intervals  of  ten  miles  in  a  defined  aerial 
route,  say,  between  London  and  Paris,  they  would  be 
marked  so  as  to  be  observable  from  "  up  above."  There- 
fore, in  the  event  of  engine  trouble  or  anything  necessi- 
tating a  forced  landing,  the  pilot  would  be  able  to  act 
with  precision  and  without  risking  his  own  life  and 
machine,  etc.,  in  a  precipitate  descent  on  unsuitable 
ground. 

The  Cost  Would  Not  Be  Large. 
The  cost  would  be  trivial;  in  many  cases  it  would  not 
exceed  a  nominal  rental.  The  effect  would  be  beneficial 
because  pilots,  being  acquainted  with  the  existence  of 
these  reserved  landing-grounds,  would  be  more  confident. 
This  greater  sense  of  security  would  obviously  stimulate 
business,  and  insurance  charges  would  be  reduced 
automatically. 

At  first  sight  the  idea  may  seem  preposterously 
cautious ;  however,  it  is  nothing  of  the  sort.  Great  ad- 
vances have  been  made  with  aero-engines,  but,  as  every- 
one must  candidly  admit,  they  are  not  perfect,  and  fre- 
quently go  wrong  without  warning. 

The  Registration  of  Navigators. 

And  there  is  another  aspect  of  present-day  commercial 
aerial  transport  that  calls  for  serious  consideration.  It 
is  the  human  factor.  Quite  true,  there  are  regulations 
governing  pilots  and  navigators ;  but,  if  one  is  to  believe 
certain  competent  authorities  connected  with  Lloyd's, 
such  regulations  are  really  of  no  intrinsic  value. 

Lloyd's — that  is  to  say,  those  underwriters  who 
specialise  in  aviation  risks — demand  a  more  business-like 
and  scientific  scheme  regulating  aerial  navigators.  They 
want  something  equal  to  the  Board  of  Trade  control  over 
the  officials  of  the  mercantile  marine.  Having  regard  to 
the  age  of  the  new  industry,  perhaps  they  are  asking 
too  much.  At  the  same  time  it  must  be  admitted  that 
the  qualifications  of  a  first-class  fighting  man  are  not 
necessarily  those  needed  for  an  ordinary  commercial 
venture. 

A  High  Level  of  Intelligence. 
What  is  wanted  is  a  system  of  registration  based  on 
all  that  is  known  of  the  science  of  aviation.  In  order  to 
secure  the  right  to  navigate  a  commercial  aeroplane,  the 
pilot  must  prove  his  competency  by  examination,  as  is 
the  case  with  officers  of  the  mercantile  marine. 


It  is  not  fair,  perhaps,  to  draw  a  strict  comparison 
with  the  mercantile  marine  system;  the  aircraft  pilot 
is  half  an  engineer  and  half  a  navigator,  whereas  the 
two  classes  are  quite  distinct  in  the  mercantile  marine. 
This  is  a  point  that  is  overlooked  by  many  people,  who 
fail  to  recognise  that,  in  order  to  obtain  full  qualification, 
the  airman  must  be  no  ordinary  person,  but  a  bit  of  a 
scientist  too. 

In  demanding  an  up-to-date  system  Lloyd's  is  think- 
ing as  much  of  its  own  interests  as  of  the  future  of  com- 
mercial aviation.  Of  course,  as  the  losses  diminish,  the 
premiums  on  aviation  risks  must  be  reduced  correspond- 
ingly, which  is  a  goal  worth  striving  for. 

W.  J.  Davis. 

CURRENT  TOPICS. 

Whitehead  Aircraft,  Ltd. 

In  pursuance  of  the  provisions  of  the  Companies  (Consolidation) 
Act,  a  meeting  of  the  creditors  of  the  above  was  held  on  August 
15th  at  the  Cannon  Street  Hotel,  London,  E.C.  The  Chair  was 
occupied  by  Mr.  O.  Sunderland,  of  the  Automobile  Trades  Giiardian 
Association,  15,  Eastcheap,  E.C. 

The  Chairman  said  it  would  be  recollected  that  the  company  had 
passed  resolutions  in  favour  of  voluntary  liquidation  and  lie  had 
been  appointed  to  act  as  liquidator  to  represent  the  interests  of 
the  creditors,  while  Mr.  Oldham  had  been  appointed  to  act  with 
him  to  watch  the  interests  of  the  shareholders.  Meetings  of  the 
creditors  had  previously  been  held,  at  which  figures  from  the  last 
balance  sheet  of  the  company  were  presented.  That  balance  sheet 
showed  assets  of  £1,041,258,  made  up  as  follows  :  freehold  and 
leasehold  land  and  buildings,  plant,  machinery,  fixtures,  motor- 
cars, lorries,  tools,  jigs,  flying-school  equipment  and  goodwill  as 
acquired  from  the  vendor  company  with  additions  to  date,  less  de- 
preciation written  off,  .£634,063 ;  furniture,  utensils,  improvements, 
equipment  and  horses  at  cost  with  additions  to  date  less  deprecia- 
tion written  off,  consumable  stores  and  farm  stock  as  valued  by 
the  company's  officials  £22,188;  stock-in-trade  and  work  in  pro- 
gress as  valued  by  the  company's  officials  £242,629  ;  sundry 
debtors  £54,855  ;  amount  due  in  respect  of  property  sold  with  in- 
terest accrued  thereon  secured  by  second  mortgage  debenture 
£17,456;  cash  in  hand  £438;  sundry  unexpired  portions  of  in- 
surance, etc.,  £1,554;  commission  on  shares  issued  £35,625;  pre- 
liminary expenses  £32,451. 

On  the  liabilities  side  of  the  balance  sheet  were  ,the  following  : 
share  capital  issued  £518,697,  less  calls  in  arrears  £1,652,  leaving 
the  net  amount  of  issued  capital  at  £517,044;  first  mortgage  de- 
bentures and  interest  accrued  thereon  £147,015 ;  advances  by 
H.M.  Government  with  interest  accrued  thereon  secured  by  second 
mortgage  debentures  £203,009;  cash  due  to  bankers  £10,301; 
sundry  creditors  £125,312  ;  liquidator  of  Whitehead  Aircraft,  Ltd., 
£6,780;  premiums  on  shares  issued  £21,310,  and  balance  from 
profit  and  loss  account  £10,382.  The  authorised  share  capital  of 
the  company  was  £1,000,000,  divided  into  300,000  preference 
shares  of  £1  each,  650,000  ordinary  shares  of  £1  each,  and  one 
million  deferred  ordinary  shares  of  is.  each. 

Mr.  Sunderland  recalled  the  fact  that  two  earlier  meetings  of  the 
creditors  had  been  held,  when  a  committee  was  appointed  to  re- 
present the  interests  of  the  creditors.  That  committee  had  sug- 
gested that  the  company  should  go  into  voluntary  liquidation.  He, 
as  the  chairman  of  the  committee,  was  nominated  as  one  of  the 
liquidators  to  represent  the  interests  of  the  trade  creditors.  Meet- 
ings of  the  shareholders  were  subsequently  held,  under  the  presi- 
dency of  Lord  Wemyss,  when  resolutions  lor  the  voluntary  liquida- 
tion were  carried  by  a  very  large  majority.  At  the  confirmatory 
meeting  of  the  shareholders  the  resolutions  were  agreed  to  with 
practical  unanimity.  A  petition  for  the  compulsory  winding  up  of 
the  company  had  been  presented,  and  had  been  before  the  Court  on 
three  occasions  He  thought  he  could  say  that  there  was  very 
little  prospect  indeed,  judging  from  the  remarks  of  the  judge,  of 
the  petition  succeeding.  After  the  first  meeting  of  the  creditors  at 
the  First  Avenue  Hotel,  the  committee  decided  that  they  should 
get  into  communication  with  Mr.  Ambrose  Taylor,  of  the  Cosmos 
Consolidated,  Ltd.,  who  negotiated  for  the  taking  over  of  the 
whole  of  *he  undertaking  of  the  company  at  a  figure  which  would 
allow  of  the  creditors  all  being  paid  in  full,  while  arrangements 
would  also  be  made  for  the  preference  and  ordinary  shareholders  in 
the  concern  to  get  something.  Mr.  Taylor  had  been  given  every 
facility  to  go  down  to  the  works  of  the  company  in  order  to  make 
his  own  valuation  of  the  assets  Tor  the  purpose  of  making  his 
offer.    Within  two  or  three  days  at  the  latest  Mr.  Taylor  would 


September  3,  1919 


The  Aeroplane 


891 


London- Paris 
Air  Express 

First  Week's  Record 


Monday 

Tuesday 

Wednesday 

Thursday 

Friday 

Saturday 


Left 

London 

...  12.30 

Arr. 

rans 

2.45 

Pans   . . . 

A  rr 

London 

Left 

London 

1.15 

Arr. 

Paris  ... 

3.30 

Left 

Paris 

...  12.30 

Arr. 

London 

...  3.20 

Left 

London 

...  12.43 

Arr. 

Paris  ... 

...  3.10 

Left 

Paris  ... 

;..  12.30 

Arr. 

London 

...  3.20 

Left 

London 

* 

Arr. 

Paris  ... 

Left 

Paris  ... 

...  12.30 

Arr. 

London 

...  2.20 

Left 

London 

...  12.30 

Arr. 

Paris  ... 

...  2.45 

Left 

Paris  ... 

...  12.30 

Arr. 

London 

...  3.0 

Left 

London 

...  12.30 

Arr. 

Paris  ... 

...  2.55 

Left 

Pans  ... 

...  12.30 

Arr. 

London 

...  3.10 

Offical  Weather  Reports. 
Wind  in  Channel. 
Low  Clouds  with 
rain.  Haze. 


Forty  miles  an  hour 
wind  in  Channel. 
Low  Clouds.  Rain. 


35 — 40  miles  an  hour 
wind.  Very  gusty. 
Clouds  only  800  feet 
nigh. 


Hundred  miles  an 
hour  hurricane  in 
Channel. 

Continuous  heavy 
rain. 

Rain  at  times.  Low 
Clouds. 


North-westerly  wind. 
Twenty  miles  an 
hour.  Patches  of 
low  cloud. 


*  On  Thursday  the  passengers  and  goods  on  this  service  were  diverted  to  an  alternate  route 
because  the  wind  was  blowing  in  gusts  at  hurricane  strength;  rain  was  descending 
with  torrential  force,  and  masses  ot  clouds  were  within  100  feet  of  the  ground. 

The  attention  of  Bankers,  Merchants,  and  firms  who  have  houses 
both  in  London  and  Paris  is  drawn  to  the  unique  facilities  afforded  by 
the  service,  which  will  permit  passengers,  urgent  documents,  or  express 
goods  to  be  transported  the  250  miles  between  London  and  Paris  in 
an  average  time  of  i\  hours.  The  service,  which  has  just  been 
operated  daily  through  a  week  of  most  tempestuous  weather,  has  been 
started  in  order  to  demonstrate  that,  with  the  use  of  skilled  pilots  and 
fast  machines,  such  an  express  air  service  can  now  be  run  with  sufficient 
reliability  to  afford  a  definite,  daily  convenience  to  the  business  world. 


LONDON : 
AIRCRAFT  TRANSPORT  & 
TRAVEL,  LTD., 

27.     Buckingham     Gate,  S.W.I. 


PARIS  • 
COMPAGNIE  GENERALE 
TRANSAERIENNE, 

118,     Champs    El  ysee, 


Full  particulars  regarding  Rates  and  Freights  can  be  obtained  from  Aircraft  Transport  <S  Travel,  Ltd.,  27, 
Buckingham  Oate,  S.W.1.,  or  from  American  Express  Coa  Queen  Street  and  Haymarket ;  Thos.  Cook  &■  Son, 
Ludgate  Circus,  B.C.;  General  Transport,  Ltd.,  52,  Crutched  Friars ;  J.  Jackson  3  Sons,  7-8,  Charing  Cross: 
Henry  Johnson  &  Sons,  18,  Byward  Street  ;  Lepaerial  Travel,  Piccadilly  Circus  (Criterion  corner)  ;  Carter 
Patterson  &  Co.,  6,  Maddox  Street,  W.,  and  3,  Cannon  Street,  E.C. ;  and  Hernu  Peron  #  Co.,  98-100,  Queen 
Victoria  Street,  E.C. 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING   WITH  ADVERTISERS 


Sg2 


The  Aeroplane 


September  3,  1919 


be  making  his  offer.  The  latter  would  undoubtedly  be  one  that 
would  allow  of  all  the  creditors  being  paid  in  full. 

A  creditor  asked  how  much  was  due  to  creditors  at  the  present 
time,  and  Mr.  Sunderland  said  that  the  amount  due  to  the  credi- 
tors was  in  the  neighbourhood  of  ,£60,000.  The  liabilities  shown 
in  the  balance  sheet  included  the  issued  share  capital  of  the  com- 
pany. The  amount  due  to  the  debenture  holders  was  £,'143, 000, 
while  £T6o,ooo  was  owing  to  the  Ministry  of  Munitions.  The 
assets  shown  in  the  balance  sheet  were  in  excess  of  a  million 
sterling. 

Mr.  A.  Houston  said  he  understood  that  a  receiver  had  been  ap- 
pointed to  act  on  behalf  of  the  debenture  holders.  He  inquired  if 
the  receiver  was  well  disposed  towards  the  creditors,  and 
pointed  out  that  if  he  was  not  he  might  have  power  to  wreck  any 
scheme. 

Mr.  Sunderland  said  the  debenture  holders  were  the  Investment 
Registry,  whose  claim  amounted  to  more  than  ,£140,000,  and  it 
was  at  the  suggestion  of  the  committee  of  the  creditors  that  a  re- 
ceiver was  appointed.  The  committee  recommended  that  that 
course  should  be  followed  in  order  that  the  assets  might  be  pro- 
tected as  proceedings  had  been  commenced  against  the  company. 

Mr.  Houston  asked  if  more  than  one  petition  had  been  presented 
to  the  Court,  and  the  chairman  said  it  would  be  recollected  that 
one  of  the  petitioning  creditors  had  already  intimated  that  he  would 
work  with  the  other  creditors  in  the  matter.  He  suggested  that 
the  meeting  should  agree  to  an  application  being  made  to  the 
Court  for  the  appointment  of  a  Committee  of  Inspection,  and  that 
the  committee  should  also  have  power  to  apply  for  a  supervision 
order.  If  a  supervision  order  was  made  that  would  be  a  direct 
answer  to  any  petition  that  was  presented. 

Mr.  E.  H.  Hawkins  (Messrs.  Poppleton,  Appleby  and  Hawkins) 
said  it  was  not  an  ordinary  meeting  of  creditors  as  they  were  all 
to  be  paid  in  full.  He  proposed  a  resolution  confirming  the  volun- 
tary liquidation  of  the  company  with  Mr.  Sunderland  and  Mr.  Old- 
ham as  liquidators,  and  the  appointment  of  a  Committee  of  In- 
spection consisting  of  the  representatives  of  the  Palmer  Tyre  Co., 
Austers,  Ltd.,  Matthews  and  Yates,  Falcon  Airscrew  Co.,  and 
Bruntons  and  Co.  Power  was  also  given  for  an  application  being 
made  to  the  Court  fo<-  a  supervision  order. 

The  resolution  was  duly  seconded  and  carried  unanimously. 

The  following  are  creditors  :  — 


2634 


£ 

Anglo-American  Oil  Co....  3 

Boyer,  W.,  and  Sons    14 

Barber,  E.  L   105 

Consolidated  Pneumatic 

Tool  Co.,  Ltd  

Canning,  W.,  and  Co 
Ellis,  C. ,  and  Sons  .... 
Earle  Bounne  and  Co. 

Ltd.  

"Financial  World"    43 

Forward  Sparking  Plug 

Co   6 

Grove  Chemical  Co.,  Ltd.  6 
Oriental  Tube  Co.,  Ltd... 
Royal  Aircraft  Factory  .. 
Triplex  Safety  Glass  Co., 

Ltd   3 

Westinghouse  Cooper 

Hewitt  Co.,  Ltd   12 

Aircraft  Press,  Ltd   72 

The  British  Trade  Review  8 

Willing  and  Co.,  Ltd.    ...  3 

"Flight"    64 

Aeroplane  ana  General 

Publishing  Co   00 

The  Joy-Stick    i?o 

Jackson,  E.  H.,  and  Co....  78 
Scott,  T.  G.,  and  Son  ...  to 
Scott,  T.  G.  ("Aeronau- 
tical Journal")    6 

Vaus  and  Oampton,  Ltd.  3 
"Merchant  Service  Re- 
view     and  Empire 

Trade  Gazette"   32 

"Aeronautics"    119 

Indian  and  Eastern  Eng.  23 

Sneke,  L.  V  „   tt 

Tinlings,  Ltd.  ..,  ••■  21 

Tavlor,  W   6" 

Wasley,  R   7 

West  Indian  Producers  ...  2^ 

White,  R.,  and  Sons    21 

Wright,  J   10 

Yeates,  A.,  and  Sons    25 

Bird,  A.,  and  Sons    8 

Burrows,  W.  and  J.,  Ltd.  S3 

Batger  and  Co   tt 

Burroughs   and  Watls, 

Ltd   46 

Broad  and  Co   20 


£ 

Hopton  and  Sons    136 

British   Fire  Appliances 

Co.,  Ltd   16 

Bristow,  G.,  Ltd   14 

Benson,  J   4 

British      Patent  Per- 
forated Paper  Co   11 

T.  W.  Breach    48 

Brentnall  and  Cleland    ...  17 

Blundell,  J.,  and  Sons  ...  15 

Boilerine,  Ltd   7 

Brunton  and  Son    21 

Bluebell  Polish  Co   3 

Beacon  Stone  Co.,  Ltd.  ...  147 

Barimar,  Ltd   17 

Brown   Lenox  and  Co., 

Ltd   33 

Cash  Supply  Stores   71 

Cellon,  Ltd.'    634 

Cobbetts     Newling  and 

Co.,  Ltd...   9 

Carborundum  Co.,  Ltd.  17 

Collings,  F   4 

Cockburn,  W   8 

Curtiss  and  Harvey,  Ltd.  20 

Cannon,  B.,  and  Co  ,  Ltd.  42 

Crypto  Electrical  Co   8 

Commercial  India  Rubber 
Manufacturing  and  Sup- 
ply Co.,  Ltd   23 

Cort,  A.,  and  Co   3' 

Connolly,  J.  W.  and  T., 

Ltd   24 

Camroux.  Q.  M.,  and  Co.  tit 

Cavilla,  Cfias   5 

Connolly  Bros.  (Curriers), 

Ltd   10 

Clark,  Forster  and  Co.    ...  iq 

Cording,  C,  Ltd   40 

103 
q 

2T 
S2 


Doulton  and  Co 

Dewrance  and  Co  

DunhilK  Ltd  

Dick,   W.    B. ,    and  Co 

Ltd  

Dawe,  C.  C,  Ltd  

Dart  Spring  Co   10 

Dental  Manufacturing 

Co.,  Ltd   17 

Dawbarn,  A.  G   38 

East  London  Rubber  Co.  85 


Christie,  B.  B.,  and  Co.... 
Dankes  and  Co.,  Ltd  

Davis,  R.,  and  Sons   

Dennis,  E  

Ferguson     Holness  and 

Co.,  Ltd  

Howitt,  A  

Harden  and  Co  

Isleworth  3rewery  

Lyons,  J.,  and  Co.,  Ltd.... 

Purtons   

Acetvlene  Equipment  Co. 

Ltd  

Ashby,  W.,  and  Sons   

Aston   Construction  Co., 
Ltd  

Associated  Portland 
Cement  Manufac- 
turing (1900),  Ltd   

Aluminium  Corporation 
Ltd  

Acetylene  Corporation  of 
Great  Britain,  Lid  

Albert  Wicker  Manufac- 
turing Co  

Aspinalls  Enamel.  Ltd.  ... 

Austin,  E.,  and  Sons   

Ariel  Motors  and  General 
Repairs   

British     Emaillite  Co. 
Ltd  

British 

Brown 

British 
Ltd  

Baxter  and  Wray  

Broad,  J.  M.,  and  Co. 

Berry,  F.,  and  Co  


Oxygen  Co. 

Bros.,  Ltd  

Aluminium  Co 


Ltd. 


(To 


14  Donne  and  Williams 
36      (1909),  Ltd.  

4  Electric    Hose   and  Rub- 

5  ber  Co.,  Ltd..  

"Engineering"     

126   Ensor,  L  

54  Economic  Electric,  Ltd.... 

11  Edge,  J  

186   Edison     Swan  Electric 

16      Co.,  Ltd  

4   Edwards  and  Son  

Electric     and  Ordnance 

12  Accessories  Co.,  Ltd.  ... 

55  Evershed    and  Vignoles, 

Ltd  

12    Educational   Supply  As- 
sociation, Ltd  

Fielding   and  Piatt,  Ltd. 
25    Ford  Motor  Co.,  Ltd.  ... 

Ford  Motor  Co.,  Ltd  

101    Froy,    Wm.,    and  Sons, 

Ltd  

Falcon  Airscrew  Co  

Fletcher  Russell  and  Co... 

French,  E.  O  

The  Fairbanks  Co  

Gridley  and  Co  

Gledhill  Brook  Time  Re- 

8      corders,  Ltd  

Glenfield  and  Kennedy  ... 

772   Wm.  Good  and  Son   

125    Greening,  N.,  and  Sons, 

100  Ltd  

Goldberg,  Y  

4    Gasson,  H.  J  

4   Guilliet  and  Co.  

87   Goodwin,   A.,    and  Son, 

39  Ltd  

be  continued.) 


42 

56 
i77 
i45 


10 

9 
2 

3 
7 

125 

iS° 
16 


6 

s 

6 
4 

11 
1 1 67 
2 

792 
2 

•  S 

2 
6 
43 

2 

3- 
4 


VOLUNTARY  LIQUIDATION. 

Nicholson  and  Lord,  Ltd.,  aeroplane  manufacturers,  etc., 
Walsall,  Staffordshire. 

The  creditors  herein  were  called  together  on  Aug.  26th  at 
the  Institute  of  Chartered  Accountants,  Moorgate  Street, 
B.C.  The  Chair  was  occupied  by  Mr.  T.  G.  Mellors,  C.A., 
of  Nottingham,  who  stated  that  he  had  been  appointed  to  act 
as  the  liquidator  in  the  voluntary  liquidation  of  the  company 
He  added  that  there  were  three  businesses  carried  on,  and 
if  was  extremely  difficult  to  ascertain  the  liabilities  and  assets 
of  the  different  concerns.  He  had,  therefore,  included  all  the 
assets  and  liabilities  of  the  three  businesses  in  the  statement 
of  affairs.  The  statement  showed  unsecured  liabilities  of 
£20,577,  while  there  were  fully  seemed  creditors  for  £14,999. 

The  securities  held  were  estimated  to  realise  £32,830,  or  an 
apparent  surplus  of  ^17,830.  In  addition,  there  were  contin- 
gent liabilities  of  £155,000,  but,  at  the  moment,  it  was  im- 
possible to  estimate  what  portion  would  rank  for  dividend. 
The  assets  were  estimated  to  realise  £34,752,  from  which  had 
to  be  deducted  £602  for  preferential  claims,  leaving  net 
assets  of  £34,149,  or  a  surplus  as  regarded  the  unsecured 
creditors  of  £13,572. 

The  issued  share  capital  of  the.  company  was  £60,000,  and 
as  regarded  the  contributories  there  was  a  deficiency  of 
£46,427.  The  principal  secured  creditors  were  Messrs.  John 
Dawson  and  Co.  (Newcastle),  Ltd.,  who  claimed  £12,000  in 
respect  of  certain  bills  and  cash  advanced.  Lieut. -Gen.  Sir 
Arthur  Sloggett  was  also  a  secured  creditor  foi  £2,000,  for 
money  lent.  The  contingent  liabilities  were  in  connection 
with  large  orders  which  had  been  placed  in  this  country  and 
America  for  the  supply  of  goods,  some  portion  of  which  had 
been  delivered.  During  the  year  ended  June,  1916,  a  profit 
was  made  of  over  £700,  but  in  the  following  12  months  there 
was  a  loss  of  about  £4,000.  Messrs.  John  Dawson  and  Co. 
(Newcastle),  Ltd.,  had  financed  the  business. 

A  proposal  seemed  to  have  been  made  for  the  present  con- 
cern. John  Dawson  and  Co.  (Newcastle),  Ltd.,  and  some 
other  concerns  to  be  amalgamated  into  one  large  company, 
but  that  had  not  taken  place.  The  compacv  of  Nicholson 
and  Lord,  Ltd.,  was  only  registered  on  April  30th  of  the 
present  year,  and  the  agreement  for  the  sale  of  the  business 
to  the  company  was  dated  May  14th,  1919.  The  consideration 
for  the  transfer  of  the  business  to  the  company  was  £60,000, 
which  was  discharged  by  the  issue  of  shares,  and  the  com- 
pany agreed  to  discharge  the  liabilities  and  take  over  the 
assets.  The  creditor:;  decided  that  an  application  should  be 
made  to  the  Court  for  the  appointment  of  Mr.  G.  G.  Popple- 
ton, of  Messrs.  Poppleton,  Appleby  and  Hawkins,  4,  Charter- 
house Square,  E.C.,  and  Birmingham,  and  Mr.  A.  C  Vincent, 
of  13,  Queen  Street,  E.C.,  to  act  as  joint  liquidators  in  the 
winding-up  of  the  company  with  Mr.  Mellors.  A  committee 
of  three  of  the  principal  creditors  was  also  nominated. 


September  3,  iqiq 


Aeronautical  Engineering  (SuPpiement  t0  the  u^ti  893 


To  66 Aeroplane 99  Subscribers, 

HOW  TO  SAVE  ONE  GUINEA,  EIGHT  SHILLINGS  &  NINEPENCE  OR  SEVEN  &  SIXPENCE. 

The  subscription  list  of  the  Aeroplane,  both  at  home  and  abroad,  is  steadily  increasing :  an 
eminently  satisfactory  movement  which  we  are  anxious  10  encourage. 

Of  the  many  books  published  on  the  war  on  the  Western  rront,  none  conveys  a  more 
realistic  impression  of  the  work  of  a  particular  arm  than  FLYING  COLOURS 
by  Captain  H.  M.  S,  Saundby,  M.C.,  A.F.C.,  R.A.F.,  published  at  £2  2s.  net 
(Edition  de  luxe)  and  15/-  net  (Popular  Edition). 

Among  the  art  books  published  in  the  last  year  or  two,  none  can  claim  to  be  a  more 
faithful  reproduction  of  the  artist's  colour  scheme  and  that  indefinable  thing, 
atmosphere. 

FLYING  COLOURS  is  a  permanent  memorial  of  the  life  ot  "  the  pilot  in  action," 
as  Major-General  C.  B.  Ashmore  calls  him.  It  was  very  costly  to  produce,  and 
necessarily  the  price  to  the  public  had  to  be  high. 

Many  would  like  to  possess  it  who  do  not  feel  disposed  to  put  down  Two  Guineas  for 
the  larger  edition  or  Fifteen  Shillings  for  the  smaller. 

How  to  meet  their  views  ?  We  make  a  special  offer  to  any  subscriber  for  one  year 
to  the  Aeroplane  :  namely  to  give  him  the  right  to  purchase  either  edition 
at  half  price. 

All  he  need  do  is  to  send  us  the  accompanying  order  form  with  cheque  for  one  year's 
subscription,  plus  £1  Is.  or  7s.  6d.  according  to  the  Edition  he  wishes  to  have. 

In  order  to  be  fair  to  current  yearly  subscribers  we  extend  the  ha!f-f  ice  concession  to 
them  also.  If  a  subscriber  has  paid  a  quarterly  or  half-yearly  subscription,  then  to 
secure  the  right  to  participate  he  should  send  the  balance  for  the  year. 

Subscribers  who  have  given  their  orders  through  the  trade,  and  not  direct  to  the  Aeroplane 
Office,  must  sign  the  form  below  or  a  copy  thereof,  and  hand  it  with  the  balance  on 
account  of  the  book  to  their  retailer  for  transmission  to  the  Aeroplane. 

If  the  subscriber  already  has  a  copy  of  FLYING  COLOURS,  and  would  wish  to  take 
advantage  of  this  offer,  then  he  may  secure  McCudden's  "  Five  Years  in  the  R.F.C." 
(7s.  6d.) ;  Richthofen's  "  Red  Air  Fighter  "  (3s.  6d.),  and  Gill's  "  The  Aerial  Arm  '* 
(6s.  6d.)  at  half  price,  i.e.  8s.  9d.  the  three,  plus  the  year's  subscription  to  the 
Aeroplane. 

Subscribers  who  take  advantage  of  this  offer  will  have  no  reason  to  complain  of  the  cost  of  their  books. 


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KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING   WITH  ADVERTISERS 


894 


(Supplement  to  The  Aeroplane.) 


Aeronautical  Engineering 


September  3,  1919 


Condition 


That's 
the 
point ! 


How  is  your  Engine's  Pulse  ! 

You  know  the  first  thing  the  Physician  does  when 
he  wants  to  find  your  general  condition — he  feels 
your  pulse  !  If  he  finds  you  are  in  a  state  of 
lethargy  he  prescribes  the  best  tonic — a  thorough 
change. 

Moral  :  If  your  Engine  is  feeble  and  run-down 
and  you  can't  trace  the  cause — We  can  !  We  know 
all  about  it  and  can  renew  its  pulse — not  tem- 
porarily, but  for  all  time — and  put  new  life  and 
vigour  into  the  whole  system.  We  have  cured 
thousands  of  cases  of  this  sort  and  always  succeeded 
in  prolonging  the  life  and  service  of  every  patient. 

It  will  pay  you  best  to  take  advantage  of  our 
experience.  Let  us  estimate  for  anything  and 
everything  you  require  in  engines. 

Overhauling  and  Repairing 

Steam  and  Petrol    —    Land,  Air,  Marine. 

In  special  cases  we  will  send  expert  engineers 
and  appliances  on  receipt  of  request. 

Cars  Renovated  &  Repaired 

Paintwork,  Upholstery,  Coach  Building  in 
all  branches. 

Cars  Collected  at  our  London  Depot, 

31,  Brook  St,  Bond  St.,  W. 

(Cyril  T.  Chamberlain,  London  Manager), 
or   at   any   address   by   appointment  —  'Phone  : 
2966  Mayfair  —  or  —  550  Weybridge. 

Your  esteemed  enquiries  will  have  our  prompt  attention. 


MERCEDES  SPECIALITY. 


Works  :  WEYBRIDGE 


550  WtjbrUp. 


"Miradts,  Wtybridgi." 


attXattS4HJf*tMiUI4tlllUIUliillllIIIUIlf«4J[ll!tlllllltlltlUtIIIlIIIIIflf  IIIIUII  EHIlltlfiJll  JliiJillllil  j  i  ( U  illill  liU  UnHUlliliH :  ■ 
KINDLY    MENTION    "  THE    AEROPLANE  "     WHEN    CORRESPONDING   WITH  ADVERTISERS, 


Supplement  to  The  Aeroplane,  September  3rd,  1919. 


SUPPLEMENT  TO  "THE  AEROPLANE" 


INCORPORATING  AIRCRAFT  ENGINEERING,  AERODYNAMICS,  AIRCRAFT  FINANCE  AND  COMMERCIAL  AERONAUTICS 
AND  MATTERS  PERTAINING  TO  THE  AERONAUTICAL  ENGINEER  AND  THE  AIRCRAFT  TRADER. 


THE   WEEKLY  COMMENTARY. 


In  a  leading  article  Captain  Sayers  discusses  some 
possibilities  of  the  man-powered  aeroplane,  and  suggests 
a  new  sport  which  may  lead  to  considerable  additions 
to  the  present  knowledge  of  atmospheric  conditions. 


on  a  Hispano-Suiza  engine  under  conditions  which  cor- 
respond to  altitudes  of  up  to  30,000  ft.  are  given. 
These  results  are  of  very  great  value,  and  should  en- 
able aeroplane  designers  to  estimate,  with  greater  con- 
fidence than  heretofore,  the  performance  of  projected 
machines  at  hi°:li  elevations. 


The  machines  built  and  projected  by  the  Nieuport  and 
General  Aircraft  Co.  are  dealt  with  in  this  week's  instal- 
ment of  "Modern  British  Aeroplanes." 


The  article  upon  the  work  of  the  American  "Altitude 
Laboratory"  is  continued.    The  result  of  a  series  of  tests 


A  note  and  some  illustrations,  by  "Anglo-Dane,"  give 
interesting  information  as  to  the  use  of  aircraft  for  civil 
purposes  in  Germany,  and  to  the  methods  adopted  to 
convert  war-type  machines  to  that  purpose.  These 
methods,  it  is  interesting  to  note,  differ  in  no  way  from 
those  practised  in  this;  country. 


A  PROMISING  FIELD   FOR  EXPERIMENT. 


By  Capt.  W.  H.  SAYERS,  late  R.A.F. 


The  daily  news-sheets  have  lately  given  a  considerable 
amount  of  space  to  the  feat  of  the  French  racing  cyclist 
Poulain,  who  has  succeeded  in  making  a  flight  of  12 
metres  upon  a  flying  bicycle. 

The  idea  of  the  man-propelled  flying  machine  is  of 
great  antiquity — there  can  be  little  doubt  that  even  pre- 
historic inventors  have  come  to  happy  ends  in  attempts 
at  man-propelled  flight — and  since  the  advent  of  the 
aeroplane  many  and  wondrous  attempts  have  been  made 
to  solve  the  problem. 

-  So  far,  most  of  these  have  been  the  work  of  uninformed 
enthusiasts  carried  away  by  the  idea  that  the  secret  of 
flight  was  to  be  discovered  with  the  aid  of  some  new 
mechanism,  and  the  subject  has  received  little  considera- 
tion from  practical  aeronautical  engineers. 

A  Question  of  Speed  and  Power. 

It  is  well  worth  while  devoting  a  little  time  to  an 
elementary  investigation  of  what  is  and  what  is  not 
possible.  The  whole  problem  is  essentially  one  of  power, 
weight,  and  speed. 

An  efficient  modern  aerofoil  may  have  a  ratio  of  lift 
to  drag  of  20  to  1  at  its  most  efficient  altitude. 

An  efficient  modern  aeroplane  complete  might  reach 
a  gliding  angle  of  nearly  1  in  10. 

Allowing  for  the  fact  that  any  aviette,  or  man-powered 
aeroplane,  must  be  a  slow-speed  machine,  and  that  at  low- 
speeds,  owing  to  the  effect  of  what  are  commonly  known 
as  "  scale  corrections,"  the  ratio  of  lift  to  drag  becomes 
lower,  and  that,  on  the  other  hand,  the  man-motor  will 
not  require  either  air  or  water  cooling,  and  need  not, 
therefore,  be  burdened  with  the  head-resistance  of  radia- 
tors or  their  equivalent,  it  may  safely  be  assumed  that 
an  aviette  can  be  built  with  a  gliding  angle  of  at  least 
1  in  8. 

Thus  the  thrust  which  must  be  exerted  to  maintain 
level  flight  under  the  conditions  of  minimum  resistance 
is  14  of  the  total  weight  of  the  machine  and  the  man. 


Therefore  the  useful  power  required  to  maintain  flight 

,  L    WXV  ■' 
is  equal  to  — —  it. -lb.  per 


sec,  where  W  is  the  total 


weight  and  V  is  the  speed  of  flight  in  feet  per  second. 

This  is  at  the  rate  of  0.023  b.p.  per  100  lbs.  of  total 
weight  per  foot  per  second  air  speed. 

The  total  horse-power  which  a  man  can  exert  is  a  very 
variable  quantity.  Under  certain  conditions,  as  running 
Tip  a  flight  of  stairs,  a  man  may  exert  nearly  iy£  h.p. 
for  a  short  time.  Some  short-distance  sprint  cyclists 
can  undoubtedly  exceed  this  output  considerably  for 
20  sec.  or  so. 

No  man  can  continuously  exert  1  h.p.  for  any  long 
time.  Possibly  some  road-racing  cyclists  in  the  best  of 
their  form  might  maintain  that  power  for  half  an  hour 
or  so,  but  very  few  men  could  go  on  working  at  any  rate 
over  l/z  h.p.  for  an  hour.  Some  very  crude  experiments 
made  by  the  writer  before  the  war,  on  a  pedal-cycle 
turned  into  a  dynamometer,  indicated  that  to  get  the 
maximum  power  output  from  the  C3^cle-pedalling  move- 
ment required  a  very  accurate  gear  adjustment,  and  that 
this  adjustment  varied  greatly  with  the  individual  and 
with  the  conditions. 

This  is  in  accord  with  cycling  experience,  and  the 
gear  which  will  enabie  a  man  to  give  the  maximum 
continuous  output  will  not  allow  of  his  developing  his 
greatest  possible  output  during  a  few  seconds. 

If  one  assume  that  a  man  may  give  JA  h.p.  for  some 
appreciable  time,  and  that  a  man-driven  airscrew  may 
develop  60  per  cent,  efficiency,  the  product  of  the  total 
weight  which  he  can  support  in  the  air  and  of  the  speed 

.  .     ...  ,      1  X550X60X8 

at  which  it  is  supported  will  be    =  1,320 

11  2X100 
at  a  gliding  angle  of  1  in  8. 

The  Possibilities. 
That  is,  he  might  just  support  1,300  lb.  at  1  ft.  per  see., 
or  650  lb.  at  2  ft.  per  sec,  or  130  lb.  at  10  ft.  per  sec. 
Even  10  ft.  per  sec. — about  7  miles  per  hour — is  too 


iiiiiiiiiiiiiiiiiiiiiiiiKiiiiiiiiiNiiiiiiiiiiiiiiiiiiiimim 


896     (supple*  to  the  aeroplane.,  Aeronautical  Engineering 


September  3,  1919 


slow  au  air  speed  to  be  practicable.  With  a  gliding 
angle  of  1  in  8  it  would  not  be  possible  to  support  much 
more  than  i  lb.  for  every  4  sq.  ft.  of  wiug  surface  at 
this  speed.  As  the  permissible  total  weight  at  that 
speed  is  less  than  that -of  the  average  man,  flight  under 
these  conditions  seems  impracticable. 

Taking,  however,  the  case  of  an  athlete  in  good  con- 
dition, capable  of  exerting,  say,  il/2  h.p.  for  a  minute  or 
so  and  1  h.p.  for  half  an  hour,  he  would  be  able  to  keep 
a  200  lb.  machine  in  level  flight  at  13  ft.  per  sec.  for 
an  appreciable  time,  and  get  a  machine  of  the  same 
weight  to  just  fly  at  20  ft.  per  sec.  for  a  short  time. 

Now,  at  20  ft.  per  min.,  the  postulated  gliding  angle 
of  1  in  S  could  probably  be  reached  with  a  load  of  1  lb. 
per  sq.  ft.,  or  a  machine  of  200  sq.  ft.  and  200  lb.  loaded 
weight ;  and  if  a  200  sq.  ft.  machine  can  be  built-  for  a 
total  weight  of  50  lb.,  a  150  lb.  man  might  be  just  able 
to  fly  on  it  at  20  ft.  per  sec.  for  a  few  minutes. 

It  is  not  impossible  to  build  a  200  sq.  ft.  glider  for  a 
total  weight  of  50  lb.,  even  including  a  pedal  gear  and 
airscrew.  Such  a  machine  would  not  have  the  factor  of 
safety  demanded  from  the  constructors  of  modern  war 
machines,  but  then  it  will  scarcety  need  it. 

The  figures  which  have  been  given  are,  of  course,  very 
rough  estimates  of  what  is  possible — they  are  rather  con- 
servative if  anything — and  they  show  that,  given  careful 
design,  it  should  be  possible  for  a  man  to  maintain  him- 
self in  the  air,  for  a  short  time  and  at  a  low  air  speed, 
by  his  own  exertion..  At  the  first  glance  this  would 
seem  to  indicate  that  there  is  little  use  in  pursuing  the 
subject,  except  purely  from  a  sporting  point  of  view. 

This,  however,  is  not  an  entirely  correct  interpretation. 

Soaring. 

Most  people  who  are  in  any  way  interested  in  aero- 
nautics have  heard  of  soaring  flight.  Many  of  them — 
even  amongst  those  resident  in  this  country — have  seen 
the  phenomenon  and  have  watched  birds  holding  their 
position,  and  even  rising  to  a  very  considerable  height 
— one  sufficieut  to  allow  of  a  glide  of  several  miles  before 
landing — under  favourable  conditions,  particular^  in 
fairly  hilly  country. 

It  is  also  fairly  well  known  that  soaring  flights  have 
been  made  by  man-carrying  gliders,  and  that  the  accu- 
mulated evidence  of  experience  with  gliders,  powei'- 
driven  aeroplanes,  and  of  that  obtained  from  the  ob- 
servation of  birds,  show  that  soaring  flight  is  undubitably 
— in  the  majority  of  cases — a  phenomenon  associated 
with  rising  currents  of  air. 

Soaring  flight  of  this  type  can  only  occur  when  the 
rate  of  ascent  of  the  air  current  is  equal  to  or  greater  than 
the  minimum  speed  of  descent  of  the  aircraft. 

The  speed  of  descent  of  an  aeroplane  which  has  a 
gliding  angle  of  1  in  10  at  a  speed  of  60  m.p.h:  (88  ft. 


per  sec.)  is  S.S  ft.  per  sec,  and  at  that  speed  and  gliding 
angle  it  cannot  soar  in  an  up  current  of  less  vertical 
velocity  than  S.S  ft.  per  sec.  Up  currents  with  this 
velocity  are  scarce  in  this  climate,  except  as  momentary 
occurrences,  and  soaring  flight  in  such  au  aeroplane  is 
therefore  impracticable. 

A  man-powered  aeroplane  with  a  gliding  angle  of  1  in 
S,  at  20  ft.  per  sec,  could  soar  iu  any  up  current  whose 
vertical  velocity  exceeded  2%  ft.  per  sec. 

There  are  grounds  for  believing  that  upward  currents 
of  fair  extent  and  reasonable  steadiness  of  about  this 
velocity  are  not  uncommon  in  England,  and  that  soaring 
flight  in  such  a  machine  would  be  quite  possible  under 
the  conditions  in  which  birds  are  found  to  soar  with 
fair  regnlarit}'. 

Attempts  to  soar  in  a  non-powered  glider  have  never 
been  conspicuously  successful.  Generally  the  evidence 
points  to  suitable  air  conditions  occurring  only  over 
ground  unsuitable  for  taking  off  and  landing  on  with 
a  glider. 

On  the  other  hand,  there  are  many  places  in  this 
countiy,  and  many  more  in  some  others,  where  it  would  be 
quite  possible  to  take  off  on  the  top  of  fairly  high  ground 
and  reach  a  landing  ground  in  a  valley  below  upon  any 
reasonably  controllable  and  fairly  low  speed  glider,  and 
where  it  would  be  possible,  if  one  were  able  to  fly  level, 
or  nearly  level,  after  taking  off,  for  half  a  mile  or  so,  to 
reach  positions  where  birds  are  known  to  soar  without 
going  out  of  gliding  range  of  the  lauding  ground. 

Thus  just  that  capacity  which  the  aviette  promises 
would  be  of  immense  help  in  investigating  the  possibili- 
ties of  soaring  on  very  lightly  loaded  aircraft,  and  such 
an  investigation  might  lead  to  really  useful  results. 

Any  really  successful  solution  of  the  -  soaring-flight 
problem  has  obvious  possibilities  from  the  sporting  point 
of  view,  and  even  this  aspect  promises  a  very  fair  return 
for  the  expenses  of  experimentation. 

Under  certain  conditions  there  might  be  a  commercial 
value  attached  to  this  form  of  locomotion,  but,  over  and 
above  these  possibilities,  an  aeroplane  capable  of  soar- 
ing would  be  an  extremely  useful  instrument  for  explor- 
ing the  air  and  investigating  the  very  complex  local 
disturbances  which  occur  therein. 

A  New  Sport. 

In  its  early  stages  "  soar-hunting  "  will  probably  be 
a  fairly  dangerous  pastime,  but  in  the  present  state  of 
aeronautical  engineering,  and  with  the  enormous  num- 
ber of  skilled  pilots  who  are  seeking  for  an  outlet  for 
their  abilities,  it  should  be  possible  to  carry  out  a  large 
amount  of  experimental  work  in  this  direction  at  a  risk 
much  smaller  than  that  which  attended  the  efforts  at 
power  flight  of  ten  j^ears  ago. 


The  "Airco' 


16 — a  DeH9a  re-designed  for  p.issenger=carrying. 


September  3,  1919 


Aeronautical  Fngineering 


(Supplement  to  The  Aeroplane.) 


897 


5^>  E 


^By  cLireetion  of  6fi.e  disposal  ^oa.rc2 

Aircraft  Disposal  Department 


MINISTRY   OF  MUNITIONS. 


ENQUIRIES    ARE    NOW    INVITED  FOR 


ALL  TYPE 


OF 


Aeroplanes  &  Engines. 


There  is  also  available  for  Disposal 
a  limited   number  of   the  popular 

D.H.6.  AEROPLANES 

COMPLETED  WITH 

90  H.P.  R.A  F.  or  80  H.P.  Renault  Engines. 


The 


All  particulars  of  the  above  machines  and  engines 
and  the   conditions   for   sale   may  be   obtained  from 

CONTROLLER,   Aircraft   Disposal  Department, 
York  House,  Kingsway,  W.C. 

KINDLY    MENTION    "  THE    AEROPLANE      WHEN    CORRESPONDING    WITH  ADVERTISERS 


Sg8 


(Supplement  tc  Thf  Aeroplane.) 


Aeronautical  Engineering 


September  3,  191 9 


1         ^S-i!  1 


1  I 


§AUM>ER§ 


Designers  and  Constructors  of  MILITARY  and 
COMMERCIAL  AEROPLANES,  and  NAVAL 
and  COMMERCIAL  SEAPLANES  and 
FLYING  BOATS. 

Sole  Manufacturers  of  the  famous  Sewn  "CON- 
SUTA"  PLYWOOD,  the  lightest  and  strongest 
material  yet  evolved  for  Aircraft  construction. 

<tAs\  us  to  quote  Jor  your  requirements. 

S.  E.  SAUNDERS,  Ltd., 

EAST  COWES,  I.O.W. 

mm 


Hit/ 1 


WX- 1 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS 


September  3,  1919 


Aeronautical  Engineering  (Supplement  to  the  ao^i >  899 


MODERN  BRITISH  AEROPLANES. 

XIII. — The  Nieuport  and  General  Aircraft  Co..  Ltd. 


Afjembfy 
Cotter  f>ii-v 


Nieuport 
NlGHTHAWK 


OfcAXfet  pl&Vfc-. 


Tdjl  -skid  witK 


The  Nieuport  and  General  Aircraft  Co.,  Ltd.,  was  founded 
some  time  prior  to  the  outbreak  of  the  late  war  mainly  to 
build  Nieuport  designs  in  this  country. 

During  the  earlier  part  of  the  war  the  company  came 
under  the  management  of  Major  Heckstall  Smith,  who  had 
been  Assistant  Superintendent  of  the  Ro)'al  Aircrafi.  Factory 
and  Farnborough,  and  it  has  since  then  acquired  from  that 
establishment  most  of  the  more  competent  of  the  early  tech- 
nical staff  thereof. 

Of  the  products  designed  by  the  Nieuport  Company  since 
this  occurred  the  Nieuport  "Nighthawk"  is  the  best  known, 
but  a  number  of  other  designs  of  the  same  origin  are  well 
worthy  of  attention. 

THE   NIEUPORT  "  NIGHTHAWK." 

The  Nieuport  "Nighthawk"  was  designed  in  October,  1918,  by 
the  (British)  Nieuport  and  General  Aircraft  Co.,  Ltd.,  to  meet  the 
requirements  of  the  first  R.A.F.  Type  1  specification  for  the  1919 
programme  and  was  officially  accepted  from  six  other  competitive 
■designs.  It  was  naturally  intended  primarily  as  a  fighting  scout, 
and  as  such  was  equipped  with  two  fixed  Vickers  guns  firing 
through  the  propeller,  but  owing  to  the  cessation  of  hostilities  it 
can  now  be  supplied  as  a  commercial  or  fast  mail  carrier,  the  space 
which  would  ordinarily  have  been  taken  up  by  ammunition  boxes 
and  chutes,  in  front  of  the  pilot,  being  replaced  by  a  compartment 
capable  of  holding  a  dead  weight  load  of  from  1S0  to  200  lb. 

In  general  design  the  machine  is  a  single-seater  biplane  fitted 
with  a  320-h.p.  A. B.C.  "Dragonfly"  engine. 

The  fuselage  is  built  up  in  the  customary  manner  of  four  one- 
piece  longerons,  cross  strutted,  and  wire-braced  throughout,  fitting 
at  the  front  end  into  special  box  fittings  on  the  1 1  -  ply  engine  bearer- 
plate  and  terminating  at  the  rear  at  the  rudder  post.  The  fuse- 
lage is  streamlined  throughout  its  length  by  means  of  formers 
and  bearers,  over  which  the  fabric  is  placed. 

The  engine  is  bolted  direct  to  the  engine  bearer  plate  and  as  an 
additional  precaution  four  tubular  stays  are  fitted,  running  from 
the  front  edge  of  the  crankcase  to  a  fitting  on  the  front  of  the 
engine  bearer  plate  corresponding  to  the  longeron  fitting  on  the 
opposite  side  of  the  plate. 

The  pilot's  seat  is  situated  under  the  trailing  edge  of  the  upper 
plane,  and  on  either  side  of  the  fuselage  on  the  streamline  are  car- 
ried the  two  main  petrol  tanks  capable  of  holding  17  gallons 
each  which  are  held  in  place  by  steel  bands.  An  additional  tank 
is  carried  on  the  centre  section  which  holds  6  gallons,  making  a 
total  of  40  gallons  or  sufficient  fuel  for  a  flight  of  3  hours  at  20,000 
feet. 

Above  the  fuselage  in  the  streamlining  are  carried  the  two  fixed 
Vickers  guns  under  which  are  the  fibre  ammunition  boxes  and 
chutes. 

On  the  left-hand  side  of  the  pilot's  cockpit  is  situated  the  tail 
plane  operating  gear,  which  consists  of  a  continuous  cable  running 


over  three  pulleys,  one  on  the  left-hand  side  of  the  fuselage  in  the 
pilot's  cockpit,  and  the  other  two  on  threaded  spindles  on  two 
upright  members  immediately  in  front  of  the  leading  edge  of  the 
tail  plane.  Attached  to  the  leading  edge  of  the  tail  plane  are  two 
internally-threaded  collars  working  on  the  spindles,  which  give 
vertical  motion  to  the  leading  edge  of  the  tail  plane  on  forward 
and  backward  action  of  a  vertical  lever  which  is  anchored  to  the 
cable  in  the  pilot's  cookpit. 

The  elevators  are  fixed  to  a  single  tube  running  through  the 
fuselage  and  have  a  central  operating  lever,  the  hinges  consisting 
of  four  stee!  bands  running  round  the  tube. 

The  rudder  is  balanced  and  there  is  fin  area  both  above  and 
below  the  fuselage.  The  tail  skid  is  similar  to  the  type  emploved 
in  the  SE5  and  SE5a  and  is  illuslrated  by  a  sketch. 

The  main  planes  possess  no  outstanding  constructional  features, 
being  built  up  in  the  usual  manner.  Small  transparent  panels 
are  inserted  in  the  plane  covering  over  all  aileron  pulleys,  therebv 
facilitating  inspection. 

Two  sets  of  interplane  struts  are  fitted  on  each  side  of  the  fuse- 
lage. Ailerons  are  fitted  to  the  upper  and  lower  planes  and  are 
operated  in  the  usual  manner.  The  wing  bracing  throughout  is 
of  Rafwire,  all  flying  wires  as  well  as  the  landing  wires  in  the 
inner  bay  being  duplicated. 

The  undercarriage  is  of  the  usual  Vee  type,  the  Vees  being 
braced  at  the  apex  by  two  cross  struts,  the  axle  being  slung  be- 
tween on  rubber  shock-absorbers.  The  axle  and  cross-struts  are 
enclosed  in  streamline  fairing. 

A  two-seater  edition  of  the  "Nighthawk"  is  also  being  produced, 
the  passenger  being  situated  in  front  of  the  pilot.  It  can  either 
be  supplied  as  a  dual-control  very  advanced  training  machine  or 
purely  as  a  passenger  carrier  with  one  set  of  controls. 

It  was  one  of  these  machines,  one  believes,  that,  converted  to  a 
single-seater  by  having  the  passenger  seat  covered  in,  put  up  such 
a  creditable  performance  in  the  last  Aerial  Derby. 

SPECIFICATION  (2-seater). 

Type  of  machine   British  Nieuport  2-seater  biplane 

Name  or  type  No.  of  machine   2-seater  "Nighthawk" 

Purpose  for  which  intended   -Training  or  Commercial 

Span   28  ft. 

Gap   4  ft.  6  in. 

Overall  length   18  ft. 

Maximum  height   9  ft. 

Chord  S  ft.  3  in. 

Total  surface  of  wings   276  sq.  ft. 

Span  of  tail   9  ft. 

Total  area  of  tail   28  sq.  ft. 

Area  of  elevators   10  sq.  ft. 

Area  of  rudder   5  3  sq.  ft. 

Area  of  fin  5.2  sq.  ft. 

Area  of  each  aileron  and  total  area   9.3  sq.  ft. — 37.2  sq.  ft. 


e°°     (Supplement  to  the  aeroplane. )  Aeronautical  Engineering 


September  3,  1919 


September  3,  19 19 


Aeronautical  Engineering 


(Sui  plement  to  The  Aeroplane.) 


901 


66 


THE   TRANSATLANTIC  FLIGHT 

VICKERS  -  vimy  -  ROLLS 


99 


The  Hrst  direct  Flighe  from  Newfoundland  to  Ireland  (1,900  miles)  was  accomplished 
by   this   Aeroplane  in  15  hrs    57  mins.  4  tons  -of   Petrol  land  Oil  were  used. 


Aviation  Department, 
Imperial  Court,  Basil  Street, 
KNIGHTS  BRIDGE,  S.W.3. 


Telegraphic  Address  : 
Vickerfyta,  Knights,  London. 
Telephone  : 
Kensington  6520  (4  lines). 


KINDLY    MENTION    "THE    AEROPLANE"    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


(Supplement  to  The  Aeroplane.)  Aeronautical  Engineering 


September  3,  19 19 


Engine  type  and  h.p  230-h.p.  A.B.C.  ''Dragonfly" 

Airscrew,  diameter  and  pitch  and  revs  9  "ft.  6  in. 

Weight  of  machine  empty   2180  lb. 

Load  per  sq.  ft  ."  8.05  lb. 

Weight  per  h.p  6.8  lb. 

Tank  capacity  in  hours   3  hours  at  20,000  ft. 

Tank  capacity  in  gallons  4c  gals. 

Performance — 

Speed  at  10,000  ft   138  m.p.h. 

Climb — 

To  20,000  ft  20  min. 

Disposable  load  apart  from  fuel   360  lb. 

THE  BRITISH  NIEUPORT  B.N.I. 

The  B.N.i  was  a  fast  single-seate.-  scout  designed  in  March, 
1918.  In  general  constructional  details  it  follows  very  closely  the 
"Nighthawk,"  the  fuselage  and  tail  unit  being  almost  identical, 
with  the  exception  that  it  is  adapted  to  take  the  230-h.p.  B.R.2 
engine,  which  necessitates  a  different  engine  bearer  plate  and  also 
a  different  cowling.  A  large  conical  spinner  is  fitted  to  the  air- 
screw boss.  The  planes  are  of  equal  span,  but  the  upper  has  a 
greater  chord  than  the  bottom  plane.  Two  single  streamline 
struts,  which  are  splayed  out  at  the  top  and  bottom  to  fittings  on 
the  front  and  rear  spars  of  both  planes,  are  carried  on  each  side 
of  the  fuselage  and  are  braced  in  the  usual  manner  from  the  spar 
fittings.  The  undercarriage  is  the  "Nighthawk"  type  already  de- 
scribed. The  armament  consists  of  two  fixed  Vickers  guns  firing 
through  the  propeller,  and  one  pivoted  Lewis  gun  on  the  top 
plane  within  easy  reach  of  the  pilot. 

SPECIFICATION. 

Type  of  machine   British  Nieuport  single-seater  tractor  biplane 

Name  of  machine  — ,  B.N.i 

Purpose  for  which  intended   Single-seater  fighting  scout 

Span   28  ft. 

Gap   4  ft.  3  in. 

Length   ..iS  ft.  6  in. 

Height   9  ft. 

Chord   6  ft.  (top)  4  ft.  2  in.  (bottom) 

Total  surface  of  wings   260  sq.  ft. 


Total  area  of  tail   2g  s„  ft 

Area  of  elevators   I0  sq  ft 

Area  of  rudder  Sq"  f£ 

Area  of  fins   ^  2  Sq  ft] 

Area  of  each  aileron  and  total  area 

10  sq.  ft.  (top)  s  sq.  ft.  (bottom)— 30  sq.  ft.  total 

Engine  type  and  h.p  230-h.p.  B.R.2 

Airscrew  diameter   9  ft,  3  m_ 

Weight  of  machine   2030  lb. 

Load  per  sq.  ft  7.8  lb. 

Tank  capacity  in  hours   3  hr.  at  15,000  ft. 

lank  capacity  in  gallons  36  gals. 

Performance — 

Speed  at  15,000  ft  ..127  m.p.h. 

Climb — 

To  15,000  ft.  16  min. 

Maximum  height   26,000  ft. 

Useful  load   410  lb. 

THE   NIEUPORT  "  LONDON." 

The  Niiuport  "Loudon"  was  designed  this  year  as  a  quick 
production  night -bomber,  and,  as  such,  has  the  minimum 
number  of  metal  fittings,  and  parts  are  made  as  simply  as 
possible.  The  machine  is  also  to  be  produced  as  a  passenger- 
corrying  or  commercial  machine,  and  in  lieu  of  the  war  load 
consisting  of  a  crew  of  four,  one  Lewis  gun  and  nine  250-lb. 
bcmbs,  accommodation  will  be  allowed  for  one  pilot  and  13 
passengers,  or  a  useful  load  of  2,685  lb.  of  mails  or  goods. 

The  specification  given  is  that  of  the  commercial  edition. 

SPECIFICATION. 

Type  of  machine   Twin-engined  tractor  triplane 

Name  or  type  No.  of  machine   Nieuport  12-seater  triplane 

Purpose  for  which  intended   Commercial,  etc. 

Span   60  ft.  8  in. 

Gap   5  ft.  10  in. 

Overall  length   39  ft.  6  in. 

Maximum  height     17  ft.  6  in. 

Chord   ".  6  ft.  8  in. 

Total  surface  of  wings   1,100  sq.  ft. 


NiEUPORT 
B.N.I. 

530  H3  BR2, 


September  3,  1919 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplane.) 


903 


Transport 


by 


Aircraft 


0000 


::  Flying  Boats  are  :: 
Eminently  Suitable. 


0000 


ENGLISH  ELECTRIC  COMPANY 


ARE  THE 


LARGEST  FLYING 
BOAT  PRODUCERS. 


Aircraft  Branch       PHOENIX  WORKS,  BRADFORD. 


Telephone  :    BRADFORD  3700. 

HOLBORN  830. 

London    Offices  : 


Telegrams  :     DYNAMO,  BRADFORD. 

ENELECTICO,    WESTCENT,  LONDON. 

QUEEN'S    HOUSE,    KINGSWAY,  W.C.2. 


KINDLY    MENTION    "  THE    AEROPLANE  "     WHEN    CORRESPONDING    WITH  ADVERTISERS. 


September  3,  19 19 


Span  of  tail   20  ft.  6  in. 

Total  area  of  tail   64  sq.  ft. 

Area  of  elevators   40  sq.  ft. 

Area  of  rudder   10  sq.  ft. 

Area  of  fin   30  sq.  ft. 

Area  of  each  aileron  and  total  area  20  sq.  ft. — 120  sq.  ft. 

Engine  type  and  h.p  Two  320-h.p.  A. B.C.  "Dragonfly" 

Weight  of  machine  empty    8530  lb. 

Load  per  sq.  ft  '-7-75  lb- 
Weight  per  h.p  13-55  lb- 
Tank  capacity  in  hours   4  hr.  at  10,000  ft. 

Tank  capacity  in  gailons  T175  gals. 

Performance — 

Speed  low  down   ,  100  m.p.h. 

Climb- 
To  10,000  ft  30  min. 

Disposable  load  apart  from  fuel   -21685  lb.  - 

In  addition  to  these  machines,  and  purely  as  a  post-war 
development,  the  firm  have  designed  and  are  to  construct 
the  machines  hereafter  described. 

THE  BRITISH  NIEUPORT  SINGLE-SEATER  BIPLANE. 

This  machine  is  a  small  fast  single-seater  biplane  suitable  for 
police  and  customs  work  or  sporting  purposes. 

It  has  been  designed  with  a  view  to  simplicity  in  erection  and 
maintenance  and  to  this  end  the  whole  machine  has  been  built  to 
jig  as  a  non-adjustable  but  rigid  structure  so  that  the  machine 
merely  fits  together  like  a  jig-saw  puzzle,  the  parts  being  held  in 
place  by  pins.  There  is  no  external  wire  bracing,  the  principal 
loads  being  taken  whilst  in  flight  by  two  inclined  struts  running 
from  the  wings'  roots  where  they  join  the  fuselage  to  the  top  of 
the  interplane  struts.  A  two-seater  side-by-side  edition  of  the 
machines  is  also  being  brought  out  which  has  the  same  charac- 
teristics and  mode  of  assembly.  Both  machines  are  fitted  with  the 
new  100-h.p.  Cosmos  "Lucifer"  engine. 

SPECIFICATION. 

Type   Single-seater  tractor  biplane 

Purpose  for  which  intended   Sporting,  etc. 

Span   ...25  ft.  6  in. 

Gap   7  4  ft. 

Length   16  ft.  6  in. 

Height   77.  8  ft. 

Chord   4  ft.  3  in. 

Total  surface  of  wing's  20c  sq.  ft. 


lotal  area  of  tail   24  sq.  ft. 

Area  of  elevators   9  sq.  ft. 

Area  of  rudder   .*  4  sq.  ft. 

Area  of  fins  3.6  sq.  ft. 

Area  of  each  aileron  and  total  area   5  sq.  ft. — 20  sq.  ft. 

Engine  type  and  h.p.   100-h.p.  Cosmos  "Lucifer" 

Weight  per  sq.  ft  j.25  lb. 

Weight  per  h.p  10.5  lb. 

Tank  capacity  in  gallons   20  gals. 

Tank  capacity  in  hours  3  hr. 

Performance — 

Speed   100  m.p.h. 

Climb — 

To  10,000  ft  13  min. 

Ceiling   7.... 20, 000  ft. 

Useful  load   205  lb. 

THE  NIEUPORT  TWO  SEATER. 

SPECIFICATION. 

Type  of  machine  Two-seater  tractor  biplane 

Purpose  for  which  intended   Sporting,  commercial,  etc. 

Span  26  ft. 

Gap   4  ft.  3  in. 

Length   '.  ,  ,,....18  ft. 

Height   :  7  ft.  9  in. 

Chord  4  ft.  6  in. 

Total  surface  of  wings   220  sq.  ft. 

I'otal  area  of  tail   21  sq.  ft. 

Area  of  elevators  10  sq.  ft. 

Area  of  rudder   6  sq.  ft. 

Area  of  fin   42  sq.  ft. 

Area  of  each  aileron  and  total  area   5  sq.  ft. — 20  sq.  ft. 

Engine  type  and  h.p  100-h.p.  Cosmos  "Lucifer" 

Weight  of  machine   i>230  lb. 

Load  per  sq.  ft  5.6  lb. 

Load  per  h.p  12.3  lb. 

Tank  capacity  in  hours   3  hr. 

Tank  capacity  in  gallons   20  gals. 

Performance — ■ 

Speed   90  m.p.h. 

Climb- 
To  10,000  ft  20  min. 

Maximum  height   18,000  ft. 

Useful  load   7  383  lb. 


T 


NIEUPORT 

SINGLE-SEATER  BIPLANE 
100  Hf?  COSMOS  "LUCIFER  " 


JL 


25  '  S  " 


September  3,  191 9 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplane.) 


905 


IT'S  A  WALK  OVER  ! 

That's  the  only  »way  to  describe  the  superiority  cf 


The  Landing  in  Norfork  of  the  i?.34,  on  Sunday,  July  \Ztb,  1919, 


THE   OUTER   COVER  PROOFED  WITH 


EMI  ai  llitt 


AIRSHIP  DOPING  SCHEME  "P" 


THE   1st   DOPE  TO 
TWICE  CROSS   THE  ATLANTIC! 


East  Fortune 


Long  Island,  U.S.A. 


Pulham. 


THE  BRITISH  EMAILLITE  CO.,  LTD., 

Doping  Scheme  Specialists, 
5,    HYTHE    ROAD,    WILLESDEN,    N.W.  10. 

Wire:    "Rldleypren,   London."  'Phone:    Willesden  2346  &  2347. 

KIN  OLY    MENTION    "THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS 


go6 


(Supplement  to  The  Aeropwne.I 


Aeronautical  Engineering 


September  3,  19 19 


THE 


Cosmos  Engineering  Co.  Ltd 


Engines  for  Aircraft. 


CONTRACTORS   to  the   AIR  MINISTRY. 


JUPITER  (Ungeared)  450  H.P.,  636  lbs.  Weight. 
JUPITER  (Geared)  450  H.P.,  757  lbs.  Weight. 
LUCIFER         -  100  H.P.,    220  lbs.  Weight. 


SALES  DEPT.  and  SHOWROOMS : 
16  &  17,  PALL  MALL,  S.W.I. 


Trade 


Telegrams — 

RADIARY,  CHARLES, 
LONDON. 

Telephone  — 

1476  REGENT. 


HEAD   OFFICE  - 

ORIENT  HOUSE,. 
NEW  BROAD  ST., 
E.C.2. 


WORKS  - 


FISHPONDS, 
BRISTOL. 


450  H.P.  JUPITER. 


Map. 


KINDLY    MENTION    "THE    AEROPLAN  E  "     WHEN    CORRESPONDING    WITH  '  Am  EK  I  i 


Septembers,  1919  Aeronautical  Engineering  (Supplement to TH„ 907 


CELLON 


AMSTERDAM  EXHIBITION 


FULL   PARTICULARS   OF  CELLON 

from    our  agents 

Messrs.  R.  S.  STOKVIS  &  ZONEN,  Ltd, 
Stands  452,   454,   456  &  458. 


KINDLY    MENTION   "THE    AEROPLANE"   WHEN    CORRESPONDING    WITH  ADVERTISERS. 


The  above  is  an  illustration  of  our  320  H.P.  Twin  Engines  9  Seater  Passenger  or  Commercial  Machine 


THE 

Central  Aircraft 

COMPANY 


KINDLY    MOTION    "  THE    AEROPLANE  "    WHEN,    CORRESPONDING    WITH  ADV 


,  KINDLY    MENTION    "  THE    AEROPLANE  "■    WHEN    CORRESPONDING    WITH  ADVERTISERS 


gio 


(Supplement  to  The  Aeroplane.) 


Aeronautical  Engineering 


September  3,  1919 


ARNDTT-*- HAR RISDN  GR 


Telegrams — 

ARNOTHARRI,  LONDON. 


SPECIALISTS   IN  ALL 

DE  HAVILLAND 

METAL  FITTINGS 

UNSURPASSED  FOR 

PROMPT  DELIVERY. 

Hythe  Rd.,  WILLESDEN  JUNCTION, 
N.W.10. 


'A  SMALL  PARTS  TO  THE  RESCUE. 


Telephone  CONTRACTORS  TO 

wiLLESDt n  2214.  H.M.  GOVERNMENT. 

THE 

BRITISH  ANZANI  ENGINE  & 

SOLE    BUILDING   AND    SELLING  RIGHTS 

  FOR   

THE   BRITISH   EMPIRE   AND  DEPENDENCIES. 

MANUFACTURERS  OF  ANZANI  AIR  ENGINES  OF  ALL  TYPES 

MAGNETOS. 

MOTOR  CYCLE,  CYCLE  CAR,  LIGHT  CAR,  AND  MOTOR  BOAT  ENGINES. 

THE    ANZANI     ENGINE    HAS    THE    BIGGEST  RECORD  FOR 
SCHOOL  AND  CROSS-COUNTRY  FLYING. 

It  Is  the  most  reliable,  cheapest,  economical  and  simplest  in  the  World 
And  was  THE  FIRST  TO  FLY  THE  CHANNEL. 

Works  &  Registered  Offices:  SCR  U  BBS  LANE,  WILLESDEN  N.W.10. 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS 


September  3,  1919 


Aeronautical  Engineering  MmKnl 


to  The  Aekoplane.) 


911 


AvjffllONi 

SSOCIATI0N 

Policies  Issued  by  Underwriting  Members  of  Lloyd's  the  Fagle,  Star 
and  uritish  Dominions  Insurance  Co.,  Ltd.,  and  the  Excess 
Insurance  Co.,  Ltd.,  for   whom,  the  Association  acts  as  Agents. 


POLICIES 


Cover  all  classes  of 
Aviation  Risks. 


Accidental  Damage  under  all  circumstances  to 
Aircraft  ot  all  descriptions,  including  Fire,  Burglary, 
and  Theft     (Profit  Sharing  Policies). 

Covering  Policies  of  various  kinds  to  meet  the 
requirements  of  Carriers  by  Air. 

MINIMUM 
RATES. 


Accidental  Damage  to  Cargo. 

Personal  Accident  to  male  Pilots  of  Aircraft, 

to  Crew  and  Passengers. 

Third  Party  Risks  of  all  descriptions. 
Accidental  Damage  from  Aircraft. 

MAXIMUM 
SECURITY. 


1,     ROYAL      EXCHANGE      AVENUE.      LONDON,  E.C.3. 


Telephone  :    LONDON  WALL  9944. 


An  Ordinary 

Accumulator 


IN  A  POSITION  LIKE  THIS  WOULD 
BE  A  SOURCE  OF  DANGER  TO 
ALL  MATERIAL  AROUND, 
FROM    THE    ACID  "WHICH 
WOULD     RUN  FREELY 
THROUGH  THE  VENT. 


44 


Patent  Unsellable  Accumulators 

WERE  OFTEN  IN  THIS  AND  SIMILAR 
POSITIONS,    BUT    ACID  CANNOT 
LEAK,     AND     FURTHER.  THE 
ACCUMULATOR  CONTINUES 
TO  DO  ITS  WORK  IN  ANY 
POSITION. 


44 


ft 


ACCUMULATORS 


Were  adopted  by  the  Ministry  of  Munitions  for  Aero  use. 
Were  f.tted  on  R.  34  for   Ignition  and  Wireless  and 
are  Standard  Equipment  on  all  Rigid  Airships. 


ELECTRICAL  STORAGE 
COMPANY  LIMITED 


HenJ  O.-Cice  and  W„rk. 
CLIFION  JUNCTION 

MANCHESTER. 

London  Office 

39  VICTORIA   STREET  S.W.I. 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS 


912 


(Supplement  to  The  Aeroplane.: 


Aeronautical  Engineering 


September  3,  191 9 


3UIIIIIIIIIIIIIIIIIIIIIIIP 


Accumulators— 

The  Chloride  Electrical  Storage  Co.,  Ltd  , 
Clifton  Junction,  near  Manchester. 
"Chloridic,  l'endlebury  "  Central  Man- 
chaster,    16  'R  Pendleton,  n. 


Acetylene  Welding  Plant— 

Acetvlene  Corporation  of  Great  Britain, 
Ltd.,  The,  49,  Victoria  Street,  West- 
minster, S.W.i.  "  Flamma,  Vic, 
London  "  Vic  4850. 

Imperial  Light,  Ltd  ,  12},  Victoria  Street, 
London.  S.W.i.  "  Edibrac,  'Phone. 
London."  .-540  Victoria  (3  lines/. 


Aeroplane  Manufacturers- 
Aircraft  Manufacturing  »•••  ,  I  •<].,  ILndon. 
"Airmanship,   Hyde,  London." 

Kingsbury  220. 
Armstrong,  Sir  W.,  Whitworth  &  Co.,  Ltd., 
Newcastle  -  on   -  Tyne.  "Armstrong 
Aviation,  Newcastle-on-Tyne." 

Gosforth  500. 

Blackburn  Aeroplane  &  Motor  Co.,  Ltd.; 
Olymoia,  Leeds.     "  Propellors,  Leeds." 

Roundhay  345  (3  lines). 

Boulton  &  Paul,  Ltd.,  Rose  Lane,  Norwich, 
"Aviation,  Norwich.,"        Norwich  851. 

British  Aerial  Transport  Co.,  I.td.  Head 
Office  :  :8,  Conduit  Street,  London, 
W.i.  "Batigram    Reg.  London  " 

Mayfair  637,  638. 
Works  :  Hythe  Road,  Willesden,  Lon- 
don, N  W.io  " Aerbrirans,  Phone, 
London."             Willesden,    2272,  2275 

Biltish  &  Colonial  Aeroplane  Co.,  Ltu 
(Thr  Bristol  Co.),  Filton,  liristol 
"Aviation,  Bristol."  Bristol  3906 

Central  Aircraft  Co ,  High  Road,  Kilburn, 
N.W.6.   "  Avidueiion,  Phone,  London." 

Harnpstead  :,io3  and  4424. 

Dawson,  John,  &  Co,  Ltd.,  Newcastle-ou- 
•  Tyne.  "  Dependable,  Newcastle-on- 
'lyr.e."  Central  26^4  12  lines). 

Eastbourne  Aviation  Co.,  Ltd..  Eastbourne. 
"  Aircraft,  Eastbourne 

Eastbourne  1176. 
Gosport  An  craft  Co.,  Gosport. 

"  Flight   Gosport.''  Gosport  217. 

Grahanu -White  Company,  Ltd.,  Loudon 
Aerodrome,  Hendon.  "Volplane,  Hyde, 
London."  Kingsbury  120. 

London  Office,  12,  Regent  Street, 
S.W.i.  Regent  2084. 

Handley  Page,  Ltd.,  no,  Cricklewood  Lane, 
N.W  2.    "  Hydrophid,  Crickle,  London." 

Hampsjead  7420. 

Hooper  i  Co.,  Ltd.,  54,  St.  James  St., 
Piccadilly,  London,  S.W.  "Sociable, 
St   James,  London."  Regent  912. 

Mann,  Egerton  &  Co,  Ltd.,  Norwich. 
"  Motors,  Norwich  " 

Norwich  482  (4  Hues!. 

Martinsyde,  Ltd.,  Brookiands,  Byrleet, 
"  Martinsyde,    Weybridge.''  — 

Woking  331;  Byfleet  171. 

"  Nieuport  "  &  General  Aircraft  Co., 
Cricklewood,  London,  N.W. 2.  "  Nieu- 
scout,  Crickle,  Lonaon. 

Willesden  2455 

Phoenix  Dynamo  Manufacturing  Co.,  Ltd., 
Thorubury,  Bradford.  "Dynamo, 
Bradford."  Bradford  3700  (4  lines). 

Roe,    A.    V.,    &    Co,    Ltd.,  Manchester. 

"  Triplane,  Manchester  " 

City  8530-8531,  Manchester. 
Saunders,  S.  E.,  Ltd.,  East  Cowes,  I.O.W. 

"  Consuta,  East  Cowes."      Cowes  193. 

Short  Bros.,  Rochester,  Eastchurch  and 
Whitehall  House,  S.W.  "Tested,  Phone, 
London."  Regent  378. 

The  Siddeley  Deasy  Motor  Car  Co.,  Ltd., 
Coventry.  Coventry  954  "  Deasy, 
Coventry." 

Sopwith  Aviation  Co.,  Ltd.,  Kiugston-on- 
Than:et.     "  Sopwith,  Kingston  " 

.Kingston  u;f>8  (8  lines). 

The  Superniarine  Aviation  Works,  Ltd., 
Southam  pvan.     "  Supermarin  " 

Woolston  37  (2  lines). 

Vickers,  Ltd  ,  Imperial  Court,  Basil  Street, 
Knightsbridge,  S.W. 3.  "  Viekerfyta, 
Knights,  London."       Kensington  6810. 

Waring  &  Gillow,  Ltd.,  Hammersmith. 
"  Warisen,  Ox,  London."  Museum  5000. 

Westland  Aircraft,  Yeovil  "Aircraft,  Yeo- 
vil." Yeovil  129. 

White,  J.  Samuel,  81  Co.,  Ltd.,  East  Cowes. 
"  White,  East  Cowes."  Cowes-  3. 


AirShipS- 
Airships,  Ltd.,  High  Street,  Merton. 

Wimbledon  1314. 
Short    Bros.,    Rochester,    Eastchurch,  and 
Whitehall   House,  -S.W.  "Tested, 
'Phone,  London  "  Regent  37s. 

C.  G.  Spencer  and  Sons,  Ltd. 
(See  under  "  Balloons 

Aluminium  Castings  (Sand  and  Die) 

Coan,  R.  W.,  219,  Goswell  Road,  London, 
Et.i.    "  Krankases,    Isling,  London. 

City  3846. 

Balloons— 

C.  G.  Spencer  and  Sons,  Ltd.,  50A,  High- 
bury Grove,  N.5.    "Aeronaut,  London." 

Dalstou  1893. 

Bent  Timber  Parts— 

Hopton  &  Sons,  George  Street,  Euston 
square,  London,  N.W.i.  "  Hoptons, 
Eusquare,  Loudon  "  Museum  496. 

Also. at  Market  Harborough,  Leices- 
tershire. "  Hoptons,  Market  Har- 
borough."      Market    Harborough  13. 

Bearings  (Etonia  Cast  Phosphor  Bronze) 
Brown  Bros.,  Ltd  ,  Gt.  Eastern  St.,  E.C.i. 
Yorkshire     Engineering     Supplies,  Ltd., 
v\urtley,  Leeds.     "Yes,  Leeds.  ' 

Central  3927. 

Blowpipes  (Oxy-Acetylene)— 

Acetylene  Corporation  of  Great  Britain, 
Ltd  ,  The,  49,  Victoria  Street,  Westmins- 
ter, S.W.i    "  Flamma,  Vic,  London." 

Vic.  4830 

Imperial  Light,  Ltd  ,  123,  Victoria  Street, 
London,  S.W.i.  "  Edibrac,  'Phone, 
London."  Vic.  3540  (3  lines). 

BoltS- 
Mitchell    Wedgewood     8:     Co.,  Campbell 
Works,     Stoke     Newington,  London, 
N.i6  Dalston  2500  (2  lines). 

Books  (Aero  '  .ngines) — 

Dykes'  Auto  vncyclopedia,  Gillam,  149, 
Strand,  W  .2 

Buildings- 

Boulton  8;  Pi  ill.  Ltd  Rose  Lane,  Norwich 
"  Aviation.  Nor w!  h."        Norwich  851 

Rubery  Oweu  &  C.  ,  Darlaston,  South 
Staffs 

Cable    Coverings    and  Cable 
ControiS— 

The  Louden  jiiak  Co.,  Ltd.,  Tyseley,  Bir- 
niinghan;      "  Louden,    woek's  Green." 

icock's    ,reen  103  8:  104 
Bowden     Wire,    r<td ,    ~\   lesden  Junction, 
"  Bowirelim     larks,  _ondon." 

Wi   esoen  .:40c  (3  lines). 
Herbert    Terry     S    Sons,    Ltd.,  Kedditch. 
"  Springs.  K  .Idit.-a."  kedditch  fci. 


Carburettors- 


Hobsou,  li 
Road  : 


M. 
W  , 


Vauxhall  Bridge 
wic-toria  4670. 


Casein- 


Nieuwhof,  Surie  &  .0.,  Ltd.,  5.  Lloyds 
Avenue,  London  E.C-3.  "  Suricodon, 
Fen,  Iond<jn."  Avenue  34  and  35. 

ClOthing- 
Burberry's,  Ltd  ,   Haymarket,  S.W.i 

Regent  2165. 

Dunhill's  Ltd.,  Euston  Road,  N.W.i. 
"  Dunsend,  London."         North  3405-6. 

Component  Parts— 

Aecles  X  Pollock,  Lid  Oldbury,  Birming- 
ham    "Accles,  Oldbury." 

•  Mdbury  in  (4  lines). 

Brown  Bros.,  Ltd  ,  Gt.  Eastern  St.,  E.C.i. 

Central  Aircraft  Co.,  High  Road,  Kilburn, 
N.W. 6.    "Aviduction,    Phone,  London." 

Hampstead  4403  8:  4404. 

Thompson  Bros.  'Bilston),  Ltd.,  Bradley, 
Bilston,  Engl'i.,  .  "  Thompson  Bros., 
Bilst.'  Bilston  10. 

Cords,  Tapes,  and  Threads— 

MaeLennan,  J.,  8c  Co.,  30,  Newgate  Street, 
E.C.  1     .And  at  Glasgow        C'*.v  ;n~. 


Dopec 

Titanine,  Ltd  ,  175,  Piccadilly,  W.i. 
"Tetrafre-;,  Piccy,  LonJon."  Gerrard  2313 

British   Cellulose   Co._  8,   Waterloo  Place, 
•  S.W.i.     "  Cellutate,  London 

Regent  40.16. 

The  British  Emaillite  Co.,  Ltd.,  30,  Regent" 
Street,     S.W.i.      "  Ridleypren,  Piccy, 
London  "  Gerrard  280. 

Cellon,  Ltd.,  22,  Cork  Street,  London,  W.i. 
"  Ajawb,  Reg,  London."     Gerrard  440. 

Root.  Ingham  Clark  &  Co.,  Ltd.,  West- 
Ham  Abbey,  E.15.  "  Oleotiue,  Strat. 
London."  -        East  955. 

Engines  and  Parts— 

Allen.  W.  H  .  X  Co..  Ltd.,  Bedford  "Pump 
Bedford."  Bedford  No  t 

Arrol-Johnston,  Ltd.,  Dumfries.  "  Mocar, 
Dumfries"  Dumfries  281-282.. 

Beardmore  At:  Eng.,  Ltd  ,  112,  Great  Port- 
land Street,  W.i.  "  Beardmore,  Lon- 
don." Gerrard  238. 

The  Cosmos  Engineering  Co.,  Ltd.,  Fish- 
ponds, Eri^i  >\ 

Dudorid.g.-  iron  Works,  Ltd.-  iSalmson),  87, 
Victoria  Street,  London,  S.W.i.  "Aero- 
flight,  Vic,  London."  Vic  7026. 

Gordon  Watney  X  Co.,  Ltd.,  Weybridge. 
"  Mercedes,  Weybridge." 

Weybridge  550  (7  lines). 

Green  Engine  Co ,  Ltd.,  Twickenham. 

Richmond  1203. 

Gwynnes,  Ltd.,  Hammersmith,  W. 
"  G Wynne,  llammersmitn 

Hammersmith  1910. 

Napier  8;  Sou,  D.,  Ltd  ,  14,  New  Burlington 
Street,  London,  W.,  and  at  Acton,  W. 
"  Nilrifier,    London  "         Gerrard  8926. 

Rolls-Royce,  Ltd  ,  14  and  15,  Coaduit  Street, 
W.i.      "  Rolhead,  London." 

Gerrard  1654-5-6. 

The  Siddeley-Deasy  Motor  Car  Co.,  Ltd., 
Coventrv.  Coventry  0=4  "Deasy, 
Coventry  " 

Sunbeam  Motor  Car  Co.,  Ltd.,  Wolverhamp- 
ton.     "  Moorfield,  Wolverhampton." 

Wolverhampton  985. 

The  Gnome  &  Le  Rhone  Engine  Co.,  Ltd., 
27,  Buckingham  Gate,  S.W.i.  "Eleven- 
fold, London  •  Walthamstow  811  (a 
lines). 

^  Walton    Motors,    Ltd.,  Walton-on-Tham*s. 

"  .Motors,  Waltou-on-'lhames." 

Walton-011- Thames  220, 

Electrical  Accessories— 

Belling    &:    Co.,    Montague    Road,  Upper 
Eumonton,    N.iS.      "  Belling,  Edmon- 
ton ;  Tottenham  1984. 
Brown  Bros.,  Ltd.,  Gt.  Eastern  St.,  E.C.i. 
Ge-nt     &      Co.,     Ltd.,     Faraday  Works, 
Leicester.    "Lodestone,  Lticstcr." 

National  151  (two  lines) 
Johnson   &   Phillip^   Ltd.,  Chtrlton,  Lon- 
'  don,  S.E-7  juuo,  London." 

Central  2207;  I. on  Ion  Wall  1564. 
The  Rotax  Motor  Accessories  Co.,  Ltd.,  Vic- 
toria Road,  Willesden  Junction,  N.W-io. 
"  kudynalite,   'Phone,  London. 

Willesden  2486. 

Electric  Cables— 

E.  Kalker  a,iu  '_o.,  Coventry.  "  Kalker, 
Coventry."  Coventry  24X. 

Johnson  &  Phillips,  Ltd.,  Charlton,  1  ondoti. 
S.E.7.     "  Juno,  London." 

Central  2207;  London  Wall  1564. 

Electric  Lighting  and  Power— 

Johnson  &  Phillips,  Ltd  ,  Charlton,  Lou- 
don, S.E.7.    "Juno,  London." 

Central  2207;  London  Wall  1=64. 

Mann,  Egerton  &  Co.,  Ltd.,  117,  Cleveland 
Street,  London,  W.  "  Installing,  Eus- 
road."  Museum  70  (4  lilies). 

Electro    Platers    and  Metal 
Polishers'  Engineers— 

W.  Canning  \-  Co.,  I ''3-137,  Great  Hampton 
Street,  Birming.V.m.  "Materials,  liir- 
mmghaiu  - 

Birmingham  30.2  Central  (3  line 

Fireproof  Petrol  Tanks— 

The  Aircraft  Improvements  Co.,  Morning- 
ton  Works,  Arlington  Road,  Camden 
Town,  N.W .  1. 

Flare  L.ights— 

Imperial  Light,  Ltu.,  125,  Victoria  Street, 
London,  S.W.i  "Edibrac,  'Phone, 
London  "  Victoria  3540  (3  lines). 

Flexible  ShaftS- 
Herbert    Terry    8:    Sous,    Ltd.,  Redditch. 
"Springs,   Redditch."         Redditjh  61 


September  3,  19 19 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplane.) 


913 


(J^uyers'  •  Guide. 


Fluxes— 

imperial  Light,  Ltd.,  123,  Victoria  Street, 
London,  S.W.i.  "  Edibrac,  ^Phorie, 
Loudon."  Victoria  ?540  (%  lint?). 

The  Auto  Controller  Co.  (F.rxke),  Vienna 
Road,   Bermondsey,  Eng. 

Flying  Boat  Builders — 

Gosport  Aircraft  Co.,  Gosport.  "  Flight, 
Gosport."  Gosport  21-7. 

Galvanising— 

Boulton  &  Paul,  Ltd.-,  Rose  Lane,  Norwich 
"  Aviation,   Norwich."       Norwich  851. 

Gauges— 

J.  A.  Prestwich  &  Co.,  Northumberland 
Park,  Tottenham,  N.17. 

Gears— 

Moss  Gear  Co.,  Ltd.,  Thomas  Street,  Aston, 
Birmingham.  "  Mosgear  Birmingham." 

Glue-  .  East4°7' 

Cannon,  B.,  &  Co.,  Ltd  ,  Lincoln.  London 
Office,  1.10,  Cannon  Street,  E.C.4. 
"  Bececol'in,   Cannon^  London. " 

Citv  1206. 

Improved  Liquid  Glues  Co.,  Ltd ,  Gt.  Her- 
mitage Street,  E.  (Croid.)  "Exeroiden, 
'Phone,   London."  Avenue  4611-2. 

Meirdine  Co.,  8,  Arthur  Street,  E.C. 

Bank  5873. 

Goggles— 

'lriplex  Safety  Glass  Co.,  Ltd..  1,  Albemarle 
Street,  Piccadilly,  W.i.  "  Shatterlys, 
Piccy,  London  ''  Regent  1340 

Heating  and  Ventilating— 

Chas.  P.  Kinnell  and  Co.,  Lid.,  65  &  65A, 
-  Southwark      Street,      London,  S.E.i 
"  Kinnell,  London."    Hop  372  (2  lines). 
The  Thames  Bank  (Blackfriars)  Iron  Co., 
Ltd  ,    Upper  Ground  Street,  London, 
S.E.i.      "Hot  Water.  Friars,  London." 

Hop  763. 

Instruments- 
British    Wright    Co.,  Ltd  ,    53,  Chancerv 
Lane,  W.C.2.  Holborn  1308. 

Instruments    (Scientific,  Altimeters, 
etc.) — 

-Short  &  MasOn,  Ltd.,  Macdonald  Road, 
Walthamstow,  E.I7.  "  Ar«roid,  Phone, 
London."  Waluiarnstow  180. 

Insurance- 
Aviation  Insurance  Association,  1,  Royal 
Exchange  Avenue,  E.C. 3. 

London  Wall  9944. 
Bray,    Gibb  &    Co  ,    Ltd.,    166,  Piccadilly, 
W  1. 

Captain  A.  Newman  (late  R.A.F.).  20, 
Bucklersbury,  E.C. 4.  City  48^5 

v  Harold  Townend,  Ltd.,  13-14,  Abchurch 
Lane,  King  William  Street,  E.C. 4. 
"Carinsur,  London." 

Central  156  (2  lines). 
Percy     Wingfield,     22,     Newgate  Street, 
E.C.i.  City>  4672. 

-Leather  Cloth- 
New  Pegamoid,  Ltd.,  134,  Queen  Victoria 
Street,     London.  "  Pegamoid,  Cent., 
London."  City  9704  (2  lines). 

Lubricating  Oil   Refiners  and 
Merchants— 

W  - B.  Dick  &  Co,  Ltd,  90,  Fenchurch 
Street,  E  C  . 5  Telegrams,  Dicotto  Fen, 
London.  Avenue  7854  (2  lines.) 

Magneto  Driving  Pieces— 

Herbert  Terry  S-  .suns,  Ltd  ,  Kcdditch. 
"  Springs,  Redditeh."  Redditch  61. 

Magnetos— 

The  British  Lighting  &  Ignition  Co.,  Ltd., 
204,  Tottenham  Court  Road,  W.I. 
"  Vicksmag,  Phone,  Loudon." 

Museum  430. 

The  British  Thomson-Houston  Co.,  Ltd., 
Lower  Ford  Street,  Coventry.  "  As- 
teroidal,  Coventry!"  Coventry  278. 

Metal  Casement  Manufac- 
turers— 

Henry  Hope  &  Sons,  Ltd.,  55,  Lionel  Street, 
Birmingham.  "  Conservatory,  Birming- 
ham." Central  999   (2  lines). 

Metal  Manufacturers- 
ciifford,  Chas  ,  ,S:  Sons,  Ltd.,  Birmingham, 
v       "  Clifford,  Birmingham."    Central  42-43. 

Avenue  1432. 


Metals  in  General— 


oamuel  fiercer  &  Co.,  198,  Upper  Thames 
Street,  E.C. 4  "  Reconciled,  Cannon, 
London.  City  6342. 


Metal  Parts  anO  Fittings— 

Accles  &  Pollock,  LttV  Oldbury,  Birming- 
ham.   "  Accles,  Old)  ury." 

OMbury  in  (4  lines) 

Arnott  &  .Harrison,  Ltd ,  Hythe  Road, 
Willesden  Junction'.  Willesden  2207. 

Bayliss,  Jones,  &  Bayliss,  Ltd.,  Wolver- 
hampton. (Bolts  and  Nuts.)  "  Bayliss, 
Wolverhampton."    Wolverhampton  1041. 

Blackburn  Aeroplane  &  Motor  Co.,  Ltd., 
Olympia,  Leeds.      "  Prcoellors,  Leeds." 

Roundhay  345  (3  lines). 

Brown  Bros.,  Ltd.,  Gt.  Eastern  St.,  E.C.i. 

Mann,  Egerton  &  Co.,  Ltd.,  177,  Cleveland 
Street,  London,  W.i  "  Installing, 
Eusroad,  London."  Museum  70. 

Rubery  Owen  &.  Co.,  Darlaston,  South 
Staffs. 

Sankey,  Joseph,  &  Sons,  Ltd.,  Wellington, 
Shropshire.  "  Sankey,  Wellington, 
Salop."  Wellington  .  £6. 

The  Selsdon  Aero  &  Engineering  Co.,  Ltd., 
1,  Albemarle  Street,  Piccadilly,  W.i. 
"  Selaero,  Phone,  London."  Regent  1181. 

Thompson  Bros.,  ajd.,  Bradley,  Bilston. 
"  Thompson  Bros.,  Bilston."    Bilston  10. 

Metric  Bolts— 

Cashmore  Bros  ,  Hildreth  Street,  Balham, 
%.W,  Battersea  415. 

Rubery  Owen  8;  Co.,  Darlaston,  South 
Staffs. 

Miscellaneous- 
Anderson,    D.,    $    .->on,    Ltd.  (Roofs), 
Belfast.    "  Anderson,  Belfast." 

•        Belfast  4033-4034-4035 
Brown   Bros.,   Ltd.,   Great  Eastern  Street, 
E.C.i  "  Imbrowned,  B-ttroad,  London." 

London  Wall  6300. 
Herbert  Frood  Co.,  Ltd.,  Chapel-en-le-Frith. 
"  Frodobrake,  Birmingham." 

Central  793 

MacLenuan,  J.,  &  Co.,  30,  Newgate  Street, 
E.C.i.,  and  at  Glasgow.  Tapes,  Cords, 
and  Threads.  City  3115. 

Motor  Cars  - 

Arrol  Johnston,  Ltd.,  Dumfries.  "  Mocar, 
Dumfries^"  Dumfries  281-282. 

Mann,  Egerton  &  Co.,  Ltd.  ;79/38i,  Euston 
Road,  London.  N.W  .j  "  Manegecar, 
Ensroad,  London  Museum  70. 

Standard  Motor  Car  Co.,  Coventry.  "  Fly- 
wheel, Coventry  • 

Coventry  530  (4  lines). 

Nameplates  and  Labels— 

The  Clegg  Metal  Engraving  Co.,  Ltd., 
Worthing.    "Clegg,  Worthing." 

Observation  Panels— 

Triplex  Safety  Glass  Co.,  Ltd.,  1,  Albemarle 
Street,  riccadilly,  V  t.  "  Shatterlys, 
Piccy    London."  Regent  1340. 

Oils— 

C.  C.  Wakefield  &  Co.,  Ltd  .^Wakefield 
House,  Cheapside,  E  C. 2.  "  Cheery, 
Cent,  London  "    Central  11305  &  13466. 

Parachutes— 

E.  R.  Calthrop's  Aerial  Patents,  Ltd., 
Eldon  Street  House,  Eldon  Street, 
London,  E  C.  "  Savemalivo,  Ave,  Lon- 
don." London  Wall  3266-3267. 

C.  G.  Spencer  &   Sons,  Ltd. 
(See   under   "  Balloons  "j. 

Piston  Rings— 

The  Standard  Piston  Ring  and  Engineering 
,Co.,  Ltd.,  Don  Road,  Sheffield.  "  Ocean, 
Sheffield  "  •  Sheffield  2149 


Presswork— 


Co.,    Darlaston,  South 


Ruberv  Owen 
Staffs. 

Terry,  Herbert,  &  Sons,  Ltd.,  Redditch. 
"  Springs,  Redditch."  Redditch  61. 

Propellers— 

The  Aircraft  Improvements  Co.,  Morning- 
ton  Works,  Arlington  Road,  Camden 
Town,  N  W.i. 

Blackburn  Aeroplane  81  Motor  Co.,  Ltd., 
Olympia,  Leeds      "  Propellors,  Leeds." 

Koundhay  345  (3  lines). 


iiiiiiiiiiiiiimiiiimiH 


Propellers  (continued).  = 

Boulton  &  Paid   Ltd.,  Rose  Lane,  Norwich,  = 

"  Aviation,  Norwich."        Norwich  851.  — 

Ebora  Propeller   Co.,   11    8:    12,  Surbiton  zz 

Park      Terrace,      Kingston-on-Thames  — 

"  Ebora,  Kingston."          Kingston  672.  — 

Integral  Propeller  Co.,  Ltd.,       "  Aviprop,  — 

Hyde,  London."  ZZ 

Hendoa  9.     Kingsbury  ioj  — 

Lang  Propeller,  Ltd-,  Wey bridge.     "  Aero-  = 

sticks,  Wey  bridge. "    Wey  bridge  520-521.  — 

Oddy,  W.  D.,  &  Co.,  Leeds.    "Airscrews,  — 

Leeds."                               Leeds  20547-8.  zz 

Westland  Aircraft,  Yeovil.     "  Aircraft,  Yeo-  — 

vil."  Yeovil. 129.  — 

Pyrometers—  EE 

the    Foster    instrument    Co.,  Letchworth,  ;;;; 

Herts.      "  l  ost.'r    instruments,    Letch-  — 

worth."                           Letchworth  26.  — 

Rawhide  Hammers—  = 

ira  Stephens,   V\  hilelands  Leather  Works,  — 

Ashton  under-Lyue.       "  Stephens,    709,  — 

Ashton."                               Ashton  709.  — 

Rigging  for  Aircraft—  = 

Cradock,    Geo.,    6t    Co.,    Ltd.,    Wakefield,  = 

England.    "  Cradock,  Wakefield."  — 

Wakefield  466  — 

Rubber  Tubing  &  Accessories—  = 

Hancock,  James  Lyne,  Ltd.,  266,  Goswell  — 

Road,    London,    E.C  1       "  Masticator,  = 

Isling,  London.  '          City  3811  &  3812.  — 

Safety  Belts—  EE 

C.    H.   Holmes   &   Son,  38,  Albert  Street,  = 

Manchester.    "  Semloh.  Manchester."  — 

City  4433,  — 

Screw-driving  Machines—  = 

Russell  Bros.  (Redditch),  Ltd.,  Little  worth,  = 

Redditch.    "  inventors,  Redditcti."  = 

Redditeh  74.  — 

Seaplane  Manufacturers—  = 

Blackburn  Aeroplane  &  Motor  Co.,  Ltd.,  — 

Olympia,  L^eds.     "  Propellors,  Leeds."  — 

Roundhay  345  (3  lines)  zz 

Phoenix  Dynamo  Manufacturing  Co.,  Ltd.,  — . 

Thornbury,  Bradford.    "  Dynamo,  Brad-  — 

ford."                Bradford  3700   (7  lines).  ZZ 

Short     -Bros.,      Rochester.      "Seaplanes,  — ; 

Rochester."                        Chatham  627.  — 

Supermarine  Aviatiou  Works,  Ltd.,  South-  — 

ampton.         "  Supormarin,    Southamp-  — — 

ton."                                  Woolston  37.  — 

Searchlights  &  Landing  Lights  = 

Brown  Bros.,  Ltd.,  Great  Eastern  St.,  E.C.i.  — 

Imperial  Light,  Ltd.,  123,  Victoria  Street,  — 

London/  S.  W.i.    "  Edibrac,  Phone,  Lou-  — 

don  "                   3540  Victoria  (3  lines).  — 

Shock  Absorbers—  = 

Luke  Turner  6':  Co.,  Deacon  Street,  Leices-  ^ 

ter                                  Leicester  967.  — 

Tubbs,  Lewis  (v.  Co.,  Ltd.,  29  &  30,  Noble  = 

Street,  E  C. 2.    "Elastics,  London."  — 

City  22.  — 

Sheet  Metal  Pressings—  jE 

Accles  X  Pollock,  Ltd  ,  Oldbury,  Binning-  32 

ham.    "  Accles,  Oldbury."  — 

Oldbury  111  (4  lines)  = 

Blackburn   Aeroplane   &   Motor  Co.,  Ltd.,  zz 

Olympia,  Leeds.     "  Propellors,  Leeds."  — 

Roundhay  145  (3  lines)  — 

Rubery    Owen    &    Co.,    Darlaston,    South  — 

Staffs.  = 

Sheet  Metal  Work—  = 

The  Acetylene  Corporation  of  Great  Britain,  — 

Ltd.,      49,      Victoria      Street,      S.W.i.  = 

"  Flamma,  Vic,  London."         Vic  4830  — 

Rubery    Owen    &   Co.,    Darlaston,    South  = 

The  Selsdon  Aero  &  Engineering  Co.,  Ltd.,  = 

1,    Albemarle    Street,    Piccadilly,    W.i.  zz 

"  Selaero,  Phone,  London."  ~ 

Regent  11S1  — 

Imperial  Light.,  Ltd.,  123,  Victoria  Street,  zz 

London,  S.W.i.    "  Edibrac,  Phone,  Lon-  — 

don."                  Victoria  .5540  (3  lines).  — 

Solder  Manufacturers—  = 

Samuel  .Mercer  &  Co.,  19S,  Upper  Thames  — 

Street,  E.C  4.      "  Reconciled,    Cannon,  — 

London."                                 City  6342.  — 

Sparking  Plugs—  = 

Brown  Bros.,  Ltd.,  Great  Eastern  St.,  EC. I  — 

Lodge   Sparking   Plug   Co.,   Ltd.,    Rugby.  =; 

"  Igniter,  Rugby:*                  Kugby  235.  — — 

The  Robinhood  Engineering  Works,  Ltd.,  — 

N.ewlauds,      I'utney       Vale,      S.W.15.  = 

Makers     of     KI.G    Plugs.      "  Kaelgee,  = 

Phone,  London."  — 

Putney  2132-3.  zz 


iniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiim 


(Supplement  to  TBB  AEropu: 


3UlflllIllllllllllllllllil' 


EE  Accumulators— 

The  Chloride  Electric 
—  Clifton  Junction, 

=  "Chloridic,  Pendl.- 


Aeronautical  Engineering 


September 


3,  igig 


Storage  Co.,  Ltd , 


Acetylene  Welding  Plant- 


London  " 

Imperial   Light,  Ltd , 
London,  S-W.i. 


Aeroplane  Manufacturers— 


mrlh  &  Co. 
vTyn- " 


Boulton  &  Paul 

"  Aviation, 
British  Aerial 


:  La 


Wi  "Bntiyraru   Reg   London  " 

Mayfair  637,  fijft 
Works  :    Hytbe  Road,  Willcsden,  Lon- 

London  "  Willcsden.'  '  ^72,  2273 

BHIiMi  &  Colonial  Aeroplane  Co ,  Lia 
(Tb«-  Bristol  Co.),  Pi  I  ton,  Uri.-iol 
"Aviation,  Bristol."  Bristol  3906 

Central  Aircraft  .Go  ,  High  Road,  Rilburu, 


Grahaun-Whi 


'  llytlr- 


'a 


Ha 


Hooper    i    Co.,    Ltd.,  54, 

Piccahlly,  London,  S.W  "  Sociable) 
St  James,  London."  Regent  51* 

Mann,    Egertou    &    Co ,    Ltd,.  Norwich, 
■'  Motors,  Norwich  " 

Norwich  483  (4  lines). 
Martinsyde,     Ltd,     Brooktands,  Ilyfleet, 


Mai 


Wol 


Bradfor  . 
Bradford  3700  (4  lines 
Co.,  ^Ltd.,  Manchcslt 

-Id,  East°Cowc5,  J. OA 


Saunders,  : 

Short  Bros.,  Rochester,  East 
Whitehall  House.  S.W.  "Tp 
London." 

The  Siddcliy  Deasy  Motor  Co 
Coventry.       Coventry  954 

Sopwith  Aviation  Co..  Ltd .  1 


Vicl 


Waring    &    Gillow,  U 
"  Wariaen,  Ox,  Loai 
Wesllarul  Aircraft,  Veoi 

W'1"  \Vh  ^iDlu'jl*  *  ^° 


0hQ  -  MeropiariQ 


Aluminium  Castings  (Snnd  and  Die) 

Coan,  R.  W.,  210,  Coswell  liond,  London, 
EM  1     *' Kranknscs,    lsling,  London 
City  3i>4b- 

Balloons— 

C.  G.  Spencer  find  Sons,  Ltd.,  50A,  Hinh- 
Imrv  Gnu-i     <        "Aeronaut,  London-" 
Halsion  1895, 

Bent  Timber  Parts— 


Bearings  (Etonia  Casl  Phosphor  Bronze)' 
Brown  riros  .  Lid,  Hi.  Eastern  SI.,  E.C.i. 
Yorkshire     EHfimeering     Supplies,  Ltd., 
jA  unity,  Leeds.     "  Yes,  Leeds.' 

Central  3927. 

Blowpipes  (Oxy-Acctylenc)— 

Acetylene  Conmr-itiiiji  of  Great  Britain, 
Ltd  ,  The,  .!■),  Victoria  Street,  Weslinins- 
ter,  S.W  t    "  Flamuia,  Vic,  London." 

Vic.  4830 

Imperial  Light,  Ltd ,  123,  Victoria!  .street, 
London,  S.W.i.  "  Ed i brae.  'Phone, 
London."  Vic  3540  [3  lints). 

BoltS- 
Mii..  hell    Wedsewood    &    Co.,  Campbell 
Works,     Stoke     Ncwintiton,  Loudon, 


Books  (Aero  1  jigines)— 

Dykes'  Auto     'iicy  eloped  ia,    Gillam,  149, 


Buildings- 


1  ul  Ltd  Rose  Lane,  Norwich 
m.  Nor*:  h."  Norwich  851 
en    &    C    ,    Darlaston,  South 


Cable    Coverings    and  Cable 
Controls— 


Carburettors- 

Hobsou.  u.  M  j 
Koad    5.w  , 


Nieiiwhof,  Sune  &  Ltd.,  5.  Lloyds 

Ave.ine,  lot-don  E.C3  "Suricodon, 
i-tri.,  londvn."  Avenue  34  and  35. 

Clothing— 

Burberry's,   Ltd  ,   Haymarket,  S.W.i 


Component  Parts- 

^  han/*  "Aecle4-'  ' ''"  n'<,l>ury,  Uirniing- 
,,  ■  ldbnry  m  I4  lines) 

Jirowu  Bros.,  Ltd,  fit.  Eastern  st  FCi 
Ctn^al  Atrcraft  Co.,  High  Road,  Kill.i.ni. 

2VW.6    "Avidmtion.   Phone,  London" 
_.  Hamiwtead  4.10;  &  jj0J 

Thompson  Bros  'Bilstonl,  Ltd.,  Bradle^, 
B  JStWI,  EfiKl-i..  .  "Thompson  Bros., 
Bllst''  Bilston  10. 

C°M?f*  Tapes'.and  Threads- 


Dopec 

TafreS"  i 
'  llos 

'  CelllltH 

The  British  EinnilHie 


lintis): 


eadilly; 

^uW^-grwaterSo^ 


Strct 


Cello: 


Engines  and  Parts- 


Plac*. 

,{<'«ent  «yi 
■  V>i  Ktscnt 


.  West 
.  Strat, 
wt 


1  1,1  ■  ,f"l,r°f''  "Punir, 
It,  -Hor,i  jj,  , 
.d,  nt.mfr,^  »Mocor 
ntunfnes  jBi-bj! 
rig  .  L.tl  .  11^,  r.rcat  Port- 
"  "enrdinore.  Loo. 
'•rrrard 
n.-enng  Co .  Ltd.,  Fish- 

'orks,  Ltd  iSnlmson),* 


Hurliiigioa 

at  Ac-.un,  W 
'^rrurd  Sg-o 


The  Sidd.  lcy-D".i.sy  M^otor  Car 


Country  " 
Sunbeam  Motor  Car  Co., 
ton.       "  Mourfiekl, 


ij,     I1U     Kill     N.I  I 

fold,  Loado-i 
Walton    Motors.  I 


,  Walloii-on-Thainr;. 

vValton-ou-'l'hauics  i» 

Electrical  Accessories— 


Bellict     S.'     Co,  M.uiutyii 


-  Jielhn 


,  ,,);.iii 


The  Rotax  Moloi 


Electric  Cables— 


Johnson  &  Phillip,  Ltd..  Charlton. 
S.E.7-     "  Juno,  London 

Central  2207;  Londoi 

Electric  Lighting  and  Power- 

Johnson  &  l'hiilii*.  Lta,  charitenH* 

don,  S.E.7-    ' '  J " » °;  {'""jon  W«ll 
Mann,  Egerton  &  Co-,  Lt'l  .  u".>  m- 


Wail  1:  1 


Electro     Platers    and  Mftal 
Polishers'  EnS'n®f^,llJia 


Fireproof  Petrol  Tanks-^ 

provcmei: 
Arli  u  a  101 

Town,  N.W  1. 

Flare  L,ights— 

mPLondon'**  s'\V  1  " 

Lor.don  "      .  ' 

Flexible  Shafts- 


f^^mmmmmim  ...<i......<u„..„  mmZ  mmSJmn  '  * """ 


SEPTEMBER  3.  :9'9 


Aeronautical  Engineering 


(Supplement  to  The  Aerdplank.) 


913 


buyers-  ■  ChkkX 


Fivin?  Boat  Builders— 

i«l»'rt  AlrjB*  Co.,  Go«l»rt. 


Nnrlliimil"  1  l.itid 


Improved  Linuid  Glncs  Co.,  Ltd,  c 

'Phone,  London  "  Avenue 
'  Meildine  Co.,  S,  Arthur  Street,  E. 

Bar 

5  Co  ,  Ltd..  1,  All 

Street,  Piccadilly,  Wi  "  Shf 
Piccy,  LondnTi  "'  Kege 

Heating  and  Ventilating- 

■     South «vark      Sir.,  t,  ''Lo'iidon,"1 


Lc 


Instruments- 


Instruments 

«c>- 


Insurance- 

Excnanm 


Pcr« '    Wingfield,  3 

Leather  Cloth— 

™pw  Pegauioltl,  Ltd., 
Ln-ido"  ,,''0I1<'011 

Lub£[°at/ne  oil 

Merchants- 


(Scientific,  Alt 


Maedonal 
Waltf  r°' 


Roval 

EC. 3. 

London  Walt  (,044. 


Refiners  and 


^eneto,  Driving  Pieces- 


Metal 


^turers- 
Metal 


Casement 


iS,  Lionel  Street, 
vatory,  Birming- 
U  lines-). 


^anufacturers- 

l»ra,  Birmingham."    Central  .\ 


Metals  in  General— 

^"street'1  EC  \  "  Um>er  Thames 

I'ondoI,  'City  6342' 

Metal  Parts  and  Fittings- 

Acclcs  &  Pollock,  Ltd    Oldl.ury,  Birming- 
ham    "  Aee!.>,  Oldl  ury  •'  * 


I  line: 


1  Ju 


Browi  Rro^.,  Ltd., 


i:r.  cie' 

"  I  nst  1 
Musel 


Metric  Bolts— 

Cashmore  Bros ,  Hildreth  Street,  Bnlham, 
* -W.  Battersea  4 1  q 

Rtihcry  Owen  &  Co.,  Darlaston,  .smith 
Staffs. 

Miscellaneous- 
Anderson,    D ,    A    .ion,    Ltd.  (Roofs), 
Belfast.    "Anderson,  Belfast." 

Belfast  4031-4014-10;;; 
Brown   Bros.,  Ltd.,  Great   Eastern  Street, 
H  C  1  "  Imbi  iwn.d,  P-n.mad,  London  " 
London  Wall  Moo. 
Herbert  Frond  Co.,  Ltd  ,  Chapel-en-le-Prith. 
"  Frodotirake,  Birmingham." 

MacLennan,  J  ,  ^  to.,  30,  Newgate  street, 
E.C.i  ,  and  at  Glasgow.  Tapes,  Cords, 
nnd  Threads.  City  3115. 

Motor  Cars— 

Atral  Johnston,  Ltd  ,  Dumfries,  "  Mocar, 
Dumfries. "  Dumfries  jSi-jH; 

Mann,  Egtrton  &  Co.,  Ltd  .79/3*1,  Ens  ton 
Road,  London.  N  \V .1  "  Manegecar, 
E'l^road,  London  Museum  70 

Stand.Ttl  Mntnr  Car  Co.,  Coventry  "  Fly- 
wheel. Coventry 

Coventry  530  '4  lines). 

Nameplates  and  Labels— 

The  Clew  Mtlal  Ung'ravmR  Co.,  Ltd., 
Worthing.    "Clegg,  Worthing. " 

Observation  Panels— 

Triplex  Safety  Glass  Co.,  Ltd.,  1,  Alhemarlc 
sh-mi,  l'iLVii.lilly,  \.  j  "  Shallerb-, 
Pico    London  "  /      Kegeril  1340. 


C.  Wakefield  &  Co.,  Ltd  ,  Wakefield 
House,  ChenpsiJe,  E  C. 2.  "  Cheery, 
Cent,  London  "    Central  11305  &  13466. 


Parachutes- 

E.    R  Calthroj 
Eldon  Sire 


Aerial  Patei 


Piston  Rings- 


Ring  and  Engineering 
',  Sheffield.  "  Ocean, 
Sheffield  2149 


•    Terryf  Herbert,  &  Son 
"Springs,  Redditch." 

Propellers— 

The  Aircraft  Improveini 
ton   Wor£si  Arlingtt 


ParlasKHi,  South 


1  Co.,  Morning- 


ne   &  Motor 
"  Propellor: 
Ronndhay  .145 


IIIIIIINI,llll|l<lllllll|||||||||i||||||||||||||||M|||||||||||||||||||||||llllllllllll 


iiiiiniiiiiiiiiniiiiiie 


Ehora  Propeller  C 
Tark  Terra  ;e, 
"  Etwra,  Kiu^si 

Inte^r,,!  Projit  ll\r 
Hyde.  London  ' 


Pyrometers— 


,  Rose  Lane,  Norwich,  = 

ich."       Norwich  851.  — 

,   11    &    12.   Surbiton  — 

Xitiijston-on-Thamts  — 

1."  Kingston  672.  = 
a.,  Ltd.,      "  Aviprop, 

in  g.     Kingsbury  ioj  ^ 

."'    Weybridge  530-531.  = 

,  Leeds.    "  Airscrews,  — 

Leeds  2o,47-S.  — 

:ovil.    "  Aircraft,  Veo-  = 

\eovil.i2g.  — 

Kill    CO.,  Lctehworlh,  — 


Rawhide  Hammers— 

ira  Me1th.11>.  1.  Uili  latuls  Leather  Works, 
Aslilon  iin.ler  l.ync.  "  Stephens,  709, 
Ash  ton."  Aslilon  7ogL 

Rigging  for  Aircraft— 

Craiioek,  Geo.,  ,\  Co.,  Ltd.,  WakefieltL 
Enslnnd.    "  Cra-l-^k.  Wakefield." 

Wakelield  466 

Rubber  Tubing  &  Accessories— 


Hai 


K-fc,  Jar 


-,811  5:  3811. 


Safety  Belts- 


city  443a. 

Screw-driving  Machines— 

Russell  Rroi.  1  K..ddit,  li ],  I. id  ,  I.ii lleworth, 
Reddileh.     "  nivmurs  KediUeii." 

Redditeh  74. 

Seaplane  Manufacturers— 

Blackburn  Aeroi>la-te  8;  Motor  Co.,  Ltd., 
Olympia,  L-eds.     "  Propellors,  Leeds." 

Ronndhay  145  1;  lines) 

Phcenix  Dynamo  Manufacturing'  Co.,  Ltd., 
Thornbury,  Uradford.  "  Dynamo,  Brad- 
ford." Bradford  3700   (7  liues). 

Short  Bros.,  Rochester.  "  Seaplanes, 
Koehester."  Chatham  627. 

Superniariiie  Aviation  Works,  Ltd  ,  South- 
ampton "  Sillier  mart  11,  Southamp- 
ton." Woolston  37. 

Searchlights  &  Landing  Lights 

Brown  Bros  ,  Ltd  ,  Great  Eastern  St  ,  E.C.i. 

Imperial  Liybt,  Ltd.,  123,  Victoria  Street, 
London,'  S  W.i.  "  E<librae,  Phone,  Lou- 
don "  J540  Victoria  (3  iines). 

Shock  Absorbers- 
Luke  Turner  &  Co.,  Deacon  Street,  I.eices- 


Noble  = 


Sheet  Metal  Pressings— 

Aceles  S  Pollock,  Ltd  ,  Oldhurv,  Birming- 
ham.   "  Accles,  Oldbury." 

Oldbury  111  (4  lines) 
Blackhurn    Aeroplane   &    Motor  Co.,  Ltd,, 
Olympia,  Leeds.     "  Proi>ellors,  Leeds." 

Ronndhay  .45  (3  lines) 
Ruliery    Owen    f;    Co.,    Darlsiston,  South 


Sheet  Metal  Work— 

The  Acetylene  CorPOCttibn  of  Great  Britain, 
Ltd.,     4Q,     Vict-nia     Street,  S.W.i. 
«■  Flatnmii,  Vic,  Lonloi."         Vic  4830  ' 
Rubery    Owen    &   Co.,    Darlaston,  South 
The  Sclslon  A.  n.  \  Kimineerink'  Co.,  Ltd., 
1,  _  Albemarle    Street,    Pi-.-ea-lilly,    xv. 1. 

Regent  uBi 

Imperial  Ligh^  Ltd.,  123,  Victoria  Street, 
London,  S.W  1.  "  Edibrae,  Phone,  Lon- 
don." Victoria  5540  (3  lines). 

Solder  Manufacturers— 


Upper  Thames 
.conciled,  Cannon, 
City  634a. 


Sparking  Plugs- 
Brown  Bros  ,  Ltd.,  Gp: 
Lodce  Sparking  Pbi; 

The  Robinhood  Engi 


■n  St.,  E.C.i 
.tel. ,  Rugby. 

Rugby  135. 
Works,  Ltd., 
le,  S.W  15. 
Mak-rs  of  KI.G  Plugs.  "  Kaelgee, 
Phone,  Loudon." 

Putney  3132-3. 


Illllllltlllilllllllllli  Mllllllllllllllllll  lllllNlllllMllllllllllllHlllllllillllllllliiuiiiCT 


9H     (SupplementtoTHEAER0PLANE,  Aeronautical  Engineering  September  3,  i9i9 

66  The   Aeroplane "    Buyers'  Guide.-ayun'm/eo. 


Springs- 
Dart  Spring  Co.,  West  Bromwich.    "  Dart, 
West  Bromwich.'1    West  Brornwich  322. 
ferry,  Herbert,   <\:   Sons,   Ltd.,  Kedditch. 
•'  Springs,  Kedditch." 

Kedditch  61  (3  lines) 

Steel- 
Allen,    Edgar,    &     Co.,    Ltd.,  Sheffield. 

"  Allen,  Sheffield."  Sheffield  4607. 

Bro-»vn  Bros  ,  Ltd.,  Great  Eastern  St.,  E.C.i. 
Filth,  Thos.,  &   Sons,  Sheffield      "  Firth, 
Sheffield."  Sheffield  3230  to  3237. 

Jonas  8.  Colver,  Ltd.,  Continental  Steel 
Works,   Sheffield.     "Jonas,  Sheffield." 

Sheffield  4660 

Nieklin,  Bernaid,  &  Co.,  Birmingham. 
"  Bernico,  Birmingham." 

Smith  n  iek,  224. 

Spear  &  Jackson.  Ltd.,  /Etna  Works,  Shef- 
field.    "  Spear,  Sheffield." 

Central  4522-3-4. 

Steel  Tjbes  for  Aeroplanes— 

Accles  i  Pollock,  Ltd  ,  Oldbury,  Birming- 
ham.   '•  Accles,  Oldbarv." 

Oldbnry  111  (4  lines) 

Tapes  and  Smallwares— 

MacLeiman,  John,  .&  Co.,  30,  Newgate 
Street,  E.C.i.   And  at  Glasgow. 

City  3115. 

Timber— 

Hopto'i  &  Sons,  George  Street,  Euston 
Square,  »London,  N.W.I.  "  Hoptons, 
Eusquare,  London      "        Museum  496. 

Also  at  Market  llarborough,  Leicester- 
shire.   "Hoptons,  Market  Harborough." 

Market  Harborough  13. 


Time  Discipline  Apparatus- 
Gent     &     Co,     Ltd.,     Faraday  Works, 
Leicester.     "Lodestohe,  Uficeste'," 

National  151  (two  lines) 


Tools— 

Richard  Mather  Si  Son.    Shoreham  Street 
Works,  Sheffield 

Sheffield  4349. 


Turnbuckles— 

isrowu  Brus.,  Ltd.,  Great  Eastern  St.,  E.C.i. 
Kubery    Owen    .S:    Co,     Darlaston,  South 

Staffs. 


Tyres  and  Wheels— 

The     rainier     Tyre,     Ltd.,  Shaftesbury 
Avenue.    "  Tyricord,  Westceut." 

Gerrard  1214  (5  lines). 


Undercarriages- 
Thompson  Bros.  iBilston),   Ltd.,  Bradley, 
Bilston,   England.     "  Thompson  Bros., 
Biktou."  Bilston  10. 


Varnishes— 

The  British  Emaillite  Co.,  Ltd.,  30,  Regent 
Street,  S.W.i.  "  Ridleypren,  1'iccy, 
London."  Gerrard  2Scr. 

Thomas  Parsons  &  Sons,  315  &  317,  Oxford 
Street,  London,  W.i.  "Varjap,  Phone, 
London."  Mayfair  6347  (3  lines). 

Robt.  Ingham,  Clark  &  Co.,  Ltd.,  West 
Ham  Abbey,  B.15.  "  Oleotine,  Strat, 
London."  East  955. 

Harland,  W.,  X  Sou,  Merton,  London. 
S.W.19.    "  Harlan  1,  Wimbledon  45  " 

Wimbledon  45  and  1395 

Naylor  Bros.,  Ltd.,  SouthaU,  Middlesex. 
**  Naylor,  SouthaU."  Southall  30. 


WasherS- 
Terry,  Herbert,   &  Sons,  Ltd  ,  Kedditch 
"  Springs,  Kedditch."  Redditch  61 


Welding  and  Cutting  Plant— 

Acetylene  Corporation  ot  Oi\at  Britain, 
Ltd.,  The,  49,  Victoria  Street,  West- 
minster, S.  W  1.  "  1'lamma,  Vtc, 
London  "  Vic  4830. 

Imperial  Light,  Ltd  ,  123,  Victoria  Street, 
London,  S.VV'r  "Edibrac,  Phone, 
London."  Victoria  3540  (3  lines). 


Welding  Repairs- 
imperial  Light,  Ltd  ,  123,  Victoria  Street, 
London,     S.W.i.     "  Edibrac,"  Phone, 
London."  Victoria  3540  (3  lines). 


Wind  Shields— 

Auster,  Ltd.,  133,  Long  Acre,  W.C.  "  Win- 
flector,  London  ''  Regent  5910 

Triplex  Safety  Glass  Co.,  Ltd.,  1,  Albemarle 
Street,  Piccadilly,  W.i.  "  Shatterlys, 
Piccy,  London."  Regent  1340. 

Wire  GaUZe- 
Greening,  N.,  &  Sons,  Ltd  ,  16,  Finsbury 
Street,     London.     E  C  2       "  Setscrew, 
Finsquare^  London."   London  Wall  1082 


Wire  and  Cables— 

Bruntons,  Musselburgh,  Scotland.     "  Wire- 
mill,  Musselburgh."      Musselburgh  28. 
'  Cradock,    Geo.,   &    Co.,    Ltd,  Wakefield. 
England.   "Cradock,  Wakefield." 

Wakefield  466  (3  lines). 

Wirework— 

Terry,   Herbert,   &   Sons,   Ltd,  Redditeh. 
"  Springs,  Redditch  "  Kedditch  61. 


Woodworking  Machinery— 

Sagar,  J,  X  Co.  Ltd,  Halifax  "Saw- 
tooth," Halifax."  Halifax  136. 

Wadkin  &  Co.  Leicester  "  vv...  id  worker, 
Leicester  "  LAict-sfer  3614. 


High  Speed  Routing,  Carving 
and  Recessing  Machine 

This  Machine  is  used  for  grounding  or 
routing  out  the  surplus  material  in  sunken 
moulded  panels  and  carvings  all  kinds  of 
light  trenching,  recessing,  boring,  etc.,  and 
is  particularly  useful  for  Aircr  ft  Factories. 
It  is  made  in  different  sizes  fitted  with 
different  kinds  of  sliding  tablts,  and  we 
shall  be  pleased  to  send  full  particulars  of 
the  various  Machines  on  request. 


Full  particulars  or   othe,    Wood -working  Machines 
specially    suitable    for  Aircraft  Factories    will  be 
gladly  sent  on  request. 


J.  SAGAR  &  CO.,  Ltd.,  ?MSS5p  HALIFAX,  Eng. 

LONDON  OFFICE:   60,  Watling  Street,  E.C. 


BIRMINGHAM    OFFICE:   Chamber  of  Commerce  Buildings,   New  Street. 


KINDLY    MENTION    "THE    AEROPLANE"    WHEN    CORRESPONDING    WITH  ADVERTISERS 


September  3,  19 19 


Afc/onautical  Engineering 


(Supplement  to  The  Aeroplane.) 


915 


By  LIEUT.-COLONEL  N.  J.  GILL,  C.B.E,  M.C. 
THE   AERIAL   ARM:    Its  Func- 
tions and  Development. 

With  an  Introduction  by 
Major-General  Sir  W.  SEFTON  BRANCKER,  K.C.B.,  A.F.C. 
6s.  6d.  net,  7s,  post  free. 


Contents  : — Chap.  i. — The  Atmosphere.  n, — Airships. 
M- — The  Aeroplane.  I  v. —Progress  in  Aeroplane  Design, 
v. — The  Evolution  of  Types,  vi. — Navigation  of  the  Air. 
vii. — The  Military  Use  of  Aeroplanes,  vii'l.- -Co-Operation* 
Afloat. — ix. — Air  Power. 


By    A.  S. 

PLAIN  IMPRESSIONS. 

WITH  AN  INTRODUCTION  BY  C.  G.  GREY. 
Crown  8vo.  2s.   6<J.  2s-    3d.  post  free. 


G.  BUTLER. 


Mr.  Butler,  a  grandson  of  Josephine  Butler,  an  architect 
by  profession,  became  an  artillery  officer,  and  in  this  de- 
lightful little  volume  gives  his  plain  but  very  graphic  im- 
pressions of  warfare  on  the  Western  Front. 


By  C.   SYLVESTER,    A.M  I.E.E. 

THE     DESIGN    AND     CON  STRUG*  A  popular  yet  expert  and  exhaustive  book  on  Aero  Engines- 

TION   OF  AERO   ENGINES.  i£e ^tLTrelt  Mr'  Sy,vest€r  su">lies  the  ™- 

WITH  £  DIAGRAMS,   6s.  net.    6b.  6d.  post  free 

By    MAJOR   J.   T.    B.   McCUDDEN,  V.C.,    D.S.O..    M.C.,  M.M.    and   Croix   de  Guerre. 
FIVE      YEARS      IN      THE      R.F.C.  °f  Major  McCudden's  book  The  Morning  Post  says  it 

FULLY   ILLUSTRATED.  is  «' pithy  and.  picturesque.  "    "Thfc  cavalry  of  the  air.  has 

had  no  more  complete  exponent."    In  the  opinion  of  The 
7b.   6d.    net.  8s.    post    free.  Times  McCudden  "  seems  to  have  had  all  the  experiences." 


THE    RED  AIR 


By  CAPTAIN 
FIGHTER. 


BARON  VON  RFCHTHOFEN. 


FULLY  ILLUSTRATED. 
3s.    6d.  net.  3s. 


2nd  EDITION. 
9d.   post  free. 


By  CAPTAIN   R.  H. 
FLYING  COLOURS. 

20  Pictures  in  Colours  of  a  Year  in  the  R.F,C    EDITION  DE 
LUXE,  £2  2s.      POPULAR  EDITION,  15s.  net. 


McCudden  only  met  Richthofen  once  in  the  air.  He 
had  a  very  high  opinion  of  the  German  air  fighters,  and 
his  tribute  to  their  qualities  lends  a  new  and  peculiar  irr 
terest  to  Richthofen 's  narrative. 


V 


M.   S.    SAUNDBY,  M.C. 


With  an  Introduction  by  Major-Gen.  E.  B.  Ashmore,  C.B., 
C.M.G.,  who  says  :  "The  series  may  be  relied  on  as  giving 
a  very  true  and  vivid  idea  of  things  as  seen  by  a  pilot  in 
action." 


THE    L.S.D.  OF 


6s.  net. 


By  CAPTAIN 
FLYING. 

6s.   4d.   post  free. 


ARTHUR  SWINTON. 


Captain  Swinton  reduces  much  of  the  eloquence  of  the  past 
few  months  on  the  future  of  civil  aviation  to  the  practical 
test  of  £  s.  d. 


By  STEPNEY 

HOW  AN  AEROPLANE  IS  BUILT 

2nd  EDITION.      Ss.  net.      5s.  3d.  post  frae. 


BLAKENEY. 

Mr.  Blakeney  is  not  a  theorist,  but  a  worker.  His  book 
will  be  useful  in  every  factory  where  aeroplanes  are  being 
built. 


WITH  APOLOGIES 
THE     REVELATIONS    OF  ROY 

2nd  EDITION.        Is.  net.         Is.  3d.  post  free. 


TO  ARTEMAS. 

One  Roy  is  an  Air  Mechanic  :  he  writes  "  concerning  the 
things  he  did  and  the  things  he  left  undone  in  the  days 
when  there  was  war:"  His  satire  is  worthy  of  the  Scribe 
to  whom  he  makes  due  apologies. 


Order  through  a  bookseller  or  on  the  form  below.    Strike  out  books  not  required.    Amount  covers  postage. 


ORDER  FORM. 


'  FLYING  COLOURS 


J  Edition  de  Luxe 
I  Popular.         .  • 
I  FIVE  YEARS  IN  THE  R.F.C." 
'THE  AERIAL  ARM" 
♦THE  DESIGN  OF  AERO  ENGINES  " 
4  £  S.  D.  OF  FLYING." 
•HOW  AN  AEROPLANE  IS  BUILT" 
' THF  RED  AIR  FIGHTER.".. 
f  PLAIN  I MPRESSIONS  " 
•THE  REVELATIONS  OF  ROY"  .. 

Amount  enclosed  £ 


2  0 
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3  9 
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I  3 


To  "  THE   AEROPLANE  "  &  GENERAL  PUBLISHING 
CO.,  LTD., 
61,  Carey  Street,  W.C.2. 

Na.me  

Address   ■ 

,  Oaie  ^.    \  ......  


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g\6 


(Supplement  to  The  Aeroplane 


,  Aeronautical  Engineering 


September  3,  1919 


Steel  tubing  for 

every  purpose 


T^7E  can  supply  from  stock  weldless  steel  tubing  in  a  very 
wide  assortment  of  sizes  and  gauges,  steel  tubing 
made  in  the  largest  weldless  tube  mill  in  the  world — tubing 
than  which  there  can  be  none  better  bought  to-day.  As 
steel  tube  manufacturers,  as  tube  manipulators,  and  steel 
pressworkers,  we  have  a  world-wide  reputation  for  all-round 
excellence. 

All  the  N.S.  airship  car  framework  was  built  by  us.  Our 
long  and  unique  experience  is  at  your  service.  We  solicit 
your  enquiries  in  regard  to  any  problem  of  tubular  or  press- 
work  construction. 


Have  you  yet  had  our  list  of  "Apollo"  tubular  box  spanners? 

We  make  a  complete  and  most  useful  range,  and  will  gladly 
send  illustrated  and  descriptive  list  on  application. 

ACCLES   &   POLLOCK,  LTD., 

Oldbury,  Birmingham. 

Telegrams :  "Accles,  Oldbury.  Telephone:  Oldbur    in  (4  nes) 

Code  A. B.C.  5th  Edn.  and  Marconi 


is  mamly  a  question  of  organisation  and  choice  of 
flying  stock.  As  to  the  second  factor,  the  B.A.T. 
Company  can  be  of  unusual  assistance. 

For  instance,  we  are  the  first  people  out  with  a 
purely  commercial  model  (not  a  modified  war  type) — 
the  B.A.T.,  F.K.26  — the  machine^  with  the  largest 
cargo  space  and  load  capacity  for  its  overall  size 
and  power  yet  produced/. 

Here  are  some  interesting  points  concerning 
F.K.26  :— 


ENGINE.— Rolls-Royce  Eagle  PHI. 

SPEED: -45-no  mp.h.~ 

CABIN  : — Is  clear  of  any  transverse  cross 
bracings  or  other  obstruction,  and  measures 
8  ft.  oy  ft.  3  in  .  by  6/1.  —  this  in  a 
macfl  ne  of  only  lift,  overall  length.  Direct 
entry  off  ground?  through  ordinary  door. 

LOAD :  — With  600  mile  range  of  fuel 
— 2,000  Ihs. 


FUEL  COST  AT  FULL  LOAD:  T1 

pence  per  mile. 

CHASSIS  : — A  sturdy  jib,  sprung  by  an 
unique  combi  a.  ion  of  oleo  and  rubber  shock 
absorbers. 

TAIL:— Can  be  trimmed  in  flight  fro-n 
pilot's   seat —  st  ering   and  prac  ically  un- 


seat- 
brcakable  tail  skid. 

GENER AL 

Straightforward  — 
recondition. 


CONSTRUCTION :- 
simple    to    repair  and 


A  series  of  th;se  machines  is  in  production.  5 

Governments   and   prospective  owners   desiring  a  = 

fleet  of  these  machines — or  a  single  one — are  invited  = 

to  forward  their  enquiries.  = 


Complete  particulars  on  application  to :— 


British  Aerial  Transport  Q>  LTg 

38, CONDUIT  STREET.    LONDON  W.I.  | 


IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIHIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIMMIIIII^ 

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September  3,  1919 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplane.) 


917 


B 


m 

13 


B 


23 


No.  9. 

Petrol  Proof 
Cement. 

We  stock  Super  Cement  at  our  numerous 
Wharves  and  Depots  in  and  around  London. 

This  Cement  is  proof  against  the  penetra- 
tion of  Petrol,  and  is  used  for  the  construction 
of  Petrol  Storage  Tanks.  A  Cement  that 
will  withstand  the  penetration  of  Petrol  will 
as  assuredly  withstand  the  percolation  of 
Water  through  damp  walls. 

€J  We  have  the  largest  stock  of  firebricks,  pipes  and 
sanitary  goods,  Portland   Cement,  building  bricks, 
tiles,  etc.,  and  can  give  the  promptest  delivery  by  our 
•       own  motor  lorries. 

Established  1857. 


B 


B 

B 
H 
B 
8 
B 


a  H  SAN  KEY  &  SON  IZP 


Telephone  : 
0  East  1061. 


HEAD  OFFICE:-  Essex  Wharf.  Canning  Town,  London.  E.16.         c  .  T'''e,a*"  •- 

ianJ?ey,  Lanning  (own. 


■■■iiffisseiiifiiBB!sei»MBeiiiii3@iig§§iBasi@@iiseiiBiBiBi 


SAMUEL 

Telegrams  :  Reconcile  1  Cannon,  London. 

Metals 

MILD  STEEL  SHEETS 

SPECN.  S3  &  9A. 
Passed  &  Stamped  A.I.D. 

BEST  CHARCOAL 
TINNED  &  LEAD 
COATED. 

BLACK  C  R  and  C/A 
SHEETS. 

GALVD.  SHEETS. 

Immediate 

^Manufacturers  of  Solder 


MERCER  &  CO., 


"Proprietor    S.  J.  MERCER. 
Telephone  :  City  6342. 

for  Aircraft. 

BRASS  AND  COPPER 
SHEETS. 

SOLDER.  INGOT  TIN. 

WELDING  WIRE. 
COPPER  BITS,  ETC. 

LARGE  STOCKS  IN  OUR 
OWN  WAREHOUSE. 

Deliveries. 

for  all  purposes. 


198,  UPPER  THAMES  ST.,  LONDON,  E.C.4. 


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9i  i 


(Supplement  to  The  Aeroplane.) 


Aeronautical  Engineering 


September*  3,  1919 


FSTABLISHED  1799. 

N.  GREENING  &  SONS, 

LIMITED, 

MANUFACTURERS, 

WARRINGTON  AND  LONDON. 


WOVEN  WIRE 
W,RE  GAUZE 
SIEVES  AND  RIDDLES 
PERFORATED  METAlS 
WIRE   GUARDS  AND 
WIRE    WORK  OF 
EV^RY  DESCRIPTION. 


SPECIAL  W'RE  GAUZE  . 

FOR 

OIL  AND  PETROL 
STRAINING. 

LONDON   WAREHOUSE  :— 

16,  FINSBURY  STREET,  E.C2. 


Are  blended  by  a  special  pfocess  which  is  the  result  of  the 
combined  experience  of  many  experts.  I.L.O.  Aero  Oil 
ensures  maximum  lubrication  with  minimum  carbonisation. 
It  is  remarkable  for  its  low  setting  point  and  wonderful 
efficiency  at  all  temperature-:. 

1  L.O.  Aero  Oil  is  in  use  wherever  flying  is  permissible 
— references  to  manv  well-known  users  are  permitted  and 
names  will  be  supplied  on  request.  - 


7elegrams:  D1COTTO,  FEN.  LONDON. 


C.V&  S.  16. 


WB.  DICK  &  C?  II?      9Q,  FEN  CHURCH  ST,    LONDON,  E.C.5 

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SEPTEMBER  3,  1919 


Aeronautical  Engineering  (Sn^em«t  to  t»  a*«>™™.>  919 


fit 


I~£ssss-s-//s'/x/sys'/,   _   


That  MARK 

is  symbolic  of  a  service  which,  in  the 
transmission,  distribution,  and  appli- 
cation of  ele  tricity,  has  behind  it  an 
experience  extending  over  40  yejrs.  It 
stands,  too,  for  an  organisation  which 
is  responsible  for  the  production  of 
Cables  of  every  kind,  overhead  lines 
and  line  material,  transformers,  switch 
gear,  instrument-,  motors,  dynamos, 
arc  lamps,  and  lighting  accessories. 

Last  y,  it  is  recognised  throughout  the 
World  as  the  mark  adopted  by  the 
pioneers  in  all  that  makes  for  pr<  gress 
in  the  adaptation  of  electricity  to 
commerce. 

Let  a  J.  &  P.  expert  discuss  your  pro- 
blems vv.th  you. 


JOHNSON  &  PHILLIPS  LTD. 

C  .ble  Makers  and  Electrical  Engineers  tince  '75. 

CHARLTON,  LONDON,  S.E.7. 

City  Offices  :  12,  Union  Court,  Old  Broad  St.,  E.C.2. 


WHERE    FLYING    MEN  ARE 
FITTED  OUT. 


The  Dunhill  "Plane 
Coat. 


The  R.A.F.  "  Plane "  Coat  is  made  on  the  best 
corm  Trench  Coat  design,  in  heavily  proofed  Twill  of 
che  favourite  Khaki  Mixture,  or  in  Blue-Grey  Twill. 
Unlined,  for  Summer  wear,  the  price  is   ...        i  Gns. 

Lined  Check,  with  oil-cambric  inter-lining      5%  Gns. 

With  superfine  pure  heavy  fleece  detach- 
able lining     ...       ...       ...    7  Gns. 

Call  in  at  our  well-known  "  BASE  "  in  CON- 
DUIT STREET,  or  a  post  card  will  bring 
vou  patterns  and  self-measurement  form. 


Dunhill 


L1M1  TEu. 


2,  Conduit  St.,  Regent  St.,  London,  W. 
Glasgow :  72,  Vincent  Street. 


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The  Original  NON-POISONOUS. 

Titanine  Dope 

is  strongly  recommended  for 

PRIVATE  and  COMMERCIAL 

AEROPLANES. 


Absolutely  unequalled  for  Durability. 


There  is  no  CONTROL  on  Dope  for  the 
above  types  of  machines. 


Titanine  is  the  most  economical  and  offers  the 
greatest  resistance  to  flame. 


Complete  Doping 

PROMPT  *IPirer  c  1 

schemes 


DELIVERIES.  r 

submitted  on  application. 


TITANINE  LIMITED, 

175,  PICCADILLY,  Telegrams: 

GerrarJ2312.  LONDON,   W.  1 .  ^Tondon.^' 


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September 


3»  1919 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplane.) 


921 


AMERICAN  ENGINE  TESTS  UNDER  HIGH  ALTITUDE 

(Continued.) 


CONDITIONS 


General  Nature  of^Research  Undertaken. 

The  problem  first  presented  ly  the  National  Advisory  Com- 
mittee for  solution  by  the  use  of  the  Altitude  Laboratory  was 
that  of  the  performance  of  different  grades  of  gasoline  at  high 
altitudes  in  typical  aircraft  engines.  The  Lubrication  Division  of 
the  Signal  Corps  requested  also  the  preservation  of  samples  of  the 
lubricating  oil  to  determine  the  effect  of  fuel  composition  and  of 
altitude,  on  the  deterioration  of  such  oils.  A  staff  of  two  or 
three  men  were  detailed  by  the  Lubrication  Division  to  assist  in 
securing  the  desired  data. 

As  different  grades  of  fuel  affect  engine-power  and  perform- 
ances only  to  a  very  slight  extent,  the  satisfactory  solution  of  this 
problem  tequired  the  highest  possible  accuracy  in  obtaining  com- 
plete data  on  engine  performance,  as  previously  outlined.  Thus, 
a  practice  was  established  by  which  all  the  me;  surements  jf 
power,  speed,  fuel  consumption,  barometric  pressure,  air  and 
water  flow,  temperature,  and  pressure,  provided  for  by  the  appa- 
ratus, are  customarily  made,  no  matter  what  is  the  immediate 
purpose  of  the  test  in  hand.  The  result  is,  in  addition  to  the  data 
directly  desired,  an  accumulation  of  valuable  supplementary  data 
■on  engine  performance,  much  of  which  has  not  yet  been  analysed 

Observations  have  been  made  to  determine  specifically  the  fol- 
lowing relations  : — 

1.  Horse-power-altitude  relation  lor  engines  at  normal  speed. 

2.  Horse-power-speed  relation  at  a   range  of  altitudes 
.20,000  feet. 

3.  Horse-power-compression  ratio  for 
pression  ratios  of  4.7,  5.3,  and  6.2  to  1 
to  30,000  feet. 

4.  Horse-power-inlet  air  temperature 
altitudes. 

5.  Effect  of  variation  of  intake  pressure  on  horse-power  at  a 
range  of  altitudes,  to  simulate  the  effect  of  supercharging  equip- 
ment. n  1 

6.  Effect  of  exhaust  back 
limited  range  of  pressures. 

7.  Mechanical  losses  at  various  speeds, 
■temperatures. 

8.  Metering  characteristics  of  a  number  of  different  types  of 
•carburetters,  with  and  without  altitude  compensation  or  control 
for  the  full  range  of  speeds  and  altitudes. 


as  up  to 

normal  speed,  using  com- 
at  a  range  of  altitudes  up 

at  a  range  of  speeds  and 


pressure  on 


''crsir-power,  over  a 
altitudes,  and  engine 


9.  Optimum  mixture  ratios  for 


maximum  power  over  the  range 


■of  speeds  and  altitudes,  with  several  different  carburetters. 

to.  The  performance  of  a  number  of  ajtcmalic  and  hand- 
operated  altitude  compensation  devices  for  different  carburetters. 

11.  The  total  heat  distribution  for  all  speeds  and  air  den  .iti^s 
at  full  throttle. 

12.  The  performance  of  special  luels;  "Hector,"  a  combination 
of  cyclo-hexnne  and  benzol  ;  'Alco-gas,"  a  combination  of  alcohol 
benzol,  gasoline,  and  other,  at  a  compression  ratio  of  7.2  to  1.  ' 

Other  relations    have   been  investigated   from    time    to  time 
Moreover,  the  detailed  records  taken  for  each  test  include  much 
information  bearing  on  other  characteristics  of  engine  perform- 
ance, such  as,  for  instance,  the  behaviour 
of  spark  plugs  and  ignition  systems  under 


engines  for  test  purposes  when  it  is  not  necessary  to  conduct  the 
test  at  other  than  ground  conditions. 

A  space  is  provided  in  the  centre  of  the  floor  plan  for  the  instal- 
lation of  either  a  drum  or  tractor  type  dynamometer,  on  which  to 
test  motor  vehicles  and  transmission  assemblies.  The  power  de-, 
livered  to  the  drums  or  caterpillars  may  be  transmitted  by  chains 
to  two  electric  dynamometers.  Like  the  ones  for  the  Altitude 
Laboratory,  they  are  arranged  with  extension  bed-plates,  so  that 
they  may  be  used  to  test  separate  engines  when  required. 

A  third  dynamometer  with  a  capacity  of  50  horse-power  is 
arranged  for  coupling  to  any  type  of  small  engine  or  to  the  drive- 
shaft  of  a  rear  axle  assembly  for  test  purposes. 

The  exhaust  gases  from  the  different  engines,  except  those  in 
the  altitude  chambers,  will  pass  to  an  underground  duct,  from 
which  they  will  toe  withdrawn  by  an  exhaust  fan  discharging 
through  a  pipe  in  the  roof. 

For  about  one-third  of  its  length  at  the  east  end  the  buliding 
is  divided  into  a  basement,  main  and  mezzanine  floors.  In  the 
basement  is  placed  the  refrigerating  plant  for  the  Altitude  Labo- 
ratory, with  space  left  for  other  machinery.  The  north  side  of 
this  portion  of  the  main  floor  is  occupied  by  the  machine  shop, 
designed  to  care  for  all  the  ordinary  repairs  to  the  plant  and 
engines.  On  the  south  side  are  located  the  office,  toilet  and  wash- 
room, and  the  tool  and  store-room.  The  mezzanine  floor  is 
divided  into  two  laboratory  rooms,  which  ma\  be  used  for  any 
of  the  lighter  testing  apparatus. 

The  plant  will  be  equipped  with  travelling  chain  hoists  for  the 
convenient  handling  of  engines  and  other  apparatus,  and  with 
the  necessary  work  benches,  etc. 

It  is  planned  to  have  the  laboratory  in  running  order  this 
summer. 

The  Variation  of  Power  with  Height. 

Of  the  experiments  carried  out  in  the  Altitude  Laboratory  before 
described,  the  subject  of  the  first  report  yet  published — No.  7 — is 
the  variation  of  engine  horse-power  with  altitude,  and  with  vary- 
ing compression  ratios. 

The  series  of  tests  upon  which  this  report  is  based  were  made 
u/pon  an  8-cylinder  150  h.p.  Hispano-Stiiza  engine  built  by  the 
Wright-Martin  Aircraft  Corporation.  For  the  purposes  of  these 
tests  this  engine  was  furnished  with  three  sets  of  pistons,  giving 
compression  ratios  of  4.7  (low),  5.3  (high),  and  6.2  (extra  high) 
respectively. 

The  engine  was  run  throughout  on  a  single  grade  of  fuel 
(Grade  X),  and  with  a  Claudel  carburetter  adjusted  by  hand  to 
give  maximum  power  under  each  set  of  conditions. 

All  tests  were  made  at  an  approximately  uniform  speed,  and 
all  results  were  corrected  to  a  standard  speed  of  1,500  r.p.m. 

In  the  earlier  tests  the  horse-powers  were  corrected  to  0°0, 
while  in  the  later  ones  they  were  corrected  to  standard  tempera- 
tures for  given  barometric  pressures,  that  is  to  say,  to  the  stan- 
dard temperature,  which,  in  conjunction  with  the  barometric 
pressure,  correspands  to  a  given  altitude  in  the  standard — or  aver- 
age— atmosphere. 

Thus,  these  later  tests  were  carried  out  under  conditions  simu- 
lating those  of  certain  definite  "standard"  altitudes. 


conditions  of  low 
perature. 

The  New 


air  pressure  and  tem- 


15  o 


(40 


130 


110 


100 


Dynamometer  and  Altitude 
Laboratory. 

As  has  been  previously  stated,  the  Alti 
tuds  Laboratory  will  soon  be  housed  in  a 
permanent  building,  which  is  being  '20 
erected  near  the  present  temporary  struc- 
ture. Ths  new  building  has  a  rectangular 
floor  plan  measuring  50  ft.  by  150  ft.,  and 
is  constructed  of  brick  and  concrete  in  a 
thoroughly  substantial  manner. 

This  building  will  contain  two  altitude 
chambers  upon  similar  lines  to  the  one  de- 
scribed. In  testing  a  single  large  engine 
at  high  altitudes  the  doors  between  the 
two  chambers  may  be  left  open,  which 
permits  the  use  of  the  two  vacuum  pumps 
arid  banks  of  cooling  coils,  thus  greatly 
increasing  the  capacity  of  the  plant. 

In  connection  with  one  of  the  chambers 
two  300  horse-power  electric  dynamome- 
ters, and  with  the  other  one  400  horse- 
power dynamometer  will  be  used.  The 
foundations  of  the  dynamometers  are  pro- 
vided with  extension  bed-plates  at  the  ends 
opposite  the  chambers,  on  which  to  mount 


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Aeronautical  Engineering 


September  3,  1919 


Actually  four  such  "standard"  altitudes  were  simulated  in  these 
later  tests — as  shown  in  the  following  table:  — 


Barometric  pressure 
in  centimitres  of 
Mercury. 

62.1   

49-8   

37-6   


Temperatures 
in  Degrees 
Cent. 


IC.  I 
 O.I 

— IS- 1 


*5-6    —36.6 


Approx  mate 
altitud  in 
feet" 

•  S.50O 

19,200 
29,600 


The  figures  for  altitude  are  computed  from  the  formul 


H  —  62.900  log  I0 


obtained  from  the  Smithsonian  Meteorological  Tables  for  1907, 
page,^  100,  in  which  H  is  tihe  altitude  in  feet,  and  P  is  the  atmo- 
spheric pressure  in  centimetres  of  mercury. 

This  formula  is  slightly  different  from  certain  expressions  in  use 
in  this  country,  but  the  differences  are  relatively  unimportant. 

The  general  result  of  these  tests  is  exhibited  in  the  curves  shown 
herewith. 

Fig.  1  gives  the  effective  h.p.  of  the  particular  engine  with  low, 
high  and  extra  high  compression  ratios  corrected  to  a  femperature 
of  0.°C.  plotted  against  barometric  pressure  in  cms.  of  mercury. 

Fig.  2  shows  (Curve  B)  the  experimentally  determined  tempera- 
ture correction  to  be  applied  in  order  to  reduce  the  developed  h.p. 
at  any  actually  observed  temperature  to  the  h.p.  which  would  be 
developed  at  0.°C.  Upon  the  grounds  of  elementary  theory  the 
h.p.  developed  by  an  internal  combustion  engine  under  varying 
atmospheric  conditions  should  be  directly  proportional  to  the  air 
density,  which  is  in  its  turn  (a)  directly  proportional  to  the  baro- 
metric pressure,  and  (b)  in  inverse  proportion  to  the  absolute  tem- 
perature. 

The  temperature  correction  factor  (Fo  in  the  figure)  should  thus 


be  Fo  =  m±} 


273 


where  t  is  the  observed  temperature  'Cent.). 


This  theoretical  factor  is  plotted  on  Fig.  2  (Curve  A)  and  will  be 
seen  to  diverge  considerably  from  the  experimental  results. 
These  show  that  Fo  in  practice  follows  the  equation 


-2*5    -2>0  -15 


FO: 


529  +t 
529 


Fig.  2. 


and  that  the  developed  h.p.  rises  at  a  slower  rate  with  increase  in 
temperature  than  does  the  air  density. 

F'g-  3  gives  the  ratio  of  the  horse-power  of  the  engine  fitted  with 
A,  low  compression,  B,  high  compression,  and  C,  extra  high  com- 
pression pistons,  at  various  standard  altitudes  to  the  horse-power 
developed  at  standard  sea  level  and  at  1,500  r.p.m.  with  the  high 
compression  (ratio  5.3  to  1)  pistons. 

The  curves  of  Fig.  4  illustrate  the  variation  in  horse-power  with 
compression  ratio  at  different  altitudes. 

The  horse-power  developed  with  the  5.3  or  "high"  compression 
ratio,  at  the  different  altitudes,  was  taken  as  100  per  cent.,  and 
the  other  two  compression  ratios  were  plotted  as  percentages  of 
this  curve.  As  will  be  seen  upon  examination,  the  gain  in  horse- 
power due  *"o  "extra-high"  over  "high"  compression  amounts  to 


FSET  2000  4000 

METERS      610  1219 


6000    8000    10000    leooo  14000    14.000    18000  eoooo  ztooo  a4ooo  ««ooo  eaooo 
243&     304&     3GS&     4E&7      4877      54»&    6036    6106     1315     1925  &534- 


Fig.  3. 


but  2.8  per  cent,  at  5,000  feet,  while  it  increases  to  nearly  5.8  per 
cent,  at  30,000  feet.  Likewise,  the  decrease  in  horse-power  due 
to  "  low  "  compression,  while  only  3.3  per  ce.it.  at  5,000  feet, 
amounts  to  about  7.3  per  cent,  at  30,000  feet. 

It  is  evident,  therefore,  that  the  value  of  high  compression  is 
more  apparent  at  high  than  at  low  altitudes. 

It  should  be  pointed  out  that  any  comparison  of  absolute  horse- 
power for  the  different  compression  ratios  may  be  mis- 
leading as  the  engine  conditions,  such  as  fit  of  piston  and 
rings,  condition  of  valves,  etc.,  were  not  the  same  in  each  case. 
However,  the  manner  in  which  the  horse-power  varies  with  baro- 
metric pressure  in  each  case  may  be  taken  as  characteristic  for 
the  given  combination  of  engine,  carburetter,  and  fuel  with  a 
given  compression  ratio. 

The  rate  at  which  the  engine  h.p.  of  an  aeroplane  decreases 
with  height  is  an  important  factor  in  the 
estimate  of  the  limiting  height  which  an 
aeroplane  can  reach  and  in  predicting  the 
rate  of  climb  possible  at  high  altitudes.  It 
has  been  usual  to  assume  that  the  h.p. 
variation  was  directly  as  the  air  density, 
i.e. ,  dii  ectly  as  :  — 

Ph  x  273  +  to 
~Po    273  +  m 

where 

P11  =  Barometric  pressure  at  height  H 
Po  =  Barometric  pressure  at  sea  level 
tH  =  Temperature  (Cent.)  at  height  H 
to  =  Temperature  (Cent.)  at  sea  level. 

and  to  then  introduce  some  factor,  based 
on  experience  or  guesswork  to  allow  for 
the  known  inaccuracies — sucl?  as  the  fact 
that  some  portion  of  the  mechanical  losses 
in  the  engine  were  independent  of  the  air 
density,  and  that  with  very  low  tempera- 
ture of  fuel  and  air  there  were  considerable 
heat  losses  in  warming  these  up  to  com- 
bustion temperatures. 

The  result  of  these  tests  is  to  give  a 
definite  expression  for  the  variation  in 
h.p.  with  alteration  in  barometer  and  tem- 
perature of  one  particular  type  of  engine — 
which  is  probably  fairly  accurate  for  the 
generality  of  water-cooled  engines. 
This  expression  would  be  : — 


September  3,  igig  Aeronautical  Engineering  ,6„plem»t,oT„A„TO1  923 


TRANSITIONS 
TRANSIT 


No.  4. 


The  South  African 
Ox  Wagon. 


mbering,  jolting,  squeaking  along, 
the   old    Buck    Wagon  treks  its 
cumbersome  way  across  the  high 
2ldt — Discomfort  to  the  uttermost 
ng   of  the   word.      The  stifling 
heat.       The    rough    track.        The  flies. 
The  unintelligible  jargon  Tom  the  kaftir 
driver.     Oxen   straining  at  the   yoke  to 
keep    the    two-mile-an-hour    pace  going. 

All  jarring  one's  nerves  for  hours  on 
end.  Yet  for  generations  such  mode 
of     transport     has     held     its  own! 

But  now  at  last  a  rival  appears  on 
the  scene  —  a  rival  that  brings  comfort 
and     speed  —  the  Aeroplane! 

The  machine  illustrated  above  is  the  Nieu- 
port  4-seater  passenger  and  gocds  plane. 


CRICKLEWOOD,    N.W.  2. 


^  elep  ams : 
Nifuscout, 
Crickle, 
London. 


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(Supplement  to  The  Aeroplane.; 


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H.P.  varies  as 

Ph  529  +  to 
—  x  

PO     529 +  tH 

It  may  be  assumed  that  this  expression 
Vvvili  be  considerably  modified  with  engines 
of  radically  different  types,  and  that,  in 
particular,  the  rotary  type  of  air-cooled  en- 
gine will  conform  more  nearly  to  the  theo- 
retical direct  variation  with  the  density 
than  is  shown  by  this  equation. 

A  further  series  of  tests  carried  out  on 
the  same  engine  and  upon  a  180-h.p. 
Hispano-Suiza  of  the  same  make  with 
three  different  carburetters  showed  some 
slight  variation  in  the  effect  ot  tempera- 
ture with  the  carburetter  used,  but 
generally  agreed  very  closely  with  the 
temperature  correction  factors  given  in 
Report  No.  7,  which  is  mentioned  above. 
The  results  of  this  later  set  of  tests  con- 
stitute the  subject  of  a  separate  Report  (No. 
8),  which,  however,  leads  to  nothing 
further  than  to  a  confirmation  of  the  de- 
duction made  above. 


Fig.  4. 


GERMAN    COMMERCIAL   AFTER=WAR  AIRCRAFT. 


\ 


The  end  of  the  war  has  given  Germany  a  good  opportunity 
for  developing  civil  and  commercial  aviation,  as  a  start  did  not 
have  to  be  made  with  joy-riding.  Owing  to  the  total  breakdown 
of  the  railways  more  than  other  things,  aircraft  have  come  to 
the  fore  as  the  speediest,  the  most  certain,  if  not  the  safest 
means  of  transportation.  The  cost  of  aerial  travelling  cannot 
be  helped  for  those  who,  perforce,  have  to  travel,  but  most  people 
are  not  travelling  at  all,  owing  to  the  present  railway  troubles. 
Should  the  re-establishment  of  the  railways  to  something  like 
normal  conditions  not  bring  the  co^t  down  to  the  earthbound 
regions  soon,  which  does  not  seem  possible,  as  :he  railroad  in- 
efficiency is  owing  to  lack  of  materials,  and  as  the  locomotive 
output  is  less  than  ever,  thanks  to  strikes,  then  aircraft  may 
have  chances  of  developing  into  pure  commercial  types,  in  spite 
of  the  otherwise  sad  financial  situation. 

At  present  G  and  C  class  aeroplanes  are  chiefly  used,  i.e.,  the 
twin-engined  A. E.G.  five-seaters,  made  by  the  German  Air  Ship- 
ping Co.,  and  their  modern  two-seaters,  made  by  the  Sablatnig 
and  Rumpler  works.  These  are  the  three  foremost  enterprises, 
and  have  Government  licence  for  passengers,  mail  and  parcel 
aerial  service. 


So  far,  services  appear  to  have  been  successful,  which  means  that 
delays  have  not  been  caused  by  technical  or  meteorological  factors, 
but  by  strikes  and  the  lack  of  petrol  resulting  from  them.  Thus 
the  Deutsche  Luftrederei  has  for  some  time  only  been  able  to 
maintain  the  main  lines  between  Berlin  and  Weimar,  and  although 
it  has  acquired  the  former  naval  sheds  at  Aabenraa  in  Sleswig,  it 
has  been  held  up  by  fuel  troubles.  The  Sablatnig  Co.  hopes  to 
inaugurate  a  service  from  Sleswig  to  Copenhagen,  though  so  far 
it  has  not  the  sanction  of  the  Danish  Government. 

As  they  are  the  persons  chiefly  forced  to  travel  these  days  the 
artists,  actors  and  actresses  are  thi  best  pioneers  and  advertisers 
of  the  various  commercial  aviation  firms. 

The  Sablatnig  enterprise  employs  its  night-flying  N  model 
with  good  manoeuvring  capabilities.  It  is  equipped  with  a  230 
h.p.  Benz  engine,  and  has  the  front  observer's  cockpit  trans- 
formed into  an  enclosed  narrow  cabin  for  four  passengers,  which 
makes  the  machine  appear  rather  nose-heavy  in  landing.  Various 
other  aircraft  works  have  adopted  the  Airco  two-passenger  limou- 
sine fashion  fuselage  for  their  modern  light  two-seater  (C.L. 
class)   biplanes,    by   raising   the   rear   observer's   cockpit.  The 


The  Passenger  Cabin  of  a:i  Aviatic-built  Staaken  Giant  of  the   R3  type.    This  diagram  shows  a  general  resemblance  to  British 

practice. 


September  3,  1919 


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LIMITED. 


CONTRACTORS  TO   H.M.  GOVERNMENT 


MANUFACTURERS  AND  SOLE   LICENSEES  IN  THE   BRITISH  EMPIRE 

"CLERGET"  PATENT  AERO  ENGINES 


ENGINEERS,  LONDON. 


'OWYNNE  LONDON." 


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— 

V  S£> 

JJJJJJ] 

• 

,   —  

1  O 

Outline  Drawings  of  German   Passenger  Machines. 


D.F.W.  works  in  Leipzig  and  the  Hannoversche  Waggonfabrik 
have  done  this. 

Most  other  passenger-flying  has  been  done  with  the  Staaken 
giant  type,  which  is  now  a  combined  tractor  and  pusher  biplane 
with  four  engines  in  two  interplane  power-eggs.  A  regular 
week-end  trip  service,  similar  to  the  Farman- Goliath  Paris- 
Brussels  one,  is  run  between  Berlin  and  the  seaside  resort 
Swinemiinde,  and  affords  the  wearied  inhabitants  of  the  capita) 
some  possibilities  of  fresh  air.  Both  Staaken  aeroplanes  and 
seaplanes  are  employed  with  the  fuselage  nose  made  into  a  pas- 
senger cabin.  One  Staaken  aircraft  has  with  full  passenger 
load  crossed  Mount  Brocken. 

Among  the  licensed  builders  of  this  well-employed  type  is  the 
'Aviatik  (works,  now  situated  at  Lsipzig-Heiterbjitk.  /They 
manufacture  for  commercial,  mail  and  passenger  service  a  R.III 
model,  with  four  250  h.p.  six-cyl.  Benz  motors.  The  main 
dimensions  ;  re  :  Span,  43  £  metres;  maximum  length,  22  J  m.  ; 
maximum  height,  6j  m.  ;  empty,  weight,  9  tons;  fuel  and  crew, 
1,800  kg.;  useful  load,  1,800  kg.;  total  weight,  12,600  kg.  The 
crew  comprise  :  One  captain,  two  pilots,  two  engineers,  and  one 
steward.  The  fuel  capacity  suffices  for  a  7  hours'  flight,  or  a 
distance  of  875  km.  The  speed  is  125  kilometres  per  hour  at  an 
altitude  of  7,500  ft.,  the  climb  being  to,5oo  ft.  in  100  min.  ;  12,000 
ft.  is  the  ceiling.  A  part  view  of  the  aircraft  showing  well  the 
arrangement  of  the  passenger  cabin^  and  pilot's  position  is 
given. — Anglo-Dane. 


THE   WIRELESS  SOCIETY. 

The  Committee  of  the  Wireless  Society  of  London  met  recently 
under  the  presidency  of  Mr.  Alan  A.  Campbell-Swinton,  F.R.S., 
with  a  view  to  an /arly  resumption  of  activities.  The  hon.  secre- 
tary, Mr.  R.  H.  Klein,  having  resigned  and  having  been  elected 
an.  acting  vice-president,  Mr.  Leslie  McMichael,  of  30,  West  End 
Lane,  West  Hampstead,  N.W.6,  has  been  elected  hon.  secretary, 
and  to  him  all  communications  should  be  addressed.  Intending 
new  members  and  those  who  were  members  at  the  outbreak  of 
war  who  have  changed  their  addresses  are  requested  to  communi- 
cate with  the  hon.  secretary. 

The  Society  is  open  to  all  those  interested  in  the  study  and 
furtherance  of  wireless  telegraphy,  amateur  or  professional. 

The  Society  is  at  present  in  communication  with  the  Post  Office 
on  the  subject  of  licences. 

The  finding  of  new  club  rooms  is  engaging  the  attention  of  the 
committee  and  it  is  hoped  to  secure  premises  where  the  wireless 
equipment  of  the  Society  can  be  installed  and  used. 

A  genera!  meeting  will  be  held  in  a  few  weeks'  time,  of  which 
due  notice  will  appear  in  the  Press  and  will  be  sent  to  members 
and  those  who  intend  becoming  members. 

The  Society's  activities  should  make  an  appeal  to  the  consider- 
able number  of  readers  of  The  Aeroplane  who  are  interested 
in  the  application  of  wireless  telegraphy  and  telephony  to  aero- 
nautical needs. 


September  3,  1919 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplane.; 


927 


RENE  TAMPIER 


CONSTRUCTING  ENGINEER, 

INVENTOR  AND  PATENTEE 

CONTRACTOR   TO    H.M.    AND    ALLIED  GOVERNMENTS 


PARIS. 


BLOGTUBE  CARBURETTORS 
COMPLETE. 

BLOCTUBE   PETROL  VALVES. 

BLOCTUBE  CONNECTIONS. 


LYONS.  TURIN. 

BLOCKTUBE  CONTROLS. 

Large  Variety  of  Models. 

INTERMEDIATE  BRACKETS. 

Straight  or  Bell  Crank. 


BLOCTUBE  CARBURETTOR  WORKS. 

DANEMERE    STREET,    PUTNEY,   LONDON,  S.W.15. 

Telephone— PUTNEY  242.  Telegrams— "TUB LOCARB,  PUT,  LONDON." 


The  "BRISTOL"  Coupe  (Rolls-Royce  Engine). 
To   carry  one   passenger  or  23   cubic   feet  of  cargo. 


TH  E 

BRITISH  &  COLONIAL  AEROPLANE  CO.,  Ltd. 

FILTON  —  BRISTOL. 

Telegrams  :  Codes  :  Telephone  : 

"Aviation,  Bristol."  Ai,  A. B.C.  and  Moreing.  3906  Bristol. 


The  Aeroplane  in 
Mining  Districts. 

The  development  of  the 
rich  mining  districts  of  North 
and  South  America  and  of 
Asia  can  be  hastened  by 
the  use  of  the  aeroplane. 
The  rapid  transit  of  mails, 
supplies  and  passengers 
under  conditions  of  perfect 
safety  and  the  increased 
facility  for  personal  super- 
vision imply  considerable 
saving  in  time  and  in 
expense. 


The  "  BRISTOL"  Aeroplanes  can 
render  sound  and  reliable  service 
in  mining  development.  Particulars 
of  suitable  machines  will  be  sent 
:        :       on  application       :  : 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING   WITH  ADVERTISERS 


928 


(Supplement  to  The  Aeroplane.) 


Aeronautical  Engineering 


September  3,  1919 


AVIATION  INSURANCE  AT  LLOYD'S. 

INSURANCES  at  Lloyd's  can  only  be 
done  through  a  Lloyd's  Broker. 

Go    direct    to    the    most  experienced 
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CARBURETTERS 


KINDLY    MENTION    "THE    AEROPLANE"    WHEN    CORRESPONDING    WITH  ADVERTISERS 


September  3,  19 19 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplane.) 


929 


^^r-— ____   Solxj^i^ven 


C  "GRIPOLY"  Solid  Woven  Belting  is 
made  from  Camel  Hair  Yarns,  with  a 
small  percentage  of  cotton,  and  woven  by 
a  patent  process  which  insures  the 
greatest  possible  strength  and  evenly 
consistent  wear. 

C.  "QRIPOLY"  has  a  triple  twisted  edge, 
interwoven  with  the  belting  which  effec- 
tively resists  fraying  caused  by  guide 
forks. 

C  "  GRIPOLY "  Solid  Woven  Belting  is 
flexible,  non=slipping,  stretchless,  imper  = 
viousto  heat  and  moisture  and  variations 
of  temperature.  It  is  the  best  all  =  round 
belting. 

Let  11s  know  yonv  requirements  and 
we  will  advise  you  as  to  the  b(st 
type  oj ''GRIPOLY"  for  your  needs. 

LEWIS  &  TYLOR,  LTD., 

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51,  Gracechurch  Street,  London,  E.C.3. 


Codbolds. 


S  I  Wl  PLIFIES 
SOLDER! 


DON'T 

send  damaged  metal-ware  to  be  repaired, 
you  do,  yo  will  probably  have  to.wa  t  a  long 
time,  wh'ch  is  inconvenient — and  the  repair 
will  very  lik  ly  cost  practically  as  much  as  a 
new  pi  c^,  which  is  f-x  ensive. 
Just  set  a  tin  of  FLUX1TE.  and  do  these  itt  e 
job*  vour-ielf.  Yon  can  mei-d  all  kindsof  metal- 
ware  ei-iiy,  quickly  and  cheaply  if  you  use 
FLUXITE. 

All  Mechanics  WILT,  have  FLUX1TE 


fbr  Aeroplane, 
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A   PERFECT  finish  is  assure'  if  rvii 
are    using   NAYLUk'o  ALko 
Varnishes,  Paints,  and  Enamels  to  all 
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KINDLY    MENTION    "THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


93o      (Supplement  to  the  aeroplane.)  Aeronautical  Engineering 


September  3,  1919 


n 


PL. 

M 

K 


A  Steel  that  Cuts  Swiftly. 


For  turning  hard  materials  at  a  high  speed 
use 


"Stag  Special  \  High 
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One  Scottish  National  Projectile  Factory 
made  thousands  of  cutters  from  this  steel 
and  found  that  for  rough  boring  the  shell 
they  would  last  on  an  average  30  hours 
wit  lout  redressing,  in  several  instances 
ranging   about    1,000   shells   each  cutter. 

Write  for  "Steel  with  the  Hall  Mark." 

Edgar  Allen  &  Co.  Limited 


You  couldn't  see 
it  from  below 

but  it's  nevertheless  a  fact — 
a  fact  which  every  flying  man 
and  aircraft  manufacturer 
should  not«! — that  the  majority 
of  the  machines  competing  in 
the  Aerial  Derby,  including 
the  three  which  were  placed 
ist,  2nd  and  3rd,  at  the  end  of 
the  race,  were  fitted  with 

AUSTER  TRIPLEX 
AERO  WIND  SHIELDS 


1  -s 

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—  -/ 

Aeroplane  Construction 

In  aeroplane  construction  the  vital  factor  is  "how 
many  machines  can  be  turned  out  in  a  given  time." 
This  depends  entirely  upon  the  efficiency  of  the 
machinery  employed.  And  no  machine  reaches 
Its  highest  point  of  production  until  its  clutches, 
brakes,  etc,  are  fitted  with  Ferodo  Fabric. 

Ferodo  Fabrics  are  the  most  efficient  transmitters 
of  energy.  Leather,  wood,  textile  beltings,  etc.,  are 
out  of  date  for  Friction  drives  and  Braking  pur- 
poses. The  moment  they  become  soaked  with  oil 
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THE  HERBERT  FROOD  CO.  LTD. 

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AEROPLANE  CONSTRUCTORS 

Contractors  to  the  Admiralty. 


™"  IpHSnI;  SS"*  1  "8TBOURH. 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING   WITH  ADVERTISERS. 


September  3,  191 9 


The  Aeroplane 


931 


CIVIL   AERIAL  transport 


ARE   AIRCRAFT  ESSENTIAL? 

By  "MED WAY." 


A  writer  in  the  "  Times,"  dealing  at  some  length  with 
the  Government's  policy  in  respect  of  commercial  avia- 
tion, puts  forward  a  half-hearted  apology  for  our  natioual 
neglect  to  put  our  backs  into  the  job  of  getting  the 
cieam  of  the  world's  business  in  this  new  line.  He 
remarks,  "Strictly  speaking,  aircraft  cannot  be  regarded 
as  a  necessity  except  in  war.  At  present  they  are  a 
luxury— at  least  in  the  sense  that,  if  the  choice  in  the 
last  resort  was  between  coal  and  an  aeroplane,  no  wise 
man  would  choose  the  aeroplane." 

Admittedly,  the  originator  of  this  great  thought  does 
not  seem  to  set  much  store  by  it  himself,  because  the 
main  trend  of  his  argument  is  sufficiently  reasonable 
and  progressive.  At  the  same  time,  it  is  to  be  supposed 
that,  if  he  had  regarded  the  remark  quoted  as  being 
hopelessly  inane,  he  would  have  refrained  from  making 
it.  By  working  along  his  line  of  reasoning,  one  can 
reduce  essentials  to  an  absurd  minimum.  If  the  choice 
in  the  last  resort  was  between  coal  and  air,  no  wise  man 
would  choose  the  coal,  partly  because  he  would  have 
to  postpone  any  hopes  of  warmth  until  his  arrival  in  the 
next  world,  and  partly  because  the  coal  would  not  burn 
if  the  air  were  not  existent.  Similarly,  of  course,  if  we 
had  no  coal,  we  could  not  make  any  aeroplanes,  or,  for 
that  matter,  any  other  engineering  products.  The  aero- 
plane, in  fact,  is  part  of  the  result  of  our  having  coal, 
but  is  not  the  whole  result.  Euclid  has  quite  correctly 
informed  us  that  the  part  is  less  than  the  whole. 

We  cannot  very  well  complain  of  the  contention  that 
coal  is  more  essential  than  aeroplanes,  but  one  can  fairly 
complain  of  the  deduction  therefrom  that  aeroplanes  are 
not  truly  essential. 

Regarded  as  a  Luxury. 

Our  friend  says  that  aeroplanes  are  at  present  a  luxury. 
I  suppose  that  just  the  same  thing  was  thought  in  other 
days  about  the  railway  locomotive  or  the  steamship. 
One  might,  perhaps,  argue  that  no  modern  methods  of 
transport  are  essential.  We  must  admit  that  there  was 
a  time  when  people  got  on  without  them.  Nothing  that 
we  manufacture  can  conceivably  be  altogether  essential 
in  its  very  early  stages.  It  only  becomes  completely 
essential  when  it  has  so  far  established  itself  that  com- 
petitive methods  have  been  knocked  out  and  there  would 
be  nothing  to  take  its  place  if  it  were  lemoved.  The 
fact  is  that  almost  nothing  is  absolutely  essential  to  the 
human  race,  with  the  exception  of  air,  food,  water,  and 
heat. 

This  does  not  mean  that  everything  else  can  be  pro- 
perly called  a  luxury.  What  is  or  is  not  a  luxury  de- 
pends mainly  upon  environment.  What  would  be  a 
luxury  to  a  savage  might  be  a  commonplace  necessity 
to  a  civilised  man. 

Perhaps  we  may  define  a  luxury  as  something  which 
we  could  do  without  and  yet  suffer  no  inconvenience 
whatever.  The  question  is  how  long  we  must  do  with- 
out it  in  order  to  establish  the  case.  I  venture  to  suggest 
that,  if  we  in  this  country  did  without  aeroplanes  for  the 
next  ten  years,  we  should  have  dropped  hopelessly  out 
of  our  position  as  a  great  nation,  not  only  on  the  score 
of  our  military  feebleness,  but  because  we  should  be 


entirely  beateu  in  commerce,  just  as  we  should  have  been 
already  had  we  refused  to  adopt  railways,  steamships, 
telephones,  and  so  on. 

A  Game  oe  Hide-and-Seek. 
It  is  the  business  of  the  Government  to  look  not  10 
minutes  but  10  years  ahead.  It  is  not  the  business  of 
the  Government  to  take  unnecessary  risks,  such  that,  if 
things  go  wrong,  the  results  are  fatal,  but  rather  to 
ensure  in  advance  against  anything  of  the  kind  by  care- 
ful but  adequate  expenditure  of  public  funds.  We 
are  told  time  and  again  that  the  Department  of  Civil 
Aviation  lacks  an  adequate  staff.  This  may  be  a  good 
enough  excuse  for  deficiencies  on  the  part  of  the  Depart- 
ment, but,  after  all,  it  merely  shuffles  the  responsibility 
from  one  place  to  another.  The  average  Government 
official  spends  his  life  playing  a  sort  of  hide-and-seek 
with  the  public.  The  public  discovers  that  things  are 
going  wrong  and  complains.  The  official  cannot  deny 
that  they  are  going  wrong,  but  points  out  that  the  blame 
must  rest  on  some  other  Department  or  Departments 
unidentified.  Generally  the  poor  old  Treasury  is  the  scape- 
goat, but  I  have  an  idea  that  when  other  Departments 
ask  the  Treasury  for  money  they  very  often  put  their 


The  De  Havilland  4R  Biplane   (450  h.p.  Napier  "  Lion  ") 
which  won  the  Aerial  Derby.    The   machine  is  here  seen 
leaving  Mention, 


932 


The  Aeroplane 


*  September  3,  191 9 


requests  in  such  a  form  that  a  refusal  goes  without  say- 
ing, and  that  this  is  clone  intentionally  and  is  all  part 
of  the  game. 

Getting  back  to  the  question  of  luxuries,  it  seems  to  nie 
that  luxury  consists  very  often  in  doing  without  modern 
improvements.  To  my  mind,  life  in  an  office  before 
the  days  of  telephones,  telegrams,  or  railway  trains,  must 
have  been  mainly  a  life  of  luxury  and  ease.  There  was 
seldom  any  immediate  reason  for  doing  anything  at  any 
particular  moment.  As  long  as  it  was  clone  within  a 
week  or  two  it  was  all  right.  One's  train  of  thought 
was  not  constantly  upset  by  incoming  telephone  calls 
or  one's  temper  by  futile  endeavours  to  ring  up- other 
people.  Every  step  in  the  speeding-up  progress  makes 
life  more  worrying  and  the  nerve-strain  of  business  more 
acute. 

The  Curse  of  Luxury. 
At  the  present  moment  we  have  hardly  sacrificed  any 
of  the  luxury  that  consists  of  doing  without  commercial 
aeronautics.  When  the  new  form  of  transport  has  de- 
veloped it  will  only  constitute  another  reason  why  we 
are  obliged  to  think  and  act  quickly  and  to  be  always 
on  the  spot. 

I  think  that  many  people  have  at  one  time  or  another 
shared  with  the  writer  the  feeling  of  relief  that  comes 
over  one  when  a  business  letter  is  despatched,  say,  to 

AIR  SUPREMACY. 

During  the  ages  England  has  maintained  her  greatness  and 
security  by  her  sea  supremacy.  Without  this  sea  supremacy  in 
the  present  war  victory  would  never  have  been  possible  for  us 
and  our  Allies;  the  least  that  could  have  happened  would  have 
been  that  all  the  Powers  of  the  Entente  would  have  starved 
both  lor  rations  and  munitions  of  war.  In  all  probability  this 
country  iwould  have  been  successfully  invaded  by  the  enernv, 
and  our  armies  isolated  in  France. 

The  Hun  realised  that  although  ho  could  not  land  troops  on 
our  shores  in  large  numbers,  because  of  our  sea  supremacy,  he 
could  cause  great  demoralisation  throughout  the  country  by  air 
raids,  more  particularly  in  large  towns  where  munitions  of  war 
were  being  produced. 

The  Hun,  therefore,  made  frantic  efforts  lo  gain  and  maintain 
air  supremacy;  but  he  failed.  And  we  beat  him  wrtl)  at  home 
and  overseas  in  the  air,  just  as  we  beat  him  on  the  sea  ;  in 
(act,  we  gained  supremacy  of  the  air.  We  became  again,  that 
is  to  say,  an  island  people,  inaccessible  lo  the  enemy,  and  we 
were  enabled  by  sea  and  air  supremacy  to  concentrate  all  our 
energy  at  home  on  backing  the  armies  in  the  field. 

If  we  had  failed  to  gain  this  air  supremacy,  (he  ever-increasing 
intensity  of  enemy  air  raids  must,  eventually  have  so  paralysed 
our  home  industries  as  to  have  rendered  it  impossible  for  us 
to  win  or  even  continue  the  war.  It  was  the  failure  of  the 
U-boats  and  the  super-Gothas  which  (marked  the 'turning  point 
in  the  war  and  we  began  to  win  ;  we  were  not,  in  other  words, 
to  be  starved  by  piracy  or  demoralised  by  wholesale  air  raids 
into  surrender.  — 

The  air  supremacy  which  we  have  gained  and  maintained 
-during  this  war  we  must  keep  ;  whatever  platitudes  people  may 
talk  concerning  disarmament  are  very  nice  in  theory,  but  it 
must  not  be  forgotten  that  although  might  is  not  necessarily 
right,  the  strong  man  is  more  able  to  maintain  order  than  the 
weak. 

We  need  not  denude  ourselves  of  our  strength  in  order  to  be 
just  and  peaceful.  However  just  the  weak  man's  cause,  he 
cannot  avoid  war  being  thrust  upon  him,  but  with  a  combina- 
tion of  justice  and  strength  any  nation  is  in  a  position  to  prevent 

war. 

If  on  August  4th,  1914,  the  Hun  had  known  that  this  country 
would  -;nter  the  war  and  succeed  in  raising  the  fine  armies 
which  have  been  raised,  there  would  have  heen  no  war;  the 
Hun  took  advantage  of  what  he  erroneously  supposed  to  be  our 
national  weakness. 

The  geographical  position  of  this  country  makes  us  safe  from 
invasion  so  long  as  we  maintain  our  sea  and  air  supremacy ; 
as  soon  as  we  give  up  either  or  both,  of  these  factors  of  national 
safety  we  increase  the  possibility  of  war  in  the  world  by  laying 
ourselves  open  to  invasion  bv  either  or  both  of  these  means. 

We  owe  it,  therefore,  to  future  generations  to  maintain  this 
supremacy,  both  for  the  preservation  of  this  country  and  its 
independence,  and  for  prevention  of  wars  in  the  world. 

Navies,  armies,  and  air  fleets  must  be  made  weapons  of  the? 
law,  and  not  a  means  of  war.     Piracy  disappeared   from  the 


Australia,  and  we  realise  that  three  months  will  elapse 
before  the  next  move  has  to  beinade.  The  quicker  our 
postal  facilities,  the  more  rapidly  must  we  be  ready  to 
make  our  moves.  Business  is  rather  like  a  game  of 
chess.  You  must  look  ahead,  consider  what  the  other 
fellow  will  reply  and  what  you  will  reply  afterwards. 
Given  time,  it  should  be  possible  to  play  the  game  with- 
out making  many  bad  mistakes,  but  even  the  biggest 
experts  wottld  be  in  trouble  if  required  to  play  chess 
with  a  five-second  limit  for  each  move,  especially  if,  like 
the  business  man,  they  had  about  thirty  different  games 
going  on  at  the  same  time. 

So  far  as  I  am  concerned,  I  should  be  only  too  glad 
to  dispense  with  all  modern  accelerating  systems,  pro- 
vided my  competitors  were  compelled  to  do  the  same. 
To  me  they  are  not  luxuries,  but  painful  necessities,  and 
this  is  the  category  into  which  I  put  commercial  aero- 
nautics from  the  business  man's  standpoint.  The  trouble 
is  that,  by  doing  without  a  thing  ourselves,  we  cannot 
compel  our  competitors  to  follow  suit.  They  will  in- 
evitably take  the  opportunity  of  getting  in  ahead  of  us. 
This  is  what  will  happen  if  we  delude  ourselves  with  the 
idea  that  aircraft  are  a  luxury,  and  that,  therefore,  there 
is  some  kind  of  excuse  to  be  put  up  if  we  make  the  fatal 
mistake  of  neglecting  any  means  by  which  we  can  make 
ourselves  the  premier  nation  in  aircraft  production  and 
in  commercial  aeronautics. 


seas  with  the  appearance  of  strong,  well-trained  and  organised 
sea  fleets.  Criminal  slaughter  from  the  air  will  be  made  im- 
possible for  all  time  by  the  maintenance  of  strong,  well-trained 
air  fleets. 

Disarmament  will  net  bring  about  the  end  of  war  any  more 
than  the  abolition  of  the  police  torce  would  bi  ing  about  the 
end.  of  crime  in  society.  There  is  ahvavs  a  ctiminal  bully  some- 
where, seeking  for  a  disarmed  -fool  to  rob.  Let  the  fool  arm 
himself  and  he  will  be  able  to  prevent  the  bully  from  breaking 
the  peace. 

The  Air  Force  should  be  maintained  in  peace  time  for  mail- 
carrying  and  commercial  purposes ;  it  should  be  so  organised 
that,  if  war  be  thrust  upon  us,  it  can  be  immediately  con- 
verted into  a  means  of  giving  us  such  air  supremacy  as  will 
cut  that  war  down  to  the  shortest  possible  duration. 

Nothing  is  gained  bv  cutting  down  without  reason  the  expense 
of  maintaining  the  Navy,  Army,  and  Air  Force,  which  are 
for  the  explicit  .  purpose  of  securing  us  ^against  wars,  and  not 
waging  unprovoked  wars.  War  is  the  most  expensive  of  all 
things  both  in  life  and  property. 

We  will  totally  disarm  when  all  the  world  has  done  so.  Our- 
geographical  position  in  the  world  compels  us  to  be  the  last 
nation  to  disarm. 

Aerial  navigation  has  annihilated  time  and  space.  In  the  next 
war  we  shall  be  as  vulnerable  from. China  as  we  have  been 
in  this  war  from  Germany — if  unarmed. 

When  rhe  remotest  races  in  the  world  have  joined  the  League 
of  Nations,  and  shown  their  good  faith  by  disarmament,  then 
is  the  time  for  us  to  disarm,  and  not  lief  ore. — v.  s. 

AERONAUTICAL  INTELLIGENCE. 

The  first  (statutory)  ordinary  general  meeting  of  the  Aeronauti- 
cal Intelligence  Bureau  was  held  at  the  registered  offices,  30, 
Bedford  Row,  London,  W.C.t,  on  Aug.  nth. 

The  aims  and  objects  of  the  Bureau  (although  this  was  only 
incorporated  on  June  13th,  1919!,  are  obviously  becoming  known 
far  afield,  which  is  shown  by  the  applications  for.  admission  to 
membership  received  from  Continental  firms.  Negotiations  are 
being  made  for  linking  up  with  a  sister  organisation  in  the  U.S.A. 
which,  if  brought  to  a  satisfactory  conclusion,  will  amplify  the 
Bureau's  commercial  records  of  the  firms  interested  in  aeronautics 
in  the  States. 

The  accession  of  Mr.  A.  P.  Newall,  of  the  Woodside  Engineer- 
ing Co.,  Ltd.,  to  the  Council  of  Management  makes  that  body 
completely  representative  of  six  of  the  principal  sections  of  the 
trade.  The  experimental  stage  having  been  passed  and  the 
value  of  the  organisation  being  amply  proved,  Mr.  P.  P.  Nicholi 
has  entered  into  a  prolonged  agreement  to  continue  his  work 
as  secretary  and  rnanager. 

A  REMOVAL. 

The  Blackburn  Aeroplane  and  Motor  Co.,  Ltd.,  of  Olympia, 
Leeds,  are  removing  their  aeroplane  factory  to  Brough,  near  Hull, 
where  there  is  an  aerodrome.  It  is  also  Intended  to  enlarge  their 
works  at  Brough.  The  old  works  at  Olvvnpia  will  be  used  for  the 
manufacture  of  motor-cars,  etc. 


September  3,  1919 


The  Aeroplane 


933 


"Machines  must  be  capable  of  being  started  from  the  Cockpit  or  Cabin 
without  undue  muscular  exertion  on  the  part  of  the  pilot." 

—Rule  10.    The  Official  British  Aircraft  Competition. 

THE 


B.M. 


ENGINE  STARTER 

{FOR  ALL  TYPES  OF  AIRCRAFT  ENGINES). 

New  Principle.       Not  Electric.       No  Prop-Swinging 

Simplest  Absolutely   Reliable.  Lightest. 

COMPLIES  WITH  THE  ABOVE  CONDITIONS. 

Send  your  enquiries  to  : 

BACK  &  MANSON, 

Egypt  House,  New  Broad  St.,  LONDON,  E.C.2. 

Tel.  No.  :  LONDON  WA'  L  2592. 

\ 

Study  Rule  16 

of  the  British  Aircraft  Competition, 

SAFETY  (EJ5ES)  PETROL  TANKS 

AND  ANlhFIRE  DEVICES  FOR  MACHINES 
IN    THE    AIR    AND    ON    THE  GROUND, 

by  the  Firm  that  has  studied 

FIRE  PROTECTION  IN  AIRCRAFT. 


The  Fire  Protection  &  Engineering  Co.,  Ltd., 

36,  New  Broad  Street,  11,  King    Street  West, 

LONDON,  E.C.2.  MANCHESTER. 

KINDLY    MENTION    "  THE    AEROPLANE  *    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


934  The    Aeroplane  September  3,  1919 

CIVIL   AERIAL  TRANSPORT  NOTES. 


GREAT  BRITAIN. 

London-Paris  Air  Services. 

The  air  service  to  Paris  maintained  by  Aircraft  Transport 
and 'Travel,  Ltd.,  during  the  week  ending  Aug.  30th  ran  from 
Le  Bourget  to  Houuslow  every  day,  and  from  Hounslow  to 
Le  Bourget  every  day  except  Thursday. 

In  the  middle  of  the  week  the  weather  rendered  dying  nearly 
impossible.  On  Thursday,  Aug.  28th.  there  was  a  hundred 
miles  an  hour  hurricane  over  the  Channel  according  to  the 
official  weather  report. 

Under  these  conditions  Lieut.  H.  Shaw  (late  R.A.F.)  flew  an 
Airc0~D.II.4a  from  Paris  to  London  and  did  the  journey  25 
minutes  under  the  scheduled  time.  A  number  of  parcels  and 
two  passengers  were  carried.  The  C.G.C.A.  (Major-Gen.  Sir 
F.  H.  Sykes)  has  conveyed  his  congratulations  to  the  company 
in  respect  of  this  flight,  which  he  considers  a  very  meritorious 
performance. 

Parcels  containing  various  goods  have  t  een  carried  on  every 
trip.  Towarat.  +he  end  of  the  week  business  men  awoke  to 
the  fact  that  the  service  would  be  maintained  despite  the 
weather,  and  much  space  has  been  booked  in  advance  for 
passengers  and  goods. 

It  is  hoped  that  the  arrangements  between  the  British  and 
French  Post  Offices  will  soon  permit  the  carrying  of  express 
letters  by  air.  It  is  understood  that  the  fee  will  be  2s.  6d. 
This  will  include  the  Post  Office  charges  for  express  collec- 
tion and  delivery  by  motor-cycle  and  special  messenger.  By 
the  speeding  up  of  land  connections  it  is  expected  that  a  letter 
posted  in  London  during  the  morning  will  reach  its  recipient 
in  Paris  during  the  early  afternoon. 

Details  of  the  flights  made  to  and  from  Paris  are  given  in 
the  following  table  :  — 


Date. 

Type. 

Left 
Hounslow 

Arr. 
Paris 

Left 
Paris 

Arr. 

Houns'ow 

Pass 

Weather 

Aug.  25th 

D.H  4a. 

9.10  a.m. 

11.40 

12  40 

2.45  P.m. 

1 

Wind  and 

a.m. 

p.m. 

haze 

D.H.16. 

12.30  p.m. 

245 

4 

p.m. 

„  26th 

D.H.4a. 

1  5  p  m. 

3.20 

2 

40  m.p.h. 

p.m. 

wind 

D.H  16. 

12.30 

3.39  pm. 

4 

p.m. 

„  27th 

D.H. 9. 

12  43  p.m. 

3  10 

I 

Do.  and 

p.m. 

8ooft. 

D  H.4a. 

12.30 

3.20  p.m. 

2 

clouds 

p.m. 

„  28th 

D.H  4a. 

12.30 

2.20  p.m. 

2 

100  m.p.h. 

p.m. 

wind 

29th 

D.H.4a. 

9.0   a  m. 

11. 15 

2 

Low 

a.m. 

clouds, 

D.H. 16. 

12.30  p.m. 

3-o 

4 

rain, 

D.H. 9. 

p.m. 

gusty 

12.30  p  m. 

2.45 

2 

D.H.9. 

p.m. 

12  30 

3.0  p.m. 

2 

p.m. 

„  30th 

D.H.4a. 

12.30P  m. 

2-55 

2 

20  m.p.h. 

p.m. 

N.W. 

D.H.9. 

12.30 

3.10  p.m. 

2 

wind 

D.H  4a. 

P.m. 

12.40 

3.20  p.m. 

2 

p.m. 

On  August  27th,  Lady  Muriel  Paget  flew  from  Paris  in  the 
D.H. 4a.  She  was  the  first  woman  passenger  to  cross  the 
Channel  since  the  inauguration  of  the  service. 

On  August  29th  the  D.H. 16,  which  flew  to  Paris,  carried 
four  passengers  :  Sir  Sydney  Lee,  Bl\,  Mr.  and  Mrs.  Leonard 
Aldridge,  and  Mr.  A.  H.  Davies.  Mrs.  Aldridge  was  the  first 
woman  passenger  to  fly  from  London  to  Paris  since  the 
Governments  have  allowed  flying  between  the  two  countries. 

Carter  Paterson  and  Co.,  Ltd.,  and  the  American  Express 
Co.  are  agents  for  the  collection  and  delivery  of  express 
parcels  and  goods  for  the  London-Paris  Air  Service,  run  by 
Aircraft  Transport  and  Travel,  Ltd. 

With  the  service  starting  from  Plounslow  at  i2.*3C  p.m., 
parcels  will  be  accepted  at  Carter  Paterson 's  City  office,  3, 
Cannon  Street,  up  to  10.30  a.m.  They  will  be  accepted  at 
Maddox  Street,  Regent  Street,  up  to  9.45  a.m. 

The  American  Express  Co.  will  also  accept  parcels  in  Lon- 
don at  their  offices  in  Queen  Street,  City,  and  Haymarket 
at  times  corresponding  to  those  above.  Parcels  will  also  be 
accepted  by  the  Paris  branch  of  this  firm. 

The  Handley  Page  machine,  carrying  11  journalists,  which 
left  Cricklewood  for  Paris  at  8.30  a.m.  en  Aug.  25th,  reached 
Hounslow  at  9.30  a.m.,  and  arrived  at  Le  Bourget  aerodrome 
at  1.5  p.m. 

Owing  to  Customs  delays  and  the  weather  conditions,  it  did 
not  leave  Paris  until  1  p.m.  on  the  next  day,  Aug.  26th.  It 
then  crossed  the  Channel,  and,  on  account  of  the  gale  blow- 
ing, landed  at  Lympne  at  3.30  p.m. 


On  Aug.  27th  it  left  Lympne  at  4.40  p.m.,  and  arrived  at 
Cricklewood  at  5.35  p.m. 

Handley  Page,  Ltd.,  arranged  to  start  their  alternate  day 
service  to  Paris  on  Tuesday,  Sept.  2nd.  A  machine  will 
leave  Cricklewood  at  12  noon  on  Tuesdays,  Thursdays,  and 
Saturdays,  and  will  return  from  Le  Bourget  on  the  alternate 
days. 

As  no  agreement  has  yet  been  made  between  the  English 
and  Belgian  Governments,  the  London-Brussels  service  did 
not  start  on  Monday,  Sept.  1st.  Arrangements  are  being 
made  for  it  to  start  on  Monday,  Sept.  Sth.  On  this  service 
flights  to  Brussels  will  be  made  on  Mondays,  Wednesdays, 
and  Fridays,  with  return  journeys  on  the  alternate  days.  All 
these  services  will  start  from  the  aerodromes  at  noon. 
The  "Daily  News"  Free  Flights. 

The  last  of  the  free  flights  was  given  on  Saturday,  August 
30th.  Since  the  scheme  was  started  in  the  beginning  of  June 
at  Cricklewood,  over  2,500  passengers  have  been  given  flights. 

These  flights  have  given  some  idea  of  what  flying  is  like 
to  many  people.  Although  the  "Daily  News"  has  done  a 
great  deal  to  popularise  flying,  in  most"  cases  thevtype  of  per- 
son who  has  been  given  a  flight  has  not  had  any  power  to  do 
anything  to  help  on  civil  aviation. 

Avro  Northern  Stations. 

There  were  17  machines  at  work  on  all  stations;  246 
flights  were  made,  and  546  passengers  carried  during  the 
week  ending  August  30th. 

The  Great  Northern  Aerial  Syndicate. 

The  Great  Northern  Aerial  Syndicate  of  Liverpool  has 
planned  three  routes  for  their  Transatlantic  airships  to 
follow  :  — 

(1)  Liverpool' to  York,  Hull,  Copenhagen,  Stockholm,  Petro- 
grad,  Tomsk,  Pekin,  San  Francisco,  New  York,  Queenstown, 
and  Dublin. 

(2)  Liverpool  to  London,  Paris,  Cairo,  Colombo,  Perth  and 
Melbourne  or  Sydney. 

(3)  Liverpool  to  Cardiff,  Lisbon,  Sierra  Leone,  Cape  Town, 
and  Buenos  Ayres. 

The  cost  of  travel  is  estimated  to  be  only  4d.  a  mile.  The 
passage  from  Liverpool  to  New  York  is  expected  to  take  two 
and  a  half  days,  and  Australia  may  be  reached  in  seven  days. 

The  proposal  is  to  land  large  airships  from  New  York  at 
Liverpool,  and  transfer  the  passengers  for  other  places  to 
smaller  craft. 

Negotiations  have  been  completed  for  the  lease  of  landing 
grounds  at  different  parts,  one  being  at  Kingston-on-Thames. 

Aberystwyth. 

An  Avro  aeroplane  carrying  two  passengers,  and  piloted  by 
Lieut.  David  (late  R.A.F.),  crashed  near  the  landing  ground 
at  Aberystwyth  on  August  28th. 

The  passengers  were  not  injured,  but  the  pilot  was  taken  to 
the  infirmary  suffering  from  injuries  to  the  head  and  limbs. 
Birmingham. 

Vast  crowds  flocked  to  the  Billesley  Aerodrome,  King's 
Heath,  on  August  ioth-24th,  and  3oth-3ist,  to  witness  the 
passenger  flying  exhibition  held  there  by  Vickers  Ltd. 

Many  passengers  have  been  carried  in  the  three-seater 
Avros.  On  Saturday,  August  23rd,  600  passengers  were  taken 
up,  and  on  the  next  day  this  number  was  doubled. 

Blackpool. 

Owing  to  four  days  of  continuous  rain,  sometimes  accom- 
panied by  storms  of  hurricane  violence,  there  was  not  much 
flying  in  the  north  last  week.  An  extraordinary  storm  sprung 
up  one  night  about  12  o'clock,  increasing  in  violence  till  the 
wind  reached  a  speed  of  between  65  and  85  miles  an  hour. 

The  Avros  pegged  down  .m  the  sand  at  Blackpool,  South- 
port,  and  Rhyl  suffered  considerable  damage,  the  machines, 
complete  with  sandbags  and  pegging-down  gear,  being  carried 
away  and  partially  wrecked.  In  one  case  the  machines  was 
lifted  up  over  a  fence  and  carried  50  yards  away.  One  of  the 
night  watchmen  at  Blackpool  save'd  a  machine  by  hanging 
on  to  it  from  3  a.m.  till  assistance  came  at  6  a.m. 

This  storm  was  most  interesting  from  a  meteorological 
point  of  view.  The  air  station  in  Anglesey,  which  sends 
daily  reports  to  the  Avro  aerodrome  in  Lancashire,  received, 
and,  of  course,  sent,  no  warning  of  the  storm,  which  was 
only  felt  in  N.W.  Ireland,  and  then  burst  in  full  fury  on 
the  Lancashire  coast,  apparently  abating  considerably  as  it 
travelled  inland. 

Despite  the  damage  to  the  machines  at  Blackpool  flying 
took  place  as  usual  when  the  storm  had  passed.    Many  mes- 
sages of  regret  were  received  as  to  the  company's  bad  luck. 
Brighton. 

Sixty-one  passengers  were  carried  in  33  flights  in  Avro 
machines  during  the  week  ending  Aug.  30th.  Two  cross- 
country flights  were  made — one  to  Bexhill  and  the  other  to 
Birmingham.  The  weather  only  allowed  three  days'  flying 
during  the  week. 


September  3,  igig 


The  Aeroplane 


935 


Telephones  : 
Gosport  217. 
Southampton  1861. 
London  :  Gerrard  5716. 


Telegrams  : 

"  Flight,  Gosport." 

"  Flying,  Southampton." 

"  Embellishment,  London." 

"  Embellishment,  New  York." 


GOSPORT  AIRCRAFT  Ca 


FLYING  BOATS 


OCEANIC  AND  OTHER  ROUTES 


An  F5  Type  FRYING  BOAT  as  constructed 
by  the  Gosport  Aircraft  Co.  is  now  on 
exhibition  at  the  Dutch  Aero  Show, 
Amsterdam.  (By  kind  permission  of  the 
Air  Ministry.) 

A  Gosport  Design  Dual  Control  Two-seater 
FLYING  BOAT  is  also  being  exhibited. 

Both  these  Flying  Boats  were  flown  by 
the  Gosport  Aircraft  Company's  Pilots 
direct  to  Amsterdam  from  their  Southamp- 
ton Works. 


HEAD    OFFICE:  GOSPORT. 
WORKS:    GOSPORT   &  SOUTHAMPTON. 


Continental  Agents:    Messrs.  STOKVIS  &  ZONEN,  Rotterdam. 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


DESIGNERS    AND    BUILDERS  OF 


FOR 


Sir  Charles  Allom. 
Charles  E.  Nicholson. 

M.  H.  Volk,  A.F.Ae.S.  (General  Manager). 


London  Office  :    15,  George  Street, 

Hanover  Square,  W  1. 
New  York  Ofiice  •  19,  East  52nd  Street. 


936 


The  Aeroplane 


September  3,  19 19 


Isle  of  Wight. 
There  was  only  one  day's  flying  during  the  week,  and  the 
Avro  stations  were  closed  on  Aug.  28th  as  the  season  way 
over.    Twelve  passengers  were  carried  in  seven  flights. 

LONDON. 

Cricklewood. — One  is  informed  by  Handle}  Page,  Ltd., 
that  the  week-end  London  -Bournemouth  service  has  been  dis- 
continued.   The  contract  expired  on  Aug.  18th. 

Although  a  few  people  were  carried  on  these  trips,  the  ser- 
\ice  was  not  advertised  enough  to  make  it  a  success.  The 
journeys  were  very  delightful,  but  the  fare  was  not  warranted 
by  the  very  small  saving  of  time  over  the  railway. 

A  Handley  Page  will  leave  for  Spain  in  a  few  days,  whence 
it  is  going  on  a  special  mission. 

The  following  numbers  of  passengers  were  carried 
by  Handley  Page,  Limited,  during  the  stated  weeks 
ending  : — Aug.  16th,  127;  Aug.  23rd.  123,  including  the  Maha- 
rajah and  Maharanee  of  Cooch  Behar  and  their  two  children ; 
Aug.  30th,  130. 

On  Sunday,  the  17th  ult.,  650  members  of  the  Indian  Army 
visited  the  works  of  Handley  Page,  Ltd.,  and  60  native  officers 
were  given  short  flights.  Two  parachute  descents  were  made 
to  the  great  delight  of  the  troops. 

Hounslow. — On  August  28th,  General  Sir  W.  S.  Brancker, 
K.C.B.,  A.F.C.,  flew  from  Amsterdam  to  Hounslow  in  an 
Airco  D.H.10,  piloted  by  Capt.  Gathergood.  A  very  rough 
c  rossing  was  experienced.   The  journey  took  3  hours  35  mins. 

Ninety-one  passengers  were  taken  up  in  Avro 
machines  during  the  week  ending  Aug.  30th,  and  two  cross- 
country flights  were  made — one  to  Newmarket  and  return  and 
the  other  to  Swansea  and  return. 

Nottingham  and  Derby. 
Sites  at  Nottingham  and  Derby  have  been  licensed,  and 
flying  weeks  will  be  arranged  at  these  towns  by  some  of  the 
Blackpool  and  Southport  Avro  pilots.   A  popular  flight  should 
be  the  journey  between  these  two  Midland  towns  and  return. 

Scarborough. 

The  North  Sea  Aerial  Navigation  Co.,  Ltd.,  of  Olympia, 
Leeds,  are  going  to  start  services  from  Scarborough  to  Mid- 
dlesbrough, Stockton,  and  Darlington  (single  fare  £5),  to 
Hull  (£5  15s.),  and  to  Harrogate  (£7  ros.).  All  these  journeys 
can  be  completed  within  the  hour. 

Three-seater  machines  will  be  used.  The  Company  are  pre- 
pared to  quote  prices  for  any  journey.  Applications  should 
be  sent  to  the  agents,  Messrs.  Rowntree  and  Sons,  33,  West- 
borough,  Scarborough. 

Sixty-five  passengers  have  been  carried  recently  by  the 
Company  at  Scarborough  in  nine  days,  notwithstanding  the 
indifferent  weather  conditions. 


The  racecourse  is  constantly  crowded  with  people  who  wish 
to  see  the  flying. 

An  arrangement  has  been  made  with  the  "Daily  News"  to 
give  75  free  flights. 

Swansea. 

During  the  week  ending  Aug.  30th  60  flights  were  made  and 
109  passengers  were  taken  up  in  Avro  machines. 

Warrington. 

According  to  the  "Warrington  Examiner,"  Mr.  H.  W. 
Griffin,  the  Hon.  Sec.  of  the  Infirmary  Fund,  has  arranged 
with  the  Golden  Eagle  Aviation  Co.,  Ltd.,  that  they  shall 
visit  Warrington  to  give  exhibition  flying,  and  to  take  up 
passengers  at  a  guinea  a  flight.  Half  the  proceeds  are  to  be 
given  to  the  Infirmary  Fund.  Mr.  Griffin  hopes  to  fix  the 
flying  week  for  the  end  of  September. 

Wrexham. 

At  the  request  of  the  local  authorities  the  Air  Ministry  re- 
cently sent  a  representative  to  Wrexham  in  connection  with 
the  proposed  establishment  of  a  landing-ground  there.  The 
racecourse  is  the  only  suitable  site  in  the  locality,  and  be- 
fore it  can  be  licensed  the  surface  will  have  to  be  improved. 

Ettrick  Bay,  Scotland. 

Aerial  Photos,  Ltd.,  of  Edinburgh,  have  had  a  busy  week, 
their  machines  being  commissioned  by  the  "Bulletin"  news- 
paper for  a  week  at  Ettrich  Bay.  The  meeting  was  arranged 
by  Capt.  Bond  Andrews.  His  staff  of  pilots  are  Capt.  Simp- 
son and  Lt.  Rendle  Woodcock,  both  late  R.A.F. 

Provost  McMillan  opened  the  proceedings.  Successful 
coupon-holders  of  the  "Bulletin"  were  taken  up  by  the  score, 
find  flying  went  on  daily  until  Wednesday  night,  August  27th, 
when  a  gale  of  extreme  violence  which  swept  over  Scotland 
and  the  north  of  England  destroyed  the  machines. 

In  spite  of  being  sand-bagged  down,  these  machines  were 
lifted  into  the  air  and  overturned  20  yards  away.  This  natu- 
rally concluded  the  flying  for  the  remainder  of  the  week. 

IRELAND. 

The  Great  Northern  Aerial  Sy-ndicate,  Ltd.  (Liverpool), 
have  written  a  letter  to  the  Queenstown  Urban  District  Coun- 
cil stating  that  they  have  practically  decided  to  establish  a 
base  for  their  Transatlantic  airship  service  at  Queenstown. 
It"  is  stated  that  these  airships  will  have  accommodation  for 
150  passengers.  Smaller  airships  to  carry  50  persons  will  be 
used  to  take  the  American  passengers  to  Dublin,  Liverpool, 
Manchester,  York,  Hull,  Norway  and  Denmark. 

CANADA. 

The  Labrador  Forest  Surveying  Expedition  was  referred  to  at 
some  length  in  the  issue  of  The  Aeroplane,  dated  Aug.  20th. 
The  expedition  has  now  returned  to  Montreal.  Ihey  discovered 
vast  reserves  of  pulpwood  lands,  which  previously  were  believed 
to  be  of  little  value. 


HOUNSLOW  AERODROME  A  photograph  taken  from      D.H.16,  piloted  by  Major  Cyril  Paterson,  M.C.,  D.F.C.  The 

first  machine  to  fly  from  London  to  Paris  on  the  London=I'aris  Air  Service. 


September  3,  19 19 


The  Aeroplane 


937 


H.R.H.  THE  PRINCE 

of  Wales  has  paid  a  much  appre- 
ciated compliment  to  the  new  "Victory" 
Arrol-Johnston  Car  by  purchasing  the 
first  model  delivered  to  the  public.  The 
car  supplied  to  H.R.H.  was  standard 
from  all  points  of  view,  and  differed  in 


no  way  from  the  stock  type  as  sold  to  the  ordinary  purchaser. 


Catalogues  from  Arrol-Johnston,  Ltd.,  Dumfries, 
or  from  London  Agents,  Messrs,  Leverett,  Thorp 
&  Kearton,  Ltd.,  122,  New  Bond  Street,  W.I. 


J 
B 


E 


  RIGID  AIRSHIPS  FOR  WAR,  MAIL  &  PASSENGER  SERVICE   

sir  w.  g.  Armstrong,  whitworth  &  co.,  Ltd., 


NEWCASTLE- U  PON-TYNE. 


Works  :  Barlow,  near  Selby,  Yorks. 


LONDON  OFFICE:  8,  GREAT  GEORGE  ST.,  WESTMINSTER,  S.W.I. 


Telegrams:  "ZIGZAG  PARL,  LONDON. 


3C 


Telephone:  VICTORIA  4010. 

 iror 


JlHJ 


0 


30 


KINDLY.    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING   WITH  ADVERTISERS. 


93§ 


The  Aeroplane 


September  3,  19 19 


The  aeroplanes  made  many  flights  and  travelled  400  miles  in- 
land. Numerous  photographs  were  taken  and  a  series  of  maps 
were  made.  It  is  expected  that  the  discoveries  made  by  the 
expedition  will  lead  to  the  exploitation  of  large  areas  of  land 
bearing  wood  suitable  for  the  manufacture  <.f  pulp. 

BRAZIL. 

Handley  Page,  Ltd.,  have  secured  the  first  complete  aerial 
concession  from  the  Brazilian  Government.  They  are  to 
carry  passengers  and  mails  between  Buenos  Aires  and  Per- 
nambuco  (2,725  mites),  and  the  intermediate  towns  It  is 
hoped  to  begin  the  service  very  so.-n.  At  first  flying  will 
take  place  only  during  the  daytime,  and  the  trip  will  take 
four  days.  It  is  expected  that  the  time  of  the  service  will  be 
reduced  later  to  two  days  by  flying  by  night  as  well  as  by 
day. 

DENMARK. 

The  Danish  correspondent  of  The  Aeroplane  writes  :  — 
On  August  24th  Major  T.  Gran,  with  nine  passengers,  in  a 
Handley  Page,  attempted  a  flight  from  Copenhagen  to  Aar- 
hus,  85  miles  away,  but  owing  to  weather  conditions  it  was 
found  impossible  to  reach  the  city,  and  a  landing  was  made 
at  Aalborg.  Christiania  was  reached  from  there  on  August 
25th,  and  a  landing  was  made  on  the  Gardermoen  military 
drilling  field. 

Nielsen  and  Winther,  Ltd.,  have  closed  their  aviation  de- 
partment owing  to  lack  of  business  and  great  loss.  The 
achievements  of  their  latest  production,  a  160-h.p.  vertical 
type  motor,  have  not  been  published.  Their  last  action  was 
to  send  a  90-h.p.  Thulin  engined  two-seater  Nieuport  scout  to 
Bolivia,  via  Buenos  Aires,  for  the  Danish  Lieut.  Jarfelt,  chief 
of  the  Bolivian  air  service,  who  will  accept  the  machine  if 
it  will  climb  to  the  height  of  the  mountains,  18,000  feet. 

FRANCE. 

M.  Clemenceau  in  June  had  formed  a  General  Co-Ordina- 
tion  Board.  The  Decree  appointing  the  Board  was  signed 
by  President  Poincare  and  seven  Ministers,  who  were  charged 
to  carry  out  its  provisions.  General  Duval,  the  Director  of 
Military  Aeronautics,  was  appointed  to  control  the  Board. 

As  a  result  of  the  Board  the  French  Government  is  con- 
stiucting  four  rigid  airships  for  commercial  purposes,  and 
will  run  an  experimental  service  with  them.  The  airships 
and  the  information  obtained  will  be  handed  over  to  a  civil 
transport  company  when  sufficient  data  and  experience  have 
been  gained  from  the  service.  The  Government  will  make 
arrangements  with  the  company  regarding  a  subsidy  and 
various  charges. 

Seaplane  and  aeroplane  services"  will  nlso  be  subsidised. 
Already  a  contract  is  being  made  with  a  company  to  start 
an  air  service  between  Toulouse  and  Rabat  (Morocco),  with 
intermediate  stations  at  Barcelona,  Alicante  and  Malaga  or 
Madrid  and  Seville.  A  definite  number  of  services  each  way 
has  to  be  maintained,  and  the  Government  will  pay  a  subsidy 
for  mail  space  in  each  machine. 

The  type  of  machine  and  engine  to  be  used  is  laid  down 
and  the  prices  for  passenger  and  goods  traffic  are  fixed. 
After  a  certain  sum  has  been  earned  by  the  contractor  the 
Government  participates  in  the  profits.  The  use  of  Govern- 
ment aerodromes  and  hangars  is  granted  to  the  contractor 
at  fixed  annual  charges. 

The  announcement  that  the  British  Government  has  set  aside 
£64,000  and  80  aerodromes  for  the  encouragement  of  commercial 
aviation  has  made  a  deep  impression  in  France. 

The  energy  with  which  civil  aviation  is  being  developed  in 
England  is  causing  the  French  aircraft  constructors  to  complain 
that  they  are  being  neglected  by  the  financiers  and  commercial 
business  men.  The  starting  of  a  London-Paris  air  service  on  the 
first  day  that  flying  was  allowed  between  the  two  countries  seemed 
to  come  as  a  surprise. 

In  the  "Temps"  of  Aug.  25th  the  following  appears  : — 

"We  congratulate  our  friends  on  the  other  side  of  the  Channel 
on  their  rapidity.  At  the  same  time,  we  regret  that  no  French 
organisation  is  capable  of  such  swift  realisation.  There  seems 
to  be  a  lack  of  liaison  between  our  directors  of  aeronautics  and 
our  French  industrialists,  whereas  in  England  the  parties  inte- 
rested were  informed  of  the  negotiations  between  the  two  Govern- 
ments long  beforehand.  Proof  of  this  is  to  be  found  in  the  publi- 
cation made  last  week  in  numerous  English  journals  of  the  whole 
organisation  for  this  service.  Once  more  our  French  industrv 
has  been  placed  in  a  situation  of  manifest  inferiority.'' 

It  is  now  known  that  the  failure  of  the  I'arman  aerobus 
"Le  Goliath"  to  reach  Dakar  on  Aug.  13th  w-iS  due  to  the 
shearing  of  the  bolts  securing  the  right  propeller,  while  the 
machine  was  flying  along  the  coast  at  a  point  about  90  miles 
north  of  St.  Louis,  Senegal.  For  35  minutes  the  flight  was 
continued  with  the  starboard  engine  running  alone.  This 
engine  overheated,  and  it  became  necessary  to  iand  on  a  patch 
of  sloping  beach  when  the  tide  was  high.  The  machine  after 
landing  ran  into  the  sea  and  was  badlv  damaged  The  crew 
were  alone  for  six  days  before  parties  of  natives  from  neigh- 


bouring villages  discovered  them.  They  had  a  limited 
quantity  of  food  in  their  possession,  and  water  was  obtained 
by  distilling  sea  water. 

The  Commission  Sportive  Aeronautique  announced  that  all 
claims  (presumably  by  French  pilots  only),  for  records  said  to 
have  been  established  during  the  wai  must  have  been  sub- 
mitted to  them  before  Ausj.  31st  last. 

At  5.30  a.m.  on  September  1st  Poulain  (the  cyclist  who  re- 
cently flew  fifteen  yards  in  an  Aviette),  was  to  have  made  an 
official  trial  on  the  Longchamps  racecourse,  before  members 
of  the  Aero  Club.  Unfortunately  the  machine  was  damaged 
before  the  trial  began. 

HOLLAND. 

E.L.T.A.  News 
H.M.  Queen  Wilhelmina  and  the  Prince  Consort  paid  a 
visit  to  the  E.L.T.A.  Exhibition  at  Amsterdam  on  Aug.  27th. 
They  viewed  the  stands  in  the  Exhibition.  Demonstrations 
were  given  by  several  pilots,  among  whom  were  Mr.  W.  R. 
Kenworthy,  Major  Draper,  and  Capt.  Ilincnclifle.  The  last- 
named  pilot  smashed  the  right  wing  of  his  machine  when 
landing. 

The  E.L.T.A.  still  proceeds  in  fairly  lively  fashion,  at  least, 
so  far  as  the  flying  is  concerned,  performance  in  eating  and 
drinking  showing  a  marked  decline  since  the  opening  days. 

Onvthe  28th  the  B.A.T.  Limousine,  piloted  by  Major  Draper, 
and  containing  Mr.  Koolhoven  and  Mr.  Lawford,  the  Airco 
pilot,  departed  for  London  against  a  gale.  It  duly  reached 
its  destination  in  4A  hours,  including  a  stop  at  Marquise.  The 
weather  conditions  were  such  that  the  passengers  had  to  rig 
up  a  rope  arrangement  en  route  to  hang  on  to.  The  return 
trip  was  made  on  the  following  Saturday,  the  passengers 
being  Mr.  Koolhoven,  Mr.  and  Mrs.  Wallace  Barr,  and  Com- 
mander Ramsey,  U.S.N.  The  time  taken  from  London  to 
Roesterberg  was  z\  hours. 

Further  arrivals  curing  the  week  were  the  Vickeri,  com- 
mercial "  Vimy,"  piloted  by  Capt.  Cockerell,  a  Caproni  bi- 
plane, '"commercialised  "  by  the  addition  of  a  glass  house 
for  10  people  on  the  fuselage,  a  2-seater  Morane  "Parasol," 
two  Portuguese  Breguets,  and  a  Morane  monoplane,  piloted 
by  Fronval.  The  latter  is  putting  up  some  exceedingly  fine 
shows  of  trick  flying. 

On  the  25th  the  sensation  of  the  day  was  provided  by  the 
arrival  of  a  Caproni  triplane,  complete  with  omnibus  attached, 
containing  a  further  detachment  of  the  Italian  Flving  Corps, 
numbering  about  16.  On  the  roof,  which  is  formed  by  the 
original  nacelle,  six  more  persons,  including  the  pilot,  are 
established.  It  was  met  over  Amsterdam  on  arrival  by  the 
big  B.A.T. ,  which  made  circles  round  it  till  the  descent  took 
place. 

A  competition  in  stunt  flying  was  held  on  the  26th,  a  com- 
mittee of  ladies  forming  the  judges.  There  were  10  com- 
petitors. The  result  was  a  win  for  Major  Diaper  on  the 
B.A.T.  "Bantam,"  Mr.  Kenworthy,  on  the  "Kangaroo," 
being  second,  while  Mr.  Duke,  on  the  "Bantam,"  and  Fer- 
rarin,  on  the  Italian  "Balilla"  (a  S.V.A.,  with  ordinary  single 
bay  bracing),  tied  for  third  place.  A  very  amusing  perform- 
ance was  given  by  Capt.  Hammersley  on  the  Avro  "  Baby," 
which,  however,  appeared  to  make  more  impression  on  ex- 
pert spectators  than  on  the  judges. 

The  "Kangaroo"  and  the  five  Avros  are  steadily  working 
through  their  daily  queue  of  passengers  in  fine  style.  The 
big  B.A.T.  has  made  a  good  many  flights,  with  import- 
ant passengers,  top-hatted  representatives  of  the  Dutch 
Government  evidently  appreciating  the  comforts  of  the  cabin. 
— R.  b.  N. 

On  August  29th  the  public  swarmed  onto  the  landing- 
ground  at  Winschoten,  Groningen.  Captain  Hinchliffe,  with 
three  passengers,  in  an  Avro  machine,  attempted  to  land 
there.    Two  spectators  were  killed  and  *hree  injured. 

The  North  Sea  Aerial  Navigation  Company  of  Olympia, 
Leeds,  are  carrying  passengers  at  the  E.L.T.A.  Exhibition 
in  Blackburn  "Kangaroo"  machines.  Sixty  to  seventy  pas- 
sengers are  carried  daily. 

Flights  between  Amsterdam  and  London  are  to  be  arranged 
when  the  demand  justifies  them. 

In  the  issue  of  The  Aeroplane,  dated  August  20th,  it  was 
stated  that  a  company,  had  been  formed  for  air  transport  in 
Holland.  Vickers  Ltd.  have  some  interest  in  it.  According 
to  the  "Haagsche  Courant"  of  August  30th  regular  air  ser- 
vices in  Holland  will  be  started  next  spring.  The  machines 
to  be  used  will  carry  two,  three  and  twelve  passengers.  Two- 
pence each  will  be  charged  for  carrying  letters  in  Holland, 
and  fivepence  to  England. 

ITALY. 

The  Italian  correspondent  of  The  Aeroplane  writes  :  — 
The  Seaplane  Circuit  of  Sicily,  promoted  by  the  Automo- 
bile Club  of  Sicily,  and  the  great  sportsman,  Che  v.  Florio,  is 
to  take  place  on  or  about  Sept.  14th.    The  pilots  are  to  be 
men  who  actively  participated  in  the  defence  of  Sicilian 


September  3,  19 19 


The  Aeroplane 


939 


The  demand  of  the  aeroplane  for  the  utmost 
power  from  the  lightest  and  most  trustworthy 
engine,  and  our  concentration  on  that  problem, 
has  taught  us  much — and  each  owner  of  the  new 
Austin  44  Twenty  "  will  benefit  thereby. 
More  power  with  less  weight  and  greater  reliability 
combined  with  silent  running,  flexibility  and  marked 
economy  are  characteristics  of  the  new  Austin  "Twenty" 
and  assure  its  selection  by  discriminating  motorists. 


ThsL  -mux 


THE  AUSTIN  MOTOR  CO.,  LTD., 
Head  Office  :  Northfield,  Birmingham 
Telephone— Kings  Norton  230. 
Telegrams — "  Speedily,  NorthCeld." 
And  at  Loadon,  Manchester  and  Pari*. 


All  theWbrlds  Leadina  Pilots 

accord  striking  testimony  to 


THE  LUBRICANT  WHICH  HAS  AROUSED  SUCH 
GRATIFYING  INTEREST  IN  TWO  HEMISPHERES. 

Wakefield  Castrol  has  been  specially  selected  for  use  in  all  recent 
flights,  notably  on  the  famous  voyages  across  the  Atlantic 
by  the  R.34  with  Sunbeam-Coatalen  Engines,  by  Alcock  with 
Rolls-Royce  Engines,  and  by  Hawker  with  Rolls-Royce  Engines. 

London  to  Paris  and  Paris  to  London  in  4f  hours  for  the 
double    journey — on    Wakefield    Castrol    "  R"— of  course! 


C.  C.  WAKEFIELD  81  Co.,  Ltd., 
WAKEFIELD  HOUSE,  CHEAPSIDE,  LONDON,  E.C.2. 


KINDLY    MENTION   "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


940 


The  Aeroplane 


September  3,  191 9 


coasts  during  the  war.  The  French  pilots  from  the  Marsala 
Escadrille  are,  of  course,  included  in  this  category. 

It  is  rumoured  that  a  3,000  h.p.  C.A.  triplane  may  yet  visit 
Amsterdam  in  time  for  the  E.L.T.A.  Exhibition. 

There  is  news  from  Naples  of  a  new  enterprise  in  the  com- 
pletely civilian  line.  Signor  Balierio  and  Doctor  Longo  are  re- 
ported to  have  alighted  there  with  the  first  of  a  batch  ot 
aviatics  (one  presumes  S.A.M.L.  brand)  to  set  up  a  flying 
school  with  a  passenger-carrying  and  trip  department. 

The  Association  of  Aviators  and  Aeronauts  of  Italy  held  the 
first  of  a  long  projected  series  of  fetes  for  popularising  flying 
on  Aug.  24th  at  the  Ansaldo  flying  ground  at  Turin.  Every- 
thing was  excellently  done. 

It  is  announced  that  Japan  is  placing  contracts  for  the 
supply  of  large  numbers  of  single-en gined  aeroplanes  in 
Italy. 

Further  detailed  news  of  the  Rome-Pekin  SVA  Reliability 
Squadron  trip  being  organised  by  D'Annunzio  has  been  commu- 
r.icated  to  the  Press. 

Of  the  five  machines  starting,  three  will  carry  a  passenger 
each.  The  other  two  will  take  luggage  containing  spares,-  food 
and  comforts,  which  will  be  sent  down  by  parachute  to  anv  pilot 
forced  to  land  in  an  unaccessible  position.  Should  a  pilot  go 
down  in  a  p]ace  where  landing  is  possible,  one  of  the  luggage 
machines  will  descend,  throw  out  the  luggage  and  take  the  pilot 
on  board. 

The  length  of  tlhe  trip  is  about  10,500  miles,  and  it  is  to  be 
made  in  19  stages  in  12  days.  Engines  may  be  changed  at  B'as- 
sora,  Calcutta,  and  Shanghai. — t.  s.  h. 

Reuter  states  that  on  Aug.  27th  the  steamer  "Nippon"  left 
Spezia  for  Tokio.  It  is  carrying  spare  parts  of  aeroplanes 
and  aeronautical  instruments  which  will  be  unloaded  at 
various  points  on  the  route  to  be  followed  by  the  squadron 
of  Signor  d'Annunzio  on  their  flight  to  Tokio. 

A  Caproni  aeroplane  crashed  near  Vienna  shortly  before 
noon  on  Aug.  23rd. 

The  machine  had  taken  off  from  the  aerodrome  at  Aspern 
to  fly  to  Rome  via  Turin,  when  it  fell  to  the  ground  from  a 
less  height  than  1,000  ft.,  and  was  totally  wrecked.  The 
occupants,  a  pilot,  a  mechanic,  and  two  officers  of  the  Italian 
Armistice  Commission,  were  killed. 

NORWAY. 

The  Danish  correspondent  of  The  Aeroixane  writes  :  — 
A  number  of  fishermen  on  the  west  coast  of  Norway  have 
combined  to  buy  a  seaplane  to  go  in  search  of  the  herring 
shoals ;  their  choice  is  a  German  Brandenburg  three-seater, 
with  the  naval  Capt.-Lt.  Christiansen  as  pilot. 

Having  bought  a  new  and  larger  Curtiss  flying-boat  the 
Danish-American  millionaire,  Mr.  Larsen,  sold  his  small  fly- 
ing boat  of  the  same  make,  which  was  piloted  by  Capt.  Batts, 
and  engiued  by  a  Curtiss  6-cyl.  vertical  type  aluminium 
motor,  by  auction  at  the  Norwegian  capital.  Although  it 
cost  £3,300,  only  £1,000  was  obtained  from  the  Christiania 
firm,  "Norsk  Luftkraft,"  who  are  using  it  for  their  new  flying 
school. 

This  firm  has  already  been  referred  to.  It  was  inau- 
gurated at  Gardermoen  with  Lieut.  Haganses  as  manager  and 
Lieut.  Vogt  as  instructor.  They  have  six  70-h.p.  two-seater 
Caudron  school  machines,  and  three  Avros  for  advanced  train- 
ing. They  were  all  bought  in  England  and  tested  by  a  British 
lieutenant,  whose  elegant  flying  drew  much  admiring  com- 
ment.   The  school  is  attended  by  50  pupils  at  a  fee  of  £111. 

SWEDEN. 

On  August  26th  the  Austrian  Lieut.  Ebner  put  up  a  new 
Scandinavian  altitude  record  of  17,100  feet  with  two  passen- 
gers, at  the  Thulin  aerodrome  in  Ljungbyhed,  presumably  on 
a  Phoenix  aeroplane. 

SWITZERLAND. 

Taddeoli  on  the  S. I.A.I,  is  continuing  the  exhibition  flights 
for  which  he  flew  that  machine  to  Lake  Geneva.  He  has 
been  flying  over  the  Rhone  valley  end  of  the  lake  with  pas- 
sengers at  great  heights,  thereby  showing  his  caution. 

Lts.  Comte  and  Mittelholzer  recently  flew  from  Dubendorf 
to  vSamaden  via  Ragaz  Oberhalbstein  and  the  Magna  and 
Berniria  mountains.  The  affair  was  organised  by  the  St. 
Moritz  hotel  people,  who  hope  that  when  that  lake  is  frozen 
— usually  late  in  November — many  landings  will  be  made 
there. — T.  s.  h. 

The  Federal  Council  have  partially  modified  the  Decree  of 
1914  which  forbade  flights  over  Swiss  territory.  Though  the 
Aerial  Code  is  not  yet  definitely  binding,  permission  to  fly 
will  be  accorded  to  aviators  willing  to  pledge  themselves  to 
observe  certain  conditions. 

Lt.  Pillichody,  who  flew  to  the  summit  of  the  Jungfrau  on 
Aug.  19th  last,  was  unable  to  attempt  to  leave  for  three  days 
owing  to  the  prevailing  high  wind.  On  Aug.  22nd  he  made 
an  attempt,  but  was  brought  down  by  a  gust  of  wind  a  few 
feet  after  leaving  the  ground.  His  machine  fell  into  the  snow 
and  was  seriously  damaged. 


Major  Isler,  the  Chief  of  bhe  Swiss  Military  Aviation  Depart- 
ment, has  announced  that  a  new  sport  will  be  possible  for 
tourists  in  the  Alps  next  summer.  He  calls  it  "Alp-climlbing  by 
Air."  Landing-places  will  be  made  on  or  near  the  summits  of 
mountains,  such  as  Mont  Blanc. 

Tourists  will  be  able  to  make  the  trips  by  aeroplane  in  a  very 
short  time.  At  first  the  charges  for  these  trips  will  be  high,  but 
they  will  be  gradually  reduced. 

Private  companies  will  be  formed  shortly  for  Alpine  aviation. 

SOUTH  AMERICA. 

The  L.A.L.T.A. — Latin  Alliance  for  Aerial  Transport  in 
South  America — is  doing  well,  especially  in  Brazil. — T.  S.  h. 

UNITED  STATES  OF  AMERICA. 

At  the  start  of  the  Aerial  Derby  from  Toronto  on  Aug. 
25th  a  Curtiss  Oriole  machine,  piloted  by  Rholfs,  turned  on 
its  back  and  delayed  the  start. 

The  first  machine  to  arrive  at  Mineola,  New  York,  from 
Toronto,  was  piloted  by  Coombs,  and  lanied  at  7. 11  p.m.  on 
Aug.  25th.  Two  other  aviators  landed  a  few  minutes  later. 
They  were  the  only  competitors  to  arrive  from  Toronto  on 
that  date,  and  started  on  the  return  journey  on  the  next 
morning. 

Colonel  Barker,  V.C.,  was  the  first  to  complete  the  flight 
from  Toronto  to  New  York  and  back.  He  was  flying  a 
Fokker,  and  finished  the  circuit  at  9.35  a.m.  on  Aug.  27th. 

None  of  the  40  machines-  which  started  from  New  York  on 
Aug.  28th  reached  Toronto  on  '.he  same  day  Eight  stopped 
the  night  at  Syracuse  and  16  at  Albany.  The  remaining  16 
had  to  land  where  they  could. 

Four  machines  reached  Toronto  from  New  York  on  Aug. 
26th.  The  first  machine  to  arrive  back  at  New  York  was 
piloted  by  Lieut.  Plumb,  who,  with  two  other  aviators,  reached 
there  on  the  evening  of  Aug.  26th. 

Eight  machines  completed  the  circuit  at  New  York  on 
Aug.  28th.  Bad  weather  at  Toronto  and  several  crashes  de- 
tained the  others.  A  De  Havilland  has  been  missing  since 
it  left  Buffalo  for  Toronto  on  Aug.  27th.  It  is  feared  that 
the  aviators  have  fallen  into  Lake  Ontario  and  perished. 

Lieut.  Maynard,  a  United  States  army  officer,  won  the 
aerial  Derby  between  New  York  and  Toronto.  Flying  a 
D.H.4  fitted  with  a  Liberty  engine  he  covered  the  1,042  miles 
ill  7  hours,  45  min.,  15  sec.  flying  time. 

Two  other  American  officers,  Lieuts.  H.  H.  George  and 
D.  B.  Gish,  also  in  D.H.  machines,  were  respectively  second 
and  third  in  8  hours  40  min.  5  sec.  and  8  hours  44  min. 
15  sec. 

The  winners,  under  the  United  States  army  regulations, 
cannot  accept  the  cash  prizes,  which  will  go  to  civilians  who 
made  the  next  best  time.  Lieut.  Maynard,  however,  will  re- 
ceive the  Canadian  Exposition  trophy  for  the  fastest  round 
trip,  and  the  Aero  Club  of  Canada  trophy  for  the  Roose- 
velt Field  entrant,  making  the  best  time  one  way,  which  he 
did  in  3  hours,  20  mins.,  45  sec. 

During  the  six  weeks,  ending  Aug.  2nd,  56  fires  were  dis- 
covered in  the  California  forests  by  the  aerial  fores'  fire  patrol. 
The  fires  were  reported  promptly  and  quickly  extinguished,  hav- 
ing caused  only  nominal  damage. 

The  corps  of  aviators  from  the  three  flying  stations,  Mather 
Field,  Sacramento  ;  March  Field,  Alessandro  ;  and  Rockwell  Field, 
San  Diego,  have  made  373  flights  over  the  forest,  covering  a 
distance  of  45,376  miles. 

The  U.S.  Army  Balloon  School  at  Arcadia  have  kept  a  'balloon 
up  all  day  and  night,  and  have  discovered  and  reported  many 
fires. 

The  Director  of  Air  Service  had  authorised  on  Aug.  5th  the 
extension  of  the  forest  patrol  over  parts  of  the  Oregon  forests. 
The  headquarters  have  been  established  at  Salem  Ore,  where 
eight  aeroplanes  will  be  stationed. 

The  U.S.  Department  Agriculture  Weather  Bureau  has  pre- 
pared a  map  of  the  United  States  divided  into  13  zones.  Weather 
forecasts  are  made  in  each  zone  at  9.30  a.m.  and  9.30  p.m.  to 
cover  24  hours.  These  forecasts  were  available  for  aviators  and 
balloon  pilots  from  Aug.  10th. 

Similar  forecasts  have  been  made  with  the  country  divided  into 
seven  zones  since  July  21st  with  very  satisfactory  results. 

The  Superintendent  of  the  Western  Division  of  the  New  York- 
Chicago  Air  Mail  has  stated  that  the  service  will  be  extended 
from  Chicago  to  St.  Louis  in  about  the  middle  of  September. 
The  distance  is  approximately  400  miles,  and  will  be  covered  in 
a  single  flight  from  Chicago. 

One  of  the  new  Curtiss  H.A.  mail  machines  recently  broke  all 
records  on  a  stage  of  the  New  York-Chicago  air  mail  service. 
The  speed  averaged  120  m.p.h. 

This  machine  was  built  for  the  Liberty  engine.  It  carries  900 
pounds  of  mail,  and  in  a  test  flight  attained  a  speed  of  145  m.p.h. 
with  a  full  load. 

The  Philadelphia  Aero-Service  Corp  has  started  commercial 
aerial  transport.  The  aerodrome  is  situated  in  the  suburbs  of 
Philadelphia.  Four  aeroplanes  have  been  purchased  and  a  flying 
school  has  started. 


September  3,  191 9 


The  Aeroplane 


941 


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Triplex  Safety  Glass  provides  perfect  visibility  and 
unequalled  strength  for  all  types  of  windscreens  and 
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Goggles  of  all  kinds  and  shapes  are  now  available 
at  prices  varying  from  25/-  to  7/6.  Write  for  our 
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KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS 


942 


The  Aeroplane 


September  3,  1919 


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KINDLY    MENTION    "  THE    AEROPLANE  " 


Reliability 


SPARKING  PLUGS 

have  achieved  such  a  reputation  for 
reliability  that  it  is  diffiult  to  imagine 
the  one-time  faultinessso  common 
in  sparking  plugs.  It  is  not  merely 
a  case  of  "War  Necessity  being 
the    Mother    of  Invention," 
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"  Use  them  and  you  will  prove  this.'* 


Write  for  particulars. 

THE  LODGE  SPARKING  PLUG  CO.,  LTD. 
RUGBY. 


WHEN    CORRESPONDING    WITH  ADVERTISERS 


September  3,  1919 


The  Aeroplane 


943 


NAVMMJLITMrn^avria 


NAVAL. 

From  the  "  London'  Gazette." 

ADMIRAI/TV,  Aug.  14II1 . 
R.M'.LF — The  commissions  of  the  following  officers  are  Terminated 
on  transfer  to  the  Royal  Air  Force  : — Maj.  R  Gordon,  C.M.G.,  D.S.O., 
Maj.  E.  F.  Gerrard,  C.M.G.,  D  S.O.,  Maj.  C  F.  Risk,  D.S.O.,  Mai. 
C.  F.  Kilner,  D.S.O.,  Capt.  C.  E.  H.  Rathborne,  D.S.O.,  Capt.  I.  T- 
Courtney,  O.B.F.,  Capt.  A.  G.  Bishop,  A.F.C.,  Aug.  ist. 

Admiralty  Appointments  and  Promotions. 
The  following  appointment  has  been  made  :  — 
Sept.  ist.— WI.  Shipwts.— E.  E.  Back,  to  "Argus." 

*        *  * 

Reports  from  Viborg  state  that  a  violent  bombardment  was 
heard  there  c"  the  27th  ult.  lasting  for  two  hours,  from  the 
airection  of  Krcjstadt. 

It  is  supposed  that  the  British  Naval  and  Air  Forces  were 
in  action.  Thick  clouds  of  smoke  were  seen  afterwards  above 
Kronstadt. 

It  is  officially  reported  that  an  aeroplane  coming  from 
Kronstadt  appeared  over  Terijoki  recently  and  dropped 
six  bombs,  which,  however,  caused  no  damage. 


MILITARY. 

From  the  "  London  Gazette." 

War  Office,  August  26th, 

Regular  Forces—  Infantry.— R.  Fus..— Ft.  R.  F.  G  May  (attd. 
R.A.F.)  resigns  his  eommn.,  Aug.  27th. 

Gord.  Highrs. — Sec.  Lt.  J.  Mac-George  (attd.  R.A.F.)  resigns  his 
coinum.,  Aug.  27th. 

General  List.— Sec.  Ft.  to  be  Ft.  :— W.  Sharpe,  A.F  C. 

Royal  Army  Chaplains  Department. — The  Rev.  A.  McHardy,  temp. 
Chapln.  to  the  Forces,  4th  Class,  relinquishes  his  commn.  on  transfer 
to  the  R.A.F. ,  Aug.  ist' 

War  Office,  Aug.  27th. 

REGULAR  Forces.— R.F.C.— Mil  Wing.— Flying  Officer.— The  date  of 
appointment  of  temp.  Sec.  Ft.  R  G.  Berwick,  Gen.  List  (since  killed), 
is  July  6th,  1917,  and  not  as  in  "Gazette"  of  Oct.  26th,  1917. 

Overseas  Forces. — Canada --Can.  Engrs.— Temp.  Ft.  A.  D.  Macdonald, 
D.F.C,  ceases  to  be  seed,  for  duty  with  the  R.A.F.,  July  29th. 

W.  Ont.  R. — Temp.  Ft.  D.  McD  Norjjicombe  ceases  to  be  seed,  for 
duty   with  the  R.A.F.,  Aug.  13th. 

Manitoba. — Temp.  Ft.  J.  Cave  ceases  to  be  seed,  for  duty  with  the 
R.A.F.,  Aug.  13th 

Can.  Mach.  Gun  Corps. — Temp.  Ft.  H.  W.  Pearson  ceases  to  be 
seed,  for  duty  with  the  R.A.F.,  Aug.  12th 

War  Office,   August  30th. 
Territorial  Force.— Infantry.— 7th  Bn.  W.  Rid.  R— See   Ft.  H.  H. 
Fockwood  (Sec.  Ft.,  R.A.F.)  to  be  Ft.,  and  to  remain  seed.,  Feb.  28th. 

THE     CASUAFTY  FIST. 

Rct'Oitrd  August  291/1. 
Canadian  Forces.— Died.— Williams,  Ft.  P.  E.,  Cent.  Ont.  Regt.,  attd. 
R.A.F. 

Official  Communique 

The  following  'official  communique  was  issued  by  the  War  Office  on 
August  30th  concerning  operation  on  the  Archangel  front  :  — 

General  Ironside  reports  that  aircraft  co  operated  with    the  Royal 
F'usiliers  in -recapturing  Emptsa  (Ycmtsa),  by  dropping  bombs  on  bar- 
racks and  armoured  trains. 
HKiy!  -#•,*  * 

Mr.  Lloyd  George  will  unveil  a  statue  in  memory  of  Captain 
Albert  Ball,  V.C.,  on  his  visit  to  Nottingham  in  October. 
*  *  * 

l*he  second  day  of  the  Army  Championship  Meeting  con- 
cluded on  Aug.  29th  at  the  Queen's  Parade,  Aldershot. 

In  the  220  vards  race  for  demobilised  officers  and  soldiers, 
W.  J.  Thompson  (late  serjt.,  R.A.F.)  was  first  bv  four  yards, 
24  3-5  sec.  H.  Dear  (late  lieut.,  R.A.F.)  was  third,  and  two 
yards  behind  the  second  in. 


AIR  FORCE. 

From  the  "London  Gazette." 

Air  Ministry,  August  26th. 

His  Majesty  the  King  has  been  pleased  to  make  the  appointment  to 
the  Most  Excellent  Order  of  the  British  Empire  :  — 
Knight  Grand  Cross. 

Major-General  Sir  Frederick  Hugh  Sykes,  K  C.B.,  C.M'.G..  Retired 
List,  late  R.A.F.,  for  distinguished  services  to  aviation  in  general,  and 
in  particular  for  invaluable  work  as  former  Chief  of  the  Air  Staff. 

R.A.F. — The  following  temp,  appointments  are  made  at  the  Ait 
Ministry  :— Staff  Officers,  3rd  Class  (P.).— Flying  Officer  H.  N.  D.  Wors- 
ley,  Sec.  Ft.  H.  Baker,  August  ist 

Staff  Officer,  4th  Class  (T.). — T„t.  E.  H.  Eldridge,  Aug.  20th. 

The  following  temp,  appointment  is  made  : — Staff  Officer,  ist  Class 
(P.). — Lt.-Col.  C.  T.  Maclean,  D.S.O.,  M'O.  'substituted  for  notification 
in  "Gazette,"  Aug.  19th). 

Flying  Branch.— Maj.  R.  B.  B.  Colmore,  O  B  E  ,  to  be  Maj.  (A'ship), 
from  (S.O.),  May  12th  (substituted  for  notification  in  "Gazette  "  Aug. 
5th).  . 

Capts.  to  be  graded  for  purposes  of  pay  and  allowances  as  Majs 
whilst  emold.  as  Mais.  (A.)  :— R.  M.  Drummond,  D  S  O.,  M.C.,  May  ist; 
C.  W.  Hyde,  from  May  ist  to  nth. 


Capt.  (actg.  Maj.)  R.  S  Booth,  A.F.C.,  to  be  Capt.  (A'ship),  and  to 
relinquish  the  actg.  rank  of  M'aj.,  from  (S.U.),  Aug.  iotu. 

Lts.  to  be  actg.  Capts.  whilst  cmpld  as  Capts.  (A.)  : — C.  S.  Stone- 
house  from  Oct.  25th,  11,18,  to  April  50th,  W.  L-  Fenwick,  June  ist. 

Lts.  to  be  graded  for  purposes  of  pay  and  alowances  as  Capts.  whilst 
empld.  as  Capts.  : — W.  L.  Fenwick,  from  May  ist  to  31st;  T.  H.  French, 
D.F.C,  from  May  ist  to  July  ist;  T.  S.  Ivens,  from  May  ist  to  July 
15th;  J.  R.  Milne,  D.F.C,  from  May  ist  to  July  15th;  F.  V.  Way, 
A.F.C,  from  May  ist  to  June  22nd;  S.  Baker,  S.  E.  Fa'oer,  A.F.C,  E- 
M.    Henderson,  R.  C.  Jenkins,  M.C,   S.  P.  Marcus,  H.  V.  Pendavis, 

D.  S  O.,  W.  K.  Sutton,  R.  L.  Lyster-Smvthe,  H.  E  Walker,  M.C,  D.F.C, 

E.  W.  White,  May  ist. 

Ft.  R   A.  Denne  to  be  Lt.  (A),  from  (Ad.),  April  13th. 
Sec.  Lt.  H.  G.  Pratt  to  be  Lt.,  Aug.  31st,  1918 

Sec.  Lt.  H.  A  Castaldini  to  be  actg.  Lt.  whilst  cmpld  as  Lt.  (O.), 
from  Dec.  nth,  1918,  to  April  30th  (substituted  for  notification  in 
"Gazette,"  Jan.  24th);  A.  A.  Phillips  (temp.  Sec.  Lt.  R.  W.  Kent  R.)  is 
granted  a  temp,  commn.  as  Sec.  Lt.  (O  ),  Oct  30th,  1918  (substituted  for 
notification  in  "Gazette,"  Dec.  31st,  1918) 

The'  following  relinquish  their  commus.  on  ceasing  to  be  empld.  :  — 
Lt.  H.  Seymour,  and  is  permitted  to  retain  his  rank,  Aug  31st,  191& 
(substituted  for  notification  in  "Gazette,"  Aug.  30th,  1918) ;  Lt.  (Hon. 
Capt.)  D.  Owen  (Capt.,  Nova  Scotia  R.),  M'ay  31st;  Lt.  E  C  L.  Cop- 
uer  (Lt.,  Devon  R.),  July  30th;  Lt.  J.  M.  Leach  (Lt.-,  York  R.),  Aug. 
6th;  Sec.  Lt.  (Hon.  Lt.)  D.  McD  Northcombe  (Lt  ,  W.  Ont.  R.),  Aug. 
13th;  Lt.  (Hon.  Capt.)  A.  M.  Mitchell  (Capt.,  R.A.S.C),  Aug.  20th. 

Transferred  to  uuempld.  list: — Sec.  Ft.  J.  H.  Hall,  Jan  13th;  Sec. 
Lt.  A.  Watson,  Feb.  2nd;  Sec  Ft.  H  Roberts,  Sec  Ft.  J.  Walker,  Feb. 
7th;  Ft.  G.  L.  Graham,  D.F.C,  Feb.  10th;  Sec.  Lt.  F.  H.  T.  Rudkin, 
Feb.  12th;  Sec.  Lt.  S.  A. -W.  Setchell,  Feb.  14th;  Sec.  Ft.  R  McDowall, 
March  12th;  Ft.  C.  Unbeham,  March  30th,  Sec.  Lt.  L.  H.  Jackson, 
April  ist;  Capt.  P.  G.  Williams,  April  4th:  Sec.  Lt.  (Hon  Lt.)  W. 
Norris,  April  10th;  Lt.  C.  IF  Harrison,  April  12th;  Sec.  Ft  j.  L.  Kil- 
loran,  April  13th;  Lt.  E.  I.  Wells,  M.C,  April  14th;  Lt.  L.  S  Harvey, 
April  iblh;  Capt.  C  J.  Hyde-Trutch,  April  17th;  Sec.  Lt.  T.  L.  Harding, 
Lt.  W.  E.  Roe,  April  19th,  Sec.  Lt.  T.  James,  Sec.  Lt.  R.  Ramsay,  April 
20th;  Sec.  Lt.  W.  H.  Hoskings,  Lt.  (actg.  Capt.)  G.  T.  Williams.  April 
24th;  Lt.  P.  C.  Richards,  Mav  ist;  Lt.  F.  James,  May  7th;  Sec.  Lt.  C. 
S.  Rathbone,  May  10th;  Sec.  Lt.  J.  A.  Keith,  M'ay  nth;  Sec  Lt.  F.  W. 
Radford,  May  13th;  Sec.  Ft.  H.  Lyne,  Sec.  Lt  J.  F.  Rowliotham,  May 
15th;  Lt.  G.  V.  Learmond,  May  16th;  Lt.  A.  W.  E.  Reeves,  May  18th; 
Lt.  H.  L.  Whittome,  May  19th;  Lt.  A.  C.  Aspinall-llowe,  May  20th;  Lt. 

F.  Lynn,  May  26th;  Lt.  D.  L.  Lynn,  Lt.  G  W.  Lvnn,  June  3rd;  Sec. 
Lt.  (Hon.  Capt.)  L.  R.  Hibbert,  June  4th;  Sec.  Ft.  W.  S  Weeks,,  June 
10th;  Lt.  J.  C  Louw,  June  13th;  Sec.  Lt.  (Hon.  Ft.)  J.  S  Smith,  June 
14th  (substituted  for  notification  in  "Gazette,"  Aug.  13th!  •  Ft.  J.  H. 
W.  Clarke,  June  15th;  Ft.  B.  E-  Randall,  June  16th;  Sec.  Ft  (Hon.  Ft.) 
I.  B.  Boyce,  June  17th;  Sec.  Ft.  (Hon.  Ft.)  W.  Reid,  June  20th;  Lt.  M. 
S.  Lewin,  June  23th;  Lt.  J.  F.  Bushe,  June  27th;  Ft.  J.  W.  D.  Feigh, 
M.C,  June  28th;  Sec.  Ft.  W.  Endersbv,  Julv  ist;  Sec.  Lt  W  McCullagh, 
July  3rd;  Sec.  Lt.  H.  E  Hounsell,  Julv  4th,  Lt  G.  Bryers,  Julv  3th; 
Sec.  Lt.  H.  C.  Rochester,  July  Sth;  Lt.  I.  A.  Peers,  July  10th;  Sec.  Lt. 
F.  L.  Hutchinson,  Sec.  Lt.  S.  H.  Jacobus,  Sec.  Lt.  W.  S.  Lawson,  Sec. 
Lt.  W.  L.  Tavlor,  Julv  12th;  Lt.  N  H.  Colson,  Julv  13th;  Sec.  Lt.  (Hon. 
Lt.)  IF  F-  Jackson,  July  37th;  Lt.  A.  E.  Love,  July  20th;  Sec.  Lt.  G. 
M.  Ross,  July  22nd;  Lt.  G.  S.  Hankinson,  Sec.  Lt.  F.  J.  Jackson,  July 
-,oth;  Sec.  Ft.  N.  C.  R.  Roberts  (substituted  for  notification  in  "Gazette." 
July  25th);  Sec.  Ft.  F.  H.  Wilcock,  Sec.  Ft  A.  K.  Doull,  Maj.  W.  J. 
Tempest,  D.S.O.,  M.C,  Aug.  ist;  Capt.  Lord  E.  A.  Grosvenor,  Sec.  Ft. 
H.  B.  Harmsworth,  See.  Lt.  M.  Imeretiuskv,  Lt.  F.  A.  Rowe,  Aug.  2nd; 
Sec.  Lt.  J.  Leftwich,  Aug.  4th;  Lt.  D.  F.  Burton,  Sec.  Lt  R.  A.  Molin, 
Aug.  5th;  Sec.  Lt.  J.  F.  Greenwood.  Sec  Ft.  L.  G.  Lowe,  Aug.  6th:  Ft 

D.  P.  Bees,  Sec.  Lt.  D.  W.  Thornton-Inman,  Aug.  7th;  Lt.  C  W.  Har- 
man,  Aug.  8th;  See.  Lt.  F.  E.  Green,  Sec.  Lt.  G.  J.  Holdcroft,  Lt.  G. 

E.  Hicks,  Sec  Lt.  E.  C.  M.  Reid,  Aug.  9th;  Lt.  H  H.  T.  Potter,  Lt.  M. 
Stuart-Menteth,  M.C,  Lt  W.  E.  Warden.  MC,  Sec.  Lt.  R.  J.  Wood, 
Aug.  9lh;  Sec.  Lt.  J.  H.  Walton,  Aug.  13th;  Sec.  Lt.  W.  K  Badenach, 
Sec.  Lt.  J.  R.  Baislev,  Lt.  B.  Dawe,  Lt.  G  Richardson,  Lt.  H.  T.  Rush- 
ton,  Sec.  Lt.  J.  IF  Sims,  Lt.  G.  H.  L.  Woodlev,  Aug.  14th:  Lt.  H.  S. 
Malik,  Aug.  16th;  Lt.  R.  J.  Brown  ell,  Aug.  19th;  Sec.  Lt.  G.  Fisher, 
Aug.  2 ist;  Ft.  A.  W.  Allan,  Aug  23rd 

Capt.  E.  F.  Eldsrton  relinquishes  his  commn  on  account  of  ill- 
health  caused  bv  wounds,  and  is  permitted  to  retain  his  -,  ank,  Aug. 
20th. 

The  following  Fts.  relinquish  their  commns.  on  account  of  ill-health 
and  are  permitted  to  retain  their  rank  : — F.  J.  Taylor  (caused  by 
wounds),  July  28th;  A  N.  Nesbitt  (caused  by  wounds),  Aug.  7th;  A. 
Coombs,  Aug.  13th;  H.  A.  Smeeton,  Aug.  15th. 

Lt.  T.  MacGeorge  (Gord.  Highrs.)  resigns  his  eommn.,  and  is  per- 
mitted to  retain  his  rank,  Aug.  27th. 

Sec.  Lt.  J.  N.  Hamman  resigns  his  commn.  and  is  permitted  to  re- 
tain his  rank.  M'arch  6th  (substituted  for  notification  in  "Gazette." 
Nov.  29th,  1918). 

The  following  Sec.  7^ts.  relinquish  their  commns.  on  account  of  ill- 
health,  and  are  permitted  to  retain  their  rank  :—  A.  L-  Fachnie,  July 
nth  (substituted  for  notification  in  "Gazette."  June  20th);  S.  Soothill 
(caused  by  wounds),  G.  E-  Williams  (caused  by  wounds)  Aug.  14th; 
H.  R.  Messinger  (contracted  on  active'  service) ,  Aug.  16th:  J.  Levy, 
Aug.  20th  (substituted  for  notification  in  "Gazette,"  Jan.  30th). 

Sec.  Lt.  P.  A.  Templeton  is  antedated  in  his  appointment  as  Sec. 
Lt.  (A.  and  S.).  May  y,th,  1918. 

The  name  of  Sec.  Lt.  (Hon  Capt.)  L.  Wilmot-Johnson  is  as  now 
described,  and  not  "J.  L-  Wihnot"  as  stated  in  "Gazette,"  July  20th. 

The  initial  of  Sec.  Lt.  C  Crosthwaite  is  as  now  described,  and  not 
"G."  as  stated  in  "Gazette,"  Aug.  15th. 

The  initials  of  A.  C.  D.  Anderson  are  as  now  described,  and  not 
"A.  C"  as  stated  in  "Gazette,"  Sept.  6th,  1918. 

The  notification  in  "Gazette."  July  29th,  concerning  Sec  Lt.  W.  R. 
Wright  refers  to  "Walter  Redvers  Wrielit." 

The  surname  of  Ft.  (Hon.  Cant.)  H.  N.  Witting  is  as  now  described, 
and  not  "Whitting"  as  stated  in  "Gazette,"  June  nth. 

The  notification  in  "Gazette,"  Dec.  31st,  1918,  concerning  Sec.  Ft. 
M.  Ross-Jenkins  (deceased)  is  cancelled 

The  notification  in  "Gazette,"  March  28th,  concerning  Ft.  F.  Tasker, 
A.F.C  ,  is  cancelled. 


944 


The  Aeroplane 


September  3,  i9x9 


The  notification  in  "Gazette,"  April  ist,  concerning  Capt.  E.  J.  B.1 
Ho  wis  cancelled. 

The  notification  in  "Gazette,"  April  jith,  concerning  Sec.  Lt.  G. 
Gardner  is  cancelled. 

ilie  notification  in  "Gazette,"  May  6th,  concerning  L,t.  J.  Davidson 
is  cancelled. 

The  notification  in  "Gazette,"  June  27  th,  concerning  Sec  Lt.  J.  Stop- 
ford  is  cancelled. 

The  notineation  in  "Gazette,"  July  22nd,  concerning  Lt.  H  S.  Pres- 
ton is  cancelled. 

the  notineation  in  "Gazette,"  July  25th,  concerning  Sec.  Lt.  R.  Russell 
is  cancelled. 

The  notification  in  "Gazette,"  July  29th,  concerning  Sec.  Lt.  W. 
Kiughorn  (deceased)  is  cancelled. 

The  notification  in  "Gazette,"  July  29th,  concerning  Sec.  Lt.  H.  J. 
Clark  is  cancelled. 

The  notification  in  "Gazette,"  July  15th,  concerning  Lt  J.  H.  Wil- 
liamson is  cancelled. 

The  notification  in  "Gazette,"  April  25th,  concerning  Lt.  A.  C  An- 
derson is  cancelled. 

The  notification  in  "Gazette,"  July  18th,  concerning  Sec  Lt.  A.  L. 
Fachine  is  cancelled. 

The  notification  in  "Gazette,"  Aug.  15th,  concerning  1,1.  D.  Caifns 
is  cancelled. 

The  notification  in  "Gazette,"  Feb.  14th,  concerning  Sec.  Lt  F.  I,. 
Roberts  is  cancelled. 

Administrative  Branch. — Sec.  Lts  to  be  Lts.  : — H.  J.  Clark.  Aug. 
9th,  1CT8;  (actg.  Capt.)  G.  D.  Ashby,  Oct.  20th,  1918,  and  to  retain  the 
actg.  "rank  of  Capt.  until  April  30th  (substituted  for  notification  in 
"Gazette,"  July  18th). 

Sec.  Lt  H.  F.  Henry  (late  Gen.  List,  R.F  C,  on  prob  )  is  confirmed 
in  rank  as  Sec.  Lt,  Aug.  26th,  1918. 

G.  J.  Maunsell  (Sec.  Lt.,  Lond.  R.)  is  granted  a  temp,  commn.  as  Sec. 
Lt.,  April  ist,  1918. 

Lt.  S.  McGaw  (Lt.,  Gord.  Highrs)  relinquishes  his  commn  on  ceasing 
to  be  einpld.,  Aug.  ist. 

Transferred  to  unempld.  list: — Lt.  E.  Tasker,  A.F.C.,  March  13th; 
Sec.  Lt.  F.  S.  Riley,  March  26th;  Lt  G.  Wilson,  Apiil  nth;"Lt.  P. 
Cairns,  April  23rd;  Sec.  Lt.  J.  P.  Young,  April  29th;  Sec.  Lt.  J.  R. 
Nicholson,  May  ist;  Lt.  L.  B.  Lyle,  May  7th;  Sec.  Lt.  (Hon  Lt.)  S.  P. 
Jacoby,  June  4th;  Lt.  G.  H.  Raitt,  July  ist;  Capt.  H.  F.  Roberts,  July 
4th;  Sec.  Lt.  T.  Irvine,  July  5th;  Sec.  Lt.  A.  C.  Challans,  July  12th; 
Maj.  E.  A.  Noel,  July  14th;  Lt.  V.  G.  Davis,  July  15th;  Sec.  Lt.  H.  A. 
Hobbs,  July  16th;  Lt.  J.  R.  Currington,  July  23rd;  Sec.  Lt.  W.  J.  A. 
Rogers,  July  25th;  Lt.  H.  Lanibourne,  July  30th;  Capt.  M  B.  O'Brien, 
July  31st;  Sec.  Lt.  J.  E.  G.  Henchman,  Sec.  Lt.  S.  F.  Marsh,  Sec.  Lt. 
C.  E.  Yates,  Aug.  ist;  Lt.  L  V.  Labrow,  Aug.  2nd;  Sec.  Lt.  C.  J.  Shap- 
ley;  Sec.  Lt.  M.  J.  Wolseley,  Aug.  8th;  Lt.  H  D.  Scowcroft,  Aug.  16th; 
Sec.  Lt.  H.  C.  Meade,  Aug.  22nd;  Lt.  L.  V.  Nicholson,  Aug.  23rd. 

Lt.  A.  A.  Denison,  M.B.E.,  M.C.  (Lt.,  York  and  Lane.  R.),  resigns 
his  commn..  and  is  permitted  to  retain  his -rank,  Aug  27th 

Lt.  E-  J.  Street  (Regular  Army  Officer)  relinquishes  his  commn.  on 
account  of  ill-health,  Aug.  26th 

Lt.  (Hon.  Capt.)  K.  E-  Clayton  (Somerset  L.  Inf.)  is  dismissed  the 
Service  by  sentence  of  a  General  Court  Martial,  Aug.  6th. 

Sec.  Lt.  H.  B.  Willoughby  relinquishes  his  commn.  on  account  of  ill- 
health  contracted  on  active  service,  and  is  permitted  to  retain  his 
rank,  Aug.  14th. 

Sec.  Lt.  T.  L.  Davies  (Dgn.  Gds.)  relinquishes  his  commn  on  account 
of  ill-healtfi,  Aug.  14th. 

The  notification  in  "Gazette,"  April  4th,  concerning  Sec  Lt.  J.  Sad- 
ler is  cancelled. 

The  notification  in  "Gazette,"  May  23rd,  concerning  Sec  Lt.  H.  T. 
Bolt  is  cancelled. 

The  notifications  in  "Gazette,"  July  18th,  concerning  See.  Lt.  R.  A. 
Smith,  Sec.  Lt.  VV.  J.  Bradshaw,  and  Capt.  C.  D.  Smart,  M.C,  are  can- 
celled. 

The  notification  in  "Gazette,"  M'ay  20th,  concerning  Lt.  A.  L.  Free- 
man is  cancelled. 

The  notification  in  "Gazette,"  of  Aug.  8th,  concerning  Lt.  A.  N.  Nes- 
bitt  is  cancelled.  x 

Technical  Branch.— Sec.  Lt.  (Hon.  Capt.)  J.  R.  Cassidy  to  be  Lt. 
(April  23rd,  1918),  without  pay  and  allowances  prior  to  Aug.  22nd,  iqi8. 

Sec.  Lt.  C.  C.  Hicks  to  be  Lt.,  witiiout  pay  and  allowances  of  that 
rank,  April  20th. 

The  following  relinquish  their  commns.  on  ceasing  to  be  cmpld.  :  — 
Sec.  Lt.  A.  L.  Bird,  April  6th,  1918:  Capt.  H.  A.  Saunders  (Capt.,  R. 
Marines),  May  24th. 

Transferred  to  unempld.  list  :—  Lt  W.  H  Short,  April  13th;  Lt.  (Hon. 
Capt.)  C.  D.  Smart,  M.C,  April  22nd;  Capt.  G  W.  A.  Brown,  May  21st; 
Capt.  C.  J.  Smith,  May  25th;  Lt.  N.  Haig,  May  28th;  Sec.  Lt.  (Hon.  Lt.) 
H.  Seott,  June  12th  (substituted  for  notification  in  "Gazette,"  July  18th) ; 
Sec.  Lt.  F.  T.  Johnson,  July  8th;  Sec.  Lt.  T.  Wright,  July  17th;  Capt.  J. 
Inwood,  July  18th;  Lt.  W.  Hardcastle,  Sec.  Lt.  J.  Leyland.  July  25th; 
Lt.  A.  E-  Rampton,  July  30th;  Lt.  J.  R.  Brown,  M.C,  Lt.  A.  E.  Layton, 
Maj.  S.  J.  L.  Vincent,  July  31-st;  Sec.  Lt.  F.  B.  Reed,  Sec.  Lt.  A.  T.  Wil- 
liams, Aug.  ist;  Capt.  J.  D.  Blyth,  Sec.  Lt.  A.  R.  Conder,  Sec.  Lt.  H. 
Cue,  Lt.  E.  W.  Vaughan,  Aug.  2nd;  Sec.  Lt.  E.  C.  G.  Vines,  Aug.  3rd; 
Sec.  Lt.  (Hon.  Lt.)  E.  E.  Hooper,  Aug.  jth;  Sec.  Lt.  G.  A  K.  Robertson, 
Aug.  6th;  Sec.  Lt.  H.  J.  Lewis,  Aug.  7th;  Lt.  F.  A.  Fyfe,  M.C,  Capt.  A. 
G.  Griggs,  Aug.  8th;  Sec.  Lt.  G.  Cockburn,  Capt.  J.  L-  Luntley,  Aug. 
9th;  Capt.  A.  M.  C.  Scott,  Aug.  nth;  Sec.  Lt.  R.  H.  Thomas  M.M., 
Aug.  12th;  Capt.  H.  A.  Whelen,  Aug.  15th;  Sec.  Lt.  D.  A.  Angus,  Aug. 
22nd. 

Sec.  Lt.  F  L-  Roberts  relinquishes  his  commn.  on  account  of  ill- 
health,  and  is  permitted  to  retain  his  rank,  Aug.  15th. 

The  surnames  of  Sec.  Lt.  (actg.  Lt.)  H.  F  Weet  is  as  now  described, 
and  not  "West"  as  stated  in  "Gazette, '•'  June  10th. 

The  notification  in  "Gazette,"  Jan.  3rd,  concerning  Sec  Lt.  A.  A. 
Davis  is  cancelled 

Medical  Branch. — The  following  are  granted  temp,  commns.  as 
Capts.  J.  G.  Skeet  (late  Capt.,  A.I.F.j,  August  roth;  G  M.  Mellor, 
Aug.  21st. 

Lt.-Col.  E.  O.  B.  Carbery,  O  B  E  (Surg.  Commander,  R.N.),  relin- 
quishes his    commn.  on  ceasing  to  be  ennpld.,  Aug.  15th. 

Transferred  to  unempld.  list: — Capt.  G.  Visger,  Aug.  ist;  Capt.  R.  H. 
Robbins,  Aug.  14th. 

Dental,  Branch.— W.  P.  Bole  is  granted  a  temp,  commn.  as  Lt.,  July 
28th. 

Chaplains  Branch.— The  Rev.  E.  Roberts  is  transferred  to  unempld. 
list.  April  9th. 

The  notification  in  "Gazette,"  Aug.  22nd.  concerning  Rev.  A.  S. 
Bishop  is  cancelled. 

Memoranda. — The  following  Oversea  Cadets  are  granted  temp, 
commns.  as  Sec.  Lts.,  with  effect  from  Feb.  15th,  and  relinquish  such 
commns.,  with  permission  to  retain  the  rank,  from  the  day  following 
termination  of  the  standardised  voyage  in  the  rase_  of  those  claiming 
immediate  repatriation,  and  from  the  day  following  demobilisation 
in  England  in  all  other  cases  : — 171288  W.  M.  Hall,  2005826  F  G.  Nes- 
bitt,  183609  H.  D.  Scottou. 

The  following  Cadets  are  granted  Hon.  Commns.  as  Sec.  Lts.  :— 178600 


G.  S.  Adam,   173569  W.  Andrews,  177345        Astley,  *"£79J' 
177952  S.  G.  Bnager,  178*106  G.  E.  Baguiiay,  176746  K.  D.  Barker,  1 78070 
J    W    Bower,  170331  G.   V.  Beedham,  178408  E.  J-  Black,  176409  P.  A. 
Brown,  1784&0  E.  D.  M.  Brown,  177100  G.  V.  Constantmidi,  176753.  w. 

G.  Cattell,  176755  S.  P.  Camplin,  170523  E.  Chadwick,  170781  J.  Curling, 
177101  D.  G.  Denoon,  177405  E-  Dennis,  177526  N.  H.  Dent  178345  A  H. 
Doog,  176764  C.  W    Doley,  i77355  J-  Dick,  178603  J.  P.   Evans  176411 

H.  Ely,  178461  J.  H.  Edwards,  175735  S.  A.  French,  177164  VV  J-  Ferguson, 
170249  J.  A  Findlay,  176960  C  Faragher,  177266  F.  Goodfellow,  177283 
i .  ii  Gwen,  177456  G.  Guiliford,  i77495  H.  Gleave,  1775^9  J-  Grimshaw 
177822  E.  Glover,  178253  J  A.  Graham,  178419  R-  P-  Gardener,  178774 
L.  Gregory,  178093  A.  T.  Harrington,  178262  F.  J.  Huinm,  177106  C.  W. 
Hopkins,  176239  J-  E.  Hargood,  177566  G.  L.  Harper  178320  J.  B  ojnes, 
177111  B.  K.  Johnson,  177159  E.  J.  Jack,  177:08  H.  J  Jones  178013  H. 
Knox,  177329  H.  Law,  177679  W.  F.  Lane,  178053  G,  Lowther,  i7»°54 
W.  R  Loyd,  17S480  A.  L.  McGuire,  178631  G.  McCallum.  177570  J-  Mc- 
Millan, 177593  W.  M.  Miller,  i7742i"W  H.  Morgan,  177864  H.  Moult. 
177141  i\  S  Parry,  178381  J.  S.  Precious,  178382  T.  P.  Powell,  178429  W, 
A?Perry  175409  A.  Rutgers,  1 77801  P.  M  Russell,  177978  H.  S  Rowse, 
177672  C.  A.  B.  Sewell,  177673  H.  i.  S.  Strang,  175830  H.  R.  J.  Smith, 
177802  W.  R.  Simmons,  177985  W.  A.  Smith,  178027  W.  fait,  177471  E. 
G.  Taylor,  177845  C  W.  R.  Taylor,  177872  W.  J.  lesson,  177555  N.  H. 

F.  Unwin  177079  B.  E.  Wilkinson,  177342  L-  E.  M.  Wells,  17736  W  R 
Walker,  177443  F.  H.  M.'Winwood,  1 77574  E.  F.  Wain  v. -right,  24969  L- 
T  Wei  s  176296  T.  R.  Weston,  176715  B.  J.  Wright,  177760  G.  E.  Whit- 
field 177910S  Watts,  177948  A-  S.  Webber,  178068  C  S.  Wilson,  178502 
E  L  wXerT  jan.  18th;  177395  J-  C  S.  Aherii ,  I 76508  H  Brook,  .176314 
J  S  Bell,  177350  A.  D.  Bourne,  177616  A.  C.  Braharu,  160150  N.  R  Cham- 
pion, 176408  J  W.  S.  Coulter,  176725  E,  S  Crocker,  176:726  ™  H  C 
177134  J.  Clarkson,  177424  K  W.  W.  Cockenden,  177620  L.  W  Causer, 
177657  R.  W.  H.  Cunningham,  176763  X.  W.  S.  Diuminond,  1 77^59  E.  P. 
Duflield  175255  M.  E.  Elliot,  177407  W  Ferguson,  177690  W  J.  Findon, 
S  Gillies  177323  T.  W.  Gilinour,  117896  W.  Heath,  176242  E.  F. 
HoUiday,  176099  A  B  Lavy,  176352  L  G.  Litherland  177309  R.  & 
Laree  177746  J.  F.  Latham,  137770  J-  O.  M'ountncy,  1768&1  W.  L-  H. 
Miles'  C  D.  Newman,    176362  P.   G    Parker    177176  E.  Pinks, 

s  parker,  176629  T.  J.  W.  Stone,  176827  J.  S.  Snell,  177674  R-  A. 
Smith,  176^6  R  H.  Tointon,  110057  J-  Whyte,  177445  J.  W.  Wills  177761 
I  W  Wells,  Jan.  20th;  223686  S.  H.  Metcalfe,  March  9th;  10022,  A  G- 
Webb,  March  18th  (substituted  for  notification  m  "Gazette     July  8th). 

Lt-Col.  C.  R.  Finch-Noyes,  D.S.O..  A.F.C  (Paymaster-Lt.,  R.NJ  re- 
linquishes his  commn.  on  ceasing  to  be  em;!d.,:Aug.  10th.  ^„„-„„ 

pie  following  temp.  Hon.  Lts.  relinquish  their  conimnsr  on  ceasing 
to  be f  empld.  :-A.  J  Mackay,  May  16th;  C  A.  Packer ;  May  31st; ,  W 
R.  V   Morgan,  June  16th.  R   Searle,  July  3"t;  P  C  Tnornton,  Aug. 

^Transferred  to  unempld.  list  : -Sec  Lt.  W  J.  Randall.  March  11th; 
Capt  W  A  C  Ricketts,  from  (S.O.),  May  4th;  Lt.  E.  G,  Clement  from 
(SO.),  Aug.  ist;  Sec.  Lt.  M.  L.  Bisson,  Sec.  Lt   J.  H.  F  Hock,  Sec.  Lt. 

G.  T.  Thorne,  Sec.  Lt.  S.  J.  Livingstone,  Sec.  Lt.  W.  E. .May  .Sec.  LtE. 
Moorlands,  Sec.  Lt.  L-  M.  Montgomery,  Aug.  14th.;  Capt  F.  Spencer, 

frThe(fnUialiof,Ji7668i  Cadet  K  McArthur  is  as  now  described,  and 
not  R.  McArthur,  as  stated  in  "Gazette,"  Aug.  19th. 

Air  Ministry,  August  29th. 

The  following  officers  and  other^ranks  of  the  Royal  Air  Force  (in- 
dX  Sl,  Women's  Royal  Air  Force)  have  been  brought  to  .the 
notice  of  the  Secretary  of  State  in  respect  of  the  valuable  services 
they  have  rendered  in  connection  with  the.  war,  and  a  note  to  .his 
effect  will  accordingly  be  made  in  the  Official  Records  :- 

Mai  C  R  Abbott.  M.B.E..  Lt.  (actg.  Maj  F.  B.  Adams  (Wilts  R.), 
Lt  Oictg.'  CaoL)  H.  A.  Adams  (A.P.D.),  Capt.  (actg.  Maj.,  W.  B.  Adams, 
Lt  (actg  Capt  )  P  E  D  Addis  (Som.  L-U,  Lt.  G.  J.  E  Agnew  Capt. 
F  R  Aldford,  MVC  (Can.  MG.C),  Sec  Lt.  G.  K.  Ailing,  Lt.  (actg 
Cant  )  c  F  Amoore  Sec  Lt.  B.  D.  Anderson,  Hon.  Lt.  (actg.  Capt.) 
GF.'Anteil  fcTnT&d  cAt  A  Appleby  ,R.  Fus.),  Lt,  .Hon.  CapU 
A  G.  T.  Applin,  Lt.  (actg  Capt.)  C  F,  Apthorp,  Ma;  -Gen  H.  T. 
A  buthnot,  C  B.  (R.  Arty.),  Capt.  (actg.  Maj.)  C,  U  Archbold,  Lt.  E.  L. 
Ardlev  (KRRC)  Lt.  H  D.  Arkell,  Lt-  J  A.  Armstrong,  Lt,  G.  D. 
ishbytRG^  s'R.),  Lt.  N.  H.  Asttey,  Admstr  Miss  M  A  Atkm,  Sec. 
Lt.  J.  A.  Atkinson,  Capt.  J.  C  Atkinson,  Sec.  Lt  F.  T.  L.  Avis. 

Mai  (actg  Lt-Col)  P  Babmgton,  M.C,  A.F.C.  (Hants  R.,  X.tf-1, 
=,en  It  L  Badger  MM  (R.E.),  Chapln.  (Civil)  Rev.  W.  A.  Badger 
?apt.LE.  p'  L  iSker  (S  Staffs  R.),  Sec.  Lt  H.  Baker,  Lt  (actg  Capt  ) 
p  Tl  Baker  (R  A  T  F ),  Capt.  C.  W  Baldwin  (Dur.  L-I  >.  Lt.  (actg. 
Capt)  M  Ballard,  Capt  C.  Banyard,  Lt.  J.  H.  Baring-Gould  (N.  Dev. 
Hrs  )  Lt  A  H  Barnard,  Lt.  (actg.  Capt.)  A.  W  Barnett  Deputy 
Aarnstr  Mrs.  N.  A.  M.  Barnett,  Lt-  J.  C.  Barrett,  Sec.  Lt  (actg.  LU 
D.  Barron  (R.  Hdrs.),  Lt.  (Hon.  Capt)  L.  ».  Barry  (R  A  S  C  ).  Lt.  E. 
V.  Bashford.  Sec.  Lt.  H.  Bates,  Lt.  A  H.  Beach  (Can.  Int.)  Capt.  E. 
A.  Beaulah  (Lines.  R.),  Capt.  B.  F.  Bedford .  Sec.  W  (actg .  Lt )  C  E. 
Tieeson  Lt  (Hon  Maj.)  W.  R.  Bernard  R.N.),  Lt.  A.  E  Biggs  capt. 
A  A  Bisset  (R  A  MC  ,  Asst.  Admstr.  Miss  I.  Black,  Lt.  (actg  Capt.) 
P.  G.  Black,  Mat  P  Blair  (R.F  A.),  Capt.  M.  B  Blake :  (Canada)  Maj 
(actg.  Lt.-Col.)  G.  Blatherwick,  Capt  E.  C  Bhg ht  Lt.-Col.  R  G ^Blom- 
field,  D.S.O.  (Washington);  Lt.  B  W.  Blower  (Shrops.  L.I  '.Capt.  A. 
R.  Boeree  (Suff.  R.),  Capt.  A.  Bolton,  MC  (B  Sc  Fu» ,.),  Maj_  R_  L 
Bone,  D.S.O.,  Capt.  J.  E.  Bonmksen,  Maj.  (actg  It.-CoU  H  B.  Bon 
mag  Sec  Lt  C.  L.  Booth,  Lt.  J.  R.  S.  Bc.rman  (Bord.  R),  Capt.  H  G. 
Bowen  Ma/  A.  C^  E.  S.  Bowlby  (S  Staffs  R.).  L,  H.  K.  Boy^en  Sec. 
Lt  (actg.  Capt.)  C.  W.  Braddy,  Lt.  J.  W.  Brash  (R.AM.C  ,  S.R.),  Capt. 
S  Brew  Lt-Col  W  Briggs  (Washington),  Lt.  H.  Bristow  (E.  Surr^  R.). 
Capt '  W.  C :  Soadhead,  Sec.  Lt  W  J.  Brcoker  (RE.)  Lt  'actg  CapU 
G.  E.  Brookes,  Lt.  (Hon.  Capt.)  A.  E.  Brooks  (R.  Dgns.),  Sec  Lt  (actg. 
Lt.)  E.  W.  Brooks,  Lt.  (Hon.  and  actg.  Capt)  A.  Broomer  (3rd  RL.R.  , 
Capt.  E.  B.  Broughton  (R.  Fus.),  Sec.  Lt.  G  A,  Brown  (E.  Surr.  R), 
Lt  H  A.  Brown,  Lt.  J.  M.  Brown  (H.A.C.).  Maj,  V^  S.  Brown .  L t  W. 
A.  Brown  (North'd  Fus.),  Lt.  C.  P  Browne  Maj.  R  W  Bruce  (Ca^ 
Inf.)  Lt.  W.  R.  Bucknell  (R.  Hus.),  Maj  (actg  Lt.-Col)  K.  L.  Bmst 
(HLI),  Lt  E.  J.  A.  Burke,  Capt.  E.  E.  N.  Bttrney,  M.c  (R.  Berks.), 
Maj.  W.  Burningham-White,  Lt:  A.  E.  Bush.  Lt.  L.  A.  Bushe  (24th  Can. 
Inf )  Lt  W  N  Bussell  (Mid'x  R.l,  Lt.  R  W.  P.  Butler  (Rif.  Bde  ), 
Maj.  (actg.  Lt.  Col.)  C.  A.  J.  Butter,  O.B.E-  (Scot  Hse  Veo.) 

Capt.  R.  Cadman  (N.  Staffs  R.).  Sec.  Lt.  (actg  Ca pt.)  A.  V,  Caldicott. 
Lt.  A.  C.  Campbell-Orde;  Capt.  P.  P.  Capelb  (R.  A.S.C  ),  Lt.  T.  Capps 
(3rd  Res.  Husrs.),  Sec.  Lt.  (actg.  Capt.)  L.  E.  Carter  D. CM  Lt_(actg. 
Capt )  E.  M.  Cashmore,  Lt.  (actg.  Cant.)  H  Chalkley  (P^E.)..  Mat.  J. 
L  Chalmers,  M.C,  Mai.  H.  F.  Champion.  A.F.C  (S.  Afr  Fees,  and  R. 
Bde).  Capt  A.  H.  Chapman.  Lt.  (actg.  Maj.)  F  T.  Chapman  (Lond. 
R)  Lt  J  W.  Chapman  (KO.S.B.l.  Sec.  Lt  O.  Charlton,  C apt.  A.  E 
Chavlwood  (R.  Suss.  R.l,  Capt.  B.  P.  Chase,  Sec.  Lt  R.  St.  G.  Chester- 
Master,  Lt  (Hon.  Capt.)  G.  Chetwynd-Stapylton.  Cant.  (actg.  Maul  f. 
Childevs  D.S.C,  Cant.  D.  W.  Clanoen,  Cant  (actg.  Mai.)  A  G.  Clark 
Cant.  H.  L.  IT.  Clark.  Lt.  M.  J  Clark  (Aus  Forces),  Lt.  (actg  Capt.) 
B  A  Clav  (Hussars),  Capt.  facte.  Mai  )  A.  Clayton.  Sec.  Lt.  F.  Clavt^n, 
Mai  E.  C  Clements,  Lt.  E.  A.  Coghlan  (Aus.  L.  Hse),  Hon  Cant.  B- 
S  Cohen,  Capt.  E.  D.  Cole  (i/tth  Lond.  Rl,  Capt.  S.  N.  Cote,  Capt. 
fact"  Mai)  J.  P.  Coleman,  A.F.C,  Lt.  T  A.  B.  Colin,  Chapln.  Capt. 
G  H  Collier,  Sec.  It.  fhon.  and  act.T.  l.t)  A.  Collinc  Wan-.  R.L  Ms»v 
G  C  Colmore,  Lt.  R.  B.  Collins  Uth  Norf.  R.l.  Lt.  (Hon  Cant.)  C  _S. 
Coltson,  D.S.C,  Lt.  O.  F  Conoley  (R.F.A.,  TP.),  Deputy  Admstr.  Miss 


September  3,  191 9 


The  Aeroplane 


945 


THE  BAKER  AIR  SEXTANT 

The  perfection  of  this  instrument  is 
a  triumph  of  British  science  and 
mechanical  skill  and  accuracy. 


Mm 


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War  Office,  and  Air  Board. 

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HUSUN  HOUSE.  Established  1X36. 

59  FENCHURCH  STREET  LONDON  •  E  .  C 
HUSUN    WORKS       .       HAINAULT      .  ILFORD 

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Wires  — 
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13  =  14,  ABCHURCH  LANE,  KING  WILLIAM  STREET, 
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This  plug  can  be  taken 
apart,  cleaned,  and  re- 
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f  \  I      I™  f\ 

W  I.  ll  V/ 

No.  7.M.  DETACHABLE  PLUG.  - 
Designed  to  stand  up  to  the  severest  tests  and  to  be 
free  from  pre-ignition,  providing  it  is  periodically 
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or  incandescent  points.  Made  to  Standard  dimensions. 
Mica  Central  Insulator.  h"  reach  Metric  thread. 
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KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


v 


946 


The  Aeroplane 


September  3,  19 19 


Mabel  Louise  Lillian  Cooke,  Lt  (actg.  Capt.)  II.  Cooke-Smith  (Lond 
R.),  Capt.  (actg.  Lt.-Col.)  F.  Cookson  (RJ3.),  Capt  VV.  J.  Coombes, 
Maj.  A.  R.  C.  Cooper  (Rif.  Belt-.),  Sec.  Lt.  (actg.  Lt  ,  A.  T.  Cooper, 
Maj.  A.  Corbett-Wilson,  Asst.  Admstr.  (actg.  Admstr.)  Mrs  Winifred 
Margaret  Corbett,  Lt  R.  P.  Coulter,  Capt.  I  A  Cowling,  (  apt.  (actg 
Maj.)  C.  J.  W.  Crichton  (Vorks.  R.),  Capt.  J.  Cricliton,  Capt  1,.  G  Le 
B.  Croke,  Capt.  L.  Crooks,  Capt.  R.  H.  Cronyn  (Canada).  Lt.  R  E 
Crosby  (H.A.C.),  Lt.  C.  J.  C.  Croydon  (Canada),  Lt.  J.  j  A.  Crozier 
(Loud.  R.),  actg.  Matron-in -Chief  Miss  Joanna  Margaret  Cruickshank 
(Q.A.I.M.N.S.I.),  Asst.  Adnistr.  Miss  Helen  Muriel  Culley,  Lt  G  L 
Cunningham,  Capt.  (actg.  Maj.)  W.  B.  Cushion  (Manch.  R  ) 
T^a?^  ^1  R-  C   Da  Costa  (Can-  Art  ''  W   (actg.  capt.)  H.  G.  Dadley, 

D.  C.M,  Lt  J  G:  Dainty  (I.cic.  R.),  Capt.  J.  E.  H.  Dakiu,  Lt.  W.  C. 
Dale  (North'd  Pus.),  Lt.  G.  S.  Dalgleish  iRA.S.C),  Sec.  Lt  (actg.  Lt.) 
b.  Dallow,  Maj.  E-  Dalziel,  Sec.  Lt-  (aefg.  Capt.)  E-  P.  Dampier,  Lt. 
.(actg.  Capt.)  F.  Dance  (Midx.  R.),  Lt.  W.  Dancy  (R.G  A.,  S.R.),  Sec. 
Lt.  H.  J.  Dann,  Capt.  H.  D.  A.  Dart,  Capt.  M.  G  Dashwood,  Lt.  (actg. 
Capt.  W.  H.  Date,  Deputy  Admstr.  Miss  E.  I.  David,  Capt  A  P 
Davidson,  Sec.  Lt.  A.  E.  W.  Davis,  Maj.  L.  Dawes  (Midx.  R.),  Capt. 
A.  J.  Dawson  (Bord.  R.) ,  Sec.  Lt.  (actg.  Lt.)  W.  R.  Day,  Lt.  (actg. 
Capt.)  W.  H.  Dean  (E.  Lanes.),  Capt.  G.  1.  N.  De.me  (Tyne  Eng.),  Maj. 
O.  Dennison,  Lt.  -actg.  Capt.)  J.  D.  de  Pencier  (Cant  FA.),  Lt.  (actg. 
Capt.)  O.  W  De  Putron  (D.1,.1.),  Lt.  (Hon.  Capt)  F.  Dickinson  (Leic. 
K.), ,  Lt.  (actg.  Capt.)  F.  C.  E.  Dimmiek,  Capt.  G.  M.  B.  Dobson,  Capt. 
A.  W  Dods  (R.F.A.),  Capt.  (actg.  Maj.)  F.  P.  Don  (Scottish  Hse.),  Asst. 
Admstr  Miss  O.  P.  Downes,  Capt.  J.  H.  N.  Drope  (Canada),  Lt.  (aetg. 
©apt)  H.  W  G.  Drummond  (rst  B.C  R  ),  Capt.  J.  M.  Drvsdale,  Sec. 
Lt.  (Hon  and  aetg.  Capt.)  X.  R.  Duff  (A.  and  S.  Highrs".),  Capt.  R. 
Duncan  MC.  (Can.  M'.R.),  Capt.  (actg.  Maj.)  S.  W.  Duncklev,  Lt.  (actg. 
Maj.)  C.  W.  Dyer  (Midx.  R.). 

Maj.  Sir  J  Eardley-Wilmot,  Bt.  (Rif.  Bde.),  Asst  Commdt  (Class  2) 
tt  s^  O-  Earlam,  Capt.  H  M.  Earnshaw  (R.  .War.  R.),  Lt.  (aetg.  Capt.) 
S"  ^ai??  (R?y-  Scots.),  Sec  Lt  F.  G.  Edgington,  Lt.  (actg.  Capt.) 
5"  ™  T-  Edwardes  (R  F. A.) ,  Capt.  H.  M.  Edwards,  See.  Lt  (actg.  Lt.) 
5\  Edwards,  Lt.  (Hon.  Capt.)  H.  M.  Eldridge,  M  C  (Northants. 
R.),  Capt  R  A  G.  Elliott  (R.A.MC),  Maj.  T.  K.  Elmsley,  Lt.  (Hon. 
Capt.)  R.  F.lphick  (Lond.  R.),  Lt.  (aetg.  Capt.)  E.  Emley  (Roy  D.C.), 
?*»*■•-*  Erskme  tGord.  Highrs.),  Capt.  (actg  Maj.)  G.  F.  Evans 
? "f  TR)V,Lt-  <acts-  Capt)  J-  H-  Kvans  (R  A.S.C.),  Capt.  C.  R.  Ever- 
shed,  Lt.  F.  J.  C.  Exton,  Lt   H.  W.  Ey ton- Tones. 

1  'J?'  ?■  Fair1lurst,  Lt  C  D  Fairweather  (Canada),  Lt  F.  J  Ear- 
r',  a'  A  V:  Farrier  (D.C.L.I.),  See.  Lt.  C.  Fenn,  Lt.  W.  B.  Ferrier, 
Capt.  A.  Ferns  ,'R.I.  Rifle),  Sec.  Lt  H.  H.  Ffreneh  (Can.  Signal  Ser.), 
U.  (actg.  Capt.)  A.  L.  Fiddament,  Maj.  L.  Findlater,  M.C.  (Manch  R  ) 
Lt.  J.  b  Flanagan  (Nail.  Vol.),  Capt.  (aetg.  Mai.)  C.  R  Fleming-Wil- 
Uams,  Lt.  F.  1    Fletcher  (Mane.  R  ),  Maj.  S.  Flower,  Dep  Admstr.  Mrs 

E.  B.  Fosbrooke  Lt.  W.  W.  Foster,  See.  Lt.  D.  A.  Fowler  (R.E.),  Capt. 
H  X.  Foxen  Lt.  W  N.  Fraser  (Rif.  Bde.),  Lt.  H.  A.  Francis,  Lt.  T. 
Francis  Asst.  Commdt.  (2)  Mrs.  C.  S.  Fiench,  Lt.  (actg.  Capt  )  S  T 
T-npp,  Hon  Capt.  (actg.  Maj.)  G.  W.  Frost  (N.  and  D.R  ),  Capt.  F.'  H 
Furness-Wilhams  (R.F.A  ). 

Ja  ,<^-  GTal?^ieJ"ParlZ  (R-W'  Fus)'  LL  R  R-  Garft*,  Capt.  A.  Gar- 
(Rrd  T  i LV=t;aPtJP- ?-AGSnfan^  Maj'  P   Garton.  Capt.  A.  D.  Gaye 

l°cd„  RJ>  W.  (actg.  Maj  )  A.  H.  A.  Gem,  M  C   (7th  N.  and  D.R.);  Capt. 

^vV.^se  (6th  Ches.  R.),  Lt.  F.  O.  Gibbon,  Lt.  (actg.  Capt.)  A. 
?;„t  ™ X'-£apt  Sj  W'  Godin.  ':aetg.  Capt.)  A.  H.  Goldie  (Bed.  R.), 
capt.  W  E-  Oooday  (U.S.A.),  See.  Lt.  L.  E.  Goodman,  Capt.  J.  A 
t?*  £3pt,  an.d  QVM-  J-  Gorcl°n  (R.G-A.),  Lt  M  S.  C.  Gordon.  (Can. 
?  '  7C  G'  Gowler,  Capt.  E-  R.  Grange,  D.S.C.,  Lt  A.  G  W 
Grantham  (Dors.  R.),  Lt.  D.  S.  Gray,  Capt.  J.  E.  A.  Greatorex, '  Sec 
Lt.  (aetg^  Capt.)  H.  J.  L-  Greatwich,  Capt.  F.  M.  Green,  Capt  T  Green- 
oi&ltW%§^  S-  G-   V.'GrrU,  Lt.  C. 

wSe£  W-  (.acte.Capt.)  k.  Hackney,  Lt.  C.  N.  Haines  (R.F.A.),  Lt.  T. 
Lfii^,  (Liverpool  R.),  Capt.  (actg.  Maj.)  M.  C.  P  Hamer,  Maj. 
(actg  Lt.-Col.)  B.  H.  N.  H.  Hamilton,  D.S.O.,  Lt.  (actg.  Capt)  R  F 
lamlyn  (Lond  R.),  Lt.  (actg.  Capt.)  G.  A.  D.  Hancock,  Capt.  W.  A. 
Hancock,  Capt  F.  M.  Hannay,  Lt.  R.  W.  W  Hardie  Capt.  F  M 
Harding,  Sec.  Lt.  W.  A.  Hardwick  (E.  Yorks.-  11.)  Capt  P  S  Har- 
frfea^cs4. CaPt  *$  R-  Harker,  M  C,  Capt.  (actg.  M'aj.)  J,  R.  Harland, 
Lt.  E.  Harlmg  (L.N.  Lane),  Capt.  H.  D  Harman,  M.C.  (Glos.  R.)  Lt 
%  iS-rr?S'  ?api-  H'  G'  Har"s.  U.  G.  D.  Harrison,  Lt.  P.  N.  Hart 
^    r]'  V;  (Hon-  Capt-  and  ac'e-  MaJ'-)  C".  Harvey  (12th 

r^M  RrhSaT^  W  R'  Haselhurst  (North'd  Fus.).  Maj  (actg.  Lt.- 
m  «i  ?r  ^  ^H^s,^f  C-  |R  N  )'  LL  c-  F-  p-  Haslegrave,  Capt. 
(actg.  Maj.)  P  H.  Hatfield  (Medical),  Capt.  (Hon.  and  actg  Maj.)  A  E 
Hatton  (Can.  Engrs.),  Capt.  (actg.  Maj.)  C.  Hayes  (K.OV'U),  Capt 
,  =  ?■  ,?'-H^yn^n,(RASC-''  Lt  (actg.  Capt.)  M  C.  Hayter  (Ind. 
Cav.)  MajT  G  Hazleton,  Capt  R.  J.  Hearn  (R.A.M.C.),  Capt.  (aetg. 
?TaJ'L M-  Henderson,  D.S.O.  (Sea.  Highrs.),  See.  Lt.  (Hon.  Capt.)  J. 
}1?,V{}t  'Durham  S    Afr.),  Capt.   F.   W.    Hiil,   Capt.   G.   T  R 

Hill,  M.C,  Lt  S.  Hill  Lt.-Col.  F.  R.  G.  Hoare,  C.B.E.  (Canada).  Cant. 
F  Hobson,  Mai.  V.  Hodson  (Can  Militia)  (Canada),  Lt.  (actg.  Capt.)  W 
Hoffert  (nth  Manch.  R.),  Lt.-Col.  R.  W.  Hogarth,  Maj.  E.  Hogg,  Capt. 
Sy  \  Holmes,  Lt-  G.  B.  Holmes,  Capt  (actg.  Maj.)  R.  H.  Hood,  Capt. 
H.  H.  Hooper,  Lt.  (actg.  Mai.)  F  H.  Hooper  (R.F.A),  Catit  F  T 
Hooper,  Lt.  (actg.  Capt.)  H  Hooper  (R.E.),  Capt.  (actg.  Maj.)  L.'  S. 
IS^^U^^0^  ,actsr-  Maj-)    W-  H-  Holroyd,  Sec.  Lt.  (aetg. 

Maj  )  W.  F.  M  Hopkins  (Glouc.  Yeo.),  Capt.  W.  E.  Horan,  Capt  A 
Hordern  (S.  Staffs.  R.),  Maj.  T.  B.  Hornblower  (Suss.  R.)  Lt  F  j' 
Horrcll  (New  Zealand  Mtd.  Rif.),  M'aj.  E.  D.  Horsfall,  MC  (oth  R 
Bde.)  Capt.  C.  Horsfield,  Capt  P.  G.  Horswell,  Lt.  (aetg  Capt.)  c' 
H.  Howell,  Lt  (actg.  Capt.)  W.  H  Howell  (Essex  R.)  Maj  J  R 
Howett  Capt.  F.  Hudson,  Capt.  W.  Huggan.  Capt.  W.  Huggan,  Cant. 
E.  Y.  Hughes  (R.F.A.,  T.F.),  Admstr.  Mrs.  A.  Hughes-Gibb,  Capt  H. 
R.  B.  Hull  (R.N.)  (Med.),  Capt.  H.  T.  Humfress  (R.E.),  Lt -Col  J  W 
Hunt  Lt  J.  Hutcheson  (R.  Ir.  R.),  Capt  H.  G  Hutchinson 
(R.M.L-I-),  Lt.  A.  P.  Hutton. 

Capt.  A.  E.  Illingworth  (6th  North'd  Fus.),  Deputy  Admstr.  Miss  E 
Tngrain,  Capt.  (aetg.  Maj.)  J.  Inwood  (Canada),  Maj.  A.  W  Iredell 
Capt.  W.  B.  Ives  (3rd  W.  Yorks.). 

Lt.  B.  Y.  Jackson,  Capt  H.  F.  Jackson,  Lt.  'actg.  Capt.)  J.  B  Jack- 
son (N.  and  D.R.),  Maj.  J.  L-  Jackson,  M.C.  (Conn.  R.)  (Canada),  M'aj. 
G.  Jacques,  Sec.  Lt.  (aetg.  I.t.)  A.  H.  James,  Capt  A.  P.  Tames,  Sec 
Lt.  W.  E.  James,  Lt.  (aetg.  Capt.)  T.  W.  Jennings  (28th  Lond.  R.).  Lt 
J.  H.  Jcphson  fSuss.  R.G  A.,  T.F.),  Lt.  (aetg.  Maj.)  F.  Tewell,  See.  T,t 
W.  H.  .Tinman,  Capt.  A.  R.  Johnston,  Capt.  F.  R.  Johnson,  D.S.C.  Lt. 
factg.  Capt.)  R.  E.  Johnson  (K.R.R.C.),  Lt.  C.  H.  Jones  (Lond.  R), 
Lt.  (actg.  Capt.)  H.  Jones,  Lt.  (aetg.  Capt.)  J.  W.  Jones  (R.E  .  T.F), 
Lt.  S.  N.  Jones  (R.  War.  W.),  Lt.  'actg.  Capt.)  W.  Jones  (Wore  R) 

Sec.  Lt  (actg.  Capt.)  H.  H  Kalber,  Lt  (actg.  Capt.)  R.  C.  Kean  (<;th 
S.  Lanes.),  Capt.  R.  H.  T3.  Ker  (B.C.  Regt.)  (Canada),  Sec.  T,t  C.  E 
Kitchenside,  Lt.  G.  M.  Knocker  (R.A.),  Capt.  R.  H   Knowles  (Med.) 

Maj.  S.  A.  Laird,  Capt.  the  Rev.  P.  C.  C.  Lamb,  B.A.  (1.  Yeo.)  (C  F  1 
'"ant.  (aetg.  Maj.)  W.  Lambert  (R  Fus.),  See.  Lt.  H.  D.  Lane,  I.t.  'actg 
'  apt.)  H.  F.  D.  Lane,  Maj.  R  C.  Lane  (Middx.  R.l,  Capt.  G.  S.  Lard- 
ncr  (O.  and  B.  L.T.),  Capt.  C.  F.  Latimer,  Capt.  J  D.  I.atta,  M.C,  Capt. 
'actg.  Maj.)  R.  D.  Law  'W.  Yorks.),  Lt.  (actg.  Capt.)  G  A.  Lawlor, 
T.t.  T.  A.  E.  Layborn,  Hon.  Capt.  F.  C  Lea,  Capt  N.  Lea,  Lt.  (aetg. 
''ant.)  R.  Leake  'Lond.  R.l.  Maj  L.  W.  Leannotmt,  D.S  O  ,  M.C  Mai 
P    A.  O.  Leask  (R.  Ir    Rif.),  Sec.  Lt.  (actg   Lt)  J.  G.  Le  Brun,  Maj. 


J.  H.  Ledeboer,  Capt.  H.  A  H.  Leetham,  Lt  (actg.  Maj.)  V/.  A.  Legg 
(R.E.),  Capt.  H.  D.  Lehmann,  Maj.  X.  G.  Leith,  M.JJ.E-,  Lt.  J.  M. 
J.  Le  Mee  (Newfound.  R.).  Lt.  P.  I.  Lewis  (R.  Fus.),  Maj.  (actg.  Lt.- 
Col.)  J.  H.  Lidderdale,  Lt.  S.  Lindsey  (Rif.  Bde.),  Sec.  Lt.  W.  Lini- 
ker,  bee.  Lt.  (Hon.  Capt.,  actg.  Maj.)  C.  A.  E.  LI05  d  (North'd  Fus.), 
Sec.  Lt.  (actg.  Lt)  R.  Locke,  Capt  A.  J.  Long,  Lt.  (actg.  Capt.)  G.  W. 
Longstaff,  Capt.  (actg.  Maj.)  A.  M.  Low,  D.Sc,  Maj.  (aetg.  Lt.-Col.)  S. 
R.  Lowcock,  Sec.  Lt.  H.  F.  Luck,  Capt.  C.  R.  Lymn. 

Admstr.  Miss  Margaret  McArihur,  Sec.  Lt.  (aetg.  Maj  )  O.  C.  McCaw 
(Middx.  R.),  Lt.  N.  S.  MeConnell  (R.A  S.C.),  Lt.  C.  A.  McCreath,  Capt. 
A.  D.  Macdonald,  Lt.  (actg.  Capt.)  F.  T.  MeElwee,  Capt.  F.  S.  M'cGill, 
Lt.-Col.  O.  H.  K.  Maguire,  D.S  O.  (Australia),  Admstr.  Miss  Anne  May 
Macintosh,  Capt.  L.  D.  D.  McKean,  M!aj.  (actg  Lt.-Col.)  D.  Macken- 
zie, Maj.  (actg.  Col.)  E.  G.  MacKenzie  (Ry.  Fus.),  Capt.  R.  M.  B. 
MacKenzie,  Capt.  G.  McKerrow,  Lt.  (actg.  Capt.)  N.  McLeod,  Lt.  W. 
A.  M'cMichael  (16th  R.  Scots),  Lt.  (actg.  Capt.)  H.  L.  McNaughton  (R. 
S.  Fus.),  Maj.  O.  C.  MacPherson  (Canada),  Lt  (actg.  Capt.)  L-  G. 
Mace,  Lt.  (actg.  Capt.)  X.  Mack,  Sec.  Lt.  (Hon.  Lt.)  W  Mainstone 
(R.I.F.),  Lt.  A.  G.  Makings,  Capt.  H.  G.  R.  Malet,  Asst.  Admstr.  Miss 
(aetg.  Capt.)  O.  W.  A.  Manning  (19th  R.  Fus.),  Capt.  L-  X  G.  M'ansell, 
Elizabeth  Atherstone  Mallabone,  Lt  R.  A.  Manby  (8th,.  Welsh  R.).  Lt. 
Capt.  F.  H  Mardall  (Mane.  R.),  Lt.  (Hon.  Capt.)  C.  H  Markham 
(North'd  Fus.),  Lt.  (actg.  Capt.)  E-  H.  Marsden  (R.F.A.),  Deputy 
Admstr.  Mrs.  Adelaide  Marshall,  Lt.  G.  Martyn,  Lt.  W  D.  Matheson, 
M.C.  (Canada),  Lt.  V.  D.  Mathews  (7th  D.L.I.),  M'aj.  H.  K.  Maxwell, 
Lt.  (actg.  Capt.)  H.  A.  Maynard,  Maj.  H.  R  Mayo,  O.BE.,  Sec.  Lt.  J. 
S.  Middleton,  Hon.  Lt.-Col.  R.  G.  Millar,  Lt.  (actg.  Capt.)  X.  E.  Mills, 
Capt.  (actg.  Maj.)  G.  C  Milnes,  M.C.  (R.  Lane.  R.) ,  Capt.  J.  M'.  Mitchell, 
M.B.E-  (Canada),  Lt.  J.  X  Mitchell,  Maj.  (actg.  Lt.-Col.)  H.  A.  Moore, 

C.  B.E. ,  M.C,  Lt.  R  F.  W.  Moore,  Capt.  X.  P.  Y.  Moore,  Lt.  (aetg. 
Maj.)  F.  K.  M'oncur  (4th  Sea.  Hdrs.),  Admstr.  Miss  Hortense  Henriette 
Montefiore,  Lt.  'aetg.  Capt.)  E.  L.  P-  Morgan,  Admstr.  Miss  Mattie  Mil- 
dred Morgan,  Capt.  N.  B  Morphy  (E.  Purr.  R.),  Lt.  J.  P.  D.  Mostyn 
(R.  Suss.  R.),  Asst.  Admstr.  Miss  Jessie  Kathleen  Mountford-Smith, 
Capt.  A.  F.  M'uir,  Capt.  (actg.  Maj  )  W.  H.  Mulville,  Lt.  (Hon.  Capt.) 

A.  H.  Munday,  Capt.  D.  Munro,  I.t.  P.  J.  Murphy  (I.  Gds.),  Maj.  G.  P. 
Myers  (Leins.  R.),  Capt.  J.  V.  Myles. 

Lt.  J.  C.  Nairn,  Asst.  Admstr.  Miss  Dorothy  Grace  Negus,  Capt.  C. 
H.  Nelson,  Sec.  Lt.  (actg.  Capt.)  H.  L-  Nelson,  Hon  Lt.  H  Newns,  Lt. 
(actg.  Capt.)  W.  J.  O.  Newton,  Mai    R   E-  Nieoll,  Lt.   (actg.  Capt.)  L- 

B.  Nieholls  (R.A. SC.),  Deputy  Admstr.  Miss  Bertha  Nichols,  Lt.  R. 
Nisbet  (R.F.A.),  Sec.  Lt.  J.  P.  Nolan  (R.D.  Fus.),  Sec.  Lt.  J.  Noonan, 

D.  S.M*.,  Maj.  G.  H.  Norman  (R.G.A.),  Lt.  F.  A.  Norton,  Lt.  C.  E. 
North,  Lt.-Col.  A.  X.  L  Nye 

Capt.  S.  C.  O'Grady,  M.C,  Sec.  Lt.  K.  W.  J.  Oldridge,  Sec.  Lt.  (actg. 
Capt.)  G.  Oliver  (Hants.  R.),  Maj.  X.  L.  Oliver,  Lt.  G.  P.  Olley,  M.M., 
Lt.  H.  M.  O'Loughlin  (Can.  Inf.),  Capt.  M.  A.  J.  Orde,  Capt  R.  A.  B. 
Orlebar  (gth  R.  Lanes.  R.),  Capt.  A.  C.  Osn.on,  Capt.  J.  J.  O'Sullivan, 
Lt.-Col.  H.  W.  S.  Outram,  Sec.  Lt.  J.  A.  Owen,  Capt.  (actg.  Maj.)  R.  D. 
Oxland  (Loud.  Yeo.). 

Maj.  G.  H.  Padley  (8th  Lines.),  Lt  (Hon.  Capt.  and  Ormr.)  H.  Pallett 
(4th  Ches.  R.),  Capt.  G.  K.  Palmer,  Lt.  E  L.  Pape,  Sec.  Lt.  R.  J.  P. 
Parer  (Aus.  F.C),  Capt.  (actg.  Maj.)  A.  H  Parker,  M.C,  Sec.  Lt.  C. 
B  Parker  (Canada),  Capt.  E.  Parker  (E  Lane.  R.),-  Lt.  J.  D.  Parkes, 
Capt.  (actg.  Lt.-Col.)  G.  W.  Parkinson  (R.E-),  Lt.  (actg.  Capt.)  I.  W. 
Parnell,  Capt.  G.  M:  Part,  Lt  (Hon.  Capt.)  F.  Paterson,  Lt.  A.  B.  Pat- 
on,  Capt.  (actg.  Maj.)  R.  K.  Paton  (Liverpool.  R.),  Lt  A.  Pat- 
terson (R.G. A.,  X.F.),  Admstr.  Mrs.  J.  C  Patterson,  Lt.  (actg.  Capt.) 
A.    L.    Paxton,    Capt.    (actg.    Maj.)    H.    J.    Pavn     (R.E.,    S.R.),  Lt. 

F.  A.  Payne  (R.E  ),  Sec.  Lt.  (actg.  Capt.)  F.  C  Payne  (Lab  Corps), 
Lt  (Hon.  Maj.)  H.  K.  Payne,  Lt.  (aetg  Capt  )  A.  L  Pearce  (R.  Welsh 
Fus.),  Capt.  A.  N.  Pennel,  Lt.  (aetg.  Maj.)  R.  A.  Pennington  (R.  Fus.), 
Lt.  F.  C.  Penny  (Aus.  I.F.),  Sec.  Lt.  C.  B  Pensotti,  Lt.  J.  B.  Perring 
(S.  Afr.  Fees.),  Actg.  Capt.  R.  B.  Pigott,  Lt.  (aetg.  Capt.)  J.  E.  Pike 
(D.L.I.),  Lt.  W.  W.  Pitt  (N.  and  D.R.,  X.F.),  Lt  (actg.  Capt.)  P.  L- 
Plant  (R.  Ir.  Fus.),  Lt.  S.  B.  Plummer  (P.P.CL-L),  Maj.  E.  M.  Pollard 
(W.  Yorks.),  Capt.  A.  W  W.  Pope  (K. S.L.I,  and  Lpl.  R.) ,  Lt.  (Hon. 
and  actg.  Capt.)  L.  V.  Popkiss  (Life  Gds.),  Sec.  Lt  A.  G.  C  Potts,  Lt. 
C  M.  Powell,  See.  Lt.  (actg.  Lt.)  L.  A.  X.  Power,  Maj.  W.  G.  W.  Prall, 
Lt  (actg.  Capt.)  D.  Price,  Maj.  H.  Pritchard. 

Capt.  G.  E.  Quincey. 

See.  Ii.  (actg.  Lt.)  N.  C  Raflfin,  Lt.  (actg.  Capt.)  S.  G.  K.~  Rapley, 
Lt.  H.  E.  Rathkins,  Capt.  A.  E.  Reed,  Sec.  Lt  V.  Rees,  See.  Lt.  J.  V. 
Peeve,  Capt.  J.  R.  Reilly  (Can.  inf.)  (Canada),  Lt.-Col.  A.  E.  J-  Reiss, 
O.B.E.,  Maj.  (actg.  Lt.-Col.)  J.  D.  K.  Kestler,  Capt.  G.  A.  Revington,  Sec. 
Lt.  C.  Reynolds,  Capt.  (actg.  Maj.)  A.  D.  S..  Riet  (R.G.A.,  X.F.),  Lt. 
(actg.  Capt.)  E-  A.  Richards,  Dep.  Admstr.  Mrs  N.  Richards,  Maj.  (actg. 
Lt.-Col.)  A.  V.  J.  Richardson,  Sec.  Lt  (actg.  Capt.)  F.  R.  Richardson, 
Capt.  (actg.  Maj.)  G.  S.  Ridgway,  Maj.  E-  E-  Robb,  Sec.  Lt.  J.  Roberts, 
'Hussars),  Maj.  E.  G.  LI-  Roberts,  Sec.  Lt  (Hon.  Lt.)  F.  A  de  V. 
Robertson  (I.A.R.O.),  Capt.  (actg.  Maj.)  J.  L-  Robertson,  Lt.  H.  W. 
Robinson,  Lt  C  P.  .V.  Roche,  Capt  F.  E.  Rogers,  Capt.  F.  Rooks, 
Capt.  (actg.  Maj.)  E-  J-  D  Routh  (K.R.R.C),  Lt.  (actg.  Capt.)  E  H. 
Russell,  Lt.  F.  S.  Russell,  D.S.C,  D.F.C,  Maj.  F  J.  Rutland,  D.S.C, 
Lt.  (actg.  Maj.)  J.  S.  Ruttle,  M.B.E.  (E-  Kent  R-),  Capt.  C  Ryder. 

Lt.  C.  G.  Salmond,  Maj.  D.  B.  Sanders.  Lt.  (actg.  Capt.)  F.  E. 
Sargood,  Lt.  (actg.  Capt.)  F.  H.  St.  C.  Sargant,  D.F.C,  Capt.  H.  F. 
Seagram,   Lt.   W.  H.    Scanlan,    Admnstr.   Miss   M.    Scholefield,  Capt. 

G.  A.  Scott  (Essex  R.),  Deputy  Admnstr.  Miss  M.  F.  E.  Seott,  Lt.  F. 
Scotv-Hall,  See.  Lt.  J.  C.  Shakeshaft  (16th  Lancers),  Lt.  D.  Shanks 
(Suss.  R.),  Lt.  (actg.  Capt.)  W,.  H.  Sharpe,  Lt.  W.  W.  Sharpe,  Lt.  C.  G. 
Shaumer  (Lond.  R.),  Capt.  (actg.  Lt.-Col)  C  A.  Shaw,  D.S.O.  (9th 
Lancers),  Capt.  W.  Shearer,  Lt.  (actg.  Capt.)  E.  T>.  Shearn  (Plants.  R.) , 
Capt.  G.  G.  Shepherd,  Capt.  (actg.  Maj.)  D.  J.  Sheridan  (R.  Ir.  Fus.), 
Sec.  Lt.  J.  D.  snorter,  Capt.  (actg,  Lt.-Col.)  P  Sidney  (North'd  Fus.), 
Admnstr.  Mrs.  H.  Simeon,  Capt.  (actg.  Maj.)  E-  W.  Simpson  (A.  and 
S    Highrs.),  Capt.  (actg.  Maj.)  M.  A   Simpson,  Deputy  Admnstr.  Miss 

E.  R.  Sinclair,  Capt.  B.  H.  Sisson  (R  G.A.,  S.R.),  Maj.  N.  Sladden, 
Capt.  P.  A.  Smee,  Lt.  V.  S.  Smith,  A  M  ,  Capt.  (aetg.  Maj.)  H.  E. 
Smith,  Lt  K.  MaeP.  Smith,  Lt.-Col.  J.  R.  W.  Smvth-Piggott,  D.S.O., 
Capt.  F.  Smvthe,  Maj.  A.  E.  Snape,  Lt  (aetg.  Capt.)  H,.  V.  Snook 
(R.E.),  Capt.  J.  W.  Somers,  Sec.  Lt.  (actg.  Lt.)  H.  R.  Soutter  (S.  Staffs), 
Maj.  E  H.  Sparling,  Capt.  F.  W.  Sparrow,  Hon.  Capt.  and  Qmr.  F. 
Spearing,  D.C.M.  (R.  Fus.),  Lt.  (Hon.  Capt.)  G.  G  Speight,  Capt.  M.  X. 
Spence,  Asst.  Admstr.  Miss  F.  H.  Spinney,  Lt.  G".  J.  Squires  (R.E.), 
Lt.  L-  R  Staddon,  Sec.  Lt.  E-  Staples,  Lt.  (aetg.  Capt.)  E-  S.  Steddy 
(E.  Kent  R.),  Capt.  (aetg.  Maj.)  H.  Stedman  (R.A.M.C),  Capt.  A  E. 
Steele,  Lt.  X.  F.  .Steele  (A.  and  S.  Highrs.),  Capt.  H.  E.  Steinberg, 
Sec.  Lt.  (actg.  Blaj.)  R.  B  Stephenson  'R.E.),  See.  Lt  (actg.  Capt)  X. 
Stevenson,  Capt.  F.  V.  Stillingfleet  (R.E),  Capt.  R.  M.  Stirling,  Lt. 
S  S.  Stone  (W.  Yorks  R.),  Lt.  A.  J.  Stopford  (Aus.  Arty.),  Capt.  L.  Y. 
Stott,  Lt.  B.  Strange  (R.  Bucks  Yeo.),  Sec  Lt.  H.  P.  Strong,  Lt.  G.  X. 
Stroud  (R.E.),  Lt.  (actg.  Capt.)  H.  G.  Stuart,  M.C,  Lt.  A.  E.  Stubbs, 
Sec.  Lt.  (actg.  Lt )  E.  A.  Sullivan  (Canada),  Capt.  J.  A.  C  Sumner, 
Capt.  A.  E.  Sutton  (Can.  Med.  Ser.)  (Canada),  See.  Lt.  (actg  Lt.)  E-  F- 
Sutton. 

Cant.  R.  St.  C.  Xalboys,  See.  Lt.  C  L.  Xaylor  (R.A.S.C),  Capt.  C  A. 
W.  Xaylor,  See.  Lt.  (actg.  Lt.  E  Xavlor,  Capt.  F.  D.  Xavlor,  Lt.  G.  E. 
Xavlor,  Admnstr.  Miss  P.  A.  Xavlor,  I.t.  (actg.  Maj.)  W.  H.  Xavlor 
(R.F.A),  Lt  X.  L-  Xebbit,  Sec.  Lt.  (actg.  Caot.)  S.  Xew,  Maj.  A.  V. 


September  3,  191 9 


The  Aeroplane 


947 


603.  Magneto  Spanners. 
Made     from    best  quality 

tempered  STEEL. 

Oxidized  6d.  each. 


How 

TERRY 

experience 
counts. 


WE  tackle  our  tasks 
scientifically.  For 
6}  years  we  have 
been  studying  materials, 
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And  to-day,  we  have  a 
highly  skilled  organiza- 
tion, every  phase  adopted 
only  after  much  expert 
ment.  Ma>  we  quote  for 
your  needs  ? 

Herbert  Terry  &  Sons,  Ltd. 

Manufacturers, 
Reddith,  Eag, 


Estab. 

1855. 


I  The  WHEELER 

=   Pocket  Height  and  Weather  Indicator 


EE  For  Aerial  Passengers.  EE 

~  ""THIS  instrument  is  designed  for  use  of  aviators.  It  indicates  the  = 

—  exact  height  at  which  the  Aeroplane  is  flying  and  is  of  great  — 

—  interest  and  value  to  all  who  fly.  Furtheimore  it  has  the  =z 
~  additional  advantage  of  indicating  the  wea'her  for  general  use — it  — 

—  is,  in  fact,  a  pocket  barometer.   Ihe  instrument  is  made  in  watch 

—  form,  gilt  or  oxydized  case,  and  supplied  in  solid  leather  outer  case  — 
SZ  In  a  secure  and  convenient  form  for  the  coat  pocket.  — 

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ZZ  Diameter  2ir/                     for  terms.                     dials  if  desired  — 

1  T.  WHEELER  1 

=  (Established  1878),  — 

—  Manufacturer  of  Aneroid  Barometers  &  Scientific  Instruments,  — 
=  217,  GOSWELL  ROAD,  E.C.i,  = 

—  Contractor  to  H.M.  Government,  Air  Board  and  Meteorological  Es 

—  Office,  etc.  — 

ifiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiil 

KINDLY   MENTION   "  THE  AEROPLANE 


By  Sfecia.  ^Appointment 


To  H.M.  the  King. 


CIEVES 


LIMITED 


Royal  Navy  House 
21  Old  Bond  St  W.l 

(Piccadilly  End) 

ROYAL  NAVAL  OUTFITTERS 

and 

SPECIALISTS  in  R.A.F.  KIT 


"Gieves"  Special  Royal  Air  Force  Depart- 
ment, reserved  for  the  exclusive  use  of  R.A.F. 
Officers,  provides  a  large  and  varied  range  of 
everything  appertaining  to  R.A.F.  Kit.  All 
the  best  quality  and  style  at  moderate  prices. 


ANYTHING  A  MAN  WANTS  HE  CAN  GET 
IT  AT  "  GIEVES" — whether  it  be  for  service  or 
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set  the  world's  standard  tor  fine  pencils. 
Every  one  of  the  17  degrees  are  perfect. 
The  degrees  which  will  give  you  the  best 
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For  Engineers      HB,  2H,  4H,  6H,  8H 
For  Draughtsmen  4B,  2B,  HB,  2H,  4H,  8H. 

O/  all  Stationtrt,  Storts,  etc.,  throughout  thi  World. 
"  VINUS,"  173-6.LOWB5R  CLAPTON  ROAD.  3B.6. 

Writ*  for  a  oopy  of  our  Interesting  Booklet  "Th« 
Yanui  Panoilln  Mechanical  Drafting." 


WHEN    CORRESPONDING    WITH  ADVERTISERS 


948 


The  Aeroplane 


September  3,  191 9 


Thompson,  Sec.  Lt.  W.   R.  Thompson  (R    Lanes.  R.),  Lt.  (actg.  Capt.) 

G.  R.  Thorne  (R.A.S.C.),  Capt.  iactg.  Maj.)  F.  D.  Till,  Capt.  R.  H. 
Timmis,  Lt.  (actg.  Capt.)  F.  Tingle  (R.  Scots),  Sec.  Lt.  (actg.  Maj.) 
A  J.  Toomer,  Lt.  S.  V.  Towers,  Capt.  M.  H.  Toy  (Can.  F.A.)  (Canada), 
Lt.  (actg.  Capt.)  W.  H.  Trinder  (R.W.  Surr.  R  ),  Capt.  (actg.  Maj.) 
H  M.  S.  Turner,  M.B  E.  (R.A.M.C.,  T.F.),  Maj.  L.  W.  F.  Turner 
(Dorset  Yeo.),  Lt.  (actg.  Capt.)  C.  G.  Turpin,  Maj.  The  Hon.  L.  J.  E. 
Twistleton-Wykeham-Fiennes  (O.  and  B.  L.I.),  Lt.  (actg.  Capt.)  T.  K 
Twist,  M.C.  (Dur.  L.I.),  Maj.  J.  II.  S.  Tyssen,  M.C.  (N.  Som.  Yeo.). 

Capt.  C.  T.  Vachell,  M'.C.  iMc>n  R.),  Capt.  (actg.  Maj.)  E.  R.  Vaisey 
(Essex  R.),  Sec.  Lt.  (actg.  Lt.)  S.  S.  Vanderhook  (Glouc.  R.),  Lt.  C. 

H.  Vernon  (2 /7th  Hants  R.),  Lt  lactg.  Capt.)  H.  C.  Vickery  (W. 
Yorks.  R.),  Capt.  S.  F.  Vincent,  A.F.C.,  Sec.  Lt.  K.  B.  Voss. 

Capt.  R.  M.  Waddington  (W.  Yorks.  R.),  Capt.  N.  W.  Wadham  (Rif. 
Bde.),  Lt.  H.  W.  Wadsworth  (London  R.),  Sec.  Lt.  C.  Waine,  Capt. 
E.  N.  E  Waldron  (I.A.R.O.),  Lt.  (actg.  Capt.)  A.  R.  Walker,  Capt. 
E-  G.  Walker,  Capt.  J.  B.  Walker,  Lt.  (Hon.  Capt.)  S.  E.  Wall 
(Northants  R.),  Lt.  W.  Wallace  (R.F.A.),  Capt.  E.  B.  Waller,  Capt. 
(actg.  Maj.)  J.  T.  Waler,  M.C.  (Leic.  R.),  Maj.  P.  A.  Waller.  Lt.  C.  H. 
Wallis,  Lt.  L-  P.  Wallis,  Lt.  (actg.  Caot.)  G.  V.  Walsh  (24th  Can.  Inf.), 
Capt.  J.  L.  Walshe,  Sec.  Lt-  (Hon.  Capt.)  E.  H.  Walter  (Rif.  Bde  ), 
Capt.  A.  B.  Walters  (London  R.),  Lt.  F.  Walters,  Lt.  (actg.  Capt.)  R.  M. 
Ward,  Lt-  (Hon.  Capt.)  T.  A.  Warne-Brown,  D.S.C  ,  Lt.  A.  F.  Warner, 
Capt.  (actg.  Maj.)  E.  J-  Watkins  (Canada),  Maj.  G.  J.  Watney,  Capt. 
(actg.  Maj.)  H.  S.  Watson  (Tyne  E.  Engrs.  and  R.E.),  Hon.  Capt. 
(actg.  Maj.)  J.  C.  Watson,  Lt.  (actg  Capt.)  W.  H.  Watson  (Can.  M.G.C.) 
(Canada),  Lt.-Col.  W.  O.  Watt,  O.B.E ,  Capt.  F.  J.  Watts  (Essex  R.), 
Lt.  R.  W.  Weatherbv,  Lt.  (actg.  Capt.)  A.  Webb  (5th  Dgn.  Gds.), 
Sec.  Lt.  (actg.  Capt.)  W.  G.  Webber,  Capt.  L-  M.  Wedderburn 
(R.A.M.C.),  Capt.  B.  Weil  (R.A.S.C),  Lt.  (actg.  Capt.)  R.  G.  Weller 
(R.  Fus.),  Lt  E.  H.  Wells,  Maj.  J.  K.  Wells,  Lt.  (actg.  Capt.)  A.  M. 
West  (S.  Staff.  R.),  Capt.  (actg.  Mai.)  G.  Whale,  Lt.  (actg.  Capt.) 
C  C.  Wheeler,  Sec.  Lt.  (Hon.  Lt.  and  actg.  Capt.)  T.  M.  Wheeler  (Lane. 
Fus.),  Asst.  Admnstr.  Miss  M.  Whidborne,  Capt.  (actg.  Maj  )  R.  Whid- 
dington,  Capt.  J.  R.  H.  Whiston  (8th  N.  and  DR.),  Sec.  Lt.  W.  W. 
Whitehead,  Lt.  (actg.  Capt)  R.  P.  M.  Whitham,  M.C.  (8th  NId.  Fus.), 
Lt.  (actg.  Capt.)  B.  T.  Whittaker,  Sec.  Lt.  E-  Whittlesea,  Capt.  A.  F. 
Wickenden,  Sec.  Lt  V.  H.  Wicks,  Lt.  (actg.  Capt.)  H.  F.  Wilkinson, 
Lt.  (actg.  Capt.)  F.  D.  Williams  ''Canada),  Capt.  J.  Williams  (D.C.L.I.), 
Lt.  K.  L.  Williams  (I.A.R.O.),  Capt  (actg  Maj.)  O.  C.  Williams,  Capt. 
W.  T.   S.   Williams,  D.S.C,  Lt.-Col.   (actg.  Brig. -Gen.)   F.  G.  Willock, 

D.  S.O.  (R.F.A.),  Lt.  C.  W.  Wilson  (Dur.  L.I.),  Capt.  D.  W.  Wilson, 
Lt.  E.  Wilson,  M.C.  (Mddx.  R.),  Capt.  D.  Wilson  (Castle  Bromwich), 
Lt.  (actg.Capt.)  J.  J.  Wilson  (E.  Yorks  R.),  Sec  Lt.  J.  J.  Wilson  (Lond. 
R.),  Capt.  M.  W.  Wilson,  Lt.  S.  Wilson,  Capt.  A.  Wombwell  (Line.  R.), 
Capt.  H.  L.  Wood,  Sec.  Lt.  L  W.  Wood,  Lt.  (actg  Capt.)  L.  Wood 
(R.G  A.,  S.R.),  Lt.  E.  F.  Worthington,  Lt.  W.  S.  Wright  (Leic.  R.) , 
Sec.  Lt.  W.  Wyatt,  Maj.  H.  N.  Wylie,  Maj  R.  V.  Wynn  (R.  of  O., 
qth  Lrs.). 

Lt.  L-  E.  Yeomans,  Sec.  Lt.  .T.  Young,  Capt.  S.  G  Young. 

Since  the  lists  of  names  appearing  in  this  publication  were  placed 
in  the  hands  of  the  printers,  the  actg.  ranks  indicated  have  been 
relinquished  in  the  great  majority  of  cases. 

Warrant  Officers,  Non-Commissioned  Officers,  and  Men  (including 
Personnel,  Women's  Royal  Air  Force). 
204528  Ch.  Mech.  H.  P.   Abbot,  44853  Cpl    A.  C  Adams,  69749  Sgt. 

E.  J.  Adams,  204570  Cpl.  Mec.  J.  C.  T.  Addis,  73887  Cpl.  Clk.  O.  M. 
Alfred,  513310  Mas.  Clk.  A.  A.  Allen,  220293  A.M. 2  (actg.  Cpl.)  J.  Allen, 
Can.  70625  Fit.  Clk.  E.  J.  Airman,  65825  Actg.  Sgt.  W.  Almond,  16796 
Fit.  Sgt.  W.  Anderson,  M.S.M.,  207560  Sgt  W.  D  Anderson,  6499  Sgt- 
Maj.  J.  O.  Annan,  17603  Member  Miss  J  Ansell,  49440  Sgt.  F.  Anstey, 
73011  Sgt.-Maj.  G.  Apps,  405710  Sgt.  A.  H.  Arch,  5773  Sgt.  S.  C.  Archer, 
208032  Mas.  Mec.  T.  Armit,  4991  Ch.  Mas.  Mee.  S.  Armstrong,  3137  Actg. 
Sgt.'  R.  H.  Arnett,  44370  Fit  Clk.  H.  H.  Atkinson,  8059  Ch.  Sec.  Ldr. 
Miss  A.  Austen. 

402311  Cpl.  A.  J.  Bacon,  4773  Member  Miss  E.  Bailey,  300338  Cpl.  W. 
Bailey,  7637  Member  Miss  E.  Baker,  226707  Sgt.  Mec.  A.  J.  Baldwin, 
68041  Cpl.  E.  R.  Ball,  204324  Ch.  Mec.  P.  E.  Ball,  247242  Ch.  Mec.  (actg. 
S.M.)  F.  Bamber,  408390  Fit.  Sgt.  T.  Banks,  209420  Ch.  Mec.  W.  C. 
Barclay,  R.N.  150263  Ch.  S.  Berth  Steward  H.  barker,  37914  Actg.  Sgt. 
L.  Barker,  4774  Mas.  Mec.  L.  Barker,  227614  Cpl.  Mec.  B.  W.  Barlow, 
133516  Sgt.  E.  W.  Barnes,  6929}  Sgt.  R.  Barr,  210275  Sgt.  Clk.  F.  C. 
Bartells,  4251  S.M.I.  C.  E.  Barton,  204810  Sgt  E-  A.  Barton,  22734  Act£. 
Sgt.  T.  F.  Barton,  119782  A.C.I.  J.  T.  Party,  225329  L.A.C  G.  Bastick, 
219815  Fit.  Sgt.  E.  Bate,  10106  Ch.  Mec.  R.  J.  Bates,  i960  Fit.  Sgt.  H. 
Paverstock,  126754  L-A.C.  C.  Bayley,  MM  (late  R.  Fus.),  16920  Sgt. 
W.  E-  Baylis,  65644  Fit.  Sgt.  W.  Beaslev,  M.M  ,  209965  Sgt.  Mec.  H.  R. 
P.eaumont,  22s6  Ch.  Sec.  Ldr.  Mrs.  L.  J.  Bedw;ll,  4304  S.M. 2  G.  Beer, 
24749  Sgt.  (actg.  Fit.  Sgt.)  J.  J.  Belham,  72777  Actg.  Fit.  Clk.  E.  G. 
Bell,  21274  Actg.  Fit.  Sgt  C.  W.  Bellairs,  599?  Member  Miss  E.  C. 
Bennett,  3378  Member  Miss  V.  Bennett,  4576  Ch.  See.  Ldr  D.  Benson, 
212766  Sgt.  T.  Bentley,  12823  Ch.  Mas.  Mec  W  H  Berg,  2478  Member 
Miss  Z.  M.  Berrill,  9063  Fit.  Sgt.  F.  W.  P.  Best,  73408  Aetg.  Ch.  Mec. 
W;  P.  Best,  27133  Sgt.  H.  W.  Bickerstaffe,  9073  Fit.  Sgt.  V.  C.  Bignell, 
314115  Sgt.  J.  T.  Binding,  19357  Fit.  Sgt.  A.  V.  Binsted,  25762  S.M. 
I.  J.  E-  Bird,  75448  S.M. 2  O.  Birley,  224843  Fit.  Sgt.  A.  W.  Bish,  187323 
Cpl.  C.  Bishop,  287  Fit.  Sgt.  E.  L.  Bishop,  25729  Fit.  Sgt.  W.  J.  Black, 
1176  Member  Miss  M.  Blackford,  1922  Sec  Ldr.  Miss  H.  Blake,  16879 
L.A.C  B.  Bloss,  206047  Cpl.  Mec.  (W.T.)  B.  Bocking,  60742  L-A.C. 
(actg  Cpl.)  H.  A.  Boison,  216302  Actg.  Fit.  Sgt.  J.  N.  Bonnar,  300242 
Sgt.-Maj.  H.  Bonnard,  735  Ch.  Mas.  Mec.  A  J.  Booker,  205763  Ch.  Mec. 
G.  Booth,  203616  Sgt.  Mec.  Obs.  T.  N  Bore,  D.S.M.,  18418  Fit.  Clk. 
O  E  Boreland,  603  Member  Miss  K.  Bostock,  217082  Sgt.  R.  C.  Botting, 
69039  L.A.C.  P.  R.  Bowden,  136743  Clk.2  E.  A.  Bowdery,  12073  Fit.  Sgt. 
A  Bowers,  207503  Sgt.  H.  R.  Bowles,  13646  Ch.  Sec- Ldr.  Miss  D.  V. 
Boyle,  214416  Fit.  Clk.  L.  R.  Bradford,  4619  Member  Miss  G.  M. 
Bretherick,  17785  Sgt-  H.  R.  Brett,  65145  Sgt.  W.  H.  Brett,  2590  Ch.  Mee. 
B  R.  Brewis,  13014  S.M.i  F.  G.  Brigden,  19602  Member  Miss  E.  M. 
Briggs,  20924  Member  Mrs.  M.  B.  Brisley,  13326  Senr.  Ldr.  O  M. 
Bromley,  56557  L.A.C.  F.  B.  Brooks,  52708  A.M.i  A.  H.  Brown,  81259 
Sgt.  A.  S.  Brown,  4864  Ch.  Mas.  Mec.  E  A  Brown,  14366  Fit.  Sgt.  E.  E. 
Brown,  89855  Sgt.  Mec.  E.  O.  Brown,  27719  Fit.  Sgt.  G.  A.  Brown,  33744 
Actg.  Sgt.  H.  Brown,  19  Actg.  Ch.  Sec.  Ldr.  Miss  H.  M.  Brown,  314131 
Sgt.  J.  M.  Brown,  86470  Cpl.  W.  Brown,  2466  Fit.  Sgt.  W.  Brown,  234219 
Clk. 2  G.  W.  Browne,  57348  Cpl.  W.  Browne,  203629  Cpl.  Mee.  J.  Bruce, 
217934  Sgt.  Clk.  W.  Bryon,  51910  L  A  C.  M.  T.  Buck,  10040  Ch.  Sec.  Ldr. 
Miss  E.  Buckley,  40424  Fit.  Sgt.  J.  A.  Bullivant,  314134  Sgt.  M.  Bunn, 
108806  Sgt.-Maj  S.  P.  Bunn,  16848  Sgt.  G.  W.  Burch,  423  S.M.2  F.  A. 
Burton,  R.N. 29508  Sgt.  Mec.  F.  E.  Burton,  207602  Ch.  Mec.  F.  T.  Byford, 
71777  Ch.  Mec  A.  J.  Byles,  217530  Aetg.  Sgt.  F.  C.  Bynoth,  11951  Ch. 
Sec.  Ldr.  Mrs,  P.  Bvron. 

R.N. 237043  Ch.  Mec.  E.  H.  Caine,  10322  Ch.  Sect.  Ldr.  Miss  A.  D. 
Cairns,  25503  Member  N.  B.  Campbell,  20585  Cpl.  E.  C.  Carder,  4c6n 
Sgt.-Maj.  F.  W.  Carline,  243  Aetg.  Sgt.-Maj.  N.  Carlyle,  209778  Ch.  Mec. 
A,  G.  Carr,  16984  Sec.  Ldr.  M.  Carr,  12472  Ch.  Sec.  Ldr.  M.  A.  Car- 
stairs,  71346  Sgt.  A.  B.  Carter,  39595  S.M.i  G  S.  Carter,  30694  Sgt.  A.  H. 
Cashmore,  17140  Sgt.  Clk.  F.  A.  Cassere,  A.  / 2582  Q.M.S.  T.  G.  Cemery, 
51093  Sgt.  F.  E.  Chapman,  6935  Sgt.-Maj.  T.  H.  Cheeseman,  219734  Aetg. 
Cpl.  J.  Chisnall,  205306  Sgt.  Mec.  M.  Chunn,  12925  Cpl.  A.  H.  Clark, 


37483  Sgt.  C.  O.  B.  Clark,  209448  Cpl.  Mec.  P.  E.  Clark,  220624  Actg.  Sgt. 
P.  L-  Clark,  207675  Sgt.  Clk  A.  Clarke,  203863  Sgt.  Mec.  W.  Clarke, 
18237  Sgt.  C.  E.  Claughton,  61371  Sgt.  J.  P.  Cleland,  204461  T.M.i  H.  S. 
Clements,  56900  A.C.i  A.  B.  Clowscr,  1676  Fit.  Sgt.  W.  A.  H.  Coates, 
9359  Sgt.  T.  F.  Cole,  34890  Fit.  Sgt.  A.  B.  Coleman,  192345  A.C.2  J.  R. 
Colley,  13017  A.M.i  J.  Collins,  3109  Member  Miss  I.  K.  Collins,  34437 
Fit.  Sgt.  A.  T.  Collis,  206443  Sgt.  Mec.  H.  A.  Coombes,  66272  Sgt.  E.  V. 
G.  Coombs,  37310  A.M.i  C.  R.  Cooper,  15945  Sgt.-Maj.  J.  Cooper,  3129 
Member  Miss  O.  Copeland,  62055  Actg.  Cpl.  G.  B.  Cordwell,  211032  Cpl. 
A.  Cornesh,  409153  Cpl.  F.  Cornwall,  210339  Cpl.  S.  H.  CQuldwell, 
Can. 72626  Sgt.  E.  C-  Cowie,  3449  Ch.  Sect  Ldr  Miss  H.  G.  Cox,  2196 
Ch.  Mec.  W.  S.  Coy,  205657  Cpl.  Mec.  A  B  Crawford,  37508  Fit.  Sgt.  J. 
Crawley,  4270  Member  Miss  H.  M.  Crevald,  44071  Sgt.-Maj.  J.  W. 
Crooks,  126108  Sgt.  A.  Crosby,  187421  Cpl.  F.  J.  Cross,  160052  Actg.  Sgt. 
J.  J.  Crowley,  21269  Fit.  Sgt.  W.  HE.  T.  Cunnington,  81689  Cpl.  F.  Curtis, 
73478  A.M.i  J.  Cusack. 

25086  Fit.  Sgt.  W.  Dalgetty,  225829  Sgt.  Clk.  A.  M.  Dallen,  28470  Fit. 
Sgt.  R.  H.  Dann,  935  Actg.  Ch.  Sec.  Ldr.  Miss  Violet  M.  Dann,  3128 
Ch.  Sec.  Ldr.  Miss  A.  M.  Darby,  187180  Sgt.  R.  W.  C.  Dare  (late  4th 
Devons),  21088  Fit.  Sgt.  H.  Darlington,  23697  Sgt  S.  A.  Davey,  18171 
Member  Miss  B.  Davidson,  207466  Actg.  Cpl.  G.  Davidson,  10971  Fit.  Sgt. 
R.  F.  Davidson,  210313  Sgt.  Mec.  G.  Davie,  14777  Elt.  Clk.  E-  Davies, 
26361  Cpl.  R.  Davies.,  45854  Actg.  S.M.  S.  Davis,  209992  Fit.  Sgt.  W.  G. 

C.  Davis,  19152  Sgt.  A.  H.  Dawson,  200550  Actg.  Sgt.  F.  Dawson,  407101 
Sgt.  F.  B.  Deacon,  28521  Cpl.  (actg.  Sgt  )  J.  J  Dear,  18250  Member  Miss 

D.  McL-  D.  de  la  Touche,  2877  Ch.  Sec.  Ldr.  Miss  D.  R.  Derrick, 
48722  A.C.i  H.  G.  Dewey,  6085  Ch.  Sec.  Ldr.  Mrs.  E.  Dibben,  81606 
L.A.C.  R.  Dickenson,  218108  Actg.  Sgt.  W.  H.  Dickison,  230867  Clk.i 
T.  J.  Dingley,  87764  S.M.  H.  Dinsdale,  75962  Cpl.  W.  G.  Dockray  (106th 
Sqdn.),  9996  Ch.  Sec.  Ldr.  Miss  E.  Dolton,  1020  Ch.  Mas.  Mec.  R.- 
Donaldson, 18839  Ch.  Sec.  Ldr.  Miss  H.  F.  Dorricott,  10132  Ch.  Mas. 
Mec.  H.  J.  Draper,  409075  Actg.  Cpl.  U.  Drayton,  212458  Sgt.  Mec.  R. 
Duckett,  3992  Sgt.  J.  Dudley,  80079  Sgt.  E.  Duffill,  10  Ch.  Sec.  Ldr. 
Miss  D.  M.  Dufour,  9985  Fit.  Sgt.  A  H  Dunn,  27219  Ch.  Sec.  Ldr. 
I    Dunn,  26152  S.M.I  G.  A.  Durnford,  228533  Actg.  Cpi.  F.  W.  Durrant. 

217928  Sgt.  Clk.  L.  G.  Easter,  45239  L.A.C.  (actg.  Cpl.)  C.  J.  East- 
wood, 52436  Sgt.  H.  E.  Ebden,  62156  L.A  C.  C  W.  Edwards,  24646  S.M.i 
W.  S.  Edwards,  9123  Fit.  Sgt.  A.  W.  Elcombe,  213440  Sgt.  Mec.  R. 
Elder,  203121  Cpl.  Mec.  W.  E.  Eldridge,  20329  Actg.  Cpl.  J.  C-  Eliott, 
967  S.M.i  J.  S.  EHard,  23836  Cpl.  W.  B.  Elliott,  12023  Ch.  Sec.  Ldr.  Miss 
M.  E  Ellis,  15896  Member  Miss  M.  .G.  Elton,  229274  A.C.i  C.  M. 
Ernsley,  107S  Ch.  Sec.  Ldr.  Miss  E.  M.  Eustace,  24241  Ch.  Sec.  Ldr. 
Mrs.  D.  Evans,  205936  Ch.  Mec.  A.  M.  Everard,  200159  Ch.  Mec.  E.  S. 
Evison,  19373  Member  Miss  F.  I.  Eyles 

3737  Cpl.  W.  S.  Fairhall,  14886S  Actg  Cpl.  W.  H.  Farley,  205446  Ch. 
Mee.  S.  W.  Farmer,  313987  Cpl.  J.  Farquharson,  1081  Ch.  Sec.  Ldr.  Miss 
E  V.  Faulkner,  68115  Fit.  Sgt.  T.  A.  B.  Fay,  41205  Actg  Fit.  Sgt.  A. 
Feltham,  98715  Sgt.  W.  M.  G.  Fenton,  218454  Cpl.  Mec.  A.  Ferguson, 
18456  Ch.  Mec.  W.  Ferguson,  16313  Fit.  Sgt.  W.  F.  Figgins,  401163  Fit. 
Sgt.  G.  F.  Finn,  45009  Fit.  Sgt.  E-  P.  Firth,  61727  L-A.C.  G.  E-  Flack, 
55991  Sgt.  F.  C.  Fletcher,  24418  Ch.  Mas.  Mec.  T.  Foley,  7041  Actg.  Cpl. 
F.  W.  Ford,  219392  Sgt.  Clk.  J.  H.  Ford,  231840  Cpl.  W.  C  Ford,  25579 
Fit.  Sgt.  W.  H.  Foster,  401046  Fit.  Sgt.  C.  C.  Fothergill,  218200  Sgt.  Clk. 
H.  C.  Fountain,  11803  Ch.  Sec.  Ldr.  Miss  P.  Fowler,  50147  A.C.i  G.  J. 
Fox,  207124  Sgt.-Maj. 2  H.  L.  Fox,  166114  W.O.2  A.  Franklin,  48655  Fit. 
Sgt.  J.  R.  Fraser,  187370  Cpl.  H.  F.  Frisby,  211814  Cpl  R.  H.  C.  Full- 
brook,  204979  Elt.  Sgt.  A.  G.  Furber,  23381  Sgt.  Clk.  R.  P.  Futter. 

16692  Fit.  Sgt.  C.  Gaff,  402233  S.M.  I.  R.  Galley,  3202  Ch.  Mas.  Mec. 
A  Garbett,  2248  Fit.  Sgt.  A.  T.  Garbett,  11408  Fit.  Sgt.  H.  Gardner, 
75723  L.A.C.  TJ.  Gardner,  4439  Sgt.'  F.  Garner,  227632  A.M. 2  J.  G.  Gate- 
house, 9307  Ch.  Mec.  W.  C.  Gatehouse,  211596  Fit.  Sgt.  F.  Gates,  212510 
Sgt.  Clk.  H.  W.  Gavdon,  81424  Cpl.  E.  Gellard,  206345  Ch.  Mec.  (E-) 
W.  R.  Gent,  289869  Sgt. -Mai.  J.  T.  Gibbon,  141569  Sgt.  C.  Gibson,  3096 
Sgt. -Mai. 1  W.  C.  Gilby,  29662  Fit.  Sgt.  H.  Gladdis,  237598  A.M. 2  W.  J. 
S  Glass,  210267  Sgt.  Mec.  R.  Glover,  777  Sgt. -Maj. 1  C.  W.  Goodchild, 
223675  Fit.  Sgt.  R.  R.  L.  Gosling,  2196  Ch.  Mec.  W.  S.  Goy,  687  Fit.  Sgt. 
S  H  Graham,  88284  R-S.M.  J.  Grailey,  36984  Elt.  Sgt.  E.  W.  Grant, 
6105  Member  Miss  M.  U.  Grant,  75517  Actg.  Cpl.  D.  W.  Gray,  207444 
Sgt.  Mec.  F.  Gray,  9134  Actg.  Fit.  Sgt.  H.  Gray.  11437  Actg.  Sgt.-Maj. 
A.  Green,  214431  Acte.  Sgt.  J.  B.  Green,  207809  Fit.  Sgt.  D.  G.  Green- 
awav,  208125  Sgt.  Meo.  G.  W.  Gregg,  187726  Actg.  Sgt.  J.  N.  Grey, 
62387  Actg.  Sgt.  M.  H.  Gross,  1549  Fit.  Sgt.  C.  Gunther. 

9199  Cpl.  H.  Haddington,  379  6  Fit.  Sgt.  C.  F.  Haigh,  781  Fit.  Sgt. 
L  R.  L  Halcro,  233447  Sgt.  F.  Hales,  216158  Sgt.  Clk.  B.  J.  Hales,. 
63769  Fit.  Sgt.  T.  Halford,  <;o28  Fit.  Sgt.  E.  J.  Hall,  26316  Actg.  Cpl. 
J7  Hall,  40081  Actg.  Sgt.  S.  Halsall,  20792  Sgt.-Maj. 1  A.  J.  Ham,  37841 
Fit.  Sgt.  J.  Bamberger,  200846  Fit.  Sgt.  H.  Hambleton,  3742  Sgt.-Maj. 2 
W.  E.  Hamilton,  204661  Sgt.  M'ec.  J.  G.  Hammett,  92058  Clk.i  W.  F. 
Hanrock,  2117  Ch.  Sec.  Ldr  Miss  F.  Hannam,  6818  Sgt.  A.  J.  .Hannis, 
114222  W.O.2  E-  A.  Harbert,  6330  Fit.  Sgt.  E.  Harrington,  8801  Fit.  Sgt. 
A.  H.  Harris,  88448  Sgt.  E.  A.  Harris,  205286  Sgt.  F.  E.  Harris,  2TC48 
LAC  A.  Harrison,  4772  Member  Miss  E.  N.  Harrison,  402562  Sgt.  T- 
C  Harrison,  283  Ch.  Mas.  Mec.  J.  Hart,  275027  Fit.  Sgt.  ,T.  H.  Hartley, 
244307  A.C.2  J.  F.  Hartwell,  3548  Mas.  Mec.  A.  W.  Hawkes,  10741  Sgt. 
R.'  Hawkesford,  313117  Sgt.  H.  Hawksl'v,  13010  Ch.  Sec.  Ldr.  Miss  C. 
M.  Haworth,  20610' Fit.  Sgt.  H.  Hay,  1023(3  A.C.i  J.  T.  Hayter,  211599 
Fit-  Sgt.  T.  H.  Hayward,  6859  Fit.  Sgt.  H.  H.  Heales,  12048  Ch.  Sec. 
Ldr.  Miss  I.  A.  Hearn,  11446  Fit.  Sgt.  E.  C.  Hearse,  187475  W.O.2  C 
Heath,  1177  A.Ch.  Sec.  Ldr.  Miss  D.  A.  Helsdon,  25012  W.O.I  E.  G. 
Henderson,  M.C,  18477  Fit.  Sgt.  T.  H.  Henderson.  24735  Fit.  Clk.  G.  A. 
Hepworth,  67904  Fit.  Clk.  J.  Herald,  4542  Sgt.-Maj. 2  F.  W.  Hester,  25617 
L.AC.  A.  S.  Hickox,  28539  Fit.  Set.  R.  G.  Hicks,  658  Ch.  Mas.  Mec. 
H.  Higgs,  68036  Fit.  Sgt.  C.  R.  Hill,  98849  Sgt. -Maj. 1  H.  Hill,  94"  Ch. 
Sec.  Ldr.  Miss  M.  G.  Hill,  2956  Sgt.-M'aj.r  W.  Hill,  1274  Ch  Mas.  Mec. 
R  V  Hinds,  150576  Cpl.  H.  S.  Hipwell,  164281  Cpl.  H.  G.  Hiscott,  206727 
Col.  A.  L.  Hoba'rt,  52  Mas.  Mech.  C  A.  Hobby,  213618  Sgt  Mec.  H.  S 
Hodges,  21271;  Member  Miss  W.  E.  Hodder,  180  Sgt.  A.  V  J.  Holder. 
2061S0  Cpl.  Clk.  H.  H.  Hollick,  44*69  Sgt.  E.  A  Holloway,  44695  Sgt. 
V  M.  Holloway,  17570  Member  Miss  A.  S.  Holmes,  9725  Sgt.-Maj.  L- 
H.  Holmes,  80075  L.A.C  W.  B.  Holmes.  194814  Fit.  Sgt  J.  Holt.  6^-6 
Sgt.-Maj. 2  P.  J.  Holt,  9602  Fit.  Sgt.  H.  Hopgood,  18385  Fit.  Sgt.  H.  H. 
Hortou,  409113  Actg.  Sgt.  F.  Hough,  7591  Ch.  Mec.  C.  E.  Howard,  2184C0 
Fit.  Sgt.  H.  Howard,  5142,52  Sgt  W.  Howard.  41 514  Actg.  Sgt.  S. 
Howarth,  268879  Clk. 3  (actg.  Cpl.)  D.  P.  Howell,  1734  Sgt. -Maj. 1  R.  A. 
Howes,  9  Member  Miss  M  O.  Howie,  203978  L.A.C  C  Hoy,  129881  Actg. 
Sgt.  W.  Hughes,  75545  L  AC  W.  Humberston,  236330  Sgt.  F.  Humbv,, 
Can.  150078  Cpl.  L.  A.  Hume,  232  A.C.i  J.  Hunter,  Can.  150891  Actg. 
Cpl.  H.  G.  Hurd. 

216655  Sgt.  G.  H.  Ingram,  50407  Actg.  Cpl.  W.  A.  Innes,  721.88  Actg. 
Cpl.  R.  H.  Irvine,  28843  Sgt.-Maj.  1  F.  J.  Isaacs. 

44484  Sgt.  R.  G.  Jackson,  76442  Cpl.  facts  Sgt.)  T.  W.  Jackson.  186297 
Actg.  Sgt.  R.  G.  Jameson,  10367  Ch.  Mec.  H  Jamieson,  148  Sgt  -Maj.  H. 
Jenkins.  213031  A.M'.i  H.  Jennings,  56994  Sgt.-Maj.  r  W.  E.  Jennings, 
210882  Sgt. -Mee.  J.  R.  C  Jerram,  87632  Sgt. -Maj. 1  E.  Johnson,  401646 
Fit  Sgt.  F.  V.  Johnson,  20346S  Ch,  Mech.  (E.)  T.  J.  Johnson,  203391  Ch. 
Mec.  E.  Johnston,  458  Fit.  Sgt.  J.  E  Jones,  6/242  Sgt  Clk.  J.  F, 
Jones.  (  ;.,  -'   ,   -. .  ,..        ■.  .  .,1-..'"' 

3370  Fit.  Sgt.  E.  Kay,  3468  Ch  Sec.  Ldr  Miss  J.  S.  Keay,  18031  Sat-: 
Maj. 1  H.  M.  Kebby,  134994  Pte.i  G.  G.  Keeling,  101732  A.C.i  H.  H.  Kel- 


September  3,  19 19 


The  Aeroplane 


949 


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950 


The  Aeroplane 


September  3,  1919 


laway,  24155  Sgt.-Maj.i  B.  A.  Kelly,  Can.  71920  Set.  D.  M.  Kelly,  119130 
A.C.i  F.  Kelly  (H.A.C.),  64847  Sgt.  R.  Kelly,  604  Member  Miss  F.  E.  L 
Kemp,  87741  Sgt.-M'aj.i  G  Kendon,  55  Fit.  Sgt.  H.  T.  Kendriek,  61451 
Mt  Sgt.  C.  R.  Kent,  Can.  7.3015  Sgt.-Maj.i  F.  W.  Kerr,  57411  Actg.  Cpl. 
I.  V.  Kerridge,  2741  Fit.  Sgt.  F.  C.  Kimber,  215951  Cpl.  C.  R.  Kindell, 
2826  Member  Miss  D.  King,  18151  See.  Ldr.  Miss  E.  M.  Kmg,  209253  Fit. 
Sgt.  G.  L.  Knowles,  83824  Cpl.  (actg.  Sgt.)  G.  R.  Khowles,  70955  A.M. 3 
E-  Kynch. 

236959  Clk.2  G.  D.  Lamb,  798  Sgt.-Maj.i  F.  Lamden,  200269  Sgt.  Mec. 
A.  E.  Lancaster,  805595  Acta  Fit.  Sgt  A.  Lane,  37449  Fit.  Sgt.  J 
Lazard,  9644  Member  Miss  B.  Lea,  215956  Sgt.  Clk  J.  A.  Leach,  49831 
Fit.  Set.  W.  Leach  (R.A.),  2263  Ch.  See.  Ldr.  Miss  T.  W.  Feafe.  187476 
Cpl  Clk.  F  T.  Lee.  8099  Sgt.-M'ai.i  H.  Lee,  345037  Fit.  Sgt.  H.  H.  Lee, 
205822  Ch.  Mec.  J.  T.  Lee,  217953  Cpl.  W.  G.  Lee,  2654  Set.  S.  J.  Leech, 
33328  Fit.  Set.  R  W.  Leeming,  5311  Fit.  Sgt.  A.  J.  Lennard  218416  Fit. 
Sgt.  G  Lethbridge,  313162  Sgt.-Maj.i  \V  Leveson,  200866  Ch  Mec.  E- 
Lewis,  122*9  Fit.  Sgt.  G.  B.  Lewis.  203033  Ch.  Mec  H.  Lewis,  210601 
Cnl  Mec.  P.  H.  Lewis,  8413  Set.  Mai. 2  W.  E.  Lewis,  2-11167  Clk  ?  O.  H. 
Lidinrd.  205033  A.M.i  (W.T.)  T.  S.  Lindsav,  24260  Set.  Mcc'  R.  Lingham, 
18678  Fit.  Sgt.  F.  Liquorish,  2081  Sgt.  A  C.  Little,  S.8538  L.A.C.  D. 
Little,  21338  Sgt. -Mai. 1  I.  Llovd,  3^81  L  A  C  W  L.  l.fimar,  7693  Set. 
R.  C.  Long,  12.151  Member  Miss  E.  I.onae.  2565R  A.M'i  j  Lonsdale, 
18X"  Member  Miss  A.  Loosmore,  200262  Ch.  Mec.  B  J.  Lovett. 

231417  A.C.i  D.  T.  McArthur.  0880?  Set. -Mai.  S.  C.  McCutly,  206119  Set. 
J.  McDonald,  10560  Ch.  Sec.  Ldr.  Miss  J.  D.  McGhie,  Can.  70651  Actg. 
Set.  A.  A.  M'cGibbon,  9S384  Sgt.  Clk.  P.  McGorum,  11S01  A.  Ch.  Sec. 
Ldr.  Miss  E.  V.  McKenzie,  187170  Sgt-Maj.2  W.  McKim,  205900  Actg. 
Sgt.  A.  C.  McLeod,  Can.  72936  Cpl.  L.  M.  McLeod,  Can.  71671  Cpl.  C.  W. 
McPherson,  200264  Ch.  Mec.  E.  J.  McQueen.  14392  Ch.  Sec.  Ldr.  Miss 
A.  M'cT&ggar.t,  72058  Fit.  Sgt  W  D.  Macallistef,  24519  Fit.  Clk.  L.  C. 
Machin,  205768  Cpl.  (actg.  Sgt.)  R  H.  Mackenzie,  228939  L.A.C.  J.  M. 
Mackie,  69847  Sgt.  M.  Macmillan,  114110  A.C.i  E.  S.  Maddocks,  99116 
Cpl.  (actg.  Sgt.)  J.  Magee,  21027  Fit.  Clk.  W.  Magee,  30534  Fit.  Sgt.  H. 
Magnall,  22460  Actg.  Mas.  Clk.  TV.  Manners,  98804  Sgt.-Maj.i  E.  F.  Man- 
ning, 313171  Ch.  Mech.  T.  F.  Mantle.  19002  Fit.  Sgt  H.  E.  Manton, 
28402  Sgt.  W.  G.  Marriott,  222313  Fit.  Sgt.  C.  A.  Marshall,  2142  Member 
Miss  A.  A.  Mason,  207609  Sgt.  F.  Mason,  17777  Actg.  Sgt.  G.  N.  Mathews, 
2420  Ch.  Sec.  Ldr.  Miss  N.  G.  Maude,  70602  Ch.  Mec.  H.  Maudsley,  5053 
Fit.  Sgt.  H.  N.  May,  204995  Sgt.  Mec.  L.  V  Mays,  581233  Cpl.  A.  J. 
Mead,  27962  Sgt. -Mai. 2  S.  J.  Meadows,  27875  Sgt.-Maj.i  C.  Mealing, 
6607  Mbr.  Miss  M.  Mercer,  12242  Ch.  Sec  Ldr.  Miss  E.  A  Merrill,  50705 
Sgt.  Clk.  J.  A.  Messer,  1589  Ch.  Mec.  R.  Milby,  8050  Sgt.  Clk.  R.  Mil- 
ler, 210980  Cpl.  Clk.  W.  II.  Millgate,  19033  Ch.  Sec.  Ldr.  Mrs  A.  B. 
Millierwood,  125782  Sgt.  S.  II.  C.  Millington,  56287  LAC  T.  F.  Mil- 
lington,  61301  Fit.  Sgt.  A.  J.  Mills,  11880  Fit.  Clk  J.  E.  Mills,  206179 
Cpl.-Mec.  F.  B.  Missen,  208287  Ch.  Mec.  P.  D.  Moller,  8261  Sgt.-Maj.i 
W.  Molloy,  29123  Sgt.  W.  .Montgomery,  42671  Sgt.  G.  II.  Moody.  ?,-a"!i 
Actg.  Sgt.-Maj.  D.  Mooney,  10345  Actg.  Cpl.  H.  T.  Moore  (7th 'Stores 
Depot),  14140  Sgt.-Maj.i  W.  R.  Moores,  18998  Fit.  Sgt.  A.  C.  Morbey, 
204575  Sgt.  Mec.  A.  J.  Morris,  7020  Sgt.  B.  D.  Morris,  25817  Fit.  Sgt.  C. 
C.  Morris,  36519  Fit.  Sgt  E  J.  Morris,  17070  Fit.  Clk.  R  Morthen, 
70560  Mas.  Mec.  J.  B.  Mortimer,  227779  Sgt.  A.  Moss,  401578  Sgt.  G. 
Moult,  28445  Fit.  Sgt.  L.  Mount,  148401  Sgt.-Maj.i  C.  F.  Mountfield. 
409165  Actg.  Mas.  Clk.  W.  Mullaney,  10713  Sgt.-Maj. 2  H.  S.  Mumford, 
108155  A.C.I  W.  Murphy,  29067  A.M.i  F.  McB.  Murphy,  61469  Fit.  Sgt. 
L.  J.  Murray,  11587  Fit.  Sgt.  C.  B.  Murrell,  29816  Actg.  Sgt  F.  Musk. 

88051  Sgt. -Mai.  J.  Newman,  10256  Sgt.  A.  II.  R.  Nias,  29110  Fit.  Set. 

F.  C.  Nice,  10921  Fit.  Sgt.  J  Nicholls,  37938  Fit.  Sgt.  L-  E.  Nicholls, 
129653  Fit.  Sgt.  F.  Nightingirl,  8341  Sgt.-Maj.i  J.  Nottingham 

5096  Ch.  Mas.  Mec.  E-  C.  Oades,  227651  Actg.  Sgt.  G.  Ogden,  2562  Ch. 
Mas.  Mec.  J-  E.  Onions,  57940  Actg.  Sgt.  A.  H.  Ormen,  71387  A.M.i  A. 

G.  Osborn,  186754  Fit.  Sgt.  A.  A  Owen. 

42281  Sgt.  A.  R.  Padwk-k,  187677  S.M.2  G.  S.  Palmer,  D.S.M.,  113821 
A.C.i  J.  Palmer,  16574  Fit  Sgt.  F.  D.  Falser,  48066  Sgt.  G.  D.  Parker, 
126319  S.M.2  H.  C.  Parker,  3297  Sgt.  Mec.  R.  Parker,  20337  Fit  Sgt.  P. 
Parkinson,  220023  Cpl.  H.  Parr,  7090  Fit.  Sgt.  C.  Parrott,  60240  Cpl.  (actg. 
Sgt.)  T.  H.  Parry,  203189  Fit.  Sgt.  J.  W.  Partridge,  72728  Cpl.  (actg. 
Sgt.)  If.  Pascall,  1 1296  Fit.  Sgt.  H.  E-  Patching,  7961.6  L.A.C.  (actg.  Cpl.) 
C.  Patrick,  Can.  71494  Cpl.  H  Patterson,  401026  Fit.  Sgt.  F  W-  Pavey. 
84651  Cpl.  S.  Pawsey,  Can.  70631  Fit.  Sgt.  A.  F.  Paxton,  66271  Fit.  Sgt. 
A.  R.  Pearce,  5377  Fit  Sgt.  W  Pearman,  220177  Cpl.  G.  S.  R.  Pederick, 
206818  Cpl.  G.  R.  Peers,  200613  Ch  Mech.  H.  A.  Percival,  210693  Fit.  Sgt. 
A.  J.  Perry,  82263  Fit.  Sgt.  S.  W.  Pett,  3745  Sgt.  H.  F.  H  Phelps,  205641 
Actg.  Sgt.  Maj.  C.  E.  Phillips,  205S41  S  M.  C.  E  Phillips,  724  Fit.  Sgt. 
F.  .T.  Phillips,  38532  Fit.  Sgt.  H.  A.  Philiips,  36046  Fit.  Sgt  C.  H.  G. 
Philpot,  1203  Membet  Miss  A.  Pickering,  106864  Actg.  Sgt.  Maj.  S.  E. 
Pike,  11597  Sgt.  Maj. 1  W  J.  Pinder,  7655  Ch.  Sec.  Ldr.  Miss  B.  Plow- 
man, 8060  Actg.  Fit.  Sgt.  S.  Poole,  6409  Ch.  Set.  Ldr.  Miss  F  M.  Potter, 
48455  Fit.  Sgt.  C.  J.  Pottier,  899s  Fit.  Sgt.  C.  Fowling,  202017  Sgt.  Clk. 
W.  "Pratt,  185599  Fit.  Clk  J.  E  Prax,  2143  Stall  Ldr.  Miss  A.  Price, 
43987  Fit.  Clk.  G.  A.  Pritchard,  130029  Cpl.  Clk.  II  E.  Pritchard,  45129 
Sgt.  J.  F.  Proctor,  2672  Fit.  Sgt.  C.  A.  Browse,  2417  Fit.  Sgt.  (actg.  Sgt- 
Mai.)  C.  Prvor,  207115  Sgt.  Mec  G.  M.  Pnllcn. 

18580  Fit.  Sgt.  J.  M.  Ralston,  547,;7  A.M.i  (actg  Cpl.)  C  Ramsden, 
6250  Sgt.  S.  Ranby,  166039  S.M.2  L  A  Rancom,  16/01  Sgt.  A  .T.  Rands, 
22239  S.M.2  V.  B  Ranford,  8662  Member  Miss  S.  M.  Rangel,  146090  A.C.i 
(actg.  Cpl.)  F.  Ransome,  4698  Fit.  Clk.  W.  F.  Ray,  24.56  S.M.  G.  H. 
Raynor,  1482  Fit.  Sgt.  L.  M.  Reader,  42029  Sgt.  A.  E.  Reed,  12500  Ch 
Sec.  Ldr.  Miss  E.  Reed,  2280  S.M'.  T.  Reid,  227552  Cpl.  Mech.  E.  E. 
Renault,  205417  Fit.  Sgt.  W.  Rennie,  2(7016  Sgt  Clk.  M  G.  Reynolds, 
7762  Fit.  Sgt.  W.  J.  Richards,  401665  Ch.  Mech.  A.  .(.  Richardson  46418 
R.S.M  F.  Richardson,  32S15  Sgt.  J.  Richardson,  72102  Actg  Cpl.  J.  A. 
Riddell,  230998  Clk.  I.'R.  Ridley,  405740  A.M.I  R.  Ripley,  200079  Ch. 
Mech.  (F,.)  R.  W.  Riplev,  64549  Actg.  Sgt.  H.  Roberts,  187396  Fit.  Clk. 
I.  Robertson,  123421  Cpl.  G  F.  Robey,  102  S.M.  A.  C.  Robins,,  150598 
Acte.  Cpl.  L.  Roche,  68415  Actg.  Sgt.  R.  Roser,  5504  S.M.  M.  B.  Ross, 
136968  A.C.2  P.  C.  Ross,  204445  Sgt.  F.  A.  Rosser,  8267  Ch.  Sec.  Ldr.  Miss 
E.  L.  Rounrefield,  204449  Sgt.  B.  A  Rowe,  1075;  Member  Miss  M.  D. 
Rowe,  210  Fit.  Sgt.  O.  R.  Rowe,  1356  Sat.  (actg.  Fit.  Sgt.)  S  A.  J.  Row- 
land, .314.358  Sgt.  J.  L.  Rowlinson,  4618  Member  Miss  A.  L  Ruler,  18608 
Fit.  Sgt.  A.  J.  Russell,  37140  Fit.  Sgt.  Clk.  J.  II .  Ryder,  R.N.,  224527  Ch. 
Mcc.  (R./L.)  J.  Rye. 

30.32  Ch  Sec.  Ldr.  Miss  M  Saicsburv,  1943  Ch.  Sec.  Ldr.  Miss  M. 
Sales,  41946  Actg.  Sgt.  H.  C.  Sandford,  98123  Actg.  Sgt.  G.  R  Sandiford, 
66.53  I'lt  Sgt  W.  R.  Saunders,  17780  Ch.  Sec.  Ldr.  Miss  E.  Saunders- 
To'nes,  3503  Sgt  T.  R.  Scott,  138233  A.C.2  W.  J.  Scott,  34875  Sgt.  F.  C. 
STatchiev.  201741  Ch.  Mec.  (E.)  N.  A.  Scull,  0655  Sgt.  H  E.  Searle, 
217765  Fit  Sgt.  M.  R.  Selbv,  13666  Sgt.  Mec.  B.  Sellars,  224041  Set. 
Mcc.  F  H.  D  SewelL-12163  S.M  R.  W.  Sharp,  10452  Fit  Sgt.  F.  B. 
Shaw,  207134  Cpl.  Clk.  J.  E.  Shaw,  204142  Fit.  Sgt.  A.  W.  Shearman, 
214S78  A.M.i  L.  A  Shenperson,  11382  Sgt.  H.  J.  Sibun,  301555  Cpl.  A.  J. 
Sims  3061  Sec.  Ldr.  Miss  A.  D.  Sinclair.  1916  Ch.  Sec.  Ldr.  Miss  M. 
Skelton,  401978  Fit.  Clk.  W.  T.  E.  Skelton,  noc2  Fit.  Sgt.  G.  Slater, 
217746  A.C.i  J.  T.  Slattcr,  H420  Fit  Clk.  R.  P,  Slnughter.  ,3526<;  Sgt.  G. 
W.  Smailes,  18,014  Acte.  S.M.  C.  C.  Smith,  4871  R.M.I  C.  H  Smith,  56=66 
Sat.  G.  II.  Smith,  toioo  L.AC.  (aetg.  Cpl.)  T.  D.  Smith.  i>n|2o  A.M. 3 
T.  Smith,  202690  Sgt.  Mec  \V.  J.  Smith,  202618  Set.  M'ec.  J.  R.  Smurth- 
waite,  1,3743  Fit.  Sgt.  A.  C  Snowden,  21  Actg  Ch  Sec.  T.dr  Miss  W.  R- 
sowter,  10274  Cpl.  J.  Spencer,  224387  Fit.  Sgt.  R  W.  Squire. 

(To  be  continued.) 


The  Air  Force  Decorations. 
The  Air    Ministry    made    the    following    announcement  on 
Aug-.  28th  : — ■ 

His  Majesty  the  King  has  been  graciously  pleased  to  approve 
the  ribbons,  as  described  below,  being  substituted  for  those  at 
present  in  use. 

Distinguished  Flying  Cross. — One  inch  and  a  quarter  in 
width  ;  violet  and  white  alternate  diagonal  stripes,  each  of  one- 
eighth  of  an  inch  in  width,  running  at  an  angle  of  45  deg. 

Air  Force  Cross. — One  inch  and  a  quarter  in  width  ;  red  and 
white  alternate  diagonal  stripes,  each  of  one-eighth  of  an  inch  in 
width,  running  at  an  angle  of  45  deg. 

Distinguished  Flying  Medal. — The  same  as  that  for  the 
D.F.C.,  except  that  the  diagonal  stripes  are  one-sixteenth  cf  an 
inch  in  width. 

Air  Force  Medal. — The  same  as  that  for  theA.F.O,  except 
that  the  diagonal  stripes  are  one-sixteenth  of  1  n  inch  in  width. 

The  ribbons  will  bo  worn  one  half-inch  in  depth,  the  diagonal 
stripes  running  downwards  from  the  centre  of  the  tunic  towards 
the  left,  and  will  be  so  arranged  that : — 

(1)  Distinguished  Flying  Cross  or  Air  Cross  ribbon  will 
show  at  the  top  corner  nearest  to  the  left  arm,  and  at  the 
bottom  corner  nearest  to  the  centre  of  the  tunic,  triangles  of 
equal  dimensions  of  violet  or  ted,  as  the  case  may  be. 

(2)  Distinguished  Flying  Medal  and  the  Air  Force  Medal 
ribbon  will  show  at  the  top  corner  nearest  to  the  left  arm  a 
triangle  of  white  and  at  the  bottom  corner  nearest  to  the 
centre  of  the  tunic  a  triangle  of  equal  dimensions  of  violet 
or  red,  as  the  case  may  be. 

(3)  The  order  o!  precedence  will  be  the  same  as  at  present:. 
The  new  ribbons  should  be  worn  as  soon  as  practicable  by  all 

officers  and  airmen  awarded  the  decorations  The  ribbons  arc; 
now  available,  and  a  free  issue  will  be  made  to  those  awarded 
these  decorations. 

In  the  case  of  demobilised  officers  and  airmen,  application  for 
the  r  ibbon  should  be  made  to  : — ■ 

(1)  Officers: — The    Secretary,    Air    Ministry,  Kingsway, 

W.C.2. 

(2)  Airmen  : — The  Officer,  :/c  Records,  Royal  Air  Force, 
Blandford,  Dorset. 

The  Cologne  Aeriai  Mail. 

The  Air  Ministry  announced  on  Aug.  27th  that  : — 

During  the  week  ending  Aug.  16th  ihe  R.A.F.  aerial  mail  ser- 
vice from  Lympne  to  Cologne  carried  no  less  than  7,090  lb.  of 
Utters  and  postal  packets. 

The  service  is  carried  on  By  two  squadrons  Nos.  18  and  120. 

The  former  is  using  D.H.cja  machines  with  Liberty  engines, 
and  is  working  from  the  Cologne  terminal,  while  the  latter  is 
equipped  with  the  D.H.9  type  with  B.H.P.  engines  and  works 
from  Lympne. 

The  average  time  taken  by  machines  of  No.  18  on  Cher  journey 
is  3  hr.  14  min.,  while'  No.  120  with  rather  less  powerful  engines 
average  3  hr.  23  min. 

The  intermediate  stage  at  Maisconcellc  is  now  cut  out,  and  the 
machines  fly  through  without  a  stop.  Out  of  45  trips  commenced, 
only  in  one  case  was  there  failure  to  complete  the  journey.  The 
average  weight  carried  per  journey  was  161  lb. 

*  *  » 

The  R.A.F.  aerial  postal  service  established  between 
Lympne  and  Cologne  was  discontinaed  on  Sept.  1st.  In 
view  of  the  rapid- demobilisation  of  our  forces  in  Germany 
it  was  not  considered  necessary  to  continue  the  aerial  post, 
especially  as  the  set  vice  involved  the  maintenance;  of  a  num- 
ber of  wireless  and  directional  stations? 

*         *  * 

The  Air  Ministry  announces  that  the  Royal  Ail  Force  land- 
ing-ground at  South  Denes  (Yarmouth),  his  been  relin- 
quished. 

*  *  * 

A  British  aeroplane,  while  011  its  way  from  London  to 
Bombay,  fell  into  the  River  Capeau  on  Aug.  27th,  near  Salins 
d'Hyeres.  The  crew  of  the  machine,  a  Lieutenant  and  a 
Serjeant,  were  uninjured,  and  the  machine  was  discovered  to 
be  very  little  damaged.  The  pilot  is  s?id  to  be  one  Lieut. 
Henfrey. 

*  *  * 

The  recent  raid  on  Kabul  was  carried  out  by  the  Handley 
Page  machine,  which,  under  the  pilotage  of  Major  MacLaren, 
R.A.F.,  with  General  McEwen,  as  a  passenger,  flew  from 
England  to  India  last  January.  The  pilot  on  this  vovage 
was  Capt.  Halley,  R.A.F. 

The  machine  started  from  Risalpur,  and  the  distance  flown 
was  400  miles,  and  apparently  8,000  ft.  was  the.  greatest  -alti- 
tude reached,  and  that  only  to  pass  over  one  ridge.  The 
aeroplane  remained  over  Kabul  for  10  minutes,  and  the 
bombs  dropped  are  stated  to  have  caused  a  great  deal  of 
damage  and  panic  among  the  people.  The  flight  lasted  six 
hours. 

»      *  t 

^More  than  1,000  women  and  girl  workers  at  the  R.A.F. 
Depot,  Milton  (near  Abingdon,  Berks,  have  received  notice 


September  3,  igig 


The  Aeroplane 


The  first  account  from  SIR 
JOHN  ALCOCK'S  own  pen 
of  his  ATLANTIC  FLIGHT 

and  his  war  experiences  in  the  Near 
East  appears  in  the  September 
"BADMINTON  MAGAZINE  " 
The  article  is  illustrated  with 
hitherto  unpublished  photographs. 
The  "  Badminton  "  has  also 
revived  its  pre-war  Photographic 
: :     : :      Competitions.      : :     : : 

Order  a  copy  from  your  Newsagent  or  direct  from 
the  Publishers,  9,  King  Street,  Covent  Garden,  W.C.2. 

]/.    BADMINTON  V. 
MAGAZINE 


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PRACTICAL  AVIATION : 

ITS  CONSTRUCTION  AND  OPERATION. 

BY 

J.  ANDREW  WHITE. 


9s.  Net. 

Postage    6d.  Extra. 

CONTENTS: 

Principles  and  theory  of  flight — nomenclature,  assembly, 
rigging — care  and  repair  of  airplanes — operation  and  c  re 
of  aeronautical  engines — principles  of  general  and  cross- 
country flying — reconnaissance,  map  r.ading,  signalling  and 
co-operation  with  military  bodies — radio  for  aircraft  and  its 
uses  — machine  gunnery  and  bombing. 

And  a  glossary  of  aeronautic  terms,  their  French  equivalents 
and  phonetic  pronunciation. 

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KINDLY    MENTION    "  THE    AEROPLANE  "    W  HEN    CORRESPONDING    WITH  ADVERTISERS. 


The  Aeroplane 


September  3,  igig 


that  their  employment  will  end  in  a  few  weeks.    It  is  stated 
that  only  those  willing  to  reside  in  camp  will  be  retained. 
*       *  * 

An  empty  aeroplane,  partly  submerged,  was  found  float- 
ing in  the  Solent  near  Yarmouth  on  August  29th.  It  was 
picked  up  by  a  War  Department  vessel. 

It  is  thought  that  the  machine  possibly  is  one  which,  piloted 
by  Capt.  Cockey,  R.A.F.,  fell  into  the  Solent  while  on  a  flight 
from  Plymouth  to  Southampton.  Capt.  Cockey  was  picked 
up  unhurt  by  a  yacht. 

THE  ARGENTINE. 

An  aerodrome  was  pu;  eha.vjd  at  Buenos  Aires  by  the  Italian 
Government  for  the  use  of  the  Italian  Air  Force  Mission  some 
months  ago.  With  the  hangars  and  sonrj  of  the  aeroplanes, 
P.  has  now  been  presented  to  the  Argentine  Government. 

DENMARK. 

The  Entente  Legations  at  Copenhagen  have  sent  a  Commis- 
sion to  inspect  90  German  aeroplanes  which  have  been 
bought  oy  a  Danish  firm.  The  aeroplanes  are  in  the  hands 
of  the  Customs  officials  at  Vandpupo.  It  is  thought  that 
these  machines,  which  are  new  and  bear  Germany  military 
marks,  have  been  sent  to  Denmark  in  order  to  evade  Article 
202  of  the  Peace  Treaty. 

GERMANY. 

It  has  been  reported  from  Berlin  that  from  12  to  16  of  the 
German  airships  that  were  to  have  been  handed  over  to  the 
Allies  according  to  the  provisions  of  the  Peace  Treaty  have 
been  destroyed  by  a  young  German  naval  officer. 

The  most  circumstantial  account  has  been  sent  from  Ber- 
lin by  Karl  Wiegand,  special  correspondent  of  the  Universal 
Service  of  America,  whose  message  appeared  in  the  "Daily 
Express"  of  Sept.  1st.    In  the  course  of  his  En  tide,  he  said  : 

"About  16  Zeppelins  were  left  of  the  90  built  during  the 
war.  'The  Peace  Treaty  provides  for  their  surrender  to  the 
Allies.  One,  the  Z72,  is  not  completed,  and  is  stil!  intact  at 
the  Zeppelin  works  at  Friedrichshafen.  The  other  15  were 
at  various  air  harbours,  chiefly  in  Northern  Germany  in  the 
vicinity  of  the  North  Sea  and  Baltic  coasts.  Ten  or  12  of  the 
letter  are  said  to  have  been  sabotaged,  and  for  all  practical 
purposes  are  as  good  as  destroyed. 

"The  naval  officer,  whose  name  has  not  }et  been  made 
known,  acting,  it  is  alleged,  entirely  on  his  own  responsibility 
and  initiative,  is  said  to  have  ordered  the  cables  by  which  the 
huge  Zeppelins  were  suspended  in  their  sheds  to  be  cut, 
causing  the  airships  to  crash  to  the  ground,  crushing  gon- 
dolas and  engines,  and  twisting  and  bending  the  framework 
ill  such  a  way  that  they  can  be  considered  as  good  as  'sunk.' 

"There  is  reason  to  believe  that  a  plan  to  prevent  the 
Allies  getting  the  Zeppelins  has  been  in  contemplation  in 
certain  circles  for  some  time.  Indications  suggest  that  the 
Government  had  no  knowledge  of  the  plan.  The  officer  re- 
sponsible is  reported  to  have  disappeared,  but  confirmation 
of  this  has  not  been  obtained. 

"One  statement  is  that  three  of  the  oldest  and  obsolete 
type  in  sheds  near  the  Baltic  coast  are  unharmed.  It  is  not 
yet  certain  whether  the  Z71,  the  last  and  largest  Zeppelin 
completed,  and  one  of  those  that  attacked  London,  is  among 
the  airships  wrecked. 

"Something  akin  to  consternation  reigned  at  the  Foreign 
Office  when  the  report  became  known  there.  It  is  emphatic- 
ally denied  that  the  Government  could  have  had  any  know- 
ledge of  it.  On  the  contrary,  officials  saw  only  an  attempt 
by  certain  elements  to  embarrass  and  make  further  trouble 
for  the  Government. 

"In  answer  to  my  request  for  a  statement,  I  was  told  at  the 
Foreign  Office  That  immediatelv  the  matter  became  known 
there  the  Government  began  an  inquiry.  The  deed,  it  was 
stated,  could  only  have  been  that  of  an  irresponsible  indi- 
vidual, who  would  be  proceeded  against  as  soon  as  it  could  be 
ascertained  who  was  involved. 

"In  Nationalist  circles  the  act  is  condoned  as  patriotic, 
whatever  the  consequences,  and  is  compared  to  the  sinking 
of  the  German  Fleet  at  Scapa  Flow." 

ITALY. 

If  rumour  is  to  be  trusted,  the  Army  rigid  airship  M6  is 
in  September  to  fly  from  Rome  to  Brussels  and  back  via 
Milan  and  Paris. 
The  Italian  correspondent  of  The  Aeroplane  writes  :  — 
Now  that  the  Tripolitan  rebels  have  been  reduced  to  accept 
peace,  the  squadrons  are  turning  their  attention  to  postal 
work.  It  is  officially  communicated  that  the  squadrons 
using  C.A.  machines  are  carrying  on  n  coastal  post  service 
from  Tripoli  to  Ploms  and  Zuara.  The  F.B.A.  people  are 
doing  the  same  from  Tripoli  to  Sirte.  Some  sensational 
flights  are  being  organised  as  well.  Nothing  seems  to  im- 
press the  Arab  mind  so  much  as  speed.— t.  s.  h. 


NORWAY. 

On  Aug.  29th  Lieut.  Jordan  took  Lieut.  Stokke  up  in  an 
Army  Farman  aeroplane  at  Vaernebmeren,  near  Trondhiem. 
When  the  machine  had  risen  to  about  -o  metres  it  received  a 
bad  bump,  got  out  of  control  and  clashed.  The  petrol  tank 
exploded  on  the  machine  hitting  the  ground.  The  machine 
burst  into  flames,  and  the  aviators  could  not  be  lescued. 
POLAND. 

The  first  biplane  built  entirely  by  the  Military  Aeronautical 
Establishment  at  Warsaw  is  of  the  Roland  type  and  passed  its 
first  flying  tests  at  the  Mokotow  Military  Aero  Park  on  Aug. 
22nd,  .  . 

Reuter  states  that  an  American  aviation  squadron  is  being 
formed  in  Paris  with  the  object  of  aiding  the  Poles  in  their 
fight  against,  the  Bolsheviks.  Major  Fauutleroy  and  Captain 
Cooper  have  received,  official  authorisation  from  General  Ros- 
vedowski,  head  of  the  Polish  Military .  Mission,  to  form  a 
squadron  which  will  consist  of  aviators  who,  like  themselves, 
have  seen  service  in  the  Air  Force  of  the  American  Army. 
The  squadron  will  be  christened  the  Kosciusko  Squadron, 
after  the  Polish  Tiational  hero,  and  is  expected  to  leave  for 
Poland  about  Sept.  i=th. 

RUSSIA. 

It  is  believed  that  a  French  aviation  detachment  has  arrived 
at  Krasnoyarsk,  Siberia.  The  detachment  will  co-operate 
with  Admiral  Koltchak's  Forces. 

SPAIN. 

The  Ministry  of  War  has  ordered  a  large  number  of  aero- 
planes from  the  Caudron  firm. 

According  to  the  "  Times  "  of  Sept.  ist,  20  aeroplanes  are 
to  be  bought  for  the  instruction  of  aviation  pupils. 

On  Aug.  23rd  and  24th  a  Spanish  aviator  dropped  bombs 
on  the  fondak  of  Wadras  in  Spanish  Morocco.  On  the  23rd 
two  soldiers  of  Raisuli's  regular  army  were  killed,  and  five 
bombs  were  dropped.  On  the  24th  11  bombs  were  dropped, 
but  there  were  no  casualties. 

The  tribesmen  state  that  the  aeroplane  was  armoured, 
apparently  because,  although  flying  low,  they  could  not  bring 
it  down.    The  actual  type  of  machine  is  not  known 


PERSONAL  NOTICES. 

NAVAL. 

Engagement. 

COMPSTON— BARCLAY.— A  marriage  is  arranged,  and  will 
shortly  take  place,  between  Capt.  R.  J.  O.  Compston,  D.S.C., 
D.F.C.,  R.A.F.,  younger  son  of  the  Rev.  H.  F.  Compston, 
Fellow  of  King's  College,  London,  and  Nina,  only  child  of  the 
late  Arthur  Hayw-ard  Barclay,  Captain,  18th  Hussars,  and  adopted 
daughter  of  Lieut. -CoT.  Hubert  F.  Barclay,  of  Essendon  Close, 
Hatfield,  Hyrts. 


MILITARY. 

Death. 

KANN. — Capt.  Raymond  Victor  Kann,  R.A.F.,  who  was  killed 
in  a  flying  accident  at  Stonehenge  on  Aug.  21st,  at  the  age  of  22, 
was  the  elder  surviving  son  of  Mr.  and  Mrs.  R.  Kann,  37,  Lan- 
caster Gate,  and  was  married  on  June  19th  last  to  Dorothy,  the 
youngest  daughter  of  Mr.  and  Mrs.  Percy  Love,  Adelaide  Road, 
Hampstead. 

Engagements. 

BALFOUR — SHEPPERSON.- -The  engagement  is  an- 
nounced between  Major  Plaroid  H.  Balfour,  M.C.,  late  60th 
Rifles  and  R.A.F.,  second  son  of  Colonel  and  Mrs.  Nigel 
Harington  Balfour,  of  Belton,  Camberlev,  and  Barbara,  onlv 
daughter  of  Claude  A.  Shepperson,  A.R.A.,  A.R.W.S..  and 
Sirs.  Shepperson,  of  5,  Mulberry  Walk,  Chelsea. 

ELLVERS— ELLIOTT.— The'  engagement  is  announced 
between  Lieut.  Victor  Ellvers,  R.F.A.  and  R.A.F.,  son  of  the 
Rector  of  Melbury  Abbas,  Shaftesbury,  Dorset,  and  Audrey 
Guest,  daughter  of  the  late  Mr.  George  Elliott,  K.C.,  and 
Mrs.  George  Elliott,  of  54,  Cheyne  Court,  Chelsea. 

GODDARD— BERNARD.— A  marriage  has  been  arranged 
between  Capt.  H.  E.  Goddard,  R.A.F.,  late  East  Yorkshire 
Regt.,  younger  son  of  Colonel  W.  F.  Goddard,  V.D.,  J. P., 
D.L.,  and  Mrs.  Goddard,  Thwaite  House,  Cottingham,  near 
Hull,  and  Enid  Bernard,  daughter  of  the  late  Mr.  Edmund 
Bernard,  J. P.,  and  Mrs.  Bernard,  Snakemoor,  Botley,  Hants. 
The  ceremony  will  take  place  very  quietly  in  the  country  oh 
Sept.  16th. 

KINGSCOTE— PAUL.— The  marriage  arranged  between 
Lieut. -Col.  A.  R.  F.  Kingscote,  M.C.,  Royal  Artilleiy,  and 
Mrs.  Percival  Paul  will  take  place  at  St.  Margaret's  Church, 
Westminster,  on  Tuesday,  Sept.  9th,  at  2.1,5  p.m. 

Birth. 

GRANDAGE.— On  Aug.  29th,  at  "Edinburgh  House," 
Brockhurst  Road,  Gosport,  Hants,  to  Winified  (nee  Foster), 
wife  of  Norman  A.  Grandage,  A.M.I.Mech.E.  (Lr.  R.E.  (T), 
attd.  R.A.F.) — a  daughter. 


September  3,  1919 


The  Aeroplane 


953 


Cast-iron  Hammered  Piston  Rings. 

(By  the  Davy- 
Robert  son-Procesr). 

In  our  Special  Piston 
Ring  Iron.     All  sixss 
up  to  72  in 

Quick  Delivery. 
Absolute/y 
Reliable, 
Low  Pricet. 

Telephone  No,  m%. 

,„,,,!,  Telegrams- 
pill       "  Ocean,"  Sheffiel*.: 

The  Standard  Piston  Ring  &  Engineering  Co.,  Ltie 

Don  Road.  Sheffield.  -  ) 


Keen  Buyers  go  to  the  Source 


E.G. 


TOOL 


R.  MATHER  &  SON, 

SHEFFIELD. 


THE  "  SEMLOH  "  SUIT  CASE. 

SUPER  OXHIDE,  HAND  MADE  THROUGHOUT 
BY  EXPERT  WORKMEN.    Size:— 24"  X  13J-"  X  6". 

Price,  including  initials,  carriage  paid  100/- 

ACTUAL  MAKERS;  — 

C.  H.  HOLMES  &  &0N,  38,  ALBERT  STREET,  MANCHESTER. 


UNITED  AIRCRAFT 
ENGINEERING  CORPORATION 


Manufacturers  &  Engineers 

Dealers  in  Aerop'anes,  Aeroplane  Engines  and  Fqulpment 
Head  Office:    52,  VANDERBILT  AVENUE,  NEW  YORK,  U  S  A. 

Gable  Address  :  "  Unairco,"  New  York. 
Branches:    Toronto,  Canada  ;   and  London,  England. 


London  Offic  :    123,  PALL  MALL,  LONDON,  S.W.I. 

Manager:  CAPT.  A.  B.  ROGERS, 
Telephone:  Gerrard  3537.    Cable  Address:  "  Unairco,"  Charles, London. 


NORTHERN  MACHINE  SCREWS: 

Shaf ton  Lane  LEEDS.  <*mm*?n 


VULCflN.LEEDSj 


htojpfl|f  MAKERS  OF  ^teMir 

WW  A.G.S.  Hex  Head  Bolts, 

Eyebolts,  Studs,  Nuts,  etc.,  ^ 
Bright  Steel  Bolts,  Studs  and  Nuts.  ^ 
Whitworth  and  Auto  Standards. 


All  kinds  of  TURNED  REPETITION  WORK. 
MAY  WE  QUOTE  YOU? 


Established  1849. 


"CROID  '  LIQUID  GLUE— Used  by  all 
Aeroplane  Constructors  durirg  the  War. 
THE    STRONGEST   GLUE  KNOWN. 

USED  COLD — with  the  addition  of  cold  water 
Write  To-day  for  Disciiptive  Booklet  No.  17. 

The  IrrproYed  Liquid  Cluts  Co.,  Ltd  , 

Great    Hermitage    btreet,    London,  E  i. 


During  the  War  we  made 

MILLIONS  of  AERO  PARTS. 

We  are  still  making  large  quantities. 

CAN  WE  SUPPLY  YOUR  WANTS? 

TURNINGS  or  (Power)  PRESS  WORK. 

Any  metal  or  insulating  material,  screwed 
or  plain.  Any  article  of  small  or  medium 
size  where  very  large  quantities  are  required. 

No   charge  for   tools  for   large  quantities. 

CASHMORB  BROS. 

Zota  Works,  Hildreth  St.,  Balham,  S.W.12. 

Phones — Battersea  415,  Streatham  2140. 


KINDLY    MENTION    "  THE    AEROFLANE  "      WHEN    CORRESPONDING    WITH  ADVERTISERS 


954 


The  Aeroplane 


Septembfr  3,  1919 


TRADE  CARDS. 


NAME  PLATES, 
DIALS,  SCALES,  ADDRESS  PLATES, 

etc.,  in  all  metals,  Celluloid,  Bone, 
Ivory.    Chemically  enlarged  or  machined. 

CLEGG    METAL    ENGRAVING    CO.,  LTD., 
WORTHING. 


♦  p  FOXELIOTT&CO.,!™- 


Walnut, 
Mahogany  and 
Silver  Spruce. 


TalegTUU   "Bultlc,  Plymouth,"     Telephone :  1M7  (a  Unci). 


Springs  !   Springs  S   Springe  I 

We  make  a  speciality  of 
Springs  for  Aeroplanes. 
SEND  FOR  PRICES. 
Dap&  Spring  Co.,  West  Bpomwbol, 


SCREW-  DRIVING 

ELL  BROTHERS,  Ltd,,  REDDITGH 

ACHINES. 


The  INTEGRAL  PROPELLER  Co.,  Ltd. 

guarantee  nighest  efficiency  m  theit 
design  and  manufacture  of  propellers 
for  any  type  of  engine  or  machine. 

THE  INTEGRAL  PROPELLER  CO.,  LTD., 
Edgware  Road,       The  Hyde,       Hendon  N.W.9. 

Telephone:  King.bury  104. 


SHEET  METAL  WORK  FOR  AUTOMOBILES  &  AIRCRAFT 

Domed  Motor  ■Wings,  Kattlators,  Petrol  and  Oil  Tanks,  Panels, 
Cowlings.  Fairings,  etc.,  supplied  new  or  repaired.  ■Wheel  Discs 
for  Ford  and  other  cars  Bupplled  from  stock.  All  kinds  of  Sheet 
Metal  Work  Brazing  or  Acetylene  Welding  undertaken.  Metal 
Sidecar  Bodies  and  Aluminium  Number  Plates  supplied  promptly. 
Improved  Silencers  and  Racing-type  Exhaust  Pipes  fitted 
to  any  car  at  short  notiee. 

OWEN    DAVIES   ENGINEERING   Co.,  Ltd. 

(E.  Owen  Davles,  Managing  Director.) 
*4-46  QUEENSLAND  ROAD,  HOLLO  WAY,  N.7.1  Phone  North  2964 


BBOB.A  PROPELLER  COMPANY.  Ltd. 


Telephone : 
Kingston  672. 


Telegrams : 
•Ebora,  Kingston. 


PROPELLERS 

OoEteaotors  to  thm  ADMIRALTY  &  WAR  OFFICE, 
fef  ft  1SC  Surbiton  Park  Terrace.  Kiagston-on-Th»nsaD 


EGAMOID 


BRAND 

LEATHER  CLOTH. 


The  Best  Waterproof  Covering  for  Railway,  Tram- 
way. Aeroplane,  Motor  Boat,  Cushions,  Seats,  eto. 


gSJKT  NEW  PEGAMOID  LIMITED,         victoria  st., 


Telegrams — Pegamoid,  Phone,  London 
EsSsphone—Oity  BWM  (2  lines). 


E.G.I. 

CableaAB-oSth  Edition  and  Private. 


RUBBER 


PETROL  &  OIL  RESIST- 
ING HOSE  &  TUBING, 
WASHERS,     BUFFERS,      MATTING.  SHEET, 
STRIP.      CONNECTIONS,       GASKETS,  ETC. 
 Aircraft  Specialists  

JAMES  LYNE  HANCOCK,  LTD., 
66.  GOSWELL  ROAD,  LONDON,  E-  3 


Captain  A.  NEWMAN  (lateR.A.F.) 

Aviation  Insurance  Expert  &  Broker. 

Quotations  for  every  class  of  risks  — 
Lloyd's  Underwriters  and  leading 
:•         Insurance  Companies         :  : 

20,  BUCKLERSBURY,  E.C.4. 


Telephone 
4855  City. 


ADOPTED  BY  SO  MANY, 

oan  you  afford  to 
ran  your  faotory  without 

AUTO 
" START  AND 
CEASE  WORK" 
SOUND  SIGNALS 

and 

Med.rn  Methods 

at 


The  Shorteaed 
Working-  Week  Makes 
QINT8'  PUL8YNETIC 
SYSTEM  ESSENTIAL 
IN  MODERN  WORKS. 
Send  for  , 
IUa.tre.ted  Literature  Book  "A  (5. 

SENT  &  C°-  l™" VStSS*  Leicester 

Louden;  HrweartlMn-Trne: 
,  Victoria  St.,  S.W,,.      5j,  Blickett  St. 


Trad*     I  M  EN  DI  N  E]  Mark. 

LIQUID  SCOTCH  GLU  E 

USED  BY  THE  LEADING'  AEROPLANE  CONSTRUCTOB3. 
MOISTURE  PROOF. 
'   Write  for  Pride  List  and  Particular*  .  - 

MKMDIHE  CO.,'8,  Arthur  Street,  London  Bridge,' E.G. 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


September  3,  1919 


The  Aeroplane 


955 


SEND  US  YOUR 
ENQUIRIES. 


WOODWORK. 
METAL  WORK. 
TUBE  WORK. 
WELDING.  ^ 


V 


AND 


M/l  UFA'  Tl'BIKG 
COMPANY,  LIMITLD. 


PARK  STREET, 
BUBTON  ON  TRENT 


'Phone — 554  Burton-on-Trent. 
Telegram*—"  Planes,  Burton-on-Trent. 


The  Air  Navigation  Oo.,  Ltd. 

BLERIOT  &  SPAD, 

ADDLESTONE  (SURREY). 


Contractors  to  War  Office  and 
A  dmiralty. 


Flying   Ground—  Brooklands  Aepodromt, 

NORBERr  CHEREAU,    Managing  Director. 

Telegrams— Bleriot,  Weybridge.         Telephone— 358  Weybridge. 


MISCELLANEOUS  ADVERTISEMENTS 

SPECIAL,  PREPAID  RATE  :  18  words  1/6  :  Situations  Wanted  ONLY.  18  words  1  -  ;  Id.  per  word  after.  TRADE  ADVERTISEMENTS 
in  these  columns,  3  lines  3/-  ;  10d.  per  line  after.  Public  Announcements,  Legal  N  otices,  Auctions,  Contracts,  etc..  1'6  per.  line, 
For  the  convenience  of  Advertisers,  replies  can  be  received  at  the  offices  of  "  THE  AEROPLANE,"  ai,  Carey  St..  London,  W.C.2. 


PATENTS. 

PAGE  &  ROWLINGSON,  Chartered  Patent 
Agents  (Consulting  Engineer,  Mr.  S.  E. 
Page,  A.M.Inst.C.E.),  27.  Chancery  Lane, 
London,  W.C.    Tel.  332  Central. 


Henry  Skerrett  (H.  N.  Skerrett,  A.I.A.E., 
A.I.Mech.E.,  Associate  I.E.E.,  Fellow  of  the 
Chartered  Institute  of  Patent  Agents),  Patents, 
designs  and  trade  marks. — 24,  Temple  Row, 
Birmingham. 


W.  BRYSON,  B.Sc,  A.M.Inst.C.E., 
A.F.R.Ae.S.,  Chartered  Patent  Agent,  29, 
Southampton  Building,  London,  W.C. 2. 


Mr.  Chatwin,  A.I.E.E.,  Patent  Agent.  Air- 
craft Engineer  nnd  inspector,  recently  on 
war-work. — 253,  Gray's  Inn  Road,  London. 


SITUATIONS  VACANT. 

Carpenters,  Engineers,  Turners,  Fitters, 
Riggers,  etc.,  required  immediately  for 
R.A.F.  New  pay  and  conditions  are  un- 
equalled anywhere.  Splendid  chances  of  rapid 
promotion. — Apply  to  Inspector  of  Recruiting, 
4,  Henrietta  Street,  Covent  Garden,  W.C. 2, 
or  to  any  Royal  Air  Fores  Station. 

Male  Assistants  required  for  Aerodyna- 
mical Laboratory ;  good  education,  experi- 
ence with  delicate  instruments,  testing 
machines,  etc.,  an  advantage. — State  age, 
salary,  and  full  details  of  experience  to 
Box  No.  4/so,  The  Aeroplane,  61,  Carev 
Street,  W.C.2 


SITUATIONS  WANTED. 

Commercial. — Wireless  Fitter,  4  years'  ex- 
perience Air  Service.  Preferably  with 
Aviation  Company.  Willing  tc  go  abroad. 
— Box  No.  4746,  The  Aeroplane.  61,  Carey 
Street,  W.C.2. 

Advertiser,  conversant  with  cheap,  dur- 
able and  rapid  process  for  the  salvage  and 
repair  of  miscellaneous  engine  parts  by 
Electro  Deposition,  invites  inquiries. — 
Box  No.  ,1747,  The  Aeroplane,  61,  Carey 
Street,  W.C.2. 


Aero  Erector  and  Motor  Mechanic,  past  3 
years  charge  hand  in  erecting  department 
of  leading  aeroplane  makers,  and  holding 
ground  engineer's  licence,  desires  situa- 
tion.— Box  No.  47-.B,  The  Aeroplanf,  61, 
Carey  Street,  W.C.2. 

Demobilised  Soldier,  2.5,  desires  situation 
at  Aerodrome  or  Works.lop  as  Fitter  (aeroK 
Slight  R..<V.F.  experience.  Nominal  wage 
until  proficient. — "Aircraft,"  33.  North 
Avenue,  Levenshulme,  Manchester. 

Pilot,  8  years'  experience  in  the  Aircraft 
Industry,  in  the  Workshop,  as  Instructor, 
Experimental,  Test  and  Delivery  Pilot, 
and  also  Aircraft  Factory  Manager,  is 
open  to  consider  "  ground  '  or  "  flying  " 
appointment  anywhere. — Box  No.  4751, 
The  Aeroplane,  61,  Carey  Street,  W.C.2. 

Ex  R.A.F.,  N.C.O.  Pilot,  20,  Royal  Aero 
Club  Certificate,  seeks  position  as  Pilot, 
commercial  or  civil  aviation.  200  hours 
on  several  types;  good  mechanic;  6  years' 
experience;  first-class  pilot,  steady  and 
capable. — Reply,  stating  wages,  to  J.  Up- 
hill, Junr.,  Norton  Heath,  Blackmore, 
Essex. 

Experienced  Draughtsman,  mechanical 
and  experimental  aircraft  construction,  re- 
quires position  with  progressive  firm. 
Scope,  good  prospects  and  salary  essential 
— Apply  Box  No.  47^4,  The  Aeroplane,  61, 
Carey  Street,  W.C.2. 


EDUCATIONAL. 

Aeronautics. — A  Fascinating  Study  under 
our  Specialised  System  of  Spare  Time  Tui- 
tion. Also  Draughtsmanship  and  Design. 
Diplomas  granted. — Write  to-day  to  Dept. 
A.,  The  British  Correspondence  Schools, 
Grindleford,  Sheffield.    Established  iqo2. 


Great  Aviation  Boom !  Spring  1920.  Are 
you  qualified  to  take  a  big  position?  If 
not,  utilise  your  spare  time  preparing  for 
one.  We  conduct  highly  efficient  and 
practical  correspondence  courses  in  all 
Aeronautical  subjects.  Lowest  fees.  Ad- 
vice  free. — Write  for  Prospectus,  Secretary, 
Harrow  College  of  Aeronautics,  Pinner 
Road,  Harrow. 


FOR  SALE. 

Transfers.  Firms  requiring  Transfers  should 
write  to  the  makers. — A  Bird  &  Co.,  Latimf-r 
Street,  Birmingham. 


Sunbeam,  150  h.p.  8-cylinder,  and  225  h.p.  12- 
cylinder  Aero  Engines.  Guaranteed  as  new, 
for  sale. — Apply,  1  he  Cambridge  Automobile 
and  Engineering  Co.,  Ltd.,  21,  Hobson  Street, 
Cambridge. 


To  Seaplane  and  Aeroplane  Makers,  Engi= 
ueers,  Furniture  Manufacturers  and  others. 

—For  Sale  by  Tender,  at  Bognor,  the  Busi- 
ness Assets  of  the  Norman  Thompson 
Flight  Co.,  Ltd.,  together  with  the  Modern 
Plant  and  Machinery,  fools,  Utensils, 
Engines,  Lathes,  Drilling  Machines,  etc.s 
also  large  quantity  of  General  Stores, 
Timber,  Paints,  Iron,  Steel  and  other 
effects,  also  valuable  Buildings,  extensive 
General  Engineer's  or  Furniture  Manufac- 
turer's Business,  extensive  Seaplane  and 
Workshops  capable  of  conversion  for  a 
other  Sheds. 

Forms  and  further  particulars  from  :  — 
W.  R.  Clemens  (Leask,  Clemens  and  Co.), 
Alderman's  House,  Bishopsgate,  E.C.,  and 
E.  H.  Hawkins  (Poppiet.m,  Appleby,  and 
Hawkins),  4,  Charterhouse  Square,  Lon- 
don, E.C. 


Avro  Seaplane,  130  Clerget  Engine  prac- 
tically new,  only  done  few  hours'  flight. — 
Particulars  from  Box  No.  4749,  The  Aero» 
plane,  61,  Carey  Street,  W.C.2. 


For  Sale. — Weldless  steel  tubes  f  in.  to  3 
in.  dia.,  various  gauges.  Also  steel  sheets 
10  to  20  G.  Spec.  S.3.  Special  quotation 
for  quantities. — C,  170,  High  Road,  Kil- 
burn,  N.W.6. 


Several  100  h.p.  Anzani  Aero  Engines  for 
Sale. — In  perfect  running  order. — Write 
Box  No.  47^2,  The  Aeroplane,  6i,  Carey 
Street,  W.C.2. 


Several  Hangars  (BessonneHu  C  Type)  for 
sale.  Also  one  Hangar  120  ft.  by  60  ft..— 
Apply  C,  179,  High  Road,  Kilburn,  N.W.6. 


KINDLY    MENTION    "  THE  AEROPLANE 


WHEN    CORRESPONDING    WITH  ADVERTISERS 


956 


The  Aeroplane 


September  3,  1919 


MODELS. 

Model  Petrol-motors,  i  h.p.,  tooled  or  rough ; 
Interesting;  Water-cooled  or  Air-cooled.  List 
3d. — Littleover  Aeros,  Derby. 

Model  Maker,  25  years'  experience.  Spe- 
ciality highly  finished  aeroplanes  to  scale  for 
exhibition  or  other  purposes,  also  inventors' 
suggestions  completed. — Greene,  6,  Trenmar 
Gardens,  College  Park,  N.W.io 


Model  Aeroplanes.— Fly  1  mile,  circular 
flight,  4s.  "Yours  is  the  first  model  aero- 
plane we  have  had  that  really  flies" — testimo- 
nial from  Miss  E.  and  Master  N.  Falson,  Hill 
Close,  Braunton,  Barnstuple.  Testimonials 
from  all  parts.— Dept.  C,  Bristol  Model  Aero- 
plane Depot,  Eastville,  Bristol 


ENGINEERING. 

British  Correspondence  School  of  Aeronautics 

(Estab.  1908). — Engineering  course,  17s.  6d. 
Advanced  course  in  design,  engines,  draughts- 
manship, 42s.  Diplomas  granted. — Penning- 
ton's, 254,  Oxford  Road,  Manchester 


AIRCRAFT  PARTS. 

Hardwood  for  Aeroplanes. — Specially  Selected 
air-dried  timber  as  supplied  to  leading  con- 
structors in  Britain  and  the  Continent.  Silver 
Spruce,  Ash,  Poplar ;  Hickory  and  Ash 
Skids ;  Three-ply  ;  Thin  Cedar  and  Mahogany 
for  Floats ;  Walnut  for  Propellers. — William 
Mallinson  and  Sons,  Ltd.,  Hackney  Road. 
'Phone,  3845  Central,  4770  Wall. 


Tapes,  Webs,  Cords  and  Threads  in  all  quali- 
ties suitable  for  Aircraft  Work.  Delivery  from 
stock. — John  MacLennan  and  Co.,  30,  New- 
gate Street,  London,  E.C.i.  (See  Advertise- 
ment Page  III  of  Cover  and  Buvers'  Guide). 


AEROPLANE  LECTURES  NOTE  BOOK. 

Students  attending  lectures  on  aeroplanes 
and  aero-engines  find  the  task  of  note-taking 
very  trying  if  they  would  keep  their  attention 
fixed  on  the  lecturer.  Mr.  O.  Ford-Jones,  as 
the  result  of  his  observation  of  the  student's 
need,  has  devised  a  loose-leaf  note-book.  One 
•et  of  leaves,  40  in  number,  is  for  "Particulars 
of  Aeroplane,"  a  second  for  "Particulars  of 
Engine."  All  the  student  has  to  do  is  to  insert 
notes  in  the  spaces  left — thus  : 

Speed  :   Flying  m.p.h.  Landing  m.p.h. 

Maximum  m.p.h. 

(The  book  will  fit  into  an  ordinary  pocket, 
and  the  essentials  of  40  lectures  can  be  re- 
cwded  with  a  minimum  of  trouble.  The  leaves 
ran  be  easily  removed  for  ultimate  filing.  The 
^croolane  Note  Book  costs  5s.  net ;  refills,  2s. 
net  per  set.  Order  of  any  newsagent  or  direct 
from : — 

The   Aeroplane  &   General  Publishing  Co., 
Ltd.,  61,  Carey  Street,  W.C.2 


MINISTRY    OF  MUNITIONS. 
By   Direction  of  the  Disposal  Board. 
TANGMERE    AERODROME,  SUSSEX. 

Area  :  About  1985  Acres. 

For  Disposal  as  an  Aerodrome. 

Accommodation  for  3  squadrons. 

Buildings  are  mainly  of  brick 

Water  Supply.  Electric  Light  Plant,  and 
Sewage  Disposal.    Macadam  Roads. 

Decaville  Railway  from  Drayton  Station 
(ij  miles). 

The  site  is  occupied  by  the  Government 
under  the  Defence  of  the  Realm  regula- 
tions, and  can  (if  necessary)  be  purchased 
under  and  subject  to  the  provisions  of  the 
Defence  of  the  Realm  (Acquisition  of 
Lands)  Act,  1916. 

For  further  particulars  apply  to  the  Dis- 
posal Board,  Room  135,  Charing  Cioss 
Buildings,  Villiers  Street,  London,  W.C.*. 

Note  .—For  "  SURPLUS,"  the  detailed 
list  of  surplus  Government  property  for 
sale,  apply  at  the  nearest  bookstall  or  to 
a  local  newsagent  (to  whom  a  standing 
order  should  be  given).  Compiled  by  the 
Director  of  Publicity,  Ministry  of  Muni- 
tions, Whitehall  Place,  London,  S.W.r. 
Price  3d. 


MINISTRY  OF  MUNITIONS. 
By  Direction  of  the  Disposal  Board. 
FORD       (LITTLEHAMPTON)  AERO= 
DROME,  SUSSEX. 

Area  :  About  167  Acres. 
For  Disposal  as  an  Aerodrome. 

Accommodation  for  3  squadrons. 

The  buildings  are  of  brick  and  wood. 

There  is  a  Water  Supply,  Electric  Light 
Plant,  and  Sewage  Disposal.  Macadam 
Roads. 

Railway  siding  to  Ford  Junction. 

The  site  is  occupied  by  the  Government 
under  the  Defence  of  the  Realm  regula- 
!  tions,  and  can  (if  necessary)  be  purchased 
under  and  subject  to  !he  provisions  of  the 
Defence  of  the  Realm  (Acquisition  of 
Lands)  Act,  1916. 

For  further  particulars  apply  to  the  Dis- 
posal Board,  Room  135,  Charing  Cross 
Buildings,  Villiers  Street,  London,  W.C.2. 

NOTE  :— For  "  SURPLUS  "  the  detailed 
list  of  surplus  Government  property  for 
sale,  apply  at  the  nearest  bookstall,  or  to 
I  a  local  newsagent  (to  whom  a  standing 
order  should  be  given).  Compiled  by  the 
Director  of  Publicity,  Ministrv  of  Muni- 
tions, Whitehall  Place,  London,  S.W.i. 
Price  3d. 


MISCELLANEOUS  AND  TRADE. 

Lamplough  Radiators. — New  designs,  in- 
creased efficiency.  Radiators  repaired  or  re- 
made. Private  and  commercial  cars  over 
hauled,  repaired  and  refitted  for  the  road. 
First-class  staff  and  machinery  available  for 
the  best  work. — Lamplough  &  Co.,  Highfield 
Works,  Feltharn,  Middlesex.  'Phone  33  Felt- 
ham. 


PUBLICATIONS. 

Sixpence  Post  Free. — Technical  Essays  of  *n 
Aviator  by  W.  R.  D.  Shaw.  60  pages.  Illus- 
trated. World  on  Wings  Publicity  Bureau 
(Registered),  180,  Sutherland  Avenue,  Maid* 
Vale,  London,  W.9. 


The  following  books  may  be  obtained  post 
free  by  application  to 

The  Aeroplane  and  General  Publishing  Co., 
Ltd.,  Union  Bank  Chambers,  61,  Carey 
Street,  W.C.2  :— 

McCudden's  "Five  Years  in  the  R.F.C.,"  8s. 

Butler's  "Plain  Impressions,"  2s.  9d. 

Sylvester's  "The  Design  and  Constmction  ot 
Aero  Engines."    6s.  6d. 

Loening's  "Military  Aeroplanes,"  22s. 

Richthofen's  "The  Red  Air  Fighter"  (2nd 
Edition),  3s.  9d. 

Blakeney's  "How    an   Aeroplane    is  Built" 

(2nd  Edition),  5s.  4d. 

Dixie's  "Air  Navigation  for  Flight  Officers," 
lis. 

Saundby's  "Flying  Colours"  (Popular  Edi- 
tion), 15s.  6d.    Edit.on  de  Luxe,  £2  2b. 

Barber's  "  The  Aeroplane  Speaks  "  (7th 
Edition),  9s. 

Barber's  "  Aerobatics,"  lis. 

Barber's  "Airy  Nothings,"  3s.  9d. 

Aviation  Pocket  Book,  6s.  4d. 

Songs  of  the  Submarine,  2s.  3d. 

Ballads  of  the  Flying  Corps,  2s.  9d. 

The  Flying  Book  (1918  Edition),  5s.  4d. 

Practical  Flying,  5s.  4d. 

"  The  £  S  D  of  Flying "  (Commercial 
Aviation  and  Its  Possibilities).  By  Captain 
Arthur  Swinton,  6s.  4d. 

Selwyn's  Metric  Conversion  Tables,  2s.  9d. 

"The  Revelations  of  Roy,"  Air  Mechanic 
(With  Apologies  to  Artemas),  Is.  3d. 

"The  Aeroplane,"  Vols.  XIII  XIV,  XV,  25s. 

net  each. 

"  The  Aeroplane,"  Vols  IX,  X,  XI,  XII,  21s. 
net  each. 


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September  3,  191 9 


The  Aeroplane 


in 


Contractors  to  H.M,  Government. 

Hors  Concours  Membrt  du  Jury:    Brussels  International  Exhibition,  ij>io. 
Grand  Prix  London,  tool,  and  Buenos  Aire*,  1010, 


On  "Lloyd's  Rtgister." 


Ttttgrams  : 
JONAS, 

SHEFFIELD. 


TRADE  "MARKS 


1  fltphcnt : 

No.  «;eo. 

Frjvat-  Branch 
Exchange. 


JONAS  &  COLVER,  LTD. 


Manufacturers  of  Steel  of  every  description,  including 

HIGH  GRADE  NICKEL  STEEL  &  FORCINGS 

for  Naval  and  General  Marine  Purposes. 


lor  Aircraft  and 
Automobile  Purposes 


Special  Heat  Treated  Alloy  and  other  Steels 

S.S.G. 

SfS.    ill  A  NICKEL  CHROME  STEEL  IN  FOUR  GRADES. 

B  *B       Ulf  Eminently  suitabl<  and  strongW  recommended  for  Gears  Crankshafts  and  c. ih«r  high'y  stres 

I  ■     WW     ■  having  exceptional  machin  ng  qualities     Combines  unusual!)  hear)  shock-resisting  and  weari 

with  silent  running. 

GD     C  A  HIGH  GRADE  ALLOY  CASE  HARDENING  STEEL. 

■    M        ■  ■  For  severely  strained  parts,  such  as  Gear  Wheels,  Gudgeon  Pins,  etc. 


IMPORTANT  SPECIALITIES  : 

A  SPECIAL  NICKEL  CHROME  GEAR  STEEL. 

FOR  AIR  OR  OIL  HARDENING.  When  treated  th  s  steel  has  exceedingly  tough  properties  and  is 
specially  suitable  for  Gear  Wheels,  Connecting  Rods.  etc. 


SHEFFIELD. 


"NOVELLON"  DOPE 

AND   AEROPLANE  VARNISH. 

CELLULOSE  ACETATE  &  CHEMICALS 


BRITISH  CELLULOSE  &  CHEMICAL  MANF'G. 

COMPANY,  LIMITED. 

T^cXcf^fci  tn  s 

''Cellulate.  London.'-     8,    WATERLOO     PLACE,    S.W.I.       'Phone:  Regent  4045. 
Also  at  Spondon,  Derby ;  and  Maybury  Gardens,  High  Road,  Willesden  Green,  N  W.10. 

(Telephone:    Willesden  2380.) 


Telephone;  C^TY  31 13.  Telegrams :  VAMDUARA.CEflT.LOriDOn " 

Contractors  to  H.M.  Government. 

AerowjJtical  TAPES,  WEBS,  CORDS  &  TH  READS 


DELIVERY  FROM  STOCK. 


JOHN  MACLENNAN  &  C9. 

30,  NEWGATE    ST.,  LONDON  ,  E.C.I. 

(  AND  AT  GLASGOW  ]  ,  


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Iv  The    Aeroplane                         September  3,  1019 

^iJififfvinftriiff  if  iimif  1 11 1  iiiiiiiiiiiiiiiitiifitiii]ir!iifiiiiiiiiiittiititiiiiiiiiiiiiiiitiiiiiiiinii;itiiiiifiififiiiiiiiirfifiiiiii  in  itiini  mi  iiniif  if  11 1 « 1 11  imiif  iftffitiit  1^= 

I  THE  GREEN  ENGINE  Co.,  Ltd.  j 

J  FIRST   IN    1909.  | 

I  THE  AVRO  BABY  GREEN 

I  35  H.P.  I 

1  Winner  of  the  1919  I 

=as  _     _    — 

|  Victory  Aerial  Derby  Handicap.  ] 

|  FOREMOST   IN    1919.  | 

|  166,  PICCADILLY,  W.I.  | 

1  Telegrams :  "Airengine,  London."                          Telephone :  Gerrard  8165 ;  Richmond  1293.  j 


FOR   ALL  PURPOSES. 

W.  WESSON  &  CO.,  LTD., 

Iron  &  Steel  Manufacturers, 

MOXLEY,  nr.  WEDNESBURY. 

EDITORIAL  OFFICES,  175,  PICCADILLY,  W.I. 

ADVERTISEMENT  OFFICES,  61,  CAREY  STREET,  W.C.2. 

Printed  for  The  Aeroplane  and  General  Publishing  Co.,  Ltd.,  bv  Bonner  &  Co.,  The  Chancery  Lane  Press,  Rolls  Passage, 
London;  and  Published  by  The  Aero-lane  and  General  Publishing  Company,  Ltd.,  at  Union  Bank  Chambers,, 
  hi.  Car^v  Street,  London,  W.C. 


September  io,  1919 


The  Aeroplane 


957 


BRITAIN'S  AERIAL  LINERS 

R33  and  R34 

Outer  Covers  Proofed  with 

EDIAILLITE" 

Airship  Doping  Scheme  "P." 


THE  BRITISH  EMA1LL1TE  CO.,  LTD., 

Doping  Scheme  Specialists! 
5,    HYTHE    ROAD,    WILLESDEN    JUNCTION,  N.W.IO. 
Wire:  Ridley,  Pnen.  London.  'Phone:  Willesden  2346  &  2347. 


Handley  Page 
Aeroplanes 

£9  have   liown   from  B 

ENGLAND  to  INDIA 

LONDON  to  CONSTANTINOPLE 
ENGLAND  to  CENTRAL  AFRICA 

B  and  have  carried  ED 

PILOT  and  40  PASSENGERS 
n        over  6,500  feet  high.  b 

The  whole  of  the  experience  of  the  Handley  Page  Company  is  at  the  disposal 
of  any  Government  or  Business   House  desirous  of  starting  a  service  for 
conveying  passengers  or  goods  by  Air. 


H&ixdley  P&O^ 

acturers  to  British  &Othei 

CRICKLEWOOD,  LONDON,  N.W.2. 


Telegrams:  '  Telephone; 

'HYDROPHID,  CRICKLE,  HAMPSTEAD 

london."         Aeroplane  Manufacturers  to  British  &  Other  Governments.        7601)  rt'o  lines). 


! 


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95» 


The  Aeroplane 


September  io,  19 19 


The  Alliance 

Aeroplane  Company  Ltd. 

CONTRACTORS 

TO 

Ministry  of  Munitions  of  War 
Air  Board. 


CAMBRIDGE  ROAD 
HAMMERSMITH. 


Registered  Offices: 

45,  EAST  CASTLE  ST. 
LONDON 

W  L 


NOEL  ROAD 
ACTON. 


THE 


GRAHAME=WHITE  ROLLS-ROYCE 
AER  0=LIMOUSINE. 


Carrying  Pilot  and 
4  or  6  passengers. 

000 

Engines  : 

Two  320  h.p.  Rolls- 
Royce. 

Flight  Radius  : 
4  hours. 

Max.  Speed  : 
115  m.p.h. 


THE 

GRAHAME  -  WHITE 


Designed  solely  for 
Commerce  and 
Pleasure. 

00a 

Comfortably  Uphol- 
stered Limousine, 
fitted  with  Speaking 
Tube  and  electric- 
ally heated  cockpit. 


LTD. 

COMPANY, 


Aeronautical  and  Automobile  Designers,  Constructors  and  Engineers. 

'Phone  t  Kingsbury  120  (8  lines).  'Phone:.  Regent  2084 

Head  Office  and  Works  London  Office  : 

The  London  AeroJrome,  Hendon,  N.W.9 


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12,  Regent  Street,  Pall  Mall,  S.W.I. 

WHEN   CORRESPONDING   WITH  ADVERTISERS. 


September  io,  1919 


The  Aeroplane 


959 


T5he 


STRONG 
DEL 


6  CYLINDE 

R.A.C.  Rating  29.5  h.p. 


CAR 

Treasury  Tax  {880 


The  Quality  of  the  Material. 

'  J^HE  material  has  been  selected  as  a  result  of  the  experience  gained 
in  designing  and  producing  the  largest  output  of  aero  engines 
during  the  war  and  in  many  years  of  motor  car  building. 

Each  and  every  part — be  it  of  steel,  aluminium,  cast  iron  or  other  material — 
has  its  own  peculiar  duty  to  perform  and  stresses  to  resist.  These  have  been 
most  carefully  considered  and  enumerated  before  the  material  best  suited  to  the 
purpose  has  been  selected. 

Crankshafts,  differential  shafts  and  other  similar  parts  subject  to  bending  and  twisting 
stresses,  are  made  of  a  special  selected  nickel  chrome  steel,  heat  treated  to  enhance  its  natural 
qualities. 

Other  parts— such  as  gears — must  have  a  hard  surface  and  yet  not  liable  to  chip. 
For  these  a  special  air-haraening  nickel  chrome  steel  with  a  tensile  strength  or  resistance 
to  fracture  of  over  100  tons  per  square  inch  is  used. 

Engine  connecting  rods  and  front  axles  must  bear  heavy  loads  and  resist  severe  shocks. 
For  these  a  special  steel  able  to  withstand  such  stresses  has  been  chosen. 

All  of  the  material  conforms  10  British  Engineering  Standard  Association's  specifications. 
It  is  made  to  guaranteed  analysts  and  tests,  and  is  check  tested  in  our  own  laboratory. 

In  its  selection  cost  has  not  been  counted  ;  quality  and  fuUabil  ty  alone  have  been 
considered.  By  using  only  materials  of  the  highest  quality  we  are  able  tu  so  simplify 
design  that,  with  the  aid  of  our  experience  in  quantity  production  by  the  most  enlight- 
ened methods,  the  price  of  the  chassis  is  brought  down  to  a  moderate  figure  which  would 
otherwise  be  unattainable. 

THE  CHASSIS  IS  EQUIPPED  WITH 
Electric  Lighting  and  Starting  Set,  Five  Tamps, 
Four  Tyres,  Stepboards,  All  Wings  and  Dashboard 

Order  now  and  be  assured  that  you  ha^e  done  right.     You  cannot  buy  a  better  car. 

The  SIDDELEY-DEASY  MOTOR  CAR  CO.,  Ltd.,  COVENTRY 

(The  Motor  Car  Dept.  of  Sir  W.  G.  Armstrong  Whitworth  &  Company,  Limited). 
SERVICE    DEPARTMENTS    AT    LONDON    AND  MANCHESTER. 

Write  for  Brochure  "  Three  Announcements." 


YOU    CANNOT   BUY   A   BETTER    CAR.  \ 


Godbolds. 


1 


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The  Aeroplane 


September  io, 


KINDLY   MENTION    "  THE    AEROPLANE  "    WHEN   CORRESPONDING    WITH  ADVERTISERS. 


SEPT.  lO, 
1919. 


NE 


VOL.  XVII. 
No.  11. 


THBAEROPLA 


The  Editorial  and  Advertising  Offices  of  "  The  Aeroplane  "  are  at  175.  Piccadilly,  London,  W.l. 
Telegraphic  Address:  "'Aileron,  London."  Telephone:  Gerrard,  5407. 

Accounts,  and  all  correspondence  relating  thereto,  should   be    sent  to   the  Registered 
Offices  of   The  Aeroplane    and    G-eneral    Publishing    Co.,  Ltd.,  Union    Bank  Chambers, 
61,  Carey  Street,  London,  W.C.2. 

Subscription  Rates,  post  free:  Home,  a  months,  7s.  6d.;  6  months,  15s.j  12  months  30s. 
Foreign,  a  months,  8s.  9d.;  6  months,  17s.  6d.;  Iva  months,  35s.  Canada,  1  Year.  <»8. 

U.S.A.,  1  -Xear,  S8  50c. 


ON   THE  INTERNATIONAL  AIR  NAVIGATION 

CONVENTION. 


Owing  to  the  intervention  of  matters  of  greater 
immediate  importance,  comment  on  the  International 
Air  Convention  which  was  published  some  weeks  ago 
has  perforce  been  postponed.  It  is  now  possible  to  return 
to  the  subject. 

Taking  it  all  round,  the  International  Air  Convention 
is  a  very  fine  affair,  but  there  are  in  it  what  appear  to 
be  some  appalling  snags,  which  if  they  do  not  in  years 
to  come  develop  into  actual  cast  bellorum  will  at  any  rate 
give  rise  to  "  diplomatic  incidents  "  of  some  importance. 

As  that  entertaining  person  the  "  Lincoln  Imp  "  has 
already  indicated,  the  High  Contracting  Powers  have 
agreed  that  the  air  over  each  State  belongs  to  that  State. 
This  is  not  an  admission  of  the  usque  ad  ccelum  doctrine, 
but  rather  the  institution  of  the  doctrine  as  an  inter- 
national law.  Its  installation  as  such  does  not  in  the 
least  entail  its  acceptance  in  an  ordinary  court  of  law 
for  private  consumption.  So  we  can  still  fly  with  im- 
punity over  our  neighbour's  land. 

Incidentally  those  who  recall  the  "  Imp's  "  great  dis- 
covery that  the  usque  ad  ccelum  doctrine  has  never  been 
the  law  of  the  land  will  remember  that  all  the  precedents 
quoted  in  support  of  the  doctrine  referred  solely  to  the 
ownership  of  trees,  or  birds  in  the  trees,  over  certain 
land.  .  In  fact,  the  only  applications  of  the  doctrine 
which  carried  any  legal  weight  seemed  to  imply  that 
ccelum  did  not  mean  heaven,  but  merely  what  aviators 
understand  by  the  word  ceiling,  that  is  to  say  the  highest 
reachable  level.  \ 

Thus  the  "ceiling"  of  a  land-owner  is  merely  the  tops  of 
his  own  trees.  If  this  fact  were  ever  established  in  a  court 
of  law,  or  if  the  Air  Ministry  had  the  pluck  to  make  a 
regulation  that  anybody  is  at  liberty  to  fly  over  any- 
body's land  so  long  as  he  is  above  the  owner's  "  ceiling," 
a  whole  lot  of  trouble  would  be  saved,  and  yet  the  usque 
ad  ccelum  doctrine  would  be  vindicated. 

In  International  Taw,  on  the  other  hand,  there  can 
be  no  doubt  whatever  about  the  ownership  of  the  air.  It 
is  now  agreed  that  "  every  State  has  complete  and  ex- 
clusive sovereignty  in  the  air  space  above  its  territory 
and  territorial  waters."  So  that's  that,  and  it  is  very 
necessary  to  remember  it,  for  according  to  the  wording 
of  Article  1,  Chapter  1,  of  the  Convention  the  Law  applies 
just  as  well  to  the  air  space  above  the  territory  of  States 
which  do  not  agree  to  the  Convention  as  it  does  to  States 
which  sign  it. 

A  Suppositious  Case. 
Thus,  for  example,  if  the  free  and  independent  Republic 
of  Andorra  refused  to  agree  to  the  Convention  and 
announced  that  it  would  not  have  the  aeroplanes 
of  other  nations  flying  over  its  territory,  there 
would  be  nothing  to  prevent  it  from  organising  an 
anti-aircraft  corps  and  turning  its  Archie  batteries  onto 
any  aeroplane  which  trespassed  in  its  air  space.  If  an 
aeroplane  of  foreign  origin  were  brought  down,  and  if 


the  occupants  were  killed,  it  seems  that  no  action  would 
lie  against  the  Government  of  Andorra.  As  a  Sovereign 
State  it  would  be  within  its  rights  in  compelling  respect 
for  its  own  laws.  In  such  a  case  the  whole  State  would 
be  a  prohibited  area,  and  the  Andorran  Archie-gunuer 
would  have  as  much  right  to  shoot  as  would  a  British 
Archie-gunner  who  fired  on  an  aeroplane  flying  over 
Woolwich  or  Spithead. 

One  does  not  on  this  account  recommend  demobbed 
Archie-gunners  to  dash  straight  off  to  Andorra  (if  they 
can  find  it  on  the  map)  and  offer  to  organise  an  Andorran 
Air  Defence- Area,  even  though  the  said  A.A.D.A.  might 
be  concocted  after  the  latest  recipe  for  L.A.D.A.  a  la 
Ashmore.  They  might  be  very  welcome,  and  they  would 
probably  find  out  that  Andorra's  objection  to  aircraft  was 
largely  due  to  the  fact  that  Andorra  was  not  large  enough 
to  contain  an  aerodrome,  and,  moreover,  that  Andorra 
being  mostly  vertical,  it  would  be  impossible  to  find  a 
flat  place  even  if  there  were  room  for  it,  and  that  so 
the  Andorrans,  being  mountaineers  of  a  sporting  nature, 
had  decided  to  have  a  little  aeroplane  shooting,  as  a 
change  from  eagle  and  ibex. 

But,  the  Archie-gunner  would  soon  find  himself  in 
trouble,  for  he  would  also  find  that  he  could  not  fire  at 
an  aeroplane  without  his  splinters  and  duds  falling  into 
the  territory  of  other  Sovereign  States.  It  is  alleged 
that  Andorra  once  bought  a  Creusot  gun  but  has  never 
fired  it  because  if  it  were  fired  it  must  inevitably  hit 
either  France  or  Spain. 

Nevertheless,  without  Andorra's  consent  you  must  not 
fly  over  Andorra.  That  is  assuming  that  Andorra  is 
anywhere  on  a  line  from  anywhere  in  France  to  any- 
where in  Spain  between  which  points  anyone  would 
want  to  fly.    Which  one  doubts. 

Prohibited  Areas. 

There  is  in  the  early  part  of  the  Convention  one  rather 
sportsmanlike  clause  which  deserves  attention.  Article  3 
says  : — "  Each  contracting  State  has  the  right,  for  mili- 
tary reasons  or  in  the  interest  of  public  safety,  to  prohibit 
the  aircraft  of  the  other  contracting  States,  under  the 
penalties  provided  by  its  legislation  and  subject  to  no 
distinction  being  made  in  this  respect  between  its  private 
aircraft  and  those  of  the  other  contracting  States,  from 
flying  over  certain  areas  of  its  territory." 

That  is  to  say  an  Archie-gunner  protecting  the  Wool- 
wich or  Sheerness  prohibited  area  has  a  perfect  right  to 
shoot  down  a  French,  Belgian,  Czecho-Slovak  or  Jugo- 
slav machine  which  flies  over  his  area.  But,  he  must, 
in  common  decency  and  fair  play,  also  shoot  down  the 
next  British  machine  which  flies  over  his  area — that  is 
unless  he  is  merely  a  temporary  officer  and  gentleman. 

Foreign  air  travel  is  evidently  not  going  to  be  such  a 
haphazard  affair  as  foreign  motoring  used  to  be,  for  one 
reads  further  in  Article  4  that  "  Every  aircraft  which 
finds  itself  above  a  prohibited  area  shall,  as  soon  as 
aware  of  the  fact,  give  the  signal  of  distress  provided 


962 


The  Aeroplane 


September  10,  1919 


in  Paragraph  17  of  Annex  D,  and  land  outside  the  pro- 
hibited area  as  near  to  it  as  possible  and  as  soon  as 
possible  at  one  of  the  aerodromes  of  the  State  unlawfully 
flown  over." 

Apart  from  the  horrid  grammar  of  that  article  one  is 
put  in  doubt  as  to  its  precise  meaning.  Presumably  it 
will  be  left  to  the  local  Archie  to  notify  the  offending 
aircraft  whether  it  is  over  a  prohibited  area  or  not. 
Most  pilots  who  fly  over  a  prohibited  area  are  diplo- 
matically blind  to  its  precise  extent,  and  he  would  have 
to  be  a  very  conscientious  person  indeed  who  would  take 
the  trouble  to  land  and  report  himself  just  because  he 
found  himself  half  a  mile  west  of  the  famous  chimneys 
at  West  Thurrock  instead  of  half  a  mile  to  the  east  of 
them.  And  probably  it  would  depend  very  much  on 
the  quality  of  Archie's  shooting  whether  the  pilot  made 
the  prescribed  signal  of  distress  or  not. 

But  what  is  really  fogging  is  the  meaning  of  landing 
outside  the  prohibited  area  "as  near  to  it  as  possible 
and  as  soon  as  possible  at  one  of  the  aerodromes  of  the 
State  flown  over."  Does  this  mean  that  the  machine 
must  land  close  to  the  edge  of  the  prohibited  area  at  once, 
and  then  land  again  at  an  aerodrome !  Or  does  it  mean 
that  it  must  land  as  soon  as  possible  at  an  aerodrome  as 
near  as  possible  to  the  prohibited  area  ?  And  does  "  an 
aerodrome  of  the  State  "  mean  a  Government  aerodrome, 
or  merely  any  aerodrome,  private,  public,  or  Government, 
near  the  prohibited  area  ? 

It  strikes  one  that  while  a  pilot  was  making  up  his 
mind  what  to  do  about  it  he  would  either  be  shot  down 
or  would  be  so  far  away  on  his  journey  that  it  would 
not  be  worth  his  while  to  land  till  he  reached  his  destina- 
tion. Also,  be  it  remembered,  under  the  Civil  Aerial 
Transport  regulations  it  is  part  of  Archie's  job  to  fire  a 
warning  shot  if  he  sees  an  aircraft  approaching  a  pro- 

AN  APOLOGY. 

Our  attention  has  been  called  to  the  article  under  the 
heading,  "On  the  Harmsworth  Press  and  the  R.A.F. 
Vote,"  which  appeared  on  page  654  in  our  issue  of 
the  20th  ult. 

Messrs.  Simmons  and  Simmons,  solicitors  to  Brig.- 
General  Livingston,  inform  us  that  the  paragraphs 
under  the  sub-heading  of  "An  Unfortunate  Connec- 
tion" have  caused  considerable  annoyance  to  him 
owing  to  their  defamatory  nature. 

We  gladly  take  this  opportunity  of  stating  we  bad  no 
intention  of  making  any  imputation  whatsoever  against 
the  General.  We  unreservedly  withdraw  our  remarks 
and  offer  to  the  General  our  sincere  regret  that  the 
article  appeared. 

THE   USE   OF    WIRELESS  TELEPHONES 
AND   TELEGRAPHS  WITH  AIRCRAFT. 

The  Air  Ministry  makes  the  following  announcement  :  — 
The  form  of  licence  to  be  granted  for  the  use  of  wireless 
to  and  from  aircraft,  and  the  conditions  under  which  such 
licences  will  be  granted,  are  under  consideration.  In  the 
meantime,  pending  the  issue  of  the  licence  by  the  Postmaster 
General,  temporary  provisional  authority  for  the  installation 
and  use  of  wireless  apparatus  in  aircraft  can  be  obtained,  in 
approved  cases,  by  application  to  the  Secretary  of  the  Post 
Office. 

For  the  present  the  wave  length  suggested  for  wireless 
telephony  is  480  metres.  This  is  the  wave  length  which  the 
existing  Air  Ministry  W/T  Stations  at  present  emplov  for 
work  with  aircraft. 

For  the  benefit  of  designers  and  others  interested,  it  may 
be  said  that  the  Postmaster-General's  licence,  when  available, 
will  probably  contain  provisions  to  the  following  effect  :  — 

The  sending  apparatus  installed  at  any  aircraft  Station 
shall  be  constructed  so  as  to  be  capable  of  using  waves  of 
600  metres  interrupted  continuous  wave,  and  900  metres  con- 
tinuous wave ;  such  of  the  following  wave  lengths,  namely, 
920,  300,  450  and  800  metres  interrupted  continuous  wave, 
and  200-550  metres,  650-950  metres,  2,000-3,000  metres,  con- 
tinuous wave  may  also  be  used  for  transmission  as  are  author- 
ised in  writing  by  the  Postmaster-General. 


hibited  area,  so  there  is  nothing  in  the  first  shot  to  tell 
the  pilot  that  he  is  doing  anything  worse  than  looking 
as  if  he  were  going  to  trespass  over  the  sacred  area. 

Air  Defence  Areas. 

On  the  whole  it  looks  as  if  there  is  going  to  be  quite 
a  lot  of  quiet  fun  and  probably  a  good  deal  of  litigation 
over  this  question  of  prohibited  areas.  And  certainly 
there  is  going  to  be  heaps  of  work  for  the  Archie-gunners 
and  their  searchlights  and  observer  companies.  In  fact 
the  protection  ol  the  prohibited  areas  in  this  country 
will  demand  the  services  of  quite  a  large  personnel. 

Which  seems  to  suggest  that  the  excellent  organisation 
which  has  been  created  under  the  G.O.C.  and  Staff  of 
the  London  Air  Defence  Area  ought  to  become  a  per- 
manent institution  for  the  defence  of  prohibited  areas. 
There  will  certainly  be  plenty  to  keep  it  in  even  better 
practice  than  when  it  had  only  to  deal  with  Hun  raiders, 
and  so  it  will  become  extremely  expert  in  readiness  for 
the  next  war. 

Whether  this  Air  Defence  Force  should  be  under  the 
War  Office  or  under  the  Air  Ministry  is  an  arguable 
point.  Personally  one  inclines  to  the  belief  that  it  is 
the  Air  Ministry's  "  pidgin."  The  ground  jobs  might 
become  in  time  a  kind  of  home  for  officers  whose  flying 
days  are  done.  The  Home  Defence  squadrons  that  were 
(during  the  war)  would  become  a  species  of  aerial  police 
to  chase  those  who  trespassed  over  prohibited  areas  and 
to  take  their  numbers. 

There  may  be  reasons  why  such  a  force  should  come 
under  the  War  Office,  or  even  under  the  Admiralty.  If 
so  one  would  like  those  who  think  so  to  "  give  their 
reasons  and  draw  a  map."  But  in  any  case  the  Air 
Defence  Force  should  now  become  a  permanent 
institution.— C.  G.  G. 

The  use  of  the  wave  of  600  metres  (hereinafter  referred  to 
as  the  •'aircraft-ship"  wave)  shall  be  confined  to  the  use  of 
the  system  known  as  "Interrupted  Undamped  Wave  or  Tonic 
Train,  or  I.C.W.,"  and  the  use  of  900  metres  hereinafter  re- 
ferred to  as  the  "Aircraft  Notmal  Wave,"  shall  be  used  only 
for  continuous  damped  waves  or  wireless  telephony. 

Should  an  aircraft  station  be  also  fitted  with  a  supplemen- 
tary installation  on  long  continuous  waves,  such  installation 
shall  be  so  constructed  as  to  be  capable  of  using  the  wave 
length  of  2,400  metres. 

The  range  of  wave  lengths  for  which  the  receiving  appa- 
ratus may  be  constructed  is  not  limited,  but  the  apparatus 
must  be  capable  of  receiving  on  600  metres  and  900  metres, 
and  on  2,400  metres  when  a  transmitter  working  on  this  lattei 
wave  length  is  installed;  it  must  also  be  made  to  embrace 
any  other  wave  length  on  which  a  transmitter  installed  has 
been  authorised  to  work. 

The  input  of  power  to  the  licensed  apparatus  measured  at 
the  terminals  of  the  power  generator  or  battery  shall  not 
exceed  100  watts,  provided  always  that  when  vacuum  valves 
having  heated  filaments  constitute  a  part  of  the  sending  or 
receiving  apparatus,  or  both,  the  power  employed  for  heating 
the  said  filaments  shall  be  excluded  in  computing  the  said 
maximum  input.  v 

RELINQUISHMENT  OF  R.A.F.  STATIONS. 

It  is  announced  by  the  Air  Ministry  that  the  following 
Royal  Air  Force  Stations  are  to  be  relinquished  and  disposed 
of  :  — 

Lowestoft  (Balloon  Base),  Hicking  Broad  (Seaplane  sta- 
tion), Bembridge  (Seaplane  Station),  New  Bern  bridge  (Aero- 
drome), Seahouses  (Aerodrome),  Seaton  Carew  (Aerodrome), 
Marham  (Aerodrome),  Tynemouth  (Aerodromel,  Leadehham 
(Aerodrome),  Upper  Hoyford  (Aerodrome),  Usworth  (Aero- 
drome), Helperby  (Aerodrome),  Ashington  (.^lodrome), 
Scale  Hall,  Lanes.  (Landing  Ground),  (after  Oct.,  1919). 

GREAT  BRITAIN   AND  FRANCE. 

The  Air  Ministry  announced  on  Sep;.  3rd  that  in  connec- 
tion with  the  opening  up  of  civil  communication  by  air  be- 
tween Great  Britain  and  France  the  French  authorities  have 
raised  objections  to  the  use  of  petrol  and  oil  by  civilian 
machines,  which  has  been  imported  into  France  without  pay- 
ment of  the  ordinary  dues,  for  military  purposes.  Aircraft 
companies  and  all  others  concerned  must  in  future  provide 
their  own  petrol  and  oil  at  Le  Bourget  through  the  ordinary  | 
commercial  channels. 


September  io,  19 19 


The  Aeroplane 


963 


THE  SCHNEIDER  CUP  ELIMINATING  TRIALS. 


The  eliminating  trials  which  were  to  have  been  held  by 
the  Royal  Aero  Club  at  Cowes  on  Wednesday,  Sept.  3rd,  to 
select  the  British  team  for  the  Schneider  Cup  proved  rather 
a  fiasco. 

Three  of  the  four  entrants  were  known  011  Tuesday  to  be 
completed  and  to  have  taken  the  air.  The  Super- 
marine  boat  had  not  been  out,  and  inquiries  at 
Woolston  on  Tuesday  evening  showed  that  the  machine 
had  been  delayed  by  the  non-delivery  of  a  propeller 
—  due  to  a  strike  at  the  propeller  makers — but  that 
the  missing  article  had  safely  arrived  later  on  that 
afternoon,  and  that  the  last  split  pins  in  *he  propeller  bolts 
were  then  being  inserted.  About  8  p.m.  that  night  the 
Napier  engine  was  given  a  run,  and  arrangements  were 
made  to  take  the  machine  out  for  a  trial  at  6  a.m.  on  Wed- 
nesday morning. 

At  six  on  Wednesday,  Southampton  was  in  a  deluge,  and 
the  rain  carried  on  steadily  and  hopelessly  till  nearly  11 
o'clock,  by  which  time  the  tide  wa>  too  low  to  get  the 
machine  out  at  Woolston. 

However,  there  was  no  doubt  of  the  machine's  readiness, 
and  if  the  weather  cleared  sufficiently  for  the  tiials  Major 
Hobbs  was  determined  to  be  at  Cowes  for  them. 

Between  Southampton  and  Cowes  the  steamer  ran  through 
steadily  improving  weather,  and  at  Cowes  at  12.30  there  was 
no  question  of  postponing  the  event  on  account  of  bad  con- 
ditions. There  was  a  light  N  to  N.E.  breeze,  no  sea  at  all, 
and  quite  good  visibility. 

The  Fairey  with  Clipped  Wings. 

Shortly  after  two  o'clock  an  engine  was  heard  approaching, 
and  a  seaplane  appeared  over  Calshott  making  for  Cowes. 
At  first  it  was  taken  for  the  Sop  with — but  it  was  soon  recog- 
nised as  the  Fairey — fitted  with  clipped  wings  and  a  single 
low  of  struts  at  each  side. 

Lieut. -Col.  Nichol  made  a  very  slow  and  perfect  landing 
and  taxied  to  the  slipway  at  Saunder's  yard.  Just  as  the 
Fairey  landed,  a  small  flying-boat  came  in  sight— which 
proved  to  be  a  threc-seater  Supermarine  with  160  h.p. 
Beardmore,  and  not  the  Supermarine  racer. 

Then  a  small  black  speck  on  the  hcrizon  grew  rapidly 
into  the  Sopwith  racer— passed  over,  and  landed  on  the  East 
side  of  the  harbour. 

The  landing  was  a  fairly  fast  one,  and  the  machine  sank 
into  the  water  in  a  quick  and  rather  unhealthy  looking 
manner,  till  the  engine  was  opened  up  again,  and  the 
machine  then  made  rapidly  for  the  beach  on  the  opposite 
side  to  the  appointed  rendezvous.  It  was  brought  over,  Mr. 
Hawker  sitting  on  the  port  wing  tip,  and  a  rowing  boat  under 
the  starboard  one,  with  floats  nearly  submerged  and  the 
tail  plane  awash. 

On  lifting  the  machine  it  was  found  that  the  starboard 
float  was  minus  about  2  sq.  tt.  of  bottom  just  under  the  rear 
chassis  strut,  and  had,  in  addition,  one  or  two  minor  holes., 
and  that  the  port  one  was  also  punctured.  Mr.  Hawker's 
impression  is  that  the  main  damage  occurred  ?l  getting  off 
at  Hythe,  and,  in  any  case,  the  nature  of  the  damage  was 
such  as  to  indicate  that  the  float  had  hit  something  more 
solid  than  mere  water. 

A  Bully  Beef  Tin. 

After  a  long  wait  a  motor-boat  from  Hamble  brought  over 
Mr.  A.  V.  Roe,  Capt.  Hammersley,  and  Mr.  Chadwick,  who 
explained  that  the  Avro  had  encountered  a  floating  bully 
beef  tin  while  getting  off  at  Hamble,  and  had  thereby  been 
deprived  of  the  step  to  one  ,1oat. 

Later  a  contingent  from  Woolston  arrived,  who  explained 
that  their  three-seater  boat  had  seen  Mr.  Hawker's  mishap 
and  had,  therefore,  concluded  that  the  trials  would  be  washed 
out,  and  they  had,  therefore,  not  brought  their  machine 
across. 

Thereafter,  Col.  Nichol  departed  on  the  Fairey,  Mr.  Hawker 
returned  by  motor-boat  with  his  two  damaged  floats  to  Hvthe 


The  Sopwith  rising  in  Trials. 


to  collect  a  spare  bet.  The  Avro  and  Supermarine  detach- 
ments returned  to  their  homes  and  the  rest  of  those  present 
adjourned  for  tea. 

So  far  as  could  be  gathered  upon  the  opot  the  Committee 
in  charge  of  the  tiials,  consisting  of  Col  Ogilvie,  Majors 
McClean  and  Mayo,  and  Lieut. -Commander  Perrin,  decided 
that  the  Fairey  and  the  Sopwith  are  to  be  included  in  the 
British  team,  and  that  the  Supermarine  and  th"  Avro  should 
run  a  separate  trial  on.  Monday,  Sept.  8th,  to  decide  upon  the 
third  representative. 

The  Fastest  Aeroplane  One  h\s  Seen. 

Of  the  two  machines  which  did  appear  at  Cowes  it  may  be 
said  at  once  that  the  Sopwith  gives  one  the  impression  of 
being  by  far  the  fastest  aeroplane  of  any  type  that  one  has 
yet  seen.  There  is  nothing  freakish  about  it,  it  is  very  simple 
and  clean  in  outline,  and,  in  so  far  as  a  very  small,  light 
high-speed  machine  can  be  seaworthy,  this  should  be.  There- 
fore, given  reasonably  good  fortune  and  fair  weather,  the 
Sopwith  should  win  against  everything. 

The  big  Fairey — for  it  is  a  big  machine,  in  spite  of  its 
28-ft.  wing  span — looks  capable  of  ploughing  thicugh  any- 
thing in  the  way  of  a  sea  that  a  seaplane  can  stand  up  to, 
and  it  is  not  a  slow  machine  by  any  means.  If  the  gale  that 
Mr.  Fairey  is  hoping  for  does  blow  on  Sept.  10th,  his  machine 
should  put  up  an  excellent  show. 

THE  FRENCH  AND  ITALIAN  COMPETITORS. 

Yesterday  (Tuesday),  the  Royal  Aerc  Club  stated  that  the 
two  Nieuports  (300  h.p.  Hispano-Suiza) ,  entered  for  the 
Schneider  Cup  race,  had  collided  on  the  Seine.  One  was 
badly  damaged  and  the  other  slightly.  One  of  the  machines, 
whether  it  is  the  slightly  damaged  one  that  had  been  re- 
paired, or  another,  was  not  known,  flew  over  and  ran  into  ? 
buoy,  near  Cowes,  and  was  damaged,  but  it  was  expected 
that  it  could  be  repaired  in  time.  Another  machine  was 
understood  to  be  on  the  way,  so  that  there  may  be  two  Nieu- 
ports in  the  race  after  all. 

The  Spad  (300  h.p.  Hispano-Suiza)  and  the  Savoia  (2jo 
Isottal  were  reported  to  have  arrived. 

THE  AVRO  ENTRY. 

The  details  and  dimensions  of  the  Avro  "Puma"  racing 
seaplane  entered  for  the  Schneider  Cup  Race  are  now  avail- 
able. 

They  are  as  follows  :  — 

Span  of  top  wing   25  ft.  6  in. 

Span  of  bottom  wing   24  ft.  6  in. 

vSpan  of  tail  plane    9ft. 

Height  overall   9  ft.  9  in. 

Length  overall    21  ft.  4  in. 

Chord  of  top  wing   4  ft.  6  in. 

Chord  of  bottom  wing  4  ft.  6  in. 

Chord  of  tail  plane  and  elevators   3ft.  6  in.  (mean) 

Angle  of  incidence,  top  plane   ij  deg. 

Angle  of  incidence,  bottom  plane   15  deg. 

Dihedral  angle,  top  plane   o  deg. 

Dihedral  angle,  bottom  plane     3  deg. 

Angle  of  incidence,  tail  plane, 

adjustable  from  -f-  3  deg.  to  —  3  deg. 

Area  of  main  planes  and  ailerons   195  sq.  ft. 

Area  of  tail  plane  and  elevator  28  sq.  ft. 

Area  of  rudder   53  sq.  ft. 

Area  of  fin   8  sq.  ft. 

Loading  of  main  planes   10.5  lb.  per  sq.  ft. 

l/oading  of  engine  (250  h.p.)   8.18  lb.  per  h.p. 

Airscrew,  "Avro"   8  ft.  6  in.  dia.,  S  ft.  pitch,  2  blader 

Petrol  feed   *  pressure 

Petrol  capacity   25  gall. 

Oil  capacity   3  gall. 

Water  capacity   7  gall. 

Controls  type  (machine)   joy-stick  and  rudder-bar 

Controls  type  (engine)   single  control 

Weight  bare  (with  water)     1,670  lb. 

Weight  loaded  (pilot  170  :  fuel  and  oil  279)  2,119  lb. 

"SOME  LOOP." 

For  some  time  past  it  has  been  a  daily  sight  to  see 
machines  from  the  Cambridge  School  of  Plying  looping  near 
Cambridge,  and  an  Avro  with  its  nose  well  down,  prepara- 
tory to  a  loop,  at  once  rivets  attention.  Recently  the  R.33 
appeared  over  the  town  and  suddenly  put  its  nose  down  at 
a  steep  angle.  A  dear  old  lady  in  the  crowd  watching  said 
excitedly,  "Oh,  look,  it's  going  to  loop  the  loop!"— g.  p. 


04 


The  Aeroplane 


September  io,  1919 


WORLD^ 


WNAUIKS 


l\NEWS  OF  THE  WEEK* FROM  /ILL  QU/IRTFRS0 


The  Miss  Douglas-Pennant  Inquiry. 

The  inquiry  into  the  dismissal  of  Miss  Violet  Douglas- 
Pennant  from  the  position  of  Commandant  of  the  Women's 
Royal  Air  Force  will  be  opened  at  the  House  of  Lords  on 
Oct.  14th.  The  Chairman  will  be  Lord  Wrenbury,  and  the 
proceedings  will  be  open  to  the  public. 

Miss  Douglas-Pennant's  statement  of  the  case  was  filed  at 
the  House  of  Lords  yesterday  afternoon  by  her  solicitors. 
Other  persons  interested  are  permitted  to  lodge  statements 
up  to  Sept.  23rd,  having  an  opportunity  in  the  interval  of 
seeing  the  exact  nature  of  Miss  Douglas-Pennant's  com- 
plaints. 

An  Entertainment. 

Major-General  Seely,  as  Lord -Lieu tenant  of  Hampshire,  on 
Sept.  6th  gave  a  luncheon  to  between  500  and  600  disabled 
sailors,  soldiers,  and  airmen  at  Winchester  Castle  The  King 
sent  a  message  from  Balmoral,  in  reply  to  a  telegram  from 
the  gathering,  stating  that  he  much  appreciated  the  loyal 
message  from  disabled  men  assembled  to  celebrate  our  vic- 
tory, in  which  they  had  played  so  noble  a  part. 

A  Profitable  Superstition. 

According  to  the  "Daily  Muror"  many  flving  passengers 
are  yielding  to  a  superstition  that  if  they  throw  a  silver  coin 
to  earth  as  the  aeroplane  is  ascending,  luck  will  attend  the 
flight.  It  is  said  that  manv  passengers  on  the  first  of  the 
Paris  trips  did  this. 

One  wonders  who  was  the  enterprising  groundsman  who 
started  this  profitable  idea. 

168  Miles  per  Hour. 

If  is  announced  that  Col.  H.  ii.  Clagett  accomplished  the 
feat  of  travelling  from  Washington  to  the  Statue  of  Liberty 
in  one  hour  and  fifteen  minutes  on  August  8th,  at  the  rate  of 
168  m.p.h. 

The  flight  was  made  in  a  De  Haviiand  machine  at  a  height 
of  4,000  feet.  Sergeant  Ralph  Kratz  flew  with  Colonel  Clagett 
as  a  passenger. 

The  best  previous  record  for  the  210  mile  flight  was  one 
hour  and  24  minutes,  or  at  the  rate  of  150  m.p.h. 

To  India  and  Back. 

On  Sept.  6th  the  "Daily  Express"  reminded  its  readers 
that  the  ,£10,000  prize  for  an  Imperial  Reliability  Flight  is  to 
go  to  the  entrant  of  the  first  aeroplane,  seaplane,  or  airship 
which  flies  from  England  to  India  and  back,  and  carries  a 
load  of  at  least  a  ton  on  both  journeys. 

The  time  occupied  on  either  journey  is  not  to  exceed  12 
days,  and  the  return  journey  is  to  be  begun  within  14  days 
of  arrival  in  India. 

The  competition  is  declared  open  as  from  May  1st,  1920, 
and  will  be  closed  on  Oct.  31st,  1920. 

The  Advisory  Committee,  representing  the  Air  Ministry, 
the  Aeronautical  Inspectron  Directorate,  the  Society  of  British 
Aircraft  Constructors,  the  Royal  Aeronautical  Society,  and 
the  Royal  Aero  Club,  at  its  second  meeting  expressed  unani- 
mous approval  of  the  step  taken  by  the  "Daily  Express"  in 
offering  the  ^10,000  prize  for  the  return  flight  to  India. 

Entries  are  now  in  order,  and  should  'be  sent  to  the  Secre- 
tary, "Daily  Express"  Advisory  Committee,  Ao.ooo  Imperial 
Reliability  Flight,  3,  Clifford.  Street,  W.r.  The  fee  for  each 
entrant  is  £100. 

Germany's  Big  Aeroplane. 

Reuter  reports  that  what  is  claimed  to  be  the  biggest  aero- 
plane in  the  world  is  stated  in  the  newspapers  as  having  been 
built  at  the  aviation  works  at  Leipzig.  It  has  made  its  first 
flight.  It  has  a  span  of  134  ft.,  and  is  69  ft.  in  length  and 
20  ft.  in  height. 

It  is  equipped  with  two  Benz  motors  of  500  h.p.  and  two 
of  250  h.p. 

The  aeroplane  is  capable  of  carrying  a  crew  of  six  and  18 
passengers  with  luggage. 

Apparently,  the  Aviatic  works  are  those  to  which  the  mes- 
sage refers. 

How  to  obtain  Efficiency. 

The  manager  of  a  commercial  aviation  firm  relates  that  at 
a  northern  aerodrome  recently  a  pilot  landed,  paid  the  five 


shillings  landing  fee,  and  obtained  the  assistance  of  two  air- 
men. In  a  few  minutes  he  was  ready  to  take  off  again,  but 
only  flew  a  few  hundred  yards  before  his  engine  failed.  He 
looked  round  to  beckon  to  the  airmen  and  saw  a  Red  Cross 
ambulance  car  rolling  across  the  aerodrome  with  a  number  of 
W.R.A.F.s  on  board.  The  car  stopped  to  pick  up  the  two 
airmen  and  made  off,  leaving  the  pilot  cursing  on  the  deserted 
aerodrome.  After  much  running  about  he  discovered  that  it 
was  one  of  the  afternoons  appointed  for  a  mixed  bathing 
parade  and  that  until  the  ablutions  considered  necessary  by 
the  grandmotherly  authorities  had  been  carried  out  no  more 
work  would  be  done  on  that  station. 

It  may  be  that  one  may  live  to  see  nationalised  railways 
worked  on  the  same  principle  and  then  one  will  occasionally 
find  it  impossible  to  obtain  a  ticket  or  the  help  of  a  porter 
because  the  equivalent  of  the  adjutant  has  ordered  a  parade 
to  teach  the  men  on  the  establishment  the  arts  of  ticket 
punching  and  luggage  smashing  by  numbers. 

A  Stunt. 

Climbing  on  to  a  wing  of  an  aeroplane  flying  1,000  ft.  above 
the  Mersey  near  New  Brighton  Lighthouse  on  Sept.  6th,  Pro- 
fessor F.  Gadsby,  a  one-legged  swimmer,  jumped  with  a  para- 
chute. 

As  he  was  unable  to  free  himself  from  the  parachute  he 
did  not  dive  into  the  river  as  intended,  but  dropped  gently 
and  was  picked  up  by  a  motor-boat. 

The  somewhat  foolish  stunt  was  cinerr.atographed  from 
another  aeroplane. 

Advice  to  Recruits. 

The  Washington  Official  News  Letter  has  contained  much 
advice  to  recruits.    Recently  it  stated  that  : — 

"The  future  commercial  flying  will,  without  a  doubt,  de- 
\elop  along  the  lines  of  lig:iter-than-air  craft,  and  the  man 
who  goes  into  the  balloon  and  airship  game  now  and  takes 
advantage  of  his  opportunities  will,  at  the  end  of  a  three- 
year  enlistment,  be  able  to  step  into  a  new  field  of  endeavour 
in  civil  life,  where,  with  a  thorough  knowledge  of  machines, 
gas,  cordage,  fabrics,  or  rigging,  he  will  meet  with  no  such 
competition  as  the  airplane  mechanic,  whose  training  does 
not  cover  such  a  variety  of  phases  of  air  navigation. 

"That  commercial  airships  'ire  soon  to  become  as  ordinary 
a  sight  in  the  air  as  army  airplanes  are  at  present  is  an 
assured  fact,  as  all  of  the  balloon  manufacturers  in  America 
and  abroad  are  planning  and  actually  building  airships  from 
a  small  "sport  model"  two-passenger  ship  up  to  the  enor- 
mous 10,000,000  cubic  ft.  ship,  fitted  out  for  a  world  cruise 
with  all  the  conveniences  of  an  ocean  liner.  It  is  a  new  field 
that  is  only  now  opening  up.  The  man  who  contemplates 
entering  the  air  service  and  neglects  to  look  into  the  airship 
(lighter  than  air)  opportunities  now  offered  him  will  be  as 
short-sighted  as  some  of  those  old  conservatives  who  stayed 
in  the  bicycle  game  when  automobiles  first  came  into  use." 

The  Truth. 

The  following  letter  has  been  received  :  — 

Sir, — Probably  it  will  interest  you,  in  view  of  your  quota- 
tion from  "Truth"  re  life  of  aero  engines,  in  the  current  issue 
of  your  most  valuable  and  interesting  paper,  if  I  mention, 
to  support  your  statement,  an  experience  of  mine. 

On  August  20th,  1918,  I  set  out  on  an  altitude  test  on  Avro 
1808,  110  Le  Rhone  (No.  13734),  ani^  reached  the  ceiling  at 
15,000  ft.  This  engine  at  that  time  had  done  80-90  hours' 
flying,  and  before  overhaul  had  well  over  100  hours  to  its 
credit.  It  will  be  unnecessary  to  practical  minds  to  point  out 
that  engines  overhauled,  say,  every  30-50  hours  would  have 
a  much  longer  "life"  than  (he  above  engine,  which  most  of 
the  time  was  flown  by  pupils. 

An  Aviation  Meeting  at  Barcelona. 

An  aviation  meeting  will  take  place  at  Barcelona  on  Oct. 
5th  next,  under  the  auspices  of  the  Aero  Club  de  Cataluna. 
The  British  Chamber  of  Commerce  for  Spain  has  been 
successful  in  securing  the  participation  of  foreign  pilots 
in  the  race,  which. is  to  take  place  over  a  course  of  about  100 
kilometres.  The  foreign  pilots  will  be  "hors  concours"  so  far 
as  the  lace  for  Spanish  aeroplanes  steered  by  Spanish  pilots 
is  concerned.  In  the  case  of  more  than  three  foreign  machines 
taking  part,  a  special  prize  will  be  reserved. 


September  io,  19 19 


The  Aeroplane 


965 


CIVIL  FLYING 

WITH 


THE  SOPWITH  "GNU"  3-SEATER 


COMFORT  AND  ECONOMY 


The  Sopwith  "GNU"  is  a  Touring 
and  Business  Aeroplane  of  high  per- 
formance. Passengers  and  luggage  are 
accommodated  in  a  covered-in  cabin. 
Pilot  is  in  the  open  and  well-protected. 
Full  details  of  performance  and  appoint- 
ments for  demonstration 

on  application  to 
The  Designer-Constructors, 


THE 


OPW1 

I  AVIATION ENGINEE 


NG  CQ  UP 


Registered  Offices  and  Works  : 

KINGSTON-ON-THAMES 

Telephone:  Kingston  1988  (8  lines), 


London  Offices 


65,  SOUTH  MOLTON  ST. 

Telephone:  Mayfalr  5803-4-5,  j 
Telegrams:   "  Efficonomy,  Phone,  London."" 


Paris  Office:   21,  RUE    DU   MONT   THABOR.  Telephone:   Central  80.44. 

Australia;    THE  LARKIN-SOPW1TH  AVIATION  CO.  OF  AUSTRALASIA.  LTD., 
18,  QURNER  STREET,  ST.  KILDA,  MELBOURNE. 


KINDLY    MENTION    "THE    AEROPLANE"    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


g66 


The  Aeroplane 


September  io,  191 9. 


^  WORLD  of AERONAUiTes ^ 

A  Transatlantic  Souvenir. 

To-day,  Sept.  ioth,  is  the  last  day  on  which  the  stamp 
souvenir  of  the  Transatlantic  flight  may :  be  secured.  The 
much-advertised  "Hawker"  postage -stamp,  initialled  on  the 
back  by  the  Postmaster-General  ol  Newfoundland,  and  en- 
cased in  an  album  with  the  autograph?  of  Lord  Northcliffe, 
Capt.  Sir  John  Alcock,  Capt.  Sir  A.  Whitten  Blown,  Mr. 
H.  G.  Hawker,  Capt.  K.  Mackenzie  Grieve,  and  Mr.  T.  Sop- 
with,  is  to  be  sold  to  the  highest  biddei ;  the  total  sum  re- 
ceived will  be  handed  to  the  Newfoundland  Marine  Disasters 
Fund. 

The  highest  bid  up  to  Monday  last  was  £.'s2  ios.,  which  is 
offered  by  Mr.  H.  S.  Saunders,  of  Lloyd's. 


An  Airship  Bed. 

Lady  Sybil  Grant  is  organising  an  exhibition  to  be  called 
"Airships  in  Peace  and  War."  It  is  to  be  opened  at  Prince's 
Galleries,  Piccadilly,  London,  on  Sept.  15th.  It  will  contain 
models  of  airships,  pictures  £,nd  sections  of  ships.  It  is 
announced  that  the  French  authorities  have  sent  a  splendid 
exhibit.  The  profits  of  the  exhibition  will  be  used  to  sub- 
sidise an  "Airship  Bed"  at  St.  Dunstan's. 

Inspired  into  Song. 

Miss  Nellie  Gibson,  the  parachutist,  wrote  leeently  to  the 
inventor  of  the  "Guardian  Angel"  parachute  :  — 

"When  I  had  the  signal  given  me  to  drop  fiom  the  Hand- 
ley  Page  machine  I  dived  without  the  slightest  fear,  and 
before  I  had  the  time  to  appreciate  the  fact  that  I_had  leapt 
from  the  'plane,  I  felt  myself  gloriously  and  comfoitably  on 
the  balance,  just  as  if  I  were  swinging  in  a  hammock,  being 
at  perfect  ease  in  my  harness,  and  during  the  descent  the 
happiness  inspired  me  into  song.  I  mad^  a  safe  landing; 
much  to  the  joy  of  the  Indian  troops  who  witnessed  the 
descent." 


Whale-hunting  with  Aeroplanes. 

Aeroplanes  are  being  used  on  the  west  coast  of  Vancouver 
Island  for  spotting  whales.  The  machines  patrol  the  sea  in 
the  same  way  as  did  the  submarine  hunters  during  the  war, 
and  when  the  whales  are  spotted  the  news  is  wirelessed  to 
the  whaling  ships. 


£1,000  in  Prizes. 

Prizes  to  the  value  of  ^1,000  are  offered  by  Kodak  (Aus- 
tralasia), Ltd.,  for  photographs  taken  en  route  by  competitors 
in  the  England  to  Australia  flight.  - 

The  first  prize  is  ^800,  the  second  ^150,  and  the  third  £50. 
Competitors  are  asked  to  apply  to  Kodak,  Ltd.,  Kingsway,. 
London,  W.C.2. 

A  £200,000  Flight. 

According  to  Reuter  the  cost  of  Gabriele  d'Annunzio's  flight 
from  Rome  to  Tokio  is  estimated  at  ,-£200,000.  Italian  officers 
and  soldiers  have  already  started  for  the  places  where  d'An- 
nunzio  will  refurnish  himself  with  fuel  on  his  journey — Asia 
Minor,  India,  Siam,  Fusan,  Korea,  Osaka,  and  Tokio. 

£300  Machines. 

Inquiries  made  at  the  London  branch  of  the  United  Air- 
craft  Engineering  Corporation,  at  123,  Pall  Mall,  S.W.i, 
show  that  so  far  only  six  of  the  ninety-eight  D.H.6  machines 
bought  a  few  weeks  ago  from  the  Aircraft  Disposal  Board 
have  been  sold. 

The  machines  are  fitted  with  100  h.p.  Curtiss  ox. 5 
engines,  and  it  is  said  that  in  this  country  a'certain  amount 
of  prejudice  against  this  engine  seems  to  exist,  though  its 
performances  have  been  good.  Some  of  them  have  run  as 
many  as  250  hours  before  they  have  been  taken  down. 

The  machines  complete  have  been  offered  for  sale  at  ^300. 
The  D.H.6  machines  without  engines  might  be  sold  for  about 
/J130.  Both  machines  and  engines  are  absolutely  new,  as 
they  have  not  been  in  the  air  since  their  test  flights. 

The  First  Women  to  Cross  the  Channel. 

It  was  stated  in  The  Aeropiane  recently  that  Lady  Muriel 
Paget,  who  flew  from  Paris  to  .London  on  Aug.  27th,  was 
the  first  woman-passenger  to  cross  the  Channel  since  the  in- 
auguration of  the  Cross-Channel  Air  Service  under  civil  aerial 
transport  conditions. 

Apparently,  this  report  was  erroneous,  for  on  Tuesday,  Aug. 
26th,  Mrs.  Sholto  Douglas  and  Miss  Gertrude  Bacon  flew 
from  Cricklewood  to  Le  Bourget  on  a  Handley  Page,  piloted 
by  Lieut. -Col.  Sholto  Douglas,  M.C.,  so  that  these  two  ladies- 
actually  have  the  distinction  of  being  the  first  two  women - 
passengers  to  cross. 

Miss  Bacon  is  evidently  determined  to  maintain  her  record 
as  a  pioneer  of  aviation,  as  she  was  one  of  the  most  distil 
guished  of  women  balloonists  in  the  days  before  flying,  and 
she  was  actually  the  first  English  woman  to  fly  in  an  aero- 
plane, her  first  flight  being  made  at  the  great  Reims  Meeting 
in  1909. 


The  Sopwith  Seaplane  fitted  with  450  h.p.  Cosmos  "Jupiter"  engine  entered  for  the  Schneider  Cup  Hace. 


September  io,  1919 


The  Aeroplane 


967 


MARTINSYDE 

DESIGNERS   OF  THE  FAMOUS 

F4  FIGHTER 

WHICH    ESTABLISHED  THE 

FINEST  PERFORMANCE 

FOR   CLIMB   AND   SPEED   AT  HEIGHT. 


A   ROLLS -MARTINSYDE 

CARRIED    GOVERNMENT  DESPATCHES 

FROM   LONDON   TO  PARIS 

IN   75  MINUTES. 


COMMERCIAL  TYPE  A. 

INQUIRIES    INVITED    FOR   PASSENGER— OR    MAIL— CARRYING  MACHINES    OF  THIS  TYPE. 

SPECIFICATIONS  WILL  INCLUDE 

285  H.P.    ROLLS-ROYCE    FALCON    ENGINE,  op 
300  H.P.    HISPANO-SUIZA  ENGINE. 

APPROXIMATE    PRICE  £2,500. 

Note.— All  above  Type*  can  be  fitted  with  Interchangeable  land  undercarriage  op  *e  afloat*. 
SPECIAL   PROVISION    IS   MADE   FOR   HOT  CLIMATES. 


London  Office  : 
17,  WATERLOO  PLACE. 

REGENT    STREET.  S.W.I, 


MARTINSYDE,  LTD., 

WOKING,  ENGLAND. 

Telephones— 651,  662  and  653  Woki«f . 


KINDLY   MENTION    "  THE    AEROPLANE  "     WHEN  CORRESPONDING   WITH  ADVERTISERS. 


958 


The  Aeroplane 


September  io,  1919 


^WORLD  of  AERONAUTICS^ 

The  Inventor  of  the  Balloon. 

In  the  "Nieuwe  Couranf  there  has  been  published  an 
article  on  the  first  inventor  of  the  balloon,  who,  it  is  stated, 
was  not,  as  is  commonly  believed,  the  Frenchman  Mongolfier, 
but  the  Portuguese  Bartholomew  Lourenco  do  Gusmao  Up 
to  a  few  years  ago  no  one  even  dreamed  of  his  having  ever 
existed.  For  two  centuries  the  plan  and  description  of  his 
invention  lay  buried  under  the  dust  of  Coimbra  University, 
until  Viscount  de  Faria,  Portuguese  Consul  at  Lausanne, 
brought  them  to  light.  Viscount  de  Faria  is  the  grandson  of 
the  viscount  of  that  name,  who  was  Portuguese  Minister  at 
the  Netherlands  Court  in  1840-44.  A  work  from  his  pen,  de- 
voted to  the  first  flying  man,  appeared  in  J913,  when  he 
visited  The  Hague  as  delegate  to  the"  Aerial  Navigation  Con- 
ference. 

Bartholomew  Lourenco  do  Gusmao,  Viscount  de  Faria  tells 
ns,  was  born  in  1685  at  Santos,  in  Brazil,  as  the  son  of  a 
physician.  He  studied  law  at  Coimbra  University,  and  after 
successfully  completing  there  his  curriculum  he  flevoted  him- 
self to  mathematics  and  physical  science.  In  the  pursuit  of 
these  studies  he  hit  upon  a  process  of  producing  a  gas  much 
lighter  than  air,  with  which  he  expecte.i  to  work  wonders. 
He  built  a  machine,  remarkably  like'  the  present-day  dirigible. 

In  order  to  protect  himself  against  his  invention  being 
appropriated  by  others  he  applied  to  the  King  of  Portugal 
for  a  certificate  giving  him  the  exclusive  right  to  his  inven- 
tion before  he  gave  a  public  demonstration  of  his  balloon. 
Evidently  he  was  diplomatic  enough  to  represent  to  the  King 
the  very  qualities  likely  to  appeal  to  him.  "By  means  of  this 
machine,"  he  wrote,  "any  orders  can  be  carried  without  the 
enemy  being  able  to  prevent  it,  provisions  of  all  kinds  may 
be  sent  to  beleaguered  cities,  whilst  it  would  also  be  very- 
useful  to  commerce." 

The  certificate  was  duly  given  him  in  April,  1709,  and  on 
Aug.  8th  following  he  gave  his  public  demonstration  in  the 
piesence  of  the  Court.  The  spectators  were  greatly  impressed 
by  the  spectacle,  and  called  him  the  "flying  man,"  and  his 
machine  the  passarola  (sparrow^ 

The  inventor  met  an  untimely  death  in  T724.  The  Inquisi- 
tion had  got  hold  of  his  machine,  ordered  it  to  be  destroyed, 
and  its  inventor  to  be  cast  into  prison  for  sorcery.  He  died 
in  hospital  at  Toledo. 

War  Memories. 

Capt.  Sir  John  Alcock,  K.B.F,.,  D.S.C.,  has  contributed  an 
article  to  the  September  number  of  the  "Badminton  Maga- 
zine." In  it  he  relates  some  of  his  experiences  during  the 
time  he  was  at  Mudros.   He  writes  :  — 

"Machines  were  scarce,  and  we  were  proud  of  the  fact 
that  a  fighting  scout  was  actually  built  by  us  at  Mudros.  And 
a  very  good  machine  it  pro/ed,  and  might  have  rendered  a 
good  account  of  itself  had  it  not  been  accidentally  destroyed 
by  a  following  machine  landing  on  top  of  it  in  the  darkness. 
Of  necessity  we  took  chances  in  those  days — or  rather  nights. 
Ir  is  easy  to  land  a  machine  in  the  daytime,  and  with  plenty 
of  ground  a  squadron  may  be  assembled ;  but  to  take  a 
squadron  over  water  and  land  them  safely  in  the  dark  is 
hazardous,  to  say  the  least.  It  was  in  these  circumstances 
that  our  Mudros  machine  was  crashed  and  ruined.  We  had 
no  time  to  grieve,  however,  accidents  were  part  of  the  day's 
work,  and  we  paid  but  little  heed  to  our  loss.  There  were 
now  plenty  of  machines,  and  we  were  over  the  enemy  all  day 
and  every  day. 

"But  my  bad  day  arrived.  In  the  morning  I  had  accounted 
for  two  German  machines.  They  were  acting  as  convoy  to 
a  camera-carrier.  One  I  put  straight  to  the  ground.  The 
other  proved  more  difficult,  but  I  stuck  to  him  till  I  had 
him  beat,  and  later  his  drifting  propeller  was  picked  up  by 
our  men  with  the  pilot's  last  message  written  large  on  one 
of  its  blades.  I  have  just  received  the  following  letter  from 
the  Bulgarian  lady  for  whom — as  it  now  transpires— this 
message  was  intended.  Although  rescued  on  this  occasion, 
he  seems  to  have  met  his  fate  later  :  — 
"  'Dear  Sir,— 

'  I  apologise  for  having  taken  the  liberty  to  write  to  you 
without  being  known  by  you — the  liberty  to  write  you  and 
to  have  your  attention  just  for  a  moment  follow  these  lines. 

'  Therefore  I  must  introduce  myself  to  you.  I  am  the 
young  lady  to  whom  the  German  pilot  Muller,  that  you 
brought  down  two  years  ago,  had  written  his  last  greetings 
on  the  propeller  of  the  wrecked  seaplane.  Some  time  ago 
I  received  the  number  of  the  "Daily  Mirror"  which  con- 
tains a  picture  of  the  propeller  and  your  photo.  I  was  very 
curious  to  know  something  about  you,  and  Capt.  Wildish 
and  Comdr.  Greig,  who  know  you  very  well,  told  me  what 


a  good  flier  you  are,  and  that  just  recently  you  gained  the 
prize  in  a  concourse  for  a  flight  over  the  ocean.  I  con- 
gratulate you  for  that. 

'  My  friend  Muller  is  a  very  good  pilot,  he  was  one  of 
the  best,  and  I  see  that  he  has  had  a  worthy  ending,  more 
than  that,  you  must  have  excelled  him  to  have  beaten  him 
down. 

'  I  myself  have  never  been  in  an  aeroplane,  and  don't 
know  what  the  sensations  may  be  when  one  is  so  high  up,, 
but  there  must  be  something  that  makes  you  risk  your 
life  so  readily,  you  teally  must  feel  great  having  conquered 
the  space. 

'  I  began  by  introducing  myself,  and  I  must  say  some- 
thing more  to  let  you  have  a  complete  picture.  I  am  a 
Bulgarian  and  am  a  graduate  cf  an  American  college;  I 
lived  several  years  among  English  and  American  people, 
and  learned  to  love  your  language  and  literature.  Last 
winter  we  had  great  many  English  people  here,  and  I  had 
the  chance  to  practice  the  language,  and  enjoyed  it  greatly. 

'  I  shall  be  immensely  pleased  if  you  send  me  a  good 
photograph  of  yourself,  and  if  you  add  some  snapshots  of 
your  seaplane  too,  I  shall  enjoy  them  none  the  less,  and 
with  the  picture  in  the  "'Daily  Mirror"  I  shall  highly 
treasure.  I  shall  not  say  .how  I  would  wish  to  possess  the 
famous  propeller,  but  rightly  it  belongs  to  you ;  it  is  your 
trophy,  for  it  is  you  have  risked  your_life. 

'  Believing  you  will  answer  my  small  request, 
'  I  am,  with  very  best  wishes, 

'  Yours  sincerely, 

'  (sd.)   Straoko  Ilievna.. 

'  Varna,  Bulgaria, 
'  21  Vornishka, 
*  1/8/19.'  " 

The  Misunderstood  Public. 

Apropos  the  recent  announcement  that  the  aerial  navigation 
regulatio  is  are  being  broken  constantly  by  aviators  who  drop 
leaflets  or  take  up  and  land  passengers  at  1  nlicensed  aerodromes, 
a  writer  in  the  "Field"  remarks: — 

"The  Ministry  solicits  the  assistance  of  the  public  in  detecting 
offenders,  and  we  are  all  asked  to  lay  information  against  any- 
body whom  we  find  doing  these  things.  As  we  have  said,  we 
fear  the  Ministry  has  misjudged  the  British  public.  It  will 
secure  every  assistance  in  this  way  when  the  offence  appeals  to 
the  ordinary  member  of  the  public  as  deserving  punishment,  but 
we  are  not  sanguine  that  the  dropping  of  leaflets  of  other  than 
an  objectionable  character,  or  the  dropping  of  a  passenger  or 
taking  up  of  such,  save  under  decidedly  suspicious  circumstances, 
or  even  the  obscuration  of  registration  marks,  will  move  the 
average  man  or  woman  to  turn  informer. 

"These  are  matters  which  the  police  are  rpspt-nsible  for  in  co- 
related  affairs,  and  very  few  people  somehow,  and  particularly 
motorists,  are  anxious  to  adopt  the  r61e  of  ant'teur  policemen. 
Low  flying  will  be  reported  and  possibly  flying  over  populous 
places,  if  the  pilots  are  foolisii  to  fly  low  enough  to  enable  their 
registration  marks  to  be  discerned,  but  who  is  going  to  challenge 
the  military-  or  non-military  character  of  an  aeroplane,  and  how 
is  it  to  be  done?  Surely  it  is  the  duty  of  the  Air  Ministry  to  see 
that  no  military  or  naval  machine  is  sold  out  of  the  Service  and 
allowed  to  retain  its  distinguishing  marks.  It  is  entirely  char- 
acteristic of  a  Government  Department  to  put  the  onus  of  such 
responsibility  on  the  shoulders  of  others." 

A  Departure. 

Among  the  passengers  on  board  the  "Aquitania,"  which 
left  Southampton  on  Sept.  6th  for  America,  was  Commodore 
Beaumont,  President  of  the  American  Aero  Club  in  France. 


COMING  EVENTS. 

August. 

Amsterdam  Aircraft  Exhibition.    (Still  open.) 

September. 

Saturday,  Sept.  20th. — 14  Wing,  R.A.F.,  Italy.  Dinner  at  the 
Imperial  Restaurant,  Regent  Street,  London. 

Friday,  Sept.  26th. — 40  Squadron,  R.A.F.  Dinner  at  place  to 
be  announced. 

Sunday,  October  5th. — The  Aviation  Meeting  at  Barcelona. 
Tuesday,  October  14th. — The  Miss  Douglas-Pennant  inquiry 
to  be  opened  at  the  House  of  Lords. 

May  1st,  1920. — The  "Daily  Express"  ,£10,000  Prize  Com- 
petition opens. 

Dates  to  be  Announced  Later. 
Hendon-Paris-Hendon  Air  Race. 
Hendon-Manchester-Hendon  Air  Race. 


September  io,  1919 


The  Aeroplane 


969 


The  Aeroplane  on  the  Ranch 


CJ  The  far-flung  boundaries  of  the  ranches 
of  North  America,  the  sheep-runs  of  Australia  or 
the  estancias  of  Argentina,  have  rendered  personal 
managerial  supervision  a  matter  of  great  difficulty. 

f|  The  Aeroplane  brings  the  most  distant 
boundaries  of  the  largest  estates  within  easy  reach 
of  the  administrative  centre. 

^  A  prominent  American  business  man 
has  already  acquired  an  aeroplane  lor  the  use 
of  his  ranch  manager. 


Excellent  in  design  and  in  workmanship,  and 
with  all   the  experience  and  prestige   of  the 

PIONEERS    IN    BRITISH  AIRCRAFT 
CONSTRUCTION 

embodied  in  their  construction,  the  "  Bristol" 
Aeroplanes  are  capable  of  sustained,  reliable 
and  economic  service  on  the  ranch. 


Telegrams  : 

"AVIATION,  BRISTOL." 

Codes  ■■ 

A.I..  A.B.C.  &  MOREING. 

Telephone 

•    3906  BRISTOL 


BRITISH    &  COLONIAL 
AEROPLANE    CO.,  LTD. 
FILTON  -  BRISTOL. 


KINDLY  MENTION    "  THE    AEROPLANE  "    WHEN  CORRESPONDING   WITH  ADVERTISERS. 


970 


The  Aeroplane 


September  io,  1919 


Telephone : — 
OFFICE    ...    912  REGENT. 
WORKS    ...    4762  KENSINGTON  (2  lines) 
281-2-3  WEMBLEY. 


Telegrams : — 

"SOCIABLE,  PHONE, 

LONDON." 


HOOPER  £  CO. 


AERONAUTICAL  ENGINEERS 
TO  THE  ROYAL  AIR  FORCE. 


AUTOMOBILE  ENGINEERS 

CHASSIS— ALL  BEST  TYPES  SUPPLIED. 
REPAIRS  all  kinds- body  and  CHASSIS. 


MOTOR  -  BODY  BUILDERS 


BY  ROYAL  WARRANT. 


BY  ROYAL  WARRANT. 


TO 


LTD. 


BY  ROYAL  WARRANT. 


HIS    MAJESTY    THE  KING. 
HER    MAJESTY   THE  QUEEN. 
HER    MAJESTY   QU  EEN  ALEXANDRA. 
H.R.H.  THE   DUKE   OF  CONNAUGHT. 

HOOPER   &  CO.  are  also  Coachbuilders  to 

H.Mi   The  King  of  Spain.  H.R.H.   The  Princess  Royal. 

H<M.   The  King  of  Norway.  H.R.H.    Princess  Louise;  Duchess  of  Argyll. 

H.M.  The  Queen  Mother  of  the  Netherlands     H  R.H.    Princess  Victoria. 


54,    ST.   JAMES'S  STREET, 
PICCADILLY,    LONDON,  S.W.I 


KINDLY   MENTION    "  THE    AEROPLANE  "    WHEN  CORRESPONDING    WITH  ADVERTISERS. 


September  io,  1919 


The  Aeroplane 


971 


NAVMMILITMrA£JtONAUTJCS 


GREAT  BRITAIN. 

NA  VAT,. 

The  Atlantic  Fleet  separated  into  five  groups  on  Sept.  6th 
and  left  Portland  in  the  afternoon  for  an  autumn  cruise  of 
the  East  and  West  coasts.  In  the  morning  ji  aeroplanes 
flew  over  from  Gosport  and  eight  of  them  discharged  dummy 
torpedoes  at  the  battleships  riding  at  anchor  under  the  screen 
of  smoke-bombs  dropped  by  the  other  machines.  Of  three 
torpedoes  discharged  at  the  "Queen  Elizabeth"  from  some 
506  yards  distance  two  struck  her  forward. 


MILITARY. 

THE     CASUALTY  LIST. 

Reported  September  ztji. 
Previously  reported  Missing,  now   reported   Kimkd  —McLaren 
Sec.  Lt.  F.  M.,  R.F.C.  ' 

Official  Communique. 

The  War  Office  issued  the  following  communique  on  Sept.  2nd 
dealing  with  the  operations  in  North  Russia :  — 

Murmansk  Front.— A  successful  raid  has  been  carried  out  on  Rim- 
kaya,  on  the  east  shore  of  Lcke  Onega,  by  Russian  troops,  assisted 
by  the  Lake  Flotilla  and  the  R.A.F.  < 

THE  IyATE  BRIG.-GKN.  C.  F.  LEE,  C.M.G. 

The  following  notice  as  to  the  life  of  Brig.-Gen.  C.  F.  Lee, 
C.M.G.,  is  extracted  from  the  "Times"  newspaper  :  — 

The  death  of  Brigadier-General  Charles  Frederick  Lee, 
C.M.G.,  in  an  aeroplane  accident  at  Weston-super-Mare,  is  a 
serious  loss  to  aviation. 

General  Lee  was  only  31  vears  of  age,  and  was  the  son  of 
Major  W.  F.  Lee,  T.D.,  J. P.  Pie  was  educated  at  Eton,  joined 
the  King's  Royal  Rifles  (60th),  and  was  adjutant  of  the  2nd 
Battalion  when  he  retired,  about  two  vears  before  the  war, 
and  joined  the  Somerset  Yeomanry.  He  transferred  to  the 
Royal  Flying  Corps  at  the  outbreak  of  war,  and  went  to 
France  in  1914  as  adjutant  to  Air-Marshal  Sir  Hugh  Tren- 
chard  (then  a  lieutenant-colonel  commanding  a  wing).  After- 
wards he  became  brigade-major  to  Vice-Air-Marshal  Sir  John 
Salmond,  and  in  July,  1916,  he  was  appointed  R.F.C.  Staff 
Officer,  1st  Class,  and  piomoted  lieutenant-colonel.  When  Sir 
John  Salmond  went  to  the  War  Office  as  Director-General  of 
Military  Aeronautics  General  Lee  (then  lieutenant-colonel) 
was  sent  to  America  in  command  of  the  British  Aviation 
Mission,  where  he  did  very  valuable  work,  and  was  promoted 
acting  brigadier-general. 

He  was  a  first-class  pilot,  and  his  wonderful  flying  in  the 
United  States  did  much  to  promote  the  practical  liaison  be- 
tween the  two  countries.  He  had  only  recently  joined  the 
Avro  Company,  having  decided  to  devote  the  greater  part  of 
his  time  to  the  practical  development  of  civil  aviation.  He 
was  a  thorough  sportsman,  a  keen  rider  to  hounds,  and  polo 
player,  and  will  be  deeply  missed  by  1  large  circle  of  friends 
both  in  the  Service  and  outside. 

*         *  * 

Aeroplanes  were  sent  up  to  search  for  armed  raiders  in 
three  motor-cars  who  killed  a  corporal  and  injured  two  men 
of  the  Shropshire  Light  Infantry  on  Sept.  7th  at  Fermoy,  Co. 
Cork.  The  party  of  infantry  consisted  of  18  men  who  were 
about  to  enter  a  chapel.  Their  rifles  were  taken  from  them. 
Pursuit  by  motor-car  was  impossible,  as  the  roads  had  been 
blocked  by  trees. 

*      *  • 

The  Inter-Service  Athletic  Championships  were  held  at 
Stamford  Bridge  on  Sept.  4th.  The  Army  won  with  42  points. 
The  R.A.F.  was  second  with  37  points. 

The  following  represented  and  won  or  obtained  places  for 
the  R.A.F.  :— 

zoo  Yards  Race.— (1)  Serjt.-Maj.  F.  Mawby,  won  by  2  ft. 
Time,  9  9-10  sec.    (3)  Serjt.-Maj.  L.  Kessler.  " 

220  Yards  Race.— (1)  Serjt.-Maj.  Mawby.    Time,  22  sec. 

(3)  Serjt.-Maj.  Kessler. 

440  Yards  Race. — (1)  Capt.  A.  P.  Mitchell.  Time,  so  1-5 
sec.    (4)  Cpl.  C.  E.  Bosberry. 

880  Yards  Race.— (3)  Lt.  W.  B    PI.  Shaw,  2  min.  4  sec. 

(4)  A.M.  A.  E.  Morris. 

One  Mile  Race.— (3)  Capt.  Gibbs,  4  min.  31  4-5  sec. 
Three  Miles  Race. — (2)  Serjt.  Clibbon,  14  min.  55-4-5  sec. 
High  Jump.— (1)  Lt.  F.  C.  Pennv,  5  ft.  9  in.    (2)  .Serjt.-Maj. 
J.  Miller,  5  ft.  8  in. 


Putting  the  Weight  (16  lb.).— (3)  Lt.  P.  Fish,  32  ft.  10  in. 
120  Yards  Hurdles.— (3)  Lt.  J.  F.  Fraser.    (4)  Lt.  C.  R. 
Fenton. 

Long  Jump. — (1)  Lt.  J.  F;  Fraser,  21  ft.  nj  in.  (3)  Capt. 
.Scott,  21  ft.  3  in. 

440  Yards  Race.  Women's  Relay  (teams  of  four,  each  to 
run  no  yards). — (1)  W. R.A.F.  team,  55  1-5  sec. 

Three-Quarter.  Mile  Relay  (teams  of  four,  two  to  run  a 
furlong  and  two  a"  quarter-mile). — (1)  R.A.F.  (Serjt.-Maj.  L. 
Kessler,  Serjt.-Maj.  F.  Mawby,  Cpl.  C.  E.  Bosberry,  Capt. 
Mitchell),  2  min.  26  2-5  sec. 


AIR  FORCE. 

According  to  the  "Times,"  of  Sept.  6th,  the  revised  scale  of  disable- 
ment pensions  for  the  higher  ranks,  which  came  into  force  as  from 
September  3rd,  is  as  follows  :  — 

Soldiers  and  Airmen. 

New  rates.   Previous  rates 
For  total  disablement.  per  week.      with  bonus 

s    d.  s. 

Warrant  Officer,  CI.  1  (Regtl  Sgt.-Maj.,  etc.).-        60    0  51 

N.C.O.,  CI.  1  (Co.  Sgt.-Maj.,  etc.)    53    4  45 

N.C.O.,  Cl.  2  (Co.  Q.M.S.,  etc.)    so   0  42 

N.C.O.,  Cl.  3  (Sgt.,  etc.)    46    8  39 

N.C.O.,  Cl.  4  (Cpl.,  etc.)    43   4  36 

Allowances  for  wife  and  children  :  — 

For  the  wife    ic   0     No  allowance 

For  the  first  child  (or  10s.  if  there  is  no  wife)  7   6        1st  child  8s. 

For  the  2nd  child  (or  7/6  if  there  is  no  wife)  (:•  0  2nd  child  6s. 
For  each   subsequent  child    60  5 

The  allowance  for  the  man's  wife  will  be  granted  only  where  the 
marriage  took  place  before  the  receipt  of  the  wound  or  injury  or  be- 
fore the  man's  removal  from  duty  on  account  of  the  disease  for  which 
pension  was  awarded. 

The  rates  (for  man,  wife,  and  children)  in  cases  of  partial  disable- 
ment will  be  proportionately  lower. 

A  widow  pensioned  under  Article  11  of  the  Royal  Warrant  will  re- 
ceive while  she  is  under  40  and  without  children  one-naif  of  the  pen- 
sion which  might  have  been  awarded  to  her  husband  if  totally  dis- 
abled, and  when  40  or  over,  or  when  she  has  children,  two-thirds  of 
such  pension.  Children  for  this  purpose  are  children  eligible  for  allow- 
ances under  Article  12  of  the  Royal  Warrant. 

widow's  Alternative  Pension. 
The  widow's  alternative  pension  (for  widows  of  the  above  ranks  and 
privates  or  men  of  corresponding  rank)  will  be  one-half  of  the  hus- 
band's pre-war  earnings,  increased  by  60  per  cent.,  subject  to  a  maxi- 
mum of  50s.,  while  the  widow  is  under  40  and  without  children.  In 
other  circumstances — i  e.,  where  the  widow  is  40  or  over,  or  has 
children,  it  will  be  two-thirds  of  the  husband's  pre-war  earnings,  simi- 
larly increased,  subject  to  a  maximum  of  66s.  8d  Widows'  alternative 
pensions  in  issue  will  be  reviewed  without  application,  and  so  also  will 
cases  in  which  applications  received  under  the  191 8  Warrant  have  been 
rejected. 

The  above  new  rates  will  continue  for  at  least  three  years,  and  there- 
after will  be  subject  to  readjustment  according  to  the  cost  of  living,  but 
in  any  case  they  will  not  be  lowered  by  more  than  20  per  cent,  or 
under  the  previous  rates  (including  bonus). 

*  *  * 

Reuter  states  that  British  aeroplanes  carried  out  a  raid  on 
Kronstadt  on  Aug.  30th.  They  were  subjected  to  a  heavy 
bombardment  from  the  batteries  at  Kronstadt  and  Krasnaja 
Gorka.    The  firing  continued  the  whole  evening. 

A  correspondent  of  the  "Berlmgske  Tidende"  states  that 
the  British  air  raid  on  Kronstadt  on  Aug.  30th  was  an  im- 
portant attack  made  by  18  big  machines.  They  dropped  a 
great  number  of  bombs,  which  caused  immense  damage  to  the 
Bolshevik  fortress,  judging  from  the  many  fires  observed. 

*  *  * 

The  following  is  extracted  from  an  Air  Ministry  "News 
Story,"  dated  Sept.  2nd,  on  the  flight  of  the  F.5  Flying  Boat 
from  Felixstowe  to  Scandinavia  :  — 

Exhibition  and  passenger-carrying  flights  were  carried  out 
at  Christiauia,  Christiansand,  and  Copenhagen.  At  Chris- 
tiania  flights  were  made  before  their  Majesties  the  King  and 
Queen  of  Norway.  Her  Majesty  was  taken  up  on  two  occa- 
sions. During  the  second  flight,  when  the  Queen  was 
accompanied  by  the  Crown  Prince  Olaf,  Her  Majesty  took 
control  of  the  flying-boat  for  a  short  period. 

A  good  impression  was  created  in  each  of  the  Scandinavian 
capital  towns  visited.  It  is  hoped  that  valuable  results  will 
accrue  to  the  British  aircraft  industry  in  opening  up  what  is 
perhaps  the  best  market  in  the  world  for  watergoing  air- 
craft. Very  few  land  aerodromes  exist  in  these  countries, 
and  the  land  lying  between  them  is  difficult  and  generally 
dangerous  for  alighting.  On  the  other  hand,  sheltered 
stretches  of  water  are  found  everywhere,  and  there  are 
numerous  "  natural  seaplane  harbours. 


972 


The  Aeroplane 


September  io,  19 19 


Practically  the  whole  of  Norway  is  navigable  by  seaplanes 
making  use  of  the  fiords,  and  in  Denmark  all  the  large  towns 
are  approachable  by  water.  In  Sweden  a  natural  seaplane 
highway  extends  right  across  the  country,  formed  by  the  two 
large  lakes  Vattern  and  Vanern,  the  Gotha  Canal,  and  count- 
less small  lagoons  and  lakelets. 

The  Germans  are  doing  their  best  to  obtain  a  footing  in 
Denmark,  and  a  short  time  ago  announced  aeroplanes  and 
seaplanes  for  sale  at  unmistakably  "cut"  prices.  The  same 
policy  is  being  pursued  by  German  companies  throughout 
Scandinavia.  Several  accidents  have  occurred  with  these 
machines. 

The  competition  of  our  trade  rivals  must  not  be  disre- 
garded. It  is  important  to  realise  that,  once  a  country 
becomes  permeated  by  machines  of  one  type,  a  market  for 
spare  parts  is  secured,  and  the  difficulty  of  effecting  a  radical 
change  of  type  increases  as  time  goes  on ;  a  golden  oppor- 
tunity will  be  lost  if  the  British  Aircraft  Industry  does  not 
respond  to  the  great  good  will  which  already  exists  in  Scan- 
dinavia towards  British  people  and  British  manufacturers. 

From  the  technical  standpoint,  the  flight  of  the  F.5  gave 
proof  of  high  efficiency;  the  hull  of  the  flying-boat  was  as 
seaworthy  after  its  month's  immersion  and  exposure  as  when 
it  left  Felixstowe,  and  the  reliability  of  the  Rolls-Royce 
Eagle  8  type  engines  was  beyond  praise.  With  the  wireless 
telegraphy  installation  communication  was  maintained  with 
Dundee  during  the  entire  period  of  the  voyage  across  the 
North  Sea. 

The  times  and  distances  of  the  stages  flown  were  as 
follows  : — ■ 

Sea  miles    Hrs.  flying 

July  nth    Felixstowe  to  Dandee    360    6.0 

,,    20th    Dundee  to  Christiansand   380   7.15 

,,    22nd  Christiansand  to  Christiania  ...    150    2.20 

,,    29th    Christiania  to  Copenhagen    265    4.15 

Aug.   3rd    Copenhagen  to  Stockholm    390    4.30 

,,     4th    Stockholm  to  Goteborg    300    .5.0 

,,     5th    Goteborg  to  Esbjerg    245   '..  4.25 

6th    Esbjerg  to  Felixstowe    360    6.53 


Demonstration  flights 


1,450 


,45° 


46.10 


The  Air  Ministry  announced  on  Sept.  3rd  that  all  pilots, 
both  Service  and  civil,  who  are  compelled  to  effect  a  forced 
landing  in  Holland  should  report  at  once  by  telegraph  or 
telephone  to  the  Military  Attache,  The  Hague  The  Military 
Attache  has  made  every  arrangement  to  render  rapid  help  as 
soon  as  he  has  proper  details.  Pilots  should  not  leave  the 
neighbourhood  before  they  have  made  a  written  statement  of 
the  extent  of  the  damage  done  to  the  private  property  in  the 
landing;  one  copy  of  this  must  be  handed  to  the  owner  or 

local  authoritv,  and  one  copy  sent  to  the  Military  Attache. 

*  *  * 

The  Air  Ministry  published  the  following  news  item  on 
Sept.  5th  :— Amongst  the  various  British  units  employed  in 
fighting  Bolsheviks  in  North  Russia  is  the  R.A.F.  seaplane 
flight  on  the  Dwina  River.  This  unit  has  been  continuously 
engaged  since  early  June  in  co-operation  with  the  river  craft 
dispatched  by  the  Admiraltv  to  take  action  against  the  Bol- 
shevik river  gunboats. 

The  duties  of  this  flight  have  been  arduous.  A  constant 
watch  has  been  kept  on  the  enemy  vessels,  not  only  by  day, 
but  throughout  the  semi-darkness  of  the  Arctic  summer 
nights;  enemy  vessels  have  been  effectively  bombed  and 
machine-gunned;  spotting  for  the  guns  of  our  river  flotilla 
has  been  directed  by  wireless,  and  photographic  surveys 
have  been  regularly  carried  out. 

The  conditions  under  which  this  flight  lives  are  somewhat 
novel.  Their  home  consists  of  a  barge,  which  moves  up  or 
down  the  river,  according  to  the  situation ;  the  difficulties 
consequent  on  a  moving  base  have  been  cheerfully  met  by 
all  ranks  of  this  unit  to  whose  co-operation  a  considerable 
share  of  the  success  of  the  River  expedition  is  due. 

*  *  * 

Flying  Officer  William  Eugene  Coulson  and  Aircraftsman 
James  Roach  Taylor,  of  No.  11  Squadron,  were  killed  near 
Billingborough,  Lincoln,  on  Sept.  5th.  Together  with  another 
machine  they  were  returning,  it  is  stated,  from  overseas.  The 
first  machine  landed  safely,  but  that  piloted  by  F.O.  Coulson 
nose-dived  and  crashed  from  a  height  of  about  80  ft.  At  the 
inquest  on  Sept.  6th  a  verdict  of  accidental  death  was  re- 
turned, 

*      *  * 

Reuter  states  that  Major  Halse,  R.A.F.,  arrived  at  St. 
Raphael  (France)  on  Sept.  6th  on  a  "fighting  'plane."  He 
made  arrangements  with  the  British  Flying  School  there  to 
continue  his  flight  to  Egvpt  and  India. 


CZECHO  SLOVAKIA 

The  Czeeho-Slovakian  Military  Aviation  Service  consists  of 
about  100  machines  of  the  Breguet,  Salmson,  Spad  and  Far- 
man  types.  There  are  roughly  the  same  number  of  pilots. 
The  service  is  at  present  under  the  command  of  Commandant 
Bordage. 

Lieut.  Story  and  Sous-Lieut.  Blizenac,  of  the  Czecko- 
Slovakian  Air  Service,  flying  a  Breguet  biplane,  left  Prague 
on  Sept.  2nd  at  noon  and  reached  Mainz  during  the  after- 
noon. Leaving  Mainz  at  9  a.m.  on  Sept.  5th,  they  landed  at 
Le  Bourget,  Paris,  at  ^2.45  p.m. 

FRANCE. 

Lieut.  Bonzac,  who  is  in  training  for  a  long-distance  flight, 
made  the  following  circuit  in  August  on  a  14-months-old 
Spad-Herbemont  biplane  (300  h.p.  Hispano-Suiza)  :  Aug.  8th, 
Paris-Tours,  124  miles  in  1  hr.  30  min. ;  Tours-Le  Poteau, 
149  miles  in  2  hr.  30  min.;  Aug.  nth,  Le  Poteau-Beziers, 
217  miles  in  2  hr.  30  min. ;  Aug.  14th,  Beziers-Chalons-sur- 
Saone,  via  Clermont-Ferrand,  341J  miles  in  3  hr.  10  min. ; 

Chalons-sur-Saone-Paris,  via  Nevers,  279  miles  in  3  hr. 
*      *  * 

On  Aug.  25th,  at  Beauvais,  a  French  sentry  posted  on 
guard  of  a  British  aeroplane  which  had  made  a  forced  landing 
during  the  day  saw  a  man  approach  the  machine.  After 
challenging  three  times  the  sentry  fired,  and  the  strange 
\isitor  ran  away.  Followed  by  the  sentry  (they  do  these 
things  differently  in  France)  and  other  soldiers  disturbed 
by  the  firing,  a  chase  started  through  the  streets  of  Beauvais. 
The  hunted  man  was  hit  apparently  by  one  bullet,  for  a  cry 
was  heard  and  he  "prononca  une  phrase  en  allemand."  He 
then  succeeded  in  evading  pursuit.  The  sentry  on  returning 
to  his  neglected  post  found  another  stranger  by  the  aero- 
plane. A  second  chase  followed  and  again  without  result. 
Nothing  is  known  that  will  throw  light  on  the  incident. 

*  *  * 

Commandant  Vuillemain  and  Lieut.  Dagneau,  who  recently 
flew  from  Paris  to  Cairo,  began  their  return  journey  last 
week.  Commandant  Vuilkmain  landed  at  Constantinople 
after  an  uneventful  journey  on  Aug.  27th.  Lieut.  Dagneau 
wrecked  his  machine  in  landing  at  Beirout  on  Aug.  26th  and 
is  returning  to  France  by  sea. 

»         *  * 

Capt.  Lafon,  who  has  been  awaiting  an  opportunity  to 
fly  again  from  Paris  to  Constantinople,  has  been  appointed 
to  represent  French  military  aeronautics  at  the  Amsterdam 
Exhibition.  He  left  Villacoublay  at  11  a.m.  on  Sept.  4th, 
flying  a  S.E.A.  biplane.  At  12.20  p.m  he  landed  at  Brussels 
after  a  flight  at  an  average  speed  of  140  m.p.h. 

During  the  afternoon  he  continued  his  flight  to  Amsterdam, 
landing  there  without  incident. 

*  *  * 

The  French  Service  d'Aviation  propose  on  Sept.  nth  next 
to  do  honour  to  the  memory  of  Capt.  Guynemer,  who  was 
killed  in  action  on  Sept.  nth,  1917.  The  last  citation  of 
Guynemer  will  be  read  to  all  aeronautical  formations  during 
the  day,  and  the  ceremony  will  be  in  addition  an  act  of 
homage  to  the  memory  of  all  those  aviators  who  died  for 
France.  A  special  ceremony,  in  which  flyiug  will  be  a  part, 
will  be  carried  out  at  the  headquarters  of  No.  4  Group  at  Le 
Bourget.  The  General  Officer  Commanding  Military  Aero- 
nautics will  be  present. 

*  *  * 

It  is  rumoured  in  Paris  that  Capt.  Rene  Fonck,  the  great 
French  aerial  fighter,  intends  to  seek  election  to  the 
Chambre  des  Deputes  for  a  constituency  in  the  Gironde. 

GERMANY. 

The  following  is  extracted  from  a  telegram  from  Warsaw, 
dated  Aug.  28th,  received  by  the  Polish  Press  Bureau  in 
London  :— 

The  Germans  continue  to  make  attacks  on  Poland.  The 
"Kurjer  Warszawski"  reports  that  on  Aug.  27th  Sosnovitz, 
in  the  Dombrowa  coal  district  of  Poland,  was  attacked  three 
times  by  German  aeroplanes. 

An  aeroplane  flying  low  over  the  town  at  6.40  a.m. 
machine-gunned  the  people  in  the  streets.  At  9.35  a.m.  the 
most  crowded  streets  were  attacked  in  the  same  way.  Two 
persons  were  seriously  wounded  and  thirty  slightly  wounded. 
A  third  similar  attack  was  made  at  7  p.m.  Afterwards  three 
German  machines  appeared.  Bombs  were  dropped  at  the 
Polish  outposts  on  the  frontier  and  on  the  bridge  at 
Szopienice. 

*  *  * 

A  Berlin  message  from  Reuter,  dated  Sept.  4th,  states  that 
with  regard  to  the  recent  reported  destruction  of  German 
airships,  the  Aerial  Department  of  the  Ministry  of  War  stated 
that  the  Ministry  has  had  no  airships  for  months  past,  and 
therefore  they  had  nothing  to  say  regarding  the  reported 
wrecking  of  Zeppelins.    The  Navy  Office  declared  that  there 


September  io,  19 19 


JLhe  Aeroplane 


973 


BRITISH 
BUILT 


BEST 


AERO  ENGINES 


FIRST-LONDON  TO  MADRID-NON-STOP 


Messrs.  D,  Napier  &  Sons  Ltd, 

14,  Hew  Burlington  Street, 
LONBOH ,      W . 


Dear  Sirs , 

We  teg  to  confirm  our  wire  to  you  of  the  1st  inst.  as' 
follows    "We  have  completed  our  non-stop  flight  from  London  to 

j 

Madrid  in  7f  hours  due  in  great  part  to  the  perfect  running  of 
your  engine  for  whioh  aooept  our  hearty  congratulations'*. 

Prom  the  moment  we  opened  the  throttle  at  Aoton  to  the 
time  we  switched  off  on  landing  at  Madrid  the  engine  ran  perfectly 
and  never  caused  us  a  single  moment  of  anxiety.      The  petrol 
consumption  on  this  flight  was  very  low,  the  fuel  used  being 
considerably  less  than  one  third  of  the  total  capacity  of  our 
machine. 

We  cannot  speak  too  highly  of  your  engine  on  this  flight. 

Yours  faithfully. 


Catalogue  gladly   sent  on  application. 


D.   NAPIER   &   SON,  Ltd., 

14,  New  Burlington  Street,  LONDON,  W.  1. 
Works :    ACTON,   LONDON,   W.  3. 


KINDLY   MENTION    "  THE    AEROPLANE  "      WHEN   CORRESPONDING    WITH  ADVERTISERS. 


974 


The  Aeroplane 


September  io,  1919 


was  nothing  to  add  to  the  statement  already  published  in  the 
Press  to  the  effect  that  some  of  the  German  airships  were 
dismantled  during  the  last  weeks  of  the  war.  Seven  others 
were  destroyed  by  their  crews  at  that  time  and  soon  after  the 
sinking  of  the  warships  at  Scapa  Flow. 

The  "Tagliche  Rundschau"  states  that  the  report  that  the 
airships  had  been  destroyed  by  their  crews  is  not  correct. 
There  was  no  wilful  destruction  of  the  seven  airships.  This 
was  not  possible,  if  only  for  the  reason  that,  in  accordance 
with  the  armistice  terms,  all  airships  and  aeroplanes  had  to 
be  rendered  unfit  for  military  use. 

ITALY. 

On  Aug.  22nd  Dt.  Ancilotto  flew  a  S.V.A.  non-stop  from 
Rome  to  Warsaw  with  a  message  from  the  Italian  Premier 
to  the  Polish  Premier.  The  average  speed  made  was 
118  m.p.h. — T.  S.  H. 

*         *  * 

According  to  the  "Giornale  d'ltalia,"  the  Italian  Govern- 
ment has  decided  to  send  to  the  capitals  of  the  Great  Powers 
military  attaches  especially  competent  to  deal  with  aviation 
questions. 

MEXICO. 

The  Mexican  Army  Air  Service  has  been  gradually  growing 
until  it  now  numbers  500  aviators  in  various  stages  of  train- 
ing, while  there  are  6,000  applications  on  file  Colonel  Alberto 
Salinos  is  Chief  of.  the  Service. 

RUSSIA. 

The  Bolshevik  military  leport  of  Sept.  3rd  states  : — In  the  inter-lake 
region,  in  the  direction  of  Murmansk,  we  captured  an  enemy  aeroplane 
which  was  obliged  to  land,  taking  the  pilot,  an  Englishman,  prisoner 

Bolshevist  Report,  September  7th. 
In  the  inter-lake  region  .(Murmansk  Front)  in  the  direction  of  Petro- 
zavodsk (west  coast  of  I,ake  Onega)  enemy  aeroplanes  are  carrying  out 
systematic  flights. 

SPAIN. 

The  Spanish  Government  is  continuing  to  dispatch  large 
quantities  of  war  material  to  Morocco,  and  special  attention 
is  being  paid  to  the  fourth  arm.  It  is  understood  that  20 
Airco  biplanes  are  on  order. 

U.S.A. 

A  squadron  of  thirteen  Curtiss  army  biplanes,  named  the 
"All- American  Pathfinders, "  were  due  to  start  on  a  trans- 
Continental  flight  from  Mineola  (New 
cisco  on  Aug.  13th.  The  squadron  is 
of  Maj.  O.  M.  Baldinger,  and  will  fly  in  formation  during 
the  whole  journey. 

The  itinerary  of  the  flight  embraces  fifteen  States  and 
covers  4,183  miles.  Stops  and  exhibitions  will  be  made  at 
171  cities.  The  flight  is  being  made  to  educate  the  people 
of  the  country,  as  well  as  being  part  of  a  recruiting  cam- 
paign for  all  branches  of  the  army. 

The  personnel  consists  of  22  officers  and  80  men.  The 
squadron  has  been  divided  into  seven  distinct  sections  : 
(1)  headquarters  and  advance;  (2)  aerial 
routes,  mapping_and  landing  field;  (3) 
recruiting;  (4)  flying  and  field  opera- 
tions ;  (5)  wireless  telephone  and  tele- 
graph ;  (6)  photographic ;  (7)  balloon 
and  airship. 

Wireless  telephones  are  fitted  on  all 
the  machines,  and  reports  of  the  pro- 
gress made  will  be  sent  to  the  War  De- 
partment by  wireless. 

The  balloon  and  ahship  section  are 
taking  six  specially  constructed  bal- 
loons and  a  "K"  type  observation  bal- 
loon. This  kite-balloon  will  be  inflated 
at  each  stop. 

A  searchlight  and  field  lighting  sec- 
tion from  the  Engineer  Corps  also  has 
been  attached  to  the  squadron.  They 
are  taking  a  60  in.  250,000,000  candle- 
power  searchlight,  which  can  be  seen 
bv  an  aeroplane  no  miles  away. 

*         *  * 

According  to  a  message  from  the 
"Daily  Mail"  New  York  correspondent, 
dated  Sept.  3rd,  an  American  army  aero- 
plane flying  over  the  Rio  Grande  was 
heavily  fired  upon  by  Mexicans.  The 
pilot,  Capt.  Macnabb,  was  severely 
wounded  in  the  head.  It  is  not  yet 
known  whether  the  aeroplane  was  over 
American  or  Mexican  territorv. 

*         *  * 

It  is  stated  from  Washington  that  270 
aeroplanes  have  been  shipped  to  the 
Panama  Canal  zone  for  patrol  duty. 


York)  to  San  Fran- 
under  the  command 


R.  A.  F.  FASHIONS. 

It  is  reported  that  the  new  uniform  for  R.A.F.  officers  will 
cost  ,£18  18s.   Each  extra  gold  ring  on  the  sleeve  costs  25s. 

The  barathea  cloth  used  is  much  more  expensive  than  the 
vloth  used  in  the  R.A.F.  horizon  blue  uniforms,  which  cost 

£l2  I2S. 

The  advantages  of  the  new  blue  cloth  are  that  it  is  darker, 
more  permanent,  and  possibly  may  have  better  wearing 
qualities. 

METEOROLOGY  AND  AERIAL  NAVIGATION. 

According  to  the  official  news  letter  from  Washington,  an 
example  of  the  importance  of  meteorological  information 
and  forecasts  to  aerial  navigation  is  that  in  connection  with 
the  recent  visit  of  the  British  dirigible,  the  R.34,  to  that 
country.  The  first  call  for  meteorological  information  and 
forecasts  was  received  from  the  commander  of  the  airship 
when  off  Newfoundland,  and  was  by  radio  through  the  shore 
station  at  Cape  Race.  Immediately  on  the  receipt  of  this 
call,  information  of  the  prevailing  weather  and  winds  along 
the  American  coast  north  of  New  York  and  forecasts  of  wind 
and  weather  conditions  were  sent  twice  each  day  until  the 
airship  reached  Dong  Island. 

Perhaps  the  most  important  information  contained  in 
these  advices  was  sent  when  the  airship  was  flying  between 
Nova  Scotia  and  Cape  Cod,  encountering  head  winds  and  its 
supply  of  fuel  nearly  exhausted.  The  prediction  was  to  the 
effect  that  the  wind  would  change  to  the  north-east  within 
the  next  12  hours.  Unquestionably  this  change  in  wind  was 
most  timely,  and  enabled  the  airship  to  reach  its  destination 
without  the  aid  of  torpedo-boats.  During  all  the  time  that 
the  R.34  was  moored  at  the  flying-field  on  Dong  Island 
advices  three  times  each  day  concerning  the  probable  wind 
and  weather  conditions  were  supplied  to  its  commander.  Its 
dramatic  departure  was  made  on  urgent  recommendations 
from  the  Weather  Bureau  to  the  effect  that  a  storm  was 
approaching  rapidly  from  the  region  of  the  Great  Dakes, 
that  the  wind  and  weather  conditions,  then  favourable  for 
a  start  homeward,  would  continue  but  a  few  hours  longer, 
and  that  to  remain  moored  on  the  flying-field  would  be  at 
the  risk  of  having  the  airs/rip  torn  from  its  moorings  and 
swept  away  by  winds  and  squalls  that  would  set  in  before 
the  expiration  of  the  night. 

This  bulletin  was  sent  as  an  urgent  message  at  9  p.m., 
and  at  midnight  the  R.34  was  on  her  homeward  flight  under 
exceptionally  favourable  winds  and  weather  conditions.  It 
is  fortunate  that  she  left  when  she  did,  for  the  following 
morning  the  wind  was  blowing  half  a  gale,  rain  had  set  in, 
and  atmospheric  conditions  were  most  dangerous  for  an  air- 
ship unprotected  on  a  flying-field.  In  the  meantime,  the 
R.34  was  miles  eastward,  flying  in  good  weather  and  with 
strong  following  winds  making  exceptionally  fine  speed.  That 
the  work  of  the  Weather  Bureau  in  this  connection  was 
appreciated  is  evidenced  by  the  following  message  received 
from  her  meteorological  officer  via  radio  after  her  departure  : 
"Many  thanks  for  kindly  and  efficient  manner  in  which 
weather  information  has  been  supplied.    Very  grateful." 


THE  F.5  AT  THE  ELTA. — General  Snyders,  late  Commander-in-Chief,  Royal 
Nederlands  Army;  and  various  Dutch  Editors  inspecting  lhe  boat,  Mr.  M.  H. 
Volk,  of  the  Gosport  Aviation  Company,  the  constructors  of  the  boat,  is  also 

shown. 


September  io,  1919 


The  Aeroplane 


975 


JIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIH 

1  government  Aircraft  Competition  I 

I  An  important  clause  in  the  | 

I  £64,000    prize    conditions.  | 

g  "16.    Soundness  and   quality  of  construe-  j= 

=  tion  will  include —  = 

=  (a)    Fire   protection,    including  use  of  = 

H  self-sealing    tanks  (from    the   point   of  M 

g  view  of  safety  from   fire  in  the  event                                   ,  = 

H  of  a  crash),  fire  fighting  appliances  and  §j 

s  accessibility  of  same."  Ej 

I  The  only  self-sealing  tank  | 

I  in  use  and  approved  by  H.M.  Government  is  the  i 

Imber  Tank  I 

I  (Patent  No.  122853)  | 

I  The  Patent  Rights  of  this  tank  are  held  by  the  I 

1  Imber  Anti-Fire  Tanks,  Ltd.,  who  are  now  ready  i 

§  to  consider  with   the   designer    of  machines    an  1 

1  installation  of  the  Imber  device.  = 

M  All  communications  to :  = 

I  Jfmber  j^nti-fire  7anks  Aid.,  | 

I  Park  Street  Works,  Islington,  | 

j  London,  N. i .  | 

=  TELEGRAMS  ;  = 

=  TELEPHONE  i    NORTH   I774.                                                                                                                                                     "  BROMELPAR,   HIBURY ,  = 

—  •                                                                                                                                                                 LONDON."  — 

iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiH   iiiiiiiiiiiiiiiiHniiiiiiiiiiiiiiiiiiiiiiiiiiimiiiil 


KINDL/Y   MENTION    "  THE    AEROPLANE)"   WHEN   CORRESPONDING    WITH  ADVERTISERS. 


C/6 


The  Aeroplane 


September  io,  19 19 


PERSONIFIED  AIRCRAFT. 

By  "THE  LINCOLN  IMP." 


Human  children  are  registered  on  birth.  Aircraft  are 
to  be  born  on  registration.  A  human  being,  even  before 
birth,  is  not  without  legal  recognition.  Thus  a  female 
murderer  with  child  cannot  be  hanged  before  she  is 
delivered,  and  in  practice  is,  the  "Imp"  believes,  re- 
prieved. It  is  also  criminal  to  kill  an  unborn  child. 
Similarly  aircraft,  even  before  registration,  will  have  to 
be  accorded  some  sort  of  legal  recognition.  But,  speak- 
ing quite  generally,  the  law  does  not  recognise  as  sepa- 
rate and  distinct  personalities  either  unborn  children 
or  unregistered  aircraft.  Children  begin  in  law  on 
birth,  aircraft  on  registration. 

Unnational  Aircraft. 
An  aircraft  which  is  not  entered  on  the  register  of 
any  State  is  not  only  unborn.  It  also  is  "  unnational" 
to  coin  a  phrase  to  meet  the  novel  facts.  It  has  no 
nationality.  Nationality  is  only  to  be  acquired  by  the 
aircraft  being  entered  on  the  register  of  some  State.  An 
aircraft  without  a  nationality  is  a  trespasser  wherever 
it  goes,  except  over  the  high  seas.  Registration  by  "a 
contracting  State  "—i.e.,  a  member  of  the  League  of 
Nations — confers  the  Nationality  of  that  State.  An  air- 
craft of  that  nationality  can  claim  freedom  of  innocent 
passage  over  the  territory  of  that  or  any  other  member 
of  the  League  of  Nations  as  of  right.  But  registration 
by  non-members  of  the  League  confers  no  such  right. 
Indeed,  an  aircraft  so  registered  may  not  even  be  per- 
mitted to  fly  above  the  territoty  of  a  member,  except 
by  a  special  and  temporary  authorisation.  Should 
Switzerland  join  the  League  and  Germany  not  do  so, 
then  for  Switzerland  to  allow  aircraft  registered  in  Ger- 
many to  fly  across  its  borders  would  be  a  casus  belli  at 
the  suit  of  other  members  of  the  League.  Such  aircraft, 
therefore,  have  a  kind  of  local  legality.  Outside  the 
ring  fence  of  the  League  they  are  all  right.  Within  it 
they  have  no  business.  The  flight  of  unborn — that  is, 
totally  unregistered — aircraft  is,  however, -altogether  and 
everywhere  illegal. 

Illegitimate  Aircraft. 

Aircraft  are  also  illegitimate  and  their  flight  illegal 
by  reason  of  parentage  or  ownership.  Parents  of  children 
may  be  of  two  nationalities,  but  owners  of  aircraft  may 
not.  An  Englishman  and  a  Frenchman  may  not  own 
the  same  aircraft.  Nor  may  an  English  company  and 
a  French  one.  At  least  they  may  not  be  its  registered 
owners.  To  what  extent  nomineeship  and  trusteeship 
is  to  be  permitted  (if  at  all)  is  not  apparent.  If  an 
American  and  a  French-Canadian  buy  an  aeroplane  in 
France,  intending  to  fly  it  there,  and  approach  the  French 
Registrar  to  have  it  registered,  he  will  refuse  them. 
Neither  is  a  French  national.  If  they  approach  the 
English  Registrar,  he  will  refuse  them. 

Canada  is  a  "  State  "  for  the  purposes  of  the  Conven- 
tion, and  a  Canadian  is  not  an  English  "national."  If 
they  approach  the  American  Registrar,  he  should  refuse 
them.  The  aircraft  does  not  belong  "wholly  "  to  Ameri- 
can nationals.  Suppose  the  Canadian  lies  low  and  the 
aircraft  is  accepted  as  American.  Later,  desiring  to  join 
-in  a  point-to-point  trade  reserved  to  Canadian  aircraft, 
the  Canadian  buys  out  the  American.  Now  wholly 
Canadian-owned,  the  aircraft  is  struck  off  the  American 


register.  The  Canadian  then  approaches  the  Canadian 
Registrar.  But  he,  it  seems,  must  refuse  him  registra- 
tion. An  aircraft  cannot  be  validly  registered  in  more 
than  one  State."  It  is  illegitimate  and  useless.  (In  all 
probability  this  is  not  what  was  meant  by  Article  8,  but 
it  happens  to  be  what  it  says.) 

Personality. 

Let  it  not  be  thought  that  the  "  Imp  "  is  pressing  too 
far  the  analogy  between  aircraft  and  humans.  It  is  the 
Convention  and  Regulations  which  carry  it  too  far.  Air- 
craft, it  seems,  are  to  be  completely  personified.  They 
are  to  be  persons  in  law.  How  in  the  world — or  in  law 
— can  a  thing  be  a  person!  Quite  easily  if  the  law 
chooses  to  make  it  one.  Ships  have  a  "character" — 
British  or  foreign.  Ships  are  frequently  defendants  to 
actions  in  the  Admiralty  Court.  In  Roman  Law  things 
were  frequently  persons.  The  inheritance  of  a  dead 
Roman  was  an  aggregation  of  things — slaves,  cattle, 
money,  houses,  and  land.  This  aggregation  (called  a 
universitas)  was  a  person.  Before  the  heir  was  ascer- 
tained, it  had  rights,  could  own  property,  and  was  sub- 
ject to  liabilities. 

Take  an  illustration.  A  child  is  born  to  one  of  the 
female  slaves.  Whose  is  it  ?  It  cannot  belong  to  its 
mother  (a  slave),  to  the  former  owner  (dead),  or  to  the 
heir  (unascertained).  It  belongs  to  the  universitas. 
The  universitas  is  a  person. 

In  modern  English  Law,  however,  a  hard  and  fast  line 
has  (up  to  now)  been  drawn  between  persons  and  things. 
Land  cannot  own  the  houses  built  upon  it.  You  cannot 
sue  a  railway  train.  The  Admiralty  action  in  rem,  in 
which  the  ship  itself  is  the  defendant,  is  the  exception 
that  proves  the  rule.  A  ship  is  not  a  person  in  law,  in 
spite  of  having  -a  character.  An  airship,  however,  or 
any  other  kind  of  aircraft,  really  does  seem  to  be  per- 
sonified. The  language  of  the  Air  Legislation  goes  far 
beyond  that  of  the  Merchant  Shipping  Acts. 

Marks  of  Personality. 

What  are  the  distinguishing  marks  of  personality  ? 
Life  is  not  necessary,  for  then  a  corporation  could  not 
be  a  person.  Senses  are  not,  for  then  a  blind,  deaf  and 
dumb  idiot  paralytic  could  not  be  a  person.  But  to  have 
a  name  and  a  nation,  to  have  a  will,  power  to  move, 
power  of  action ;  to  have  knowledge  and  intention  and 
ability  to  communicate  with  others ;  to  have  rights  and 
privileges,  public  and  private  and  even  international; 
to  have  responsibilities  and  obligations ;  to  be  able  to 
take  care  or  be  negligent;  to  be  able  to  intend  wrong 
and  to  attempt  it ;  to  have  needs  and  the  power  to  suffer 
and  perhaps  even  to  be  punished.  Surely  a  being  having 
all  these  marks  of  individuality  upon  it  cannot  be  any- 
thing else  than  a  person  ?  Each  of  these  marks  an  air- 
craft has  expressly  attributed  to  it  by  the  Air  Legisla- 
tion.   An  aircraft  is  a  person. 

Individuality  of  Aircraft. 
If  there  are  20  souls  on  board  an  aircraft,  how  many 
persons  are  there  aloft  ?  Not  20,  but  21,  if  the  aircraft 
is  a  person.  The  University  of  Oxford  is  a  corporate 
person.  "  If  there  are  a  hundred  people  assembled  in 
a  room  to  work  out  a  decree  of  the  University  of  Oxford, 


September  io,  19 19 


The  Aeroplane 


977 


TRANSITIONS  IN  TRANSIT 

No.  5.    The  Merchant  Ship  of  Ancient  Rome. 

The  Trans-Mediterranean  sailing  vessels  of  the  Romans  may  be 
rightly  termed  the  early  ancestors  of  the  modern  flying  boat. 
Owned  by  the  wealthy  Navicularii  Marini  Corporations,  they  carried 
on  profitable  trade  between  the  countries  of  the  then  known  world- 
Rich  spices  from  the  East — precious  stones  from  Africa — tin  from 
Cornwall— oil  and  bullion— such  were  the  light  but  valuable  cargoes 
they  brought  into  the  Tiber. 

But  the  civilised  world  has 
grown  since  those  classic 
days-  Speed  has  therefore 
become  a  factor  of  greater 
importance. 

Nowadays  the  aeroplane 
fills  the  niche,  carrying  the 
light  but  valuable  cargoes 
from  one  country  to  an- 
other swiftly — safely.  For 
quick,  reliable  transit  the 
seaplane  is  ideal. 

The   machine  illustrated 
above  is  the  Nieuport  Mark 
Seaplane. 


978 


The  Aeroplane 


September  io,  19 19 


how  many  persons  are  there  in  the  room  ?  Not  100,  cer- 
tainly, but  101."  (Knogisdoff,  "Common  Sense  in  Law.") 
To  any  reader  of  a  philosophic  turn  of  mind  the  "  Imp  " 
recommends  the  study  of  the  theory  of  corporate 
personality. 

Is  a  corporation  a  real  person — a  fact  ?  Or  is  it  a  fig- 
ment of  imagination,  a  convenient  abstraction,  a  fiction 
of  law  ?  Learned  writers  argue  either  way.  No  one 
knows  for  certain.  Take  it  which  way  you  will,  facts  or 
fictions,  you  meet  those  corporate  people  every  day. 

Business  men,  unlearned  in  the  law,  are  wont  to  irritate 
the  ears  of  lawyers  by  speaking  of  "  Messrs.  Handley 
Page,  Ltd.,"  and  so  forth.  The  solecism  lies,  of  course, 
in  the  ignorance  that  it  displays  of  any  corporate  person- 
ality. Handley  Page,  Ltd.,  is  not  (as  Messrs.  would 
imply)  the  name  of  a  partnership,  with  Messrs.  Handley 
and  Page  as  partners.  It  is  the  name  of  a  single,  dis- 
tinct, legal  person  or  corporation  whose  name,  birthday, 
fortune,  rights,  powers,  origin,  and  duration  differ  in 
every  particular  from  those  of  Messrs.  Handley  and  Page 
or  any  partnership  between  them.  All  this  is  trite  law, 
but  necessary  to  some  readers  by  way  of  explanation. 


Limited  Limited. 

Aircraft  can  be  owned  by  corporations.  Limited 
Limited,  let  us  suppose,  is  the  name  of  a  company,  the 
chief  of  whose  objects  set  forth  in  its  memorandum  is 
"to  be  the  registered  owner  of  English  aircraft."  Its 
nationality  is  English.  Its  registered  office  is  in  Eng- 
land. It  complies  with  all  the  requirements  of  the 
English  company  law.  Its  chairman  and  at  least  two- 
thirds  of  its  directors  are  English — but  marionettes.  The 
financiers  of  the  concern  own  series  of  debentures  secured 
severally  and  collectively  on  the  fleets  of  aircraft 
"  owned  "  by  the  company.  The  holders  of  these  de- 
bentures are  German-Austrian-Turks  (or  whatever  may 
happen  to  be  your  favourite  brand  of  foreigners).  They 
"  own  "  no  English  aircraft.  Oh  dear,  no!  The  owners 
are  an  English  company.  If  the  venture  is  a  success — 
good  for  G.A.T.  If  the  venture  is  a  failure,  the  aircraft 
misbehave  themselves,  and  their  "  owner  "  is  wanted, 
that  is  nothing  to  G.A.T. ,  who  are  now  merely  innocent 
creditors  of  the  wicked  and  insolvent  company.  Heads 
they  win,  tails  we  lose. 

(To  be  continued.) 


"ON   GIVING  A  DOG  A  BAD  NAME." 

"An  absolute  death-trap;  spins  if  you  look  at  it."  Of  how  many 
types  of  machine  has  one  heard  this  said.  So  far  as  my  recol- 
lection goes,  the  only  machine  about  which  it  has  not  been  said, 
at  any  rate,  so  that  I  have  heard,  is — the  old  Longhorn  Maurice 
Farman  Mechanical  Cow. 

And  that  brings  us  to  the  point  in  question. 

So  far  as  the  present  writer's  experience  goes,  the  Longhorn 
was  the  first  machine  on  which  he  and  fellow  "Huns"  juggled 
with  death. 

When  we  were  all  thoroughly  skilled  (according  to  our  own 
ideas)  on  this  type  we  were  in  due  course  promoted  to  the  Short- 
horn (now  universially  known  as  the  "Rumpety"). 

Now,  as  all  pilots  know,  this  machine  is  a  trifle  ligh'er,  or  shall 
we  say,  less  heavy,  on  its  control  than  the  former,  consequently, 
our  "star"  Longhorn  pilot  on  his  first  trip,  when  he  was  up  about 
a  thousand  feet  or  so,  started  to  do  a  moderately  quick  turn.  This 
particular  machine  is,  as  we  have  seen,  slightly  more  sensitive  on 
ailerons  than  the  Longhorn.  Consequently,  he  put  on  more  bank 
than  he  intended,  and,  as  luck  would  have  it,  got  a  bad  bump  at 
the  same  time. 

The  machine  side-slipped  and  started  to  do  a  dignified  slow  spin. 
He  got  it  out  in  two  hundred  feet  or  so  and  landed  with  proper 
wind  up.  Everyone,  of  course,  rushed  up  to  him  to  find  out  how 
he  liked  it.  "Ruddy  awful  thing,  spins  on  a  left-hand  turn,"  was 
his  comment. 

Now  from  that  day  onwards  in  that  particular  squadron  Short- 
horns had  a  reputation  for  spinning  on  a  left-hand  turn. 

About  a  year  later  I  happened  to  be  at  the  same  aerodrome 
again  and  I  actually  found  that  the  reputation  for  spinning  on 
left-hand  turns  still  clung  to  the  poor  old  "Rumpety."  When  1 
asked  a  very  young  instructor  how  often  he  had  seen  a  spin  on  a 
left-hand  turn,  he  said  he  never  had,  as  they  were  all  told  to  watch 
the  Pitot  carefully  on  a  bank,  since  a  fellow  had  been  killed 
about  a  year  ago  by  getting  into  a  flat  spin  and  being  unable 
to  get  out. 

When  1  suggested  that  this  was  probably  the  story,  slightly 
added  to,  of  our  own  particular  Hun  on  his  first  Shorthorn  solo, 
he  merely  looked  at  me  with  a  pitying  look  and  was  sorry  for  my 
stupidity. 

Now  every  machine  that  has  been  in  the  Service  since  the  war 
has  probably  made  a  similar  reputation  in  certain  squadrons  in  a 
similar  manner  to  the  case  just  related. 

At  two  areodromes  about  fifteen  miles  apart  there  were  two 
squadrons  consisting  of  "Camels"  and  S.E.5S,  respectively.  While 
a  visiting  S.E.5  was  getting  up  from  the  "Camel"  aerodrome  the 
engine  "konked  out,"  the  pilot  tried  to  turn  back  but  side-slipped 
and  crashed. 

Now  that  particular  type  of  crash  has  probably  accounted  for 
more  flying  fatalities  than  any  other  and  is  common  to  all  types 
of  machine,  yet  as  long  as  this  particular  "Camel"  squadron 
exists,  they  will  never  cease  to  regard  S.E.5  as  an  apparatus  de- 
signed by  his  Satanic  Majesty  for  the  express  purpose  of  killing  off 
perfectly  good  flying  officers. 

Shortly  after  this  a  "Camel"  had  the  bad  luck  to  crash  on  the 
S.E.s's  ground  through  some  simple  accident.    And  now  90  per 


cent,  of  the  pilots  of  this  squadron  regard  a  "Camei"  in  exactly 
the  same  light  as  do  the  "Camel"  people  the  S.E.^s. 

It  is  the  same  all  through.  Some  people  cannot  find  words  suffi- 
ciently good  for  the  D.H-9,  others  are  unable  to  express  them- 
selves sufficiently  forcibly  in  condemning  it. 

How,  then,  is  one  to  counteract  this  tendency  to  give  a  machine 
a  bad  name? 

First  and  foremost,  in  my  opinion,  it  is  weak-mindedness  on  the 
part  of  the  pilots.  They  are  too  ready  to  believe  what  they  are 
told  :  to  condemn  a  machine  untried. 

The  late  Captain  Hucks,  in  a  paper  which  he  read  some  time 
ago,  before  the  Royal  Aeronautical  Society,  drew  attention  to  the 
fact  that  there  is  really  very  little  difference  between  flying  a  big 
bomber  or  a  small  fighting  scout  once  one  has  thoroughly  mastered 
the  art  of  flying. 

Everyone  agrees  that  there  is  a  difference  of  "feel"  between 
riding  a  small  two-stroke  motor-cycle  and  a  big  twin  ;  the  differ- 
ence is  in  "feel,"  pure  and  simple,  not  in  principle. 

So,  too,  in  aeroplanes.  A  pilot  has  been  flying  one  type  of 
machine  for  several  hundred  hours  perhaps.  He  is  put  onto  a 
newer  and  faster  type.  He  is  not  so  comfortable  in  it  and  finds 
it  harder  to  fly,  because  it  does  things  which  his  previous  machine 
did  not  do,  and  does  not  do  what  the  old  one  did. 

In  nine  cases  out  of  ten  he  will  say  "it's  a  ruddy  awful 
machine,"  "it's  dangerous,"  etc  Someone  overhears  him  and 
tells  someone  else.  Later  on  that  "someone  else"  is  asked  if 
he  knows  anything  about  the  machine  in  question  and  usually  he 
comes  out  with  the  fact  that  "it's  a  ruddy  awful  thing,"  just  as 
though  his  opinion  were  backed  by  his  experience. 

And  in  ninety-nine  cases  out  of  a  hundred  that  is  how  all 
machines  get  their  bad  names. — G.  D. 

ALLEGED  FALSE  PRETENCES. 

At  Bow  Street  Police  Court  on  Sept.  5th,  before  Mr.  Gar- 
rett, Paul  Lemay  de  la  Plane,  21,  an  American  citizen,  de- 
scribing himself  as  a  commission  broker,  of  Bedford  Place, 
W.C.,  was  charged  on  a  warrant  with  obtaining  £180  by  false 
pretences  from  Lieut.  James  Arthur  Eyres,  R.A.F. 

Mr.  H.  O.  Carter,  who  prosecuted,  said  that  the  case  was  a 
sad  'one,  as  the  prosecutor  and  the  defendant  were  brother 
officers.  They  became  friendly  in  France,  and  met  again  in 
this  country  at  the  beginning  of  July.  The  defendant,  after 
borrowing  £5  from  Lieut.  Eyres,  told  him  that  he  had  been 
brought  up  in  the  stockbroking  business  all  his  life,  that  he 
knew  all  about  investments,  and  that  he  was  working  in  a 
stockbroker's  office  With  a  salary  of  £11  a  week.  The  prose- 
cutor parted  with  various  sums,  amounting  in  all  to  £180, 
which  the  defendant  told  him  he  was  investing  in  leather 
with  Mr.  Reginald  Stanley,  a  hide  broker.  Ultimately,  Lieut. 
Eyres,  a  young  Canadian  officer,  made  inquiries  and  found: 
that  no  investments  had  been  made  with  Mr.  Stanley  by  the: 
defendant. 

Detective-sergeant  Rixon  stated  that  the  defendant  said  to 
him  that  he  had  offered  the  money  to  Eyres  on  Sunday,  Aug. 
31st,  but  he  refused  to  take  it. 

A  remand  was  ordered. 


KINDLY   MENTION    "  THE    AEROPLANE  "    WHEN  CORRESPONDING   WITH  ADVERTISERS. 


98°     (Supplement  to  the  Aeroplane.)  Aeronautical  Engineering 


September  io,  1919 


Condition 


That's 
the 
point ! 


!lHlllllllllllll!llllllllllll1llll!!tlfi!illl||||l!llllllll|||||l!lllll!ll!l!lllll!!!llllllllllllllllll!ll!M 

How  is  your  Engine's  Pulse  ! 

You  know  the  first  thing  the  Physician  does  when 

he  wants  to  find  your  general  condition — he  feels  | 

your  pulse  1     If  he  finds  you  are  in  a  state  of  f 

lethargy  he  prescribes  the  best  tonic — a  thorough  | 

change,  | 

*  E 

Moral  :     If  your  Engine  is  feeble  and  run-down  | 

and  you  can't  trace  the  cause — We  can  !    We  know  1 

all  about  it  and  can  renew  its   pulse — not   tem-  1 

porarily,  but  for  all  time — and  put  new  life  and  i 

vigour  into  the  whole  system.     We  have   cured  | 

thousands  of  cases  of  this  sort  and  always  succeeded  | 

in  prolonging  the  life  and  service  of  every  patient.  1 

It  will  pay  you  best  to  take  advantage  of  our  | 
experience.       Let  us  estimate  for  anything  and 

everything  you  require  in  engines.  § 

Overhauling  and  Repairing 

Steam  and  Petrol    —    Land,  Air,  Marine. 

In  special  cases  we  will  send  expert   engineers  | 

and  appliances  on  receipt  of  request.  | 

Cars  Renovated  &  Repaired 

Paintwork,  Upholstery,  Coach  Building  in  | 

all  branches.  | 

Cars  Collected  at  our  London  Depot, 

31,  Brook  St,  Bond  St.,  W.  | 

(Cyril  T.  Chamberlain,  London  Manager),  = 

or  at   any   address   by   appointment  —  'Phone  :  j| 

2966  Mayfair  —  or  —  550  Weybridge.  § 

Your  esteemed  enquiries  will  have  our  prompt  attention.  = 


I 

2 


MERCEDES  SPECIALITY. 

„.'5%U*    Works  :  WEYBRIDGE.  I 


niuiiwiwtwiunuiiuiiiiiiiiiuuiuuiuuiiutw 

KINDIA"    MENTION    "  THE    AEROPLANE  "    WHEN   CORRESPONDING    WITH  ADVERTISERS. 


Supplement  to  The  Aeroplane,  September  10th,  1919. 


INCORPORATING  AIRCRAFT  ENGINEERING,  AERODYNAMICS,  AIRCRAFT  FINANCE  AND  COMMERCIAL  AERONAUTICS 
AND  MATTERS  PERTAINING  TO  THE  AERONAUTICAL  ENGINEER  AND  THE  AIRCRAFT  TRADER. 


THE  WEEKLY 

In  an  article  "Concerning  Competitions,"  Captain 
Sayers  criticises  the  conditions  of  the  Government  com- 
petitions for  commercial  aircraft  which  have  recently 
been  published. 


Particulars — so  far  as  at  present  available — drawings, 
and  illustrations  of  the  various  competitors  for  the 
Schneider  Cup  Race — which  is  to  be  held  on  the  day 
after  this  paper  goes  to  press — are  given  in  this  number. 


COMMENTARY. 

Unfortunately  no  details  whatever  are  available  of  the 
Italian  entrant. 

Of  the  competitors  described  it  is  notable  that  the 
regulations  for  the  race  have  produced — as  competitors 
— five  purely  racing  machines,  and  only  two  which  can 
claim  to  be  really  sea-going  aircraft. 


The  Phcenix-Cork  flying-boat,  built  by  the  Pheenix 
Dynamo  Works,  is  the  subject  of  this  week's  instal- 
ment of  Modern  British  Aeroplanes. 


CONCERNING  COMPETITIONS. 

By  Capt.  W.  H.  SAYERS.,  late  R.A.F. 


With  the  advent  of  Peace  the  days  of  aeronautical 
competitions  have  once  more  returned.  The  Atlantic 
Flight  has  been  achieved,  the  Aerial  Derby  has  been 
run,  the  Schneider  Cup  is  once  more  upon  us,  and  the 
Department  of  Civil  Aeronautics,  by  way  of  justifying 
its  existence,  has  announced  that  a  competition  is  to  be 
held  for  commercial  machines  in  the  early  part  of  next 
year. 

It  is  rumoured  that  the  French  Government,  spurred 
on  by  the  British  example,  is  to  attempt  to  forestall  this 
country  by  holding  a  somewhat  similar  competition  at 
an  even  earlier  date. 

In  the  present  state  of  the  Aeroplane  Industry  this 
revival  of  competitions  of  one  kind  or  another  is  a  very 
welcome  sign.  The  Industry  cannot  live  on  competitions 
alone,  but  such  of  it  as  continues  to  survive  is  at  least 
stiired  by  them  to  the  extent  of  trying  to  improve  its 
products  in  the  directions  demanded  by  them,  and  a 
relatively  small  expenditure  in  the  shape  of  prize-money, 
intelligently  awarded,  may  be  t-he  cause,  directly  or  in- 
directly, of  really  great  advances  in  the  design  and  use 
of  aircraft. 

On  the  other  hand,  competitions  run  on  the  wrong 
lines,  or  under  badly  considered  rules,  or  for  the  mere 
glorification  and  advertisement  of  their  promoters,  be 
they  newspaper  proprietors,  patent  medicine  mongers, 
or  mere  Government  Departments  in  need  of  rehabilita- 
tion, ma}',  by  inducing  manufacturers  and  designers  to 
waste  time  and  money  on  intrinsically  useless  types  of 
aircraft,  seriously  prejudice  the  future  of  aerial  transport 
throughout  the  Empire. 

Thus  the  right  ordering  of  such  competitions  as  are 
held  is  a  matter  of  great  moment  to  all  who  are  seriotisly 
concerned  with  the  future  of  aeronautics. 

'Competitions  in  so  far  as  the  aeroplane  is  at  present 
concerned,  are  of  two  classes. 

First  and  commonest  is  the  type,  generally  purely 
sporting  in  nature,  which  aims  at  the  exaggeration  of 
some  special  quality,  of  which  the  Transatlantic  and  the 
Schneider  Cup  competitions  may  be  considered  as  typical. 


Such  contests  are  extremely  useful,  in  that  they  pre- 
sent to  the  designers  and  constructors  of  aircraft  some 
fairly  definite  problem  to  be  solved.  The  problem  so  set 
is  generally  not  one  of  direct  utilitarian  value,  and  there 
is  no  pretence  that  the  machines  designed  for  such  a 
competition  and  performing  well  therein  are  ipso  facto 
machines  having  directly  useful  functions. 

Indirectly  such  competitions  Mnay .  and  often  do  lead 
to  very  considerable  improvements  in  certain  quite 
limited  sections  of  the  technique  of  aeroplane  design  or 
operation,  which  may  be  and  often  are  of  great  import- 
ance in  the  process  of  "improving  the  breed"  of  aero- 
planes generally. 

A  record  of  sustainedly  good  performances  in  contests 
of  this  type  will  give  to  the  public  an  impression  that  the 
technical  staff  of  the  firm  holding  that  record  is  both 
professionally  competent  and  sufficiently  broad-minded 
to  vary  their  designs  so  as  to  best  meet  any  required 
ccnditions. 

No  competition  of  this  type  is  likely  to  produce  evil 
results.  The  task  set  is  invariably  that  of  accomplish- 
ing, either  first  or  best,  some  definite  performance,  and 
therefore  reduces  itself  in  the  end  to  the  simplest  satis- 
factory solution  of  some  relatively  well-defined  problem, 
and  there  is  little  risk  that  a  faulty  or  biased  judgment 
on  the  part  of  those  in  charge  of  the  contest  will  obscure 
the  results. 

The  second  class  of  competition,  and  a  much  more 
dangerous  one,  is  that  intended  to  promote  the  develop- 
ment of  a  directly  useful  type  of  machine. 

If  such  a  competition  takes  the  form  of  presenting  to 
competitors  a  definite  job  which  is  to  be  performed,  and 
the  prizes  are  awarded  solely  upon  some  definite  measure 
of  the  results  achieved  in  carrying  it  out,  then  the  com- 
petition may  be  quite  as  safe — i.e.,  as  little  likely  to  cause 
actual  harm — as  the  purely  sporting  type  of  competition. 

Thus  a  competition  wherein  the  competitors  were  re- 
quired to  carry,  say,  a  total  load  of  500  lb.  in  a  form 
requiring  50  cubic  feet  of  cargo  space,  one  journey  a  day, 
from  London  to  Manchester  and  back,  for  fourteen  con- 
secutive clays,  and  wherein  prizes  were  awarded  for  either 


Viinii  in  niti  1 1 1 1 1 1  KiiiNimiiiiiiiiiMmmiiimiiimmmnimiiiimm 


982     (Supplement  to  the  aeroplane.)  Aeronautical  Engineering 


September  io,  19 19 


the  shortest  gross  time  in  the  air,  or  the  closest  adherence 
to  a  pre-declared  tirne-table,  or  for  smallest  total  con- 
sumption of  fuel  and  oil,  or  such-like,  would  have  nothing 
but  a  beneficial  effect. 

But  a  competition  wherein  some  person  or  collection 
of  persons,  having  determined  to  their  own  satisfaction 
that  certain  qualities  of  performance  are  desirable  for 
machines  intended  for  a  specific  purpose,  lay  down  these 
performance  qualities  as  essentials  to  the  competing 
machines  and  who  devise  a  series  of  tests  and  a  system 
of  marking  on  the  results  of  those  tests,  and  which  pur- 
ports thus  to  discover  what  machines  are  essentially  suit- 
able for  some  specific  purpose,  may  produce  the  most 
unhappy  results. 

The  competition  which  has  recently  been  announced 
by  the  Air  Ministry,  which,  according  to  its  sponsors, 
is  intended  to  encourage  the  development  of  safe  and 
reliable  aeroplanes  for  commercial  purposes,  seems  to 
fall  definitely  into  the  dangerous  class. 

This  is  the  more  regrettable  in  that  the  regulations 
issued  in  connection  therewith  show  that  a  very  consider- 
able amount  of  trouble  has  been  taken  by  the  committee 
which  has  drawn  them  up,  and  that  they  have  been 
animated  by  excellent  intentions. 

The  results  unfortunately  are  nearly  sufficient  to  drive 
one  to  forswear  for  ever  either  diligence  or  any  but  the 
most  evil  intent. 

A  competition  run  by  the  Department  of  Civil  Aero- 
nautics, expressly  for  the  purpose  of  stimulating  the 
design  of  reliable  commercial  aircraft,  under  rules  drawn' 
up  by  a  committee  which  includes  accredited  representa- 
tives of  the  Aircraft  Industry,  cannot  fail  to  attract  a 
large  amount  of  attention  from  all  those  who  may  have 
considered  the  possibility  of  using  aerial  transport  in 
their  business. 

A  very  small  proportion  of  such  people  have  any  tech- 
nical knowledge  of  aeronautics,  and  they  cannot  be 
blamed  if  they  come  to  the  conclusion  that  the  prize- 
winning  machines  in  such  a  competition  represent  the 
best  and  most  suitable  commercial  machines  that  the 
manufacturers  of  the  Empire  can  produce. 

There  is,  in  fact,  no  guarantee  in  the  regulations  that 


the  prize-winning  machines  will  be  of  any  practical  value 

whatever. 

Considering  the  details  of  the  regulations  as  they  stand, 
they  call  for  some  criticism. 

The  absurdity  of  the  small  class  for  aeroplanes,  limited 
to  one  passenger  in  addition  to  the  pilot,  has  already 
been  commented  upon  in  The  Aeroplane,  as  has  the 
absence  of  any  consideration  of  the  engine  power 
employed. 

The  speed  ranges  called  for — from  40  to  100  m.p.h.  for 
small  aeroplanes  and  from  45  to  90  m.p.h.  for  large  ones 
— are  in  themselves  reasonable.  Any  attempt  to  increase 
the  practicable  speed  range,  and  in  particular  to  secure 
a  low  landing  speed,  without  the  sacrifice  of  a  high  maxi- 
mum speed,  is  laudable,  but  the  value  of  the  condition 
is  prejudiced  by  two  factors — (1)  that  there  is  no  limit  to 
the  engine  power  employed,  (2)  as  a  safety  factor  an  un- 
qualified minimum  speed  has  no  definite  value.  That  is 
to  say  that  a  machine  which  can  just  support  itself  at 
40  m.p.h.,  but  which  cannot  be  flown  below  45  m.p.h. 
except  by  a  skilled  pilot,  may  be  much  less  safe  to  land 
than  a  machine  which  falls  out  of  the  air  at  42  m.p.h., 
but  which  is  thoroughly  controllable  right  down  to  that 
limit. 

Similarly  the  specified  climbing  speeds  are  by  them- 
selves reasonable,  but  they  are  unnecessary  for  the  pur- 
pose for  which  the  competition  is  intended.  The  climb- 
ing requirements  for  commercial  aircraft  are  limited  by 
two  considerations.  The  first  is  that  the  machine  should 
be  able  to  clear  obstacles  around  landing  fields. 

This  is  purely  a  question  of  gradient  of  climb,  and  a 
machine  climbing  400  ft.  per  min.  at  40  m.p.h.  will  get 
out  of  a  worse  field  than  will  one  climbing  500  ft.  per 
min.  at  60  m.p.h.  Yet  the  first  machine  would  be  dis- 
qualified and  the  second  is  eligible. 

-  The  second  consideration  is  that  a  machine  must  be 
able  to  reach  its  cruising  height  in  a  reasonable  time  and 
without  undue  delay.  This  calls  for  an  angle  of  climb 
up  to  cruising  height  in  excess  of  the  machine's  best 
gliding  angle.  Given  this,  a  machine  may  climb  straight 
away  on  its  proper  course,  and  yet  keep,  whilst  climbing, 
within  gliding  range  of  the  aerodrome.  This  obviously 
calls  for  the  maintenance  of  a  sufficient  rate  of  climb  up 


Two  new  Italian  Aero  Engines,  built  by  the  V.N.V.  firm.    On  the  left  a  "200/300"  h.p.  twostroke,  and  on  the  right 

the  12,cylinder  Y  of  260  h.p. 


September  io,  1919  Aeronautical  Engineering  (Supplement  t0  XEE  AEROPMN,,  983 


^By  direetion  of  i£e  disposal  ^Board 

"Aircraft  Disposal  Departmen 


MINISTRY   OF  MUNITIONS. 


ENQUIRIES    ARE    NOW    INVITED  FOR 

ALL  TYPES 

OF 

Aeroplanes  &  Engines. 


There  is  also  available  for  Disposal 
a   limited   number   of   the  popular 

D.H.6.  AEROPLANES 

COMPLETED  WITH 

90  H.P.  R.A.F.  or  80  H.P.  Renault  Engines. 


All  particulars  of  the  above  machines  and  engines 
and  the   conditions   for   sale   may  be   obtained  from 

The    CONTROLLER,   Aircraft   Disposal  Department, 
York  House,  Kingsway,  W.C. 

KINDLY   MENTION    "  THE    AEROPLANE  "    WHEN  CORRESPONDING   WITH  ADVERTISERS. 


^4     (Supplement  to  the  aeroplane.)  Aeronautical  Engineering 


September  io,  19 19 


to  the  cruising  height,  which  for  competition  work 
might  be  put  at  5,000  ft.  or  some  such  figure,  and  there- 
fore initial  rate  of  climb  alone,  without  some  qualifica- 
tion as  to  its  maintenance  at  height,  is  of  very  little 
value. 

It  is  possible,  though  very  improbable,  that  a  machine 
which  would  climb  500  ft.  in  its  first  minute  would  yet 
never  reach  2,000  ft.  In  this  country  such  a  machine 
could  have  only  a  very  limited  commercial  value. 

These  performance  figures  should  never  have  appeared 
in  the  rules,  or,  if  they  appeared  at  all,  should  have  been 
extreme  figures  merely  designed  to  keep  out  impracticable 
and  absurd  machines. 

The  landing  and  getting-off  tests,  amplified  somewhat 
pei haps,  should  suffice  to  keep  landing  speeds  down  to  safe 
limits,  and  a  designer  who  can  produce  a  satisfactor}? 
biaking  mechanism,  which  will  allow  of  safe  landing  in 
a  confined  space  at  a  high  speed,  should  be  allowed  to 
demonstrate  the  utility  and  reliability  of  his  design,  and 
not  ruled  out. 

Similarly  the  practical  test  of  clearing  an  obstacle,  to- 
gether with  the  provision  that  a  straight  climb  was  to 
be  made  from  the  aerodrome  to  some  given  height,  say 
2,500  or  3,000  ft.,  in  a  wind  not  exceeding  5  miles  per 
hour,  and  that  on  reaching  that  height  the  engine  was 
to  be  entirely  cut  off  before  turning,  and  a  return  then 
made  to  the  aerodrome,  would  secure  the  essentials  of 
safety  without  any  risk  of  debarring  unforeseen  methods 
of  securing  it. 

This  in  essence  is  the  nature  of  the  objections  which 
may  be  taken  to  the  whole  of  the  conditions. 

Over  and  above  such  objections  is  the  fact  that  the 
relative  importance  of  the  various  features  of  the  designs 
submitted  have  to  be  assessed,  according  to  a  scale  which 
is  on  the  one  hand  arbitral  and  on  the  other  hand 
liable  to  be  influenced  by  the  personal  prejudices  of  a 
number  of  so  far  unknown  judges.  However  well  drawn 
the  rules  might  be,  and  however  competent  and  unbiased 
the  judges,  the  result  of  such  a  contest  will  inevitably 
cause  discontent,  and  will  inevitably  be  open  to  de- 
structive criticism. 

It  will  in  no  case  afford  to  the  prospective  user  of  air- 
ciaft  for  commercial  purposes  any  of  the  data  which  he 
most  desires. 

If  it  really  is  the  intention  of  the  Department  of  Civil 
Aeronautics  to  assist  the  Aeroplane  Industry  in  an  effort 
to  popularise  the  use  of  aeroplanes  for  commercial  pur- 
poses, it  would  surely  have  been  well  to  have  considered 
what  are  the  questions  which  would  be  raised  by  any 
business  man  in  deciding  whether  such  a  use  is  practi- 
cable or  not. 

Roughly  these  questions  would  be  three  in  number. 
The  first  would  be,  "  What  is  to  be  gained,  and  how 
much?"  This  is  fairly  simple.  The  answer  to  the  first 
part  of  the  question  is  "Time,"  and  the  quantitv  which 
may  be  gained  can  be  defined  fairly  closely  for  any  given 
set  of  conditions. 

The  second  question  will  be,  "  What  is  the  reliability 
of  this  method  of  saving  time?" — i.e.,  how  often  in  a 
year  is  the  aeroplane  going  to  fail  to  save  time,  how  often 
is  it  going  to  lose  its  cargo  or  totally  fail  to  deliver  it  ? 

This  question  cannot  be  answered  with  any  sort  of 
certainty.  Nobody  really  knows  what  the  reliability  of  the 
aeroplane  as  a  carrier  is.  Nobody  has  tested  it  under 
conditions  approaching  those  of  commerce. 

And  the  last  and  possibly  the  most  important  of  all  is, 
"  How  much  is  it  going  to  cost?"  And  here  again  there 
is  no  answer. 

Let  it  be  imagined  that  the  Department  of  Civil  Aero- 
nautics had  suffered  from  a  moment  of  lucidity  and  had 
announced  that  a  competition  was  to  be  held  under  the 
following  conditions  :  — 

(1)  Any  machine  designed  and  built  in  the  British  Em- 


pire may  be  entered.  Such  machines  are  to  comply  with 
the  conditions  required  for  an  airworthiness  certificate. 

(2)  The  entrant  of  each  machine  is  to  declare  the  normal 
useful  load  capacity  of  that  machine  when  carrying  fuel 
for  300  miles  at  a  declared  normal  cruising  speed. 

(3)  Each  such  machine,  loaded  to  the  declared  load, 
shall  be  submitted  to  certain  defined  tests  of  landing  in 
small  fields  and  getting  off  therefrom,  more  or  less  as 
those  actually  laid  down  in  Rule  6  of  the  actual 
competition. 

Thereafter  the  machines  entered  are  to  be  handed  over 
to  the  competition  committee,  complete  and  in  running 
order,  and  a  selling  price  for  each  is  to  be  declared  and 
published.  Competitors  may  nominate  their  own  pilots 
and  maintenance  staffs,  and  shall  declare  the  rate  of  pay- 
ment of  each  member  of  the  nominated  staff. 

Each  such  competing  machine  shall  then  be  run  by 
the  competition  committee  upon  a  regular  service  con- 
sisting of  one  journey  of  250  land  miles  each  day,  loaded 
to  its  declared  load,  and  timed  at  its  declared  cruising 
speed,  for  at  least  14  consecutive  days,  though  a  much 
longer  period  would  be  desirable.  During  these  tests  the 
whole  cost  of  operating  should  be  borne  by  the  com- 
mittee, to  be  recovered  eventually  from  the  competitors. 

At  the  end  of  the  test  the  cost  per  ton-mile  of  goods 
actually  delivered,  including  interest  on  the  capital  re- 
presented by  the  machine,  depreciation  based  on  the 
actual  condition  of  the  machine  at  the  end  of  the  trial, 
cost  of  fuel,  oil,  wages,  repairs,  and  maintenance,  should 
be  ascertained. 

These  should  be  published,  together  with  full  particu- 
lars of  the  actual  times  taken  on  each  journey  and  of  all 
mishaps  and  delays. 

With  such  a  test,  prizes  might  be  awarded  on  almost 
any  of  a  large  number  of  different  bases. 

For  instance,  cargoes  might  be  priced  at  so  much  per 
ton  per  minute.  Every  minute  lost  from  the  schedule 
time  would  be  charged  to  the  machine  losing  it,  and  every 
lot  of  cargo  not  delivered  at  all  would  be  charged  at  its 
price  per  ton  and  added  to  the  running  costs,  and  a  prize 
for  the  lowest  cost  per  ton-mile  awarded.  This  might 
be  extended  to  cover  speed  classes— i.e.,  machines  classed 
as  low  speed,  up  to  70  m.p.h.  overall  average,  and  high 
speed,  up  to  100  m.p.h.  overall  average. 

Or  prizes  might  be  awarded  merely  on  reliability  and 
punctuality,  or  on  almost  any  basis — it  would  matter 
little — since  the  publication  of  the  performance  data 
would  supply  all  the  information  that  anyone  needed, 
and  any  manufacturing  firm  that  felt  confident  that  its 
machines  would  perform  well  from  a  commercial  stand- 
point would  enter  for  the  sake  of  the  advertisement  that 
they  ".would  stand  to  gain. 

As  the  proposed  competition  stands  now,  there  are  so 
many  conflicting  or  disconnected  features  for  which 
marks  are  to  be  awarded,  and  so  much  is  inevitably  left 
to  the  opinion  of  the  judges,  that  the  winning  of  a  prize 
therein  may  mean  anything — or  nothing.  - 

THE  AIRCO  EXHIBIT  AT  THE  E.L.T.A. 

The  British  section  of  the  E.L.T.A.  exhibition  at  Amsterdam 
has  been  considerably  improved  since  the  opening  of  this  suc- 
cessful aeronautical  show.  The  Airco  stand  has  the  white  Air^o 
16  machine  complete,  with  the  exception  of  the  planes,  and  it  is 
very  attractive  in  appearance,  as  most  of  the  metal  fitting's,  in- 
cluding the  long  exhaust  pipes,  are  nickel-plated. 

The  cabin  is  tastefully  decorated.  The  roof  is  cream  colour, 
the  curtains  old  gold,  and  the  seats  'black.  The  sides  of  the  cajbiti 
are  dull  green,  purple,  and  old  gold,  and  two  large  pillows  of 
green  silk  are  added.    A  black  carpet  covers  the  floor. 

The  cowling  of  the  machine  is  buffed  aluminium,  the  front  part 
of  the  fuselage  white,  and  the  rear  portion — the  section  covered 
with  fabric — and  the  tail  unit  are  natural  dope  colour.  The 
chassis  is  dull  black. 

Excellent  postcards  with  inscriptions  in  Dutch,  and  leaflets  and 
pamphlets,  also  in  Dutch,  have  been  prepared. 


September  io,  19 ig 


Aeronautical  Engineering 


(Supplement  to  The  Aeropun*.) 


935 


Twenty  Years  A$o 

ifese  rziThafj,'  siooSxn  EasirAjigrfia: 
Jhr  refiaSifity,  praryzptness^soxmaC 
z&orJ^ayirJiip,  and s£azg££  deafirxf. 

To-day 

tfiey  aaarardee  £n~e  same  service 
to  a  wondrwide  and eper-yrcwina 
cfienfefe. 


Aircraft  and  Manufacturing 

Aeroplanes  Seaplanes 
Gbmgoxierrti  Accessaries 
Office  and ScAoo/ famitare^ 


Agricultural 

TracAors 
TitacfimQty 
Impfements 


Coachbuildin$ 

Aiigfi-cfrade 
J3ody-  zjzjoiA 
•Seczaf Designs 
Ch/erAaufr 


epazzps 

Motor  Cars 

iVeuv  Oars  Second^Cars 
jQejo  airs  fir  re  Cars 
(jar ayes  Jc>r  over  IOOO  Cars 


Electrical 

Efecitfcfigfii  ancf  Power 
272sfaffafiar2fJvr7oZ£)rL 
Aiw-esj2>anfzydoasef 
and factories 'fffecfnc 
(Pa/T^sTefepAones&c 


Petrol  Gas 

'ZQJirrett: 
Air  Cfas  System 
for  CboAzTia 
Lzc^z^andMafzna 


M 


ANN  FGERTON 

&C9  JLi  lip 


NORWICH   •  LONDON  •  IPSWICH  •  BURY  ST  EDMUNDS 


KINDLY  MENTION    "  THE    AEROPLANE  "    WHEN   CORRESPONDING    WITH  ADVERTISERS. 


S>86      (Supplement  to  the  aeroplane.)  Aeronautical  Engineering  September  i0>  1919 

To  66 Aeroplane 99  Subscribers, 

HOW  TO  SAVE  ONE  GUINEA,  EIGHT  SHILLINGS  &  NINEPENCE  OR  SEVEN  &  SIXPENCE. 

The  subscription  list  of  the  Aeroplane,  both  at  home  and  abroad,  is  steadily  increasing:  an 
eminently  satisfactory  movement  which  we  are  anxious  10  encourage. 

Of  the  many  books  published  on  the  war  on  the  Western  iront,  none  conveys  a  more 
realistic  impression  of  the  work  of  a  particular  arm  than  FLYING  COLOURS 
by  Captain  H.  M.  S,  Saundby,  M.C.,  A.F.C.,  R.A.F.,  published  at  £2  2s.  net 
(Edition  de  luxe)  and  15/-  net  (Popular  Edition). 

Among  the  art  books  published  in  the  last  year  or  two,  none  can  claim  to  be  a  more 
faithful  reproduction  of  the  artist's  colour  scheme  and  that  indefinable  thing, 
atmosphere. 

FLYING  COLOURS  is  a  permanent  memorial  of  the  life  ot  "  the  pilot  in  action," 
as  Major-General  C.  B.  Ashmore  calls  him.  It  was  very  costly  to  produce,  and 
necessarily  the  price  to  the  public  had  to  be  high. 

Many  would  like  to  possess  it  who  do  not  feel  disposed  to  put  down  Two  Guineas  for 
the  larger  edition  or  Fifteen  Shillings  for  the  smaller. 

How  to  meet  their  views  ?  We  make  a  special  offer  to  any  subscriber  for  one  year 
to  the  Aeroplane  :  namely  to  give  him  the  right  to  purchase  either  edition 
at  half  price. 

All  he  need  do  is  to  send  us  the  accompanying  order  form  with  cheque  for  one  year's 
subscription,  plus  £1  Is.  or  7s.  6d.  according  to  the  Edition  he  wishes  to  have. 

In  order  to  be  fair  to  current  yearly  subscribers  we  extend  the  half-]"  ice  concession  to 
them  also.  .  If  a  subscriber  has  paid  a  quarterly  or  half-yearly  subscription,  then  to 
secure  the  right  to  participate  he  should  send  the  balance  for  the  year. 

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Office,  must  sign  the  form  below  or  a  copy  thereof,  and  hand  it  with  the  balance  on 
account  of  the  book  to  their  retailer  for  transmission  to  the  Aeroplane. 

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advantage  of  this  offer,  then  he  may  secure  McCudden's  "  Five  Years  in  the  R.F.C." 
(7s.  6d.) ;  Richthofen's  "  Red  Air  Fighter  "  (3s.  6d.),  and  Gill's  "  The  Aerial  Arm  '* 
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KINDLY   MENTION    "  THE    AEROPLANE  "    WHEN  CORRESPONDING   WITH  ADVERTISERS. 


September  io,  1919 


Aeronautical  Engineering 


(Supplement  to  The  Aekoplane.) 


98; 


THE   SCHNEIDER   CUP  COMPETITORS. 


THE  SOPWITH  MACHINE. 

The  Sopwith  Schneider  Cup  racer  shows  a  number  of  in- 
teresting and  more  or  less  typically  Sopwith  chaiacteristics. 

The  very  small  span,  relatively  large  chord,  and  the  small 
gap  are  very  reminiscent  of  the  original  Sopwith  Schneider 
Cup  machine  of  1914.  If  memory  serves  one  right,  the  chord 
and  gap,  5  ft.  i|  in.  and  4  ft.  6  in.  lesp'-ctivcly,  were  the  same 
in  the  1914  model  as  in  that  of  to-day.  The  span  of  the  new 
machine  is  some  3  ft.  less,  and  there  is  a  small  backward 
stagger. 

The  floats  and  chassis  are  not  unlike  those  of  tne  original, 
though  the  section  of  the  front  part  of  the  floats,  with  an 
outwardly  flaring  bottom — a  sort  of  "Vee"  bottom  halved — 
is  new  to  this  firm. 

The  main  floats  have  also  been  extended  aft  and  faired 
off  considerably  and  a  tail  float  dispensed  with.  The  big 
450-h.p.  radial  engine  has  naturally  called  for  a  big  bull-nosed 
body — even  more  bull-nosed  than  the  original — and  the  body 
has  been  faired  off  to  a  rounded  section  instead  of  having 
been  left  square.  The  tail  fin  and  tail  plane  are  likewise 
faired- into  the  body  with  large  ladii,  and  altogether  the 
machine  has  been  carefully  studied  with  a  view  tc  producing 
the  minimum  of  head  resistance. 


The  Sopwith  at  Cowes. 

With  a  power  loading  of  slightly  under  5  lb.  per  h.p.  and 
with  the  Sopwith  firm's  unrivalled  experience  in  the  produc- 
tion of  small  fast  machines,  this  machine  should  prove  to  be 
one  of  the  fastest  aeroplanes  yet  built,  and  Messrs.  Sopwith 
should  stand  an  excellent  chance  of  winning  the  Cup  for  the 
second  time. 

Specification. 

Span  ■■  24  ft. 

Chord   j  ft.  ik  in. 

Gap  -  4  ft.  6  in. 

Total  area  of  wings  ..:   210  sq.  ft. 

Length  (propeller  boss  to  tail)   18  ft. 

Length  (overall)   20  ft. 

Stagger   2^  in.  negative 

Weight  (empty)   1,600  lb. 


Weight  (loaded)     2,200  lb. 

Engine   Cosmos  Jupiter  450  h.p. 

THE  SUPERMARINE  BOAT.  - 

The  Supermarine  flying  boat  is  a  considerably  larger 
machine  than  any  of  the  other  competitors,  except  the  Fairey 
and  possibly  the  Savoia,  of  which  there  ^re  at  present  no 
particulars  available.  It  is  in  fact  more  or  less  a  standard 
type  of  flying  boat,  designed  with  an  eye  to  real  seaworthi- 
ness, and  fitted  with  an  engine  large  enough  to  give  it  a 
leally  high  speed. 

The  boat  hull  is  more  or  less  on  similar- lines  to  the  well- 
known  Supermarine  two-senter  and  "Baby"  types— in  that  it 
is  a  circular,  or  nearly  circular,  section  streamline  body,  boat 
built  and  doubly  diagonal-planked. 


The  Supermarine  Boat. 

It  differs  from  the  older  Supermarine  types  in  two  particu- 
lars. Firstly,  the  fins,  which  are  built  out  fr  ni  the  main  hull 
lo  provide  planing  surface,  are  concave  011  their  upper  sides, 
and  run  into  the  main  hull  tangentially,  instead  of  being  flat 
and  meeting  the  hull  at  a  sharp  angle.  This  renders  the 
whole  fin  considerably  more  flexible  and  reduces  the  sea 
stresses  on  the  whole  hull  structure. 

Secondly,  instead  of  the  fins  washing  out  giadually  into  the 
hull  lines  forward  the  fins  are  kept  wide  to  well  forward  and 
are  then  brought  in  sharply  to  the  bows,  which  are  made  to 
assume  a  sharp  "ram"  or  beak  shape  instead  of  being  rounded 
or  rather  blunt  in  form.  This  arrangement,  which  can  be 
seen  in  the  rather  poor  illustration — the  only  one  so  far  avail- 
able— will  very  considerably  reduce  the  amount  of  water 
coming  over  the  bows  when  "taxying"  in  rough  water,  and 
gives  to  the  hull  a  distinctive  appearance. 

The  engine — a  450-h.p.  Napier — is  carried  from  the  hull  on 
two  ash  bearers  supported  on  steel  tube  struts  from  the  root 
spars  of  the  lower  wing,  with  its  crankshaft  centre  line  some- 
what higher  lhan  halfway  tip  the  inter-plane  gap.  Ahead  of 
the  engine  a  radiator  of  oval  end  elevation  forms  the  fonvard 
end  of  an  oval  cowl  in  which  the  power  plant  is  enclosed. 

From  the  base  of  the  engine   struts    two    pairs    of  out- 


WUimm 


The  Fairey  Schneider  Cup  Machine,  with  the  large  wings  in  place. 


938      (SupplementtoXHEAEROmN,)  Aeronautical  Engineering  September  io,  tgvg 


September  io,  1919 


Aeronautical  Engineering  (SUEplement  to  rPt  ^ROr^s.) 


9S9 


AVIATION  &  GENERAL 

Insurance  Co.,  Ltd. 

Chief  Office- 56,  ST.  JMES'S  STREET, 

LONDON,  S.W.  1, 


Special  ANNUAL  ACCIDENT  POLICIES  for  AIR  PILOTS. 

Rebates  of  Premium  allowed  if  prevented  through  sickness  from  flying  or  if  unable  to 
pass  any  Medical  Re-Examination  required  by  the  Air  Ministry  or  other  Authority. 

Policies  issued  under  the  Official  Approval  of  the 

ROYAL  AERO  CLUB 

of  the  United  Kingdom. 


Passengers'  ACGIDHNT  COUPONS  for  SINGLE  or  RETURN  Journeys 

Including  Loss  or  Damage  to  Personal  Effects  or  Baggage. 


Special  COMPREHENSIVE  SCHEME  for  Employers  of  Pilots 

Including  Workmen's  Compensation  Liability  with  additional  benefits  and  special  advantages. 


Indemnities  in  respect  of  CLAIMS  by  the  PUBLIC  for  Injuries 

Or  Damage  to  Property,  including  Passengers. 


Insurance  of  Postal  Packets,  Parcels  or  Goods  by  Air. 
Loss  or  Damage  to  Aircraft. 
FIRE  INSURANCE,         BURGLARY.          WORKMEN  S  COMPENSATION 


Important  Advantages  are  offered  to  Transport  Companies 

and  Aircraft  Manufacturers. 


Authorised  Capital  £1,000,000.  Subscribed  £500,000 

r  aid  up  £100,000. 


BATH  AIRCRAFT  II? 


\ytanufaetupers  of 
'Planes,  Propellons, 
Struts  fuselages,  etc. 


JHighest  possible 
quality 
^guaranteed . 


KINDLY   MENTION    "THE    AEROPLANE  "      WHEN   CORRESPONDING    WITH  ADVERTISERS. 


September  io,  1919 


vvardly  raking  struts  support  the 
rather  wide  upper  centre  section.  To 
this  and  to  the  lowet*  wing  roof  spars 
are  attached  the  outer  section  wings. 
Both  upper  and  lower  outer  sections 
are  of  approximately  equal  size,  and 
thus — the  upper  centre  section  being 
very  considerably  wider  than  the 
wing  root  spars— the  upper  wing  has 
a  considerable  overhang 

The  single  pair  of  interplane  struts 
on  each  side  slope  outwards,  prac- 
tically parallel  to  the  "centre  section 
struts. 

The  upper  wing  is  fitted  with  large 
balanced  -nierons. 

The  tail  unit  consists  of  a  large 
fixed  fin  mounted  above  the  hull.  The. 
fixed  tail  plane — of  the  inverted  wing 
_  section  type — is  epiried  on.  the  fin 
structure  well    above   the   hull  and 

slightly  lower  than  the  thrust  line  of  the  airscrew  and  is 
braced  to  the  hull  with  faired  steel  tube  struls.  The  elevators, 
of  ample  size,  are  balanced,  as  is  the  rudder. 

The  latter  is  of  very  high  aspect  ratio,  and  is  carried  right 
down  to  the  base  of  the  hull  stern  post,  ana  is  at  its  lower 
end  reinforced  to  act  as  a  water  rudder. 

Although  the  machine  is  to  be  run  in  what  is  essentially  a 
speed  race  and  will  have  to  compete  with  machines  which  are 
racers  pure  and  simple,  it  will  be  completely  equipped  with  a 
bilge  pump,  with  branch  suction  pipes  to  each  hull  compart- 
ment, anchor,  sea  anchor,  mooring  ropes,  etc. 

The  following  table  gives — approximately  only — the  chief 


The  Fairey  with  the  small  wings  at  Cowes. 

Gap  •.  '..  :  4  ff . '  3  iri. 

Height  .9  ft.  9  in. 

Length  (overall)  21  ft.  4  in. 

Total  area  of  main  planes   r  200  sq  ft. 

Aiea  of  tail  plane  20  sq.  ft. 

Area  of  elevators  8  sq.  ft. 

Area  of  fin   4  sq.  ft. 

Area  of  rudder   15?  sq.  ft. 

Total  area  of  ailerons  (4)  22  ft. 

Span  of  tail  plane  9  ft.  6  in. 

Length  -..f  floats    :....i4  ft. 

Engine   -.  240  h.p.  Siddeley  "Puma." 


The  Avro  Schneider  Cup  Machine. 

dimensions  of  the  machine  The  makers  state  that  the  design 
is  under  consideration  by  the  R.A.F.  as  a  type  of  service  sea- 
plane and  that  they  therefore  do  not  desire  that  any  full  speci- 
fication should  be  published  at  the  moment. 

Specification. 

Span   Top  wing  35  ft.,  bottom  29  ft. 

Leugth  (overall)  27  ft. 

Total  wing  surface   — 360  sq.  ft. 

Total  weight  (loaded)   2,9°o  lb. 

Loading   8  lb.  per  sq.  ft  — 6.5  lb.  per  h.p 

THE  AVRO  MACHINE. 

A  general  description  of  the  Avro  entry  to  be  flown  by 
Capt.  Hammersley  appeared  in  this  paper  on  Aug.  27th. 
This  it  is  now  possible  to  supplement  with  the  following 
specification,  and  with  a  scale  drawing  and  photograph.  Un- 
fortunately, owing  to  the  untidy  state  of  Southampton  Water, 
and  a  consequent  disagreement  between  the  Avro  and  some 
floating  debris  which  put  one  float  out  of  commission,  it  is 
impossible  to  comment  upon  its  appearance  in  the  air.  How- 
ever, Capt.  Hammersley  reports  that  the  machine  handles 
excellently,  and  is  up  to  expectations  in  the  way  of  speed. 


THE  FAIREY  SEAPLANE. 

As  has  already  been  stated, 
the  Fairey  entry  is  a  modified 
rype  3  seaplane  —fitted  with 
Tie  standard  floats  and  chassis, 
fuselage  and  centre  section, 
and  with  a  450-h.p.  Napier 
engine. 

Instead  of  the  standard  nose 
radiator  two  projecting  sec- 
tions of  radiator  are  carried, 
one  on  each  side  of  the  fuse- 
lage, and  the  front  of  the  fuse- 
lage is  streamlined  off  by  the 
engine  cowlmg.- 

Two  sets  of  wings  have  been 
built  for  the  tiiais,  one — more 
or  less  of  the  same  type  as 
those  of  the  standard  type  3c — 
with  two  iows  of  interplane 
struts  a  side.  One  photograph 
is  given  of  the  machine  in  this 
state.  With  these  wings  a 
very  low  landing  speed  is  pos- 
sible and  the  machine  with  its 
sturdy  floats  and  undercar- 
liage  should  be  capable  of  getting  off  and  landing  in  any 
sea. 

The  second  set  is  of  28  ft.  span  with  only  a  single 
row  of  struts.  With  these  the  landing  speed  is  still 
quite  moderate,  and  the  top  speed  is  very  considerably 
raised,  and  unless  the  conditions  at  Bournemouth  on 
the  day  of  the  race  are  abnormally  bad  the  machine  will 
probably  fly  with  the  latter  set. 


Specific  mox. 


Span 
Chord 


.25  ft.  6  in. 

..4  ft.  6  in. 


The  Fairey  alighting  at  Cowes. 


September  io,  iqig  Aeronautical   Engineering  .  goi 

'     y  r*  f*    /  WU«l.uv«_vai     i^ll^llicci  lug   (Supplement  to  The  Aeroplane.)  ^ 


THE   TRANSATLANTIC  FLIGHT 

VICKERS  -  vimy  -  ROLLS  " 


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(Supplement  to  the  aeroplane.)  Aeronautical  Engineering 


September  io,  1919 


eworl 


— is  main 


ly 


a  question  of  organization  and  choice  of  flying  stock. 

As  to  the  second  factor,  the  B.A.T.  Company 
can  be  of  unusual  assistance.  For  instance,  we  are 
the  first  people  out  with  a  purely  commercial  model 
(not  a  modified  war  type) — the  B.A.T.,  F.K.  26 — 
the  machine  with  the  largest  cargo  space  and  load 
capacity  for  its  overall  size  and  power  yet  produced. 

Here  are  some  interesting  points  concerning 
F.K.  26  :- 

Rolls-Royce  Eagle 


Engine 

VIII. 


Speed— 45-120  m.p.h. 

Cabin — Is  clear  of  any  trans- 
Verse  cross-bracings  or  other 
obstructions  and  measures  8  ft. 
by  3  ft.  3  in.  by  6  ft. — this  in 
a  machine  of  only  33  ft. 
overall  length.  Direct  entry 
off  ground  through  ordinary 
d  or. 

Load — With  600  miles  range 
of  fuel— 2,000  lbs. 

A  series  of  these  machines  is  in  production. 
Governments  and  prospective  owners  desiring  a  fleet 
of  these  machines — or  a  single  one — are  invited  to 
forward  their  enquiries. 


Fuel  Cost  at  full  load — 7'2 
pence  per  mile. 

Chassis — A  sturdy  job,  sprung 
by  an  unique  combination  of 
oleo  and  rubber  shock  ab- 
sorbers. 

Tail — Can  be  trimmed  in  flight 
from  pilot's  seat  —  steerable 
and  practically  unbreakable 
tail  skid. 

General  Construction — 

Straightforward  —  simple  to 
repair  and  recondition. 


The  British  Aerial  Transport  (q  Ijd 

Head  Office  : 
38,  CONDUIT  STREET.  LONDON,  W.  1. 

'Phone  :  Mayfair  637.  638. 

Telegrams  :  "  Batigram,  Reg,  London." 


KINDLY   MENTION    "  THE    AEROPLANE  "    WHEN   CORRESPONDING    WITH  ADVERTISERS. 


September  io,  1919 


Aeronautical  Engineering 

(Supplement  to  The  Aeroplane.) 

993 


L  ill 


THE  WINGS 


OF 


COMMERCE 

will  be  vitally 

assisted  by 

BEARD  MORE 
AERO  ENGINES 


THE  BEARDMORE 
IS  NOT  MADE  FOR 
EXHIBITION  STUNTS 

BUT  FOR 
EVERY  DAY  SERVICE 


Many  leading  Aircraft  Manufacturers 
are  adopting  this  famous  engine  as 
STANDARD   POWER  UNIT. 


THE  BEARDMORE  AERO    ENGINE,  LIMITED, 

Chairman  Sir  William  Beardmore,  Bart. 

London  Showrooms  and  Depots  : 
112,  QT.  PORTLAND  STREET,  LONDON,  W.i. 

Telephone  :    238  Gerrard. 


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994       (supplement  to  the  aeroplane.)  Aeronautical   Engineering  September  io,  1919 

— — — — — — — 

CELLON 


AMSTERDAM  EXHIBITION 


- 

FULL   PARTICULARS   OF  CELLON 

from    our  agents 

Messrs.  R.  S.  STOKVIS  &  ZONEN,  Ltd. 

Stands  452,   454,   456  &  458. 

HHRil^^^^HflHHHHjHm    .   .._     ...  _      '^^HHM^^^^Ri 

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996     (Supplement  to  the  aeroplane.)  Aeronautical  Engineering  September  io,  im 


KINDLY 


MENTION 


"  THE    AEROPLANE  " 


WHEN  CORRESPONDING    WITH  ADVERTISERS. 


September  io,  19 19 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplane.) 


997 


THE 


Cosmos  Engineering  Co.  Ltd 

Engines  for  Aircraft. 
CONTRACTORS   to  the   AIR  MINISTRY. 


JUPITER  (Ungeared)  450  H.P.,  636  lbs.  Weight. 
JUPITER  (Geared)  450  H.P.,  757  lbs.  Weight. 
LUCIFER         -  100  H.P.,   220  lbs.  Weight. 


SALES  DEPT.  and  SHOWROOMS : 
16  &  17,  PALL  MALL,  S.W.I. 


Trade 


Telegrams  — 

RADIARY,  CHARLES, 
LONDON. 

Telephone — 

1476  REGENT. 


HEAD  OFFICE- 
ORIENT  HOUSE, 
NEW  BROAD  ST., 
E.C.2. 


WORKS - 

FISHPONDS, 


BRISTOL. 


Mark 


450  H.P.  JUPITER. 


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Aeronautical  Engineering 


September  io,  1919 


2UIIIIIIIIIIIIII1IIIIIIIIP 


Accumulators— 

The  Chloride  Electrical  Storage  Co.,  Ltd 
Clifton     Junction,     near  Manchester. 
"Chloridic,  Pendlebury  "  Central  Man- 
chester,   16&  Pendleton,  n. 

Acetylene  Welding  Plant— 

Acetylene  Corporation  of  Great  Britain, 
Ltd.  The,  49,  Victoria  Street,  West- 
minster, S  W.i.  "  Flamma,  Vic, 
London  "  "  Vlc  4§30. 

Imperial  Light,  Ltd.,  123,  Victoria  Street. 
London,  S.W.i.  "  Edibrac,  'Phone. 
London."  .-540  Victoria  (3  lines,. 

Aeroplane  Manufacturers- 
Aircraft  Manufacturing  Co.,  Ltd.,  Hendon. 
"Airmanship,   Hyde,  London." 

Kingsbury  220. 

Armstrong,  Sir  W.,  Whitworth  &  Co.,  Ltd., 
Newcastle  -  on  -  Tyne.  "Armstrong 
Aviation,  Newcastle-on-Tyne." 

Gosforth  500. 

Blackburn  Aeroplane  &  Motor  Co.,  Ltd., 
Olvmoia,  Leeds.     "  Propellors,  Leeds." 

Roundhay  345  (3  lines). 

Boulton  &  Paul,  Ltd.,  Rose  Lane,  Norwich. 
"  Aviation,  Norwich."        Norwich  851. 

British  Aerial  Transport  Co  ,  Ltd.  Head 
Office  :  18,  Conduit  Street,  London, 
W.i.  "Batigram    Reg.  Loudon  " 

Mayfair  637,  638. 
Works  :  Hythe  Road,  Willesden,  Lon- 
don, N  W.io  "Aerbriraus,  Phone, 
London."             Willesden,    2272,  2273 

Bittish  &  Colonial  Aeroplane  Co.,  Lta 
(The  Bristol  Co.),  Filton,  Bristol 
"Aviation,  Bristol."  Bristol  3906 

Central  Aircraft  Co  ,  High  Road,  Kilburn, 
N.W.6.  "  Aviduction,  Phone,  London." 

Hampstead  4403  and  4424. 

Dawson,  John,  &  Co.,  Ltd.,  Newcastle-on- 
Tyne.  "  Dependable,  Newcastle-on- 
Tyne."  Central  2604  (2  lines). 

Eastbourne  Aviation  Co.,  Ltd.,  Eastbourne. 
"  Aircraft,  Eastbourne  " 

Eastbourne  117b. 

Gosport  Aucraft  Co.,  Gosport. 

"  Plight  Gosport.'1  Gosport  217. 

Grahame-Whitc  Company,  Ltd.,  London 
Aerodrome,  Hendon.  "Volplane,  Hyde, 
London."  Kingsbury  120. 

London  Office,  12,  Regent  Street, 
S.W.i.  Regent  2084. 

Handlev  Page,  Ltd.,  no,  Cricklewood  Lane, 
N.W  2.    "  Hydrophid,  Crickle,  Loudon." 

Hampstead  7420. 

Hooper  &  Co.,  Ltd.,  54,  St.  James  St., 
Piccadilly,  London,  S.W.  "  Sociable, 
St  James,  London."  Regent  912. 

Mann,  Egerton  &  Co ,  Ltd.,  Norwich. 
"  Motors,  Norwich  " 

Norwich  482  (4  lines). 

Martinsyde,  Ltd.,  Brookiands,  By  fleet, 
"  Martinsyde,  Weybridge." 

Woking  331;  Byfleet  171. 

"  Nieuport  "  &  General  Aircraft  Co., 
Cricklewood,  Loudon,  N.W. 2.  "  Nieu- 
scout,  Crickle,  London." 

Willesden  2455 

P-hcenix  Dynamo  Manufacturing  Co.,  Ltd., 
Thornbury,  Bradford.  "Dynamo, 
Bradford."  Bradford  3700  (4  lines). 

Roe,  A.  V.,  &  Co.,  Ltd.,  Manchester. 
"  Triplane,  Manchester  " 

City  8530-8531,  Manchester. 

Saunders,  S.  E.,  Ltd.,  East  Cowes,  LOW. 

"  Consuta,  East  Cowes."  Cowes  193- 
Short    Bros.,    Rochester,    Eastchurch  and 

Whitehall  House,  S.W.  "Te&ted,  Phone, 

London."  Regent  378- 

The  feiddeley  Deasy  Motor  Car  Co.,  Ltd., 

Coventry.       Coventry  954         "  Deasy, 

Coventry." 

Sopwith  Aviation  Co.,  Ltd.,  Kingston-on- 
Thames.     "  Sopwith,  Kingston  " 

Kingston  1988  (8  lines). 

The  Supermari'.ie  Aviation  Works,  Ltd., 
Southampton.     "  Supermarin." 

Woolston  37  (2  lines). 

Vickers,  Ltd  ,  Imperial  Court,  Basil  Street, 
Knightsbridge,  S.W. 3.  "  Vickerfyta, 
Knights,  London."       Kensington  6810. 

Waring  &  Gillow,  Ltd.,  Hammersmith. 
"  Warisen,  Ox,  London."  Museum  5000. 

Westland  Aircraft,  Yeovil  "Aircraft,  Yeo- 
vil." Veovil  129. 

White,  J.  Samuel,  &  Co.,  Ltd.,  East  Cowes. 
"  White,  East  Cowes  "  Cowes  3. 


UBq  -  MeroplariQ 


AirShipS- 


Airships,  Ltd.,  High  Street.  Merton. 

Wimbledon  1314 
Short    Bros.,    Rochester,    Eastchurch,  and 
Whitehall   House,  S.W.  "Tested, 
'Phone,  London."  Regent  37^ 

C.  G.  Spene.-r  and  Sons,  Ltd. 
(See  under  "  Balloons  "). 


Aluminium  Castings  (Sand  and  Die) 

Coan,  R.  W.,  219,  Goswell  Road,  London, 


E  C.i. 


Krankases,    Isling,  London. 

City  384( 


Balloons— 

C.  G.  Spencer  and  Sons,  Ltd.,  50A,  High- 
bury Grove,  N.5.    "Aeronaut,  Loudon." 

Dalston  1893. 

Bent  Timber  Parts— 

Hopton  &  Sons,  George  Street,  Euston 
Square,  London,  N.W.i.  "  Hoptons, 
Eusquare,  Loudon  "  Museum  496. 

Also  at  Market  Harborough,  Leices- 
tershire. "  Hoptons,  Market  Har- 
borough.''      Market    Harborough  13. 

Bearings  (Etonia  Cast  Phosphor  Bronze) 
Brown  Bros.,  Ltd  ,  Gt.  Eastern  St.,  E  C.i. 
Yorkshire     Engineering     Supplies,  Ltd., 
Wortley,  Leeds.     "Yes,  Leeds.-' 

Central  3927. 

Blowpipes  (Oxy-Acerylene) — 

Acetylene  Corporation  of  Great  Britain, 
Ltd  ,  The,  49,  Victoria  Street,  Westmins- 
ter   S  W.i    "flamma,  Vic,  London." 

Vic.  4830 

Imperial  Light,  Ltd  ,  123,  Victoria  Street, 
London,  S.W.i.  "  Edibrac,  'Phone, 
London."  Vic.  3540  (3  lines). 

BoltS- 
Mitchell    Wedgewood    &    Co.,  Campbell 
Works,     stoke     Newington,  London, 
M.16  Dalston  2500  (2  lines). 

Books  (Aero  1  .ngines)— 

Dykes'  Auto  'incyelopedia,  Gillam,  149, 
Strand,  W  .2 


Buildings- 

Boulton  h  Paul.  Ltd    Rose  Lane,  Norwich 
"Aviation.  Nor.vi.h."        Norwich  851 
Rubery    Owet?    &    O  ,   Darlaston,  South 

Staffs         _     .  • 

Cable    Coverings    and  Cable 
ControiS— 

The  Bowden  Brak'  Co-.,  Ltd.,  Tyseley,  Bir- 
mingham     "  Lowden,    icock's  Green." 

.(.cock's    ,reen  103  &  104. 
Bowden     Wire,   Ltd  ,   WLlesden  Junction, 
"  Bowirelim    .Jarles,  wondon." 

Wi,  .esden  ^400  (3  lines). 
Herbert    Terry    Si    Sous,    Ltd.,  Redditch. 
"Springs,  R^ditcn."  Redditch  fci. 

Carburettors- 

Hobson,  H.  M.,  Lij,     ),  Vauxhall  Bridge 


Road    j.W  2 


Victoria  4670. 


Casein- 

Nieuwhof,  Surie  &  :o.,  Ltd.,  5,  Lloyds 
Ave.iue,  London,  E.C-3.  "  Suricodon, 
Feu,  London."  Avenue  34  and  35. 

Clothing- 
Burberry's,   Ltd  ,  Haymarket,  S.W.i. 

Regent  2165. 

Dunhill's  Ltd.,  Euston  Road,  N.W.i. 
■•  Dunsend,  London."         North  34°5"6- 

Component  Parts— 

Accles  &  Pollock,  Ltd  .  Oldbury,  Birming- 
ham   "Accles,  Oldbury." 

Oldbury  in  (4  lines). 

Brown  Bros.,  Ltd.,  Gt.  Eastern  St.,  E:C.i. 

Central  Aircraft  Co.,  High  Road,  Kilburn, 
N.W. 6.    "Aviduction,  'Phone,  London." 

Hampstead  4403  &  4404. 

Thompson  Bros.  'Bilston),  Ltd.,  Bradley, 
Bilston,  Engla,.  ^  "Thompson  Bros., 
Bilstoi  Bilston  10. 

Cords,  Tapes,  and  Threads— 

MacLennan,  J.,  &  Co.,  30,  Newgate  Street, 
E.Cl.   .And  at  Glasgow        City  3115. 


Dopec 

Titanine,     Ltd ,     175,     Piccadilly,  W.i. 

"Tetrafree,  Piccy,  Lon  lon.'"  Gerrard  2312 
British   Cellulose   Co.,   8,   Waterloo  Place, 

S.W.i.     "  Cellutate,  London" 

Regent  4046. 

The  British  Emailltte  Co.,  Ltd.,  30,  Regent 
Street,  S.W.i.  "  Ridleypren,  Piccy, 
Loudon  "  Gerrard  280. 

Cellon,  Ltd.,  22,  Cork  Street,  London,  W.i. 
"  Ajawb,  Reg,  London."     Gerrard  440. 

Robt.  Ingham  Clark  &  Co.,  Ltd.,  West 
Ham  Abbey,  E.15.  "  Oleotine,  Strat. 
London."  East  955- 

Engines  and  Parts— 

Allen.  W.  H..  &  Co.,  Ltd.,  Bedford.  "Pumo 
Bedford."  Bedford  No  * 

Arrol-Johnston,  Ltd.,  Dumfries.  "  Mocar, 
Dumfries  "  Dumfries  281-282. 

Beardmore  Aero  Eng.,  Ltd  ,  112,  Great  Port- 
land Street,  W.i.  "  Beardmore,  Lon- 
don." Gerrard  238. 

The  Cosmos  Engineering  Co.,  Ltd.,  Fish- 
ponds, Bristol 

Dudbridge  Iron  Works,  Ltd  iSalmson),  87, 
Victoria  Street,  London,  S.W.i.  "Aero- 
flight,  Vic,  London."  Vic  7026. 

Gordon  Watney  &  Co.,  Ltd.,  Weybridge. 
"  Mercedes,  Weybridge." 

Weybridge  550  (7  lines). 

Green  Engine  Co ,  Ltd.,  Twickenham. 

Richmond  1203. 

Gwynnes,  Ltd.,  Hammersmith,  W. 
"  Gwynne,  Hammersmith." 

Hammersmith  1910. 

Napier  &  Son,  D.,  Ltd  ,  14,  New  Burlington 
Street,  London,  W.,  and  at  Acton,  W. 
"  Nitrifier,   London  "         Gerrard  8926. 

Rolls-Royce,  Ltd  ,  14  and  15.  Conduit  Street, 
W.i.     "  Rolhead,  London." 

Gerrard  1654-5-6. 

The  Siddeley-Deasy  Motor  Car  Co.,  Ltd., 
Coventry.  Coventry  0=4.  "Deasy, 
Coventry." 

Sunbeam  Motor  Car  Co.,  Ltd.,  Wolverhamp- 
ton.     "  Moorfield,  Wolverhampton." 

Wolverhampton  985. 

The  Gnome  &  Le  Rhone  Engine  Co.,  Ltd., 
27,  Bu-  kingham  Gate,  S.W.i.  "Eleven- 
fold, London.  Walthamstow  811  (2 
lines). 

Walton  Motors,  Ltd.,  Walton-on-Thames. 
"  Motors,  Walton^on-Thames." 

Waiton-on-Thames  220. 

Electrical  Accessories— 

Belling    &    Co.,    Montague    Road,  Upper 
'  Edmonton,   N.18.      "  Belling,  Edmon- 
ton." Tottenham  1984. 
Brown  Bros.,  Ltd.,  Gt.  Eastern  St.,  E-C.i. 
Gent     &     Co.,     Ltd.,     Faraday  Works, 
Leicester.    "Lodestone,  Leicester." 

National  151  (two  lines) 
Johnson  &  Phillips,  Ltd.,  Chrjrlton,  Lon-' 
d^n,  S.E-7  ->uno,  London." 

Central  2207;  Lon  Jon  Wall  1564. 
The  Rotax  Motor  Accessories  Co.,  Ltd.,  Vic- 
toria Road,  Willesden  Junction,  N.W. 10. 
"  Rodyualite,   'Phone,  London." 

Willesden  2480. 

Electric  Cables— 

E.  Kalker  and  Co.,  Coventry.  "  Kalker, 
Coveutrv  "  Coventry  24X. 

Johnson  &  Phillips,  Ltd.,  Charlton,  London. 
S.E-7-     "  Juno,  London." 

Central  2207; 'London  Wail  1564- 

Electric  Lighting  and  Power— 

Johnson  &  Phillips.  Ltd.,  Charlton,  Lou- 
don, S.E.7.    "  Juno,  London." 

Central  2207;  London  Wall  1564. 

Mann,  Egerton  &  Co.,  Ltd.,  117,  Cleveland 
Street,  London,  W.  "  Installing,  Lus- 
road."  Museum  70  (4  hues). 

Electro    Platers    and  Metal 
Polishers'  Engineers— 

W.  Canning  '&  Co.,  :?3-*37.  Great  Hampton 
Street,  Birmingham.  "  Materials,  Bir- 
mingham." 

Birmingham.  3622  Central  (3  lines) 

Fireproof  Petrol  Tanks— 

The  Aircraft  Improvements  Co.,  Morning- 
ton  Works,  Arlington  Road,  Camden 
Town,  N.W.i. 

Flare  Lights— 

Imperial  Light,  Ltd.,  123,  Victoria  Street, 
London,  S.W.i  "  Edibrac,  'Phone, 
Lor  don  "  -  Victoria  3540  (3  lines). 


Flexible  ShaftS- 
Herbert   Terry    &  Sons, 
"  Springs,  Redditch." 


Ltd.,  Redditch. 
Redditch  61 


September  10,  igig 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplane.) 


999 


buyers'  •  Guide.  J 


Fluxes— 

imperial  Light,  Ltd.,  123,  Victoria  Street, 
London,  S.W.i.  "  Edibrac,  'Phone, 
London."  Victoria  3540  (3  lines). 

The  Auto  Controller  Co.  (Fluxice),  Vienna 
Road,   Bermondsey,  Eng. 

Flying  Boat  Builders — 

Gosport  Aircraft  Co.,  Gosport.  *'  Flight, 
Gosport."  Gosport  217. 

Galvanising— 

Boulton  &  Paul,  Ltd.,  Rose  Lane,  Norwich. 
"Aviation,   Norwich."       Norwich  851. 

Gauges— 

J.  A.  Prestwich  &  Co.,  Northumberland 
Park,  Tottenham,  N.17. 

Gears- 
Moss  Gear  Co.,  Ltd.,  Thomas  Street,  Aston, 
Birmingham.  "  Mosgear,  Birmingham." 

Glue-  East  407' 

Cannon,  B.,  &  Co.,  Ltd  ,  Lincoln.  London 
Office,  110,  Cannon  Street,  EC. 4. 
"  Bececol'in,  Cannon,  London." 

City  1206. 

Improved  Liquid  Glues  Co.,  Ltd.,  Gt.  Her- 
mitage Street,  E.  (Croid.)  "Excroiden, 
'Phone,  London."  Avenue  4611-2. 

Mendine  Co.,  8,  Arthur  Street,  E.C. 

Bank  5873. 

Goggles- 
Triplex  Safety  Glass  Co.,  Ltd..  1,  Albemarle 
Street,  Piccadilly,   W.i.       "  Shatterlys, 
Piccy,  London  '*  Regent  1340 

Heating  and  Ventilating— 

Chas.  P.  Kinnell  and  Co.,  Ltd.,  65  &  65A, 
Southwark  Street,  London,  S.E.I- 
"  Kinnell,  London."    Hop  372  (2  lines). 

The  Thames  Bank  (Blackfriars)  Iron  Co., 
Ltd  ,  Upper  Ground  Street,  London, 
S.Ei.      "Hot  Water.  Friars,  London." 

Hop  763. 

Instruments- 
British    Wright    Co.,  Ltd  ,    13,  Chancery 
Lane,  W.C.2.  Holborn  1308. 

Instruments    (Scientific,  Altimeters, 
etc.) — 

Short  &  Mason,  Ltd.,  Macdonald  Road, 
Walthamstow,  E-i?.  "  Araeroid,  Phone, 
London."  Waltnainstow  180. 

Insurance- 
Aviation  Insurance  Association,  1,  Royal 
Exchange  Avenue,  E  C. 3. 

London  Wall  9944. 
Bray,    Gibb  81    Co  ,    Ltd.,    166,  Piccadilly, 
W.i. 

Captain    A.    Newman    (late     R.A.F.),  20, 

Bucklersbury,  E.C. 4.  City  4S35 

Harold   Townend,    Ltd.,    13-14,  Abchurch 

Lane,    King     William    Street,     E.C. 4. 

"Carinsur,  London." 

Central  156  (2  lines). 
Percy     Wingfie'.d,     22,     Newgate  Street, 

E.C.i.  Cityi  4672. 

Leather  Cloth- 
New  Pegamoid,  Ltd.,  134,  Queen  Victoria 
Street,     London.  "  Pegamoid,  Cent., 
London."  City  9704  (2  lines). 

Lubricating  Oil   Refiners  and 
Merchants— 

W  B.  Dick  &  Co,  Ltd,  90,  Fenchurch 
Street,  ECi  Telegrams,  Dicotto  Fen, 
Loudon.  Avenue  7854  (2  lines.) 

Magneto  Driving  Pieces- 
Herbert    Terry  &   Sons,    Ltd  ,  Redditch. 
"  Springs,  Redditch."  Redditch  61. 

Magnetos— 

The  British  Lighting  8:  Ignition  Co.,  Ltd., 
204,  Tottenham  Court  Road,  W.i. 
"  Vicksmag,  Phone,  London."- 

Museum  430. 

The  British  Thomson -Houston  Co.,  Ltd., 
Lower  Ford  Street,  Coventry.  "  As- 
teroidal,  Coventry."  Coventry  278. 

Metal     Casement  Manufac- 
turers- 
Henry  Hope  &  Sons,  Ltd.,  55,  Lionel  Street, 
Birmingham.     "  Conservatory,  Birming- 
ham." Central  999  (2  lines). 

Metal  Manufacturers- 
Clifford,  Chas  ,  Si  Sons,  Ltd.,  Birmingham. 
"  Clifford,  Birmingham."    Central  42-43. 

Avenue  1432. 


Metals  in  General— 

Samuel  Mercer  &  Co.,  198,  Upper  Thames 
Street,  E  C. 4  "  Reconciled,  Cannon, 
London.  ,    City  6342. 

Metal  Parts  ana  Fittings— 

Accles  &  Pollock,  Lt<>  Oldbury,  Birming- 
ham.   "Accles,  Old)  ury." 

Oldbury  in  (4  lines) 

Arnott  &  Harrison,  Ltd ,  Hythe  Road, 
Willesden  Junction-.    _      Willesden  2207. 

Bayliss,  Jones,  8;  Bayli;«,  Ltd.,  Wolver- 
hampton. (Bolts  and  Nuts.)  "  Bayliss, 
Wolverhampton."    Wolverhampton  1041. 

Blackburn  Aeroplane  8:  Motor  Co.,  Ltd., 
Olympia,  Leeds.      "  Prcoellors,  Leeds." 

Roundhay  345  (3  lines). 

Brown  Bros.,  Ltd.,  Gt.  Eastern  St.,  E.C.i. 

Mann,  Egerton  8;  Co.,  Ltd.,  177,  Cleveland 
Street,  London,  W.i  "  Installing, 
Eusroad,  London."  Museum  70. 

Ruberv  Owen  S.  Co.,  Darlaston,  South 
Staffs. 

Sankey,  Joseph,  &  Sons,  Ltd.,  Wellington, 
Shropshire.  "  Sankey,  Wellington, 
Salop."  Wellington  66. 

The  Selsdon  Aero  8.-  Engineering  Co.,  Ltd., 
1,  Albemarle  Street,  Piccadilly,  W.i. 
"  Selaero,  Phone,  London."  Regent  1181. 

Thompson  Bros.,  Ltd.,  Bradley,  Bilston. 
"  Thompson  Bros.,  Bilston."    Bilston  10. 

Metric  Bolts— 

Cashmore  Bros  ,  Hildreth  Street,  Balham, 
S.W.  Battersea  415. 

Rubery  Owen  81  Co.,  Darlaston,  South 
Staffs. 

Miscellaneous- 
Anderson,    D.,    &    oon,    Ltd.  (Roofs), 
Belfast.    "  Anderson,  Belfast." 

Belfast  4033-4034-4035. 
Brown  Bros.,   Ltd.,   Great   Eastern  Street, 
E.C  1  "  Imbiowned,  Byroad,  London." 

London  Wall  6300. 
Herbert  Frood  Co.,  Ltd.,  Chapel-en-le-Frith. 
"  Frodobrake,  Birmingham." 

Central  793 

MacLennan,  J.,  &  Co.,  30,  Newgate  Street, 
E  C. 1.,  and  at  Glasgow.  Tapes,  Cords, 
and  Threads.  City  3115. 

Motor  Cars  - 

Arrol  Johnston,  Ltd.,  Dumfries.  "  Mocar, 
Dumfries."  Dumfries  281-282. 

Mann,  Egerton  8:  Co.,  Ltd  .-79/381,  Euston 
Road,  London.  N.VV.j  "  Manegeear, 
Eusroad,  London  "  Museum  70. 

Standard  Motor  Car  Co.,  Coventry.  "  Fly- 
wheel, Coventry  - 

Coventry  530   (4  lines). 

Nameplates  and  Labels— 

The  Clegg  Mclftl  Engraving  Co.,  Ltd., 
Worthing.    "Clegg,  Worthing." 

Observation  Panels— 

Triplex  Safety  Glass  Co.,  Ltd.,  1,  Albemarle 
Street,  Piccadilly,  V  4.  "  Shatterlys, 
Pico    I^jndon."  Regent  1340. 

Oils— 

C.  C.  Wakefield  &  Co.,  Ltd,  Wakefield 
House,  Cheapside,  E  C. 2.  "  Cheery, 
Cent,  London  "    Central  11305  8:  13466. 

Parachutes— 

E.  R.  Calthrop's  Aerial  Patents,  Ltd., 
Eldon  Street  House,  Eldon  Street, 
Loudon,  E  C.  "  Savetnalivo,  Ave,  Lon- 
don." London  Wall  3266-3267. 

C.  G.  Spencer  8:  Sons,  Ltd. 
(See  under  "  Balloons  "). 

Piston  Rings— 

The  Standard  Piston  Ring  and  Engineering 
Co.,  Ltd.,  Don  Road,  Sheffield.  "  Ocean, 
Sheffield  "  Sheffield  2149 

Presswork— 

Rubery  Owen  Si  Co.,  Darlaston,  South 
Staffs. 

Terry,  Herbert,  8:  Sons,  Ltd.,  Redditch. 
"  Springs,  Redditch."  Redditch  61. 

Propellers— 

The  Aircraft  Improvements  Co.,  Morning- 
ton  Works,  Arlington  Road,  Camden 
Town,  N  W.i. 

Blackburn  Aeroplane  81  Motor  Co.,  Ltd., 
Olympia,  Leeds      "  Propellors,  Leeds." 

Roundhay  345  (3  lines). 


Propellers  (continued).  = 

Boulton  &  Paul  Ltd.,  Rose  Lane,  Norwich,  — 

"  Aviation,  Norwich."        Norwich  851.  — 

Ebora   Propeller   Co.,    n    &    12.   Surbiton  — 

Park      Terrace,      Kingston-on-Thames  — 

"Ebora,  Kingston."          Kingston  672.  — 

Integral  Propelfer  Co.,  Ltd.,       "  Aviprop,  — 

Hyde,  London."  ~ 

Hendon  9.     Kingsbury  ioj  — 

Lang  Propeller,  Ltd.,  Wey bridge.      "Aero-  = 

sticks,  Wey  bridge. "    Weybridge  520-521.  — 

Oddy,  W.  D.,  &  Co.,  Leeds.    "Airscrews,  — 

Leeds."                               Leeds  20547-8.  — 

Westland  Aircraft,  Yeovil.     "  Aircraft,  Yeo-  — 

yil."                                   Yeovil  129.  — 

Pyrometers—  = 

The    Foster    Instrument    Co.,  Letchworth,  — 

Herts.      "  Foster    Instruments,    Letch-  — 

worth."                           Letchworth  26.  = 

Raw-hide  Hammers—  = 

tra  Stephens,  Whitelands  Leather  Works,  — 

Ashton  under-Lyne.       "  Stephens,    709,  — 

Ashton."                               Ashton  709.  — 

Rigging  for  Aircraft—  = 

Crailock,    Geo.,    &    Co.,    Ltd.,   Wakefield,  = 

England.    "  Cradock,  Wakefield."  — 

Wakefield  466.  ^ 

Rubber  Tubing  &  Accessories—  = 

Hancock,  James  Lyne,  Ltd.,  266,  Goswell  =: 

Road,    London,    E  C  1       "  Masticator,  ~ 

Isling,  London.1'          City  3811  &  3812.  — 

Safety  Belts—  = 

C.   H.  Holmes  8;   Son,  38,  Albert  Street,  = 

Manchester.    "  Semloh.  Manchester."  — 

•  City  4433.  — 

Screw-driving  Machines—  = 

Russell  Bros.  (Redditch),  Ltd.,  Littleworth,  = 

Redditch.    "  inventors,  Redditcn."  .  — 

Redditch  74.  — 

Seaplane  Manufacturers—  = 

Blackburn  Aeroplane  81  Motor  Co.,  Ltd.,  — 

Olympia,  Ljeds.     "  Propellors,  Leeds."  — 

Roundhay  345  (3  lines).  — 

Phcenix  Dynamo  Manufacturing  Co.,  Ltd.,  .  — 

Thornbury,  Bradford.    "  Dynamo,  Brad-  — 

ford."                Bradford  3700   (7  lines).  ~ 

Short      Bros.,      Rochester.      "  Seaplanes,  = 

Rochester."                        Chatham  627.  — 

Supermarine  Aviation  Works,  Ltd.,  South-  — 

atnpton.         "  Supermarm,   Southamp-  — 

ton."                                  Woolston  37.  — 

Searchlights  &  Landing  Lights  = 

Brown  Bros.,  Ltd.,  Great  Eastern  St.,  E.C.i.  = 

Imperial  Light,  Ltd.,  123,  Victoria  Street,  — 

London,  S.W.I.    "  Edibrac,  Phone,  Lou-  — 

don  "               '  3540  Victoria  (3  lines).  — 

Shock  Absorbers—  = 

Luke  Turner  8:  Co.,  Deacon  Street,  Leices-  ^ 

ter  '                                  Leicester  967.  — 

Tubbs,  Lewis  82  Co.,  Ltd.,  29  5;  30,  Noble  = 

Street,  E  C. 2.    "Elastics,  London."  = 

City  22.  — 

Sheet  Metal  Pressings—  = 

Accles  8;  Pollock,  Lfd  ,  Oldbury,  Birming-  — 

ham.    "  Accles,  Oldbury."  = 

Oldbury  in  (4  lines)  = 

Blackburn   Aeroplane   8;   Motor  Co.,  Ltd.,  = 

Olympia,  Leeds.     "  Propellors,  Leeds."  — 

Roundhay  345  (3  lines)  — 

Rubery    Owen   Si    Co.,    Darlaston,    South  — 

Staffs.  = 

Sheet  Metal  Work—  E 

The  Acetylene  Corporation  of  Great  Britain,  ZZ 

Ltd.,      49,      Victoria      Street,      S.W.i.  = 

"  Flamma,  Vic,  London."          Vic  4830  — 

Rubery    Owen    8:   Co.,    Darlaston,    South  = 

The  Selsdon  Aero  &  FIngineering  Co.,  Ltd.,  — - 

1,    Albemarle    Street,    Piccadilly,    W.i.  — 

"  Selaero,  Phone,  London."  ~ 

Regent  1181.  — 

Imperial  Light,  Ltd.,  123,  Victoria  Street,  — 

London,  S.W.I.    "  Edibrac,  Phone,  Lon-  = 

don."                  Victoria  3540  (3  lines).  — 

Solder  Manufacturers—  E 

Samuel  .Mercer  8:  Co.,  19S,  Upper  Thames  — 

Street,  E.C  4.      "  Reconciled,    Cannon,  — 

London."                                 City  6342.  = 


Sparking  Plugs- 


Brown  Bros.,  Ltd.,  Great  Eastern  St.,  E.C.i 
Lodge   Sparking   Plug   Co.,  Ltd.,  Rugby. 

"  Igniter,  Rugby.''  Kugby  235. 

The  Robinhood  Engineering  Works,  Ltd., 

Newlands,      Putney       Vale,      S.W. 15. 

Makers    of    KLG   Plugs.      "  Kaelgee, 

Phone,  London." 

Putney  2132-3. 


INiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiN^ 


Aeronautical  Engineering 


September  io,  191c 


fPIIIIIIIIIIIIIIIIIIIIHI' 


Accumulators— 

Tta^btori.k  Electrical  ^o^Co  -jM 
^dic,"°Vii.lf.'bury  ■'  cviilriil  J'™' 


Clifton 
"Chloi" 
ch<*U 


Acetylene  Welding  Plant- 

.    .1    „  i-«r<ulr,i(ifi-i  of  Great  Cntaiu, 


London  " 
Imperial  Ligbt,  Ltd, 
London,  .S.W.i 
London-"  i 


Vie  4830. 
[23,  Victoria  Street. 
■  J-Mibrac,  'Phone. 
,o  Victoria  (3  lines.. 


Aeroplane  Manufacturers— 

mfqclurins  Co..  Ltd..  Hcndon. 


"Airi 


iship,  Hyde,  London 


htin 


Armstrong,  Sir  W.,  Whitworth  &  Co.,  Ltd., 
Newcastle  -  on  -  Tync.  "Armstrone 
Aviation,  Ne  we  tsUc-on-Tyne." 
ft  '  Gosforth  5<» 

Blackburn  Aeroplane  Motor  Co.,  Ltd., 
Olympia,  Leeds     "  rropellors,  Leeds. 

Roundhay  345  '3  lines). 

Boulton  &  Paul,  Ltd.,  Rose  Lane,  Norwich, 
"Aviation,  Norwich."        Norwich  b5>- 

British  Aerial  Transport  Co.,  Ltd  Head 
Office:  '8,  Conduit  Street,  London, 
W.i.       '     "Batigram   Keg.  London 

May  fair  637,  638. 
Works:  Hythe  Road,  Wille-sdcu  Lou- 
,],„,.    N  \V  10  "Aerl.rnaiis.  Phone, 

London."  Willesdeu,    227a,  2275 

Biltish  &  Colonial  Aeroplane  Co.,  Lta 
(The  Bristol  Co.),  Filton,  Bristol 
"Aviation,  Bristol."  Bristol  3906 

Central  Aircraft  Co  ,  High  Road,  Kilburn, 
N  W-6.  "  Aviduction,  plione,  London." 

Harupstead  4403  and  44-24. 

Dawson,  John,  &  Co.,  Ltd.,  Newcastle-on- 
Tyne.  "  Dependable,  Newcastle-on- 
Tync."  Central  261*4  la  lines). 

Eastbourne  Aviation  Co.,  Ltd.,  Eastbourne. 
■'  Aircraft,  Eastbourne 

Eastbourne  117b. 
Gosiwrt  Awcraft  Co.,  Gosport. 

■'  Plight  Gosport."'  Gosport  217- 

Grab  anje-\Y  hi  ic  Company,  Ltd.,  London 
Aerodrome,  Hcndon.  "Volplane,  Hyde, 
Loudon."  Kingsbury  1:0. 

London  Office,  12.  Regent  Street, 
S.W.I.  Regent  2084. 

Handley  Page,  Ltd.,  110,  Cricklewood  Lane, 
N.W  ;    "  II>dpj;'hi'l,  tlriekle,  Loudon." 

Hanipstead  7420. 


Co., 


1 1  . 


Hooper 

Piccadilly,  London, 
St   James,  London." 


>.W 


Ja 


Co ,  Ltd., 


wich. 


Mann,  Egerton 

"  Motors,  Norwic."  " 

Norwich  i*2  (4  lines). 
Martinsyde,     Ltd,     Brooklonds,     By  fleet, 
"  Martinsyde,  Weybridge." 

Woking  331;  Byfleet  171. 
"  Nieuport "     ft     General     Aircraft  Co., 
Cricklewood,  Loudou,  N.W  2.     "  Nieu- 
scout,  Cricklc,  Loudon." 

Willesden  2455 

Phcenix  Dynamo  Manufacturing  Co.,  Ltd., 
Thornbury,  Bradford.  "Dynamo, 
Bradford."  Bradford  3700  (4  lines). 

Roe,  A.  V.,  (k  Co.,  Ltd.,  Manchester. 
"  Triplan;,  Manchester  " 

City  8530-3531,  Manchester. 

Saunders,  S.  E.,  Ltd,  East  Cowcs,  I.O.W. 
"  Comaitn,  East  Cowes"      Cowes  193- 

Short  Bros,  Rochester,  Easlchurch  and 
Whitehall  House,  S.W.  "Tested,  Phone, 
London."        --  Regeut  378. 

The  Siddeley  Deasy  Motor  Car  Co.,  Ltd., 
Coventry.  Coventry  954  "  Deasy, 
Coventry." 

Sopwith  Aviation  Co.,  Ltd.,  Kingston-on- 
Thames.    "  Sop  with,  Kingston" 

Kingston  1988  (8  lines). 
The  Supermari:ie  Aviation   Works,  Ltd., 
Southampton.     "  Supemiarin." 

Woolston  37  (2  lines). 
Vickers,  Ltd  ,  Imperial  Court,  Basil  Stre-e-t, 
KniBhtsbridgc,     S.W.3.      "  Vickerfyta, 
Knights,  London."       Kensington  6810. 
Waring    &    Gitlow,    Ltd.,  Hammersmith. 

"  Wansen,  Ox,  Loudon."  Museum  5000. 
Westland  Aircraft,  Yeovil     "Aircraft,  Yeo- 
ViL"  Veovil  129. 

White,  J.  Samuel,  &  Co.,  Ltd  ,  East  Cowes 
"  White,  East  Cowes  "  Cowes  3. 


•Phone,  I.ondoji  •'  K™* 
C  G    Sp.iic  r  iin'i  ^on5, 
(See  under  "  Balloons  "I. 

A.u^inium  Castings  (Sand  and  Dle, 

Coan,  K.  isling,  M«*» 

E  ...i       Krai,:.,.™,  cj[y  ^ 


c   r,    soencer  and  Sons,  Ud.,  5<». 

G  -sP^'«r  ,,,  „ALT0Iiaut,  London 
Iran-  Grove,  S.5-  D>^lon  my 

Bent  Timber  Parts— 

Eusqliare, 


Market  Harborough 


Bearings  (Etonia  Cast  Phosphor  Bronze) 
Brown  Bros,,  Ltd  ,  Gt.  Easter 
Yorkshire     Engineering  ' 
w  ortley;  Leeds.    *'  * 


Supplies,  Ltd., 
Leeds.  ' 
Central  3927- 


Blowpipes  (Oxy- Acetylene)— 

Acetylene  Corporation  of  Great  Britain, 
lid  Tlv  10,  Victoria  Street,  UVsimms 
ter  '*5  W  i       flaniuia,  Vic,  London  " 


ipefiai  Light,  Ltd, 
London,  S.W.I. 
London." 


4830 

jl,  Victoria  Street, 
•*  Edibrac,  'Phone, 
Vic  3540  (3  lines). 


Bolts- 

MitL-liell  Wedge  wood  &  Co.,  Campbell 
Works,  ^toke  Newiiiylon,  London, 
N.,6  Dalston  2500  (2  lines). 

Books  (Aero  I.ngines)— 

Dykes'  Auto  Encyclopedia,  Gillam,  149, 
Strand,  W  .2 


Buildings- 

Boulton  ft  PeuL  Ltd  Ro: 


;e  Lane,  Norwich 
Norwich  851 
Darlaston,  South 


Cable    Coverings    and  Cable 
Controls— 

The  Bowden  Brak-  Cos,  Ltd.,  Tyselcy,  Bir- 
minghani  "  towden,  icock's  Green  " 
icock's    .reen  103  &  104 

Bowden  Wire,  Ltd  ,  WUlesden  Junction, 
"  Bowirelim    .iarlcs,  ^ondon." 

Herbert  Terry  A  Son--,  Ltd',  iied.lit-.h 
"Springs,  R.ddit.a."         kedditch  61 

Carburettors- 


of,  Surie  &  .0.,  Lt 
iuc,  London,  E.C3. 
1  London."  Ave: 


Suricodon, 
i  34  and  35' 


Clothing 


"Tetrafre  ■,  1'iccy,  I.on  Ion  "  Gerrard  :u2 
British    Cellulose   Co.,  8,   Waterloo  Plaee, 

SW.i.     "  Cellulate,  London- 

.    •  Regent  doj6 

The  British  Em:.ulHte  Co.,  Ltd  ,  Kccent 

Street,     S.W  i.      "  Ridley iiren,  Piccy, 

London  "  Gerrard  sSa. 

Ccllon,  Ltd.,  22,  Cork  Street,  London,  \V.i_ 

"  Ajawb,  Keg,  London."     Gerrard  4^0 
ROW.    Ingham    Clark    fir    Co  ,    Ltd.,  West 

Ham  Abbey,    lv.15-      "Oleotine,  Strat, 

London."  East  9^ 

Engines  and  Parts— 

Allen.  W.  H  .  S;  Co.,  Ltd  ,  Bedford  "Pumr» 
Bedford."  Bedford  No  » 

Arrol-Johnston,  Ltd.,  Dumfries      "  Mocar, 
Dumfries  "  Dumfries  281-283. 

Beardmore  At;  Eng.,  Ltd^i 


d,  Haymarket,  S.W.i 

Regent  2165. 
Dunhill's     Ltd.,     Euston    Road,  N.W.I. 
■•  Dunseud,  Loudon."         North  3405-6. 

Component  Parts— 

Accles  &  Pollock,  Ltd  .  Oldbury,  Birming- 
ham   "Accles,  Oldbury." 

Oldbury  in  (4  lines). 

Brown  Bros.,  Ltd,  Gt.  Eastern  St.,  E'C.i. 

Central  Aircraft  Co.,  High  Road,  Killmrn, 
N.W, 6.    "Aviduction,    Phone,  London." 

Hampslead  440;  &  4404. 

Thompson  Bros.  'Bilslon),  Ltd.,  Bradley, 
Bilston,  Englu,. .  "  Thomson  Bros., 
Bilstoi  Bilslon  10. 

Cords,  Tapes,  and  Threads- 

MacLennan,  J.,  &  Co.,  30,  Newgate  Street, 
E.Ci.   »And  at  Glasgow        City  3115. 


laiel^ 


At.  w.i 


'  Hi  an  I  tli 


l.on- 

I  238. 
Fish- 


Engin;.*ering  Co.,  Ltd  , 
ponds;  Bristol 
Dudi.rid^ie  Iron  Works,  Ltd  1  Salmsonl,  3;, 
Victoria  Street,  London,  S.W.i  "Aero- 
flight,  Vic,  London."  Vic  ;o:6. 
Gordon  Watney  S:  Co.,  Ltd.,  Weybridge. 
"  Mercedes,  Weybridge." 

Weybridge  550  (7  linesl. 
Green  Engine  Co ,  Ltd.,  Twickenham. 

Richmond  1203, 
Gwyuaes,       Ltd.,       Hammersmith,  W. 
"  G wynne,   11  aumi'.  rsmith." 

Hammersmith  1910. 
Napier  &  Son,  D.,  Ltd  ,  14,  New  Burlington 
Street,  Loudon,  \V.,  and  at  Acton,  W. 
"Nilrifier,    I.on  Ion  "         Gerrard  8^26. 
Rolls-Uoycf,  Ltd,  I.)  and  15.  Conduit  Street, 
W.i-     "  Rolhead,  Loudon." 

Gerrard  1054-5-6 
The  Siddeley-Deasy  Motor  Car  Co  ,  Ltd., 
Coventry.       Coventry  0=4  "Deasy, 
Coventry." 

Sunbeam  Motor  far  Co.,  Ltd.,  Wolverhamp- 
ton       "  MoOl  tield,  Wolverhampton." 

Wolverhampton  9S5. 
The  Gnome  &  Le  Rhone  Engine  Co  ,  Ltd , 
27,  liu-  kinghu 
fold,  Loado'i 
Walton^  Molors,    Ltd.,  Waltou-ou-Thames. 
"  Motors,    W  aHoii-.on-LhaiiK..-/ 

Waiton-on-lhames  220. 

Electrical  Accessories— 

Belling  &  Co.,  Montague  Road,  Upper 
Ba,E|njot.on,  N..S. 

Gent"  f°5ioIlJ'l1ti  HSufcSl;%S». 
Leicester.    "Lodestone,  Leic. 

National  i.r  I 
illips,  Ltd.,  Cbir 


lines) 


5.B.7 


ic  liotax  Motor  i  

tona  Kuad,  sVili..dLii  Jon 
••  Kodynnlite, 


Electric  Cables— 

E.  Kalker  and  Co.,  Coventry 


Johnson  &  rhilliie,  Ltd.. 
S.E7.     "Juno,  l.undo 


Charlton,  London. 
Central  2»7;-£>cdon  Wa"  '5<* 

Electric  Lighting  and  Power-- 

Johnson   S   L'hilliOS.  Ud ,  Charlton,  Loa 
don,  SE.7.    "Juno,  London."  , 

Central  »)1  W*«  ».{'  ^ 

Mann,  Egerton  K  Co  ,  Ltd  .  n,,  c  _ 
Street,  London,  ^^J^f  "  (4  liiiesl, 

Electro    Platers  and 1  j«ftal 
Polisbers'  Engineers^^ 

W.  Cniin.iu;  *  Co.,  -.'J-137,  '  ^.''lenais.  I«> 
Street,  Uirnnnehajn.  Materia. 

™l°  ffiSneham,  li2.  Central  U 


Fireproof  Petrol  Tanks— 

lorovenjeuts  Co. 
Arlmttton  Koai 


Munoi^- 


Flare  Lights— 

Iuilierial  Light,  i.t 
London,  S.Wi 
Lor.don  "  -  VltA 

Flexible  Shafts— 

Herliert    Terry    &  Sons, 
"Spring,  Uedd10.l1" 


a  Redditc" 
■  Reddit-'h  " 


^llllrillllllllllllllllllUIIIIIUIMIIIIIIIIMIIIIIUUIIIIIIIHIIIUIIHIUimilllUIUIIIIIIUnilllMUIIlllllHIIIIIII 


SEPTEMBER  10,  1910 


Aeronautical  Engineering 


t  to  The  aeropune  ) 


999 


buyers'  ■  Guide .  1 


FlUXeS—  victoria  Street, 

'""London,,  S.W., 

T1  I-,;',,I',.r  Controller  Co  (Fluxii.-l.  V.u.na 
1    Road,  Berniondsey,  Eng. 

Fiving  Boat  Builders— 

Nf,c'rort  Aircraft  Co.,  Gosport  "Flight, 
Gosport,"  Gosport  217. 

^^ih"1^' "nil.  Ltd.,  Rose  Lane,  Norwich 
■■  Aviation,   Norwich  "       Norwich  851. 

Cauges- 


^toss  Gear  Co.,  Ltd.,  Thomas  Street,  Aston, 
Birmingham.  "  Mosgear,  Birmingham  " 
East  407. 

Glue- 
Cannon.  B.,  &  Co.,  Ltd,  Lincoln.  London 
Office,     110,     Cannon     Street,  EC.4. 
"  Bceecolin,    Cannon,  London." 


City 


rso6. 


Improved  Liquid  Glues  Co  ,  Ltd.,  Gt.  Ht 
mitase  Street,  E.  (Croid,.)  "Excroidc-n, 
'Phone,  London."  Avenue  4611-2. 

Heiidine  Co.,  8,  Arthur  Street,  E.C. 

Bank  587.; 

Goggles- 
Triplex  Safety  Class  Co.,  Ltd.,  1,  AUiemarle 
Street,  Piccadilly,   W.i.       "  Shattcrlys, 
Piccy,  London  Regent  1340 

Heating  and  Ventilating— 

Chas.  P.  Kinnell  and  Co.,  Ltd.,  65  &  65A, 
South wark  Street,  London,  S.E  i- 
"  Kinnell,  London."    Hop  -,72  (2  lines). 

The  Tha.np.-s  Bank  (Ulackfriars)  Iron  Co., 
Ltd  ,  Upper  C. round  Street,  London, 
S.E.I.     "Hot  Water.  Friars,  Lontlon." 

Instruments- 
British    Wright    Co,,  Ltd,    «3,  Chancery 
Lane,  W.C.2.  Holborn  1308. 

Instruments    (Scientific,  Altimeters, 

etc.) — 

Short  &  Mason,  Ltd,,  Macdonald  Uoad, 
WaUhamstow,  E.17.  "  Atmroid,  Phone. 
Loudon."  walfl 


Insurance- 
Aviation  Insurance  Association,  1,  Koyal 

Exchange  Avenue,  E  C.3. 
n,  London  Wall  5944. 

Way.  Gihb  &    Co,    Ltd.,    166,  Piccadilly, 


Capti 


Nc 


(late  R.A.F.), 


Bucklcrsbury,  E  C  j 
Harold  Townend,   uS.,    I3-I4i  Abc'hii 


E.C.J 


Lane,  Kins"'vmi\ 
'Cannsur,  London.' 
Perev    n-      c  Central  1^6  (2  lines). 

«rc>     Wmgfie!d,     2j,     Newgate  Street, 
.    ei-  Cityi.4673- 

Leather  Cloth— 

ew  Pegamoid,  Ltd.,  134,  Queen  Victoria 

i  nn  1 '  ,I'°u«on-  "  Pegamoid,  Cent., 
.oan0n.  CUy  9?04  (2  Unes) 

iSfatune  ou  Refiners  and 
Merchants- 

ST;ei?)cK  *    Co ,   Ltd  ,  90,  Fenchurcb 

MSe'°.  Oi-iving  Pieces- 

i'"ij>,  Redd, '.eh. ■•         Kcdditeh  01. 

Magnetos- 

^"^ntW"18  &  "e""1""  Co  .  "d,j 

"Viet  u'"'n"1  Cm"t  Road,  w.t 
Vieljimng,  P|10„Ci  r.on(lo„.„ 

The  Bri'i^i,    ti.  Museum  4,to. 

lower,-  u'nK|-»i-n",,sti-,n  Co.,  Ltd., 
roioal,  Covemry."  Coventry  =78. 

ture?s-6ment  Manufac- 

MC  ftrafej. Sonf'  Ud.,  35,  Lionel  Street, 
ham""  "  Conservatory,  Birmins- 

Metal  m  Central  w  13  linest' 

^!rdMcahnufacturers- 

*' Clifford"  WX,^"-!'  Lld-'  Birmingham. 

Birmingham."    Central  4*43. 


Metals  in  Ceneral— 

Samuel  Mercer  &  Co.,  198,  Upper  Thames 
"  Uecoueiled,  Cannon, 
.    City  6341. 


Metal  Parts  ana  Fittings— 

Accles  &  Pollock,  Ltd  Oldbury,  Birming- 
ham.   "  AccLrs,  Old!  ury  " 

:  Oldbury  111  (4  lines) 

Arnott  &  Harrison,  Ltd  ,  Hythe  Road, 
Willc-iden  JuiieLion.  Wiih-deti  2207 

Bayhss,  Jones,  &  Uaylt*,  Ltd  .  Wolver- 
hampton. (Holts  and  Nuts  1  "  Bayliss, 
Wolverhampton."    Wolv-  rhampiou  mj'' 

Blackburn  Aeroplane  &  Motor  Co ,  Ltd., 
Olympia,  Leeds.  "Prt  >  ll,,rs.  Leeds  " 
Roundhay  u  lint-ei 

Brown  Bros.,  Ltd.,  Gt  Eastern  St.,  E  C  1 

Mann,  Ecerton  &  Co.,  Ltd,  177,  Cleveland 
Street,  London,  W.i  "  Installing, 
Eusroad,  London."      •       Museum  70 

Rubery  Owen  S,  Co.,  Darlaston,  south 
Staffs. 

Saukcy,  Joseph,  &  Sons,  Ltd.,  Wellington, 
Shropshire.  '•  Sankey,  Welliii'ji-.n, 
Salop."  Wellington  06. 

The  SeLsdon  Aero  S.-  Engineering  Co.,  Ltd., 
1,  Albemarle  Street,  Piccadilly,  W.i. 
"Seliero,  l'honv,  :.ondo:i  "  Regent  1181. 

Thompson  Tiros.,  Ud.,  Bradley,  Bilslon. 
"Thompson  Bros,  Bilston."    Bilston  to. 

Metric  Bolts— 

Cashmore  Bros ,  Hildrcth  Street,  Balham, 
S.W.  Battersea  ^r, 

Rubery   Owen    &    Co.,    Darlnstou,  South 


Miscellaneous- 
Anderson,    D.,    &    oon,    Ltd.  (Roofs), 

Belfast.    "  Anderson,  Belfast." 

Belfast  4053-4034-4015 
Brown   Bros.,   Ltd.,  Great    Eastern  Street, 
E.C.i  "  Imbrown^d,  P-H'road,  London  " 
London  Wall  6300. 
Herbert  Frood  Co..  Ltd.,  Chapel-eu-le-Frith. 
"  Frodobrake,  Birmingham." 

Central  795 

Macl-eunan,  J.,  &  to.,  ?o,  Newgate  street, 
E  C. i.,  and  at  Glasgow.    Tapes,  Cords, 

city  3115. 


nd  Threads. 


Motor  Cars- 

Arrol  Johnston,  Ltd.,  Dumfries.  "  Mocar, 
DuTjfries."  Dumfries  281-282. 

Mann,  Egerton  &  Co.,  Ltd  39/381,  Euston 
Road,  London.  N.W  j  "  Manegecar, 
Eusroad,  London  "  Museum  70. 

Standard  Motor  Car  Co.,  Coventry.  "  Fly- 
wheel, Coveuiry 

Coventry  530  (4  lines). 

Nameplates  and  Labels— 

The  CI  egg  Meftl  Engraving  Co.,  Ltd., 
Worthing.    "Clcgg,  Worthing." 

Observation  Panels— 

Triplex  Safely  Glass  Co.,  Ltd-,  i.  Albemarle 
Street,  Piccadilly,  \.  1.  "Shattcrlys, 
PlCCJ    1/jiidon."  Regent  1340. 

Oils— 

C.  C.  Wakefield  &  Co.,  Ltd,  Wakefield 
House,  CheapsiJe,  E  C. 2.  "  Clleery, 
Cent,  London"    Central  11305  &  13466. 

Parachutes— 

E.  R.  Callhrop's  Aerial  Patents,  Ltd., 
Eldon  Street  House,  Eldon  Street, 
Loudon,  E  C.  "  Savemalivo,  Ave,  Lou- 
don." Loudon  Wall  3160-3367. 

C.  G.  Spencer  &  Sons,  Ltd. 
(See  und^r  "  Balloons  "). 

Piston  Rings- 

The  Standard  Piston  Ring  and  Engineering 
Co  Ltd  ,  Don  Ku.id,  Shetlield  "  Ocean, 
Sheffield  "  Sheffield  2149 


Presswork— 


Co.,    Darlaston,  South 


Propellers— 

The  Aircraft  Improvements  Co.,  Morning- 
ton  Works,  Arlington  Road,  Camden 
Town,  N  W.i. 

Blackburn  Aeroplane  &  Motor  Co.,  Ltd., 
Olympia,  Leeds  "  Propellors,  Leeds  " 
Roundhay  34s  (3  linesl. 


IIIIIIIIIIIIIIIIIIIIIIIIIIH 


Propellers  (continued). 

Boulton  &  Paul  Ltd.,  Rose  Lane,  Norwich, 
"  Aviation,  Norwich."        Norwich  851. 

Ebora  Propeller  Co.,  11  &  12.  Surbiton 
Park  Terrace.  Kingston -on-T  ha  mcs 
"  Ebora,  Kiugston."  Kingston  672. 

Integral  Propeller  Co.,  Ltd.,  "  Aviprop, 
Hyde,  London." 

Hcndon  9.     Kingsbury  ioi 

Lang  Propeller,  Ltd.,  Weybridge.  "  Acro- 
s ticks,  Wtybridse."    Weybridge  520-S21. 

Oddy,  W.  D.,  &  Co.,  Leeds.  "Airscrews, 
Leeds."  Leeds  20547-S. 

Westland  Aircraft,  Veovil.  "  Aircraft,  Yeo- 
vil "  \eovil  120. 

Pyrometers— 

The  Foster  Instruucut  Co.,  Letchworth, 
Herts.  "  Foster  Instruments,  Letch- 
worth." Letchworth  26. 

Rawhide  Hammers— 

ira  Stephens,  \\  hit  elands  Leather  Works, 
Ash  ton  under-Lyne.  "  Stephens,  709, 
Ashtou."  Ashton  709. 

Rigging  for  Aircraft— 

Cradock,  Geo.,  &  Co.,  Ltd.,  Wakefield, 
England.    "  Cradock,  Wakefield." 

Wakefield  466 

Rubber  Tubing  &  Accessories- 
Hancock,  Janie:;  Lync,  Ud.,  GoswcjU 
Road,   London,   E-C  1       "  Masticator, 
Isling,  London.  '         City  3811  &  381a, 

Safety  Belts— 

C.   II.  Holmes  &  Son.  38,  Albert  Street, 
Manchester,    "  Semloh,  Manchester." 
.  '  City  443a. 

Screw-driving  Machines— 

Russell  Bros.  (Redditch),  Ltd.,  I.ittleworth, 
Redditch.    "  inventors,  Redditch." 

Redditch  74. 

Seaplane  Manufacturers— 

Blackburn  Aerojilaie  B:  Motor  Co.,  Ltd., 
Olympia,  Ljeds.    "  Propellors,  Leeds." 

Roundhay  345  (3  linesl. 

Phcenix  I'vnaiuo  Mau.ifaet uring  Co.,  Ltd., 
Thornbury,  Bradford.  "  Dynamo,  Brad- 
ford" Bradford  3700   (7  lines). 

Short  Bros.,  Roche-ster.  "  Seaplanes, 
Rochester."  Chatham  627. 

Supermariue  Aviation  Works,  Ltd.,  South- 
ampton. "  Supcrmarin,  Southamp- 
ton." Woolston  37. 

Searchlights  &  Landing  Lights 

Brown  Bros  ,  Ltd.,  Great  Eastern  St.,  E.C.I. 

Imperial  Light,  Lid.,  1:3,  Victoria  Street, 
London,  S.W  1.  "  Edibrac,  Phone,  Lou- 
don "  '  £540  Victoria  (3  lines). 

Shock  Absorbers- 
Luke  Turner  81  Co.,  Deacon  Street,  Leices- 
ter '  Leicester  967. 
Tubbs,  Lewis  &  Co.,  Ltd.,  29  &  30,  Noble 
Street,  EC. 2    "Elastics,  Loudon." 

City  22. 

Sheet  Metal  Pressings— 

Accles  &  Pollock,  Ltd,  Oldbury,  Birming- 
ham.   "  Accles,  Oldbary." 

Oldbury  m  (4  lines) 
Blackburn  Aeroplane   it   Motor  Co.,  Ltd., 
Olympia,  Leeds.     "  Propellors,  Leeds." 

Roundhay  \^  (3  lines) 
Rubery    Owen   &   Co.,    Darlaston,  South 
Stan's. 

Sheet  Metal  Work— 

-    The  Acetylene  Corporation  of  Great  Britain, 

Ltd.,      49,      Victoria      Street,  S.W.i. 

"  Flamma,  Vic,  London  "  Vic  4830 
Rubery  Owen  S:  Co,  Darlaston,  South 
The  Sels  Ion  Aero  ,\:  Engineering  Co.,  Ltd., 

r,    Albemarle   Street,    Piccadilly,  W.i. 

fSelacro,  Phone,  London." 

Regent  11B1 

Imperial  Light,  Ltd.,  123,  Victoria  Street, 
London,  S.W  1.  "  Edibrac,  Phone,  Lon- 
don." Victoria  3540  (3  lines). 

Solder  Manufacturers— 

Samuel  Mercer  &  Co.,  198,  Upper  Thames 
Street,  E.C.4.  "  Reconciled,  Cannon, 
London."  City  6342. 

Sparking  Plugs- 
Brown  Bros.,  Ltd.,  Great  Eastern  St.,  E.C.i 
Lodge  Sparking  Plug  Co.,  Ltd.,  Rugby. 

"  Igniter,  Rugby."  Kugby  235. 

The  Robinliood   Engineering  Works,  Ltd., 

Newlauds,       Putney       Vale,       S.W  15. 

Makers    of    KI,G   Plugs.     "  Kaelgee, 

Phone,  London." 

Putney  2132-3. 


1000    (supplement  to  the  aeropune  )  Aeronautical  Engineering 


September  io,  19 19 


The   Aeroplane 99   Buyers'   Guide.— continued. 


Springs- 
Dart  Spring  Co.,  West  Bromwich.    "  Dart, 
West  Bromwich."    West  Bromwich  322. 
lerry,  Herbert,   k   Sons,  Ltd.,  Redditch. 
"  Springs,  Redditch." 

Redditch  61  (3  lines). 

Steel- 
Allen,    Edgar,    S.     Co.,    Ltd.,  Sheffield. 

"  Allen,  Sheffield."  Sheffield  4607. 

Brown  Bros  ,  Ltd.,  Great  Eastern  St.,  E.C.i. 
Firth,  Thos.,  &   Sous,  Sheffield  "Firth, 
Sheffield."  Sheffield  3230  to  3237. 

Jonas  &  Colver,  Ltd.,  Continental  Steel 
Works,   Sheffield.     "Jonas,  Sheffield." 

Sheffield  4660 

Nicklin,    Bernard,    &    Co.,  Birmingham. 
"  Bernico,  Birmingham." 
'  Smith  tvick,  224. 

Spear  &  Jackson,  Ltd.,  .Etna  Works,  Shef- 
field.    "  Spear,  Sheffield." 

Central  4522-3-4. 

Steel  Tjbes  for  Aeroplanes— 

Acclcs  i.  Pollock,  Ltd  ,  Oldbury,  Birming- 
ham.   '■  Accles,  Oldbjry." 

Oldbury  m  (4  lines) 

Tapes  and  Smallwares— 

MaeLeunan,  John,  &  Co.,  30,  Newgate 
Street,  E.C.i.   And  at  Glasgow. 

City  3115. 

Timber— 

Hoptoii  &  Sons,  George  Street,  Euston 
Square,  London,  N.W.i.  "  Hoptons, 
Eusquare,  London  Museum  496. 

Also  at  Market  Harborough,  Leicester- 
shire.   ."Hoptons,  Market  Harborough." 

Market  Harborough  13. 


Time  Discipline  Apparatus- 
Gent     &     Co.,    Ltd.,    Faraday  Works, 
Leicester.    "Lodestone,  Leicester." 

National  151  (two  lines) 


TOOlS- 
Richard  Mather  &  Son, 
Works,  Sheffield 


Shoreham  Street 
Sheffield  4349.. 


Turnbuckles— 

Brown  Bros.,  Ltd.,  Great  Eastern  St.,  E.C.i. 
Rubery   Owen    &    Co.,    Darlaston,  South 
Staffs. 


Tyres  and  Wheels— 

The     Palmer    Tyre,     Ltd.,  Shaftesbury 
Avenue.    "  Tyricord,  Westcent." 

Gerrard  1214  (5  lines). 


Undercarriages- 
Thompson  Bros.  iBilston),   Ltd.,  Bradley, 
Bilston,   England.     "  Thompson  Bros., 
Bilston."  Bilston  10. 


Varnishes— 

The  British  Emaillite  Co.,  Ltd.,  30,  Regent 
Street,  S.W.i.  "  Ridleypren,  Piccy, 
London."  Gerrard  280. 

Thomas  Parsons  &  Sons,  315  &  317,  Oxford 
Street,  London,  W.i.  "Varjap,  Phone, 
London."  Mayfair  6347  (3  lines). 

Robt.  Ingham,  Clark  &  Co.,  Ltd.,  West 
Ham  Abbey,  E .15.  "  Oleotine,  Strat 
Loudon."  East  955 

Harland,  W.,  &  Son,  Merton,  London 
S.W.19.    "  Harland,  Wimbledon  45  " 

■Wimbledon  45  and  1395 

Naylor  Bros.,  Ltd.,  Southall,  Middlesex 
"  Naylor,  Southall."  Southall 


WaSherS- 
Terry,  Herbert,   &  Rons,  Ltd ,  Redditch. 
"  Springs,  Redditch."  Redditch  61. 


Welding  and  Cutting  Plant— 

Acetylene  Corporation  of  Great  Britain, 
Ltd.,  The,  49,  Victoria  Street,  West- 
minster, S.W  1.  "  Flamma,  Vic, 
London  "  Vic  4830.1 

Imperial  Light,  Ltd ,  123,  Victoria  Street, 
London,  S.W  l  "  Edibrac,  Phone, 
London."  Victoria  3540  (3  lines). 


Welding  Repairs— 

Imperial  Light,  Ltd  ,  123,  Victoria  Street, 
London,  S.W.i.  "  Edibrac,"  Phone, 
London."  Victoria  3540  (3  lines). 


Wind  Shields- 

Auster,  Ltd.,  153,  Loug  Acre,  W.C.  '*  Win- 
flector,  London  "    -  Regent  5910 

Triplex  Safety  Glass  Co.,  Ltd.,  1,  Albemarle 
Street,  Piccadilly,  W.i.  "  Shatterlys, 
Piccy,  London."  Regent  1340. 

Wire  GaUZe- 
Greening,  N.,  &  Sons,  Ltd  ,  16,  Finsbury 
Street,     London,     E  C.2       "  Setscrew, 
Fiiisquare,  London."   London  Wall  1082. 


Wire  and  Cables— 

Bruntons,  Musselburgh,  Scotland.     "  Wire- 
mill,  Musselburg;-.."      Musselburgh  28. 

Cradock,    Geo.,    &    Co.,    Ltd.,  Wakefield, 
England.    "  Cradock,  Wakefield." 

Wakefield  466  (3  lines). 

Wi  rework- 
Terry,  Herbert,  &  Sons,  Ltd ,  Redditch. 


"Springs,  Redditch" 


Redditch  61. 


Woodworking  Machinery— 

Sagar,  J,  &  Co,  Ltd,  Halifax  "Saw- 
tooth," Halifax."  Halifax  136.. 

Wadkin  &  Co.,  Leicester.  **  Woodworker, 
Leicester."  Leicester  3614. 


ALUMINIUM 


We  undertake  full  responsibilityfor  the  accu- 
racy and  quality  of  our  castings  from  the  time 
our  Pattern  Shops  receive  the  drawings  until  you 
receive  the  castings.  We  have  our  own  Labora- 
tory and  Physical  Testing  Plant.  All  alloys  are 
made  under  the  control  of  a  Head  Chemist. 
Analyses  and  tests  are  taken  daily,  thus  ensuring 
regularity  and  uniformity  in  our  castings. 

We  have  the  latest  equipment  in  Moulding 
Machines  for  any  size  casting,  and  can  quote 
very  favourably  for  repetition  work.  We  invite 
your  enquiries. 

CAST  IRON 

Motor  Cylinders,  Water  and  Air  Cooled. 

ft 

WM.  MILLS  LTD 

Aluminium  and  Iron  Founders, 
Atlas  Works,  Grove  Street, 

BIRMINGHAM. 


rniiiiiiiiiiiiiiiimiiim 

KINDLY   MENTION    "  THE    AEROPLANE  "   WHEN  CORRESPONDING    WITH  ADVERTISERS. 


September  io,  19 19 


Aeronautical  Engineering 

(Supplement  to  The  Aeroplane.) 


WESTLAND 


The  Westland  "LIMOUSINE" 

with  the  "  Rolls-Royce  "  engine.  This  is  not  a  converted  war 
machine,  but  has  been  designed  and  built  for  high-class  public 
passenger  service  or  for  the  convenience  of  the  private  owner. 

It  combines  the  speed  of  an  aeroplane  with  the  comfort  of 
a  Limousine. 

For  full  particulars  and  arrangements  as  to  trial  flights  apply 
to  our  London  Representative  Lieut.  -  Colonel  C.  H. 
MEARES,  HOTEL  REGINA,  17,  SOUTHWELL 
GARDENS,  LONDON,  S.W.7. 


WESTLAND   AIRCRAFT  WORKS 

fBranch  of  Petters  Limited) 

YEOVIL. 

Telephone:  ^7^™AI_  Telegrams 

,4,  and  .42  YEOVIL.  Wr^L  AIRCRAFT,  YEOVIL. 


KINDLY   MENTION    "  THE    AEROPLANE  "    WHEN   CORRESPONDING    WITH  ADVERTISERS. 


1002 


(Supplement  lo  The  Aeroplane 


,  Aeronautical  Engineering 


September  io,  1919 


Steel  tubing  for 

every  purpose 


VyE  can  supply  from  stock  weldless  steel  tubing  in  a  very 
wide  assortment  of  sizes  and  gauges,  steel  tubing 
made  in  the  largest  weldless  tube  mill  in  the  world — tubing 
than  which  there  can  be  none  better  bought  to-day.  As 
steel  tube  manufacturers,  as  tube  manipulators,  and  steel 
pressworkers,  we  have  a  world-wide  reputation  for  all-round 
excellence. 

All  the  N.S.  airship  car  framework  was  built  by  us.  Our 
long  and  unique  experience  is  at  your  service.  We  solicit 
your  enquiries  in  regard  to  any  problem  of  tubular  or  press- 
work'  construction. 


Have  you  yet  had  our  list  of  "Apollo"  tubular  box  spanners? 

We  make  a  complete  and  most  useful  range,  and  will  gladly 
send  illustrated  and  descriptive  list  on  application. 

ACCLES   &   POLLOCK,  LTD., 


Oldbury,  Birmingham. 


Telegrams;  "Accles,  Oldbury. 


Code  A. B.C.  5th  Edn.  and  Marconi 


Telephone:  Oldbuc   m  (4  nes) 


THE 


Policies  Issued  by  Underwriting-  Members  of  Lloyd's  the  Eagle,  Star 
and  British  Dominions  Insurance  Co.,  Ltd.,  and  the  Excess 
Insurance  Co.,  Ltd,,   for   whom   the  Association  acts  as  Agents 


POLICIES 


Cover  all  classes  of 
Aviation  Risks. 


Accidental  Damage  under  all  circumstances  to 
Aircraft  of  all  descriptions,  including  Fire,  Burglary, 
and  Theft     (Profit  Sharing  Policies). 


Covering  Policies  of  various 
requirements  of  Carriers  by  Air. 


kinds  to  meet  the 


MINIMUM 
RATES. 


Accidental  Damage  to  Cargo. 

Personal  Accident  to  male  Pilots  of  Aircraft, 

to  Crew  and  Passengers. 

Third  Party  Risks  of  all  descriptions. 

Accidental  Damage  from  Aircraft. 

MAXIMUM 
SECURITY. 


1,     ROYAL      EXCHANGE      AVENUE,      LONDON,  E.C.S. 

Telephone  :    LONDON  WALL  9944. 


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September  io,  1919 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplane.) 


1003 


TELEPHONES 
ROLFB  ST.  :   289  SMETHW1CK. 
DARTMOUTH  RD  :  213 


TELEGRAMS 
"  RAFWORK  "  SMETHWICK. 


THE 


MIDLAND  MOTOR  CYLINDER  C9 1™ 

ETNA  WORKS  DARTMOUTH  R?. 

ROLTE  STREET  FOUNDRY 

SMETHWIGKBIRMINGHAM 

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1004 


(Supplement  to  The  Aeroplane.) 


Aeronautical  Engineering 


September  io,  19 19 


Telephone 

WILLESDEN  2214. 


THE 


CONTRACTORS  TO 
H.M.  GOVERNMENT. 


BRITISH  ANZANI  ENGINE  & 


SOLE   BUILDING   AND   SELLING  RIGHTS 

  FOR   


THE   BRITISH   EMPIRE   AND  DEPENDENCIES. 

MANUFACTURERS  OF  ANZANI  AIR  ENGINES  OF  ALL  TYPES 

MAGNETOS. 

MOTOR  CYCLE,  CYCLE  CAR,  LIGHT  CAR,  AND  MOTOR  BOAT  ENGINES. 

THE    ANZANI     ENGINE    HAS    THE    BIGGEST  RECORD  FOR 
SCHOOL  AND  CROSS-COUNTRY  FLYING. 

It  Is  the  most  reliable,  cheapest,  economical  and  simplest  in  the  World 
And  was  THE  FIRST  TO  FLY  THE  CHANNEL. 

Works  &  Registered  Offices:  SCR  U  BBS  LANE,  WILLESDEN  N.W.10. 

First  across  the  Atlantic 


The  NC4 

was  fitted  with 


Carburetters 

convincing,  proof  of 

reliability 

e  efficiency 


Serd  for  Bcoklet 

ZENITH  CARBURETTER  COMPANY,  LIMITED 
40-42,  Newman  Street,  Oxford  Street,  London,  W.l. 

Telephone:  Regent  48 i2  ■  4813 

KINDIvY   MENTION    "  THE    AEROPLANE  "    WHEN  CORRESPONDING    WITH  ADVERTISERS. 


September  io,  1919 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplane.: 


IC05 


THE 

SUPERMARINE 
CHANNEL  TYPE 


FOUR  SEATER 
FLYING  BOAT 


illustrated  above  has  been  designed  and  constructed  by  THE  S.A.W.,  Ltd.,  Southampton,  and  passed  for  sea 
and  air  worthiness  by  the  British  Air  Ministry.  We  have  standardised  this  machine,  which  is  fitted  with 
folding  wings,  160  H.P.  Beardmore  engine,  and  the  latest  and  most  up-to-date  improvements  in  marine  aircraft. 
We  are  using  this  model  for  our  FLYING  BOAT  Passenger  Service  on  the  South  Coast.  Demonstration 
flights  will  be  given  by  arrangement.  Enquiries  are  invited  for  these  machines,  which  we  have  ready  complete 
for  shipment  to  any  part  of  the  world.  We  are  prepared  to  act  as  consultants  to  give  advice  as  the  result  of  our 
experience  on  the  establishing  of  a  Flying  Boat  Passenger  Service.  A  FLYING  BOAT  Passenger  Service  is 
the  best  paying  proposition  to-day  in  Civil  Aviation. 


LONDON 
OFFICE 


DON1NGTON  HOUSE, 
NORFOLK  STREET, 
STRAND  W.CA 


TELEPHONE 
CENTRAL  7770. 


CABLE 
CODES 


WESTERN  UNION 
ABC  c*  EDN. 

MARCONI  INTERNATIONAL. 


TELEPHONE      37  WOOLSTON  2  linet. 
TELEGRAMS   )  "SVPERMARIN," 
and  CABLES      j  SOUTHAMPTON. 


OO 


t  SUPERMARINE  AVIATION  AvbRKS,  U 


iTEEL 


AND 

FOR   ALL  PURPOSES. 

W.  WESSON  &  CO.,  LTD., 

Iron  &  Steel  Manufacturers, 

MOXLEY,  nr.  WEDNESBURY. 


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1006        (Supplement  to  The  Aeroplane.)     AerOIiaUtiCal     Engineering  SEPTEMBER  10,  1919 


The  Original  NON-POISONOUS. 

Titanine  Dope 

is  strongly  recommended  for 

PRIVATE  and  COMMERCIAL 

AEROPLANES. 


Absolutely  unequalled  for  Durability. 


There  is  no  CONTROL  on  Dope  for  the 
above  types  of  machines. 

Titanine  is  the  most  economical  and  offers  the 
greatest  resistance  to  flame. 


Complete  Doping 

PROMPT  WW^  c  u 

PfcMA.nl  '  Schemes 

DELIVERIES.         WK8       I    u  a  r„  ^ 

submitted  on  application. 


TITANINE  LIMITED, 

175«  PICCADILLY,  Telegrams; 

Gerrard2312.  LONDON,   W.l.  Te,^»do„PiOCy• 


KINDEY   MENTION    "  THE    AEROPLANE  "   WHEN   CORRESPONDING    WITH  ADVERTISERS. 


September  io,  1919 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplane.) 


I007 


THE  NIEUPORT  ENTRIES. 

Two  Nieuports  have  beeu  entered  for  the  competition. 

Both  machines  are  identical,  except  in  regard  to  the  floats. 
One  machine  is  fitted  with  two  short  double  stepped  floats, 
fitted  with  "ears"  at  the  bows,  of  exactly  the  same  general 
type  as  the  floats  fitted  to  the  pre-war  Nieuport  sea  mono- 
planes, together  with  a  tail  float. 

The  second  machine  is  fitted  with  long  single  step  floats  of 
-streamlined  elevation,- and -with  no  tail  float.  The  two  float 
arrangements  are  indicated  on  the  attached  Generai  Arrange- 
ment drawing. 

"  In  so  far  as  the  machines  themselves  are  concerned  they  are 
generally  of  the  Nieuport  29  type  upon  which  Lieut.  Casale 
has  put  up  both  speed  and  height  records  recently  in  France, 
'ihey  are  single  bay  biplanes,  of  equal  top  and  bottom  chord, 
slightly  staggered  forward  and  with  a  flat  lower  plane  and  a 
dihedral  on  the  upper  wing.  The- fuselage  is  of  rounded  sec- 
tion throughout,  with  the  Hispano-Suiza  engine  entirely  en- 
closed within  the  fuselage  except  for  the  valve  gear  casings 
which  protrude  on  either  side. 

The  radiators  are  of  a  form  not  hitherto  familiar  in  this 
country.  They  are  of  more  or  less  cylindrical  or  rather  an- 
nular form,  and  the  radiators  are  fitted  to  each  machine  be- 
low and  entirely  outside  the  fuselage.  It  is  understood  that 
this  type  of  radiator  is\giving  excellent  results  ill  France — 
paiticularly  on  high-speed  machines. 

At  the  rear  end  of  the  fuselage  fixed  fins,  both  above  and 
below  the  body,  and  a  fixed  tail  plane  are  carried  followed  by 
a  balanced  rudder  and  balanced  elevators? 

The  tail  float  of  the  machine  fitted  therewith  is  of  stream- 
line form  and  of  circular  section,  tnd  is  carried  on  a  com- 
pletely faired-in  structure — whether  of  struts  or  in  the  form 
of  a  plank  strut  is  not  certainly  known — which  forms  in  effect 
an  extension  of  the  lower  fin. 

Altogether  the  two  Nieuports  have  a  very  clean  lock,  and 
as  the  land  machines  of  similar  general  type  are  credited  with 
an  achieved  speed  of  265  km.p.h.  (164  m.p  h  )  theie  is  little 
doubt  that  the  speed  of  the  seaplanes  will  not  fall  much  be- 
low 150  m.p.h. 


Specification. 


Span   

Total  surface 


....S  metres 
sq.  metres. 


Length  (overall)   .'  7  m.  30 

Engine   Hispano-Suiza — 300  h.p. 

Estimated  speed   250  km.p.h.  (155  m.p.h.) 

The  above  information  is  due  to  the  Royal  Aero  Club.  Ac- 
cording to  a  well-informed  correspondent  the  Nieuport  Co. 
have  three  machines,  only  one  of  which  answers  to  the  speci- 
fication given,  the  other  two  having  27  and  30  sq.  metres  of 
surface,  the  third  machine  being  held  in  reserve. 

THE  SPAD. 

The  machine,  built  by  the  S.P.A.D.  for  the  race,  is  said 
to  be  a  modified  Spad-Herbemont  type  20  machine,  with  a 
considerably-reduced  surface.  No  illustrations  of  the  machine 
are  to  hand  at  the  time  of  writing,  but  the  specification  at- 
tached is  believed  to  be  accurate,  and  gives  the  main  dimen- 
sions. 

The  original  type  20  Spad-Herbemont  machine  which  has 
been  illustrated  in  these  pages,  was  a  small  single-seater 
biplane,  with  equal  top  and  bottom  wings,  and  with  little  or 
no  stagger,  and  a  single  interplme  strut  on  each  side — this 
strut  being  very  deep  in  section  fore  and  aft,  and  extended 
in  this  dimension  at  each  end  to  carry  both  front  and  rear 
spar  on  each  plane,  and  it  may  be  presumed  that  the  seaplane 
will  retain  these  characteristics. 

This  machine  is  fitted  with  twin  streamline  floats  of  mono- 
coque  construction,  which  have  no  steps,  but  are  fitted  with 
rectangular  metal  hydrovanes  to  act  as  planeing  surfaces. 

It  is  stated  that  a  reserve  Spad  is  to  be  held  in  readiness, 
and  that  Lieut.  De  Romanet  is  to  act  as  reserve  pilot — Lieut. 
Sadi-Lecointe  being  the  firm's  "first  string." 

Specification. 

Span   3  m.  690 

Total  wing  surface   26  sq.  metres 

Length  overall   S  m.  100 

Engine   Hispano-Suiza — 300  h.p. 

Weight  (empty)   850  kg. 

Load  (pilot)  85  kg. 

Load  (fuel)   165  kg. 

Weight  (full  load)   1,100  kg. 


NIEUPORT 

RACING  SEAPLANE. 


ioo8 


(Supplement  to  The  Aeroplanes 


Aeronautical  Engineering 


September  io,  1919 


AN   ORIGINAL   ITALIAN  ROTARY. 


Side  View  of  the  Perfetti  Dolara  300  h.p.  rotary  engine. 

The  Perfetti-Dolara  rotary  9-cyl.  300-450  h.p.  air-cooled  engine, 
exhibited  at  the  Taliedo  Show,  has  been  found  unexpectedly 
efficient,  so  Siguor  Dolara  tells  me.  So  satisfactory  have  the 
novel  and  original  features  of  the  patent  proved,  that  with 
slight  changes  in  the  valve  distribution,  and  a  second  mag- 
neto, 450  h.p.,  will  be  obtainable  from  the  same  sized  engine 
at  practically  the  same  weight. 

The  outstanding  novelty  of  the  design  is  its  connecting  rods 
and  the  transmission  of  their  push  in  the  motor  itself.  Big  ends 
and  crankshaft,  in  the  ordinary  sense  of  the  expression,  do  not 
exist  !    Also,  the  whole  engine  is  a  lathe  job. 

A  great  part  of  the  gain  in  efficiency  is  supposed  to  be  due  to 
the  absence  of  all  side-thrust  by  the  pistons  against  the  cylinder 
walls,  the  piston-rods  being  always  at  right  angles  to  the  gud- 
geon-pins with  a  barely  perceptible  sideways  movement  in  the 
ball-socket  joints  where  the  big  ends  ought  to  be. 

Without  removing  the  engine  from  its  bed  the  whole  thing 
can  be  dismounted  and  the  pistons  taken  out  for  inspection  with 
the  greatest  ease. 

On  the  new  model  450  h.p.  a  patent  method  of  fixing  the 
motor  to  its  bed  is  provided,  as  is  also  a  direct-driven  pro- 
peller bearing.  In  the  engine  illustrated  there  is  the k  toothed 
ring  attached  to  the  cylinder  "holding-down  flanges"  (so  to  call 
them)  for  the  geared-down  shaft-driven  airscrew  or  screws. 

The  following  data  show  the  extraordinary  ratio  of  weight  to 
power,  etc.  : — Bore  130,  stroke  176,  cylinder  sweep  out  21  litres, 
1,500  revs,  per  min.,  300  to  450  h.p  ,  weight  280  kilos,  or  300' 
with  two  magnetos.  The  engine  looks  about  the  size  of  a  90- 
Gnome,  and  is  a  wonderful  mixture  of  standard  practice  with 
startling  originality.  It  would  appear  to  combine  th<  advantages 
of  a  rotary  with  the  non-troubling  nature  and  accessibility  of  a 
car  type. 

Presumably,  the  engine  with  airscrew  bearing  is  for  a  propeller- 
driven  'bus,  as  the  cylinder  heads  should  face  the  air-blast  one 
imagines,  though  the  absence  of  side- thrust  in  the  cylinders  will 
cause  them  to  run  cooler  than  might  be  thought. 

The  inventors  will  be  glad,  after  three  years  of  testing,  to  find  a 
firm  willing  to  build  the  engine  in  series,  which  should  come  out 
singularly  economical,  being  so  largely  a  lathe  job.  The  balanc- 
ing is  said  to  be  Ai. — t.  s.  11. 


View  showing  Valve  Gear  and  Magnetos  of  the  Perfetti= 
Dolara  Engine. 

THE   BIRMINGHAM  FAIR. 

A  British  Industries  Fair  is  being  held  at  Birmingham  from 
Feb.  23rd  to  March  5th,  1920.  The  Fair  will  be  arranged  on  the 
Leipzig  model  with  exhibits  in  every  available  building.  Exhibi- 
tors sending  in  their  applications  at  the  last  minute  may  be  un-  - 
able  to  be  grouped  in  proximity  with  other  firms  in  the  same 
trade.  Thev  are,  therefore,  requested  to  send  in  their  applications 
to  the  Chamber  of  Commerce,  Birmingham,  as  early  as  possible. 
The  grouping  is  already  mapped  out,  and  allotment  is  steadily 
proceeding. 

This  Fair  is  run  in  conjunction  with  similar  exhibitions  to 
be  held  concurrently  in  London  and  Glasgow,  but  Birming- 
ham alone  has  a  section  for  aeronautical  accessories. 

AN   IMPROVED   FORM   OF   PETROL  COCK. 

The  Aviation  Department  of  Messrs.  Vickers,  Ltd.,  have 
designed  and  brought  out  a  new  form  of  petrol  cock  which 
is  made  so  as  to  eliminate  any  form  of  leakage.  As  can  be 
seen  from  the  sketch  a  small  helical  spring,  by  exerting 
uniform  pressure  in  the  plug  and  a  packing  ring  which  is 
free  to  slide  on  the  gland  tend  to  make  the  plug  work 
smoothly,  and  do  away  with  the  necessity  of  grease,  which, 
through  the  action  of  petrol,  is  dissolved,  thereby  causing  the 
tap  to  seize  and  score,  with  the  result  that  leakage  follows  as  a 
matter  of  course.  The  Vickers  cock,  which  has  been  tested 
officially,  can  be  supplied  in  sizes  suitable  for  pipes  ranging 
from  §-in.  to  i-in.  lore,  with  any  type  of  connection,  and 
can  also  be  made  for  special  purposes  with  three  or  more 
branches. 

A    REDUCTION    OF  STAFF. 

Between  500  and  600  employees  at  Messrs  Armstrong, 
Whitworth  and  Company's  Aircraft  Works  at  Barlow,  Selby 
(Yorks),  were  paid  off  on  Aug.  29th  owing  to  the  cancellation 
of  airship  contracts.  According  to  the  "  Daily  Mail  "  of 
Aug.  30th,  airship  gondolas  fitted  with  engines  have  been 
sent  to  Bedford. 


View  showing  the  skewed  disc  which  takes  the  place  of  a 
crank  and  the  toothed  ring  for  the  drive  in  the  Perfetti  DoIara 
Engine. 


September  io,  1919  Aeronautical  Engineering  (Supplement  to  THK  AEROPUNE.,  1009 


READY  IMMEDIATELY. 

Special  Missions  of  the  Air. 

By  JACQUES  MORTANE. 

A  novelty  among  War  Books. 

During  the  war  mention  of  Special  Missions  was  forbidden. 

To  tell  anything  about  them  would  convey  valuable  and  even  vital  information  to  the  enemy. 
What  was  a  special  mission  ? 

An  "ingenious  but  most  perilous  sport,"  says  Jacques  Mortane. 

It  consisted  in  the  landing  by  aeroplane  ot  spies  behind  the  enemy  lines. 

The  adventures  were  of  the  most  thrilling  description,  and  the  heroes  of  them  went  unrecognised 
by  the  man  in  the  street. 

Extract  from  Chapter  I. 

"The  .'ace'  of  the  special  mission  was  generally  a  man  celebrated  in  other  branches  of  aviation,  but 
these  men  were  not  always  recognised  according  to  their  deserts  during  the  war.  They  were  only  known 
to  the  commanders,  and  sometimes — in  the  case  of  popular  heroes — they  were  traduced  by  the  crowd, 
which  grew  indignant  at  hearing  nothing  of  its  peacetime  idols." 

In  the  thirteen  Chapters  of  this  book  the  author,  writing  from  authentic  records,  describes 
this  phase  of  secret  service  and  shows  how  the  enemy  was  outwitted  and  outplayed,  albeit 
often  at  heavy  cost  in  precious  lives. 

Order  of  your  bookseller  or  direct  from  the  publishers, 

THE  AEROPLANE  &  GENERAL  PUBLISHING  CO  ,  Ltd.,  61,  Carey  Street,  W.C  2. 


Price  3/=  net,  3/3  post  free. 


SECOND  EDITION. 


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The  Revelations  of  Roy  (wtfArirs) 

"Hearken  unto  the  revelations  of  Roy,  and  profit  thou  by  his  experiences."— "The  Revelations  of  Roy,  XXI.  2. 
Extract  from  Chap.  II. 

1.  And  when  he  was  come  unto  Farn,  Roy  was  compassed  about  by  a  great  multitude. 

2.  And  he  beheld  winged  chariots  of  divers  designs ;  thus  there  were  the  Scout,  and  the  Dolphin,  and  the 
Martinsyde,  and  the  Camel,  even  that  which  produceth  the  hump. 

Extract  from  Chap.  XX  1  (and  last). 

17.  And  in  all  thy  ways  consider  this,  that  there  be  two  things  greater  than  any  other  in  forming  the  character 
of  him  that  flies ;  and  the  one  is  Energy  and  the  other,  it  is  Enthusiasm. 

19.  And  take  thou  a  pride  in  being  an  aviator ;  for  hath  not  the  great  Hender  said,  These  young  men  are 
the  salt  of  the  Earth. 

20.  Go  thy  way  in  courage  and  good  cheer  ;  and  greet  the  Great  Adventure  with  a  song. 


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Price  covers  postage.    Strike  out  those  not  wanted. 


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1010    (Supplement  to  the  aeroplane.)  Aeronautical  Engineering 


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Aeronautical  Engineering  fSu 


pplement  to  The  Aeroplane.; 


IOI I 


MODERN    BRITISH  AEROPLANES. 

XII. — The  Phoenix  Dynamo  Co.,  Ltd. 


Threequarter  Stern  View  of  the  Phoenix=Cork  Flyingboat. 


The  Phoenix  Dynamo  Co.,  of  Bradford,  were,  before  the 
.  war,  amongst  the  best-known  of  the  British  electrical  manu- 
facturing firms. 

With  ihe  advent  of  war  their  activities  were  diverted  in 
some  part  to  the  manufacture  of  aircraft,  in  which  thev  were 
eminently  successful,  under  the  direction  cf  Mr.  B.  P)'bus. 

After  the  production  of  very  successful  versions  of  other 
designers'  products,  the  firm  secured  the  services  of  Mr. 
W  O.  Manning  (then  Lieut.-Comdr.,  R.N.V.R.),  and  have 
devoted  themselves  to  the  design  of  large  boat  seaplanes. 

The  firm  has  recently  amalgamated  with  Dick,  Kerr  and 
Co,,  Ltd.,  and  has  become  the  aviation  branch  of  the  English 
Electrical  Co.,  Ltd. 

THE  PH(ENIX=CORK   FLYING  BOAT. 

This,  so  far,  fhe  only  product  of  the  firm's  own  design, 
which  it  is  permissible  to  describe,  is  a  large  twin-engine 
boat  designed  for  sea  patrol  and  anti-submarine  work. 

In  general  lay-out  it  resembles  most  of  the  successful 
machines  of  the  boat  type  designed  for  this  purpose,  but  it  is 
notable  for  the  extremely  clean  design  of  hull,  which  is  cir- 
cular or  oval  section  streamline,  boat-built,  and  mahogany 
planked,  and  for  the  gunners'  nacelles,  which  have 
been  fitted  to  the  upper  wings. 

These  features  are  plainly   visible  in   the  attached 
illustrations. 

Specification. 

Type  of  machine    Twin-engined 

Flying  Boat. 

Name  or  type  No.  of  machine  ..  "'Phoenix  Cork"  P.  5. 

Purpose  for  which  intended    Submarine  Patrol. 

Span    85  ft.  6.  in 

Gap,  maximum    10  ft.  6  in. 

Gap,  minimum    n  ft. 

Overall  length    49  ft.  2  in. 

Maximum  height    21  ft.  2  in. 

Chord   9  ft. 


Total  surface  of  wings    I.j00  sq.  ft. 

Span  of  tail    25  ft. 

Total  area  of  tail   200  sq.  ft. 

Area  of  elevators    58  sq.  ft. 

Area  of  rudder    42  sq.  ft. 

Area  of  fin    3 ;  sq.  ft. 

Area   of  each   aileron   and  total 

area   42.75  each  ;  85.5. 

Maximum  cross  section  of  body  27.73  scl- 

Horizontal  area  of  body    202.5   sq.  ft. 

Vertical  area  of  body    20S  sq.  ft. 

Engine  type  and  h.p   "Eagle"     Rolls-Royce;  two 

360  h.p. 

Airscrew,  diam.,  pitch  and  revs.  10  dia.,  10  pitch,  1,080  r.p.m 

Weight  of   machine  empty    _  7,000  lbs. 

Load  per  sq.  ft   S.85  lbs. 

Weight  per  h.p   1C1. 1  lbs. 

Tank  capacity  in  hours    8  at  full  speed. 

Tank  capacity    in    gallons    360  gallons. 


Side  View 
of  the 

twinengined 
"  Phcenix= 
Cork  " 
Flying= 
boat 
showing 
the  clean 
hull  lines 
and  the 
top  wing 
nacelles 
for 

gunners. 


1012 


(Supplement  lo  Ihe  AekuflanE.) 


Aeronautical  Engineering 


September  io,  1919 


Performance — 

Sp-ied  low  down    106  m.p.h. 

Speed  at  10.000  feet    94  m.p.h. 

Landing  speed    52  m.p.h. 

Climb- 
To  s.ooo  feet    10  minutes. 


To  10,000  feet    30  minutes. 

Disposable  load  apart  from  fuel    2.000  lbs. 
Total  weight  of  machine  loaded     11,600  ibs. 

Armament :  5  Lewis  guns  and  4 — 230  lbs.  or  2 — 520  lbs.  bombs. 
Crew,  5 — Pilot,  observer,  wireless  operator,  engineer,  and  gunner. 


PATENTS  INDEX 

The  subjoined  list  ot  recent  inventions  has  been  specially  com- 
piled by  The  Aeroplane  from  the  current  Official  Patents  Records. 

Patents  Applications. 
Alsopp,  J.  C.    Clinometer  for  aircraft.    No.  17485.    July  12th. 
Bradley,  P.  R.    Fireproofing  for  aircraft.    No.  17078.    July  8th. 
Calthrop's  Aerial  Patents,  Ltd.,  E.  R.    Retaining  and  releasing 

devices  for  ropes,  cordage,  etc.    No.  17095.    July  8th. 
Cartwright,  P.  R.    Cross  level  indicator  for  aircraft.    No.  17362. 

July  10th. 

Dean,  F.  M.  Combined  speedometers  and  mileage-recorders  for 
aircraft.    No.  16978.    July  7th. 

Dean,  F.  M.  Apparatus  for  measuring  and  recording  speed  of 
aircraft.    No.  16979.    Ju'v  7tn- 

Dean,  F.  M.  Apparatus  for  measuring  and  recording  angle  of 
fliglht  of  aircraft.    No.  16980.    July  7th. 

Gray,  H.    Flying-machines.    No.  1699S.    July  7th. 

Greenwood,  C.  V.    Aircraft  envelopes,  etc.    No.  17298.    July  10. 

Marshall,  R.    Control  of  aircraft.    No.  17212.    July  9th. 

Martin,  J.  V.    Aeroplanes.    No.  17004.    July  7th. 

Matthews,  C.  G.    Clinometer  for  aviation.    No.  17047.  July  8th. 

Molesworth,  J.  D.  M.  Device  for  mooring  and  launching  air- 
ships.   No.  17457.    July  nth. 

North,  J.  D.  Means  for  discharging  liquid-fuel  containing  ves- 
sels carried  on  aircraft.    No.  17406.    July  nth. 

Orlandi,  A.    Aeroplanes.    No.  17350.    July  10th. 

Robinson,  C.  D.    Airships,  etc.    No.  17180.    Jul  r  9th. 

Sharp,  A.  Structures  and  appliances  for  housing,  etc.,  aircraft 
and  apparatus  for  measuring  wind-pressure  on  buildings. 
No.  17020.    July  8th. 

Smith,  N.  M.  C.  Tents  or  hangars  for  aircraft,  etc.^  No.  16951. 
July  7th. 

Tattersall,  W.  Struts,  etc.,  of  aircraft.  No.  17266.  July  10th. 
Wagner,  R.   V.  J.   H.    Apparatus  to    enable  people  to  descend 

from  aircraft,  etc    No.  17030.    July  8th. 
Wright,  S.  W.    Safety  device  for  aircraft,    No.  16070.  July  7th. 
Balch,  E.  G.    Aeroplane  signals.    No.  17905.    July  17th. 
Bloxham,  S.  G.    Manipulation  of  airships  from  their  -sheds.  No. 

17854.    July  17th 
Carlin,  W.  Y.     Indicating-device    for    aeroplanes.      No.  17626. 

July  14th. 

Carpenter,  T.    Wind  screens  for  motor  vehicles  and  aircraft.  No. 

17612.    July  14th. 
Eales,  W.  H.    Combined    airship   and   aeroplane.      No.    1 7." ,  . 

July  14th. 

Eraser,  W.  Leveller  or  indicator  for  aircraft.  No.  17571.  July 
14th. 

Holloway,  W.  F.    Clinometer  for  aircraft.  No.  17602.    July  14th. 
Howe,  J.  A.    Clinometer  for  aircraft.    No.  ^7657.    July  15th. 
Jamieson,  E.  A.    Cable  attachments  for  balloons,  etc.    No.  17670. 
July  15th. 

Kruse,  J.  S.    Flying-suit  for  women.    No.  17639.    July  16th. 
Leitner,  H.    Variable  pitch  airscrews.    No.  17879.    July  17th. 
Mooney,  D.  J.    Metal  attachment  for  aircraft.,  No.  17058.  July 
15th. 

Murphy,  J.  J.    Clinometer  for  aircraft.    No.  17053.    July  17th. 
Shaw,  W.  R.  D.    Airbrakes  for  aircraft.    No.  17958.    July  18th. 
Westaway,  J.    Propellers  of  aeroplanes,    etc.     No.    17723.  July 

IN- 
COMPLETE Specifications  Accepted,  Prints  of  which  can  be 

obtained  on  and  after  July  31ST,  1919. 
128971.    Sept.    5th,    1917.    Woosnam,    A.    Landing-chassis  for 

airplanes. 

128979.  Sept.  8th,  1917.  Aeronautical  Instrument  Co.,  and 
Brewer,  G.  Balloons. 

128980.  Sept.  8th,  1917.  Vickers,  Ltd.,  and  Savage,  H.  A.  Air- 
craft gun  mountings. 

128989.  July  14th,  1916.    Caproni,  G.    Chaser  aeroplane. 

128990.  Sept.  12th,  1917.  Brunton,  J.  D.  Method  of  and  means 
for  forming  joints  in  streamline  and  like  wires  for  use  in  air- 
craft. 

1. 28993.  Sept.  13th,  1917.  Warren,  A.  O.,  Prior,  W.,  and  Prior, 
E.  G.  Manufacture  of  fuselage,  wings,  struts,  and  the  like 
of  aircraft. 

128994.  Sept.  15th,  1917.  Phillips,  H.  W.  Spars  for  aerial 
machines. 

128997.  Sept.  17th,  1917.  Blackburn  Aeroplane  and  Motor  Co., 
and  Copley,  J.  W.  Attachment  devices  for  constructional 
connections  particularly  applicable  to  aircraft. 


128998.  Sept.  17th,  1 917.  Blackburn  Aeroplane  and  Motor  Co., 
and  Copley,  J.  W.  Attachment  devices  for  constructional 
connections  particularly  applicable  to  aircraft. 

128999.  Sept.  17th,  1917.  Blackburn  Aeroplane  and  Motor  Co., 
boom,  H.,  and  Copley,  J.  W.  Operating  mechanism  for  the 
rudders  of  aeioplane  flying-machines  tnd  other  aircraft. 

129000.  Sept.  17th,  1917.  Blackburn  Aeroplane  and  Motor  Co., 
and  Simpson,  F.  C.  Couplings  or  connections  for  the  tension 
wires  of  aeroplane  flying-machines  and  other  aircraft. 

129007.  Sept.  18th,  1917.  Daimler  Co.,  and  Berriman,  A.  E. 
Cylinders  for  internal-combustion  engines  and  the  like,  par- 
ticularly applicable  to  engines  used  on  aircraft. 

129017.  Sept.  21st,  1917.  Brewer,  G.  Releasing  mechanism  for 
parachute  ctticl  otTier  apparatus  'carried  on  aircraft. 

129021.  Sept.  25th,  1917.  Macfie,  R.  F.  Apparatus  for  indicat- 
ing land  speed  and  angle  of  drift  on  aircraft,  and  also  acting 
as  a  bomb  sight  thereon. 

129023.  Sept.  26th,  1917.  Brown,  E.  E.,  and  Mooney,  D.  J. 
Construction  of  metal  frames  for  aircraft. 

129029.  Sept.  28th,  1917.  Siddeley-Deasy  Motor  Car  Co.,  and 
Green,  F.  M.    Landing-chassis  of  aeroplanes  and  the  like. 

129034.  Oct.  1st,  1917.  Roe,  A.  V.  Clamping  devices  for  the 
ties  of  cross-braced  structures. 

129052.    April  16th,  1918.    Minvalla,  P. 


18.    Killen.  E.  B. 


E.  J.  Parachutes. 
Landing  carriages  or 


129071.    June  4th,  191 
frames  for  aircraft. 
129119.    July  5th,  1918.    Mateyka,  F.  J.    Parachute  for  use  with 
aircraft. 

129128.  July  i2tfli,  1918.  Blackburn  Aeroplane  and  Motor  Co., 
and  Booth,  H.  Regulating  the  cooling  of  internal  combustion 
engines  or,  aircraft,  and  particularly  cn  aeroplane  flying- 
machines. 

129142.  July  19th,  1918.  Cairns,  A.  Means  for  propelling 
aerial  machines. 

129147.  July  26th,  1918.  ,Agar,  M.  F.,  and  Saril,  L.  Warren 
girders.  ' 

129149.  Aug.  2nd,  1918.  Navarro,  J.  G.  Steering  and  braking 
mechanism  for  aircraft. 

129161.  Aug.  27th,  1918.  Boulton  and  Pau1,  and  North,  J.  D. 
Loading  and  discharging  devices  for  aircraft. 

129164.  Sept.  3rd,  1918.  Norrington,  J.  R.  Buckle  for  air- 
man's safety  belts. 

179184.  Oct.  17th,  1918.  McNary,  J.  E.  Protective  armour  for 
aviation  pilots  and  other  operators. 

129234.  March  nth,  1919.  Mooney,  D.  J.,  .  nd  Brown,  E.  E. 
Metal  spars  or  longerons  and  the  like  for  aviation. 


THE  DEATH  OF  MR.  J.  R.  NISBET. 

The  death  occurred  suddenly  from  heart  failure  on  Sunday, 
August  17th,  of  Mr.  James  R.  Nisbet,  who  had  been  a  managing 
director  from  the  beginning  of  the  business  of  Bowden  Wire,  Ltd., 
and  its  associated  companies  in  France,  Germany  and  elsewhere. 

Mr.  Nisbet  was  intimately  concerned  in  the  formation  of  the 
original  Bowden  Wire  Syndicate,  Ltd.,  to  acquire  the  patents  in 
the  method  of  power  transmission  by  means  of  a  flexible  wire  in- 
vented by  the  late  Mr.  E.  M.  Bowden,  and  had  taken  a  very  close 
and  personal  interest  in  its  developments.  For  some  years  past 
he  had  been  the  sole  managing  director  of  the  parent  concern  and 
he  took  a  very  deep  interest  in  all  the  details  of  the  business,  both 
manufacturing  and  commercial,  and  devoting  himself  untiringly 
and  unceasingly  to  its  success.  Early  this  year,  although  far  from 
well,  he  paid  a  visit  to  the  United  States  in  its  interests. 

Mr.  Nisbet,  Who  was  in  his  fiity-eighth  year,  was  also  head  of 
Hay,  Nisbet  and  Co.,  Ltd.,  printers  and  publishers,  of  Glasgow- 
London.  In  addition  he  devoted  a  large  amount  of  his  time  to  the 
legislative  side  of  the  sport'and  pastime  of  automobilisn:. 

He  was  one  of  the  earliest  members  of  the  Royal  Automobile 
Club  and  of  the  Scottish  Automobile  Club  and  served  on  the  com- 
mittee of  both.  He  was  a  vice-president  and  chairman  of  the 
Auto  Cycle  Union.  He  was  also  a  vice-president  of  the  Cycle 
and  Motor  Cycle  Manufacturers'  and  Traders'  Union  and  took  an 
active  part  in  its  councils. 

AEROPLANES  FOR  SALE. 

The  Aircraft  Disposal  Department  is  inviting  inquiries  for 
all  types  of  aeroplanes  and  engines.  They  have  a  limited 
number  of  D.H.6  machines,  fitted  with  90-h.p.  R.A.F.  and 
80-h.p.  Renault  engines,  for  sale. 


I 


September  io,  19 19 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplane.) 


1013 


RENE  TAMPIER 

CONSTRUCTING  ENGINEER, 

INVENTOR  AND  PATENTEE 

CONTRACTOR   TO    H.M.    AND    ALLIED  GOVERNMENTS 
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BLOC1UBE  CONNECTIONS. 


BLOCKTUBE  CONTROLS. 

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INTERMEDIATE  BRACKETS. 

Straight  or  Bell  Crank. 


BLOC  TUBE  CARBURETTOR  WORKS, 

DANE  vl  ERE    STREET,    PUTNEY,   LONDON,  S.W.15. 


Telephone- PUTNEY  242. 


Telegrams— "TUB!. OCARB,  PUT,  LONDON; 


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Go&bolds. 


ioi4 


(Supplement  to  The  Aeroplane.) 


Aeronautical  Engineering 


September  io,  1919 


COMPLETE  SETS  FOR 

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Contractors  to  H.M.  Air  Ministry. 


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(Supplement  to  The  Aeroplane.) 


IOI5 


AEROPLANES  AIRSHIPS, 
AERO- ENGINES  // 


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;ci6 


(Supplement  to  The  Aeroplane.: 


Aeronautical  Engineering 


September  io,  19 19 


ml  )m 

B 
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Steels    that  Fly. 

Thousands  of  miles  were  flown  during  the 
war  by  aeroplanes  with  engines  in  which 
the  Edgar  Allen  Special  Alloy  Steels  figured. 
By  scientifically  studj-ing  the  result  of  heat- 
treatment  on  these  steels,  speed  with  safety 
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deemed  impossible.    For  full  particulars  of 


hi 


Steels  for  Aircraft  and 
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See  Catalogue  D.  This  gives  instructions 
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Write  for  Catalogue  D.  \ 

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jobs  yourself.  You  can  mend  all  kindsof  metal- 
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FLUXITE  LTD.  316,  Bevington  St.,  Bermondsey,  Eng. 

KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN   CORRESPONDING    WITH  ADVERTISERS. 


September  io,  19 19 


The  Aeroplane 


1017 


COMMERCE   AND  ECONOMY. 


By  "  MIDWAY 
Ihe  editorial  opinion  of  The  Aeroplane  as  regards 
the  economy  stunt  when  applied  to  airships  has  already 
been  expressed.  Consequently,  though  I  am  privi- 
leged to  differ  with  the  editorial  view  as  much  'as  I 
like,  I  find  in  this  case  that  the  greater  part  of  what 
I  had  intended  to  write  has  been  anticipated. 

Up  to  the  present  the  only  industry  that  really 
appears  to  .have  been  effectively  nationalised  is  the 
"  stunt "  industry.  The  Government  is  in  effect  the 
board  of  directors  of  a  stunt  factory,  with  Mr.  Lloyd 
George  as  the  managing  director  and  principal  inventor 
or  adaptor.  From  the  very  beginning  of  the  War  we 
have  been  systematically  doped  with  one  stunt  after 
another.  Starting  with  "business  as  usual,"  we  passed 
through  the  period  of  "push  and  go"  to  inquire  what 
"  daddy  did  in  the  Great  War,"  and  so  on,  until  at  the 
present  moment,  with  the  able  assistance  of  certain 
sections  of  the  daily  Press,  we  have  reached  the  Economy 
stunt.  This,  having  been  freely  advertised  in  advance, 
has  now  been  taken  up  by  the  government  factory, 
which  anticipates  a  heavy  demand.  The  only  trouble  is 
that,  in  the  hurry  of  the  moment,  the  board  of  directors 
has  completely  lost  sight  of  the  real  meaning  and  virtue 
of  the  word  and  quality  of  which  it  is  talking  so  glibly. 


So-called  Economy. 

Before  the  war  we  had  plenty  of  samples  of  economy, 
so  called.  For  the  time  being  we  refused  to  spend  money 
on  the  development  of  aeroplanes  or  airships.  The 
result  was  a  subsequent  expenditure  under  each  heading 
vastly  greater  and  vastly  less  efficient  than  it  need  have 
been.  Only  a  few  days  ago  Mr.  Lloyd  George  made  it 
clear  that  he  did  not  consider  that  all  wars  were  over 
for  good  and  all.  This  was  when  he  was  discussing 
tests  of  what  constitutes  a  key  industry.  Let  us  take 
his  four  tests  and  consider  whether  the  Airship  Manu- 
facturing Industry  does  or  does  not  conform  to  them. 

Test  No.  1.  Whether  the  industry  was  revealed  to  be 
essential  for  war  or  the  maintenance  of  the  country  dur- 
ing war. 

Comment  on  this  point  would  be  altogether  super- 
fluous. 

Test  No.  2.  -  Whether  during  the  War  it  was  discovered 
that  the  industry  had  been  so  neglected  that  there  was 
an  inadequate  supply  of  goods  produced  in  the  industry 
for  the  purpose  of  equipping  ourselves  for  the  essential 
task  of  war. 

Test  No.  3.  Whether  it  was  found  necessary  for  the 
Government  to  take  special  steps  to  promote  and  foster 
that  industry  during  the  War. 

Test  No.  4.  Whether,  if  that  special  Government  sup- 
port were  withdrawn,  the  industry  could  maintain  itself 
at  the  level  of  production  which  War  has  shown  to  be 
essential  to  the  national  life. 

A  Self-Evident  Truth. 
I  had  intended  to  comment  on  these  four  tests  one  by 
one,  but  when  it  comes  to  the  point  I  find  myself  up 
against  the  difficulty  that  one  cannot  very  well  set  out 
to  prove  a  self-evident  truth.  The  Airship  Industry  is, 
then,  a  key  industry,  though  it  has  not  been  catalogued 
as  such  by  the  Board  of  Trade.  It  seems  obvious  that, 
unless  we  deny  the  possibility  of  any  future  wars,  it  is 


an  industry  that  must  be  maintained.  Despite  this  fact, 
the  directors  of  the  economy  stunt  have  closed  it  down 
totally  and  entirely. 

Let  us  now  admit  the  inadmissible,  and  work  on  the 
assumption  "  that  war  will  be  no  more."  In  that  case, 
is  the  Airship  Industry  entirely  superfluous  ?  It  is 
obvious  enough  to  any  thinking  man  that  this  is  not  so. 
There  are  plenty  of  jobs  that  cannot  be  performed  with 
any  degree  of  efficiency  by  any  older  method  of  transport, 
and  can  only  be  performed  with  very  poor  efficiency  by 
the  aeroplane.  Wherever  we  have  no  prepared  land 
route  and  no  direct  and  suitable  means  of  communication 
by  water,  the  airship  is  the  obvious  pioneer  to  develop 
the  beginnings  of  true  commercial  communication. 

To  stop  airship  construction  at  the  present  moment  is 
economy  on  a  par  with  what  would  be  realised  if  we  were 
to  stop  railway  services  and  give  up  maintaining  the 
roads,  harbours,  and  docks.  The  advocates  of  economy 
seem  entirely  to  have  forgotten  that  economy,  in  the 
common  sense  of  the  term,  is  not  an  end  in  itself,  but 
merely  a  means  to  an  end.  Its  purpose  is  the  creation 
of  wealth.  Just  as  there  are  more  ways  of  killing  a  cat 
than  by  choking  it  with  butter,  so  there  are  more  ways 
of  making  money  than  by  merely  refraining  from  spend- 
ing it.  The  gentleman  who  hid  his  talent  in  the  ground 
was  not  regarded  as  the  commercial,  or  even  the  moral, 
equal  of  the  man  who  used  his  talent  and  turned  one  into 
ten,  no  doubt  taking  a  certain  risk  of  loss  in  the  process. 

An  Apoplectic  Fit  of  Economy. 

We  are  the  possessors  of  an  Empire  of  incalculable 
value.  Its  potential  value  is  many  hundreds  of  times  greater 
than  its  present  value.  It  is  awaiting  development.  De- 
velopment is  impossible  without  expenditure,  and  hangs 
mainly  on  the  provision  of  means  of  communication. 
Yet  the  Government,  for  the  sake  of  a  stunt,  proposes 
to  shut  down  all  progress  in  respect  of  one  of  the  most 
promising  means  of  communication  imaginable. 

The  Airship  Industry,  in  its  infant  stage,  if  not  actu- 
ally nationalised,  is  completely  under  national  control. 
The  treatment  it  is  receiving  indicates  the  kind  of  risk 
we  run  if  other  means  of  communication  become 
nationalised.  At  any  moment  any  Government  may  be 
seized  with  a  sort  of  apoplectic  fit  of  economy.  Every 
section  of  transport  which  does  not  look  like  paying 
within  the  next  six  months  will  then  be  ruthlessly  shut 
dcwn.  The  transport  facilities  that  remain  will  be  over- 
burdened, but  will  show  an  apparent  profit,  for  which 
the  Government  will  take  much  credit.  Meanwhile  the 
commercial  communitys  and  through  it  the  entire  nation, 
will  suffer  losses  thousands  of  times  greater  than  the 
apparent  profit  secured  by  retrenchment. 

Were  we  to  adopt  the  permanent  policy  of  regarding 
it  as  economical  to  refuse  to  incur  any  expenditure  on 
communication  that  cannot  be  productive  of  immediate 
profit,  we  should  never  build  a  new  railway  or  a  new 
road  in  any  part  of  the  Empire.  I  have  not  a  vestige 
of  doubt  but  that  there  are  many  projects  for  railway 
and  road  building  now  on  foot,  such  that  a  considerable 
loss  in  working  for  a  period  of  years  is  accepted  as  in- 
evitable. The  capital  cost  of  a  railway  is  very  high.  The 
expenditure  can  only  be  justified  by  looking  well  ahead, 


ioi8 


The  Aeroplane 


September  io,  1919 


to  the  time  when  the  railway  will  have  developed  sufficient 
traffic  to  make  it  pay.  Meanwhile,  interest  must  be 
paid  upon  capital.  In  very  many  cases  an  appreciably 
smaller  loss  would  be  incurred  if,  instead  of  building  a 
railway  at  once,  we  ran  commercial  airship  services  for 
the  first  three  years  to  develop  the  traffic  up  to  such  a 
point  that  the  cost  of  constructing  a  road  or  railway 
would  be  immediately  justifiable.  The  alternative  in 
every  such  case  is  not  between  making  a  loss  on  airships 
and  making  no  loss  upon  some  other  system,  but  be- 
tween making  a  loss  on  airships  and  a  bigger  loss  on 
tha  other  system.  In  that  case  true  economy  would  con- 
sist in  increasing  the  manufacture  of  airships  and  work- 
ing upon  their  design  and  construction  to  make  them 
truly  commercial  vehicles.  The  thing  can  be  done,  and 
somebody  will  undoubtedly  do  it.  Unless  the  present 
Government's  policy  in  this  connection  is  promptly  re- 
versed, some  other  country  will  get  not  merely  the  kudos 
but  the  sound  commercial  advantage  of  becoming  the 
world's  great  producer  of  airships.  Their  production 
will  give  profitable  employment  to  a  large  amount  of 
skilled  labour.  It  will  cause  money  to  flow  into  the  , 
producing  country. 

Appreciation  of  Depreciation. 

At  the  moment  the  whole  policy  of  the  British  Govern- 
ment appears  to  be  in  favour  of  an  outward  rather  than 
an  inward  flow  of  money.  Imports  are  unrestricted  and 
free,  and  the  Prime  Minister  has  the  supreme  impudence 
to  tell  the  British  manufacturer  that  the  depreciation 
of  our  currency  is  as  good  as  a  substantial  import  duty. 

A    ROOF  AERODROME 

By  Captain  M.  G.  Kiddy  (late  R.A.F.),  Assistant  Secretary, 
The    Society  of  Architects. 

Mr.  A,  W.  Gattie,  chairman  of  the  New  Transport  Com- 
pany, has  proposed  a  Central  Cleaiing  House  for  London 
goods  traffic,  having  a  root-aerodrome  for  the  landing  and 
takiug-off  of  aeroplanes  carrying  mails  and  merchandise. 

This  sounds  very  alluring,  but  I  for  one  should  not  care  to 
be  one  of  the  pilots  employed.  I  do  not  quarrel  with  Mr. 
Gattie's  statement  that  a  roof  area  of  15^  acies  provides  suffi- 
cient space  for  the  landing  and  taking  off  of  smaller  machines 
of  the  present-day  type ;  but  these  machines  have  not  suffi- 
cient carrying  capacity  to  justify  the  enormous  expenditure 
involved  in  the  construction  of  the  proposed  building,  and  it 
is  a  question  whether  machines  having  sufficient  cargo-space 
to  allow  the  outlay  would  be  able  to  land  and  take  off  from  a 
roof  of  this  size. 

The  "wind-cornices"  suggested  by  Mr.  Gattie  would  not, 
in  my  opinion,  solve  the  problem  of  air  currents,  i.e.,  cross- 
winds — rather  would  they  tend  to  increase  the  danger  by  ex- 
posing the  machines  to  sudden,  and  possibly  violent,  gusts 
the  moment  the  "cornices"  were  cleared.  It  is  not  so  much 
these  difficulties  which  to  my  mind  constitute  the  danger  as 
the  situation  of  the  building  itself. 

A  very  frequent  source  of  trouble  iu  flying,  and  one  which 
one  ventures  to  prophesy  will  not  lightly  be  overcome,  is  that 
of  engine-failure  just  after  leaving  the  aerodrome.  Hence  an 
aerodrome  is  always  sited  as  far  as  possible  in  flat  surround- 
ings. What  is  going  to  happen  if  the  engine  fails  when  the 
machine  has  proceeded  some  100  yards  from  the  edge  of  this 
roof  ?  To  turn  neai  the  ground  when  the  engine  has  failed 
is  fatal,  and  has  been  the  cause  of  death  of  more  beginners 
than  one  cares  to  estimate.  The  ouly  thing  one  can  do  is  to 
glide  straight  down  and  land  as  best  one  can,  igitur  the  flat 
surroundings,  which  obviate  accidents.  But  if  the  surround- 
ings are  the  roofs  of  other  houses,  what  is  the  pilot  to  do? 
He  will  be  lucky  to  kill  nobody  other  than  himself.  • 

Night  flying,  it  seems  to  me,  will  increase  the  danger  all 
round.  Mr.  Gattie's  idea  is  to  light  the  surface  of  the  aero- 
drome from  underneath.  Apart  from  the  effect  this  might 
produce  upon  pilots  who  are  not  total  abstainers,  I  should 
think  it  would  be  very  difficult  to  land  under  such  conditions, 
as  the  effect  of  a  dazzling  surface  to  land  upon  is  usually  that 
of  deceiving  the  pilot  as  to  the  actual  whereabouts  of  the 
ground.  One  cannot  speak  from  experience  (Heaven  be 
thanked),  but  one  imagines  that  the  effect  must  be  somewhat 
similar  to  landing  upon  an  aerodrome  lightly  covered  with 
snow  upon  which  the  sun  is  shining — a  very  uncertain  busi- 
ness. 

The  question  of  night-signals  which  was  raised  is  not  so 


One  would  imagine  that  the  less  the  value  of  the  pound 
sterling  the  better  the"  Government  would  be  pleased ! 

Here,  in  airship  manufacture,  we  have  an  unexampled 
opportunity  for  those  who  believe  in  nationalisation  to 
build  up  an  industry,  nationalised  or  State-controlled 
from  birth,  and  to  develop  it  for  the  profit  of  the  country. 
The  Government  prefers  a  policy  of  absurd  parsimony 
masquerading  as  economy,  and  is  apparently  determined 
to  throw  away  an  accumulation  of  enormously  valuable 
experience  simply  for  the  sake  of  a  trifling  temporary 
reduction  in  expenditure. 

The  Press  that  has  been  vocal  on  the  score  of  economy 
has  during  the  past  few  months  been  equally  emphatic 
on  the  importance  of  commercial  aeronautics.  It  worked 
strenuously  to  get  the  Government  to  take  a  long-sighted 
view  of  the  value  of  aerial  communications.  Success 
appeared  to  be  more  or  less  in  sight.  Then  suddenly 
the  new  stunt  is  officially  staged,  and  our  national  policy 
is  reversed  to  conform  to  it. 

Our  great  job  now  is  to  develop  the  value  of  the  British 
Empire  so  as  to  make  good  the  depreciation  in  value 
due  to  the  War.  This  can  only  be  done  by  developing 
our  means  of  communication.  Aerial  communication 
will  be  a  big  factor.  All  experts  are  agreed  that  in  cer- 
tain spheres  the  airship  is  notably  superior  to  the  aero- 
plane. Yet  it  is  seriously  proposed  to  sacrifice  probably 
thousands  of  millions  of  Empire  value  in  order  that  a 
political  opportunist  may  be  able  to  point  out  to  a  grate- 
ful and  unintelligent  community  that  he  has  temporarily 
reduced  its  financial  burden  by  a  few  hundred  thousand 
pounds ! 

important  as  those  who  discussed  it  appear  to  imagine,  and 
could  quite  easily  be  settled  without  the  aid  of  green  search- 
lights or  similar  jazz-like  decorative  illuminations.  It  is 
quite  a  minor  problem  by  the  side  of  the  others,  and  caused 
very  little  trouble  during  the  war.  But  in  any  case  machines 
will  ouly  be  able  to  land  one  at  a  time,  the  remainder,  as 
pointed  out  in  Mr.  Gattie's  statement,  having  to  circle  round 
until  the  "all  clear"  signal  is  given.  But  who  is  going  to  land 
next?  I  must  confess  I  should  not  care  to  sleep  in  the  sur- 
rounding neighbourhood  with  such  a  noise  in  progress  every 
night.  The  only  amusing  part  about  such  a  state  of  affairs 
would  be  when  two  pilots  tried  to  land  at  once.  One  can 
imagine  that  a  golfer  missing  an  easy  put  would  be  relegated 
to  the  remote  shades  when  this  took  place. 

No  doubt  Mr.  Gattie's  architect  -could  design  a  suitable 
building  in  collaboration  with  an  experienced  pilot,  but  even 
it  the  constructional  and  technical  difficulties  could  be  over- 
come, central  London  would  appear  to  remain  a  very  impos- 
sible spot  for  such  a  venture.  One  must  conclude  that  Mr. 
Gattie  would  do  verv  much  better  to  adopt  as  his  Clearing 
House  Hounslow,  or  "another  convenient  aerodrome  — that  is  if 
he  is  a  sufficient  believer  in  the  possibilities  of  civil  aviation 
to  do  so. 

A    SEAPLANE   WORKS    FOR  SALE 

The  business  assets  of  the  Norman  Thompson  Flight  Co.,  Ltd. 
(in  voluntary  liquidation),  are  for  sale  by  tender. 

The  company  was  established  in  1912  at  Middleton,  near  Bog- 
nor,  Sussex,  and  made  the  first  British-built  flying-boat  of 
present-day  type.  They  have  made  naval  and  commercial  sea- 
planes and  military  and  commercial  aeroplanes  and  parts.  During 
the  war  the  company  was  a  controlled  firm  and  supplied  the 
Government  with  large  and  small  flying-boats  of  their  own  de- 
sign. 

The  premises  consist  of  seaplane  sheds,  workshops,  power 
house,  etc.,  and  cost  over  ^15,000.  The  plant  and  machinery 
cost  over  ^13,000.  The  worth  of  the  freehold  land  and  stock-in- 
trade  on  hand  is  over  ^30,000.  Particulars  and  orders  to  view 
can  be  obtained  from  Messrs.  Leask,  Clemens  and  Co.,  Alderman  8 
House,  Bishopsgate,  E.C.  ;  or  Messrs.  Poppleton,  Appleby  and 
Hawkins,  4,  Charterhouse  Square,  E.C. 

AN    AIRCRAFT   WORKS  DECREASING 

Final  notice  ,vas  given  on  Aug.  27th  to  500  out  of  Jhe  900 
remaining  emplovees  at  Short  Brothers1  aircraft  works,  near 
Bedford,  which  has  been  taken  over  by  the  Admiralty.  _ 

Very  large  works  with  a  railway  were  laid  down  during 
the  war,  and  at  one  time  thousands  of  workers  were  em- 
ployed on  airship  work.  The  firm  opened  up  an  estate  and 
built  manv  houses.    The  district  is  known  as  Short's  Town. 


September  io,  191 9 


The  Aeroplane 


1019 


London- Paris 
Air  Express 

Second  Week's  Record 


Mondav 

M  W  M\         MM  W 

Left  London 
i\tt.  .rails 
Left  Paris 
Arr.  London 

...  12.30 

...  12.30 
...  2.45 

1  uteris*  17 
1  ucdUay 

Left  London 
Arr.  Paris 
Left  Paris 
Arr.  London 

...  12.30 
3.5 
.  12.30 
2.30 

Wednesday 

Left  London 
Arr.  Paris 
Left  Paris 
Arr.  London 

..  12.30 
...  2.50 
...  12.30 
2.25 

Thursday 

Left  London 
Arr.  Paris 
Left  Paris 
Arr.  London 

..  12.34 
2.45 

..  12.30 
2.49 

Friday 

Left  London 
Arr.  Paris 
Left  Paris 
Arr.  London 

..  12.30 
3.0 

..  12.30 
2.50 

Saturday 

Left  London 
Arr.  Paris 
Left  Paris 
Arr.  London 

..  12.30 
2.50 

..  12.30 
2.30 

Offical  Weather  Reports. 
Patches  of  low  cloud 
over  the  whole  route. 


Strong  southerly 
wind  ;  clouds  under 
800  ft.  in  places 


Thick  fog  in  the 
morning.  Lowclouds 
and  drizzling  rain. 
Misty  all  day. 


Strong  south  -  west- 
erly wind.  Very  low 
clouds  at  times.  Bad 
visibility  in  England. 


35-40  miles  per  hour 
southerly  wind  in 
channel.  Very  gusty. 


Mist  and  haze  gen- 
erally ;  clouds  under 
500  feet  in  places. 


The  attention  of  Bankers,  Merchants,  and  firms  who  have  houses 
both  in  London  and  Paris  is  again  drawn  to  the  unique  facilities  offered 
by  this  service,  which  has  run  throughout  the  past  week  without  a  single 
breakdown  or  delay.  It  permits  urgent  documents,  express  goods,  or 
passengers  to  be  transported  between  London  and  Paris  in  an  average 
flying  time  of  2^  hours.  The  service  is  being  operated  to  demonstrate 
that,  with  the  use  of  skilled  pilots  and  fast  machines,  such  an  express  air 
service  can  now  be  run  with  sufficient  reliability  to  afford  a  definite,  daily 
convenience  to  the  business  world. 


LONDON : 
AIRCRAFT  TRANSPORT  & 
TRAVEL,  LTD., 

27,     Buckingham     Gate,     S.  W.  1. 


PARIS  : 
COMPAGNIE  GENERALE 
TRANS  AERIENNE, 

118,  Champs-Eiysees. 


Full  particulars  regarding  rates  and  freights  can  be  obtained  from  Aircraft  Transport  &  Travel,  Ltd., 
27,  Buckingham  Gate,  S.W.1,  or  from  the  American  Express  Co.,  Queen  Street  and  Hay  market;  Thos.  Cook 
and  Son,  Ludgate  Circus,  E.C. :  General  Transport,  Ltd.,  52,  Crutched  Friars  ;  J.  Jackson  <S  Sons,  7-8,  Charing 
Cross,  and  King  William  Street,  E.C:  Henry  Johnson  Sons,  18,  By  ward  Street,  and  Beak  Street,  XV.; 
Lepaerial  Travel,  Piccadilly  Circus  (Criterion  Corner);  Carter,  Paterson  &  Co.,  6,  Maddox  Street,  W.,  and  3, 
Cannon  Street,  E.C. ;  and  Hernu,  Peron  &  Co.,  98-100,  Queen  Victoria  Street,  E.C. 


KINDLY   MENTION    "  THE    AEROPLANE  "    WHEN   CORRESPONDING    WITH  ADVERTISERS. 


1020 


The  Aeroplane 


September  io,  19 19 


CIVIL   AERIAL  TP 

GREAT  BRITAIN. 

The  Air  Ministry  announced  on  Sept.  5th  that  the  report 
circulated  in  the  Press  a  few  da}'s  ago  that  a  hitch  had 
occurred  in  the  signing  of  the  International  Air  Convention 
is  without  foundation.  It  is  pointed  out  that  aerial  communi- 
cation between  London  and  Brussels  is  permissible,  provided 
that  no  goods  are  carried. 

The  Air  Ministry  announced  on  Sept.  6th  that  Lt.-Col.  W. 
D  Beatty  and  Lt'-Col.  W.  O.  Raikes,  of  the  Air  Ministry, 
had  started  at  11. 5  am.  that  day  from  Hounslow  for  Italy 
in  a  Bristol  fighter  machine  with  Col.  Beatty  piloting.  Cer- 
tain outstanding  points  were  to  be  settled  with  the  Italian 
authorities  regarding  civil  aerial  communication.  Stops  were 
to  be  made  at  Paris,  Lyons,  rreius,  and  Pisa.  It  was  expected 
that  the  machine  would  reach  Rome  at  5  p.m.  on  Sept.  7th. 

The  Berkshire  Aviation  Company. 

The  Berkshire  Aviation  Co.  state  that  they  hold  the  only 
two  licensed  flying-grounds  at  Derby  and  Nottingham — 
respectively  Hill  Meadow  and  Sneinton  Junction  Meadow. 
Passengers  are  carried  there  bv  Lts.  J.  D.  V.  Holmes  and 
Alan  J.  Cobham  (late  R.A.F.). 

In  the  last  four 'months  flying  has  been  given  at  twenty 
different  towns,  including,  besides  Nottingham,  Derby,  and 
one  or  two  smaller  places,  Bedford,  Chesterfield,  Leicester, 
Loughborough,  Northampton,  Oxford,  Reading,  Stoke-on- 
Irent,  and  Swindon. 

Avro  Northern  Stations. 
During  the  week  ending  Sept.  6th    551  flights  were  made 
and  1,142  passengers  were  taken  up. 

London-Paris  Aif  Services. 

The  air  service  to  Paris  by  Aircraft  Transport  and  Travel, 
ltd.,  has  run  daily  since  it  started,  over  a  fortnight  ago. 
Only  on  one  flight  was  a  landing  en  route  necessary.  The 
pilot  made  a  ten  minutes'  stop  at  Marquise  Aerodrome  to 
make  a  small  adjustment,  and  then  continued  the  journey. 

The  company  expected  an  efficiency  of  80  per  cent,  before 
they  started  the  service.  As  flights  have  been  made  in  both 
directions  every  day,  except  on  one,  when  a  100-m.p.h.  gale 
prevented  the  machine  from  leaving  Hounslow,  an  efficiency 
of  nearly  100  per  cent,  has  been  obtained. 

Among  the  parcels  and  goods  carried  by  the  machines  have 
been  bankers'  scrip,  leather,  films,  photographic  plates,  cham- 
pagne, sweetmeats,  grouse,  bills  of  lading,  plans  and  draw- 
ings, dress  material,  newspapers,  millinery,  samples  of  cloth- 
ing, and  Devonshire  cream. 

Lately  the  company's  agents  in  Paris  have  been  negotiat- 
ing for  the  regular  carriage,  in  consignments  spread  over 
various  days  of  the  week,  of  as  much  as  600  lb.  and  1,000  lb. 
of  goods.  It  is  proposed  that  certain  vaccines,  which  must 
be  used  within  24  hours  or  their  potencv  is  lost,  should  be 
consigned  for  aerial  transport. 

Mr.  G.  H.  Davis,  an  artist,  recently  flew  to  Paris  and  back 
on -business.  During  the  outward  flight  he  completed  two 
pencil  sketches  of  the  country  beneath  and  a  wash  drawing 
of  the  Channel  boat  nearing  Boulogne.  The  next  da}7,  on  the 
return  trip,  he  finished  another  pencil  sketch  and  a  black- 
and-white  drawing  of  the  cloud  effects  over  the  Channel. 


LONDON — PARIS  AIR  SERVICES, 


1 

Date.  | 

Type 

Lert 
Hounslow 

Arr. 
Paris 

Left 
Paris 

Arr. 
Hounslow 

Pass 

Weather 

Sept.  1st 

DH.(h 

12.30  p.m. 

2.48 

1 

Low 

D.H.  41 

p.m. 

12. 30 

2.45  p.m. 

2. 

clouds 

p  m. 

D.H.  16 

12.30 

'3.10  p.m. 

4 

p  m. 

Sept.  2nd 

D  H.  4a 

12  30  p.m. 

3  5  P.m 

Strong 

D.H.  4a 

12.30 

2.30  p.m. 

south 

p.m. 

wind, 

c'oudv 

Sept,  3rd 

D.H.  4a 

10.55  a  n1 • 

t.to  p.m 

spar's 

Mist,  low 

D.H.  9 

12  30  p.m 

2. SO 

clouds 

p  m. 

drizzling 

D  H,  4\ 

12.30 

2  25  p.m. 

2 

rain 

p.m. 

D.H.  9 

12.30 

2.45  p.  m . 

1 

p.m. 

Sept.  4th 

D.H.  4a 

12.34  p.m. 

2-45 

Strong 

p  m. 

S.W. 

D.H.  4a 

12.30 

2.49  p  m. 

1 

wind,  low 

p.m. 

clouds, 

bad 

visibi'ity 

Sept.  5th 

D.H  16 

12.30  p.m . 

3  0  p.m 

2 

35-4° 

m.p.h. 

D.H.  9 

12  30 

2.50  p.m. 

2 

south 

p.m. 

wind, 

very 

p.?<"    • '': 

gusty 

Sept.  6th 

D.H.  9 

n.30  p."-, 

2  50 

Mist  and 

p.m. 

i  ii^z" 

12.30 

2.30  p.'v. 

j  clouds 

|  D.H.  4a 

p.m. 

i  under 

500  feet 

ANSPORT  NOTES. 

Handley  Page,  Ltd.,  sent  a  machine  to  Paris  on  September 
2nd,  carrying  seven  passengers  and  goods.  It  left  Hounslow 
at  13.50  p.m.  This  machine  returned  to  Hounslow  on  Sept. 
4th,  and  arrived  at  5  p.m.  During  the  week  on  these  ser- 
vices Handley  Page  have  carried  33  passengers  and  600  lb. 
of  goods. 

BLACKPOOL. 

Capt.  Lloyd  (late  R..A.F.),  an  Avro  pilot,  recently  attempted 
to  fly  from  Blackpool  to  Barmouth,  with  a  passenger.  They 
left  Blackpool  in  fine  weather,  but  while  passing  over  the 
Merionethshire  mountains  in  the  Corwen  district,  they  flew 
into  a  heavy  mist  which  developed  into  a  bad  storm. 

The  pilot  experienced  great  difficulty  in  controlling  the 
machine,  and  on  coming  out  of  the  mist  found  that  they  were 
well  out  at  sea. 

Owing  to  the  storm  over  the  mountains  a  landing  had  to 
be  made  at  Rhyl.  The  journey  to  Barmouth  was  completed 
later. 

Brighton. 

During  the  week  ending  Sept.  6th  50  flights  were  made 
fiom  the  Ladies'  Mile  Aerodrome  and  100  passengers  were 
carried  in  Avro  machines. 

The  weather  was  very  indifferent  all  the  week,  and  it  was 
impossible  to  fly  for  some  part  of  every  day.  On  Saturday 
afternoon  passengers  were  taken  "up  at  Chichester,  and  a 
cross-country  flight  from  Brighton  to  Chichester  and  return 
with  two  passengers  was  made. 

Harrogate. 

Passengers  were  taken  up  during  the  week  ending  Sept. 
6th  in  Airco  machines. 

Herne  Bay. 

At  Herne  Bay  there  are  hundreds  of  spectators  and  always 
many  passengers  waiting  their  turn.  Plights  are  being  given 
around  the  Fleet  for  ^3,  and  already  many  trips  have  been 
booked. 

Leicester. 

An  aeroplane,  piloted  by  Mr.  Alan  Cobham,  who  has  been 
conducting  passenger  flights  at  Aylestone  Park,  Leicester, 
met  with  a  mishap  on  Sept.  5th.  The  machine  had  only 
risen  to  a  height  of  10  ft.  when  the  engine  failed. 

Mr.  Cobham,  and  two  womeTi  passengers  he  was  carrying, 
received  bruises  and  cuts.  The  machine  ran  into  a  thick 
hedge. 

London. 

Hounslow. — During  the  week  ending  Sept.  6th  the  Avros 
made  85  -flights  and  took  up  140.  passengers.  Cross-country 
flights  were  made  as  follow^  : — One  to  Margate,  one  to 
Weston-super-Mare,  two  to  Brooklands,  and  one  to  Woolwich 
and  return. 

On  Sept.  8th  an  officer  of  the  Guards  chartered  an  Avro 
at  Hounslow  and  flew  to  Plythe.  He  started  at  7  a.m.  to 
be  in  time  for  a  musketry  course  which  commenced  there 
that  morning. 

The  Avro  Co.  is  not  running  any  regular  service  to  the 
Continent,  but  in  its  capacity  as  "Air  Taxi"  is  always  ready 
to  take  passengers  there  when  they  want  to  go.  Its  first 
flight  to  Paris  was  made  on  Saturday,  Sept.  6th,  when  the 
Avro  limousine,  piloted  by  Capt.  R.  T.  Fagan,  D.F.C.,  left 
Hounslow  at  4,50  a.m.  carrying  two  Norwegians,  Mr.  Robshon 
and  Mr.  Waase.  A  non-stop  flight  was  made  and  Le  Bourget 
was  reached  at  7.35  a.m. — a  flight  of  2  hr.  45  min. 

Margate. 

Avro  flying  at  Margate  has  been  exceptionally  good  this 
past  week,  and  273  passengers  have  been  taken  up.  and  have 
thoroughly  enjoyed  their  trips.  Many  enthusiasts  were 
over  60  years  of  age,  and  several  under  six.  There 
were  also  a  number  of  celebrities,  including  a  well-known 
M.P.  and  his  son.  Tea  is  served"  on  the  aerodrome,  which 
makes  an  afternoon  at  Manston  a  very  pleasant  affair. 
Norwich. 

On  Sept.  4th  over  a  thousand  people,  chiefly  women, 
attended  Mousehold  Aerodrome,  Norwich,  to  participate  in 
the  public  draw  for  the  first  fifteen  free  flights  given  by  the 
"Daily  Sketch,"  the  "Evening  Standard,"  and  the  "Illus- 
trated Sunday  Herald." 

Fifteen  further  free  flights    were    given    on   Sept.  7th.' 
Arrangements  have  been  made  also  to  give  flights  on  Sept. 
nth  and  14th.  ^ 
Paignton. 

The  Avro  seaplanes  here  made  46  flights  during  the  week 
ending  Sept.  6th  and  carried  76  passengers.  Flying  was 
onlv  possible  on  two  days.  Cross-country  flights  were  made 
to  Teignmouth  and  Babbacombe. 

Sheffield. 

The  Sheffield  Development  Committee  and  Vickers,  Ltd., 
have  arranged  to  run  an  aeroplane  passenger-carrying  ser- 
vice during  the  Doncaster  Races. 


September  io,  191 9 


The  Aeroplane 


1021 


n 


0c 


  RIGID  AIRSHIPS  FOR  WAR,  MAIL  &  PASSENGER  SERVICE   

SIR  W.  G.  ARMSTRONG,  WHITWORTH  &  CO.,  Ltd., 

NEWCASTLE-UPON-TYNE.  Works  :  Barlow,  near  Selby,  Yorks. 

LONDON  OFFICE:  8,  GREAT  GEORGE  ST.,  WESTMINSTER.  S.W.I. 


Telegrams:  "ZIGZ\G  PARL.  LONDON." 


DSL 


DEL 


Telephone:  VICTORIA  401c 


30 


E) 


::  AERONAUTICAL  :: 
MOTOR  APPLIANCES. 

All  Goods  exhibited  must 
be  of  British  Manufacture. 


„  are  only  part  of  the  National  whole— your  in- 
dividual success  depends  entirely  on  the  National 
prosperity,  and  National  prospeiity  will  sadly  fail 
wit-hout  Exports  multiply. 

THE  BRITISH  INDUSTRIFS  FAIR  CB'HAM.) 
Feb.  23rd  to  Mar.  5th.  1920,  will  bring  together  the 
largest  congregations  of  World  Buyers  that  Birmingham 
has  ever  seen— no  visitor  will  be  there  except  by  the 
<  fficial  invitation  of  the  Board  of  Trade,  and  every  one 
of  them  will  be  "  ON  BUSINESS." 

You  MUST  increase  YOUR  Exports,  and— you 
MUST  be  there. 

You  can  exhibit  goods,  as  at  side,  in  Birmingham. 

Application  for  space,  and  details  too,  should  be 
addressed  : — 

CHAS.     STANLEY.    Gpnera'  Manager, 


v:'-,',-ihi,uVy  1  CHAMBER  Of  COt-MEJICE  *  HELD  COHCUSJH.KTQ'  j9 
W1TT1  TMK  bUinSM   INL.W3TBLL3  FAIRS  LOW  DON  1  GLAiOO"  ^0*^ 

UMINgham  1920 


KINDLY   MENTION    "  THE    AEROPLANE  " 


Chamber    o?     Common  <>.  irnningham. 

WHEN   CORRESPONDING    WITH  ADVERTISERS. 


1022 


The  Aeroplane 


September  io,  19 19 


Twenty-four  passengers  can  be  carried  each  day  in  the 
machines,  which  will  leave  the  Coal  Aston  Aerodrome  on 
Sept.  9th,  10th,  nth,  and  12th.  The  prices  for  the  flights 
will  be  from  £10  to  £y  for  the  return  journey  and  from  £b  to 
£4  for  the  single  journey.  Those  who  pay  the  highest  prices 
will  have  least  time  to  wait  at  the  racecourse  before  the  first 
and  after  the  last  race. 

SOUTHSEA. 

From  an  aviation  point  of  view,  Southsea  is  very  dull.  The 
people,  doubtless  from  having  lived  so  lcng  in  a  Naval  at- 
mosphere, resolutely  know  nothing  whatever  of  the  R.A.F., 
the  aviation  firms,  or  the  places  where  one  may  find  an 
aviation  interest. 

On  inquiry  it  was  found  that  no  one  knew  the  way  to 
Calshot,  except  one  man,  of  military  origin,  who  referred  to 
"those  stiffs  in  the  R.A.F." 

For  Lee-on-the-Solent  one  covers  half  Hampshire  by  train, 
and  takes  best  part  of  the  day  to  get  there  by  train,  ferry, 
tiam,  and  a  walk. 

To  return  to  Southsea.  The  town  is  more  or  less  thinly 
placarded  with  advertisements  for  the  Supermarine  Com- 
pany's boats,  'which  fly,  according  to  the  bills,  at  Ryde, 
Shanklin,  Southampton,  etc  For  Southsea  one  applies  at 
South  Parade  Pier.  When  the  weather  is  suitable,  a  boat 
flies  over  from  Southampton  and  the  South  Parade  Pier, 
carrying  a  blue  and  white  flag  One  is  now  awaiting  suitable 
weather. 

In  a  week  the  actual  number  of  aeroplanes  seen  at  South- 
sea were  three  small  land  machines — or  they  may.  have  been 
float  seaplanes — and,  possibly,  four  flying- boats.  All  were 
very  far  out  at  sea  and,  very  small. 

Whether  these  machines  were  Service  or  commercial  it  is 
impossible  to  say.  But  aviation  hereaLouts  seems  almost 
dead.  Of  course,  one  is  not  sufficiently  near  Southampton 
to  see  the  immense  activities  of  the  Supermarine  Company, 
and  one  has  not  seen  anything  of  their  Ryde  activities.  Pos- 
sibly, the  weather  has  been  against  much  flying,  as  it  has 
been  squally,  and  a  rather  strong  South  to  West  wind  blow- 
ing all  the  time.  Still,  the  weather  has  been  fine  enough, 
and  the  sea  fairly  calm.  After  all,  surely  one  flew  in  such 
weather  during  the  late  war  ? — s.  F.  b. 

Swansea. 

The  weather  was  far  front  favourable  during  the  week  end- 
ing Sept.  6th,  and  there  was  no  flying  on  Sept.  1st  and  4th, 
and  very  little  on  Sept.  3rd.  Altogether  122  flights  were 
made  and  214  passengers  were  taken  up  in  Avro  machines. 
Mr.  F.  G.  M.  Sparks  is  now  the  manager  of  the  Avro 
Aerodrome. 

Windermere. 

In  the  last  two  weeks  the  Avro  seaplanes  at  Windermere 
have  been  chiefly  engaged  with  carrying  the  "Daily  News"  to 
Douglas.  They  completed  their  contract  last  Wednesdaj. 
After  delivering  the  papers  to  Douglas  for  this  last  time- 
Capt.  Pixton  filled  up  with  petrol  and  flew  over  to  Port  Erin, 
and  took  up  a  few  passengers  there.  Unfortunately,  he  could 
only  manage  a  few,  owing  to  Tack  of  petrol,  and  he  had  to 
disappoint  a  great  number.  If  he  had  had  enough  petrol  Jie 
could  have  gone  on  taking  passengers  up  indefinitely.  It  is 
possible  he  may  visit  there  again  before  the  season  close?. 
One  passenger  at  Port  Erin  took  a  passage  back  to  Winder- 
mere, calling  in  at  Douglas  on  the  way.  The  weather  was 
perfect,  with  not  a  breath  of  wind. 

To  summarise  the  "Daily  News"  flights  to  the  Isle  of  Man 
— the  Avros  flew  every  day  during  August  Bank  Holidav 
week.    The  papers  were  taken  from  the  5.30  a.m.  train  at 


Windermere  station  and  conveyed  down  to  the  seaplane  base, 
where  they  were  stowed  into  the  machine,  and  a  start  was 
made  at  about  6:30  a.m.  The  seaplane  usually  arrived  in 
Douglas  about  8  a.m.,  and  returned  to  Windermere  about 
noon.  About  the  time  the  week  was  finished  the  Steamboat 
Co.  commenced  running  night  boats  three  01  four  times  a 
week,  but  the  Avros  continued  the  service  when  the  boats  did 
not  run.  The}  made  12  journeys  m  all,  and  only  failed  to 
cross  three  times,  once  due  to  engine  trouble  and  twice  due 
to  gales  blowing.  As  Capt.  Pixton  is  the  only  pilot  there,  he 
had  to  neglect  the  local  business  somewhat,  but  the  I.O.M. 
flights  have  been  a  splendid  demonstration  of  the  usefulness 
of  the  Avro  seaplane. 

AUSTRALIA. 

According  to  the  "Melbourne  Age,"  a  party  is  surveying 
Australia  to  find  sites  suitable  for  landing-grounds.  Mr. 
Reginald  Lloyd,  the  head  of  the  party,  has  stated  that  Sydney 
is  to  be  brought  within  6J  days  of  London. 

Mr.  Broadsmith,  the  ex-chief  engineer  of  A.  V.  Roe  and 
Co.,  Ltd.,  has  joined  the  Australian  Aircraft  and  Engineering 
Co.  He  will  be  the  direct  representative  of  the  Avro  Co.  in 
Australia.  He  is  taking  out  there  with  him  a  fleet  of  Avro 
seaplanes  and  aeroplanes.  The  "Joy-Stick"  states  that  the 
fleet  will  be  the  largest  vet  seen  in  the  Southern  Hemisphere 

SOUTH  AFRICA. 

Major  Miller  (late  R.A.F.)  and  his  colleague  hoped  to 
start  a  service  between  Johannesburg  and  Pretoria  at  the  be- 
ginning of  this  month.  The  standard  Air  Force  engines,  for 
the  British  machines  to  be  used,  had  arrived  on  July  31st. 
Passenger-carrying  flights  were  probably  made  before  the 
regular  service  was  started. 

They  also  hoped  to  have  two  or  three  machines  in  Cape 
Town  during  the  Peninsular  season,  so  that  the  public  wonld 
be  educated  to  flying.  Major  Miller  has  said  that  no  long 
services  will  be  started  until  they  have  the  confidence  of  the 
public,  when  they  hope  to  form  a  large  company  entirely  with 
South  African  capital. 

Aerial  photographic  work  will  also  be  done,  as  there  is  a 
great  future  for  that  business  in  the  eountrj'. 

THE  ARGENTINE. 

Major  S.  G.  Kingsley  (late  R.A.F.),  of  Aircraft  Transport 
and  Travel,  Ltd.,  has  been  in  the  Argentine  for  some  weeks. 
A  cablegram  has  been  received  by  the  above-mentioned  com- 
pany in  London  to  say  that  he  has  formed  an  Anglo-Argen- 
tine Aviation  Company.  No  further  information  is  yet  avail- 
able. 

BELGIUM. 

Further  details  are  now  available  as  to  the  proposed  aerial 
service  over  the  Belgian  Congo.  A  mission  consisting  of 
Capt.  Michaux,  recently  in  charge  of  the  Brussels-Paris 
aerial  service,  Lieut.  Tony  Orta,  and  M  Allard  has  recently 
been  sent  to  the  Congo  by  the  Belgian  Government.  This 
mission  is  to  undertake  the  actual  organisation  of  the  service. 

Twelve  seaplanes  are  to  be  employed  on  the  service  be- 
tween Kinchassia  and  Stanleyville,  a  distance  of  about  1,050 
miles.  The  route  is  divided  into  three  sectors,  and  alighting 
stations  are  provided  in  each, 

Transport  at  present  takes  24  days  to  complete  the  dis- 
tance by  river.  By  air  it  is  estimated  that  Stanleyville  will 
be  reached  in  three  days,  while  seven  or  eight  will  be  taken 
on  the  out-and-return  journey,  including  the  stay  at  Stanley- 
ville. 

Each  machine  will  be  able  to  carry  two  passengers,  the 
charge  to  Stanleyville  will  be  about  £130. 


Front  View  of  the  Caproni  Triplane  (ihree  400  h.p.  Liberty  engines)  now  at  Amsterdam. 


September  io,  19 19 


The  Aeroplane 


1023 


SPECIAL  TRAINING  FOR  APPOINTMENTS 

IN  THE 

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Clarence  Parade,  Cheltenham. 

Telephone:    CHELTENHAM  10. 


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London  Offices : 
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/HEN   CORRESPONDING    WITH  ADVERTISERS. 


1024 


The  Aeroplane 


September  io,  1919 


An  aerial  photographic  survey  of  the  country  will  shortly 
be  made. 

The  inclusive  cost  of  providing  the  service  will  be  about 
£50,000,  and  it  is  hoped  that  the  first  regular  flights  over 
the  first  sector  will  be  made  in  February  next  and  that  the 
line  will  be  in  complete  running  order  by  July,  1920. 

FRANCE. 

The  cyclone  on  the  evening  of  Aug.  28th  did  considerable 
damage  at  Villacoublay.  The  large  four  Hibpano  engined 
Voisin  biplane,  type  12,  was  completely  wrecked.  This 
machine  took  the  French  football  team  to  Brussels  some 
weeks  ago.  Altogether,  Voisin's  loss  from  the  storm 
amounted  to  about  two  million  francs.  Other  firms  on  the 
xaerodrome  lost  in  proportion. — E.  n. 

The  Coupe  Deutsche,  which  is  given  for  the  fastest  flight 
over  a  circuit  starting  and  ending  at  Saint  Germain,  of  which 
the  turning-points  are  Senlis  and  Melun,  was  won  on  Sept. 
2nd  by  M.  Sadi  Lecoiute,  flying  a  Spad-Herbemont  biplane 
(300  h.p.  Hispano-Suiza) .  It  is  necessary,  for  a  competitor 
for  this  cup  to  exceed  the  speed  of  the  previous  holder  by 
10  per  cent,  before  be  can  be  awarded  the  prize. 

M.  Sadi  Lecointe  left  Saint  Germain  (the  starting-point  is 
the  Pavilion  Henri  Quatre  of  the  great  chateau)  at  10  h. 
21  min.  5  sec,  and  arrived  back  at  n  h.  9  min.  13  sec, 
having  covered  in  48  min.  8  sec.  a  distance  of  124.28  mdes 
at  a  speed  of  roughly  152  miles  an  hour. 

The  previous  holder,  M.  Gilbert,  flying  a  Deperdussin 
monoplane,  covered  the  same  distance  in  19x4  at  a  speed  of 
109  miles  an  hour. 

The  Toulouse-Casablanca  aerial  post,  made  possible  by  the 
ratifying  last  week  of  a  convention  between  France  and 
Spain,  began  its  service  on  Sept.  1st.  An  aeroplane  left 
Toulouse  at  6  a.m.  and  flew  to  Casablanca  via  Barcelona, 
Alicante,  Malaga,  Tangier,  and  Rabat. 

The  official  opening  of  the  route  will  take  place  on  Oct. 
1st,  when  the  passenger  service  will  begin. 

The  lengths  of  the  stages  on  the  Toulouse-Rabat  aerial 
service  are  as  follows:  Toulouse-Barcelona,  236  miles;  Bar- 
celona-Alicante, 298  miles;  Alicante-Malaga,  314  miles; 
Malaga-Rabat,  212  miles.    Total,  1,060  miles. 

A  league  for  the  development  of  aerial  post  in  Morocco 
has  been  formed  in  Casablanca.  Several  big  merchants  and 
aviators  have  already  become  members.  Letters  will  be 
carried  at  a  charge  of  two  franc;  apiece. 

An  aerial  transport  service  between  Nice  and  Bordeaux- 
will  shortly  be  opened. 

A  Parisienne  recently  missed  the  night  train  to  Cherbourg, 
where  she  was  to  sing  the  next  evening.  The  price  asked 
for  the  journey  by  a  motor  firm  was  £100,  so  she  flew  in 
an  Air  Transport  Co.'s  machine.    The  journey  cost  her  £2*. 

M.  Etienne  Poulet,  who  is  practising  for  a  flight  from  Paris 
to  Melbourne,  made  a  series  of  flights  at  the  "haute  ecole 
aerienne"  at  Angers  on  Sept,  6th  and  7th.  He  is  piloting  a 
Caudron  biplane  (Le  Rhone  engine). 

M.  Alexis  Maneyrol  attempted  on  Sept.  2nd  to  fly  from 
Paris  to  Rome  and  back  in  one  day  cn  a  Morane-Saulnier 
monoplane  (160  h.p.  Le  Rhone).  He  left  Villacoublay  at 
5.51  a.m.  and  landed  at  Rome  at  12.40  p.m.  At  15.40  p.m. 
he  left  Rome  for  Paris.  He  landed,  owing  to  fog,  at  Pisa 
at  4  p.m. 

Madame  Jane  Hervieu,  who  was  one  of  the  first  women  to 
adopt  aviation  as  a  profession,  is  leaving  for  the  United 
States.  She  has  tigued  a  contract  to  act  as  one  of  the 
Curtiss  Co.'s  pilots. 

M.  Chevillard,  whose  skill  ;,s  an  aviator  charmed  the 
British  on  many  occasions  before  the  war,  left  Toussus-le- 
Noble  on  Sept  1st  for  Madrid,  piloting-  a  dual-control  Farman 
biplane,  type  F.46.  His  instructions  were  to  examine  the 
Paris-Madrid  route  in  order  that  plans  may  be  made  for  a 
future  aerial  service  between  the  two  cities. 

GERMANY. 

It  is  stated  from  Munich  that  on  Aug  27th  revenue  officers 
flying  in  an  aeroplane  landed  at  Bamberg  in  order  to  arrest 
a  smuggler.  Finding  he  had  left,  they  flew  on  to  the  Swiss 
frontier,  where  they  awaited  his  arrival.  He  was  arrested 
finally  with  10,000  marks'  worth  of  unstamped  bank  notes  in 
his  possession. 

HOLLAND. 

E.L.T.A.  NEWS. 

A  correspondent,  writing  from  Amsterdam  on  Sept.  2nd, 
sends  the  following  news  :  — 

The  exhibition  aerodrome  is  wetter  than  ever.  The  "Kan- 
garoo" is  the  only  large  machine  now  taking  up  passengers. 

Three  machines  arrived  here  to-day  sent  by  the  French 
Government — a  Farman  40,  a  Farman  50  and  a  Nieuport  29. 
The  other  French  aviators  are  Fonck,  with  a  "Baby"  Spad, 
and  Bourgeois,  with  a  Morane  "Parasol"  two-seater. 

Capt.  Gathergood  (late  R.A.F.),  piloting  a  new  Airco 
D.H.9.R.  machine  to  the  exhibition,  flew  from  Hounslow  to 


Soesterberg  (25  miles  from  Amsterdam)  in  2  hr.  10  min.  on 
-Sept.  5th.    The  engine  is  a  450  h.p.  Napier.    The  machine 
had  onlv  been  in  the  air  for  five  minutes  previous  to  the 
flight. 

Capt.  Gathergood  states  that  he  travelled  at  a  speed  of 
134.5  m.p.h.  Of  the  manv  flights  which  have  been  made 
from  London  to  Holland  "during  the  E.L.T.A.,  this  flight 
appears  to  have  been  accomplished  in  the  fastest  time. 

A  second  Blackburn  Kangaroo  passenger-carrying  biplane 
has  arrived  at  Amsterdam,  piloted  by  Capt.  Wooley.  The 
machine  has  been  inspected  by  H.R.H.  the  Prince  Consort 
of  the  Netherlands  and  the  Dutch  Minister  of  War.  The 
latter's  flight  in  the  Kangaroo  was  his  first  experience  in 
the  air. 

£16,000,000  has  been  subscribed  towards  the  establishment 
of  an  aerial  poit  at  Ockenburg,  near  the  Hague,  according 
to  the  "Daily  Express"  of  Sept.  3rd. 

ITALY. 

A  Nieuport-Macchi  machine  landed  at  Varese  (Como)  on 
Sept.  4th,  having  made  a  non-stop  flight  from  Barcelona  in 
5  hr.  50  min. 

The  Seaplane  Circuit  of  Sicily,  which  takes  place  on  Sept. 
14th,  will  be  over  a  course  of  which  the  following  are  the 
controls  :  Palermo  (departure),  Lefalu,  Milazzo,  Messina, 
Catania,  Syracuse,  Cap  Passaro,  Licata,  Sciacca,  Marsala, 
Trapani,  and  Palermo  (finisii).  Sixteen  Italian  and  two 
French  entries  have  been  received.  The  machines  entered 
are  mostly  F.B.A.s  with  160  h.p.  Isotta-Fraschini  _  engines. 
The  French  entrants  are  Enseignes  de  Vraisseau  Gizard  and 
de  Cuverville. 

The  Italian  correspondent  of  The  Aeroplane  writes  :— 
Officers,  men,  and  motorists  are  to  prepare  the  way  for  the 
D'Annunzio  regularity  flight  to  Tokio.  They  left  Spezia  for 
Bangkok  and  other  'towns  en  route  on  Aug.  25th.  The 
flight  is  not  likely  to  start  before  October. — T.  S.  H. 

An  Italian  soprano  who  was  under  an  engagement  to  sing 
in  Paris  on  Sept.  2nd  missed  her  train  at  Milan.  She  hired 
an  aeroplane  and  arrived  in  Paris  in  good  time.  The  pilot 
made  onlv  one  landing  on  the  way,  at  Bron  Aerodrome,  near 
Lyons,  where  he  stopped  to  refill  with  petrol. 

PORTUGAL. 

The  "Diario  de  Noticias,"  a  Lisbon  news-sheet,  states  that 
it  intends  to  offer  a  prize  for  a  flight  from  Lisbon  to  Portu- 
guese Guinea  in  order  to  encourage   the    development  of 

aviation. 

NORWAY. 

The  Handley  Page  machine  piloted  by  Maj.  T.  Gran  and 
carrying  his  wife  and  other  passengers  crashed  on  Sept.  6th. 
The  machine  ascended  at  10.30  a.m.  from  the  military  aero- 
drome at  Kjelles,  near  Lillestroem  (north  of  Christiania) ,  to 
fly  to  Stockholm.  One  of  the  engines  stopped  just  after 
leaving  the  ground.  Maj.  Gran  endeavoured  to  make  a 
landing,  but  the  machine  fell  between  some  houses  and 
crashed  badly.  One  wing  and  the  undercarriage  were  com- 
pletely smashed. 

SPAIN. 

A  free  passage  has  been  granted  by  Spain  to  all  aeroplanes 
belonging  to  French  companies  flying  over  Spanish  territory 
between  France  and  Morocco.  A  regular  service  between 
these  two  countries  will  be  started  very  shortly. 

UNITED  STATES  OF  AMERICA. 

The  inauguration  flight  of  the  aerial  mail  service  from  San 
Francisco  to  Sacramento  was  made  on  July  31st.  Two  other 
De  Havilland  machines  accompanied  the  mail  plane,  which 
carried  as  a  passenger  a  well-known  San  Franciscan  dancer. 

The  National  Air  Service  Co.  of  Washington  state  that  a 
regular  passenger-carrying  service  between  Washington  and 
New  York  is  to  be  started  as  soon  as  safe  landing-grounds 
have  been  made. 

A  service  between  New  York  and  Boston  is  also  contem- 
plated, and  the  Chambers  of  Commerce  of  both  cities  have 
been  asked  for  information  as  to  landing-grounds. 

Capt.  C.  L.  Glidden,  *of  the  Aero  Club  of  America,  has 
announced  plans  for  an  international  tians- continental  aerial 
Derby  from  New  Yoik  to  San  Francisco.  Over  £20,000  will 
be  given  in  prizes. 

The  following  is  extracted  from  a  long  article  by  Otto 
Praeger,  the  Second  Assistant  Postmaster-General,  in  the 
"Aircraft  Journal,"  of  August  23rd  : — 

A  vear  and  three  months  ago  the  regular  airplane  mail  was 
launched  with  a  little  army  training  plane  out  of  Washing- 
ton and  another  out  of  New  York,  each  carrying  200  pounds 
of  letters. 

To-day  eight  mail  airplanes  travel  1,900  miles  each  day  de- 
spite the  weather.  * 

A  machine  carrying  13,000  letters  flies  from  New  York  City 
ac  5.0  a.m.  every  morning  for  Cleveland  and  Chicago.-  It 


September  io,  191 9 


The  Aeroplane 


1025 


FOR  1  HE 


Greatest  Mileage 


WITH  THE 


LEAST  TAX 

UPON  YOUR 

ENGINES 

RUN  ON 

SHELL 


"SHELL"  MARKETING  CO.,  LTD 

39/41    Parker    St.,  Kingsway,  London,  W.C.2. 


THE  T1ELOCKEN 

AIR -WARM 


A  smart  and  thoroughly  service" 
able  thing  coat  that,  made  in  ex- 
clusive Burberry  cloth — the  same 
as  chosen  by  Sir  John  Alcock 
for  his  Transatlantic  Flight 
— lined  throughout  with  light- 
weight fur,  provides  Pilot  or  pas- 
senger with  an  impregnable  safe- 
guard that  ensures  dependable 
protection,  warmth  and  comfort 
under  the  severest  conditions. 
The  materials  are  especially 
woven  for  air  work,  and  with- 
stand intense  pressure  from  wet 
or  wind  without  the  aid  of  rubber 
or  other  air-tight  agents,  which.by 
preventing  hygienic  ventilation, 
induce  condensed  moisture  and 
consequent  injury  to  health. 

The  Tielocken  Air-Warm  by 
means  of  overlapping  fronts, 
doubly  shields  every  vital  area  of 
the  body.  Another  advantage  is 
its  unique  method  of  fastening, 
which  consists  solely  of  a  strap- 
and-buckle— no  buttons  to  fasten 
or  lose,  gf*TtFpT 


Illustrated 
Catalogue 
&  Patterns 
Post  Free. 


Flight  or  Mufti  Kit  to  Order  in 
2  to  4  Days  or  Readyto-Wear. 

Every  Bu\ber*)  Garment 
is  labelled  "  Bui  berrys." 

BURBERRYS 

HAYMARKET     S.W.  1  LONDON 
Tielock?n  Air-Warm.   Bd.Malesherbr s  PARIS;  and  Agents 


CUT  MAINTENANCE  COST 

Constant  inspection  and  greasing 
over  of  steel  aircraft  fittings  add 
considerably  to  the  running  expenses 
of  a  private  or  commercial  machine. 

Replace  ordinary  steels  with 

FIRTH'S 

STAINLESC 
STEEL  *J 

which  does  not  rust  or  corrode. 

It  will  save  weight,  increase  strength, 
and  avoid  trouble. 


THOS.  FIRTH  SL  SONS,  LTD., 
SHEFFIELD. 


LONDON 

VICTORIA  ROAD 
WlLLESD £N  JUNCTION* 
NW.lO. 


Ire  IB 


Established  1897. 

"T'HE  great  extension  of  premises, 
plant  and  machinery  effected 
during  the  war  makes  it  possible 
for  us  to  deal  promptly  with  orders 

for  all  kinds  of 
Bowden  Wire   Mechanism  and 
Controls. 
Wt  invite  enquiries. 


KINDLY   MENTION    "  THE  AEROPLANE 


WHEN   CORRESPONDING    WITH  ADVERTISERS. 


1026 


The  Aeroplane 


September  io,  1919 


arrives  at  Cleveland  before  9.30  a.m.,  and  at  Chicago  before 
1.30  p.m.  This  service  advances  the  mail  to  the  Middle  West 
by  sixteen  hours,  an  1  to  the  Pacific  Coast  twenty-font  hours. 
A  similar  service  is  run  from  the  East. 

Since  the  air  mail  service  started  it  has  covered  272,628 
miles,  and  has  carried  a  total  of  11,845,980  letters.  If  Con- 
gress will  give  the  money  we  will  put  the  air  mail  next  year 
from  the  Atlantic  to  the  Pacific  in  forty  hours  instead  of  four 
days,  and  from  Boston  to  Havana  in  a  little  more  than  twenty- 
four  hours  instead  of  sixty  hours  or  more  by  railway  and  boat. 

The  service  is  so  costly  that  as  yet  it  can  be  established 
only  between  the  largest  commercial  and  railway  centres, 
where  it  can  expedite  the  largest  amount  of  mail  to  the  largest 
number  of  people.  The  day  will  come,  but  it  is  not  yet,  when 
the  air  mail  will  operate  between  every  important  city  in  the 
United  States. 

When  the  Post  Office  Department  inaugurated  the  aerial 
mail  a  delegation  of  military  men  connected  with  flying 
operations  called  upon  me,  accompanied  by  a  colonel  of  the 
British  Air  Force,  to  dissuade  the  Post  Office  Department 
from  attempting  to  run  a  daily  airplane  mail  schedule,  on  the 
ground  that  airplanes  cannot  be  flown  in  rain  or  fog.  But 
we  operated  the  entire  first  year,  scoring  a  performance  of 
■52.73  per  cent.,  despite  weather  and  frailties  of  airplane  con- 
struction. 

The  Cleveland-Chicago  stage  (325  miles)  has  been  flown 
daily  since  May  15th  without  a  single  forced  landing  from 
engine  or  any  other  trouble.  The  service  has  been  carried 
on,  with  rebuilt  D.H.4  biplanes  with  Liberty  engines,  through 
80  m.p.h.  gales,  the  aeroplanes  flying  both  ways.  Since  the 
inauguration  of  the  service  only  two  aviators  have  lost  their 
lives. 

The  Post  Office  Department  has  contributed  directly  to 
the  advancement  of  aviation  in  (1)  demonstrating  the  possi- 
bility of  maintaining  a  dependable  daily  schedule  by  aero- 
plane all  the  year  round;  (2)  giving  encouragement  to  an  in- 
ventor and  causing  his  improved  type  of  compass  to  be  put 
into  general  use ;  (3)  encouraging  an  inventor  in  the  develop- 
ment of  a  self-cleaning,  non-cracking  sparking  plug;  (4)  re- 
questing the  Bureau  of  Standards  to  work  on  a  device  to 
allow  aviators  to  locate  or  accurately  spot  a  landing  ground 
by  sound  when  it  is  perfectly  invisible;  (5)  testing  and  adopt- 
ing the  gyroscopic  turn  indicator,  to  enable  pilots  to  keep 
their  machines  straight  in  a  fog;  (6)  by  using  a  new  alcohol 
fuel. 

The  Department  is  converting  a  D.H.4  machine  into  a  twin- 
engined  aeroplane  capable  of  carrying  600  lbs.  of  mail.  Fitted 
with  two  150-h.p.  Hispano-Suiza  engines  the  machine  travels 
at  103  m.p.h.  with  both  and  80  m.p.h.  with  one  engine.  Two 
six-cylinder  200-h.p.  Liberty  engines  are  to  be  installed  in 
this  machine. 

All  of  the  planes  in  the  air  mail  service  are  being  made 
safe  against  fire  by  completely  isolating  the  engine  and 
gasoline  compartments  by  asbestos  fire  walls.  Each  com- 
partment is  protected  by  pressure  lire  extinguisher  system, 
and  the  mail  itself  is  safeguarded  by  non-inflammable  canvas 
bags. 

In  spite  of  this  record  of  the  mail  service  Congress  is  being 
asked  to  put  this  with  the  ether  air  services  under  military 
and  unified  control,  on  the  assumption  that  the  Post  Office 
Department  cannot  operate  a  separate  air  mail  service  as 
economically  as  it  might  be  operated  by  a  military  organi- 
sation.   An  investigation  of  the  cost  of  military  flying  as 


compared  with  the  cost  of  the  air  mail  operations  will  settle 

that  contention  conclusively. 

*         *  * 

Rice  growers  at  Colusa  are  contracting  with  a  local  com- 
pany for  an  aerial  patrol  to  protect  15,000  acres  of  rice  from 
the  ravages  of  ducks,  geese  and  mudhens.  It  is  believed 
that  the  regular  flight  of  aeroplanes  over  the  fields  at  low 
altitude  will  so  frighten  the  birds  that  they  will  leave  for 
other  parts. 

A  COMPLIMENT  TO  THE  WRIGHT  COMPANY. 

The  Director  of  Air  Service,  Washington,  states  that  the  fol- 
lowing telegram  is  being  sent  by  the  Air  Service  to  Mr.  Orville 
Wright  :— 

"The  congratulations  of  the  Air  Service  are  extended  to 
you  on  the  tenth  anniversary  of  the  delivery  ot  the  first  air- 
plane to  the  Government  of  the  United  States,  first  in  the 
world  to  acquire  a  dynamic  aircraft.  The  Air  Service  appre- 
ciates to  the  full  the  ever-increasing  debt  owed  by  mankind 
to  the  Wright  Brothers,  whose  foresight,  indefatigable  re- 
search and  practicable  application  have  aided  world  progress 
through  the  invention  of  a  new  means  of  communication.— 
Mencher." 

"It  will  be  recalled  that  10  years  ago,  on  July  30th,  the  United 
States  acquired  the  first  airplane.  The  Government  was  the  first 
in  the  world  to  be  the  possessor  of  an  airplane,  but  had,  however, 
r.o  pilots.  Later  in  the  season  the  following  American  Army 
Officers  were  taught  to  fly  by  Wilbur  Wright,  1st  Lieut.  Frank 
P.  Lahm,  now  Colonel,  and  1st  Lieut.  B.  D.  Foulois,  now  Brig.- 
General. 

"On  July  30th,  1909,  Orville  Wright  and  B.  D.  Foulois  together 
made  the  second  and  final  trial  flight  with  the  Wright  machine 
contracted  for  by  the  Government  the  year  before.  This  was  a 
cross-country  trip  of  five  miles  in  each  direction,  with  and  against 
the  wind.  The  speed  made  was  42  miles  an  hour.  On  July  27th 
the  endurance  test  of  one  hour  was  made  in  a  flight  which  totalled 
72  minutes,  with  1st  Lieut.  Frank  P.  Lahm.  Lieut.  Lahm  has 
the  distinction  of  being  the  first  American  Army  Officer  to  fly. 

"While  the  Wright  Brothers  were  negotiating  in  foreign  coun- 
tries for  the  sale  of  patent  rights,  they  were  communicated  with 
I)}'  the  United  States  Government,  and  in  the  winter  of  1907  the 
Chief  Signal  Officer,  General  James  Allen,  advertised  for  bids 
for  an  airplane.  Of  22  bids  three  were  accepted.  TIk:  Wright 
Brothers  were  the  only  ones  to  deliver  a  machine.  In  September, 
1908,  official  demonstrating  flights  were  begun  at  Fort  Myer, 
near  Washington,  in  the  fulfilment  of  the  contract,  but  the  death 
of  1st  Lieut.  Thos.  E.  Selfridge,  passenger,  and  the  accident  to 
Orville  Wright,  the  pilot  of  the  machine,  postponed  flights  until 
roo9.  Lieut.  Selfridge  was  the  first  man  in  the  world  to  be  kijled 
by  a  po  .ver-driven  airplane. 

"The  contract  price  of  the  machine  was  $25,000.  The  maxi- 
mum speed  demanded  was  40  miles  an  hour,  with  a  bonus  of  10 
per  cent,  for  each  mile  per  hour  in  addition.  The  Wrights  re- 
ceived -$30,000  for  a  speed  of  42  miles  per  hour.  This  was  paid 
out  of  the  funds  of  the  Board  of  Ordnance  and  Fortification." 
AEROPLANE  ENGINES  FOR  SALE. 

The  Disposal  Board  of  the  Ministry  of  Munitions  has  for 
sale  several  75  h.p.  aero  engines.  It  is  stated  that  they  are 
suitable  for  stationary  groundwork.  A  200  h.p.  8-cylihder 
aeroplane  engine  has  been  installed  in  a  factory.  Coal  gas 
is  being  used  as  a  fuel,  and  the  engine  is  running  satisfac- 
torily. 

A  Belfast  daily  newspaper  is  stated  to  use  an  ex-R.A.F. 
engine  in  their  printing  works. 


Three  quarter  Back  View  of  the  Caproni  Triplane  (three  400  h.p.  Liberty  engines)  now  at  Amsterdam. 


September  io,  1919 


The  Aeroplane 


1027 


ROOFS 


and 


ROOF-COVERINGS 


for 


HANGARS 


D.  ANDERSON  &  SON,  Ltd. 
Dept.  B,  Lagan  Felt  Works, 
BELFAST. 

Roach  Road  Works,  Old  Ford,  London,  E. 


A  practical  clip 
at  last !— the 
Mark  1" 
Clip. 


NO    LEAK  at 
2501bs.  pressure  ! 

At  a  recent  test,  the  Simko  water  pipe  clip  held  a 
joint  at  over  2501bs.  pressure  per  square  inch.  This 
efficiency  is  due  to  the  powerful  contracting  action 
of  its  stranded  wires  and  prepared  webbing.  The 
simplicity  of  its  construction,  and  the  fact  that  it 
can  be  fitted  and  dissembled  indefinitely,  clearly 
show  its  advantage  over  ordinary  clips. 

Send  a  Pott  Qard  for  descriptive  pamphlet, 

<Sftfok  Simpson 
WOlWiUiams^Co 

iolP^SlgafoidXincs. 


1 


Y.E.S.  PHOSPHOR  BRONZES  \ 

Oaat  '  EA  TONIA  '  Prooo*: 

Bearings.  Bushes,  Gearwheels, 

The  nest  durable  produced. 

'  EATONIA  '  CAST  BARS  are   the  only  perfectly 
round    and    straight    Bars,    and    the    only  HOMO- 
GENEOUS CASTINGS. 

Oar  Works    eontain  Laboratories  and  Machines  for 

all  physical  tests. 

SOLE  PRODUCERS  &  SELLERS, 

YORKSHIRE  ENGINEERING  SUPPLIES,  J  id. 

WOHTI  *vY.  LEEDS. 
 _  ^  .  ^> 


G. 


R. 


MINISTRY  OF  MUNITIONS. 

BY    DIRECTION  OF  THE    DISPOSAL  BOARD. 
FOR    SALE    BY  TENDER. 


2,1 7 7  Aviation  Helmets 

Tenders  are  invited  for  the  helmets  lying  at 
the  Royal  Army  Clothing  Depot,  Grosvenor 
Road,  Pimlico. 

Application  to  view  the  helmets  in  bulk 
should  be  made  to  the  C.O.O.  at  the  above 
depot. 

Forms  of  tender  may  be  had  and  samples 
seen  on  application  to  the  Controller,  Textiles, 
Leather  and  Equipment  Section,  D.B.3.b.4., 
Ministry  of  Munitions,  Room  716,  Caxton 
House,  Westminster,  S.W.i.  Tenders  return- 
able by  10  a.m.  on  19th  September. 

Telegraphic  address  : — "  Dirawmat,  London." 
Telephone — Victoria  8540  Ext.  263. 


Note. 


-For  "SURPLUS,"  the  detiiled  list  of  surplus  Government 
property  for  sale,  apply  at  the  nearest  bookstall  or  to  a  local 
newsagent  (to  whom  a  standing  order  should  be  given).  Com- 
piled by  the  Director  of  Publicity,  Ministry  of  Munitions, 
Whitehall  Place,  London,  S.W.i.    Price  3d. 


KINDLY   MENTION    "  THE    AEROPLANE  "   WHEN  CORRESPONDING   WITH  ADVERTISERS. 


1028 


The  Aeroplane 


September  io,  19 19 


AN    INSTITUTE  OF  AERONAUTICAL 
ENGINEERS. 

To-morrow,  Sept.  nth,  at  7.30  p.m.,  a  meeting  is  to  be 
held  at  180,  Sutherland  Avenue,  Maida  Vale,  W.9,  by  the 
embryo  society  known  as  the  Institute  of  Aeronautical  Engi- 
neers, which  must  not  be  confused  with  the  affair  which  calls 
itself  "The  Aeronautical  Institute." 

To  quote  from  the  card  of  invitation,  "matters  of  extreme 
importance  to  the  aeronautical  profession  will  be  discussed 
and  the  scope  and  purpose  of  the  Institute  will  be  further 
determined."    Mr.  L.  Howard  Flanders  will  preside. 

The  older  readers  of  Thf  Aeroplvne  will  remember  Mr. 
Flanders  as  one  of  the  pioneers  of  aviation  who  built  a 
machine  of  his  own  at  Brooklands,  and  before  that  was  con- 
nected with  the  firm  of  A.  V.  Roe. 

The  objects  of  the  Institute  of  Aeronautical  Engineers  are 
to  promote  theoretical  and  practical  courses  of  instruction 
and  to  publish  a  periodical  as  an  educational  and  reference 
work.  It  is  proposed  that  all  aeroplane  design  pupils  should 
be  taught  to  fly,  as  it  is  thought  that  "only  by  having  flown 
various  types  of  machines  can  the  designer  tell  the  degree 
of  sensitiveness  that  is  attainable."' 

There  are  to  be  five  grades  of  membership — viz.,  Members, 
Associate  Members,  Pilots,  Students,  and  Honorary  Members. 
The  first  three  will  be  designated  M.I.Ac  E.,  A.M.I.Ac.E., 
and  P.I. Ac. E-  respectively. 

The  following  letters  give  an  indication  of  the  reasons  for 
calling  the  meeting  :  — 

"Dear  Sir, — In  view  of  the  strong  trade  union  movement 
and  of  the  Prime  Minister's  statement  that  the  wishes  of  no 
body  of  people  can  be  considered  unless  they  are  organised, 
it  is  high  time  that  aeronautical  engineers  and  pilots  were 
organised  to  form  one  branch  of  the  various  middle-class 
unions  that  are  springing  up,  the  Society  of  Technical  Engi- 
neers being  an  example. 

"Such  a  union  would  ensure  that  pilots  and  others  were 
adequately  remunerated  and  that  they  received  a  suitable 
share  of  prize-money  won  in  public  competitions.  Reason- 
able insurance  rates  for  ftying  risks  would  be  insisted  upon, 
and  the  union  would  keep  a  record  of  the  abilities  of  its 
members  so  that  vacant  posts  would  be  filled  by  men  with 
the  requisite  knowledge  and  experience. 

"Under  the  existing  laws  such  a  society  is  an  illegal  con- 
spiracy unless  registered  as  a  trade  union.  Consequently, 
I  strongly  urge  that  this  society  be  primarily  organised  for 
the  members'  benefit  and  that  it  be  registered  under  the 
Trade  Union  Act  to  enable  it  to  work  without  fear  of  pro- 
secution. 

"I  would  suggest  that  as  aeronautical  woik  is  of  such  a 
specialised  nature  all  manual  workers  and  draughtsmen  be 
invited  to  ioin  either  as  affiliated  members  with  the  con- 
sent of  their  own  respective  unions  or  separately. 

"Personally,  I  regard  this  as  an  urgent  matter,  and  I  tried 
to  do  something  on  these  lines  in  191$,  but  pressure  of  work 
prevented  my  doing  much. — (Signed; 

"  L  Howard  Flinders." 

The  following  is  ■  the  reply  to  Mr.  Flanders'  letter  from 
the  organising  secretary,  Mr.  Shaw  : — 

"Dear  Sir, — I  thank  you  for  your  letter.  While  I  originally 
intended  that  the  Institute  of  Aeronautical  Engineers  should 
deal  with  matters  of  techni'iue  rather  than  what  I  call  in- 
dustrial politics,  you  have  convinced  me  that  it  should  be 
organised  to  protect  the  various  interests  of  designers,  con- 
structors, pilots,  and  aircraftsmen. 

"I  am  therefore  going  to  suggest  that  the  scope  of  the 
Institute  should  be  broadened  so  that  it  may  serve  the  pur- 
poses which  you  have  outlined.  I  therefore  think  it  would 
be  advisable  to  form  the  Aei  onautical  Defence  Union  under 
the  auspices  of  the  Institute  of  Aeronautical  Engineers.  The 
Institute  would  carry  out  the  programme  originally  intended. 
1  he  Union  would  be  the  Protection  Society.  Those  who 
could  not  belong  to  a  trade  union  could  still  be  eligible  for 
membership  of  the  Institute,  and  members  of  the  Union 
could  proceed  to  the  Institute  for  their  examinations  and 
diplomas. — (Signed)  W.  R    Douglas  Shaw." 

THE  GOVERNMENT  AND  AIRSHIPS. 

A  meeting  of  those  interested  in  commercial  aviation  was 
held  in  Australia  House,  Strand,  on  Sept.  8th,  to  discuss  with 
representatives  of  the  Air  Ministry  the  question  of  the  dis- 
posal of  airships  and  the  Government's  policy  for  assisting 
aerial  commercial  enterprise.  Representatives  of  all  the  large 
aircraft-producing  firms  were  present. 

As  The  Aeroplane  was  not  allowed  to  be  represented  at  the 
meeting  it  is  impossible  to  give  a  verbatim  report  of  the  dis- 
cussion. One  is  indebted  to  the  "Times"  for  the  following 
report  : — 

"Major-General  Seely,  Under  Secretary  of  State  for  Air, 
presided.  He  said  the  Government  was  anxious  to  do  the 
best  it  could  for  the  State  in  the  disposal  of  the  lighter-than- 
air  type  of  machine,  and,  at  the  same  time,  to  aid  commercial 


enterprise.  The  Air  Ministry  had  been  handed  over  a  certain 
number  of  machines,  and  the  Admiralty,  having  been  con- 
sulted about  its  demands  in  the  future,  had  reported  that 
when  the  political  situation  cleared  away — say  in  a  month's 
time — it  would  be  able  to  give  a  definite  jeplv  as  to  the  num- 
ber of  airships  and  aerodromes  it  would  require  in  case  of 
emergency.  Ihe  Air  Ministry  and  the  Admiralty  wpuld  then 
combine  to  offer  existing  machines  and  machines  in  various 
stages  of  construction  to  those  who  would  undertake  the  for- 
mation of  a  commercial  air  scheme.  The  assistance'  would 
include  the  use  of  wireless  stations  and  meteorological  in- 
formation, and  the  Post  Office  would  help  in  every  possiDle 
way.  In  the  case  of  any  well-founded  scheme  airships  would 
be  sold  at  a  very  cheap  rate.  Business  people  would  also 
have  the  advantage  of  sheds  and  trained  personnel,  and  would 
have  help  in  dealing  with  terminal  points.  The  future  of 
such  a  scheme  was  boundless,  and  he  was  sure  that  if  they 
went  into  it  in  a  businesslike  manner,  they  would  retain 
the  supremacy  in  the  air  they  had  gained  during  the  war. 

"General  Seely,  answering  criticism,  said  it  would  be  wise 
for  the  Government  to  allow  the  firm  to  build  any  class  of 
airship  which  might  be  deemed  useful  for  commercial  service, 
because  any  ship  would  be  more  useful  to  the  Government, 
in  hostile  circumstances,  than  no  ship  at  all.  It  w&s  urgent 
on  political  grounds  that  the  scheme  should  be  launched  as 
soon  as  possible.  Air  machines  received  from  Germany  would 
be  included  in  the  total  that  would  be  handed  ovei  for  com- 
mercial purposes. 

Committee  to  discuss  Details. 

"Sir  Trevor  Dawson  (Vickers  Ltd.)  approved  the  scheme 
in  view  of  the  promise  of  Government  support,  and  suggested 
the  formation  of  a  committee  of  financial  representatives  to 
discuss  details. 

"Mr.  Holt  Thomas,  Mr.  Short  (Bedford  Aviation  Company), 
Sir  Glynn  West  (Armstrong,  Whitworth  and  Co.,  Ltd.),  and 
others  expressed  approval  of  the  scheme,  and  it  was  decided 
to  form  the  committee  suggested,  to  meet  General  Seely, 
General  Sykes  (Controller-General  of  Civil  Aviation),  General 
Maitland,  and  other  officials  of  the  Air  Ministry,  to  discuss 
details 

"General  Seely  said  he  had  the  assurance  of  Lord  Inver- 
forth  that  red  tape  would  not  be  allowed  to  hamper  the  nego- 
tiations in  connection  with  the  scheme.  The  matter  was  too 
important  to  brook  delay.  He  was  quite  sure  they  would 
make  \'  e  airship  service  of  great  good  to  the  State,  and  they 
would  have  every  possible  chance  to  take  the  lead  in  the 
matter  of  airships,  for  the  good  of  the  Empire  and  mankind 
generally." 

AERIAL  KISSES. 

The  "Aerial  Age,"  of  America,  published  the  following: — 

"Sensational  acrobatics  that  made  Eddie  Stinson,  heretofore 
-  the  most  finished  of  the  air  pilots  who  have  been  amazing  the 
throngs  at  the  Atlantic  City  Airport,  hold  his  breath  from  his 
"orchestra  seat"  a  little  off  to  one  side  in  his  own  aeroplane, 
featured  when  Lt.  Omcr  Locklear,  former  Army  sky-skipper, 
mounted  five  times  from  one  aeroplane  to  another  by  means  of  a 
rope  ladder  swinging  clear  in  the  air.  Crowds  below,  who  had 
been  told  that  the  lieutenant,  who  was  the  first  man  to  jump  from 
a  plane  above  to  the  one  underneath,  would  attempt  to  reverse 
the  order,  could  see  him  standing  upright  on  the  upper  wing  and 
reaching  for  the  ladder  as  one  machine  manoeuvred  by  Lt.  Melvin 
Elliott  hovered  over  a  second  piloted  by  Lt.  Shirley  Short 

"  But  it  was  Eddie  Stinson  who  brought  the  real  story  of  the 
manoeuvres  to  the  ground.  '  I  have  seen  some  nice  balancing 
and  daring  driving  of  aeroplanes,  but  those  two  pilots  and  Lt. 
Locklear  showed  me  something  new  to-day,'  declared  Stinson, 
who  himself  was  chief  of  aerial  acrobatics  in  south-western  army 
flying  fields  throughout  the  war 

"  '  While  Lt.  Locklear  was  swaying  back  and  forth  on  top  of 
the  Short  machine,  Lt.  Elliott  swooped  down  from  above,  and  so 
much  confidence  did  those  two  drivers  have  in  one  another  that 
the  machines  actually  kissed  one  another,  making  it  necessary  for 
Lt.  Locklear  to  drop  and  stretch  out  flat  on  top  of  the  plane.  Yet 
with  cool  daring  he  flipped  upright  again  and  grabbed  for  the 
ladder  as  they  pulled  away.  It  was  the  most  remarkable  aerial 
stunt.  It  was  one  of  the  most  daring  bits  of  game  flying  I  have 
even  seen.'  Eddie  had  been  tip  with  a  photographer,  trailing  the 
two  planes  throughout  the  trips. 

"Crowds  below  knew  nothing  of  the  aerial  kiss-,  but  they  saw 
the  machines  so  close  together  that  they  looked  as  one  skooting 
through  the  sky  over  a  thousand  feet  in  the  air.  Lt.  Looklear, 
baffled  by  the  wind,  made  three  desperate  trips  across  the  field 
standing  up  on  the  wings  of  the  aeroplane,  while  the  throngs 
below  nervously  clutched  one  another  fearing  that  he  would  be 
dashed  to  death  at  any  instant.  Just  to  show  that  he  was  still 
perfectly  cool  he  proceeded  to  climb  all  over  the  plane  as  it 
swooped  down  within  a  hundred  feet  of  the  ground,  once  hanging 
by  a  precarious  hold  to  the  skid  at  the  extreme  tip  of  the  right 
wing,  and  again  hanging  bv  his  knees  from  the  axle  of  the 
landing  gear  beneath  the  fuselage,  permitting  the  wind  to  swing 
him  back  and  forth  head  down  like  a  pendulum.'" 


September  io,  1919 


The  Aeroplane 


1029 


AIRCRAFTfimNCE 


CURRENT  TOPICS 

National  Economies  Affect  Share  Values. 
It  is  feared  that  the  Government's  drastic  economies 
in  departmental  expenditure  must  seriously  react  on  the 
Aircraft  Industry  :  already  the  shares  are  drifting  to  a 
still  lower  price-level.  In  the  circumstances  it  is  useless 
to  blame  the  investor  for  developing  "nerves"  and 
throwing  over  such  securities.  It  is  the  common  belief 
that  the  manufacturing  industry  is  still  wholly  dependent 
on  Government  orders.  This  is  not  so,  of  course,  but  it 
must  be  confessed  that  the  volume  of  business  from  that 
source  has  been  helpful  during  the  transition  period. 

Future  Uncertainties. 

Anyway,  the  event  may  prove  to  be  a  blessing  in  dis- 
guise, in  so  far  as  the  industry  must  work  out  its  own 
salvation  without  delay  and  without  expectation  of  a 
few  "  crumbs  "  from  the  table  of  the  Treasury.  Of 
course,  it  is  a  reversion  to  the  old  policy  of  laissez  faire, 
unblushingly  served  up  with  a  few  trimmings.  It  may, 
however,  enable  commercial  aviation  to  start  with  certain 
advantages  derived  from  the  uncompleted  Government 
scheme.  The  Government  cannot  expect  to  obtain  much 
for  what  it  now  proposes  to  jettison  in  the  way  of  air- 
ships and  stations  and  stores,  so  that  the  capital  cost  to 
"the  commercial  venture  would  be  comparatively  small. 
There  is  some  consolation  to  be  derived  from  such  a 
reflection,  but  only  on  the  assumption  that  there  are 
capitalists  with  sufficient  confidence  to  seize  the  oppor- 
tunity The  Government  having  paid  for  its  experience, 
the  newcomer  should  profit  thereby. 

Investors  Expected  Protection. 

Such  consolatory  reflections,  however,  are  negatived, 
or,  in  any  event,  neutralised,  by  the  present  economic 
position  of  the  Aircraft  Industry.  The  amount  of  capital 
at  stake  is  considerable.  Many  people  were  induced  to 
risk  their  money  in  aircraft  propositions  by  the  excellent 
war  services  so  often  belauded  by  responsible  officials 
and  by  the  belief  that  as  a  reward  therefor  a  certain 
measure  of  protection  would  be  accorded  to  the  industry 
for  a  reasonable  period  after  the  war. 

Some  of  the  Movements. 

In  the  case  of  Aircraft  Manufacturing  "  B  "  Preference 
shares  the  price  has  fallen  away  to  14s.  Not  so  long 
ago  these  were  selling  well  over  £1,  and  were  then  con- 
sidered reasonably  valued.  After  their  recent  recovery 
Handley  Page  Participating  Preference  have  also  suffered 
a  setback,  being  not  better  than  15s.  3d.  Waring  and 
Gillow  have  many  other  irons  in  the  fire  than  aircraft 
business,  and  for  that  reason  have  not  been  much  affected 
so  far.  The  same  applies  to  Armstrong  Whitworths  and 
Vickers,  both  of  which  companies  can  afford  to  nurse 
their  aircraft  business  until  times  are  more  propitious. 

Millions  That  Must  Be  Raised. 

One  hopes  that  something  concrete  will  result  from  the 
great  aerial  liner  scheme  discussed  by  its  sponsors  in 
the  Press  with  so  much  enthusiasm.  At  the  same  time 
it  must  be  confessed  that  the  financing  of  such  a  venture 
to  the  tune  of  ,-£2,000,000  will  not  prove  an  easy  task. 
On  the  contrary,  it  may  prove  an  insurmountable  ob- 
stacle, for  the  man  in  the  street  has  yet  to  be  convinced 
of  the  economic  and  physical  efficiency  of  an  aerial  pass- 


enger-service. The  hint  that  the  large  brewery  companies 
intend  to  help  the  scheme  must  strike  the  average  person 
as  being  a  little  ornamentation  and  nothing  better. 

Subsidies  :  A  Suggestion. 
What  is  absolutely  necessary  in  order  to  help  the 
financial  consummation  of  such  an  aerial  transport  ven- 
ture is  assistance  from  the  Government.  This  help 
should  take  the  form  of  a  subsidy  similar  to  that  enjoyed 
by  the  big  mail  steamships.  The  fleet  would  constitute 
a  reserve  for  military  purposes  just  the  same  as  the 
Blue  Ensign.  W.  J.  Davies. 

JOHN  DAWSON  AND  CO. 

John  Dawson  and  Co.  (NewCastie-ou-Tyue) ,  Ltd.,  aeroplane 
manufacturers,  Newcastle-on-Tyne,  and  Wallsend. 

A  largely  attended  meeting  of  the  creditors  of  the  above 
was  held  on  Aug.  9th,  at  the  Institute  of  Chartered  Accoun- 
tants, Moorgate  Street,  E.C.  Mr.  H.  B.  C.  Baldwin,  C.A.,  of 
29,  Lincoln's  Inn  Fields,  W.C.,  stated  that  the  shareholders 
of  the  "ompany  had  passed  resolutions  in  favour  of  voluntary 
liquidation,  and  he  had  been  appointed  to  act  as  the  liqui- 
dator. 

The  figures,  which  he  was  submitting,  would  have  to  be 
regarded  as  entirely  approximate,  and  a  considerable  time 
would  elapse  before  a  complete  statement  of  affairs  could  be 
prepared.  The  liabilities  totalled  £105,865,  being  made  up 
as  follows  :  Preferential  creditors  £2,122,  secured  creditors 
£28,592,  unsecured  creditors  .£50,16.4,  and  contingent  claims 
£25,885.  The  book  value  of  the  assets  was  £108,563.  and,  in 
certain  circumstances,  he  felt  he  "was  justified  in  assuming 
that  they  would  realise  £91,872,  or  a  deficiency  of  £i3,993- 

The  principal  secured  creditor  was  the  London,  City  and 
Midland  Bank,  whose  claim  aggregated  £27,361.  The  secu- 
rity held  by  the  Bank  consisted  of  the  deeds  of  the  Wallsend 
property,  which  was  a  large  and  well-equipped  factory.  There 
was  a  debenture  registered  for  £30,000.  The  debenture  was 
held  bv  the  Ministry  of  Munitions,  but  nothing  was  due  on 
it,  as  the  company  had  fulfilled  all  the  conditions  laid  down 
in  connection  with  its  issue. 

A  creditor  said  it  was-  rather  curious  that  the  debenture 
was  given  on  April  10th  of  the  present  year,  and  that  as  soon 
as  the  necessary  three  months  had  elapsed  the  company  went 
into  liquidation. 

Mr.  BaldA'in  said  that  was  not  the  correct  view  to  take.  The 
company  had  a  large  contract  with  the  Air  Board,  who  re- 
fused to  find  any  more  money.  The  directors  said  that  un- 
less more  money  was  found  they  would  be  unable  to  carrv 
out  the  contract,  and  it  was  decided  to  give  the  debenture 
to  secure  any  further  advances  made  by  the  Air  Board. 

The  advances  were  subsequently  wiped  out  by  the  work 
done  by  the  company.  Mr.  Humphrey,  the  governing  direc- 
tor of  the  company,  had  been  included  as  a  contingent  credi- 
tor for  £ro,7or,  and  at  least  £8,000  of  that  amount  represented 
cash  advanced  to  the  company.  The  other  two  directors  were 
each  contingent  creditors  for  considerable  amounts,  but  he 
was  unable  to  give  details  of  the  claims.  Messrs.  Napiers, 
Ltd.,  were  also  contingent  creditors  for  £5,000. 

Under  the  Articles  of  Association  the  governing  director 
had  power  to  fix  his  own  remuneration  up  to  £4,000  a  year, 
and  also  that  of  the  other  members  of  the  Board.  The 
remuneration  of  Mr.  Humphrey  had  been  fixed  at  £2,500  a 
year,  while  that  of  the  other  two  directors  had  been  agreed 
at  £1,500  per  annum.  Messrs.  Luke,  Turner  and  Co.  were 
claiming  £3,200  in  respect  of  a  cancelled  contract  in  respect 
of  aircraft. 

Mr.  Baldwin  further  stated  that  attempts  had  been  made 
to  sell  the  assets  of  the  companv  to  another  concern  which 
was  taking  up  the  manufacture  of  furniture.  A  second  busi- 
ness would  also  be  transferred  to  the  new  company.  A  pro- 
spectus had  been  prepared  and  a  firm  of  promoters  ap- 
proached. The  promoter  thought  it  was  a  proposition  that 
could  be  brought  out.  The  issue  of  the  new  company  was  to 
have  taken  place  on  July  28th,  but  was  deferred  in  conse- 
quence of  the  disturbed  state  of  the  labour  market.  It  was, 
however,  believed  that  the  matter  could  be  proceeded  with 
in  the  near  future.  From  the  new  concern  it  was  proposed 
that  the  present  company  should  receive  £45,000  in  cash  for 
the   Wallsend  factory  in  Lawrence   Road,  while  £8,500  in 


The  Aeroplane 


September  io,  19 19 


shares  would  be  handed  over  for  the  preliminary  work  which 
had  been  done.  The  company  possessed  other  assets  of  a 
substantial  nature. 

The  company  was  formed  in  January,  1917,  to  manufacture 
Handley  Page  and  D.H.  spares,  and  during  the  first  twelve 
months  it  did  well.  Last  year  the  A.I.D.  came  down  on  the 
company  and  insisted  on  the  organisation  being  largely  in- 
creased. An  enormous  number  of  inspectors  were  taken  on, 
and  the  overhead  expenses  increased  to  a  very  large  extent. 
During  the  last  three  mouths  of  last  year  the  unproductive 
wages  represented  no  less  than  75  per  cent,  of  the  wages  bill. 

A  petition  had  been  presented  to  the  Court  for  the  com- 
pulsory winding-up  of  the  company  for  the  voluntary  liquida- 
tion to  be  continued  under  a  supervision  order.  The  hearing 
of  the  petition  had  been  adjourned  pending  the  holding  of 
that  meeting  of  the  creditors.  The  company  possessed  a 
magneto  of  its  own  which  was  believed  to  be  of  value.  It 
was  hoped  to  sell  the  magneto  rights  to  a  syndicate  or 
another  firm  engaged  cn  similar  work.  There  was  an  enor- 
mous stock  on  the  premises,  but  most  of  it  belonged  to  the 
Government.  The  company  entered  into  a  contract  to  build 
a  large  bombing  machine.  The  arrangement  was  that  the 
company' should  manufacture  a  machine,  and  if  it  came  to 
within  10  per  cent,  of  all  that  was  claimed  for  it  John 
Dawson  and  Co.  would  have  a  licence  for  the  manufacture 
of  the  aeroplane,  ft  was  in  connection  with  that  machine 
that  the  contingent  claim  of  Messrs.  Wipier's  for  £5,000  arose. 

Mr.  O.  Sunderland,  of  the  Motor  Trades  Guardian  Associa- 
tion, proposed  that  application  should  be  made  to  the  Court 
for  the  appointment  of  Mr.  E.  H.  Hawkins,  of  Messrs. 
Foppleton,  _  Appleby  and  Hawkins,  4,  Charterhouse  Square, 
E. C,  as  joint  liquidator  of  the  company. 

Mr.  A.  Houstouu  seconded  the  motion,  which  was  agreed 
to  on  a  show  of  hands,  and  c  committee  of  five  of  the  prin- 
cipal creditors  was  also  nominated. 

WHITEHEAD  AIRCRAFT. 


List  ov  Creditors. - 

General  Electric  Co.,  Ltd. 

Gadsdons   

Gillespie  Partners,  Ltd.... 
Green,  G.  W.,  and  Co  , 

Ltd  

Grove  Chemical  Co.,  Ltd. 

Hobday  Bros.,  Ltd  

Hickey  and  Son,  J  

Hoffman  Manufacturing 

Co.,  Ltd  

Heggett,  Young  and  Co. 
Hawkins  Bros,  and  Co.... 
Halden,  ].,  and  Co.,  Ltd. 
Hyde     Archer    and  Co.. 

Ltd  

Hanwell   Bros,   and  Co., 

Ltd  

Hayden,  W.  H.  and  Co., 

Ltd  

Hawkins,  A.,  and  Sons  ... 

Houghtons,  Ltd  

Hanworlh  Park  Estate  ... 

Hancock,  J.  L.,  Ltd  

North,    J.,    Hardy  ,  and 

Son,  Ltd  .'  

Hall  and  Hall   

Heenan  and  Froude,  Ltd. 
Hudson,     F.rmunds,  and 

Co.,  Ltd  

Hunt,  M  

Hattersky,  C,  and  Sons, 

Ltd  

Hall,  B.  J.,  and  Co..  Ltd. 
Hart    Accumulator  Co., 

Ltd  

Harrison  and  Cook  

Harris,  T.  H.,  and  Sons 
Herbert  Frood  Co.,  Ltd... 
India    Rubber  Products 

Co.,  Ltd  

Imperial  Light,  Ltd.  ...... 

Isleworth     Rubber  Co., 

Ltd  

Ingham,    R.,    Clark  and 

Co.,  Ltd  

Jeyes       Sanitarv  Com- 
pounds Co.,  Ltd  

Joseph  Jonas  and  Colvef, 

Ltd  

Jennings,  F.  A  

Jennings,  G.,  Ltd  


-(Continued  from  last  week.) 

5  Parkes  Drug  Stores,  Ltd. 

5  Parker,  J.  A  

t,   Pneumatic  Rubber  Stamp 

Co  

49  Pouder,  H.,  tnd  Co  

6  Pinchin,  Johnson  and  Co., 
65  Ltd  

2   Petrie,  D  

Parker  and  Co  

2  T.  M.  Probert  and  Son  

6  Perry  and  Co.,  Ltd  

14  Power    Gas  Corporation, 

7  Etd  

Pearn,  F.,  and  Co.,  Ltd.... 

139  The  Pyrene  Co.,  Ltd   

Reynolds  and  Co  

3  Rollett,  M.,  and  Co  

Rubery,  Owen  and  Co.  ... 

7  Reynolds,  ].  A.,  and  Co., 

4  Ltd  '.    

23   Richmond  Girsge   

378  Ragusa  Asphalte  Co  

145  Ramsey,  S.,  and  Co  

Rissen,  J.,  Ltd  

156  Rejax,  Ltd  

9  Rhodes,  J.,  and  Sons,  Ltd. 
35  Rubeck,  Thew  and  Co.  ... 

Rylands  and  Sons,  Ltd.... 
20  Remington  Typewriter 

147      Co.,  Ltd  

Robinson,  T.,  and  Son, 
239  Ltd  

5  Redpath,  Brown  and  Co., 

Ltd  

2  Ra.'isohie,  A.,  and  Co.,  Ltd. 

10  Leo  Ripqult  and  Co  

3  Randall  Bros  

8  Rushmores,  Lid  

Sagar,  J.,  and  Co.,  Ltd.... 

28   Smith  and  Sons     

3   Sybry,    Searles  and  Co., 
Ltd  

15  Smart,  A.,  and  Sons,  Ltd. 
Sh-^ppard,  F  

337  Spenser  Whatley,  Ltd   

Sumerling  and  Co.,  Ltd  

48  Sampson,  T  

Salmon,  Whitfield  and  Co. 

3   Salomon,  A.,  and  Co   

15    Spear   and  Jackson,  Ltd. 

11  Smither  and  Sons,  D.   


£ 

7 
6 

4 
7 

2 1 
10 
47 


i45 
rS9 
5 
39 
13 
60 

S 
9 
114 

2 
20 
it, 

7i 
5 
9 


3CS 

93 
5 
4 

81 

14 
5 

!3 

3 
12 

4 
12 

3 
3 
7 


Progressive  Engineering 

Co.   .i.x3 

King,  J.  C,  Ltd    7 

Kalisky,  S   5 

Knowles,  J.,  and  Co    45 

Kelly's  Directories,  Ltd...  3 

Lee  and  Sons,  A.,  Ltd   9 

Lancashire   Dynamo  and 

Motor  Co.,  Ltd   79 

Line,  J.,  and  Sons,  Ltd  ...  219 
London        and  North 

Western     Railway     Co.  2 

Lamben  Sheet  Metal  Co.  24 

Llandilo  Saw  Mills,  Ltd.  201 
London        and  South 

Western  Railway    7 

London        and  South 

Western  Railway    148 

Lille}',  H.,  and  Sons    150 

London     Warming  and 

Ventilating  Co.,   Ltd   116 

Mallandain,  A.  E   30 

Mendina  Co.    235 

Maclennan  and  Co...   61 

Melhutbh,  R.,  Ltd.    4 

McDowall,     Steven,  and 

Co.,    Ltd   7 

Mcsers,  Ltd.   33 

Morgan     Crucible  Co., 

Ltd   45 

Matthews  and  Yates    35 

McArthur  and  Co   23 

Middlesex  Foundry,  Ltd.  10 
Meerloo  Engineering  Co., 

Ltd.    ,  25 

Messers,  Ltd.    12 

Mountford,    F.  (Birming- 
ham), Ltd.  '.   13 

Milham,  H   7 

Mitchell   Bros   is 

Marsh,  E.  R.,  Ltd   5 

Motor  Radiator  Manufac- 
turing Co   567 

Maw,  S.,  Son  and  Sons 

Ltd   2 

Nurse,  C,  and  Co.,  Ltd.  28 

Nettlefold  and  Sons    137 

Newton  Fire  Extinguisher 

Co.,  Ltd   36 

Newton,  J.  M.,  and  Sons, 

Lid   7 

Nicholls  and  Clarke,  Ltd....  n 

New  Pegamoid,  Ltd.    115 

Norris,  Henty  and  Gard- 
ners, Ltd   1758 

Northern  Machine  Screws', 

Ltd   163 

National  Time  Recorders 

Co.,  Ltd.  ..    24 

National  Aeroplane  Fac- 
tory     9 

O'Brien,  Thomas  and  Co  3 

Oakey,  J.,  and  Sons,  Ltd.  5 

Oppenheimer,  A.,  and  Co.  5 

Palmer  Tyre  Co   1462 

Parke,  Davis  and  Co   2 

Peach,  H.  H   91 

Simplex  Conduits,  Ltd.  ...  8 


The     Sentinel  Waggon 

Works,  Ltd.   8 

Summers,  G.  F   3 

Sanitary  and  Water  Fit- 
tings Co   7 

Selnian  and  ?6h   3 

Smith,  W     2 

Smith,    Panrcy  and  Co., 

Ltd   72 

Siemens   Bros,    and  Co., 

Ltd.    27 

Smith,  F.,  and  Co   3 

Sly,  Dibble  and  Co.,  Ltd.  10 
The  Sun   Electrical  Co., 

Ltd.    S3 

Tollit  and  Harvey    23 

Terry,  N.,  and  Sons,  Ltd.  80 

Thomas,  W   193 

Tapling,  T.,  and  Co.,  Ltd.  12 

Twigg  and  Beeson    4 

Thomas,  W. ,  and  Son    9 

Underwood  Typev-riter 

Co.,  Ltd                      ...  37 

Union  Petrokum.  Co.    51 

Vickers,  J.  W.,  and  Co., 

Ltd.   42 

Wadkin  and  Co.    8 

Woodside  Engineering 

Co.,  Ltd   376 

Weardon  and  Guyle<;    2 

Waterloo  and  Sons,  Ltd....  11 

vVills  and  Chaplin    12 

Wall,  G.  P   23 

Williamsons,   Ltd   6 

Wiggins-Davies,  T   7 

Worsley,  M   17 

White,  A.,  and  Sons,  Ltd.  18 
Wiilcox,  W.  M.,  and  Co.  109 
Walters,  W.,  and  Sons  ...  2 
Wall    Paper  Manufactur- 
ing, Ltd.    12 

Williams,  J.,  and  Co.,  Ltd.  2 

Young  and  Marten,  Ltd....  51 

Yost  Typewriter  Co.,  Ltd.  5 
Zenith    Carburetter  Co., 

Ltd   19 

Howeson,  O.  E   7211 

Falcon  Airscrew  Co   680 

Nettlefold  and  Son   627 

\uster,  Ltd   4°° 

Drummond  Col   I3°5 

Austin,  F..,  and  Sons    145 

Falcon  Airscrew  Co   425 

Robinson,   T.,    and  Son, 

Lid   350 

Woodbridge  and  Son   20 

Llandilo  Saw  Mills    6 

Richmond  Electric  Light 

Co  ....  :-  18 

Aluminium  Corp   48 

Oriental  Tube  Co   14 

Ellis,  A.  A   9 

Earle,  Bourne  and  Co.  ...  57 

Triplex  Safety  Glass   3 

Greening.  N.,  and  Sons  ...  26 

Simplex  Conduits,  Ltd    ...  12 

Gridk-y  and   Co   48 


BEARDMORE  MOTORS,  LTD. 

Beardmore  Motors,  Ltd  Private  company.  Registered 

Sept.  2nd.  Capital  £100,000  in  £1  shares.  To  take  over  the 
business  carried  on  by  Aidee  Motor  and  Engineering  Co., 
Ltd.,  and  to  carry  on  the  business  of  manufacturers  of  and 
dealers  in  motor-cars,  carriages,  vehicles  and  boats,  aero 
engines,  aeroplanes,  motor  launches,  etc.  The  subscribers 
(each  with  one  share)  are  :— H.  L.  Smith,  02,  Grosvenor 
Road,  Canonbury,  N.5,  clerk;  H.  W.  Eason,  149,  Tufnell 
Park  Road,  N.7,  clerk.  The  first  directors  are  : — Sir  Win. 
Beardmore,  Bt.,  J.  G.  Girdwood,  P.  M.  Luther,  and  C.  H. 
Allsworth.  The  two  first-named  are  nominees  of  William 
Beardmore  and  Co.,  Ltd.,  and  the  two  last-named  are 
nominees  of  the  Aidee  Motor  and  Engineering  Co.,  Ltd.  Re- 
muneration £250  per  annum.  Solicitors  :  Nicholson,  Graham 
and  Jones,  24,  Coleman  Street,  E.C. 

RECEIVERSHIPS  (Appointment  or  Release) 

Aero  Tanks,  LTD. — A.  Charlesworth,  cf  20,  Ccpthall  Ave- 
nue, E.C,  and  W.  R.  Gaff,  Capel  House,  E.C,  as  receivers 
on  July  26th,  1919. 


September  io,  191 9 


The  Aeroplane 


EXTRACTS   FROM    "THE    LONDON  GAZETTE." 


GREAT  BRITAIN. 
MILITARY. 

From  the  "  London  Gazettf,." 

War  Office,  Sept.  ist. 
Regular  Forces.— Infantry.— Essex  R. — J  R.  Massey  (temp.  Sec.  Lt., 
R.A.F.)  to  be  temp.  Sec.  Lt,  Jan.  4th. 

War  Office,  Sept.  2nd. 

Regular  Forces. — Infantry. — North'd  Fus. — Maj  I.  M.  Bonham- 
Carter,  O.B.E-,  is  placed  in  the  h.p.  list,  and  retains  his  present 
employment  with  the  R.A.F.,  Sept.  3rd 

Overseas  Forces.— Canada — Nova  Scotia  R.— Temp.  Capt.  V.  Hodson 
ceases  to  be  seed,  for  duty  with  the  R.A.F.,  April  2nd  (substituted  for 
"Gazette"  notification  of  July  24th,  incorrectly  describing  rank  as  Maj.). 

Can.  Engrs — Temp.  Capt.  H.  S.  Ouigley,  M.C.,  D.C.M.,  ceases  to  be 
seed,  for  duty  with  the  R  A  F  ,  July  3rd  (substituted  for  "Gazette" 
notification  of  Aug.  nth,  incorrectly  specifying  date  as  July  5th). 

W.  Ontario  R. — The  following  officer  retires  in  the  British  Isles  :  — 
Temp.  Maj.  A.  E.  McKeever,  D.S.O.,  M.C  ,  ceases  to  be  seed,  for  duty 
with  the  C.A.F.,  Aug.  16th. 

War  Office,  September  4th. 

Regular  Forces.— Attd.  to  the  Gen.  Staff —Station  Accountant  Offi- 
cers (CL-  GG.).— Sec.  Lt.  H.  D.  Giblett,  R.A.F.,  and  to  be  temp.  Capt.. 
Cen.  List,  while  so  empld.,  Aug.  15th. 

Infantry.— Bedf  R. — S.  D.  Harrower  (temp.  I,t  ,  R.A.F.),  June  20th. 

Royal  Army  Chaplains  Department.— The  Rev.  H.  Beauchamp,  temp. 
Chapln.  to  the  Force,  3rd  CI.,  relinauishes  his  coinnin.  on  transfer  to 
(he  R.A.F.,  July  25th. 

War  Office,  September  5th. 
Regular  Forces.— Royal  Regiment  of  Artillery.— U.G. A. — The  follow- 
ing are  restd.  to  the  estabt.  :— Supern.  Capt.  R.  Hilton,  M.C,  D.F.C., 
July  7th. 

Foot  Guards.— S.  Gds.—Capt.  and  Bt.  Maj.  J.  E.  Ttunant,  D.S.O., 
M.C.  (attd.  R-.A.F.),  resigns  his  eommn.,  Sept.  6th 

Infantry.— R.W.  Surr.  R  —  Lt.  A.  M.  Bennett  (attd.  R.A.F.)  resigns 
his  commn.,  Sept.  6th. 

War  OffkE,  September  6th. 

Regular  Forces.— Infantry.— Service  Battalions.— Welsh  K. — Temp. 
Lt  J.  Garvin  resigns  his  commn  on  appt.  to  R.A.F.,  Sept.  14th,  191 8. 

Royal  Army  Service  Corps— To  be  actg.  Capt —Temp.  Lt.  A.  W.  J. 
Lyons,  from  R.A.F.,  to  be  temp  Lt.,  May  30th,  seny.  April  15th,  1917. 


AIR  FORCE. 

Air  Mimsiry,  Aug  29th. 
R.A.F. — The  following  temporary  appointments   are    made  : — Brig.- 
Gen.  Staff— Col.   (actg.    Brig.-Gen.)    B.  H    II    Cooke,  C.M.G.,  C.B.E., 

D.  S.O.,  is  graded  for  purposes  of  pay  and  allowances  as  Maj. -Gen. 
while  officiating  in  command  of  an  area,  Feb  27th. 

Staff  Officers,  1st  Class  (P.)— Col.  A.  M\  Bent,  C.M.G.,  C.B.E.,  is 
graded  for  purposes  of  pay  and  allowances  as  Brig.-Gen.  while  officiat- 
ing as  Brig.-Gen.,  Staff,  Feb.  27th;  IT.)  Maj.  T.  G.  Hetherington, 
C.B.E-,  is  graded  for  purposes  of  pay  and  allowances  as  Col.  while 
officiating  as  Col.,  Staff,  from  Feb.  18th  to  July  31st. 

Staff  Officer,  3rd  Class  (P.).— Capt.  E.  F.  Wilkinson,  July  23rd. 

Flying  Branch — Capt.  C.  H.  Elliot-Smith  is  giaded  for  purposes  of 
pay  and  allowances  of  Maj.  while  employed  as  Maj.  (A.),  May  1st. 

Capt.  R.  S.  Smith  relinquishes  the  grading  for  purposes  of  pay  and 
allowances  as  Maj.  (KB.),  July  20th  (substituted  for  notification  in 
"Gazette"  of  Aug.  ist). 

Capt.  B.  C.  Clayton  to  be  Capt    (A.)  from  i'f.),  May  15th. 

The  following  Lts.  are  graded  for  purposes  of  pay  and  allowances 
as  Capts.  while  employed  as  Capts.  (A.)  : — H.  G  Davis,  D.F.C.,  S.  G. 
Frogley,  G.  C.  Gardiner,  D.F.C,  H.  Hillier,  D.F.C.,  A.  E.  Morgan, 
W.  S.  Reid,  May  ist. 

The  following  relinquish  the  actg.  rank  of  Capt.  on  ceasing  to  be 
employed  as  Capts.  :  — Lt.  H.  F.  Nicholls,  D  F.C  ,  July  29th;  Lt.  W.  F. 
J   Harvey,  D.F.C.,  July  30th;  Lt.  G.  L-  Hobbs,  M.C,  Aug.  8th. 

Sec.  Lt.  H.  A.  Castaldini  is  graded  for  purposes  of  pay  and  allowances 
as  Lt.  while  empld.  as  Lt.  (O  ),  May  ist 

Sec.  Lt.  J.  T.  O'Brien-Saint  to  be  Sec.  Lt.,  from  unemployed  list, 
prec.  next  below  Sec.  Lt.  C.  A    White,  July  23rd. 

The  following  relinquish  their  commissions  on  ceasing  to  be  em- 
ployed:— Sec.  Lt.  C.  L.  Douthwaite  (E.  Yorks.  R.,  T.F.),  March  12th; 
Lt.  W.  G.  Fluke,  D.S.O.  (Lt.,  S.  Staffs.  R.),  May  12th;  Capt.  H.  S. 
Parsons  (Capt.,  Can.  Forces),  June  19th;  Sec.  Lt.  (Hon.  Lt.)  F.  McRae 
(Capt.,  Can.  Forces),  July  i;th;  Sec.  Lt.  C  E.  Eddy  (Lt.,  Gen.  List  S. 
African  Forces),  Aug.-  5th;  Lt.  'Hon.  Capt.)  H.  G.  L.  Mayne  (Capt., 
K.O.S.B.),  Aug.  9th;  Lt.  (Hon.  Capt.)  C.  H.  L  Coney  (Capt.,  N.  Staffs. 
R.),  Aug.  nth;  Lt.  J.  Cave  (Lt.,  Manitoba  R.),  Sec.  Lt.  H.  A.  Cromme- 
lin,  Aug.  13th;  Lt.  J.  Sharp  (Lt.,  S.  Ir.  Horse),  Aug.  15th.  Transferred 
to  unemployed  list  :— Capt.  B.  P.  G.  Hunt,  Jan.  28th;  Lt.  G.  L.  Webster, 
Jan.  29th;  Sec.  Lt.  J.  R.  R  Rankin,  Feb.  8th;  Lt.  H.  R  Aird,  Feb. 
17th;  Lt.  L.  C  Tonkin,  Feb.  23rd;  Sec.  Lt.  N.  Cooper,  D.F.C.,  March 
15th;  Lt.  (actg.  Capt.)  L  H.  Jones,  March  31st;  Lt.  (Hon.  Capt.)  (actg. 
Capt.)  G.  H.  B.  Wilson,  April  jth,  substituted  for  notification  in 
"Gazette"  of  June  6th;  Lt.  S  Jolley,  M.C  ,  Sec.  Lt.  (Hon.  Capt.)  R.  T. 
Pearson,  M.C,  Lt.  (Hon.  Capt.)  C.  Le  Strange,  April  nth;  Sec.  Lt. 
(Hon.  Lt.)  J.  S.  Maguire,  April  rsth ;  Sec.  Lt  C.  E.  M.  Howard,  April 
17th;  Sec.  Lt.  J.  W.  Gennard,  April  18th;  Capt.  J.  B.  Crompton,  Sec. 
Lt.  J.  E.  Jellison,  April  19th;  Sec.  Lt.  N.  A.  Jamieson,  Sec.  Lt.  H.  W. 
Phillips,  Sec.  Lt.  (Hon.  Lt.)  T.  A.  Lloyd-Rees,  M.C,  Sec.  Lt.  G.  Russell, 
Sec.  Lt.  A.  W.  Sawyer,  April  29th ;  Sec.  Lt.  R.  S.  Johnson,  May  2nd ; 
Maj.  A.  K.  H.  O'Briei,  May  ith;  Lt  A.  F.  Cotton,  May  14th;  Lt. 
J.  S.  A.  Willis,  May  16th ;  Sec.  Lt.  O.  H.  Campbell,  May  20th,  substi- 
tuted for  notification  in  "Gazette"  of  May  13th;  Sec.  Lt.  R.  C  Jones, 
May  21st;  Lt.\J.  Creigton-Jones,  May  26th;  Lt  Wm.  Hughes,  June  2nd; 
Sec.  Lt.  T.  J.  H.  May,  June  5th;  Lt.  J.  S.  Hodges,  June  7th;  Sec.  Lt. 
C.  Brooks,  June  9th ;  Sec.  Lt.  Wm.  Emery,  June  10th ;  Sec.  Lt.  (Hon. 
Lt.)  A.  B.  Radford,  June  12th;  Lt.  D.  A.  Hansard,  June  13th;  Lt.  L. 
E  O.  Lounds,  June  16th ;  Lt.  F.  W.  Morter,  A. F.C,  June  25th;  Sec.  Lt. 

E.  E.  Morrison,  July  ist;  See.  Lt.  L.  C  Cox,  Sec.  Lt.  T.  D.  Fitzsimon, 
Lt.  R.  E-  Taylor,  substituted  for  notification  in  the  "Gazette"  of  July 
29th,  July  12th ;  Sec.  Lt.  J.  W.  Rhodes,  Julv  2}rd ;  Lt  G.  H.  Armstrong, 
A.F.C,  July  28th;  Lt.  G.  C  Judd,  July  31st;  Sec.  Lt.  C.  A.  Box,  Aug. 
2nd;  Sec.  Lt.  E.  A.  Rogers,  Aug.  3rd;  Lt.  C  F.  Nathan,  M.C,  Aug  5th; 
Capt.  J.  F.  Jones,  O.B.E.,  D.S.C,  Capt.  A.  T  Moore,  O.B.E.,  Aug.  6th; 
Sec.  Lt.  G.  Chellingworth,  Aug.  9th;  Sec.  Lt.  J.  Harris,  Aug.  12th;  Lt. 
G  E.  Shearmur,  Aug.  13th;  Sec.  Lt.  C  H.  Howitt,  Lt.  E.  E.  Lock- 
wood,  Aug.  14th;  Lt.  E.  W  Hart,  Lt-Col.  J.  C.  Porte.  C  M.G.,  Capt. 
R  R.  Soar,  D.S.C,  Aug.  15th;  Sec.  Lt.  G.  A.  Davis,  Aug.  16th;  Lt.  A. 
G.  Donald,  Aug.  17th;  Sec.  Lt.  R.  J.  Palmer,  Aug.  icth ;  Sec.  Lt.  W.  L. 


Alston,  Lt.  J.  A.  Jamieson,  Lt.  G.  G.  Macphee,  Lt  J.  Palmer,  Sec.  Lt. 
R.  D.  Vaughan,  Aug.  20th;  Lt.  R.  J.  Layard,  Lt.  W.  H.  Pollard,  Aug. 
22nd;  Sec.  Lt.  E-  H.  C.  Steeds,  substituted  for  notification  in  the 
"Gazette"  0f  Aug.  22nd;  Lt.  S.  MacK.  Sproat,  substituted  for  notification 
in  the  "Gazette"  of  Aug.  22nd;  Lt.  D.  Davidson,  Sec.  Lt.  R.  E.  Norrish, 
Aug.  28th. 

Capt.  E.  K.  H.  Tumour  (Lt.,  R.N.)  resigns  his  commission,  and  is 
permitted  to  retain  the  rank  of  Capt.,  Aug.  30th. 

The  following  Lis.  relinquish  their  commissions  on  account  of  ill- 
health,  and  are  permitted  to  retain  their  rank  :— J.  E.  Howell,  Aug. 
:oth;  W.  S.  Fcatherstonhaugh,  Aug.  21st. 

Lt.  L-  H.  Mackay  (Scottish  Rifles)  resigns  his  commisrion,  and  is 
permitted  to  retain  his  rank,  Aug.  30th 

Lt.  M.  J.  P.  Scuily  (R.  lnniskiiling  Fus.)  is  cashiered  by  sentence  of 
a  General  Court-Martial,  Aug.  11th. 

Sec.  Lt.  D.  E.  Culver  relinquishes  his  commission  on  account  of  ill- 
health  contracted  on  active  service,  and  is  permitted  to  retain  his  rank, 
Aug.  19th. 

The  surname  of  Lt.  G.  W.  Gauld  is  as  now  described,  and  not 
"Gould,"  as  stated  in  the  "Gazette"  of  April  25th. 

The  surname  of  Sec.  Lt.  R.  P.  Coton  is  as  now  described,  and  not 
"Caton,"  as  stated  in  the  "Gazette"  of  May  27th. 

The  initials  of  Sec.  Lt.  CA.  Muir  are  as  now  described,  and  not 
"T.  A.,"  as  stated  in  the  "Gazette"  of  June  3rd. 

The  surname  of  Lt.  H.  S.  Wellby  is  as  now  described,  and  not 
"Welby,"  as  stated  in  the  "Gazette"  of  May  27th. 

The  surname  of  Lt.  J.  G.  Prestwich  is  as  now  described,  and  not 
"Prestwick,"  as  stated  in  the  "Gazettes"  of  July  ist  and  June  24th. 

The  initials  of  Sec.  Lt.  J.  T.  O'Brien-Saint  are  as  now  described,  and 
not  "J.  D.,"  as  stated  in  the  "Gazette"  of  July  4th. 

The  initials  of  Lt.  S.  Y.  Grant  are  as  now  described,  and  not 
"S.  W.,"  as  stated  in  the  "Gazette"  of  April  25th. 

The  notification  in  the  "Gazette"  of  Aug  27th,  1918,  concerning  Fit. 
Cadet  H.  W.  Williams  is  cancelled. 

The  notification  in  the  "Gazette"  of  March  2fcth  concerning  Lt. 
(actg.  Capt.)  E.  Swale,  D.F.C,  is  cancelled. 

The  notification  in  the  "Gazette"  of  April  4th  concerning  Lt.  (actg. 
Capt.)  M.  G.  W.  Stewart,  D.F.C,  is  cancelled. 

The  notification  in  the  "Gazette"  of  May  20th  concerning  Capt.  C.  G. 
Davis,  M.C,  is  cancelled. 

The  notification  in  the  "Gazette"  of  June  3rd  concerning  Lt.  H  L- 
Young  is  cancelled. 

The  notifications  in  the  "Gazette  of  June  24th  concerning  Sec.  Lt. 
J.  S.  McGeown  and  Sec.  Lt.  H.  R.  Hayden  are  cancelled. 

The  notification  in  the  "Gazette"  of  July  nth  concerning  Sec.  Lt. 
T.  C    Stranger  is  cancelled. 

The  notification  in  the  "Gazette"  of  July  18th  concerning  Sec.  Lt. 
(Hon.  Lt.)  M.  C  Sexton  is  cancelled. 

The  notification  in  the  "Gazette"  of  July  29th  concerning  Lt.  W.  C 
Siddaway  is  cancelled. 

Administrative  Branch. — Lt.-Col.  (actg.  Col.)  A.  W.  C.  McFall  re- 
linquishes the  actg.  rank  of  Col.  on  ceasing  to  be  employed  as  Col., 
Aug.  ist. 

Maj.  (actg.  Lt.-Col.)  D.  Mackenzie  relinquishes  the  actg.  rank  of 
Lt.-Col.  on  ceasing  to  be  employed  as  Lt.-Col.,  Aug.  ist.  « 

Capts.  to  be  actg.  Majs.  whilst  employed  as  Majs.,  without  pay  and 
allowances  of  that  rank  :— R.  W.  Dawes,  J.  L.  Walshe,  July  31st. 

Capt.  L.  M.  Boddam-Whetham  to  be  Capt.,  from  (S.O.),  Aug.  7th. 

Capt.  A.  F.  Marlowe  is  graded  for  purposes  of  pay  and  allowances 
as  Capt.  whilst  employed  as  P.T.O.,  April  10th. 

Lt.  H.  F.  Fuller  to  be  actg.  Capt.  whilst  employed  as  Capt.,  July  18th. 

The  following  Lts.  are  graded  for  purposes  of  pay  and  allowances  as 
Capts.  whilst  emploved  as  Capts.  :— (Hon.  Capt.)  P.  Colbeck,  M.RE-, 
(Hon.  Capt)  R.  T.  H.  Watson,  May  ist;  R  J.  L.  Gerard,  from  May  isf: 
to  June  5th ;  C.  H.  Tancred,  from  May  ist  to  May  26th. 

Sec.  Lt.  H.  F.  Hendry  to  be  Lt.,  March  2nd. 

The  following  relinquish  their  commissions  on  ceasing  to  be  em- 
ploved : — Lt.-Col.  (actg  Col.)  W.  P  Alexander,  and  is  permitted  to 
retain  the  rank  of  Col.,  Aug.  ist;  Lt.  D.  H.  Bell,  M.C  (Lt.,  Queen's 
Own  Cam.  Highrs  ),  Sec.  Lt.  (Hon.  Capt.)  T  G  Horn  (Capt.,  Extra 
Regimentally  Employed  List),  Aug.  12th. 

Transferred  to  Unemployed  List  :— Sec.  Lt  H.  M.  Towlson,  March 
nth;  Capt.  H.  Sherwood,  April  27th  (substituted  for  notification  in  the 
"Gazette"  of  July  nth);  Sec.  Lt.  R.  H.  Curtis,  June  3rd;  Lt.  C.  Mars- 
den,  Aug.  2nd'  Sec  Lt.  R.  Thomson,  Aug.  7th;  Maj.  M.  E.  Lane, 
Aug.  14th;  Lt.  H.  Gv  Dadlev,  D.C.M.,  Capt.  (actg.  Maj.)  A.  Young, 
O.B.E.,  Aug.  15th;  Lt.  T.  P.  Jenkins,  Aug.  21st;  Lt.  E.  W.  Bassil, 
Capt.  B.  W.  Batchelor,  Aug.  22nd. 

Lt.  R.  L.  G.  May  (Lt.,  Royal  Fus.)  resigns  his  commission,  Aug.  27th. 

Lt.  W.  R.  Ashwcll  (Leic.  R.,  T.F.)  1  elinquishes  his  commission  on 
account  of  ill-health  contracted  on  active  service,  Aug.  28th. 

Lt.  W.  B.  Judd  (Lt.,  Dur.  L.I.)  is  cashiered  by  sentence  of  a  General 
Court-Martial,  Aug.  7th. 

Sec.  Lt.  W.  S.  Greasley  relinquishes  his  commission  on  account  of 
ill-health,  and  is  permitted  to  retain  his  rank,  Aug.  22nd. 

The  surname  of  Lt.  D.  M.  K.  Marendaz  is  as  now  described,  and  not 
"Masendaz,"  as  stated  in  the  "Gazette"  of  May  6th. 

The  surname  of  Sec.  Lt.  C.  W.  Slarke  is  as  now  described,  and  not 
"Starke,"  as  stated  in  the  "Gazette"  of  May  27th. 

The  initials  of  Sec.  Lt.  J.  L.  O'Hagan  are  as  now  described,  and  nof 
"J.  R.,"  as  stated  in  the  "Gazette"  of  May  20th. 

The  notification  in  the  "Gazette"  of  July  22nd  concerning  Sec.  Lt. 
R.  C  Rosser  is  cancelled. 

Technical  Branch  Maj.  R.  C.  Lane  to  be  Maj.,  Grade   (B.),  from 

(S.O.),  July  31st. 

Capt.  W.  E.  L.  Seward,  M.C,  lo  be  graded  for  purposes  of  pay  and 
allowances  as  Maj.  while  employed  as  Maj.,  Grade  (A),  May  ist. 

The  following  Lts.  are  graded  for  purposes  of  pay  and  allowances 
as  Capts.  whilst  employed  as  Capts.,  Grade  (A.)  :— E.  S.  Cohen,  A.  E. 
Lindon,  W.  Sutherland,  J.  A.  V  Welsh  (substituted  for  notification  in 
the  "Gazette"  of  July  22nd),  May  ist. 

The  following  Lts.  are  graded  for  purposes  of  pay  and  allowances 
as  Capts.  whilst  employed  as  Capts.,  Grade  (B.)  :— J.  Durward,  F.  M.  I. 
Walts,  M.B.E.,  May  ist;  L-  L.  W.  Smythe,  from  (Ad.),  from  May  ist 
to  27th  (substituted  for  notification  in  the  "Gazette"  of  July  8th). 

Sec.  Lt.  (Hon.  Lt.)  P.  L.  Lindup  to  be  graded  for  purposes  of  pay 
and  allowances  as  Capt.  whilst  employed  as  Capt.,  Grade  (A.),  May  ist. 

Sec.  Lt.  H.  Barnes-Moss  to  be  graded  for  purposes  of  pay  and  allow- 
ances as  Capt.  whilst  employed  as  Capt.,  Grade  (B),  May  ist. 

Lt.  H.  A.  Adams  to  be  Lt  ,  Grade  (A),  from  (SO.),  May  12th  (substi- 
tuted for  notification  in  the  "Gazette"  of  May  30th). 

Lt.  A.  A.  Davis  to  be  Lt.,  Grade  (B),  from  (O),  July  27th,  1918  (sub- 
stituted for  notification  in  the  "Gazette"  of  Aug.  31th,  1918). 

Sec.  Lt.  (actg.  Capt.)  W.  W.  Hamond  lo  be  Lt.,  and  to  retain  the 
actg.  rank  of  Capt   until  April  30th. 

Sec.  Lt.  M.  P.  Graddon  to  be  Lt.,  Oct.  27th,  1918. 


1032 


The  Aeroplane 


September  io,  19 19 


Sec.  Lt.  G.  A.  Gillings  to  be  Lt.,  without  pay  and  allowances  of  that 
rank,  Nov.  17th,  1918.  . 

Sec.  Lts.  to  be  actg.  Lts.  whilst  eniDloyed  as  Lts.,  Grade  (A)  :  — 
E-  J.  Wilkins,  from  Nov.  10th,  1918,  to  April  50th  (substituted  for 
^  ,  ilon  ln  the  "Gazette"  of  Sept.  17th,  r9i8)';  L.  Hawkins,  from 
(Ad  ),  trom  June  16th,  1918,  to  April  30th  (substituted  for  notification 
m  the  "Gazette"  of  Sept.  17th,  1918). 

Sec  Lts.  to  be  graded  for  purposes  of  pay  and  allowances  as  Lts. 
whilst  employed  as  Lts.,  Grade  (B)  :— Hon.  Lt.  G.  H.  Heys  from  (Ad  ) 
J    E-  Tyrrell,  Hon.  Lt.  N   W.  Walmsley,  May  1st. 

Transferred  to  Unemployed  List:— Sec.  it.  F.  L.  Sutcliffe,  Jan.  31st: 
Sec.  Lt.  A.  II.  Waterman,  March  15th;  Sec.  Lt.  (actg.  Lt  )  A  H 
James,  April  18th  (substituted  for  notification  in  the  "Gazette"  of 
July  15th);  Lt.  H.  R.  Hare,  April  19th;  Lt.  R.  F.  Tindall,  May  19th  ■ 
Sec.  Lt.  A.  V.  Jay,  May  2£th;  Sec.  Lt.  P.  D.  Wilson,  June  7th;  Capt. 
F.  C.  Jenkins,  July  6th;  Lt.  R.  Leedal,  July  3ist;  Sec.  Lt.  F  H. 
Jefferies,  Aug.  ,3rd;  Lt.  T.  M.  S.  Jenkins,  Aug  8th;  Sec.  Lt  F  C 
Lyne  Aug.  10th,  Sec.  Lt.  C.  L.  Underwood,  Aug.  12th;  Lt.  G.  E  E 
Elliott,  Aug.  14th;  Lt.  V.  G.  DarringtOii,  Sec.  Lt.  (Hon.  Lt.)  R.  Kear- 
ton,  Aug.  15th;  Sec.  Lt.  J.  T.  Brown,  Aug.  16th;  Sec.  Lt.  N.  W  B 
Bovey,  Aug.  18th;  Capt.  W.  M.  Lange,  Aug.  i9th;  Capt.  H  O.  Fry 
Capt.  T.  R.  Garrigan,  Aug.  20th. 

The  surname  of  Sec.  Lt.  A.  Gall  is  as  now  described,  and  not  "Gill  " 
as  slated  in  the  "Gazette"  of  June  24th. 

The  surname  of  Sec.  Lt.  W.  F.  Bevis  is  as  ..ow  described,  and  not 
"Beirs,"  as  stated  in  the  "Gazette"  of  May  6th. 

The  Christian  names  of  Sec.  Lt  Robert  Boyd  Cheery  are  as  now 
described,  and  not  as  stated  in  the  "Gazette"  of  May  9th. 

The  notification  in  the  "Gazette"  of  Aug.  15th  concerning  Sec  Lt 
W.  Brown  is  cancelled 

Medical  Branch.— Maj.  G.  D.  Bateman,  O.B.E  .  to  be  Lt  -Col  Nov 
-ist,  1918.  '' 

Lts.  to  be  Capts.  :— H.  B.  B  Green,  Aug.  12th;  S.  A.  Nield-Faulkner 
Aug.  14th. 

R.  W.  Ryan  is  granted  a  temporary  commission  as  Capt     Aug  22nd 

Transferred  to  Unemployed  List  :— Lt.  G  H.  Johnson,  July  ist",  Mai' 
W.  G.  Mitchell,  July  16th ;  Capt.  P.  O.  Moffat,  Aug.  9th;  Lt.  G  Bourne 
Aug.  14th;  Capt.  A.  Leitch,  Aug.  i5th;  Lt.  J.  G.  Bird,  Aug.  24th. 

Capt.  C  P.  Strong  relinquishes  his  commission  cn  account  of  ill- 
health,  and  is  permitted  to  retain  his  rank,  Aug  2'nd 

Dental  Branch.— Lt.  L-  G  Smith  to  be  Capt.,  July  ist. 

Memoranda.— Sec.  Lt.    (Hon.   Lt.)   P.  J.    Burns  to   be   Hon  Capt 
June  19th.  ' 

The  following  Cadets  are  granted  hon.  commissions  as  Sec  Lts  :  — 
17  l6(Z  2-  £  Allen>  ^9308  H  W.  Ackroyd,  179326  H.  W.  Andreas, 
375846  K.  C.  Aers,  176913  T    E.  Archer,   178021  E.  W.  Blumley,  178096 

F.  O.  Buss,  178513  f.  A.  Booth,  178569  J.  R.  Baillie,  178612  C.  E.  Barrv, 
179331  D.  Bagnall,  176917  A.  E-  Burgess,  177951  A.  H.  Barnes,  ■  178233 
C.  Bowlms,  178235  J-  Boyd,  178337  E.  J.  Buckley,  178459  H.  Burt,  177918 
P.  S.  Colwell,  178042  N.  C.  Clark,  178163  S.  M.  Chisholm,  178617  T. 
Crosthwaite,  178771  G.  B.  Charlton,  728.(61  T.  A.  Clarke,  177656  C  P  J 
Ghurton,  177769  W  H.  Cooper,  177770  G  Cooper,  177916  C.  R.  Churns, 
17l9l7  k  £■  Chandler.  I779*»  J.  K  Conder,  178411  L.  J.  Cheshire 
178462  T.  C.  Coombe,  177775  R-  H,  Davison,  178524  E.  R.  Davy,  178622 
J  P.  Douglas,  178932  R.  W.  Davies,  175250  A.  E.  Davidson,  175737  B.  C. 
Dion,  176652  Fo  W.  Dibden,  177736  H.  Baton,  178347  A.  E.  Don,  178415 
A  R.  Elhs,  17S576  G.  E.  Edge,  178248  F.  Fouler,  17.8350  S.  R.  Farrow, 
178526  R.  N.  Frazer,  188203  K.  C.  Finlay,  177489  H.  Forsythe,  177739  D. 
t  Francis,  178100  O.  Furn,  178464  II.  Frampton,  178354  E-  J.  George 
17S3.55  W.  M.  Griffiths,  178465  C.  W.  Glendinning,  179038  T.  S.  Griffiths 
i?  4i6  £  C'  Gr„een>  ^8422  J-  L.  Hyland,-  .78469  II.  C.  Hawker,  178471 
.R.  G  Hunt,  178581  G.  W.  Haig,  128640  F.  W.  Hollingworth,  176964  W 
A.   Hodgson,   177928  W.  F.  Henson,   178533  E.  F.  W.  Hendrick,  137637 

C.  W.  Ince,  i779b8  W.  A.  P.  Jackson,  179053  J-  J.  Jones,  (75649  C.  J. 
Jones  177889  C.  E.  Johns,  178363  B.  A.  JamiesoB,  177969  F.  P.  Koester, 
178476  H  Kitney,  178479  W.  Leonard.  177433  G.  C.  B.  Lloyd,  177536 
J  Leggett  177744  S.  Lawson,  177745  W.  F.  Leach,  177788  J.  Lawrence, 
17  -42A  .  ?•  I-t'onard.  !77862  R.  B.  London,  177792  G.  T.  C.  McGowan, 
17S268  A  A.  McPherson,  178481  E.  H.  Maton,  178483  W.  G.  May,  175939 
p.  J.  McDonald,  177793  J.  Marshall,  177896  F.  H.  Maslin,  177033  E  F 
Mumford,   177934    A.    J.    Matheson,    178316    W.    A.   Naylor,    170810  j' 

?lo?^h'xI76l0<3  A'  T'  Norris.  '77638  R.  E.  Newman,  178374  W.  Norris! 
178486  B.  Nessney,  177868  H.  O'Neill,  178428  S.  V.  Offley,  178454  W.  F 
Oldridge,  178490  E.  Page,  179259  H.  G.  H.  Phipps,  179280  W.  W  C 
Jtterson,  175144  A.  C.  D.  Prall,  176361  F.  Parker,  177832  W  H.  G  Pick 
177902  R.  S.  Parti  ldge,  177938  P.  M .  Pennyfather,  178489  G.  T.  F.  Pearce' 
178023  W.  A.  J.  Reyell,  178206  G.  P.  Rowland,  178387  M.  Rowley,  178433 

G.  M.  Rose,  178389  E.  D.  Smith,  178400  G.  Simpson,  178493  B  P  Smith 
177231  G.  A.  Sanderson,  177842  T.  II.  Searle,  178282  C.  P.  V  Tanner' 
178285  A.  L.  Taylor,  178287  S.  P.  Thompson,  178436  R.  A.  R.  Try,  178438 

D.  P.  Tennant,  175666  I.  Thomas,  176834  R.  J.  Taylor,  177472  J.  Todd 
178439  N.  Vyvyan,  178500  J.  W.  Vincent,  177240  S.  W.  Windsor,  177996 
•C  E.  Wormald,  178837  A.  E.  White,  17S093  J.  F.  Yorke,  178094  G.  C. 
Young,  178506  S.  E.  Young,  128987  J.  E.  Young,  Jan.  20th. 

Capt.  (actg.  Maj.)  W.  C.  Murray  'temp.  Dental  Surgn.,  R.N.V.R  ) 
relinquishes  his  commission  on  ceasing  to  be  employed,  Aug.  31st. 

Transferred  to  Unemployed  List  :— S?c.  Lt.  E.  Parkinson,  May  22nd- 
Maj.  O.  G.  G.  Villiers,  D.S.O.,  from  (S.O.),  June  30th;  Sec.  Lt  G  O.  G. 
Eurnett,   Sec.   Lt.    E.    E.    Cannon,   Aug.   14th;  Lt.-Col.   H.  Campbell 
D.S.O.,  O.B.E- ,  from  (S.O.),  Aug    15th.  ' 
,  „  „  ,  Air  Ministry,  August  29th. 

The  following  officers  and  other  ranks  of  the  Royal  Air  Force  (in- 
eluding  personnel,  Women's  Royal  Air  Force)  have  been  brought  to  the 
notice  of  the  Secretary  of  State  in  respect  of  the  valuable  services 
they  have  rendered  in  connection  with  the  war,  and  a  note  to  this 
effect  will  accordingly  be  made  in  the  Official  Records1  — 
(Continued.) 

9310  Actg.  Sgt.  A.  C.  Squirrell,  1095  CM.  R.  A.  Stacey,  2242  S.M.i  (T.)  J. 
Stallard,  209141  Sgt.-Mech.  A.  A.  Stanbridge,  19205  Sgt.  F.  Starkey 
79229  Sgt.  H.  Stebbings,  14117  Fit  Sgt.  H.  Stephenson,  206716  Sgt. 
Mech.  A.  Stevens,  75405  L-A.C.  F  D.  Stewart,  223141  Actg.  Cpl.  Mech 
L.  C.  Stewart,  17318  Ch.  Mech.  W.  F.  Stewart,  20209  Ch 
Mech.  W.  H.  Storr,  138  Mas  Mech  R.  Street,  13974  Fit. 
Sgt.  C.  W.  J.  Streetly,  214871  Sgt.  P  E.  Stubbs,  40841  Actg. 
Sgt.  J.  C.  Suter,  293339  Actg.  Clk.2  W.  H.  Swan,  105283  L.A.C.  J  V. 
Sykes,  72704  Sgt.  F.  Sylvester,  6515  Fit.  Sgt.  J.  W  Sylvester,  18200  Fit 
Sgt.  R.  Syme,  0193  S.M.i  F.  W.  Symons. 

934S3  Fit.  Sgt  W.  H.  Tarrant,  8864  A  M'.i  H.  Tatton,  300237  Actg.  Sgt 
A.  J.  Taylor,  313274  Ch.  Mec.  H.  Taylor,  31^928  Cpl.  Mech  H.  Tavlor, 
8949  Ch.  Mech.  H.  R.  K.  Taylor,  10063  Member  Miss  L.  A.  Taylor,  187229 
Fit.  Clk.  L.  R.  Taylor,  48741  Sgt. -Maj.  R.  A.  Taylor,  11925  Fit  Sgt.  D. 
G.  Templeman,  17676  Sgt.  M'aj.i  H  Theobald,  221849  Fit.  Sgt  D. 
R.  Thom,  9244  Fit.  Clk.  G.  E.  Thomas,  J.2207  Ch.  Mech  (R.L.)  H. 
Thomas,  209142  Ch.  Mech.  R  H.  Thomas,  5444  Fit.  Sgt.  W  Thomason, 
M.M.,  7061 1  Fit  Clk.  A.  J.  Thompson,  206239  Fit.  Sgt.  A.  S.  Thompson, 
401974  L.A.C.  (aetg.  Cpl.)  C  Thompson,  187172  Actg.  Sgt  T  P.  Thomp- 
son, 1418  Fit.  Sgt.  W.  Thompson,  21055  Fit.  Clk.  J.  A.  Thomson,  218306 
Sgt.  Mech.  H.  G.  Tiller,  .306  Ch.  Mas.  Mech.  D.  G.  Tindale.  8290  Mem- 
Tier  Miss  E.  E.  Titteritigton,  ;.I4070  C.P.O   C.  Todd,  20571 1  Cpl   E  Ton- 


kin, 225546  Cpl.  C  H.  Tonki  16063  Actg.  Ch.  Mech.  W.  J.  Toozes, 
205707  Cpl.  F.  W.  Torlot,  23344  Ch.  Sec.  Ldr  Miss  F.  A.  Travis,  42094 
Fit.  Clk.  P.  V.  Tree,  6656  Ch.  Sec.  Ldr.  Miss  L-  M.  Trusler,  302778 
R.S.M.  F.  Truss,  1124  Ch.  Sec.  Ldr.  Miss  K.  Tubb,  201547  Fit.  Sgt.  E. 
H.  Tuunell,  11 2167  L.A.C  J.  M.  Turnbull,  17474  Sgt. -Maj. 2  W.  G. 
Turner,  207068  Sgt.  Mech.  W.  C.  Turpin,  206004  Sgt  E.  W.  P. -Tyrrell. 
24954  Fit.  Sgt.  O.  A  .Usher. 

55573  Fit.  Sgt.  J.  Vale,  10012  Member  Miss  N.  Van  Looek,  12264  Fit 
Clk.  F.  Venner,  220393  Cpl.  A.  H.  Vickers,  8156  Actg..  Spt.  Ldr.  Miss 
H.  Vinogradoff. 

200582  Ch.  Mech.  W.  Wadlow,  313282  Actg.  Fit.  Sgt.  J.  Wailling, 
407677  Fit.  Sgt.  F.  Waite,  1212  Sgt. -Maj. 1  H.  J.  Wakeling,  Can.  73645 
Cpl.  C.  V.  Wakely,  1714  Sgt.-Maj.  C.  G.  Walker,  409837  Ch.  Mech.  D.  J. 
Walker,  4322  Flight  Sergeant  F.  S.  Walker,  5601 1  Sergeant 
Mech.  H.  Walker,  214013  Cpl.  S.  Walker,  37624  Fit.  Sgt.  E 
J.  Walsh,  78674  Sgt.-Maj. 1  J.  Wannop,  S  R.18  Sgt.-Maj.  1  H  W  Warboys, 
2169  M'ember  Miss  F.  E.  Ward,  8824  Member  Miss  L.  M.  T.  Ward,  25760 
Actg.  Fit.  Sgt.  A.  A.  Warner,  314425  Fit.  Sgt.  F.  W.  H.  Warren,  2157 
T.  Sgt.-Maj.  E.  C.  Watson,  26286  Sgt.  F.  B.  Watson,  65835  Sgt.-Maj.  1  C. 

E.  Watts,  29192  Sgt.  G.  E.  Watts,  ^7648  Sgt.  W.  E.  Wears,  58717  Fit.  Sgt 
B.  S.  Webb,  408696  Fit.  Sgt.  A.  P.  Webley,  3005  Sgt.  Mech.  A.  Webster, 
2436  Sgt.-Maj. 2  W.  Webster,  9525  Member  Miss  M.  Weeks,  11929  Cpl.  E- 
Wenbaud,  25142  Fit  Sgt.  F.  L.  Wheeler,  37586  Ch.  Mech.  W.  Whitaker, 
1946  Ch.  Sec.  Ldr.  Mrs.  A.  White,  212750  Sgt.  D.  D.  White,  123534  L.A.C. 
L.  S.  Whitehead,  202542  Fit.  Sgt.  F.  H.  Whiteley,  230687  ACi  A.  W. 
Whiting,  21210  Clk. 1  L  A.  Whitty,  203768  Cpl  G.  F  Wicks,  11621  Sgt.- 
Maj.  L.  M.  Wiertz,  1913  Ch.  Sec.  Ldr.  Miss  B.  Williams,  6234  T.  Sgt. 
Maj.  H.  A.  Williams,  70714  A.M.i  H.  C.  Williams,  228763  Sgt.  Clk.  J. 
W.  Williams,  51092  Fit.  Sgt.  R.  J.  Williams,  75269  Sgt.  W.  E.  Williams, 
8707  Fit.  Sgt.  S.  Wiliamson,  19111  Sgt -Maj.  F.  Willis,  313297  Fit.  Sgt.  F. 

G.  Wiknot,  18810  Sgt.  Mech.  E-  Wilinot,  14279  Ch.  Mech.  J.  A.  Wilson, 
1437  L-A.C.  R.  W.  Wilson,  471.57  A.M.i  A.  A.  Wiltshire,  226532  Sgt.  H. 
Winchester,  1098  Sgt.-Maj.  1  S  V.  Winney,  12236  Ch.  Sec.  Ldr.  Miss  E- 
A.  Winspear,  210392  Actg  Clk.i  T.  R.  Winter,  9719  Sgt.-M'aj.i  E.  A. 
Withers,  232830  A  M.2  A.  T.  Wood,  14758  Fit.  Sgt.  E.  Wood.  7296  Sgt.- 
Maj.  1  H.  Wood,  7823  Sgt  S.  A.  J.  Wood,  31  Sur.  Ldr.  Mrs.  V.  N. 
M.  Wood,  36738  Sgt.-Maj.  A.  W.  Woodgate,  263679  Cpl.  H.  Woodhead, 
2878  Ch.  Sec.  Ldr.  Miss  C.  1  Wooding,  5759  Sgt.  C.  Wooirow,  11 2745 
L.A.C.  G.  F.  Woojaston,  1744  Ch.  Sec.  Ldr.  Miss  R.  Woolfe,  29076  Sgt.- 
Maj.  1  R.  N.  H.  Workman,  201765   Sgt.  J.  Wrenn,   13057  Sgt.-Maj. 1  C. 

H.  Wright,  4374  Ch.  Sec.  Ldr  D.  M.  Wright,  8472  Actg.  Sgt.-Maj.2  F.  N. 
Wycherley. 

214401  Sgt.  T.  E.  Yates,  6735  Fit.  Sgt.  S.  Young. 

Civilian  Staff. 

The  following  members  of  the  civilian  staff  employed  by,  or  serving 
in  connection  with,  the  Air  Ministry,  have  been  biought  to  the  notice 
of  the  Secretary  of  State  in  respect  of  valuable  services  rendered  in 
connection  with  the  war  :  — 

Mr.  H.  H.  Adams  /Thornton  Heath),  Mr.  W.  E.  Boyce  (Paddington), 
Mr.  H.  H.  Chapman  (West  Croydon),  Dr.  W  C.  Collins,  M.D.  (Ches- 
ter), Mr.  J.  Cooke  (Upper  Hollo  way),  Mr.  U.  Cooke  (Biggir.  Hill),  Mr. 

F.  J.  T.  Cooper  (Balham),  Mr.  V.  Cozens  (Newlyn),  Mr.  C.  W.  Crosbie 
(Bedford),  Mr.  H.  C.  Dwelly  (Stoke  Ncwington),  the  Rev.  G.  Frazier- 
Upton  (A. /Chaplain)  (Coventry),  Mr.  J.  S.  Grosvenor  (Kingston-on- 
Thames),  Mr.  V.  C.  Mountfort  (Streatham  Hill),  Mr.  W.  R.  Parker 
(Lewisham),  Mr.  R.  C.  Pearce  iBatlersea,  S-W.),  Mr.  F.  S.  Rae  (Bat- 
tersea  Park),  Mr.  G.  R.  Richardson  (Snrbiton),  Mr.  H.  Russell  (Upper 
Walthamstow) ,  the  Rev  W.  G.  Spurreil,  M  A.  (Aetg.  Chaplain)  (Pem- 
broke), Mr.  S.  Stephens  (Cattewater),  Mr.  C.  E  Stevens  (Uxbridge), 
Mr.  H.  M.  Stretch  (Romanlea,  Berks.),  Dr.  H.  M  Thomas,  L.R.C.P., 
M.D.  (Fishguard),  Mr.  W.  Williams  (Streatham  Hill). 

Mrs.  D.  M.  Alban  (Blackheath),  Misses  F.  A.  Anscombe  (West  Kens- 
ington), J.  Armstrong  (Palmers  Green,  N.),  MVs.  L.  Aston  (Uxbridge), 
Misses  E.  H.  Attwood  (Canada),  K.  Barry  (Thornton  Heath),  Mrs.  Bed- 
ford (Barnes),  Misses  A.  Bennett  (Wanstead),  E.  D  Bircumshaw  (Wim- 
bledon), A.  Boisseau  (Canada),  Mrs.  C  E.  Bond  (Leyton,  Essex),  Mrs 
A.  R.  Broughton  (Canada),  Misses  F.  E.  Branchflowcr  (Leylonstone) .  B. 
J.  Burch  (Salisbury,  Wilts),  O.  Callender  (Surbiton),  O  E.  Cardew 
(East  Dulwich),  B.  R.  Chapman  (Hyde  Park,  W.),  N.  W.  A.  Chard 
(Crawley,  Sussex),  E.  V.  Cheney  (East  Ham),  G  Clarke  (Kensington, 
W.S),  D.  A.  E-  Cole  (Portman  Square,  W  ),  I.  Collins  (Canada),  G.  M. 
Dellagana  (Brondesbury  Park),  D.  E.  Dunn  (Bloonisbury,  W.C.),  M. 
Dwyer  (Canada),  Mrs.  M.  Elderton  (Canada),  Miss  K.  Farber  (Canada),, 
Mrs.  G.  G.  Finn  (Barnes,  S.W.),  Misses  I.  W.  Fitzwilliam  (Jermyn 
Street  W.),  K.  F.  Forsdyke  (Broomwood  Road,  S.W.),  F.  Francis 
(Brompton  Road,  S.W.),  B  Gearge  (Canada),  B.  Gibbon  (Ripen,  Yorks.), 
E.  M.  Gibbons  (Sutton,  Surrey),  E  M.  Qlendenning  (Hampstead, 
N.W.),  G.  M.  Godsal  (St.  Mary's  Mansions,  W.),  Mrs.  F.  JVi*.  Gooch 
(East  Ham),  Mrs.  N.  Gordon  (Canada),  Mrs.  E.  E.  Green  (Ealing), 
Mrs.  D.  Greenall  (Reading),  Misses  L.  Groom  (Walliugton),  D.  Hale 
(S.  Lambeth),  M.  Hannant  (Canada),  H.  Harding  (Highbury,  N.).  E. 
Harker  (Canada),  Lady  Harrowby  (Grosvenor  Place,  W.),  Misses  H.  I. 
Hartley  (W.  Hampstead),  F.  L.  Hayward  (Surbiton),  L.  A.  Heritage 
(Streatham),  Mrs.  E.  G.  Hingston  (Brompton  Road,  S.W.),-  MVs.  M.  M. 
Hodgson  (Streatham),  Mrs.  E-  Hogan  (Canada),  Miss  G.  M.  Hood 
(Kingston-on-Thames),  Mrs.  F.  C.  Holloway  (61,  Lexham  Gardens,  W.), 
Misses  B.  E.  M.  Hubbard  'Naughton,  Suffolk),  E.  Flughes  (Chelsea, 
S.W.3),  A.  B.  Hyam  (New  Cross),  M.  I'Anson  (Walthamstow),  A.  L. 
Jarvis  (Canada),  Mrs.  M.  Johnson  (Canada),  Misses  N.  M.  Jones 
(Golder's  Green),  G.  J.  Keogh  (Forest  Gate),  Mrs.  M.  Kimpton  (Canada), 
Mrs.  A.  E-  King  (Shepherd's  Bush),  Misses  E.  E-  King  (Hampstead, 
N.W.),  E.  M.  King  (Canada),  G.  E    Knight  (Gloucester  Road,  W.i). 

Misses  C.  Lamb  (West  Hampstead),  D.  C.  Lawman  (Upper  Tooting, 
S.W.),  L-  E-  Lawrence  (Westminster),  C.  McChesney  tEaling),  E.  J- 
McClellan  (Canada),  D.  M'cCoy  (Stamford  Hill),  E.  Macdonald  (Canada), 
L-  G.  McGuffin  (Canada),  P.  MacKinnon  (Grays,  Essex) ,  Mrs.  T. 
McRae  (Canada),  Misses  C.  Macklin  (East  Ham),  M.  M'aloney  (Canada), 
E.  Marshall  (Canada),  E.  F  M.  Marwood  (Wandsworth),  M.  A.  Mat- 
thew (Westminster),  H.  May  (Canada),  M.  L.  M'cehan  (Canada),  Mrs 

A.  M.  Megaw  (Cleveland  Gardens,  W.)\  Misses  K.  Melville  (Canada), 
D.  I.  Millard  (Hornsey),  Matron  Miss  V.  G.  Milman  (Blandford),  Mrs. 
L-  E-  M'ilroy  (Hanover  Square,  W\),  Mrs.  M  G.  Mogridge  (Wimbledon 
Park),  Mrs.  G.  Montagne,  (Brixton  Hill),  Misses  L.  M.  H.  jNash  (Hamp- 
stead), B.  M  Nelson  (Canada),  Mrs.  G.  Norman  (Bayswater,  W,),  Misses 
II.  E.  Norman  (London,  E-i,  M.  Nott-Bower  (Richmond),  A.  O'Brien 
(Canada),  O.  M.  Ormsby  (Canada),  P.  W.  Osborne  (Streatham),  D. 
Parry  (Finsbury),  Mrs.  L-  M.  Parsons  (Canada),  Mrs.  G.  E.  Pearce 
(Forest  Gate,  Essex),  Mrs.  C  Perry  (Marylebone,  N.W.i),  Misses  G.  E. 
Rafter  (Canada),  A.  Ratcliffe  (Canada),  Mrs.  D.  W.  Read  (Streatham), 
Misses  M."  Ryder  (T0oting,  S.W.),  G.  L.  Robarts  (Welwyn,  Herts).  E 

B.  Sandford  (Paddington),  A.  Sandys  (Yatesbury),  N.  Schofield  (S. 
Croydon),  D.  ¥.  Snow  (Canada),  Mrs.  J.  Spencer  (Mornington  Crescent, 
N.W.),  Mrs.  L.  M\  Stacey  (N.  Kensington),  Miss  E.  Steele  (Canada), 
Mrs.  J.  I.  Strachan  (Muswell  Hill,  N.),  Misses  K.  M.  Tackaberry 
(Canada),  A.  Tandy  (Sheffield),  V.  R.  Thompson  (Dublin).  Mrs.  M.  A. 
Thierry  (Oxford  Gardens,  W.),  Misses  D.  Threlkeld  (Canada),  V.  S. 
Torckler  (E.  Molesey),  C.  W.  Turner  (London,  E.17),  Mrs.  A.  M. 
Upton  (Myatt's-  Park,  SR.),  Miss  I.  Vallee  (Canada),  Mrs.  M.  Vandyke 
(Canada),  Miss  C.  M.  Vincent   (StQke  Ncwington),   Mrs.    L-    A.  Vine 


September  io,  19 19 


The  Aeroplane 


1033 


(Hauipstead),  Mrs.  G.  Webster  (Canada),  Mrs.  M.  Weiss  (Canada), 
Misses  C.  A.  J.  West  (Streatham,  S.W.),  L.  L-  White  (Highbury,  N.), 
Mrs.  A.  Whitecross  (Wimbledon  Park),  Misses  D  V.  Wiffin  (South- 
fields,  S.W.),  H.  M.  F    Windle  (Chelsea),  H   Woodruff  (Canada). 

Air  Ministry,  Sept.  2nd. 

R.A.F. — The  following  temp,  appointments  are  made  at  the  Air 
Ministry  :— Staff  Officer,  2nd  Class  (P.). — Sqdn  Ldr.  J.  H.  Liddendale, 
from  (S.O.),  1st  Class,  Sept.  1st. 

Staff  Officer,  3rd  Class  (Air).— Lt.  R.  V.  Braniwell-Davis,  Sept.  ist, 
vice  Lt.  R.  C.  Cox. 

The  following  temp,  appointment  is  made  :  — Staff  Officer,  1st  Class 
(P.) — Lt.-Col.  C.  T.  Maclean,  D.S.O.,  M.C.,  Aug.  19th  (substituted  for 
the  notification  in  "Gazettes"  of  Aug.  19th  and  26th). 

The  following  temp,  appointment  is  made  (graded  for  purposes  of  pay 
-at  Air  Ministry  rates)  :— Staff  Officer,  2nd  Class  (T.).— Capt.  R.  G 
Parry,  D.S.O.,  and  to  be  actg.  Maj.  whilst  so  employed,  Aug.  9th. 

The  notification  in  "Gazette"  of  Aug.  15th  concerning  Capt.  V. 
Buxton  is  cancelled. 

Flying  Branch. 

Maj.  (actg.  Lt.-Col.)  F.  W.  Lucas  to  be  Maj.  (A'ship)  and  relinquishes 
the  actg.  rank  of  Lt.-Col.  on  ceasing  to  be  employed  as  Lt.-Col., 
Aug.  2nd. 

Lt.  R.  H.  Stocken  is  graded  for  purposes  of  pay  and  allowances  as 
Capt.  whilst  employed  as  Capt.  (A.),  May  1st. 

Lt.  G.  H.  Langley  is  graded  tor  purposes  of  pay  and  allowances  as 
Capt.  (without  flying  pay)  whilst  employed  as  Capt.  (A.),  May  1st. 

The  following  Sec.  Lts.  (late  Gen.  List,  R.F.C.,  on  prob.)  are  con- 
firmed in  rank  as  Sec.  Ms.  (A.)  :— C.  W.  Kerr,  July  5th,  1918,  G.  E. 
Leaman,  Aug.  31st,  1918,  G.  L.  Ross,  Sept.  1st,  1918. 

P.F.O.  R.  H.  Barker  (late  R.N  A.S.)  is  granted  a  temp,  commission 
.as  Sec.  Lt.  (A.),  July  18th,  1918. 

The  following  relinquish  their  commissions  on  reversion  to  I.A.R.O.  : 
Lt.  E.  A.  Floyer,  M.C.,  March  17th,  Lt.  F.  C.  C.  Yeats-Brown,  Aug.  13th. 

The  following  relinquish  their  commissions  on  ceasing  to  be  em- 
ployed :— Sec.  Lt.  C.  F.  Williams  (Sec.  Lt.,  R.  Highrs.),  April  1st.  Lt. 
(Hon.  Capt.)  W.  T.  Wood  (Capt.,  Nova  Scotia  R.),  April  14th,  Lt.  F. 
C  J.  Whigham  (Lt.,  Sask.  R.),  April  27th,  Sec.  Lt.  W.  W.  Honywood 
(Lt.,  Lrs.),  June  6th,  Lt.  D.  W.  Davis  'Capt.,  Sask.  R.),  June  nth, 
Lt.  F.  J.  Gill  (Lt.,  K.R.R.C),  June  30th;  Lt  G.  L.  Shephard  (Lt..  E 
•Ont.  R.),  July  9th,  Lt.  J.  V.  Bowring  (Sec.  Lt.,  S.  Lanes  R.),  July  30th, 
Sec.  Lt.  T.  S.  Duddy,  M.C.,  D  CM.  'See.  Lt.,  Durh.  L.L),  Aug.  nth, 
Sec.  Lt.  (Hon.  Lt.)  H.  W.  Pearson  .Lt.,  Can.  M.G.C.),  Aug.  12th,  Maj. 
•C.  H.  Stringer  (Capt.,  R.  Irish  Lrs.),  Aug.  13th,  Lt.  F.  A.  Garwood 
(Lt.,  Bedf.  R.),  Aug.  19th,  Lt.  F.  Hotrum  (Lt.,  Can.  M.G.C.),  Aug.  22nd. 

Transferred  to  unempld  list  :— Lt.  H.  Arkell,  Feb.  7th  (substituted 
for  notification  in  "Gazette"  of  March  nth) ;  Capt.  H.  R.  Aird,  Feb. 
17th  (substituted  for  notification  in  "Gazette"  of  Aug.  29th) ;  Lt.  C. 
Hayward,  May  4th;  Sec.  Lt    L.  G.  Crossbv,  May  21st. 

The  following  Lts.  relinquish  their  eommns.  on  account  of  ill-health 
and  are  permitted  to  retain  their  rank  :— C.  Kennard  .contracted  on 
active  service),  March  30th  (substituted  for  notification  in  "Gazette" 
of  Jan.  7th) ;  A.  R.  Metelerkamp,  June  22nd  (substituted  for  notification 
in  "Gazette"  of  May  23rd) ;  R.  M.  Tate  (contracted  on  active  service), 
Aug.   22nd;  G.  H.  Jacob   (caused  by   wounds),   Aug.  27th. 

The  following  relinquish  their  eommns.  on  iccount  of  ill-health  :  — 
Lt.  C.  Geen  (Lond.  R.),  July  28th  (substituted  for  notification  in 
"Gazette,"  March  nth);  Sec.  Lt.  R.  H.  Harlow. 

Sec.  Lt.  W  V.  Wright  resigns  his  eommn.,  Jan.  27th  (substituted  for 
notification  in  "Gazette,"  Nov.  8th,  191S). 

Sec.  Lt  (Hon.  Lt.)  C  M.  Moore  to  take  rank  and  prec.  as  if  his 
■appointment  as  Sec.  Lt.  bore  date  Feb.  7th. 

The  surname  of  Sec.  Lt.  L.  P.  Boudler  is  as  now  described,  and  not 
"Boulder,"  as  stated  in  "Gazette,"  May  30th. 

The  surname  of  Sec.  Lt  (Hon  Lt.)  R.  S  Blucke  is  as  now  described, 
and  not  "Blacke,"  as  stated  in  "Gazette,"  April  15th. 

The  initial  of  Sec.  Lt.  W.  Long  is  as  now  described,  and  not  "I 
W-,"  as  stated  in  "Gazette,"  April  15th. 

The  surname  of  Sec.  Lt.  F.  Gouthro  is  as  now  described,  and  not 
"Guthro,"  as  stated  in  "Gazette,"  April  15th. 

The  initials  of  Lt.  (Hon.  Capt.)  A.  W.  B.  S  F.  Bloy  are  as  now 
•described,  and  not  as  slated  in  "Gazette,"'  July  29th. 

The  initials  of  Lt.  H.  G.  Loniberg  are  as  now  described,  and  not 
as  stated  in  "Gazette,"  July  29th. 

The  initials  of  Lt.  W.  f .  S.  Lewis  are  as  now  described,  and  not 
"W.  T.,"  as  stated  in  "Gazette,"  April  1st 

The  initials  of  Sec.  Lt.  K  H.  Ashton  are  as  now  described,  and  not 
*'K.,"  as  stated  in  "Gazette,"  April  29th 

The  notification  in  "Gazette,"  Tan.  51st,  concerning  Sec.   Lt    W  J 
Griffiths  is  cancelled. 

The  notification  in  "Gazette,"  April  :st,  concerning  Lt.  E.  C.  Hoar 
is  cancelled. 

The  notification  in  "Gazette,"  April  15th,  concerning  Lt.  (Hon.  Capt.) 
"W.  T.  Wood  is  cancelled. 

The  notification  in  "Gizette,"  April  18th,  concerning  Sec.  Lt.  J. 
Hamilton  is  cancelled. 

_  The  notification  in  "Gazette,"  May  7st,  concerning  Lt.  H.  A.  Haunav 
is  cancelled. 

The  notification  in  '  Gazette,''  June  6th,  concerning  Lt.  F.  C.  J. 
Whigham  is  cancelled. 

The  notification  in  "Gazette,"  July  nth,  concerning  Lt.  F.  Adams 
is  cancelled. . 

The  notification  in  "Gazette,"  July  15th,  concerning  Sec.  Lt.  J  G. 
Crossley  is  cancelled. 

The  surname  of  Lt.  C.  M.  Holbrook  is  as  now  described,  and  not 
"Holbrooks,"  as  stated  in  the  "Gazette"  of  Aug.  19th. 

The  notification  in  the  "Gazette"  of  July  18th  concerning  Lt.  G  L. 
Shepherd  (Lt.,  W.  Ont.  R.)  is  cancelled. 

The  notification  in  the  "Gazette"  of  Aug  5th  concerning  Sec.  Lt. 
C.  R    Fraser  is  cancelled. 

Administrative  Branch. 

Lt.-Col.  (actg.  Col.)  F.  H.  G.  Playf;iir  relinquishes  the  actg.  rank 
of  Col.  on  ceasing  to  be  empld.  as  Col.,  Aug.  1st. 

Capt.  H.  C.  Jones  is  graded  for  pay  and  allowances  as  Maj.  whilst 
empld.  as  Maj.,  May  1st. 

Capt.  R.  L.  S    Raffles  to  be  Capt.,  from   (S.O.),  Aug.  16th. 
.    Lt.  A.  W.  Rouse  to   be   actg    Capt.  whilst   empld    as  Capt.,   from  • 
March  oth  to  April  30th 

The  following  Lts.  are  graded  for  purposes  of  pay  and  allowances 
as  Capts.  whilst  empld.  as  Capts.  :— A  W.  Kouse,  Mav  1st;  H.  L. 
McNaughton,  July  2nd. 

The  following  Sec.  Lts  are  graded  for  purposes  of  pay  and  allow- 
ances as  Capts.  whilst  empld.  as  Capts.  :— C.  W.  Probets,  May  1st; 
W.  R.  Castings,  May  nth. 

Lt.  T.  T.  Pickup  to  be  I  t.,  from  (S.O.),  Aug  14th. 

Sec.  Lt.  T.  F.  Aitchison  to  be  actg.  It.  whilst  empld.  as  Lt.,  from 
Nov.  2nd,  1918,  to  April  30th. 

The  following  See.  Lts.  are  graded  for  pay  and  allowances  as  Lts. 
whilst  empld.  as  Lts.  :— T.  F.  Aitchison,  C.  W    Braddy,  May  1st 


Sec.  Lt.  (Hon.  Lt.)  L.  S.  Dell  (Lt.,  R.F.A.)  relinquishes  his  comiuu 
on  ceasing  to  be  empld.,  July  2nd  (substituted  for  notification  m  the 
"Gazette"  of  June  27th). 

Transferred  to  unempld.  list  ;— Lt.  E.  C.  Hoar,  Feb.  23rd;  Lt.  H.  A. 
Hannay,  May  15th ;  Sec.  Lt.  E.  W.  Thomson,  July  12th  (substituted  ior 
notification  in  the  "Gazette"  of  July  29th) ;  Lt.  M.  J.  Dalton,  July  26th 
(substituted  for  notification  in  Ihe  ".Gazette"  of  March  nth). 

Lt.  P.  A.  Katte  is  dismissed  the  Service  by  sentence  of  a  General 
Court-Martial,  Aug.  13th;  Sec.  Lt  (Hon.  Maj.)  J.  L.  McLean  (R.A.S.C., 
T.F.)  relinquishes  his  commn.  on  account  of  ill-health,  Aug.  31st. 

The  initials  of  Lt.  W.  B.  Maitlani,  D.S.O.,  are  as  now  described, 
and  not  "D.  B  ,"  as  stated  in  the  "Gazette"  of  April  25th. 

The  rank  of  Lt.  J.  C.  Bain  is  as  now  described,  and  not  "Sec.  Lt. 
(Hon.  Lt.),"  as  stated  in  the  "Gazette"  of  April  18th. 

The  initial  of  Sec.  Lt.  J.  Mann  is  as  now  described,  and  not  "T  ," 
as  stated  in  the  "Gazette"  of  May  6th. 

The  notification  in  the  "Gazette"  of  July  75th  concerning  Sec.  I.t. 
W.  H.  Dibben  is  cancelled. 

Technical  Branch. 

Lt.  R.  J.  Sladden,  M.B.E-,  D.C.M.,  to  be  actg.  Capt.  whilst  empld. 
as  Capt.,  Grade  (A),  from  Feb.   t-Sth  to  April  30th. 

Lt.  R.  J.  Sladden,  M.B.E-,  D.C.M.,  is  graded  for  purposes  of  pay  and 
allowances  as  Capt.  whilst  empld.  as  Capt.,  Grade  (A),  May  1st. 

Lt.  W.  S.  Harms  is  graded  for  purposes  of  pay  and  allowances  as 
'Capt.  whilst  empld.  as  Capt.,  Grade  (B),  May  1st. 

Lt.  H.  E.  Hazlehurst  relinquishes  the  grading  for  purposes  of  pay 
and  allowances  as  Capt.  on  ceasing  to  be  empld.  as  Capt.,  Aug.  21st. 

Lt   H.  Hoad  to  be  Lt.,  Grade  ,A),  from  Grade  (B>,  Aug.  12th. 

Lt.  R.  A.  Knott  to  be  Lt.,  Grade  iB),  from  (A'Shp.),  Aug.  18th. 

The  following  Sec-.  Lts.  are  graded  ior  purposes  of  pay  and  allow- 
ances as  Lts.  whilst  empld.  as  Lts  ,  Grade  (A)  :— S.  E.  Castle,  Dec. 
24th,  1918 ;  E-  O.  Brown,  Feb.  1st. 

Sec.  Lts.  to  be  Lts.  :  -(Hon.  Lt.)  H.  Allsebrook,  April  2nd,  1918 
(without  pay  and  allowances  prior  to  June  21st,  1918) ;  J.  Mytton, 
March  27th. 

Sec.  Lt  E-  W.  Hooton-Sniith  relinquishes  the  grading  for  purposes 
of  pay  and  allowances  as  Lt.  on  ceasing  to  be  ^mpld.  as  Lt.,  Aug.  16th. 

Maj.  S.  J.  Lacey,  O.B.E.  (Shipwright  Lt.  Comdr.,  R.N.),  relinquishes 
his  commn.  on  ceasing  to  be  empld.,  March  29th  (substituted  for 
notification  in  the  "Gazette"  of  May  (th). 

Transferred  to  unempld.  list  :  —Sec.  Lt.  (Hon.  Lt.)  W.  H.  Parker, 
May  6th  (substituted  for  notification  in  the  "Gazette"  of  May  20th) ; 
Sec.  Lt    F   Adams,  June  13th 

Sec.  Lt.  W.  H.  Hallett-Carpenter  relinquishes  his  commn.  on  account 
of  ill-health,  and  is  granted  the  rank  of  Capt.,  Aug.  23rd. 

Lt.  T.  J.  Stannage  relinquishes  his  commn  on  account  of  ill-health, 
and  is  permitted  to  retain  his  rank,  July  18th  (substituted  for  notifica- 
tion in  the  "Gazette"  of  March  25th). 

The  initials  of  Sec.  Lt.  (actg.  Lt.)  H.  D.  Oliver  are  as  now  described, 
and  not  "D.,"  as  stated  in  the  "Cazette"  of  April  4th. 

The  notification  in  the  "Gazette"  of  Aug.  19th  concerning  Lt.  G.  A. 
Harrison  is  cancelled. 

Motor  Boat  branch 
Lt.  G.  A.  Harrison  is  transferred  to  unempld.  'ist,  July  23rd. 

Physical  Training  branch^ 
Lt.  K.  S.  Hunter  (Lt.,  Dn.  Gds  )  resigns  his  eommn.,  Sept.  3rd. 
Medical  Branch. 

Capt.  (actg.  Maj.)  A.  P.  Bowdler  to  be  actg.  Lt.-Col.  while  so  empld., 
Aug.  ist. 

Lts.  to  be  Capts.  :— H.  F.  Squire,  June  18th;  J.  J.  O'Mullane,  July 
15th;  E-  H.  L-  Le  Clezio,  July  29th;  N.  Rumboll,  Aug.  14th;  V.  A.  T. 
Spong,  Aug.  19th. 

The  following  Capts.  relinquish  their  eommns.  011  account  of  ill- 
health,  and  are  permitted  to  retain  their  vank  : — T.  E.  Mulvany, 
Aug.  13th  (substituted  for  notification  in  the  "Gazette"  of  Aug.  15th)  ; 
E   H.  Hogg,  Aug.  22nd. 

Capt.  A.  Gleeson  (Capt.,  R.A.M  C.)  relinquishes  his  commn.  on 
account  of  ill-health  contracted  on  active  service,  June  jth. 

Chaplains  Brinch. 
Rev.    H.   Beauchamp,  M.C.    (T .  /  Chapln.  to   the    Forces,    3rd  Class, 
R.A.D  C),  is  granted  a  temp,  comma,  as  Chaplain  with  the  relative 
rank  of  Capt.  (R.C.),  July  26th 

MEMOHA-NJJA. 

The  following  Cadets  are  granted  hoti.  eommns.  as  Sec.  Lts.  : — 181036 

G.  Campbell,  Jan.  6th ;  177149  A.  E.  Ayling,  177912  W.  E-  Allkins,  179187 
R  Bowman,  176861  K.  Blackboroagh,  177563  J.  T.  Burehell,  177731  S. 
Berry,  177786  C.  W.  M.  Brown,  177850  A.  A.  Binning,  178405  T.  H.  F. 
Burdett,  178517  L-  L-  Barnard,  178S07  R.  Coffin,  179097  C.  H.  Campbell, 
175909  H.  W.  Cook,  177733  G.  S.  Caston,  .177752  A.  H.  T.  Castell,  177768 
T  H.  Cotton,  177809  H.  Chantry,  277812  G.  D.  Cleland,  178237  F.  W. 
Crosier,  178412  J.  R.  Cross,  178633  P.  II.  Catrick,  137631  W.  S.  Duncan, 
>77735  A.  Dean,  177774  J-  F-  Duckworth,  177884  F.  A.  Dunwoody,  178348 
L-  W.  Dickinson,  177922  C.  M.  Ellerby,  178244  H.  Evans,  137730  R.  Fenn, 
!75°53  F-  Fairbrother,  177781  L.  Findla'y,  177816  H.  H.  Fast,  177925 
C  .L.  Freeman,  178046  F.  C.  Fieldsend,  179340  C.  P.  Garner,  176088  E.  G. 
Gough,  176399  R.  S.  Greethead,  176414  R.  J.  Griffiths,  176771  J.  P 
Gevers,  176903  J.  Gibson,  177052  F.  W.  Goddari,  177740  S.  Geddes,  177926 
E.  A.  A.  Graves,  178049  A.  H.  Gould,  17S418  F.  E.  B.  Gourley,  178467 
C  G.  Godfrey,  178754  T.  W.  Garden,  179304  F.  S.  Humbey,  137635  A.  L. 
Hill,  176675  P.  E.  Hornby,  177783  W.  C.  Holmes,  177887  H  E.  Hammett, 
178582  S.  R.  Holt,  179101  H.  Harris,  178628  K.  Jones,  117930  B.  N.  Jackson, 
118116  E.  A.  Jefferson,  177.112  C  W.  M.  Jettner,  178473  T.  V.  Jakob, 
17S537  P-  W.  Jones,  175395  W.  T.  Jenkins,  175648  G.  F.  Johnson, 
178540  S.   Kitchinson,   176421  W.   E.   Kno.vles,  178542  W.  Loew,  178477 

H.  Lyon,  178630  J.  Lockheart,  175892  M.  Marston,  175906  H.  F.  Mussou, 
176263  J.  Middleton,  176696  A.  G.  Mcl'herson,  177790  H.  G>.  Martin, 
177859  A.  E.  Moon,  177892  S  W.  Marslanl,  177931  A.  E.  Mulford,  178371 
T  L.  E.  Morley,  178484  G  Maynard,  178587  H.  B.  Mason,  S/21125  J. 
Marnock,  176941  H.  W.  MeCutcheon,  178265  R  G.  McDonagh,  178607 
R.  N.  S.  Morgan,  177794  W  S.  Noras,  177899  G  B.  North,  177900  F. 
C.  W.  Nott,  177936  G.  D.  Newman,  178546  R  V.  W.  Newton,  177867 
E.  H.  Owen,  178697  L  H.  Orford,  176364  S  F.  D.  Perrott,  178275  H.  C. 
I'earce,  178274  J.  P.  Petley,  177545  N-  S-  s-  Pilcher,  179071  G.  F.  Ricks, 
177341  F.  C.  Ridoubt,  177755  F.  G.  Richardson,  17858s  R  R.  Rennie, 
1-7758  T.  P.  "Shaw,  177870  J  Shenton,  177905  A.  H.  C.  Sheffield,  176373 
J.  B.  Simpson,  176830  L.  Staniforth,  172686  J.  Tulley,  177131  J.  H. 
Williams,  Jan.  20th;  179701  R.  E  Brittain,  142280  H.  Barry,  178040  S.  L- 
Clarke,  175512  C.  L-  Eggingtou,  .'79791  F.  Fisher,  1777-32  J.  Crowcott, 
178755  W.  M.  Heap,  178470  D.  J.  D.  Henderson,  178362  W.  E.  Hardy, 
*79345  F.  G.  Hamilton.  170740  L  L-  Hanks,  179843  J.  E.  Hurst,  175126 
H.  R.  Harris,  179346  V.  Holden,  179403  J.  V.  Howie,  175(^03  F.  T.  W 
James,  179351  J.  G.  Johnston,  178960  J.  E.  Jones,  17S629  R.  Kerr,  179743 
A  C.  J.  Kelly,  137576  A.  M.  R.  Letts,  1-9746  E.  V.  S.  Lacey,  176733 
P.  L.  Morgan,  177377  R  P-  Martin,  179360  H.  E.  Murray,  179406  D.  R. 
McFarlane,  183352  G.  L.  Mathieson,  17914S  D.  I.  R.  Martin,  177749  D.  R. 
McKay,  17925  C.  F.  North,  178997  G.  Powley,  179069  R.  P.  Powrie,  179103 


The  Aeroplane 


September  io,  1919 


A.  V.  Phillips,  179370  G.  it.  Robertson,  177551  G.  M.  F.  Sollar,  178450 
H.  A.  Smith,  179110  T.  Stewart,  ^79283  A.  W.  Star-jy,  T79374  J.  H.  Smith, 
137112  J.  Sturdy,  179084  W-.  M.  Scott,  179221  R.  H  Skiuner,  179321  G.  G. 
Sanderson,  179372  E.  Smith,  179761  S  H.  Smith,  179177  H.  J.  Trethewy, 
178279  W.  B.  Taylor,  178962  F.  D.  Turner,  179416  G.  A.  Taylor,  177805 
J  H.  Williams,  17767S  E  Wilkinson,  178444  R.  Williamson,  179033 
S  Walker,  179183  J.  C.  Wood,  179384  A.  E.  R.  Willis,  179385  H.  S. 
Walker,  179518  E.  J.  Whitefield,  > 79765  H.  W.  Wilson,  179268  H.  A. 
Warburton,  179382  E.  Wright,  179.385  W.  T.  Wilson,  179485  1,.  R.  Wil- 
liams, Jan.  28th;  1791S6  W.  J.  Adams,  179391  J.  Barber,  178231  T.  H.  E- 
Betts,  177S8S  R-  Day,  17S181  A.  W.  Evaus,  177591  S.  W.  Gough,  178918 
C.  E-  Gill,  178078  R.  A.  Hambling,  .7S085  R.  0.  J.  Holding,  £37702  D.  E. 
Jowitt,  178739  E.  F.  Keal,  177462  W.  teck,  1793^5  W.  Littler,  137413  F. 
Lord,  137759  L.  T.  Lees,  179209  H.  G.  Mills,  179753  F-  H.  Masser,  137710 

F.  J.  Peters,  128908  J.  W.  Roberts,  179074  L.  H.  Radcliffe,  179411  C. 
Rhodes,  25653  D.  Rowe,  175461  J  C.  Renwick,  179081  T.  Somerville, 
179262  H  Sargood,  179288  G.  W.  Strathmanu,  175623  M.  W.  Stubbs, 
178404  F.  I.  Teckwell,  178303  B.  H.  West,  179420  H.  S.  Wedgbury,  175303 
R.  Walne,  Jan.  29th;  176802  D.  F.  Potter,  March  9th 

Lt.-Col.  E-  II.  Griffith,  O.B.E-  iMaj.  'Lt-Col.),  retd.  pay),  relin- 
quishes his  cornarn.  on  ceasing  to  be  empld  ,  and  is  permitted  to  retain 
his  rank,  Aug.  19th. 

Capt.  G.  S.  Ridgway  (Lt,  R.N.)  relinquishes  his  commn.  on  ceasing 
to  be  empld,  July  ist. 

Temp.  Hon.  Lt.  W.  Eryson  relinquishes  his  commn.  on  ceasing  to 
be  empld.,  April  30th. 

Air  Ministry,  September  5th. 
R. A. F.— Permanent  Commissions  —The  notification  appearing  in 
"Gazette,"  Aug.  ist,  appointing  the  following  officers  to  permanent 
commns.  is  cancelled  :— Lt.-Col.  R.  G.  Cherry,  M.C.,  Lt.-Col  W  H.  C. 
Mansfield,  D.S.O.,  M'aj.  K  R.  Binning,  M.C.  (A.),  Maj.  R.  A  Chalmers, 
O.B.E-,  A.F.C.  (A.),  Maj.  G.  Henderson  (A.),  Maj.  C.  M.  Murphy  (A.), 
Maj.  H.  A.  Van  Ryneveld,  D.S.O.,  M.C.  (A.),  Capt.  F.  15.  P.  Barrington 
(A.),  Capt.  C.  Cooper  (A.),  Capt.  R.  B.  C.  M'.  T.  de  Poix  (S.O.),  Capt.  E 
de  C.  Hallifax,  D.S.O.  (A.  and  S.),  Capt.  D.  R  Hanlon  (A  ),  Capt.  G.  H. 
A.  Hawkins  (S.O.),  Capt.  F.  P.  Holliday,  D.S  O.,  M.C.  (A  ),  Capt.  H  W 

G.  Jones,  M.C.  (A.),  Capt.  E.  L-  Oliver,  M.C.  (A.),  Lt  E  O.  L  Bell 
(Ad.),  Lt.  M!  A.  Benjamin,  M.C.  (S.O  ),  I,t.  G.  B.  Booth  (,\d.),  Lt  C 
S.  Fulton  (S.O.),  Lt.  G.  W.  N  R.  Haynes  (A.),  Lt.  C.  H.  Noble-Camp- 
bell, A.F.C.  (A),  Lt  C.  D.  Skinner  (A.),  Lt.  B.  S.  Wilcox,  D.F.C.  (A.). 

The  initials  of  Lt.  W.  J.  King  are  as  now  described,  and  not  W.  J 
N.  as  m  "Gazette,"  Aug.  ist,  and  his  classification  is  "T."  and  not 
"SO."  as  in  "Gazette,"  Aug.  ist. 

The  surname  of  Capt.  W.  R.  D.  Acland  (A.)  is  as  now  described,  and 
not  Ackland  as  in  "Gazette,"  Aug.  ist. 

The  surname  of  Lt.  C.  F.  B.  Bassill  (T.)  is  as  now  described,  and 
not  Basil,  as  in  "Gazette,"  Aug.  ist. 

The  surname  of  Capt.  E.  A.  Beaulah  (S.O.)  is  as  now  described,  and 
not  Beulah  as  in  "Gazette,"  Aug.  ist. 

The  surname  of  Capt.  H.  F.  Bvlarue  (A.  and  S.)  is  as  now  described 
and  not  Delarne  as  in  "Gazette,"  Aug.  ist. 

The  surname  of  Lt.  M.  H  Findlay,  D.S.C  ,  D.F.C.  (A),  is  as  now 
described,  and  not  Findley,  as  in  "Gazette,"  Aug  ist 

The  surname  of  Lt.  L.  E.  M.  Gillman  (S  O.)  is  as  now  described,  and 
not  Gilman,  as  in  "Gazette,"  Aug.  1st. 

The  surname  of  Capt  E-  5-  Hodsoll  (S.)  is  as  now  described,  and  not 
Hodsell  as  m  "Gazette."  Aug.  ist 

The  surname  of  Lt.  R.  E.  Keys,  D.F.C.  (A.)  is  as  now  described,  and 
not  Keyes,  as  m  "Gazette,"  Aug.  ist. 

The  initial  of  Lt.  J.  McBain.  D.F.C.  (A  ),  is  as  now  described  and  not 
"L."  as  m  "Gazette,"  Aug.  1st. 

The  initials  of  Lt.  A.  B.  Raymond-Barker  (A.)  are  as  now  described 
and  not  "B."  as  in  "Gazette,"  Aug.  ist. 

The  initials  of  Capt.  C  S.  Richardson,  M.B.E.  (Ad.)  are  as  now  de- 
scribed, and  not  as  in  "Gazette,"  Aug.  ist. 

.  The  classification  of  Lt.  D  S.  Robertson  is  "O.,"  and  not  "A  "  as 
m  "Gazette,"  Aug  ist. 

The  initials  of  Maj.  R.  P.  Whitehead  (A  and  S.)  are  as  now  described 
and  not  "R.,"  as  in  "Gazette,"  Aug.  ist 

The  initial  of  Lt.  J.  Whitford  (A.)  is  as  now  described,  and  not  "I  " 
as  m  "Gazette,"  Aug.  ist. 

The  surname  of  Lt.  A.  T.  Wyuyard-Wright  (S.O.)  is  as  now  de- 
scribed, and  not  "Wynward -Wright"  as  in  "Gazette,"  Aug  ist 

The  surname  of  Lt.  W.  J.  Millen  (A.)  is  as  now  described,  and  not 
Millan"  as  m  "Gazette,"  Aug.  ist. 

The  surname  of  Lt.  A.  G.  Peace  (A.)  is  as  now  described,  and  not 
"Pearce,"  as  in  "Gazette,"  Aug.  ist. 

T,he  !ur,1J?,Se  of  Maj'  E  *<■  Millar.  M.B.E  (A.),  is  as  now  described, 
and  not  "Miller,"  as  m  "Gazette,"  Aug.ist 

The  following  temp,  appointment  is  made  at  the  Air  Ministry  :— Staff 
Officer,  3rd  CI  .-CP.). -Flight  Lt.  G.  W.  Dobson,  O.B.E.,  Aug  31st,  from 
S.O. 2,  vice  Flight  Lt.  H.  S.  Neville. 

The  following  temp,  appointment  is  made  :— Staff  Officer,  3rd  CI  (Q  ) 
—Flying  Officer  C.  E.  Hodgson,  M.B.E.,  from  S.O.2,  Aug.  15th. 

The  surname  of  Sqdn.  Ldr.  J.  H.  Lidderdale  is  as  now  described,  and 
not  "Liddendale"  as  stated  in  "Gazette,"  Sept.  2nd. 

Flying  Branch.— Sec.  Lts.  to  be  Us.  :—  H.  F.  Griffith,  May  8th,  1918: 
P.  begrave  (since  killed),  Oct.  26th,  1918;  Hon.  Lt.  T.  S.  Campbell.  Nov. 
9th,  1 9 18. 

The  following  relinquish  their  commns.  on  ceasing  to  be  empld.  •  — 
Lt.  F  R.  McCall,  D.S.O.,  M.C,  D.F.C.  (Capt.,  Albeita  R.)  June  23rd; 
Sec  Lt.  (Hon.  Lt.)  G.  F.  Antell  (Lt.,  Can.  Old.  Coips).  June  30th;  Sec. 
Lt.  A.  Woolsey  (Lt.,  Northants  R.),  July  16th,  Sec.  Lt.  (Hon.  Lt  )  P  W 
Fox  (Lt.,  Brit.  Columbia  R.),  Acg.  28th. 

Transferred  to  the  unempld.  list  :— Sec.  Lt.  E.  V   Boyd,  Sec  Lt  W 

G.  Burns,  Sec.  Lt.  W  B.  Fry,  Feb.  ist;  Lt.  R.  F.  W.  Sheraton,  Feb 
2nd;  Sec.  Lt.  G.  A.  R.  Hill,  Feb.  14th:  Sec.  Lt.  F.  W.  Elliott,  See  Lt. 
T.  B.  Shepherd,  Feb.  28th  ;  Lt.  W.  R.  K   Skinner,  March  2nd;  Sec.  Lt 

C.  G.  H.  C.  Thomas,  March  4th;  Lt.  A.  W.  Sharp,  March  5th;  Sec.  Lt 

D.  Rose,  March  6th;  Sec.  Lt.  G.  F.  Mack,  March  8th;  Sec.  Lt.  C.  A 
Craig,  March  15th;  Lt.  G.  B.  S.  Thompson,  March  17th;  Lt  W.  M 
Smith,  March  21st;  Lt.  R.  H.  Marshall,  March  31st;  Lt.  A.  Moore,  April 
3rd;  Sec.  Lt.  R.  F.  Hammond,  Sec.  Lt.  S.  D  Hutchinson,  April  10th; 
Sec.  Lt.  R.  G.  Scott,  Sec.  Lt.  J.  W.  Jakes,  Lt.  H.  Tasker,  April  13th; 
Lt.  H.  J.  Sparks,  M.C,  April  16th;  Sec.  Lt.  M.  Tison,  April  17th;  Sec. 
Lt.  W.  D.  Straight,  Lt.  L.  J.  A.  Tapper,  April  iSth ;  Sec.  Lt  G.  G 
Dow,  Sec.  Lt.  G.  H.  Lunu,  Lt.  W.  B.  Sullivan,  April  19th;  Sec.  Lt. 
(Hon.  Lt.)  R.  Bowman,  Lt.  (actg.  Capt.)  W.  L.  Douglas,  Sec  Lt  R 
Kelly,  Sec.  Lt.  A.  D.  Kemp,  Sec.  Lt  R.  A.  Rutter,  Lt.  L.  H.  Scott,  M.C, 
Sec.  Lt.  J.  S.  Shortt,  Sec.  Lt.  W.  W.  R.  Watson,  April  20th;  Sec.  Lt.  W. 

H.  Thomas,  April  21st;  Lt.  C.  W.  Thomas,  April  24th;  Sec.  Lt.  H.  F 
Turner,  April  25th;  Sec.  Lt.  M.  G,  Stewart,  April  26th;  Sec.  Lt  F.  R 
Chapman,  See.  Lt.  C.  W.  Gill,  Sec.  Lt.  F.  R.  James,  Sec.  Lt.  H.  Stirrup, 
April  29th;  Lt.  C.  E-  Ogden,  May  ist;  Lt.  S.  Hill,  Sec.  Lt  A.  B  New- 
man, Lt.  B.  E.  Turney,  May  2nd;  Sec.  Lt.  C  A.  Lovell,  Sec.  Lt  H  C 
Sparks,  M'ay  8th;  Sec.  Lt  J.  Town,  May  10th;  Capt.  F.  H  E.  Kolligs, 
Lt.  F.  G.  M.  Sparks,  May  12th;  Sec.  Lt.  V.  P.  13.  Thomas,  Sec.  Lt.  C. 


W.  Sutcliffe,  Sec.  Lt.  L-  C.  Taylor,  May  15th;  Sec.  Lt.  C.  L-  Hicks  (sub- 
stituted for  notification  in  "Gazette,"  June  17th);  Sec.  Lt.  W.  P.  Loomis, 
Lt.  T.  V.  Lord,  Lt.  E.  C  Robinson,  Sec.  Lt.  M.  C.  Sherwood  (substituted 
for  notification  in  "Gazette,"  May  20th),  May  20th;  Lt.  H  S.  Terrell, 
May  2bth;  Lt.  E-  A.  Elliott,  May  27th;  Sec.  Lt.  R.  A.  H  Shelford,  May 
31st;  Sec.  Lt  (Hon.  Capt.)  L-  &.  Hibbert,  Lt.  E-  T>.  Jennings,  June  4th; 
Sec.  Lt.  A.  Taylor,  June  7th,  Lt.  G.  G.  Williams,  June  8th,  Sec.  Lt.  J. 
Graham,  D.F.C,  June  nth;  Sec.  Lt.  C.  E-  Tearne,  June  12th;  Sec.  Lt. 
W.  J.  Griffith,  June  13th,  Lt.  S.  J.  Clinch,  Lt.  F.  A.  Trotter,  July  ist; 
Lt.  W.  Green,  July  9th;  Lt.  S.  E-  Buck,  Sec.  Lt.  G.  C.  Cole,  Lt.  R.  H. 
S.  Easou,  Sec.  Lt.  A.  J.  Gagon,  Sec.  Lt  H.  M.  Small,  July  12th;  Sec. 
Lt.  F.  C.  Greene,  July  13th;  Lt.  H.  R.  Gardner,  July  17th;  Sec.  Lt.  E. 
L-  FitzSimmons,  July  25th;  Sec.  Lt.  W.  Graham,  July  28th;  Lt.  R. 
Brown,  Lt.  A.  E.  I.  Clifford,  Capt.  R.  S.  Sorley,  D.S.C,  July  29th;  Lt. 
H.  F.  Jenkins,  July  31st;  Pilot  Officer  J.  G.  S.  Lennstrand,  Pilot  Officer 
J.  W.  New,  Fit.  Lt.  M.  H.  Turner,  Aug.  ist;  Pilot  Officers  C  Turner, 
Aug.  2nd;  R.  R.  Laver,  Aug  5th;  A.  E-  Eagle,  H.  J.  Evans;  Flying 
Officers  L.  J.  P.  Green,  J.  R.  Milne,  D.F.C,  W.  E.  Palk,  D.F.C,  Aug. 
6th;  Fit.  Lt.  W.  L-  Jordan,  Flying  Officer  F.  Pascoc,  Pilot  Officer  A.  R. 
Thatcher,  Fit.  Lt.  T.  G.  Thornton,  M.C,  D.F.C  ,  Sqdn.  Ldr.  C  S. 
Wyune-Eyton,  D.S.O.,  Aug.  •'th;  Flying  Officers  J.  J.  Meredith,  W.  C. 
Mortimer-Phelan,  A.  G.  Peasland,  Aug.  8th;  C  G.  Capel,  E-  J.  A.  L- 
Kemp,  J.  G.  McEwan,  Aug.  9th;  Flying  Officer  H.  Daniel,  M.C,  A.F.C, 
Pilot  Officers  J.  R.  Frean,  L.  R  Grice,  O  A.  P.  Heron,  D.F.C,  A.  H. 
McRoberts,  Aug.  10th;  Flying  Officers  W.  F.  Kendall,  T.  L.  Tebbit, 
Aug.  nth;  A.  Marriner,  Aug.  12th;  Pilot  Officers  W.  A.  Mercer,  (Hon. 
Flying  Officer)  L.  J.  Pugh,  Aug.  13th:  Sqdn.  Ldr.  R.  A  Chalmers, 
O.B.E.,  A.F.C,  Pilot  Officer  (Hon.  Flying  Officer)  R.  A.  B.  Pope,  M.C, 
Pilot  Officer  D.  M.  Smith,  Aug  14th;  Flving  Officer  H.  G.  Jackson,  Aug. 
15th;  Pilot  Officer  B  Hinkler,  Flying  Officer  F.  E.  Rix,  Aug.  18th;  Fit. 
Lt.  M.  Le  Blanc-Smith,  D.FC,  Flying  Officer  A.  W.  Whilnore,  Aug. 
20th;  Pilot  Officer  A.  T.  Shelley,  Fit.  Lt  J.  C  Slessor,  Pilot  Officer  B. 
Sykes,  Aug.  21st;  Pilot  Officer  G.  W.  Fields,  Flying  Officer  G.  G.  Fon- 
seca,  Flying  Officer  W.  S.  Frackelton,  Flying  Officer  C.  Liliicrap,  Pilot 
Officer  T.  J.  Maloney,  Pilot  Officer  T.  R.  Sharpe,  Aug  22nd;  Flying 
Officer  N.  H.  N.  Fletcher,  Pilot  Officer  S.  N.  Hart,  Flying  Officer  T.  L. 
Palmer,  Fit.  Lt.  S.  F.  Vincent,  A.F.C,  Pilot  Officer  C  W.  Waller,  Pilot 
Officer  L.  A.  Williamson,  Aug.  23rd;  Flying  Officer  N.  B  Lovemore, 
A.F  C,  Aug.  25th;  Flying  Officer  1.  O.  Gaze,  Sqdn.  Ldr.  (actg.  Wing 
Cmdr.)  F.  W.  Lucas,  O.B.E. ,  Aug.  26th;  Pilot  Officer  L.  S  Ash,  Pilot 
Officer  E.  V.  Brown,  Pilot  Officer  A.  S  Rutherford.  Pilot  Officer  CHon. 
Flying  Officer)  L.  R.  Wheeler,  Aug.  28th,  Pilot  Officer  J.  Burr,  Flying 
Officer  B.  de  Salaberry,  Flying  Officer  P.  M.  Hodder,  Flying  Officer  W. 

G.  Ivamy,  Pilot  Officer  H  T.  McKinnie,  Flying  Officer  J.  A.  R.  Mason, 
A.F.C,  Pilot  Officer  N.  J.  Nock,  Aug.  29th;  Flving  Officer  S.  I.  Gribblc, 
M.C,  Sept.  2nd;  Pilot  Officer  E.  I.  Mayne,  Sept.  3rd;  Pilot  Officer  J.  G. 
J.  McDermont,  Flying  Officer  R.  McPhee,  Sept.  4th. 

Lt.-Col.  G.  Wellesley,  M.C.  (G.  Gds.),  relinquishes  his  commn.  on 
account  of  ill-health,  Sept.  3rd. 

Lt.-Col.  J.  E.  Tennant,  D.S.O.,  M.C  (Capt.,  Brev.  Maj.,  Scots.  Gds.), 
resigns  his  commn.,  Sept.  6th. 

Capt.  J.  C  L.  Barnett,  M'.C  (Oxf  and  Bucks  L  I.,  T.F.),  relinquishes 
his  commn.  on  account  of  ill-health,  Sept.  3rd, 

Lt.  R.  T.  Percival  relinquishes  his  commn  on  account  of  ill-health 
contracted -on  active  service,  and  is  permitted  to  retain  his  rank,  Aug 
23rd.  '  "  •       -V;      ■  ,  . 

Lt.  Lord  C  C  Douglas  (K.O  S.B.)  relinquishes  Ins  commit  on  ac- 
count of  ill-health  caused  by  wounds,  Sept.  4th. 

The  following  Lts.  resign  their  commns.  : — Hon.  Capt.  F.  W.  Hart- 
ridge  (Capt.,  R.A.S.C),  A.  M.  Bennett  (Lt.,  K.  W.  Surr.  R.j,  Sept.  6th. 

The  surname  of  Lt.  T.  M.  Johns  is  as  now  described  and  not  "Jones" 
as  stated  in  "Gazette,"  Aug.  8th 

The  notification  in  "Gazette,"  Feb.  18th,  concerning  Lt.  J.  Freman 
(Lt.,  Brit.  Col.  R.)  is  cancelled. 

The  notification  in  "Gazette,"  May  20th,  concerning  Sec.  Lt.  A.  K. 
Barter  is  cancelled.    The  notification  in  "Gazette,"  June  3rd,  to  stand 

The  notification  in  "Gazette,"  June  6th,  concerning  Sec  Lt.  J.  H- 
Yalden  is  cancelled.    The  notification  in  "Gazette,"  April  2<;th,  to  stand. 

Administrative  Branch. — Lt.  R.  Kane  is  granted  the  hon.  rank  of 
Capt.,  Sept.  23rd,  1918. 

Sec.  Lt/H.  B.  Brown  to  be  Lt..  Nov.  24th,  1918. 

The  following  Sec.  Lts.  (late  Gen.  List,  R.F.C,  on  prob.)  are  con- 
firmed in  rank  : — C  R.  Campbell,  Aug  24th,  1918,  W.  Simmonds,  Nov. 
ist,  1918;  L.  F.  Joyner,  April  17th. 

Sec.  Lt.  J.  Cameron  to  be  See.  Lt.,  from  (A.),  July  15th.  1918. 

Sec.  Lt.  W.  Knight  to  be  Sec.  Lt.,  from  (K.B.),  April  17th. 

Transferred  to  the  unempld.  list: — Sec.  Lt.  A.  D.  Turner,  Jan.  10th; 
Sec.  Lt.  G  S.  Turner,  Jan.  50th;  Lt.  C.  C  Gardner,  March  18th;  Sec. 
Lt.  A.  N.  Ryles,  April  ist;  Sec.  Lt.  G.  Thomson.  Apiil  9th;  Sec.  Lt.  J. 
King,  April  14th;  Lt.  J.  Rymer,  April  17th;  Lt.  B.  Burton,  May  2nd; 
Sec.  Lt.  A.  Tullock,  May  14th;  Capt.  W.  H.  Taylor,  June  3rd;  Sec.  Lt. 
F.  W.  J.  Tooley,  June  13th;  Sec.  Lt.  E.  F  Tyler,  June  18th;  Capt.  E- 
L.  Oliver,  July  4th  (substituted  for  notification  in  "Gazette,"  july  18th) ; 
Sec.  Lt.  J.  R.  Searle,  July  2.5th;  Flying  Officer  W.  J.  Harvey,  Aug.  ist; 
Fit.  Lt.  C.  P.  L.  Firth  (Wore  R.),  Aug.  2nd;  Flying  Officer  (Hon.  Fit. 
Lt.)  C.  H.  Lewis,  Aug.  3rd;  Pilot  Officer  W.  G  Nicholas,  Aug  4th;  Fly- 
ing Officer  E.  C.  Batchelor,  M.C,  Aug.  15th;  Capt.  S.  A.  Laird.  Aug. 
17th;  Flving  Officer  I.  M  Frv,  Fit.  Lt  G.  E.  Morris.  Pilot  Officer  J. 
C  Rowell.  Aug.  18th;  Pilot  Officer  J.  H.  Drayton,  Tilot  Officer  E.  Hoy, 
Flying  Officer  T.  W.  A.  Jackson,  Aug.  19th ;  Pilot  Officer  II  H.  Creigh- 
ton,  Aug.  22nd;  Pilot  Officer  R.  R.  Trout,  Aug.  23id:  Pilot  Officer  G- 

H.  Allender,  Aug.  27th;  Pilot  Officer  (Hon.  Flving  Officer)  F.  W.  Day, 
Aug.  28th. 

Sec.  Lt.  (actg.  Capt.)  C.  W.  Probets  resigns  his  coinmn.  and  is  per- 
mitted to  retain  his  rank,  Sept.  4th  (substituted  for  notification  in 
"Gazette,"  July  22nd). 

The  notification  in  "Gazette,"  Nov.  8th,  1918.  concerning  Sec.  Lt.  F. 
Moss  is  cancelled. 

The  notification  in  "Gazette,"  July  18th,  concerning  Sec.  I,t.  C.  W 
Sutcliffe  is  cancelled. 

Technical  Branch. — Sec.  Lt.  (Hon.  Lt.)  V.  H.  Tait  to  be  Lt.,  without 
pay  and  allowances  prior  to  July  ist,  1918,  April  2nd,  1918  (substituted 
for  notification  in  "Gazette,"  Feb.  18th). 

Sec.  Lt.  E-  L-  M.  Emtage  to  be  Lt.,  July  12th,  1918  (substituted  for 
notifications  in  "Gazette,"  Jan.  3rd  and  Aug.  19th. 

Sec.  Lt.  W.  J.  Scott  to  be  Lt.,  April  29th. 

Sec  Lts.  to  be  Lts.  without  pay  and  allowances  of  that  rank  : — Hon. 
Lt.  J.  Robertson,  April  2nd,  1918;  A.  W  M'ansfield,  June  ist. 
Sec.  Lt.  H.  B.  Brown  to  be  Sec.  Lt.,  Grade  (A.),  from  (Ad.),  Aug.  17th, 

1918. 

Sec.  Lt.  J.  L.  Irving  to  be  Sec.  Lt.,  Grade  (A),  from  (O.),  Jan.  20th. 

Sec.  Lts.  (Ad.)  to  be  Sec.  Lts.,  Grade  (B)  :— J  E.  Neary  Feb.  20th; 
W.  Hawksworth,  May  30th. 

Pilot  Officer  J.  S.  Ferguson  to  be  Pilot  Officer,  Grade  (B),  from  (Ad.), 
Aug.  6th. 

Sec.  Lt.  F.  C.  Rayson  to  be  Sec  Lt.,  Grade  (B),  from  (A'ship),  July 
17th. 

Transferred  to  unempld  list  :— Sec.  Lt.  (Hon.  Lt.)  T.  P."  S.  Summer- 
son,  Feb.  21st;  Capt    (actg.  Maj)  C.  H.  T).  Poppett,  O.BE.,  April  2nd; 


September  io,  1919 


The  Aeroplane 


1035 


Sec.  Lt.  (actg.  Lt.)  B.  F.  T.  Hare,  April  17th  (substituted  for  notifi- 
cation in  "Gazette,"  June  24th);  Lt.  E.  A.  Baker,  M.C.,  Sec.  Lt.  A. 
Gregory,  April  18th;  Sec.  Lt.  H.  C.  King,  May  7th;  Capt.  G.  A.  Turner, 
May  nth;  Lt.  H.  G.  Thornton,  June  12th;  Lt.  (Hon.  Capt)  V.  F. 
Davies,  June  19th;  Capt.  S.  M.  Haiding,  July  1st;  Sec.  Lt.  P.  C.  Heming, 
July  2nd;  Lt.  W.  F.  Thrutchley,  July  8th;  Capt.  C.  E.  Ruah, 
July  24th;  Flying  Officer  G.  M.  Edmonston,  Fit.  Lt.  E.  Stroud,  Aug. 
2nd;  Fit.  Lt.  J.  H.  Taylor,  Aug.  3rd;  Flying  Officer  A.  W.  McClellan, 
Aug.  6th;  Flying  Officer  D.  H.  Blaikie,  Sqdn.  Ldr.  A.  Partridge,  Aug. 
12th;  Pilot  Officer  C.  B.  Dolphin,  Aug.  r^th;  Pilot  Officer  F.  A.  Dickin- 
son, Aug.  17th;  Pilot  Officer  (Hon.  Flying  Officer.)  P.  Rourke,  Aug. 
18th;  Flying  Officer  W.  J.  Cooper,  Flying  Officer  S.  T.  Fradd,  Aug.  19th; 
Fit.  Lt.  J.  Hollingworth,  Fit.  Lt.  J.  G.  Schou,  M  C,  Aug.  20th;  Fit.  14. 
C.  C.  Carlisle,  Aug.  21st;  Fit.  Lt.  W.  A.  Andrews,  Aug.  22nd;  Fit.  Lt. 
J.  C.  C.  Affleck,  Pilot  Officer  A.  A.  Dolphin,  Aug.  23rd;  Fit.  Lt.  W.  G. 
Everingham,  Aug.  24th. 

The  initials  of  Capt.  R.  P.  J.  McCoy  are  as  now  described,  and  not  "R. 
P.  T."  as  stated  in  "Gazette,"  Aug.  22nd. 

The  surname  of  Capt.  A.  A.  Bryce-Buchanan  is  as  now  described,  and 
not  "Bryce-Burdon,"  as  stated  in  "Gazette,"  April  1st. 

The  notification  in  "Gazette,"'  May  23rd,  concerning  Sec  Lt.  R.  E. 
Pudney  is  cancelled 

The  notification  in  "Gazette,"  June  3rd,  concerning  Sec.  Lt.  (Hon. 
Capt.)  E.  R.  Loder  is  cancelled. 

Medical  Branch. — T./Capt.  A.  E.  Panter  is  granted  the  actg.  rank 
of  Maj.  whilst  specially  empld.,  Aug.  1st. 

Flying  Officer  G.  Hughes  is  transferred  to  the  unempld.  list,  Aug. 
13th. 

The  initial  of  Capt.  O.  Gleeson  (Capt.,  R.A.M.C.)  is  as  now  described, 
and  not  "A."  as  stated  in  "Gazette,"  Sept.  2nd. 

Denial  Branch — T.  H.  Jones  is  granted  a  temp,  commn.  as  Flying 
Officer,  Aug.  30th. 

Lt.  G.  H.  W.  Randall  is  transferred  to  unempld.  list,  April  2nd. 

Chaplains  Branch. — Rev.  M.  J.  Dunne  (late  temp.  Chaplu.  to  the 
Forces,  4th  CI.,  R.A.C.D.)  is  granted  a  temp,  commn.  as  Chapln.  with 
the  relative  rank  of  Capt  (Roman  Catholic),  Aug.  2nd: 

Asst.  Principal  Chapln.  (Wesleyan). — The  Rev.  A.  S  Bishop  is  granted 
a  temp,  commn.  as  Chapln  with  the  relative  rank  of  Capt.,  April  26th, 
seny.  Jan.  1st,  and  is  granted  the  relative  rank  of  Maj.  whilst  empld. 
as  Asst.  Principal  Chapln.  (Wesleyan). 

Memoranda. — The  following  Overseas  Cadets  are  granted  temp, 
commas,  as  Sec.  Lts.,  with  effect  from  Feb.  15th,  and  lelinquish  such 
commns.  with  permission  to  retain  the  rank,  from  the  day  following 
termination  of  the  standardised  voyage  in  the  case  of  those  claiming 
immediate  repatriation  and  from  the  day  following  demobilisation  in 
England  in  all  other  cases  :— 212676  S.  F.  Anderson,  C.M.G.,  D.S.M. ; 
152750  P.  M'cShane,  S6469  W.  P.  Turner. 

The  following  Cadets  are  granted  hon.  commns.  as  Sec  Lts.  : — 7547 
O.  T.  Curtis,  635996  F.  W  Cotton,  42717  H.  B.  Fellow es,  202346  J.  Little- 
Johns,  3204  M.  A.  K.  Smith,  1&S28  A  J.  Spacey,  203217  M.  W.  Todd,  2152 
T.  A.  Williams,  62904  J.  Wiseley,  Jan.  4th;  45376  J.  H.  Baird,  42855  A. 
M.  Brown,  7664  J.  Ediss,  Jan  5th;  47837  E.  Adams,  92517  F.  Banham, 
G/29791  W.  T.  M.  Branson,  S/29943  C.  W.  Benstead,  251026  W.  L. 
Clifford,  12599  D.  Easson,  21 121  J.  Forbes,  250422  M.  I  Green,  H270958 
F.  R.  Grundy,  30319  L.  R-  Hilsdon,  48043  W.  B.  McMillan,  33138  C. 
Rhodes,  840633  A.  E.  Wolverton,  Jan.  nth;  176848  C.  E  Foulds,  Jan. 
12th;  MI/1009  W.  W.  Bletchetti,  1843  B.  De  Putron,  373761  R-  J-  Frost, 
M'/ 205005  W.  W.  Gough,  23785  F.  K.  Howes,  178945  C.  C.  Welsh,  Jan. 
13th;  177403  J.  E.  Furlong,  Jan.  15th;  176790  S.  Knowles,  176801  D. 
Nichol,  Jan.  16th;  521S5  A.  M.  Lee,  7337  F  Shaw,  23980  E.  Treashure, 
jan.  17th;  178520  E.  M.  Butcher,  177082  L.  P.  Bridal,  177693  C.  A.  Hen- 
son,  197621  E.  R.  Lewis,  177287  D.  J.  C.  Prizeman,  177485  J.  Patrick, 
177244  E.  C.  Rolfe,  177549  P-  Sinclair,  178495  J.  Sharp,  177182  V.  E. 
Stockwell,  176949  H.  Warre,  .178505  R.  H.  T.  Young,  Jan.  10th;  47501  H. 
Lennon,  Jan.  26th;  178900  C.  J.  Barker,  178234  T.  H.  Burke,  179702  P.  H. 
Brown,  179712  F.  W.  Bleeze,  179777  S  Blenkin,  1:8413  W.  E.  Chinn, 
176757  B.  R.  Dickinson,  176898  J.  E  H.  Davis,  176367  R.  G.  Elms,  179724 
H.  S.  EHingworth,  176871  J.  A.  Greetham,  177307  J.  M.  Graham,  177860 

C.  A.  Jowitt,  179305  F.  H.  Jacobs,  177786  B.  J.  Knowles,  178869  J.  A. 
Long,  179356  G.  Lewis,  179748  L.  Lord,  178757  H.  G.  Marshall,  179363 

D.  H.  L-  May,  179165  W.  G.  Marsack,  179279  L  Nothard.  177869  H.  Pic- 
caver,  176911  V.  C.  R.  Pope,  178487  N.  L.  Pilling,  178901  A.  A.  Pepler, 
177979  O.  A.  Renwick,  178386  A.  C.  Richards,  178449  S.  Reid,  179072  G. 
A.  Richards,  179073  D.  O.  Ridoubt,  1 79109  J.  Rankin,  179320  J.  Robin- 
son, 178086  H.  J.  Smith,  178643  F.  Shiner,  178931  R.  A.  Swinard,  179003 
A.  H.  Sykes,  179554  W.  C.  Strathou,  179082  C.  V.  T.  Sutton,  179010  W. 
Tomlinson,  179006  F.  Torkildson,  179266  E.  L.  Tomkins,  178563  A.  D. 
Williams,  179264  E-  L.  Watkins,  179519  F.  W.  Westcott,  179558  G.  Waller, 
178967  E.  A.  Yarneld,  Jan.  29th;  177271  L.  W.  Hylaud,  178964  R.  Warden, 
179270  R-  F.  Williams,  January  30th;  177729  W.  A.  Booth, 
J77924  L.  H  Fisher,  176904  I.  G.  Gascoigne,  173421  F.  C.  Hayes,  137566 
W.  H.  Henderson,  177861  W.  H.  Knight,  26531  ~N.  A.  T.  Martin,  175092 
R.  W.  Sheppard,  179414  D.  L.  Simpson,  Feb." 8th;  176089  J.  L.  Gregory, 
Feb.  gth;  178407  C.  E.  Butler,  178343  J.  H.  Cowan,  117421  W.  J.  Chaston, 
178246  A.  W.  Eldred,  177817  J.  Font,  128641  E-  J.  Hodges,  177207  G.  D. 
Ireland,  170368  H.  Rodger,  246519  A.  J.  Young,  Feb.  nth;  4359  G.  Atter, 
Feb.  14th;  1351  J.  O.  Henderson,  178870  S.  J.  Millcn,  176976  M'  J  Phillips, 
178698  A.  J.  Peacey,  178629  T.  W.  Patterson,  197492  E.  Robinson,  156308 
S.  T.  Sherlock,  265181  E.  A.  Tilev,  176733  A.  W.  C.  Villicrs,  176719  J.  S. 
Worters,  176718  R.  A.  Ward,  Feb.  iSth;  176181  B.  S.  Ingledew,  176269 
F.  J.  McClean,  Feb.  19th;  16959S  G.  Apple-yard,  Feb.  24th;  M/10515  L- 

E.  Alston,  Feb.  25th;  434571  A.  E.  Gattlcy,  6:408  J.  Mewton,  Feb.  28th; 
MS/4373  M.  W.  Bartlett,  128752  G.  M.  Edwards,  M'arch  4th;  117205  R. 
Kay,  173281  A.  D.  Myers,  March  nth;  177099  J.  Clayton,  137613  H.  Stott, 
March  18th;  175038  G.  A.  F.  Bucknall,  St.Kgsi  E-  Day,  175701  S.  Hudson, 
137774  W.  V.  R.  Nicholl,  137779  C.  L.  0:Callaghan,  137285  W  G.  Pirrie, 
137489  P.  G.  Rogers,  March  21st;  155149  W.  B  Brilter,  43294  H.  Brace, 
8518  A.  C.  Cooper,  63214  C  Dickinson,  370340  H.  C.  Double-day,  947861 
W.  W.  Fitchen,  170123  A.  J.  Hall,  35043  C.  Hall,  307  F.  A.  Humphreys, 
20860  F.  A.  Jordan,  6904  W.  V.  Piggott  135579  W.  S.  Rees,  137038  S. 
Tickle,  April  1st;  128932  J  Wallace,  April  4th;  117080  L.  Doherty,  71418 
E.  Ross,  April  8th ;  940534  J.  I.  Blackburn,  1 17092  D.  S.  Richardson, 
April  28th. 

Lt.-Col  (actg.  Brig. -Gen.)  C.  C.  Marindin,  C.B  E,  D.S.O.  (Maj.  (Bt. 
Lt.-Col.),  R.G.A.),  relinquishes  his  commn.  on  ceasing  to  be  empld., 
Sept.  1st. 

Transferred  to  unempld.  list: — Capt.  C.  B  Baker.  May  2nd;  Pilot 
Officer  T.  A.  Bayly,  July  17th;  Fit  Lt.  H.  N.  Nowell,  Aug.  -;th;  Pilot 
Officer  J.  M.  Fraser,  Aug.  10th;  Fit.  Lt.  H.  F.  Barge,  Pilot  Officer  J.  A. 
S.  Cooke,  Pilot  Officer  E-  Hanley,  Pilot  Officer  T.  S.  Laird,  Aug.  14th; 
Pilot  Officer  C.  S.  Buckingham,  Aug  rrth;  Flying  Officer  W.  H.  Date, 
from  (S.O.),  Fit.  Lt.  H.  M.  Eamshaw,  from  (S.O.),  Aug.  iRth ;  Fit.  Lt. 
(aetg.  Sqdn.  Ldr.)  C.  L  Bullock,  O.B.E.,  from  (S.O.),  Aug  19th;  Pilot 
Officer  T.  E.  Fisher,  Pilot  Officer  E.  Fortin,  Aug.  22nd;  Fit.  Lt.  H  S. 
Neville  (S.O.),  Aug.  31st. 


PERSONAL  NOTICES. 

NAVAL. 

Birth. 

ENGLAND.— On  Sept.  2nd,  at  Penlee,  Lee-on-Solent,  the 
wife  of  Squadron  Leader  T.  H.  England,  D.S.C.,  A.F.C., 
R.A.F. — a  daughter. 


MILITARY. 

Death. 

LEE. — On  Sept.  ist,  killed  in  a  flying  accident,  Brigadier- 
General  Lee,  C.M.G.,  son  of  Major  W.  F.  Lee,  Grove  Hall, 
Knottingley. 

Marriage. 

COOKE— HALL.— On  Aug.  20th,  at  Wev  bridge,  Sapper 
Cooke,  N.Z.  Engineers,  was  married  to  Miss  Winifred  Hall, 
W.R.A.F. 

Engagements, 

HAWKINS — SPENCER. — The  engagement  is  announced 
between  Alfred  Cyril  Spencer  Hawkins  (late  R.F.C.),  only 
son  of  Mr.  and  Mrs.  Alfred  Tolhurst  Hawkins,  of  42,  Port- 
land Place,  W.,  and  Beryl  Sefton,  younger  daughter  of  Mr. 
and  Mrs.  Alfred  Spencer,  of  70,  Inverness  Terrace,  Hyde 
Park,  W. 

RIDDELL — BULLER. — The  engagement  is  announced  of 
Capt.  Patrick  Cameron  Oliver  Riddell  (late  the  Wiltshire 
Regiment  and  R.A.F.) ,  elder  son  of  the  late  Patrick  Riddell 
and  Mrs.  Riddell,  Noirmont,  Weybridge,  to  Alice  Moubray, 
younger  daughter  of  the  Rev.  Spencer  R.  A.  Buller,  R.D., 
and  Mrs.  Buller,  the  Rector}',  Weybridge. 

SOUTHGATE— FOLKARD.— A  marriage  has  been  ar- 
ranged, and  will  shoitly  take  place,  between  Lieut.  F.  W. 
Southgate,  late  R.F.C.,  third  son  of  Henry  Southgate,  Need- 
ham  Market,  Suffolk,  and  Angela,  elder  daughter  of  Mr.  and 
Mrs.  Folkard,  Addiscombe,  Surrey. 

Births. 

BARTON.— On  Aug.  28th,  at  Victoria  Road,  Bushey,  Herts, 
to  the  wife  of  Sydnev  Barton  (late  R.F.C.) — a  son  (Douglas 
Searle). 

HAMILTON. — On  Aug.  31st,  at  Heighington,  Lincolnshire, 
the  wife  of  Mr.  E.  V.  C  Hamilton,  Worcestershire  Regt.  and 
R.A.F.,  of  a  son  (John  Colley  Colclough). 

WATTERS.— On  Sept.  4th,  at  19,  Drumsheagh  Gardens, 
Edinburgh,  the  wife  of  Capt.  W.  Watters,  late  the  Border 
Regt.  and  R.A.F.,  of  a  daughter. 


AIR  FORCE. 

Deaths. 

HARBORD.— Lieut.  Lionel  Anthony  Harbord,  R.A.F.,  who 
died  on  Aug.  21st  at  Airpark,  Lahore,  India,  was  the  husband 
of  Sophy  Harbord.    He  was  49  vears  of  age. 

EVERSDEN.— Capt.  Robert  Ernest  Eversden,  R.A.F.,  late 
i-ist  Suffolk  Yeo.,  was  accidentally  killed  on  Aug.  15th  at  the 
aerodrome  at  Ekatennodar,  S.  Russia,  while  serving  with 
General  Denikin's  Mission.  He  had  been  on  active  service 
since  i9t5,  in  the  Dardanelles,  Egypt,  Palestine,  and  German 
East  Africa.  Capt.  Eversden  v. as  the  son  of  Catherine 
Eversden,  of  Ley  PI  ill,  Chesham,  Bucks,  and  was  24  years 
of  age. 

MORRIS.— Lieut.  Herbert  Stanley  Morris,  R.A.F.,  whose 
death  was  announced  last  week,  came  to  this  country  in  October 
last,  and  joined  the  R.A.F.  as  a  Flight  Cadet,  and  was,  prior 
to  being  posted  to  Netheravon,  a  pupil  in  aviation  with  29 
Squadron,  R.A.F.,  Croydon.  He  was  born  in  South  Africa  30 
years  ago;  he  was  educated  at  the  Cape  University,  and  special- 
ised in  Indian,  Roman,  and  Dutch  Law,  and  held  the  position  of 
Magistrate  at  Suva,  the  capital  of  Fiji. 

At  the  inquest  at  Maidenhead  on  Aug.  15th  Capt.  R.  S.  Ai'ken, 
R.A.F.,  stationed  at  Netheravon  (Wilts),  said  thac  on  Aug.  14th 
he  instructed  Mr.  Morris  to  go  up  for  landing  practice.  He  was 
only  to  go  round  and  round  the  aerodrome.  No  one  knew  why 
he  had  come  to  Maidenhead.  He  went  quite  on  his  own  account. 
Mr.  Morris  had  an  average  experience  as  a  flier.  Witness  ex- 
amined the  wrecked  machine.  It  was  a  "Bristol  Fighter."  In 
his  opinion,  the  machine  before  the  flight  was  in  perfect  order. 
He  thought  Mr.  Morris  tried  to  find  a  place  to  land,  shut  off  the 
engine,  and  lost  flying  speed,  and  then  either  spun  down  spirally 
or  nose-dived  to  the  ground.  It  was  one  of  the  commonest  of 
flying  accidents.    The  inquest  was  adjourned. 

NELSON.— On  Aug.  6th,  at  Craven  Cottage,  Eastbourne, 
Molly,  the  dearly  loved  wife  of  Capt.  C.  H.  Nelson,  R.A.F. 

Engagements. 

ANDERSON— YEO.— The  engagement  is  announced  be- 
tween Lieut  David  Stewart  Anderson,  R.A.F.,  son  of  the  late 
Mr.  C.  D.  Anderson,  and  nephew  of  Mr.  R.  Woolley  Walden, 
J. P.,  and  Phyllis  Jessie,  only  daughter  of  Mr.  and  Mrs.  James 
Yeo,  Woodhurst,  Warlingham,  Surrey. 


1036 


The  Aeroplane 


September  10,  1919 


BATES — HASKETT-SMITH.--'fhe  engagement  is  an- 
nounced between  Lieut.  Harry  Bates  (late  R.A.F.},  son  of  tbe 
late  Mr.  Tom  Bates  and  Mrs.  Bates,  of  Dew&bury,  Yorkshire, 
and  Kathleen  Autonia,  only  daughter  of  Mr.  and  Mrs.  H.  F. 
Haskett-Smitb,  of  Teignrhouth,  S.  Devon,  and  granddaughter 
of  the  late  Capt.  Haskett-Smith,  of  Weston,  Bath. 

BEEVOR — MINTY. — The  engagement  is  announced  of 
Ralph  Branthvvayt  Beevor,  late  28th  Squadion,  R.A.F.,  eldest 
son  of  Mr.  and  Mrs.  Ralph  J.  Beevor,  of  Reymerston,  St.  Al- 
bans, and  grandson  of  the  late  Sir  Thomas  Beevor,  Bt.,  and 
Phyllis  Margaret  Ashbumer,  eldest  daughter  of  Mr.  and  Mrs. 
H.  O.  Minty,  of  Nessfield,  St.  Albans. 

FANE — BACON. — The  marriage  arranged  between  Capt. 
Gerard  Fane,  D.S.C.,  R.A.F.,  and  Miss  Rhoda  Bacon  will  take 
place  on  Wednesday,  October  1st,  at  2.15,  at  St.  Andrew's 
Church,  Raveninghani,  Norfolk. 

LYON — STORY. — The  engagement  is  announced  of  Mr. 
W.  A.  Lyon,  R.A.F.,  youngest  son  of  the  late  Dr.  Robert 
Lyon  and  of  Mrs.  Lyon,  10,  Baskerville  Road  Wandsworth 
Common,  and  Sylvia  Ellen,  younger  daughter  of  Capt.  and 
Mrs.  E.  U.  Story,  Cherry  Garden  House,  Folkestone. 

MASKELL — KNIGHTS. — A  marriage  has  been  arranged  and 
will  take  place  at  an  early  date  (leave  permitting)  be  tween  Flight 
Lieut.  A.  S.  Maskeil,  R.A.F.,  of  "Benicree,"  Glencairn  Park 
Road,  Cheltenham,  and  Nellie,  daughter  of  Mr.  and  Mrs.  W.  B. 
Knights,  of  "Basil  House,"  York  Road,  Great  Yarmoufh. 

SNOW' — LIVESAY. — The  engagement  is  announced  of  Capt. 
A.  Courtenay  Snow,  R.A.F. ,  only  son  of  Mr.  and  Mrs.  John 
Snow,  Penllwyn  Park,  Carmarthen,  and  Dorothy  Elizabeth  BHgh, 
youngest  daughter  of  Mrs.  Livesay,  Eaglehurst,  Alverstoke, 
Hants. 

Marriages. 

ALDERSON— DOIG.— On  Aug.  18th,  at  Swanage,  Lieut.  A. 
G.  D.  Alderson,  R.A.F.,  son  of  the  Rev.  A.  DC  Alderson.  of 
Tockwith,  York,  was  married  to  Edith  Mary,  eldest  daughter  of 
Mr.  David  Doig,  of  Rosslyn  House,  New  B'arnet. 

DICK— MARSH.— On  Sept.  6th,  at'  All  Souls'  Church, 
Loudoun  Road,  N.W.,  by  the  Rev.  W.  P.  Hanks',  M.A.,  D  D., 
Walter  Fleming  Dick,  late  Lieut.,  R.A.F. ,  only  surviving 
son  of  Mr.  and  Mrs.  John  Semple  Dick,  of  34,  Langham  Road, 
N.j  and  grandson  of  the  late  Anthony  Beaufort  Brabazon, 
M.D.,  of  Bath,  to  Marjorie  Stella,  widow  of  Harry  Evelyn 
Marsh,  of  Sheffield,  and  youngest  daughter  of  the  late  Edward 
Nunes  Phillips. 

FOSTER— HATCH.— The  marriage  took  place  on  Sept. 
2nd  at  St.  Mark's,  North  Audley  Street,  of  Capt.  William  Fos- 
ter, R.A.F.,  youngest  son  of  Mr.  Robert  Foster,  of  Stockeld 
Park,  Wetherby,  Yorkshire,  and  the  late  Hon.  Mrs.  Robert 
Foster,  and  Marjorie,  only  child  of  Sir  Ernest  Hatch, 
formerly  M.P.  for  the  Gorton  Division,  and  Lady  Constance 
Hatch,  of  46,  Upper  Grosvenor  Street,  W. 

The  officiating  clergy  were  the  Dean  of  Salisbury  (Dr.  Page 
Roberts),  great-uncle  of  the  bride,  the  Rev.  the  Hon.  A. 
Parker,  uncle  of  the  bridegroom,  and  the  Rev.  W.  G.  Penny- 
man,  vicar  of  St.  Mark's. 


NIGHTINGALE— WHITAKER.— On  Sept.  1st,  ac  St.  An- 
selm's  Church,  Streatham,  by  the  Rev.  F.  A.  S.  Reid,  M.A.,. 
Capt.  Alfred  J.  Nightingale,  R.A.F.,  youngest  son  of  the  late 
A.  Nightingale,  to  Stella  May,  youngest  child  of  the  late  Wal- 
ter S.  Whitaker  and  Mrs.  Whitaker,  Streatham. 

ROACH— COOK.— On  Aug.  25th,  at  Christ  Church,  Ealing, 
Lieut.  Thomas  Edward  Vaughan  Roach,  R.A.F.,  of  Johannes- 
burg, South  Africa,  was  married  to  Elspet  Sophia,  only  daughter 
of  Mr.  and  Mrs.  John  Nicol  Cook,  27,  Castle  Bar  Road,  Ealing, 
and  Aberdeen,  by  the  Rev.  J.  E.  Cardigan  Williams 

SOMERS-MARSHALL— NEALE.— On  July  22nd.  at  St. 
Mary  Magdalen's,  Brighton,  Lieut.  J.  A.  Somers^  Marshall  (late 
R.A.F.),  was  married  to  Winefride  Mary  Neale. 

SYKES— ROBERTS.— On  Sept.  4th,  at  St.  Jude's  on  the 
Hill,  Golder's  Green,  Capt.  Maurice  Gaskell  Sykes,  R.A.F. 
(Indian  Civil  Service),  youngest  son  of  T.  Gaskell  Sykes,  West 
Ealing,  to  Constance  Mary  Lilian,  younger  daughter  of  the 
late  Hugh  Stewart  Roberts. 

WOODHOUSE— MANNING.— On  Sept.  1st,  at  All  Saints* 
Church,  Nottingham,  Lieut.  George  Edward  Leighton  Wood- 
house,  R.A.F.,  younger  son  of  Mr.  and  Mrs.  Arthur  Wood- 
house,  of  17,  Heygate  Avenue,  Southend,  to  Mary,  only 
daughter  of  Smith  Fowler  Manning,  Esq  ,  J. P.,  and  Mrs. 
Manning,  of  The  Tower  House,  Nottingham. 

Births. 

ALSTON.— On  Aug.  23rd,  at  Dyffryn,  Dulwich,  S.E.,  to 
Margery,  wife  of  Capt.  C.  R.  Alston,  late  R.A.F. — a  daughter. 

ELLIOTT  SMITH.— On  Aug.  18th,  at  "The -Rough,"  Wim- 
borne  Avenue,  Parkstone,  the  wife  of  Capt.  H.  Elliott  Smith, 
R.A.F.,  of  a  son. 

ELLIS.— On  Sept.  1st,  at  "Glasslyn,"  Brock  Street,  Brent- 
wood, Essex,  the  wife  of  Colonel  H.  C.  Ellis,  C.B.E.,  R.A.F., 
of  a  son. 

MONTAGU. — On  July  19th,  at  Lady  Holland's  Home,  to  Capt. 
A.  M.  R.  Montagu,  R.A.F.,  and  his  wife  Margaret  (n£e  Rumsby), 
a  son — John  Humphrey. 

MUSSON.—  On  July  24th,  at  3,  St.  Andrew's  Road,  W.14,  10 
Moya,  the  wife  of  Lieut.  J.  McD.  Musson,  R.A.F.— a  son. 

O'CONNOR.— On  Aug.  13th,  at  34,  Albert  Road,  Regent's 
Park,  N.W.,  Constance  (n6e  Price),  the  wife  of  Capt.  C.  W. 
O'Connor,  R.A.F.,  a  son. 

OLDHAM. — At  Balgonie,  Cobblehill.  Vancouver  Island,  the 
wife  of  Lieut.-Col.  Frank  T.  Oldham,  R.A.F.,  of  a  son. 

SANDFORD-THOMPSON.— On  August  10th,  at  Orchard 
Cottage,  Dormansland,  Surrey,  the  wife  of  Major  W.  A.  Cecil 
Sandford-Thompson,  late  R.A.F.,  of  a  daughter. 

SCOTT.— On  July  8th,  at  Wyncot,  Thorpe  St.  Andrew,  Nor- 
wich, to  G.  J.  Scott  (late  Captain,  R.A.F.)  and  Mrs.  Scott,  a 
daughter. 

SLINGSBY.— On  Aug.  5th,  at  "Clare  Green,"  Nelson,  Lan- 
cashire, the  wife  of  Capt.  William  Ecroyd  Slii  gsby,  R.A.F". ,  ol 
a  son. 

WOOD.— On  Sept.  5th,  19-19,  at  Thicket  Cottage,  The 
Thicket,  Southsea,  "Biddv"  (nee  Amos),  wife  of  Capt.  H.  L. 
Wood,  R.A.F.,  of  a  daughter.- 


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KINDLY   MENTION    "  THE  AEROPLANE 


WHEN  CORRESPONDING    WITH  ADVERTISERS. 


September 


io,  1919 


The  Aeroplane 


1037 


Keen  Buyers  go  to  the  Source. 

"tools 

■mh_-________________________s 

R.  MATHER  &  SON, 

SHEFFIELD. 


PATENT  TIME  SAVING 
SPLICING 
VICE. 


t\*  supplied 
to  R.A.F. 


Sam  Wkippiig 
t  Fixes  TkimkW  i*  Lop, 


Soli  Liczkceks : 

BARNETT  &  FOSTER. 

EAGLE  WHARF  BD.,  LONDON,  N.l. 


SALMSON 

AERO-ENGINES 

(Canton-Unne  System). 


"In  the  Paris- Casablanca  non-stop  of  1280  miles, 
with  8  passengers,  on  August  lotn,  the  "Goliath" 
Plane  was  fitted  with  two  265  h.p.  Salmson  Engines." 


All  enquiries  should  be  addressed  to 

The  DUDBRIDGE  IRON  WORKS,  V 

STROUD,  GLOUCESTERSHIRE. 


The  Air  Navigation  Go.,  Ltd- 

BLERIOT  &  SPAD, 

ADDLESTOKE  (SURREY). 

Contractors  to  War  Office  and 
Admiralty  m 


Flying   Ground,  Brooklands  Aerodpomt, 

NORBERT  CHEREAU,    Managing  Director. 

Telsgrams— Bleriot,  Weybridge.         Telephone— 358  Weybridge 


Cast-iron  Hammered  Piston  Rings. 


(By  the  Davy- 
Robert  son-ProeeM) . 

In  our  Special  Piston 
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up  to  72  in 

Quick  Delivery* 
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Low  Prices. 

Telephone  No.  1141 . 

Telegrams— 
"  Ocean,"  Sheffield 


The  Standard  Piston  Ring  &  Engineering  Co.,  l&i* 

Don  Road,  Sheffield.  


"CROID"  LIQUID  GLUE— Used  by  all 
Aeroplane  Constructors  durirg  the  War. 
THE  STRONGEST  GLUE  KNOWN. 
USED  COLD— with  the  addition  of  cold  water 
Write  To-day  for  Discriptive  Booklet  No.  17. 

The  Improved  Liquid  Glues  Co  ,  Ltd  , 

Great    Hermitage    Street,    London,  Ei. 


SEND  US  YOUR 
ENQUIRIES. 


WOODWORK. 
METAL  WORK. 
TUBE  WORK. 
WELDING.  ^ 


AND 

MAKUFAl  1  I'RIfG 
COMPANY,  LIMITED. 

PARK  STREET. 
BURTON  ON  TRENT 


'Phone — 554  Burton-on-Trent. 
Telegram*—"  Planes,  Burton-on-Trent. 


During  the  War  we  made 

MILLIONS  of  AERO  PARTS. 

We  are  still  waking  laige  quantities. 

CAN  WE  SUPPLY  YOUR  WANTS? 

TURNINGS  or  (Power)  PRESS  WORK. 
Any  metal  or  insulating  material,  screwed 
or  plain.  Any  article  of  small  or  medium 
size  where  very  large  quantities  are  required. 
No   change  for   tools  Jor   large  quantities. 

CASHMORE  BROS. 

Zota  Works,  Hildreth  St.,  Balham,  S.W.12. 

Phones —  Fannsia  415  Siieail;rr>  2J40 


KINDLY   MENTION    "  THE  AEROPLANE 


WHEN   CORRESPONDING    WITH  ADVERTISERS. 


;o3S 


The  Aeroplane 


September  io,  1919 


TRADE  CARDS. 


Ings  !   Springs  I   Springs  t 

We  make  a  speciality  of 
Springs  for  Aeroplanes. 
SEND  FOR  PRICES. 
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NAME  PLATES, 
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Ivory.    Chemically  enlarged  or  machined. 

CO.,  LTD., 


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WORTHING. 


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tor  any  type   of  engine   or  machine. 

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Telephone :   Kingibury  104. 


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Telegrams— Pegamoid,  Phone,  London 
E&aphon*— City  9704  (2  lines). 


Gables  a  b  0  5th  Edition  and  Private. 


SCREW-  DRIVING 

RUSSELL  BROTHERS,  Ltd,,  REDDITGH 

MACHINES. 


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Telephone : 
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Telegrams : 
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PROPELLERS 

Contractors  to  tee  ADMIRALTY  &  WAR  OFFICE, 
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L I  QUI  D  SCOTCH  G  LUE 

USED  BY  THE  LEADING  AEROPLANE  CONSTRUCTORS. 

MOISTURE  PROOF. 
H'r»t«  for  Price  Litt  and  Particular* 
MENDINE  CO.,  8,  Arthur  Street,  London  Bridge,  E  C. 


J.  H.  MOORE, 

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9,  MOUNT  RD.,  HENDON,  N.W.4 


Testing  of  any  Type  of  Aircraft  undertaken. 

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Riverside    Putney  ,  5. W. 


KINDLY   MENTION    "  THE    AEROPEANE  "    WHEN   CORRESPONDING    WITH  ADVERTISERS. 


September  io,  1919 


The  Aeroplane 


UNITED  AIRCRAFT 
ENGINEERING  CORPORATION 


Manufacturers  &  Engineers 

Dealers  in  Aerop'anes,  Aeroplane  Engines  and  Equipment 
Head  Office:   52,  VANDERBILT  AVENUE,  NEW  YORK,  U.S.A. 

Cable  Address :  "  Unairco,"  New  York. 
Branches:    Toronto,  Canada  ;   and  London,  England. 


London  Offic  :    123,  PALL  MALL,  LONDON,  S.W.I. 

Manager:  CAPT.  A.  B.  ROGERS. 
Telephone:  Gerrard  3537.    Cable  Address:  "  Unairco,"  Charles, London. 


Manufacturers 
.  of 


PHOSPHOR  BRONZE 
GUN  METAL, 

MANGANESE  BRONZK, 

BRASS  &  COPPER 

TUBES,  SHEETS- 
RODS,  WIRE,  AND 

CASTINGS. 

PHOSPHOR  TIN, 
PHOSPHOR  COPPER. 


CHARLES  CLIFFORD  &  SON,  LTD,, 

BIRMINGHAM. 


MISCELLANEOUS  ADVERTISEMENTS 

SPECIAL  PREPAID  RATE  :  18  words  16  :  Situations  Wanted  ONLY,  18  words  1  -  ;  Id.  per  word  after.  TRADE  ADVERTISEMENTS 
in  these  columns,  3  lines  3/-  ;  10d.  per  line  after.  Public  Announcements,  Legal  Notices,  Auctions,  Contracts,  etc.,  1/6  per  line. 
For  the  convenience  of  Advertisers,  replies  can  be  received  at  the  offices  of  "  THE  AEROPLANE,"  61,  Carey  St.,  London,  W.C.2. 


PATENTS. 

PAGE  &  ROWLINGSON,  Chartered  Patent 
Agents  (Consulting  Engineer,  Mr.  S.  E. 
Page,  A.M.Inst.C.E.),  27,  Chancery  Lane, 
London,  W.C.    Tel.  332  Central. 

Henry  Skerrett  (H.  N.  Skerrett,  A.I.A.E., 
A.I.Mech.E.,  Associate  I.E.E.,  Fellow  of  the 
Chartered  Institute  of  Patent  Agents),  Patents, 
designs  and  "trade  marks. — 24,  Temple  Row, 
Birmingham. 

Inventors  advised  free.  Write  for  booklet  .  - 
King's  Patent  Agency,  Ltd.,  165,  Queen 
Victoria  Street,  London.    30  years'  references. 

Stanley,  Popplewel!  and  Co.,  Patent  Agents 
and  Consulting  Engineers.  Applications  for 
Patents  attended  to  in  all  countries. — 38, 
Chancery  Lane,  W.C.  Telephone  :  1763  Cen- 
tral.   Circular  free. 

W.  BRYSON,  B.Sc,  A.M.Inst.C.E., 
A.F.R.Ae.S.,  Chartered  Patent  Agent,  29, 
Southampton  Building,  London,  W.C. 2. 


SITUATION  VACANT. 

Carpenters,  Engineers,  Turners,  Fitters, 
Riggers,  etc.,  required  immediately  for 
R.A.F.  New  pay  and  conditions  are  un- 
equalled anywhere.  Splendid  chances  of  rapid 
promotion.— Apply  to  Inspector  of  Recruiting, 
4,  Henrietta  Street,  Covent  Garden,  W.C. 2, 
or  to  any  Royal  Air  Forc2  Station. 


MISCELLANEOUS  AND  TRADE. 

Lamplough  Radiators. — New  designs,  in- 
creased efficiency.  Radiators  repaired  or  re- 
made. Private  and  commercial  cars  over 
hauled,  repaired  and  refitted  for  the  road. 
First-class  staff  and  machinery  available  for 
the  best  work. — Lamplough  &  Co.,  Highfield 
Works,  Feltham,  Middlesex.  'Phone  33  Felt- 
ham. 


ENGINEERING. 

British  Correspondence  School  of  Aeronautics 

(Estab.  1908). — Engineering  course,  17s.  6d. 
Advanced  course  in  design,  engines,  draughts- 
manship, 42s.  Diplomas  granted. — Penning- 
ton's, 254,  Oxford  Road,  Manchester 


AIRCRAFT  PARTS. 

Hardwood  for  Aeroplanes. — Specially  Selected 
air-dried  timber  as  supplied  to  leading  con- 
structors in  Britain  and  the  Continent.  Silver 
Spruce,  Ash,  Poplar ;  Hickory  and  Ash 
Skids  ;  Three-ply ;  Thin  Cedar  and  Mahogany 
for  Floats  ;  Walnut  for  Propellers. — William 
Mallinson  and  Sons,  Ltd.,  Hackney  Road. 
'Phone,  3845  Central,  4770  Wall. 


Tapes,  Webs,  Cords  and  Threads  in  all  quali- 
ties suitable  for  Aircraft  Work.  Delivery  from 
stock. — John  MacLennan  and  Co.,  30,  New- 
gate Street,  London,  E.C.i.  (See  Advertise- 
ment Page  IV  of  Cover  and  Buyers'  Guide). 


PARTNERSHIPS. 

Partnerships.—  Man  Martin  Morgan  and 
Co.,  Ltd,  Partnership,  Imestment  and 
Company  Registration  Agents  invite  parti- 
culars iii  confidence  from  business  firms 
proposing  to  extend  and  requiring  their 
services. — 10,  Lower  John  Street,  Regent 
Street,  W.i.    'Phone  :  Gerrard  736. 


EDUCATIONAL. 

Aeronautics. — A  Fascinating  Study  under 
our  Specialised  System  of  Spare  Time  Tui- 
tion. Also  Draughtsmanship  and  Design. 
Diplomas  granted. — Write  to-day  to  Dept. 
A.,  The  British  Correspondence  Schools, 
Grindleford,  Sheffield.    Established  1902. 


Great  Aviation  Boom !  Spring  1920.  Are 
you  qualified  to  take  a  big  position?  If 
not,  utilise  your  spare  time  preparing  for 
one.  We  conduct  highly  efficient  and 
practical  correspondence  courses  in  all 
Aeronautical  subjects.  Lowest  fees.  Ad- 
vice free. — Write  for  Prospectus,  Secretary, 
Harrow  College  of  Aeronautics,  Pinner 
Road,  Harrow. 


FOR  SALE. 

TO     FLYINGBOAT     AND  SEAPLANE 
MANUFACTURERS  AND  OTHERS. 

Re  NORMAN  THOMPSON  FLIGHT  CO., 
LTD. 

In  Voluntary  Liquidation). 
FOR  SALE  BY  TENDEit  the  business 
Assets  of  the  above  well-known  Company 
which  was  established  in  1912,  on  tlie  Coast 
overlooking  the  English  Channel  at  Middle- 
ton,  near  Bognor,  in  Sussex,  makers  of  the 
"first  British-built  Flying-Boat  of  present-day 
type.  The  Company  has  been  engaged  since 
1912  as  designers  and  constructors  of  Naval 
and  Commercial  Seaplanes  and  Military  and 
Commercial  Aeroplanes  and  parts.  The  Com- 
pany during  the  war  was  a  controlled  firm 
engaged  exclusively  on  Aircraft  work,  and 
supplied  to  the  Government  large  and  small 
Flying-Boats  of  their  own  design,  as  well  as 
a  certain  number  of  land  machines,  and  large 
numbers  of  their  machinas  which  are  (if 
sound  construction  have  been  purchased  by 
the  Admiralty  and  used  by  the  Navy. 

There  are  valuable  Seaplane  sheds,  work- 
shops, power-house,  offices,  etc.  costing  over^ 
£15,000;  also  well-assorted  and  valuable 
Plant  and  Machinery,  including  certain  valu- 
able machines  acquired  at  a  cost  of  over 
£13,000 ;  freehold  land  at  Middleton,  on 
which  the  Works  are  erected,  also  consider- 
able quantity  of  Stock-in-Trade  on  hand,  con- 
sisting of  stores,  finished  and  partly  finished 
Seaplane  parts  and  work  in  progress,  amount 
ing  to  over  .£30,000,  as  pei  schedule. 

This  is  an  exceptional  opportunity  for  ac- 
quiring a  fully  equipped  Seaplane  and  Aero- 
plane factory,  or  a  factory  suitable  for  conver- 
sion into  the  requirements  of  wood-working 
or  general  engineering  businesses  with  the 
latest  up-to-date  plant  and  machinery,  and 
extensive  out-buildings  and  sheds  erected  at 
considerable  cost,  all  ready  for  immediate  use. 

Further  particulars  and  orders  to  view 
from  Mr.  W.  R.  Clemens,  Messrs.  Leask, 
Clemens  and  Co  ,  Aldermans  House,  Bishops- 
gate,  London,  E.C.  ;  or  Mr.  E  H.  Hawkins, 
Messrs.  Poppleton,  Appleby  and  Hawkins.  4, 
Charterhouse  Square,   London,  E.C. 

Transfers.  Firms  requiring  Transfers  should 
write  to  the  makers. — A  Bird  &  Co.,  Latimer 
Street,  Birmingham. 

Sunbeam,  150  h.p.  8-cylinder,  and  225  h.p.  12- 
cylinder  Aero  Engines.  Guaranteed  as  new, 
for  sale. — Apply,  The  Cambridge  Automobile 
and  Engineering  Co.,  Ltd.,  21,  Hobson  Street, 
Cimbridge. 


KINDLY 


MENTION 


THE 


AEROPLANE  "    WHEN   CORRESPONDING    WITH  ADVERTISERS. 


1 040 


\ 


The  Aeroplane 


September  10,  19 19 


FOR  SALE.-Coiitiiuied. 

To  Seaplane  and  Aeroplane  Makers,  Engi= 
neers,  Furniture  Manufacturers  and  others. 

— For  hale  by  Tender,  at  Bognor,  the  Busi- 
ness Assets  of  the  Norman  Thompson 
Flight  Co.,  Ltd.,  together  with  the  Modern 
Plant  and  Machinery,  Tools,  Ulensils, 
Engines,  Lathes,  Drilling  Machines,  etc., 
also  large  quantity  of  General  Stores, 
Timber,  Paints,  Iron,  Steel  and  other 
effects,  also  valuable  Buildings,  extensive 
General  Engineer's  or  Furniture  Manufac- 
turer's Business,  extensive  Seaplane  and 
Workshops  capable  of  conversion  for  a 
other  Sheds. 

Forms  and  further  particulars  from  :  — 
W.  R.  Clemens  (Leask,  Clemens  and  Co.), 
Alderman's  House,  Bishopsgate,  E.C.,  and 
E.  H.  Hawkins  (Poppiet.ra,  Appleby,  and 
Hawkins),  4,  Charterhouse  Square",  Lon- 
don, E.C.  ■ 

For  Sale.— Weldless  steel  tubes  f  in.  to  3 
in.  dia.,  various  gauges.  Also  steel  sheets 
10  to  20  G.  Spec.  S.3.  Special  quotation 
for  quantities.— C-,  179,  High  Road,  Kil- 
burn,  N.W.6. 

Several  100  h.p.  Anzani  Aero  Engines  for 
Sale.— In  perfect  running  order. — Write 
Box  No.'  4752,  The  Aeroplane,  61,  Carey 
Street,  W.C.2. 

Several  Hangars  (Bessonnenu  C  Type)  for 
sale.  Also  one  Hangar  120  ft.  by  60  ft. — 
Apply  C,  179,  High  Road,  Kilburn,  N.W.6. 

Air  Compass. —  'Hughes,"  type  5/17,  in 
first-class  condition.  No  reasonable  offer 
refused.— Apply,  T.  Colgan,  5,  Crompton 
Street,  Derby. 

"  The  Aeroplane,"  Vols  XII,  XIII,  XIV, 
XV,  XVI,  unbound;  absolutely  complete; 
excellent  condition.  Price  £3  15s. — Par- 
sons, "Llanrhos/'  Chester  Road,  Erding- 
ton,  Birmingham. 

For  Sale. — "Aeroplane,"  Vol.  16;  includes 
two  Special  Issues.  What  offers? — Hale, 
The  Banks,  Lyneham,  Chippenham,  Wilts. 


MINISTRY    OF  MUNITIONS. 
By   Direction  of  the  Disposal  Board. 
TANGMERE    AERODROME,  SUSSEX. 

Area  :  About  1985  Acres. 

For  Disposal  as  an  Aerodrome. 

Accommodation  for  3  squadrons. 

Buildings  are  mainly  of  brick 

Water  Supply.  Electric  Light  Plant,  and 
Sewage  Disposal.    Macadam  Roads. 

The  site  is  occupied  by  the  Government 
under  the  Defence  of  the  Realm  regula- 
tions, and  can  (if  necessary)  be  purchased 
under  and  subject  to  the  provisions  of  the 
Defence  of  the  Realm  (Acquisition  of 
Lands)  Act,  1916. 

For  further  particulars  apply  to  the  Dis- 
posal Board,  Room  135,  Charing  Cioss 
Buildings,  Villiers  Street,  London,  W.C.j. 

Note  .—For  "  SURPLUS,"  the  detailed 
list  of  surplus  Government  property  for 
sale,  apply  at  the  nearest  bookstall  or  to 
a  local  newsagent  'to  whom  a  standing 
order  should  be  given).  Compiled  by  the 
Director  of  Publicity,  Ministry  of  Muni- 
tions, Whitehall  Place,  London,  S.W.i. 
Price  3d. 


MINISTRY  OF  MUNITIONS. 
By  Direction  of  the  Disposal  Board. 

FORD       (LITTLE  HAMPTON)  AERO= 
DROME,  SUSSEX. 

Area  :  About  167  Acres. 
For  Disposal  as  an  Aerodrome. 

Accommodation  for  3  squadrons. 

The  buildings  are  of  brick  and  wood. 

There  is  a  Water  Supply,  Electric  Light 
Plant,  and  Sewage  Disposal.  Macadam 
Roads. 

Railway  siding  to  Ford  junction. 

The  site  is  occupied  by  the  Government 
under  the  Defence  of  the  Realm  regula- 
tions, and  can  (if  necessary)  be  purchased 
under  and  subject  to  !he  provisions  of  the 
Defence  of  the  Realm  (Acquisition  of 
Lands)  Act,  1916. 

For  further  particulars,  apply  to  the  Dis- 
posal Board,  Room  135,  Charing  Cross 
Buildings,  Villiers  Street,  London,  W.C.2. 

Note  :—  For  "  SURPLUS  "  the  detailed 
list  of  surplus  Government  property  for 
sale,  apply  at  the  nearest  bookstall,  or  to 
a  local  newsagent  (to  whom  a  standing 
order  should  be  given).  Compiled  by  the 
Director  of  Publicity,  Ministry  of  Muni- 
tions, Whitehall  Place,  London,  S.W.i. 
Price  3d. 


MODELS. 

iodel  Petrol-motors,  \  h.p.,  tooled  or  rough 
interesting;  Water-cooled  or  Air-cooled.  List 
jd. — Littleover  Aeros,  Derby. 

Model  Maker,  25  years'  experience.  Spe- 
u'ality  highly  finished  aeroplanes  to  scale  for 
exhibition  or  other  purposes,  also  inventors' 
suggestions  completed. — Greene,  6,  Trenmar 
Gardens,  College  Park,  N.W.10 


VEROPLANE  LECTURES  NOTE  BOOK. 

Students  attending  lectures  on  aeroplanes 
and  aero-engines  find  the  task  of  note-taking 
very  trying  if  they  would  keep  their  attention 
8xed  on  the  lecturer.  Mr.  O.  Ford-Jones,  as 
.he  result  of  his  observation  of  the  student's 
need,  has  devised  a  loose-leaf  note-book.  One 
let  of  leaves,  40  in  number,  is  for  "Particulars 
)f  Aeroplane,"  a  second  for  "Particulars  of 
Engine."  All  the  student  has  to  do  is  to  insert 
lotes  in  the  spaces  left — thus  : 

Speed  :   Flying  m.p.h.  Landing  m.p.h. 

Maximum  m.p.h. 

The  book  will  fit  into  an  ordinary  pocket, 
md  the  essentials  of  40  lectures  can  be  re 
crrded  with  a  minimum  of  trouble.  The  leaves 
san  be  easily  removed  for  ultimate  filing.  The 
**toQlane  Note  Book  costs  5s.  net ;  refills,  2s 
*et  per  set.  Order  of  any  newsagent  or  direct 
from  : — 

The   Aeroplane  &   General  Publishing  Co., 
Ltd.,  61,  Carey  Street,  W.C.2 


PUBLICATIONS. 

Sixpence  Post  Free. — Technical  Essays  of  sn 
Aviator  by  W.  R.  D.  Shaw.  60  pages.  Illus- 
trated. World  on  Wings  Publicity  Bureau 
(Registered),  180,  Sutherland  Avenue,  Maida 
Vale,  London,  W.9. 


The  following  books  may  be  obtained  post 
free  by  application  to 

The  Aeroplane  and  General  Publishing  Co., 
Ltd.,  Union  Bank  Chambers,  61,  Carey 
Street,  W.C.2  :— 

McOudden's  "Five  Years  in  the  R.F.C.,"  8s.. 

Butler's  "Plain  Impressions,"  2s.  9d. 

Sylvester's  "The  Design  and  Construction  ol 
Aero  Engines."    6s.  6d. 

Loening's  "Military  Aeroplanes,"  22s. 

Richthofen's  "The  Red   Air   Fighter"  (2nd" 
Edition),  3s.  9d.  ~ 

Blakeney's  "How    an   Aeroplane    is  Built" 

(2nd  Edition),  5s.  4d. 

Dixie's  "Air  Navigation  for  Flight  Officers," 
Us. 

Saundby's   "Flying   Colours"    (Popular  Edi-~~ 
tion),  15s.  6d.    Edit.on  de  Luxe,  £2  2b. 

Barber's    "  The    Aeroplane    Speaks  "  (7th 
Edition),  9s. 

Barber's  "  Aerobatics,"  lis. 

Barber's  "Airy  Nothings,"  3s.  9d. 

Aviation  Pocket  Book,  6s.  4d. 

Songs  of  the  Submarine,  2s.  3d. 

Ballads  of  the  Flying  Corps,  2s.  9d. 

The  Flying  Book  (1918  Edition),  5s  4d. 

Practical  Flying,  5s.  4d. 


"  The  £  S  D  of  Flying "  (Commercial 
Aviation  and  Its  Possibilities).  By  Captain 
Arthur  Swinton,  6s.  4d. 

Selwyn's  Metric  Conversion  Tables,  2s.  9d. 

"The  Revelations  of  Roy,"  Air  Mechanic 
(With  Apologies  to  Artemas),  Is.  3d. 

"The  Aeroplane,"  Vols.  XIII  XIV,  XV,  25i. 

net  each. 

"  The  Aeroplane,"  Vols  IX,  X,  XI,  XII,  tl: 
net  each. 


KINDLY   MENTION    "  THE    AEROPLANE  "    WHEN   CORRESPONDING    WITH  ADVERTISERS. 


=uiii 


TUB  AEROPLANh — SEPT.  17,  1919. 


iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiHiiiiiiiiiiiiiuiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiim 


Vol.  XVII.  No.  12 


SIXPENCE  WEEKLY. 


j"  Registered  at  the  G,P.O.~l 
m  a  Newspaper.  J 


John  Dawson  ^jg 

and  Co.  (NEWCASTLE-ON-TYNE),  Ltd. 


Ncwca$tle-oii'Tyne. 

Telephone—  CENTRAL,  NEWCASTLE  2604 
Telegrams— "DEPENDABLE,  NEWCASTLE.  " 

Southampton  House, 
High  Holborn,  W.C.I. 

Telephone    HOLBORN  igjt. 


THE  AERO  WIND 
SHIELD  THAT  WAS 
PROVED    BY  WAR. 

AUSTER  LIMITED 
London : 

133.  Long  Acre.  W.C  2. 

Birmingham 

Crown  Wk».  Harford  St. 


BEARDMORE 

AERO 
ENGINES 

TITANINE 

Th»  Original  .JL*O.Jtr'»^E3 

Non-Poisonous 

BEE  ADVERT.  INSIDE. 

ALL  AERO  ENGINES 
"DO   BETTER"   ON  — 


Weldless  steel  tubes  for  aircraft  construction 


Tube  manipulation  and  presswork. 

SEE  ADVERT.  INSIDE. 


CRYSTAL 
ARMOUR" 

Fir  GOGGLES, 
WINDSCREENS, 
PANELS,  Etc:. 


TRIPLEX5-"  GLASS 

iiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiimitiiiiiiiiiiiiiiiiiiiiiiiiiimiiiimiiiiiiii 
....  ur>sp//nte,rai>/e.  f f .  .  . 


THE.  'TRIPLEX' 
SAFETY  GLASS 

C?,  V.» 

I,  ALBEMARLE  ST, 
LONDON 

•w.i. 


.^HiiiiimM 


The  Aeroplane 


September  17,  1919 


The  "All  British  "  Pioneers 
of  the 

Aircraft  Propeller  Industry. 


Our  long  experience  ensures  effec- 
tive design. 

Our  record  as  the  largest  producers 
during  the  war,  was  won  through 
quality  of  manufacture. 

Your  enquiries  are  safe  with  us  from 
either  standpoint. 

Please  mention  Dept.  A. 


Lang  Propeller  Ltd. 

Weybridge. 


c5e/egrr*aj72S    Ae&osticks.  Weybrtdgz. 


KINDLY    MENTION       THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS. 


September  17,  1919 


The  Aeroplane 


fcNuts 


A  G.S.  Bolts 
and  Nuts 
as  below 
are  offered 
EX  STOCK 


Write,  Wire, 
or  'Phone  for 
mediate  Delivery 


A.G.S.  Nuts. 

A.G.S.  1.13  A,B.  114  B.  116  A,B, 
C,G,H.  117A,E,H.  118  E. 

119  E,H,C,F,G.  120  A, C.  133  B. 
238  C.  239A,B,C. 


A.G.S.  Bolts. 

A.G.S.  101  CD, G.  102  C,D,E,F,G, 
H,l,J,K,L.M,N,0,P,Q,R,S.V.  103  B.C, 
D,  E,F,G,H,I,J,K,L,M,N  O.P.Q,  R,S,T, 
U,V,W,Y.  105  B,C,D.E,F,G,H,I,J,K, 
L,M,N,0,P,Q,R,S,U,V,W.  106  C. 
107  B,E,F,G,H,I,J,K,L,M,P,Q,S,T,V,X. 
109  E,H,L,M,P,Q,R,S,U,V,X,Y.  112  L. 

BROWN   BROTHERS  Ltd. 

20  -  34,  Great  Eastern   Street,  London,  E.C.  2. 

Telegrams:  Teleohone: 
'  Imbrowned,  Bethroad,  London."       Lon  Ion  Wall  6300.    (Extension  41a.) 


Handley  Page 
Aeroplanes 

22  have   flown   from  & 

ENGLAND  to  INDIA 

LONDON  to  CONSTANTINOPLE 
ENGLAND  to  CENTRAL  AFRICA 

SS  and  have  carried  B 

PILOT  and  40  PASSENGERS 
d        over  6,500  feet  high.  s 


The  whole  of  the  experience  of  the  Handley  Page  Company  is  at  the  disposal 
of  any  Government  or  Business .  House  desirous  of  starting  a  service  for 
conveying  passengers  or  goods  by  Air. 

H  a.i\dl     Pa  ^e) 

Telegrams:  Telephone; 
'HYDROPH1D,  CRICKLE,  HAMPSTEAD 

London."         Aeroplane  Manufacturers  to  British  &  Other  Governments.        750  J  110  Iines)- 

CRICKLEWOOD,  LONDON,  N.W.2.  ■ 


KINDLY   MENTION    "THE    AEROPLANE  "       WHEN   CORRESPONDING    WITH  ADVERTISERS. 


1042 


The  Aeroplane 


September  17,  1919 


By  LIEUT.-COLONEL  N. 
THE   AERIAL   ARM  :    Its  Func- 
tions and  Development. 

"With  an  Introduction  by 
Major-General  Sir  W-SEFTON  BRANCKER,  K.C.B.,  A.F.C. 
6s.  6d.  net.  7s,  post  free. 


J.  GILL.  C.B.E,  M.C. 

Contents  : — Chap.  i. — The  Atmosphere.  n. — Airships, 
ill. — The  AeropHne.  iv. — Progress  in  Aeroplane  Design, 
v. — The  Evolution  of  Types,  vr. — Navigation  of  the  Ak. 
vii. — The  Military  Use  of  Aeroplanes,    vm.  -Co-Operatioo 

Afloat. — ix.— Air  Power. 


By    A.  S. 

PLAIN  IMPRESSIONS. 

WITH  AN  INTRODUCTION  BY  C.  G.  GREY. 
Crown  8vo.  2s.    6d.  2s-    3d.  post  free. 


G.  BUTLER. 


Mr.  Butler,  a  grandson  of  Josephine  Butler,  an  architect 
by  profession,  became  an  artillery  officer,  and  in  this  de- 
lightful little  volume  gives  his  plain  but  very  graphic  im- 
pressions of  warfare  on  the  Western  Front. 


By  C.  SYLVESTER,  A.M.I.E.E. 

THE    DESIGN     AND    CONSTRUC"  A  P°Pular  vet  expert  and  exhaustive  book  on  Aero  Engines 

TION     OF     AERO     ENGINES  '°n^  ^6en  Wante(^  Sylvester  supplies  the  want. 

WITH  96  DIAGRAMS.   68.  net.    6s.  6d.  post  free 


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FIVE    YEARS    IN    THE    R.F.G.  °f  Major  McCudden's  book  The  morning  post  says  it 

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McCudden  only  met  Richthofen  once  in  the  air.  H« 
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terest  to  Richthofen's  narrative. 


By  CAPTAIN   R.  H. 
FLYING  COLOURS. 

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With  an  Introduction  by  Major-Gen.  E.  B.  Ashmore,  C.B., 
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Captain  Swinton  reduces  much  of  the  eloquence  Of  the  past 
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test  of  £  s.  d. 


By  STEPNEY 

HOW  AN  AEROPLANE  IS  BUILT 

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built. 


THE 


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'  THE  DESIGN  OF  AERO  ENGINES 

'£  S.  D.  OF  FLYING." 

'HOW  AN  AEROPLANE  IS  BUILT 

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September  17,  1919 


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SEPT.  17, 
1919. 


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VOL.  XVII. 
No.  12. 


ON  THE  SCHNEIDER  PICNIC. 


[Note. — Owing  to  the  extreme  length  of  these  notes 

it  has  been  necessary  to  set  them  in  small  type.  It  is 

hoped  that  the  information  contained  therein  will  repay 
the  trouble  of  reading  them. — C.  G.  G.] 

Officially  it  was  called  the  Jacques  Schneider  International 
Cup  Seaplane  Competition,  or  words  to  that  effect,  the  func- 
tion of  Sept.  roth  having  been  arranged  in  order  to  hold 
a  seaplane  race  for  a  handsome  trophy  and  a  prize  of  ^1,000 
presented  by  M.  Jacques  Schneider,  of  the  famous  French 
gun-making  firm.  Unfortunately,  owing  to  a  variety  of 
reasons  which  will  be  related  in  detail  further  on  in  this 
story,  there  were  very  few  seaplanes,  there  was  no  race,  and 
there  was  little  or  no  competition. 

Consequently,  the  grandiloquent  and  complicated  official 
title  did  not  apply,  and,  considered  from  that  point  of  view, 
the  affair  was  a  very  perfect  failure.  But,  considered  as  a 
picnic  pure  and  simple,  it  was  a  great  success,  at  any  rate 
to  those  of  us  who  had  the  good  fortune  to  be  of  the  part}' 
on  the  T.S.Y.  "Ombra,"  which  the  Committee  of  the  Royal 
Aero  Club  had  borrowed  'rom  Mr.  Montague  Grahame- 
White  for  the  occasion.  Perhaps  the  expectant  hundreds  of 
thousands  of  the  mere  public  who  sat  and  grilled  on  the 
cliffs  and  beaches  between  Christchnrch  and  Swanage  en- 
joyed themselves  less,  and  departed  with  a  very  poor 
opinion  of  seaplanes  and  the  sport  of  flying,  but,  after  all, 
that  is  no  concern  of  the  Royal  Aero  Club,  which,  it  will  be 
remembered,  is  by  agreement  with  the  Aerial  League  and 
the  Royal  Aeronautical  Society  concerned  only  with  the 
sporting  side  of  aviation  and  not  with  propaganda  or  with 
science. 

An  Epicurean  Epithalamium. 
Certain  readers  of  this  paper  have  made  the  accusation 
that  one  is  constantly  attacking  everything  and  everybody, 
and  that  one  is  incapable  of  praise.  Just  by  way  of  refuting 
that  accusation  one  feels  that  it  is  one's  first  duty  to  praise 
cne  Committee  of  the  R.Ae.C.  for  its  woik  on  Sept.  ioth 
and  during  the  period  of  preparation  before  that  date.  Those 
who  are  merely  interested  in  seaplanes  and  flying  and  such 
things  had  therefore  better  skip  the  next  few  paragraphs, 


THE  HERO  OF  THE  DAY.— The  Italian  Pilot,  Janello,  in  his    Savoia  Boat 
(250  h.p.  Isotta  Fraschini  engine)  at  Bournemouth. 


for  the  ensuing  epithalamic  effort  has  nothing  to  do  with 
such  subjects.     But  one  rricst  praise  something. 

The  Committee  of  the  Royal  Aero  Club  may  not  be  great 
as  organisers  of  flying  events,  but  it  certainly  is  astonish- 
ingly competent  in  arranging  for  the  social  side  of  the  sport 
of  aviation  It  is  true  that  once  in  a  while  it  misses  an 
opportunity — as,  for  instance,  when  it  omitted  to  entertain 
the  first  people  to  fly  the  Atlantic,  namely  the  gallant 
officers  and  men  of  the  U.S.  Naval  Flying  Boat  N.C.4 — but 
it  made  full  amends  to  its  members  in  the  way  it  afforded 
them  the  opportunity  of  eating  and  drinking  with  Sir  John 
Alcock  and  Sir  Arthur  Brown,  and  with  the  officers  and  men 
of  H.M.  Airship  R.34. 

The  Committee  may  not  arrange  "classic"  races,  nor 
establish  championships  for  different  kinds  of  sporting 
events  m  its  own  line,  as  do  the  governing  bodies  of  other 
branches  of  sport,  but  it  has  certainly  appeased  the  hunger 
and  thirst  of  its  members  better  than  has  any  club  in  London 
throughout  the  war  and  the  subsequent  parched  and  arid 
peace.  This  signal  success  is  certainly  due  to  the  individual 
genius  of  the  Club's  mattre  d'hotel,  Mr.  Frisbee,  whose 
ability  in  finding  manna  in  the  wilderness  and  in  extracting 
liquids  (other  than  water)  from  the  rocky  hearts  of  dealers 
in  such  commodities  suggests  that  somewhere  in  his  remote 
ancestry  he  must  include  the  Quartermaster-General  of 
Moses'  Desert  Column.  But  to  the  Committee  belongs  the 
credit  of  having  discovered  and  engaged  Mr.  Frisbee  and 
the  still  greater  credit  of  succeeding  in  retaining  his 
services. 

A  Yachi'i.jo  Picnic. 
By  a  wonderful  flash  of  intelligence  the  Committee  sent 
Mr.  Frisbee  to  control  the  catering  on  the  yacht  "Ombra," 
with  the  result  that, one  hundred  and  seventy  people  had 
excellent  lunches  in  relays  in  a  saloon  which  could  only 
seat  twenty  at  a  time.  And  then  they  had  tea  and  an 
infinite  variety  of  patisseries  afterwards.  Where  the  mate- 
rial was  stowed  and  how  it  was  handled  was  a  pure  con- 
juring trick. 

It  was  not  surprising  that  one  of  the  distinguished  foreign 
visitors  who  had  some  knowledge  of  the  Club,  as  well  as  of 
"Ombra"  during  the  picnic,  remarked 
that  though  the  Schneider  Cup  Race 
was  not  a  success  the  Committee  was 
quite  fit  to  run  a  subsidiary  company 
of  the  Maison  Lyons. 

At  any  rate,  ail  ihose  who  penetrated 
to  the.  yacht  enjoyed  the  picnic  tho- 
roughly, though  one  cannot  speak  for 
the  balance  who  stood  on  the  pierhead 
at  Bournenvjutb.  Personally,  one  can- 
not praise  the  work  of  the  Committee 
too  highly. 

Our  Visitors. 

In  the  preceding  issues  of  this  paper 
Capt.  Savers  has  given  all  obtainable 
particulars  concerning  the  competing 
machines  and  the  so-called  eliminatory 
trials  from  which  the  British  team  was 
selected,  but,  as  usual,  some  of  the  com- 
petitors only  arrived  at  the  last  moment. 

It  was  unfortunate  in  some  ways  that 
there  were  so  few  entrants,  though,  as 
things  turned  out,  it  was  fortunate  that 
there  were  no  more  nations  repre- 
sented, for  if  there  had  been  there 
would  have  been  just  so  many  more  to 
be  amused,  or  annoyed,  or  irritated  by 
our  comic  British  ideas  of  organisation. 
If,  for  example,  there  had  been  a  Ger- 
man team  we  ~  should  have  provided 
aviatie  German v  with  subject-matter  for 


1046 


The  Aeroplane 


September  17,  19 19 


heavy  humour  for  the  next  two  or  three  years.  As  it  was,  the 
French  and  Italians  took  our  clumsy  efforts  with  all  the 
courtesy  of  the  Latin  race,  whatever  they  may  have  felt,  and 
ic  is  only  right  to  put  on  record  the  names  of  our  visitors 
on  this  occasion. 

The  Nieuport  firm  was  represented  by  M.  Delage 
(Director),  M.  Chasseriaux  (Chief  Engineer),  Lieut.  Casale 
(Pilot),  and  MM.  Janvier,  Arnould,  Sanson,  Bompaire, 
Fournier,  and  Bonthieu. 

The  Spad  was  represented  by  M.  Herbemont  (Technical 
Director  and  Chief  Designer),  M.  Sadi-Lecomte  (Chief  Pilot), 
M.  de  Romanet  (Reserve  Pilot),  and  MM.  Chion,  Levannier, 
Lehoucq,  Fabricius,  Coquelin,  and  Maignan. 

The  Savoia  was  represented  by  Sig.  Santoni  (Director, 
and  incidentally  a  pioneer  of  British  aviation),  Mr.  Power 
(British  Representative),  Sig.  Janello  (Pilot),  Sig.  Conflenti 
(Technical  Manager),  and  Signori  Magnani,  Aisa,  Ronco- 
rone,  and  Foresti. 

M.  Rousseau,  of  the  Paris  "Temps,"  was  the  French  com- 
missaire,  and  Capt.  Finzi,  of  the  Italian  Army,  a  Doctor  of 
Science,  and  Air  Attache  at  trie  Italian  Embassy,  watched 
affairs  in  the  Italian  interests.  M.  Demonge  and  M.  Roche 
d'Estrez,  of  that  excellent  new  French  paper  "L'Air,"  were 
also  present.  And  a  distinguished  visitor  was  Madame 
Lumiere,  the  clever  litHe  lady  who  has  designed  and  manu- 
factured the  airscrews  which  have  captured  all  the  recent 
records  in  France. 

BEFORE   THE  FATAL  DAY. 

One  arrived  on  Tuesday  at  Cowes  where  the  foreign  com- 
petitors were  housed  in  the  capacious  sheds  of  S.  E.  Saun- 
ders, Ltd.  Certainly  nothing  finer  could  be  imagined  as  a 
storage  place  for  seaplanes,  and  nothing  could  exceed  the 
care  which  Mr.  Sam  Saunders  took  to  provide  for  the  needs 
of  the  visitors.  Lieut. -Commander  Harold  Perrin  (Secretary 
of  the  Royal  Aero  Club)  busied  himself  indefatigably  for 
their  comfort,  and  Mr.  diaries  Greenhill  expended  his 
Pentecostal  versatility  for  their  verbal  assistance.  Indu- 
bitably they  had  nothing  of  which  to  complain  before  the 
fatal  day  on  which  the  competition  should  have  occurred. 

The  Nieuport  people  had  the  hardest  of  luck,  which  was 
only  relieved  by  the  splendid  example  of  sportsmanship  it 
afforded.  M.  Casale  had  left  Paris  on  Sunday  and  had 
arrived  at  Cowes  via  Brighton  in  two  and  a  half  hours,  a 
very  fine  performance.  In  descending  at  Cowes  he  alighted 
on  top  of  a  buoy  and  completely  abolished  his  floats  and 
undercarriage.  The  machine  sank,  and  of  course  that  meant 
that  the  wings  and  engine  were  seriously  damaged,  though 
fortunately  the  main  spars  >vere  not  broken. 

Reai,  Sportsmwship. 

As  soon  as  his  men  arrived  on  Monday  morning  Mr. 
Saunders  set  them  to  work  to  rebuild  the  Nieuport.  Mr. 
Newman  took  charge  of  the  job  and  he  and  his  men  worked 
without  stopping  till  Wednesday  morning,  so  that  the 
machine  was  ready  again  in  rime  for  the  race.  They  fitted 
the  spare  engine  and  the  spare  floats  which  the  Nieuport 
people  had  sent  on  ahead ;  they  rebuilt  the  wings  entirely, 
using  only  the  spars,  metal  fittings,  compression  struts,  and 
a  few  ribs ;  they  made  new  undercarriage  struts ;  they  re- 
paired the  fuselage  and  tail  unit;  and  they  re-erected  the 
whole  machine. 

In  defiance  of  all  modern  labour  notions  they  worked  for 
practically  forty-eight  hours  at  a  stretch,  and  demonstrated 
conclusively  that,  ^whatever  the  British  workman  may  be, 
he  is  at  heart  a  sportsman.  The  work  was  excellently  done, 
and  all  the  foreign  visitors  were  loud  in  praise  of  the  fine 
spirit  shown  by  Mr.  Newman  and  his  men.  It  is  whollv 
lamentable  that  their  fine  sporting  effort  was  wasted  after 
all,  but  it  was  a  very  bright  spot  in  a  disappointing  affair. 
More  Bad  Luck. 

The   Nieuport  bad  luck    lid  not  end  here.     M.  Malard, 


the  famous  pilot  of  pre-war  days,  left  Paris  on  Monday  on 
the  second  Nieuport,  and  disappeared.  The  Air  Ministry 
put  a  telephone  call  through  to  Paris  on  Tuesday,  but  could 
get  no  news  of  him.  On  Tuesday  evening  a  member  of  the 
Royal  Aero  Club  at  Cowes  tried  to  telephone  to  the  Ad- 
miralty to  awaken  it  to  the  advisability  of  sending  a  de- 
stroyer or  something  to  hunt  for  him,  but  so  far  as  one 
could  learn  nothing  came  of  the  attempt. 

It  was  not  until  the  centre  of  activity  had  moved  to 
Bournemouth  on  Wednesday  that  information  was  received 
that  M.  Malard  had  been  picked  up  in  mid-Channel  some 
time  the  previous  day.  He  owes  his  life  to  the  perfect 
weather  of  the  period.  Otherwise,  he  must  have  suffered 
rhe  fate  of  poor  Gustav  Hamel,  drowned  in  flying  from 
France  for  the  Aerial  Derby  of  1914. 

Finai,  Alterations 

The-  Spad  arrived  by  boat  and  was  duly  assembled.  After 
a  preliminary  trial  M.  Herbemont  decided  that  she  would 
be  faster  with  less  surface,  so  he  and  his  men  spent  Tuesday 
night  in  amputating  a  foot  or  so  from  each  tip  of  the  upper 
plane.  The  result  was  that  she  arrived  at  Bournemouth 
with  her  upper  wings  considerably  shorter  than  her  lower. 

The  effect  was  curious  to  the  eve,  but  distinctly  beneficial 
to  her  speed,  and  though  she  was  obviously  not  as  fast  as 
the  Sopwith,  she  would  have  put  up  a  good  fight  for  second 
place  with  any  of  the  ether  competitors.  Despite  her  quaint 
appearance,  she  impressed  everybody  very  favourably,  and 
it  is  to  be  hoped  that  she  will  do  some  trials  against  time 
before  long  so  that  her  performance  may  become  known. 

A  Fine  Achievement. 
The  Savoia  was  the  last  competitor  to  arrive,  she  came  the 
longest  distance,  she"  was  certainly  built  in  the  shortest 
time,  and  she  was  the  first  of  the  visitors  to  fly  after  arrival. 
All  of  which  is  cause  for  just  pride  on  the  part  of  her  con- 
structors. 

Three  weeks  before  the  event  she  did  not  exist.  She  was 
built  in  exactly  two  weeks,  and  she  spent  a  week  in  reach- 
ing England  She  would  hardly  have  got  there  then  but  for 
the  help  of  General  Pitcher  and  the  Air  Ministry  Mission 
in  Paris,  who  used  every  endeavour  to  expedite  her  railway 
journey  across  France. 

She  had  the  smallest  engine  of  all  the  competitors,  a 
250  h.p.  Isotta-Fraschini,  but  it  has  a  lovely  voice  and  it 
luns  like  a  clock.  The  boat  and  wing  structure  is  beauti- 
fully built,  and  altogether  Sig.  Conflenti  is  to  be  congratu- 
lated on  a  very  fine  achievement. 

Sig.  Lorenzo  Santoni,  who  will  be  remembered  as  being 
concerned  with  the  British  Deperdussin  Co.  and  with  the 
General  Aeronautical  Co.  of  1912  and  thereabouts,  has  cer- 
tainly made  good  in  Italy  as  founder  and  director  of  the 
great  Savoia  firm.  It  is  seldom  that  such  a  pioneer  as  he 
attains  to  so  much  success. 

The  British  Competitors. 

Of  the  British  competitors,  all  of  whom  were  housed  in 
their  own  sheds  on  Southampton  Water,  it  suffices  to  say 
that  the  Sopwith  with  the  450  h.p.  Cosmos- "Jupiter"  was 
an  obvious  choice  because  of  her  astounding  speed,  which 
must  be  a  good  160  miles  an  hour,  if  not  more.  The  Fairey 
with  the  450  h.p.  Napier-''Lion"  was  an  equally  obvious 
choice  as  a  machine  of  higli  speed  and  of  proved  sea- 
worthiness. With  these  two  Great  Britain  was  estimated 
to  be  well  represented  in  case  of  either  very  fine  or  very 
rough  weather.  The  choice  between  the  Supermarine  with 
the  450  h.p.  Napier  and  the  Avro  with  the  240  h.p.  Siddeley- 
"Puma,"  B.H.P.,  was  not  so  obvious,  for  the  Avro  was 
apparently  the  faster  until  rhe  day  of  the  race,  when  the 
Supermarine  acquired  a  new  airscrew  and  gained  a  good 
five  knots  in  speed. 

The  Committee  of  the  Royal  Aero  Club  made  a  mistake  in 
holding  "Eliminating  Trials"  at  all.  They  should  have  held 
simply  "Trials,"  and  after  noting  carefully  the  speed  and 


September  ij,  19 19 


The  Aeroplane 


1047 


IVIL  FLYING 


WITH 


THE  S0PW1TH  "GNU"  3-SEaTER 


COMFORT  AND  ECONOMY 


The  Sopwith  "  GNU  "  is  a  Touring 
and  Business  Aeroplane  of  high  per- 
formance. Passengers  and  luggage  are 
accommodated  in  a  covered-in  cabin. 

Pilot  is  in  the  open  and  well-protected. 

Full  details  of  performance  and  appoint- 
ments for  demonstration 

on  application  to 
The  Designer-Constructors, 


W\  AVIATION       ENGINEERING^  UP  | 


Registered  Offices  and  Works  : 

KINGSTON-ON-THAMES 

Telephone:  Kingston  1988  (8  lines), 


London  Offices 


65,  SOUTH  MOLTON  ST. 

Telephone:  Mayfalr  5803-4=5.         yj  J 
Telegrams:    "  Efficonomy,  Phone,  London," 


Paris  Office:   21,  RUE    [>U   MONT   THABOR.  Telephone:   Central  80.44. 

Australia:    THE  LARKIN-SOPWITH  AVIATION  CO.  OP  AUSTRALASIA.  LTD., 
18,  OURNER  STREET,  ST.  KILDA,  MELBOURNE. 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS 


1048 


The  Aeroplane 


September  17,  191 9 


performance  of  each  machine  they  should  have  nominated 
the  representative  machines  on  the  day  of  the  race.  As  it 
turned  out,  if  the  Avro  had  been  nominated  she  would  pro- 
bably have  won,  for  she  was  faster  than  the  Savoia. 

A  Suggestion-  to  the  R.AkC 

If  the  Committee  wants  to  justify  its  existence  it  has  a 
chance  of  doing  so.  There  is  a  great  deal  of  dissatisfaction 
about  its  choice  in  the  Schneider  affair,  so  it  would  confer 
a  benefit  on  everybody  if  it  would  arrange  a  "British  Sea- 
plane Championship"  to  be  held  during  the  inevitable  fine 
spell  in  October  commonly  called  "St.  Martin's  Summer." 

The  course  should  be  from  Southampton  Pier  to  Calshot 
as  many  times  as  might  be  necessary.  The  Club  Enclosure, 
starting  and  finishing  point  should  be  in  the  Avro  Aero- 
drome at  Hamble.  The  rules  should  be  otherwise  those 
applying  to  the  Schneider  Cup  Race 

The  date  might  be  fixed  approximately  and  forty-eight 
hours'  notice  given  of  the  actual  start,  when  the  Air  Ministry 
Meteorological  Department  signals  fine  weather  ahead. 

In  this  way  British  constructors  might  satisfy  themselves 
and  demonstrate  to  the  world  who  builds  the  best  seaplanes. 
And  if  the  Club  wanted  to  be  really  enterprising  it  might 
offer  a  respectable  prize  for  foreign  competitors.  Thus  it 
might  remove  some  of  the  obloquy  which  at  present  attaches 
to  it  on  account  of  its  apathy  towards  the  sport  of  flying  and 
its  dire  demonstration  of  organising  inability. 

THE   DAY  OF  THE  FIASCO. 

The  Club  yacht  arrived  at  Bournemouth  a  little  after  mid- 
dav  on  Wednesday.  There  had  been  a  fog  in  the  Solent  in 
the  morning,  but  by  mid-day  the  sky  was  clear  except  for  a 
slight  haze.  There  was  scarcely  a  breath  of  wind,  the  sea 
was  dead  calm  except  for  a  slight  swell,  and  it  was  blazing 
hot.  In  fact  it  was  a  perfect  day.  And  that  was  precisely 
why  the  whole  affair  was  such  a  hopeless  fiasco. 

If  it  had  been  blowing  a  gale  nobody  would  have  been 
surprised  at  machines  smashing  up,  or  at  the  race  being 
called  off,  but  on  such  a  day  the  public  in  its  hundreds  of 
thousands  expected  to  see  a  great  race,  and  it  was  grievously 
disappointed. 

A  Why  Competitor. 

The  first  competitor  to  arrive,  if  one  is  not  mistaken,  was 
the  Fairey,  piloted  by  Lieut. -Col.  Vincent  Nichol,  D.S.O. 
Mr.  Dick  Fairey  is  one  of  the  wisest  and  wiliest  of  men, 
besides  being  a  genius  as  a  designer  He  saw  no  fun  in 
keeping  his  machine  afloat  till  the  Committee  felt  inclined 
to  start  the  race.  Keeping  afloat  means  the  danger  of  being 
rammed  by  motor-boat  hogs  or  idiots  in  other  craft,  besides 
a  great  deal  of  trouble  generally.  So  he  arranged  to  beach 
his  machine  as  soon  as  it  arrived. 

Mr.  Fairey  argues  that  the  whole  fabric  of  British  society 
is  based  on  the  Land  Laws,  and  that  if  a  man  puts  up  an 
enclosure  of  any  sort  it  takes  an  Act  of  Parliament  to  shift 
it.  One  may  tell  off  innumerable  officials  and  policemen 
and  so  forth  to  keep  a  crowd  back,  and  the  crowd  will  still 
push  past  them.  But  if  jne  sticks  a  few  posts  into  the 
ground  and  ties  a  piece  of  cotton  between  them  the  crowd 
will  respect  the  sanctity  of  the  resultant  enclosure. 

So  Mr.  Fairey  constructed  a  wire  fence  with  many  posts 
and  much  wire,  rolled  it  into  a  bundle,  and  sent  it  to 
Bournemouth  with  men  in  a  lorry.  As  soon  as  Colonel 
Nichol  beached  the  machine — right  alongside  the  pier — the 
Fairey  gang  came  down,  unrolled   their  fence,    stuck  the 


posts  in  the  sand,  and  there  the  machine  remained,  per- 
fectly happy  and  unmolested. 

The  contrast  between  the.  fenced  Fairey  and  the  unfenced 
Savoia  may  be  seen  in  the  accompanying  photographs. 
There  is  a  useful  lesson  here,  both  for  the  Club  Committee 
and  for  individual  aeroplane  owners. 

Preliminary  Incidents  and  Accidents. 

The  Supermarine  boat  arrived  much  about  the  same  time 
as  the  Faire}-,  and  Squadron-Commander  Hobbs,  D.S.O.,  the 
pilot,  made  a  faultless  alighting.  Jle  was  promptly  taken  in 
tow  by  the  Supermarine  Co.'s  funny  little  motor-boat  "Tid- 
dleywinks."  This,  one  is  told,  is  really  the  hull  of  one  of 
the  original  Supermarine  flying-boats  built  for  that  clever 
and  curious!}'  neglected  invention  of  Mr.  ■  Pemberton  Bil- 
ling's by  which  the  wings  and  tail  form  a  complete  unit 
which  can  be  slipped  off,  leaving  the  hull  as  a  self-contained 
motor-boat.  Such  a  scheme  would  have  been  of  great  value 
during  the  war,  and  will  be  later  on  when  flying-boats  come 
into  their  own. 

"Tiddleywinks"  was  very  useful  all  day,  acting  as  tender 
for  all  and  sundry.  A  photograph  shows  her  courteously 
assisting  the  Spad  after  the  arrival  of  M.  Sadi-Lecoiute. 

Mr.  Hawker  arrived  soon  after  on  the  Sopwith,  the  big 
"Jupiter"  engine  emitting  much  crackling  owing  to  being 
throttled  down,  though  it  has  a  splendid  note  when  running 
full  bore.  He  alighted  well  and  beached  his  machine.  After- 
wards one  learned  that  he  discovered  a  leak  in  a  float,  so  the 
pair  of  floats  was  changed  on  the  beach  while  waiting  for 
the  race  to  start. 

The  Result  of  a  Perfect  Day. 

This  was  the  first  evil  result  of  the  perfect  weather.  As 
there  was  no  wind  all  the  machines  had  perforce  to  alight 
at  their  slowest  safe  flying  speed.  In  the  case  of  the  Sop- 
with this  could  hf.idly  be  less  than  60  miles  an  hour,  for  a 
speed  range  of  60  to  160  m.p.h.  is  about  as  wide  as  could 
reasonably  be  expected. 

Also,  as  there  was  no  wind.lhe  sea  was  as  smooth  and  as 
hard  as  glass,  whereas  if  there  had  been  a  slight  ripple  or 
lop  the  floats  would  have  cut  through  the  tops  of  the  waves, 
which  would  thus  have  had  a  gradual  braking  effect.  Con- 
sequently, floats  which  would  have  done  their  work  perfectly 
well  on  an  ordinary  day  simply  cracked  through  hitting 
hard,  smooth  water  at  a  very  high  speed. 

The  Arrival  of  the  Foreigners. 

The  first  of  the  foreign  machines  to  alight  was  the  Savoia. 
Janello  put  her  down  in  perfect  style.  He  is  a  fair-haired, 
blue-eyed  youngster,  very  much  more  a  Goth  than  a  Latin 
in  type,  and  he  is  a  non-commissioned  officer  of  the  Italian 
Navy.  As  he  has  three  rows  of  medal  ribbons  one  judges 
that  his  Service  record  is  more  than  ordinarily  good.  And 
his  flying  showed  him  to  be  a  pilot  of  the  very  first  class. 

When  he  alighted  one  noticed  the  first  serious  defect  in 
the  Aero  Club's  organisation.  He  taxied  about  on  the  water 
for  quite  a  while  before  anybody  paid  any  official  attention 
to  him.  At  last  he  was  taken  in  tow  by  a  big,  clumsy  R.A.F. 
boat,  the  crew  of  which  was  evidently  unaccustomed  to  hand- 
ling small  flying-boats.  However,  they  managed  not  to  do 
tny  damage  to  the  machine,  and  eventually  he  put  his  boat 
ashore. 

Defective  Organis\tion. 
One  would  have  expected  that  there  would  have  been  a 
motor-boat  told  off  as  a  tender  for  each  competitor,  and  thai 
each  such  boat  would  have  borne  the  competitor's  numbet . 


MB  SHI 


A  PSYCHOLOGICAL  STUDY — -How  the  British  Public  respected  the  Fairey  Company's  fence 


September  i;,  1919 


The 


Aeroplane 


1049 


Saunders,  Ltd.,  and  their  Mr.  Newman,  are  the  most  efficient 
people  and  the  best  sportsmen  in  England.  They  saw  so 
itttie  of  the  Committee  of  the  Royal  ^ero  Club  that  they  can 
scarcely  have  acquired  a  true  estimate  of  either  their  effici- 
ency or  sportsmanship. 

A  Geographic^  Error. 
The  splendid  work  done  by  Mr.  Saunders  and  his  people 
is  in  fact  the  one  redeeming  feature  in  the  result  of  the 
Committee's  gross  error  in  choosing  Bournemouth  as  the 
headquarters  of  the  race  and  Cowes  as  the  storing-place  for 
the  machines. 

The  theory  was  that  if  the  day  was  rough  the  machines 
would  fly  off  the  sheltered  watei  at  Cowes,  alight  on  the 
water  at  Bournemouth,  and  then  start  in  the  race  when  told. 
If  that  had  actually  happened  most  of  the  iru'chines  would 
have  been  wrecked  or  swamped  long  before  the  race  started. 
Moreover,  there  was  no  direct  communication  with  Cowes, 
so  there  was  no  way  of  telling  them  when  to  start  for 
Bournemouth. 

When  the  Aero  Club  first  announced  that  the  race  was  to 
take  place  this  year,  one  pointed  but  the  folly  of  separating 
the  housing  of  the  machines  from  the  starting-point  of  the 
race.  Events  have  shown  conclusively  that  one's  criticism 
was  right. 

The  race  ought  to  have  taken  place  at  Eastbourne,  where 
there  are  seaplane  sheds  and  ample  repair  shops  within 
fiag-wagging  distance  of  the  pierhead  which  would  be  the 
timing  point.  If  the  sea  had  been  too  rough  at  Eastbourne 
it  would  have  been  too  rougn  at  Bournemouth  also.  From 
every  point  of  view  Eastbourne  would  have  been  a  far  better 
place  for  a  race  which,  under  the  conditions  of  the  prize, 
must  be  held  in  the  open  sea.  Otherwise,  the  Solent  or 
Southampton  Water  is  the  "ight  place. 

Nothing  but  Mr.  Sam  Saunders  and  his  people  saved  the 
face  of  the  Committee,  and,  without  detracting  in  any  way 
trom  their  magnificent  effort,  one  may  express  one's  belief 
that  under  similar  circumstances  Major  F.  B.  Fowler  and  the 
Eastbourne  Aviation  Company  would  have  been  just  as 
thoroughly  sportsmanlike. 

It  is  to  be  hoped  that  before  another  important  event  takes 
place  the  Royal  Aero  Club  will  have  formed  a  committee  to 
manage  that  event  which  will  include  men  with  a  stronger 
critical  faculty,  greater  knowledge  of  sporting  flying,  and 
more  experience  of  organising  competitions  than  those  who 
were  responsible  for  the  Schneider  fiasco. 

THE    RACE    THAT  FAILED. 

Not  long  before  the  i  ace  was  timed  to  start  heavy  banks 
of  fog  began  to  roll  in  from  seaward,  and  by  2.30  p.m.  one 
could  only  see  about  400  yards  in  any  direction,  and  then 
only  up  to  a  height  of  40  or  50  test.  From  the  yacht  every- 
thing was  blotted  out  except  '.he  pier  and  the  beach  im- 
mediately behind  it. 

Before  the  fog  came  m  two  R.A.F.  boats  had  gone  off,  one 
to  the  turning-point  at  Swanage  and  one  to  the  turning-point 
at  Christchurch.  A  third  boat  of  the  same  type  was  kindly 
lent  for  the  race,  but  was  not  wanted.  But  that  is  another 
story  which  enters  into  this  tale  later. 

By  4  p.m.  the  fog  had  passed  inland  and  left  only  a  slight 
heat-haze  through  which  it  was  quite  possible  to  see  the 
Needles — th_-  westernmost  point  of  the  Isle  of  Wight. 
Therefore    the    Committee    decided    to    start    the    race  at 


Then  there  could  be  no  doubt  about  whose  duty  it  was  to 
attend  to  whom. 

Eater,  when  the  Spad  alignted  (in  very  pretty  style),  she 
was  towed  in  by  the  Supermarine  Co.'s  "Tiddley winks." 
She  also  was  beached,  for  lack  of  propel  moorings,  and 
stove  a  hole  in  one  of  her  floats  on  a  stone  on  the  beach. 
So  that  put  her  out  of  the  race. 

It  was  desperately  haid  luck  011  M.  Herbemont,  who  was 
so  upset  by  the  accident  and  so  overwrought  by  working 
nearly  all  night  at  cutting  down  his  wing  area  that  in  the 
evening  he  quite  broke  down  and  was  toj  enerve  even  to 
eat  or  drink.  As  a  designer  he  is  quite  in  the  front  tank, 
so  there  was  no  need  for  him  to  be  discouraged,  but  ap- 
parently he  had  set  his  heart  on  making  a  good  show  in  this 
race,  so  he  took  things  rather  more  hardly  than  seemed 
necessary. 

East  of  all  came  the  Nieuport,  flying  very  fast  and  evi- 
dently standing  a  very  good  chance  in  the  race  if  anything 
happened  to  the  Sopwith.  M.  Casale  put  her  on  the  water 
as  slowly  as  was  possible  with'  so  fast  a  machine,  and  floated 
about  for  a  while.  Then  she  began  to  sink  slowly,'  and  on 
beaching  her  it  was  found  that  a  float  had  cracked  in  alight- 
ing. This,  again,  was  the  fault  of  the  perfect  weather  and 
not  of  the  Club. 

The  Float  Trouble. 

It  is  well  to  remember,  and  to  point  out  to  those  who 
scoff  at  seaplanes  on  the  strength  of  the  Schneider  fiasco, 
that  these  floats  which  cracked  and  burst  and  punctuied  so 
easily  were  built  specially  light  purely  for  racing  machines, 
and  were  intended  for  ordinary  weather.  When  they  had 
to  come  down  on  glass-hard  water  at  high  speed,  or  be 
pushed  ashore  on  pebbles,  they  were  asked  to  do  something 
which  they  were  never  intended  to  do. 

All  the  firms  whose  machines  suffered  in  this  way  have 
built  excellent  floats  in;  the  past.  These  breakdowns  teflect 
no  more  discredit  on  the  firms  than  does  the  breakdown  of 
an  experimental  racing  car  of  a  motor  frm  of  proved 
reliability. 

More  Defective  Organisation. 

When  the  foreign  pilots  went  ashore  they  found  that  there- 
were  no  preparations  of  any  kind  for  them.  There  was 
nobody  to  interpret  for  them.  There  was  nobody  to  keep  the 
mob  away  from  their  machines.  Ihere  were  no  preparations 
to  feed  them,  though  even  if  the  race  had  started  at  the 
proper  time  (2.30  p,.m.)  thev  would  have  Wanted  lunch. 

So  far  as  one  could  discover,  th.-y  were  supposed  to  hang 
onto  the  tail  of  a  motor-boat  (if  they  could  find  one)  from 
the  time  of  their  arrival  until  the  start,  and  they  were  to 
feed  in  their  machines  as  best  they  could.  Which  hardly 
strikes  one  as  being  the  courteous  or  even  the  politic  way 
in  which  a  big  and  rich  club  ought  to  treat  visitors  from 
abroad. 

Happily,  the  undefeatable  Mr.  Newman  of  S.  E.  Saunders, 
Etd.,  redeemed  our  national  reputation,  when  he  discovered 
that  the  Club  had  made  no  preparations.  Somehow  he  man- 
aged to  make  himself  understood  by  both  the  French  and 
Italians.  He  found  food  for  them,  he  established  some  sort 
of  guard  for  their  machines,  he  commandeered  planks  with 
which  he  made  temporary  launching  slips.  He  and  the  crew 
of  his  Saunders  seaplane  tender  were  here,  there,  and  every- 
where. 

No  wonder  the  visitors   went  home  with   the   idea  that 


KOW  NOT  TO  DO  IT. — The  Savoia  swamped  by  the  crowd  owing  to  the  lack  of  an  official  enclosure. 


1050 


The  Aeroplane 


September  i/,  ig 19 


Three-quarter  Front  View  of  Mr.  Hawker's  Sopwith  (450  h.p.  Cosmos  "Jupiter.") 


4.45  p.m.,  without  taking  the  precau- 
tion to  sen!  a  machine  down  the  long 
leg  of  the  course  to  Swanage  to  see 
what  the  weatner  was  like  there. 

This  proved  to  be  the  undoing  of  the 
whole  affair.  Capt.  Hammersley  and 
the  little  Avro  (the  British  reserve  ma- 
chine) had  been  doing  some  very  prettv 
exhibition  flights  during  the  morning, 
and  he  would  certainly  have  gone  out 
scouting  if  the  Committee  had  asked 
him  to  do  so.  But  seemingly  nobody 
thought  of  it,  and  the  race  started. 
Tht;  Start. 

The  first  machine  away  was  the 
Fairey  which  lifted  in  great  style. 
Colonel  Nichol,  who  knows  the  eoas+ 
well,  reached  Swanage  Bay  and  found  it 
still  full  of  fog  Though  he  couid  see 
the  top  of  the  cliffs  he" could  see  nothing 
below  them.    Reiving  on  his  own  quick- 


ness in  controlling  the  machine,  he 
dived  into  the  fog  to  try  and  find  the 
mark-boat.  He  sighted  the  water  and 
flew  along  about  15  feet  above  it.  Then 
suddenly  a  sailing  ship  appeared  in 
front  of  him.  He  pulled  his  machine 
upwards  as  quickly  as  possible ;  cleared 
the  ship,  and  went  straight  on  up  into 
the  clear  air. 

Then  he  headed  for  Bournemouth,  cir- 
cled round  to  find  a  vacant  piece  of 
water,  alighted  on  it,  and  beached  his 
machine.  He  reported  to  Mr.  Fairey 
that  it  was  nor  good  enough  to  go  on 
with  the  race,  for  if  he  could  not  see  the 
mark-boat  he  was  sure  that  the  mark- 
boat  could  not  see  him.  Though  it 
might  hear  him  if  he  followed  the  cliff 
line,  that  would  not  be  evidence  of 
identity.  Consequently  he  retired  from 
the  race.  The  Fairey  people  took  his 
decision  without  question,  for  they 
knew  that  their  machine  was  not  up  to 


WELL  AWAY. — Janello  in  full  flight  over  Bournemouth  Pier. 


Three-quarter  Rear  View  of  the  Sopwith. 


the  speed  of  some  of  the  others,  so  they  simply  withdrew 
from  the  race. 

They  had  been  gambling  on  and  praying  for  fairly  rough 
weather,  and  it  turned  out  to  be  a  perfect  day.  If  it  had 
blown  half  a  gale  they  would  very  probably  have  won.  The 
curious  thing  was  that  after  all  the  Fairey  was  the  only 
competing  machine  that  flew  home. 

Commander  Hobbs'  Supermarine  was  the  next  starter.  He 
took  her  off  splendidly,  tho'igh  badly  baulked  by  row-boats 
which  came  out  onto  the  course  owing  to  absence  of  course- 
keepers.  This  is  another  point  for  the  attention  of  the  Com- 
mittee at  the  next  seaplane  competition. 

Personally,  one's  idea  of  a  course-clearing  craft  is  a  40-knot 
steel-built  hydroplane  with  a  ram  bow,  but,  as  such  a- 
method  might  not  find  favour  in  so  mild-mannered  a  country 
as  this,  perhaps  a  fast  hydroplane  with  a  big  megaphone  or 
a  Klaxon  might  suffice.  On  Wednesday  there  seemed  to  be 
nobody  to  keep  the  course  clear.  Mr.  Louis  Coatalen  in 
"Tyreless"  was  doing  some  very  neat  high-speed  driving, 
and  one  feels  sure  that  if  he  had  been  asked  he  would  have 
been  pleased  to  act  as  course-keeper. 

A  wrong  impression  has  been  circulated  concerning  the 
fate  of  the  Supermarine.  All  that  was  seen  of  her  was  what 
looked  like  a  circuit  of  the  course.  ■  She  came  down  at  the 
end  of  the  first  lap  to  do  the  two  alightings  specified  by  the 
conditions,  and  at  the  first  attempt  changed  at  once  from  a- 
Supermarine  to  a  submarine.  Naturally  the  uninformed 
assumed  that  the  hard,  smooth  water  had  stove  in  her 
bottom. 

Such  was  not  the  case  at  all.  She  was  also  a  victim  of  the 
perfect  day,  but  not  from  that  cause.  What  happened  was- 
this  :  Commander  Hobbs  arrived  at  Swanage  Bay,  could  not 
see  the  mark-boat  because  of  the  fog,  and  so  alighted  in  the 
hopes  of  finding  her  under  the  fog-bank.  _  As  he  failed  to 
do  so,  he,  being  an  experienced  seaplane  pilot,  took_  a  com- 
pass-bearing for  Bournemouth  and  started  away  again.  Just 
as  he  was  leaving  the  water  something  hit  the  boat  with  a 
terrific  crash,  but  being  already  practicallv  in  the  air  he 
carried  on  :  which  was  extremely  lucky  for  him,  as  it 
proved. 

Once  out  of  the  fog-bank  he  headed  for  Bournemouth, 
turned  over  the  pier  and  went  back  to  Swanage.  This  time 
he  flew  round  the  Bay,  taking  his  course  by  the  cliffs,  pre- 
sumablv  hoping  that  the  mark-boat  would  see  him  even  if 
he  could  not  see  it.  Thence  he  followed  the  proper  course 
to  Christchurch,  turned  there,  and  came  down  to  do  the 


September  17,  1919 


The  Aeroplane 


1051 


MARTINSYDE 

DESIGNERS    OF   THE  FAMOUS 

F4  FIGHTER 

WHIOH    ESTABLISHED  THE 

FINEST  PERFORMANCE 

FOR   CLIMB   AND   SPEED   AT  HEIGHT. 


A   ROLLS- MARTINSYDE 

CARRIED   GOVERNMENT  DESPATCHES 

FROM   LONDON   TO  PARIS 

IN    T5  MINUTES. 


COMMERCIAL  TYPE  A. 

INQUIRIES   INVITED    FOR    PASSENGER — OR    MAIL-CARRYING  MACHINES    OF  THI8  TYPB. 

SPECIFICATIONS  WILL  INCLUDE 

285  H.P.    ROLLS-ROYCE    FALCON    ENGINE,  or 
300  H.P.    HISPANO-SUIZA  ENGINE. 

APPROXIMATE    PRICE  £2,500. 

Note.— All  above  Typea  oan  be  fitted  with  Interchangeable  land  undercarriage  or  ae afloat*. 
SPECIAL   PROVISION    IS    MADE   FOR   HOT  CLIMATES. 


Loudon  Office  : 
17,  WATERLOO  PLACE. 

REGENT   STREET.    8. W.I. 


MARTINSYDE,  LTD., 

WOKING,  ENGLAND. 

Telephones— 851,  682  and  583  Wokiaf. 


KINDLY   MENTION    "  THE    AEROPLANE  "    WHEN   CORRESPONDING    WITH  ADVERTISERS. 


1052 


The  Aeroplane 


September  17,  1919 


The  Supermarine  (450  h.p.  Napier  "  Lion  "),  piloted  by  SquadronCommander 

Hobbs,  D.S.O. 


required  alightings  under  the  eyes  of  the  official  observers 
on  a  Naval  "M.L-" 

Surmising  that  there  was  probably  something  wrong  with 
his  boat  he  alighted  very  carefully  and  very  close  to  the 
"M.I/."  He  made  quite  a  pretty  descent  onto  the  water  and 
went  straight  under.  He  himself  came  up  a  few  seconds 
later  and  was  retrieved  by  the  ubiquitous  "Tiddleywinks," 
which  had  gone  down  to  watch  his  alighting.  When  the 
boat  was  hauled  up  later  on  it  was  found  that  the  whole 
bottom  had  been  knocked  out  of  her  by  the  collision  at 
Swanage.  Presumably  the  object  hit  was  a  baulk  of  timber 
or  a  big  packing-case  which  was  invisible  owing  to  the  fog 
and  smooth  sea.  There  were  several  R.N.  ships  in  Swanage 
Bay  at  the  time,  and  the  Navy  is  always  prodigal  with  such 
impedimenta,  and  is  accustomed  to  heave  overboard  any- 
thing, no  matter  how  useful,  which  intei-feres  with  super- 
ficial smartness. 

The  next  to  get  away  was  the  Savoia.  Janello's  start  was 
perfect  as  an  example  of  handling  a  boat,  but  here  again 
was  an  example  of  mismanagement  by  the  Committee.  He 
taxied  towards  the  line,  looking  alternately  at  the  pier  and 
at  the  yacht  for  the  starting  signal.  The  official  starter  and 
the  timekeepers  were  in  fact  on  a  "M.L"  ahead  of  the  yacht, 
though  there  was  nothing  to  indicate  the  fact,  and  appar- 
ently nobody  had  informed  the  foreign  competitors. 

The  obviously  proper  method  of  starting  such  a  race  is 
by  means  of  a  big  white  flag  hung  out  on  a  pole  from  the 
pierhead  and  used  exactly  as  an  ordinary  semaphore  signal 
is  used  on  a  railway.  It  is  so  hard  to  get  people,  especially 
official  people,  to  see  that  the  simplest  method  is  always  the 
best 

MAP   OF  COURSE. 


Anyhow,  inspired  apparently  by 
everybody  on  the  yacht  waving  him 
forward,  Janello  got  off,  followed  the 
coast  in  the  direction  of  Poole,  appeared 
presently  to  the  southward  flying  east, 
came  back  over  Christchurch  way,  made 
his  two  required  alightings  in  quite  per- 
fect style,  and  thereafter  continued  to 
pass  the  post  lap  after  lap  with  the  re- 
gularity of  a  clock.  One  will  leave  him 
at  that  for  the  time  being. 

The  fourth  and  last  starter  was  Mr. 
Hawker  on  the  Sopwith.  He  got  off  the 
water  faultlessly  and  streaked  off  to- 
wards Swanage  with  that  curious  hust- 
ling action  reminiscent  of  a  scalded  cat 
which  one  always  perceives  hi  the  start 
of  these  tinv  machines  with  big  engines. 
In  an  incredibly  short  time  he  came 
back,  alighted  close  to  the  beach  where 
he  had  gone  ashore  earlier  in  the  day,' 
heeled  over  to  the  right,  opened  up  his 
avoided    sundry    bathers,    and    shot  his 


B. 
C 
D. 


fto>J  Ae^o  Ck>b  YacM"  t-- 

Fotst  flax ftoivV  otrs*«NRr<i 

A^rtoximdW.  position 
Alic^KWcj  Tes\-  Boots. 


engine,  skilfully 
machine  onto  the  sand. 

Later  one  learned  that  he  had  gone  to  Swanage  and,  like 
Colonel  Nichol,  had  found  it  impossible  to  see  the  mark-boat, 
so  he  had  decided  to  withdraw.  On  alighting  he  had  punc- 
tured another  float.  So  that  was  <"hat.  He  was  a  double 
victim  of  the  perfect  day. 

The  Grbat  Tragedy. 

We  may  now  revert  our  attention  to  Janello  in  the 
Savoia,  who,  after  all  these  minor  tragedies,  was  left  circling 
a  course  in  solitary  glory.  It  had  been  arranged  that,  as 
the  required  alightings  in  the  first  lap  necessarily  took  a 
good  deal  of  time,  competitors  could,  if  they  wished,  fly 
eleven  laps  instead  of  ten  and  be  officially  timed  for  the  last 
ten  so  as  to  set  up  a  seaplane  record  for  200  nautical  miles. 
This  Janello  elected  to  do. 

Somewhere  about  the  ninth  lap  Mr.  T.  O.  M.  Sopwith,  who 
is  an  exceptionally  fine  judge  of  pace  and  had  been  studying 
the  times  very  carefully,  perceived  that  Janello's  time  for 
each  lap— though  wonderfully  regular— was  much  faster  than 
was  possible  for  the  apparent  speed  of. his  boat.  That  was 
the  first  hint  that  there  was  a  still  greater  misfortune  in 
store  for  the  unfortunate  Aero  Club  than  the  previous  mis- 
haps. 

Janello  duly  completed  his  eleven  laps,  but  as  there  was 
one  lap  which  was  so  fast  as  to  show  that  he  must  have 
turned  short  somewhere,  Sig.  Santoni  went  out  in  a  motor- 
boat  and,  when  Janello  alighted,  asked  him  to  go  on  again 
for  a  twelfth  lap  so  as  to  be  sure  of  covering  the  full  course. 
Jfmello  consented,  although  he  said  that  he  doubted  whether 

he  had  enough  petrol  for  the  distance,  and  this 

led  to  still  more  trouble. 

A  Wholesale  Mix-Up,. 
Jddging  by  his  previous  laps  Janello  should 
have  come  round  again  in  about  ten  minutes. 
Twentv  minutes,  thirty  minutes,  and  then  forty 
minutes  passed,  and  there  was  no  Janello.-  The 
Christchurch  mark-boat  returned  and  reported 
that  he  had  passed  it  ten  times,  but  not  eleven, 
thus  proving  that  the  short  lap,  already  surmised 
from  the  time-sheets,  had  been  made. 

Still  there  was  no  Janello,  and  it  was  evident 
that  he  had  come  down  somewhere  at  sea.  Dark- 
ness was  falling,  the  yacht  "Ombra"  had  to  get 
back  to  Cowes  for  fear  of  being  fog-bound  on  the 
way  up  the  Solent.      The  Aero  Club  Committee 
had  to  land  on  the  pier  at  Bournemouth  to  await  the  arrival  of 
the  Swanage  mark-boat,  on  whose  report  depended  whether 
Janello  had  covered  the  correct  course  or  not.    The  French 
and  Italian  commissaires  and  some  others  of  us  had  to  get 
iack  to  Cowes  in   "Ombra,"  for  all  our  belongings  were 
there,  and  in  any  case  there  was  not  a  room  to  be  had  in 
Bournemouth,  and  we  could  not  help  Janello  in  any  way  by 
staying.    It  was  a  horribly  helpless  feeling.    But  thus  one 
perceived   the  true   beauty   of  the   Committee's  scheme  of 
having  one  headquarters  at  Cowes,  another  on  the  yacht,  and 
another  at  Bournemouth. 

Somebody  ought  to  have  gone  off  at  once  in  search  of 
Janello,  for  although  there  were  an  M.L.  and  an  R.A.l?. 
boat  at  large  patrolling  the  course,  both  were  probably  by 
then  on  their  way  home,  having  counted  the  requisite  ten 
laps.  But  there  did  not  seem  to  be  a  boat  of  any  kind 
available,  and  anyhow  everybody  appeared  to  be  in  what 
aviators  call  a  flat  spin  over  the  job  of  shifting  from  the 
yacht  to  the  pier  and  so  forth.  Then,  as  before,  the  un- 
defeatable  Mr.  Newman  and  the  Saunders  launch  came  to 


September  17,  1919 


The  Aeroplane 


First 
London   to  Madrid 
non-stop  Flight 

made  by  an  aeroplane  fitted  with  Napier  Engine 
and  B.T.H.  Magnetos  was  completed  in  7!  hours. 
From  the  moment  cf  leaving  Acton  to  the  landing 
in  Madrid,  engine  and  magnetos  functioned  per- 
fectly, and  never  caused  the  pilots  to  have  a  single 
moment  of  anxiety. 

The   British    Thomson- Houston   Co.,  Ltd., 

Lower  Ford  Street,  Coventry. 

Member  of  the  British  Ignition  Apparatus  Association. 


KINDLY   MENTION    "  THE    AEROPLANE  "    WHEN   CORRESPONDING    WITH  ADVERTISERS 


1054 


The  Aeroplane 


September  17,  1919 


^1* 


the  rescue  and  took  off  Sig.  Santoni, 
Sig.  Conflenti,  and  Captain  Finzi,  to  go 
in  search  of  Janello. 

As  "Ombra"  started  for  Cowes  one 
looked  round  the  horizon,  which  was 
now  quite  clear,  and  in  the  dying  re- 
flection of  the  sun  on  the  water  over 
towards  Poole  one  spotted  through 
glasses  a  slow  motor-boat  towing  a  fly- 
ing-boat. Careful  study  showed  clearly 
that  the  latter  was  the  Savoia,  for 
there  was  nothing  else  in  this  part  of 
the  world  with  precisely  her  hull-line. 
So  we  went  off  to  Cowes  greatly  re- 
lieved in  mind. 


A  Reunion  and  a  Blow. 

The  first  people   one  met  on  enter- 
ing the  Gloster  Hotel  at  Cowes  were 
the  Savoia  crowd,  Signori  Santoni  and 
Conflenti,  Captain  Finzi,  and  'the  lost 
Janello,  with  the  inevitable  Mr.  New- 
man.  It  appeared  that,  despairing  of  other  help,  they  decided 
to  fling  themselves  on  the  mercv  of  the  Royal  Navy,  and  had 
gone   aboard   H.M.S.    "  Malaya,"    then   lying  off  Bourne- 
mouth   with    H.MS.    "  Barham,"    for    the  enthusement 
of    the    British    public.      "  Malaya  "    could    do  nothing 
without  the  consent  of  her  flagship  "Barham."    Just  as  they 
were  going  over  the  side  to  appeal  to  "Barham"  the  keeii 
eve  of  Sig.  Conflenti  caught  sight  of  the  motor-boat  towing 
the  flying-boat  and  recognised  the  towee.    So  the  Italians, 
instead  of  waiting  for  the  British  Navv  to  move,  depended 
on  the  Mercantile  Marine   (like  the  Biitish  nation  in  the 
Great  War),  and  went  off  again  in  The  Saunders  boat. 

They  found  Janello,  put  the  Savoia  safely  onto  the  beach, 
and  came  straight  back  to  Cowes.  As  the  Saunders  boat 
does  her  16  knots  comfortably  they  got  in  before  "Ombra" 
and  were  celebrating  their  success  when  the  rest  of  us 
arrived. 

Moved  by  that  "  'satiable  curiosity"  which  one  shares  with 
Mr.  Kipling's  baby  elephant,  one  thereupon  put  a  telephone 
call  through  to  the  Branksome  Towers  Hotel  at  Bourne- 
mouth, which  had  become  the  fourth  home  of  the  Aero  Club's 
mobile  headquarters.  Then  one  learned  what  one  rather 
expected— namely,  that  the  Swanage  mark-boat  had  never 
seen  Janello  at  all.  They  had  only  seen  one  machine  for 
cne  moment  in  all  the  day,  and  were  not  verv  sure  what  it 
was,  but  they  thought  it  was  the  Fairey — which  was  pro- 
bably when  Colonel  Nichoi  nearly  hit  a  boat  of  some  sort. 
The  mark-boat  heard  engines  in  the  direction  of  Studland 
Bay,  and  that  was  all. 

Signor  Santoni  took  over  the  telephone  and  got  the  same 
information,  and  broke  it  gently  to  Janello  and  the  others. 
Naturally  they  were  dumbfounded.  Janello,  a  skilled  pilot 
and  a  sailor  by  training,  stuck  out  firmlv  that  he  saw  the 
mark-boat  quite  clearly,  that  it  was  just  like  the  one  at 
Christchurch.  and  that  he  passed  well  outside  it  everv  time. 
He  was  not  likely  to  be  mistaken. 

An  Explanation  \nd  a  New  Mystery. 

Then  one  produced  an  official  programme,  in  which  was 
a  map  of  the  course,  and  Sig.  Santoni  asked  Janello  to 
indicate  the  position  of  the  mark-boat.  Without  hesitation 
he  placed  his  finger  on  a  point  in  Studland  Bay,  just  north 
of  the  headland  which  divides  Studland  from  Swanage  Bay. 
That  explained  at  once  the  mystery  of  the  excessively  fast 
times.  But  it  produced  a  new  mystery— namely,  what  boat 
could  possibly  have  been  there  ? 

The  only  possible  explanations  at  the  time  seemed  to  be 
either  that  it  was  an  unemployed  M.I,.,  or  else  that  it  was 
the  third  R.A.F.  boat  which  had  come  out  to  act  as  a  mark- 
boat  and  was  not  wanted.  At  the  moment  of  writing  the 
mystery  still  remains  unsolved. 

It  is,  however,  plain  that  Janello  would  not  fly  eleven 
laps  of  a  wrong  course  just  for  fun.  What  happened 
evidently  was  that,  following  the  coast  past  Poole,  he  came 
in  due  course  round  Studland  Bay.  Either  he  could  not  see 
over  into  Swanage  Bay  because  of  the  fog  and  never  knew 
that  such  a  place  existed,  or  else,  seeing  that  the  coast  south 
of  Studland  was  full  of  fog,  lie  saw  the  bogus  mark-boat  and 
imagined  that  the  Committee  had  altered  the  course. 

The  Proper  Thing. 
Naturally,  the  Italians  lodged  a  protest,  and,  so  far  as  one 
can  gather,  the  Committee  of  the  Royal  Aero  Club  intends 
to  do  the  proper  thing  by  them.  That  is  to  say,  if  the 
mystery  of  that  mark-boat  is  explained  the  representative 
of  the  Royal  Aero  Club  will  move  a  motion  at  the  meeting 
of  the  Federation  Internationale    A^ronautique  in  October 


Front  View  of  the  Savoia  off  Bournemouth  Pier. 

that  the  Schneider  Cup  for  1919  and  the  accompanying  prize 
be  awarded  to  Italy,  on  the  grounds  that  Janello  flew  the 
full  distance  specified  in  the  rules,  and  that  any  error  in  the 
c  ourse  was  not  his  but  was  due  to  a  British  mistake.  If  we 
cannot  be  organisers  we  can  as  a  rule  be  sportsmen  and 
gentlemen,  and  that  seems  to  be  about  the  only  way  in  which 
the  Royal  Aero  Club  can  get  out  of  a  very  awkward  position. 

Finally. 

From  the  British  point  of  view  the  Schneider  Cup  Com- 
petition has  been  a  lamentable  failure,  but  there  are  many 
valuable  lessons  to  learn  from  it.  British  aircraft  constructors 
have  learned  their  own  lessons,  which  are  quite  obvious 
and  will  not  need  repeating.  And,  anyhow,  the  British 
constructor  is  very  quick  to  learn.  What  is  most  necessary 
is  that  the  Royal  Aero  Club,  the  recognised  governing  body 
of  the  sport  of  flying,  should  learn  its  lessons. 

Lieut. -Commander  Harold  Perrin  is  a  wholly  admirable 
secretary.  He  has  done  wonderful  work  for  the  Club  in  the 
past,  and  he  did  everything  that  one  man  could  do  to  make 
the  Schneider  Cup  Competition  a  success.  But  in  the  first 
place  no  one  man  could  possibly  do  all  the  work  of  such  a 
competition,  and  in  the  second  place  a  secretary  is  by  rights 
a  kind  of  chief-of-staff,  and  is  not  even  a  generalissimo,  let 
alone  a  combination  of  army,  corps,  division  and  brigade 
commanders  all  in  one. 

What  caused  the  fiasco,  so  far  as  one  could  judge  on  the 
spot,  was  that  the  Committee  of  the  Club,  as  a  committee,, 
did  little  or  nothing  during  the  day,  except  enjoy  a  very 
pleasing  picnic  individually,  and  before  the  day  the  Com- 
mitteee  neglected  to  appoint  officials  for  the  various  duties 
which  should  have  been  done.  These  have  been  indicated 
in  the  course  of  this  lengthy  narrative,  and  one  hopes  the 
indications  will  be  of  use. 

Officious  officials  are  a  nuisance  at  any  time,  but  they  are 
better  than  no  officials  at  all,  and,  so  far  as  sports  are  con- 
cerned, in  some  thirty  years'  experience  of  such  matters  one 
lias  learned  convincedly  that  the  more  really  officious  officials 
one  can  collect  to  run  a  sports  meeting  the  better  the  meet- 
ing will  be  run.  They  are  a  nuisance,  but  they  do  make 
things  and  people  move.  It  was  just  such  people  who  were 
lacking  at  Bournemouth. 

To  sum  up  the  whole  thing,  the  first  and  greatest  mis- 
take was  holding  the  race  at  the  wrong  place,  with  mobile 
headquarters.  The  second  was  insufficient  study  of  weather 
conditions  and  neglect  to  allow  for  the  possibility  of  a  dead 
calm  day  with  a  sea  fog.  '  The  third  was  the  absence  of 
properly  appointed  officials  to  attend  to  the  multifarious 
details  of  such  a  competition.  And  the  fourth  was  the 
absence  of  a  Competition  Committee  composed  of  people 
with  practical  experience  of  running  competitions,  people 
with  a  strongly  developed  critical  faculty,  and  people  with 
acute  imagination. 

The  Committee  of  the  Royal  Aero  Club  is  a  wholly  estim- 
able body.  The  members  individually  possess  personal 
charm  and  unimpeachable  honesty*  But  as  a  Committee 
they  are  better  fitted  to  run  a  Department  under  the  Air 
Ministry  than  to  undertake  the  management  of  a  great  in- 
ternational competition  in  which  keen  comprehension,  fore- 
sight, forethought,  firmness,  and  quickness  of  action  are 
necessary  to  success.  In  fact,  if  the  Schneider  Cup  Com- 
petition had  been  conducted  by  the  Department  of  Civil 
Aviation  it  could  not  have  been  done  very  much  worse. 

Nevertheless,  we  live  and  learn,  and  it  is  to  be  hoped  that 
by  the  next  time  we  have  to  run  a  big  competition  in  this 
country  either  the  Royal  Aero  Club  will  have  a  new  Com- 
mitteee  or  the  present  Committee  will  have  learned  its 
lesson  from  this  failure.— C.  G.  G. 


September  17,  1919 


The  Aeroplane 


1055 


AIRCRAFT    IN   THE   MAKING.- No.  1 


life 
iiii 


If! 

B 

HI 


I 

m 


m 

mm 
IIP 


Being  one  of  a  series  of  announcements  which  describe  and  illustrate 
interesting  Scientific  Devices,  Instruments  and  Machinery  utilised  in 
the  designing  and  making  of  B.  &  P.  Aircraft. 

THE  WIND  CHANNEL 

One  of  the  most  valuable  aids  to  our  designing  is  the  Wind  Channel.  Owing 
to  the  limitations  of  fluid  dynamic  theory,  model  experiments  are  introduced  to 
bring  the  Aeroplane  within  the  scope  of  rigid  dynamics.  For  these  experiments 
the  instrument  is  the  most  important  piece  of  apparatus. 

The  Boulton  &  Paul  Wind  Channel  is  an  instrument  of  the  highest  degree  of 
accuracy.  Apparatus  for  determining  Forces,  Moments,  and  Derivatives  are 
installed.     Many  of  the  unique  recording  instruments  being  designed  on  the  works. 

Only  by  these  methods  is  it  possible  to  ensure  the  desired  stability  and  controllability  as  well 
as  efficiency  which  means  economical  flying. 


mm !  \ 
Wm 

wm 

$m 
mm 


t,  v„ 


mm 

m 

Wm 


See  elsewhere  in  this  issue  the 
announcement  of  our  P.9  machine 
—the  first  reall\)  Commercial 
Aeroplane. 


KINDLY    MENTION    "THE    AEROPLANE"    WHEN   CORRESPONDING    WITH  ADVERTISERS. 


1056 


The  Aeroplane 


September  17,  191 9 


AN    OFFICIAL  PROTEST 

The  following  letter  has  been  sent  to  the  Royal  Aero  Club 
by  the  Savoia  Company  :  — 

Gloster  Hotel,  West  Cowes,  I.  of  Wight, 

Sept.  nth,  1919. 
The  Committee,  Royal  Aero  Club,  Clifford  Street. 

Re  Schneider  Cup  Rack. 

Gentlemen, — We  confirm  our  telegram  of  even  date  here- 
with as  follows  :  — 

"Schneider  Cup.  Please  note  we  appeal  against  the  deci- 
sion of  Committee  declaring  race  void  on  account  of  Mark 
boat  observe  Swanage  end  statement  that  he  did  not  see  our 
Savoia  machine,  our  pilot  saw  distinctly  at  that  end  of  course 
a  boat  with  same  mark  as  boat  at  Chdstchuich.  We  under- 
stand that  a  third  mark  boat  was  on  the  co-.trse,  and  we  re- 
quest investigation  and  inquiry  a?  to  whereabouts  of  this 
boat.  We  request  revision  of  decision  against  which  we 
formally  appeal  to  the  Committee  of  the  Aero  Club. 

"D.  Lawrence  Santoni,  President, 

Socie'ja  Idrovolanti  Alta  Italia." 

We  beg  formally  to  appeal  against  the  decision  of  the  Race 
Committee  declaring  the  race  void  and  disqualifying  Savoia 
seaplane  on  the  statement  that  the  observer  on  the  mark  boat 
situated  at  the  Swanage  end  of  the  course,  that  he  did  not 
observe  our  machine. 

We  appeal  on  the  following  grounds,  and  we  demand  an 
inquiry  into  the  facts  mentioned  below  :  — 

t.  Our  pilot  made  the  circuit  n  times  complete.  On  each 
circuit  he  distinctly  recognised  the  mark  boat  with  the  red 
and  white  sign  at  the  Swanage  end  of  the  course,  exactly 
similar  to  the  boat  situated  at  the  Christchurch  end. 

2.  Observation  from  below  may  have  been  obscured  bv  the 
irist. 

3.  We  have  been  informed  that  there  were  three  mark 
boats,  and  as  our  pilot  distinctly  saw,  during  the  whole  of 
the  race  at  the  Swanage  end,  a  boat  exactly  similar  to  that 
at  Christchurch  with  the  same  ma:  ks,  he  evidently  took  this 
boat  as  the  turning  point,  and  if  this  is  the  case,  the  error  i 
due  entirely  to  bad  organisation  on  the  part  of  the  arrange- 
ment of  the  Committee,  for  which  we  are,  naturally,  not  re- 
sponsible. 

We  also  protest  against  the  manner  in  which  the  race  was 
managed,  and  against  the  absence  of  proper  indication  to 
the  pilots  of  the  change  in  the  time,  and  in  the  order  of 
starting. 

The  rules  hereon  laid  down  by  the  Committee  were  not 
adhered  to.  Proper  and  definite  notice  of  such  change  was 
not  intimated  to  our  pilot,  who  received  his  information  from  a 
source  outside  the  official  one.  No  proper  mid  effective  provi- 
sion was  made  to  enable  the  mechanics  attached  to  theforeign 
seaplanes  to  approach  their  respective  pilots  in  order  to  sup- 
ply them  with  petrol,  or  to  inquire  as  to  their  wants.  Never- 
theless, we  had  been  assured  by  the  Secretary  of  the  Club 
that  a  special  motor  boat  would  be  at  the  disposal  of  each 
competitor  at  Bournemouth  in  order  to  bring  mechanics  and 
petrol,  etc.,  to  the  pilots. 

We  say  we  complied  with  all  the  rules  and  conditions  of 
the  race,  our  pilot  having,  as  a  precaution,  completed  more 
than  the  200  miles  prescriued  by  the  Rules,  and  we  claim 
to  have  '■von  the  Cup  and  the  pilot's  prize,  and  we  request 
3 on  to  revise  the  decision  of  the  Race  Committee,  and  f 
make  a  searching  inquiry  into  the  points  above-mentioned 
— We  are,  Gentlemen,  for  the  Societa  Id rov».-lanti  Alta  Italia, 

D.  Lorenzo  Santoni,  President. 

SCHNEIDER   CUP  NOTES 

The  following  notes  as  to  Tie  events  immediately  preceding 
the  Schneider  Cup  Race  arrived  too  late  for  inclusion  in  last 
week's  issue,  and  are  here  printed  to  complete  the  story. 
The  Nieupom's  Run  oe  Bad  Luck. 

Two  of  the  Nieuport  machines  built  for  the  race. crashed 
on  their  trials  in  the  Seine.  The  reserve  machine  left  Paris  on 
Sunday,  Sept.  7th,  about  2  p.m.,  and,  flown  by  Lieut.  Casale, 
reached  Cowes  in  2J  hours.  Unfortunately,  alighting  in  the 
Medina  the  machine  hit  a  mooring  buoy  and  crashed.  She 
was  recovered  during  the  evening,  and  work  upon  refitting 
with  new  floats  and  wings  was  started  at  once,  and  there 
seemed  every  possibility  that  she  would  be  ready  in  time  for 
the  race. 

This  reserve  machine  was  fitted  with  the  long  streamline 
type  of  floats  described  in  "  Aeronautical  Engineering  "  of 
last  week,  and  not  with  the  original  Nieuport  type. 

A  second  Nieuport  was  expected  at  Cowes  on  Monday,  but 
had  not  arrived  at  6  p.m. 

The  Spad. 

The  Spad  arrived  at  Cowes  on  Saturday,  Sept.  6th,  and  by 
Monday  morning  was  completely  erected.  The  machine  was 
obviously  not  new,  and  had  had  a  fair  amount  of  flying— 
though  possiblv  not  as  a  seaplane. 


She  is  a  very  pretty  anil  -xtremely  Hunnish  looking  job 
The  fuselage  is  an  oval  inonocoque  of  the  very  cleanest  type. 
Ihe  upper  and  lower  wings  are  of  about  equal  span,  but  the 
upper  wing  has  a  much  more  pronounced  rounding-off  at  the 
tips  than  has  the  lower,  and  is  heavily  swept  back  from  the 
centre.    The  lower  plane  alone  is  fitted  with  ailerons. 

The  floats  fitted  are  not  the  streamline  affairs  with  hydro- 
vanes,  originally  intended,  but  long,  stepped,  pontoon  floats 
very  like  those  of  the  Nieuports,  carried  on  a  very  compli- 
cated and  rather  curious  chassis.  On  the  water  the  machine 
handles  well  and  certainly  looks  very  fast  when  in  flight. 

Hai/v's  Representative. 
The  Savoia  boat  appeared  to  be  complete,  and  the  Isotta- 
Fraschini  engine  was  run  on  Monday  afternoon,  Sept.  8th, 
and  a  trial  trip  made  in  the  evening.  The  machine  itself  is 
a  very  normal  affair — rather  reminiscent  of  an  F.B.A.  some- 
what cut  down  and  fitted  with  an  excellent  engine. 

The  British  Eliminating  Triae. 

The  delayed  trial  between  the  Supermarine  flying-boat  and 
the  Avro  was  flown  off  at  4.30  on  Monday,  Sept.  8th.  The 
machines  were  started  from  Cowes,  flew  to  Bournemouth  Pier 
and  back,  alighted,  and  again  made  to  take  off.  On  actuaJ 
time  there  was  very  little  to  choose  between  the  two — both 
averaged  somewhere  round  130  m.p.h.,  and  after  some  delibe- 
ration the  Committee  of  the  Royal  Aero  Club  nominated  the 
Supermarine  as  the  third  British  representative. 

On  speed  the  Avro's  was  somewhat  the  better  performance, 
but  it  is  believed  that  the  Committee  were  of  the  opinion  that 
the  Supermarine  boat  stood  a  much  better  chance  of  surviving 
the  alighting  and  getting-off  tests  if  the  day  of  the  race  should 
prove  at  all  rough. 

The  British  team  therefore  stood  as  follows  :  — 

(1)  Sopwith  seaplane,  4^0  h.p.  Cosmos  engine  (Mr.  Hawker 

pilot). 

(2)  Fairev  seaplane,  450  Napier  engine    (Lieut. -Col.  Nichoi 

pilot). 

'3)  Supermarine  flying-boat,  450  Napier  engine  (Squad-Comm. 
Hobbs  pilot). 

With  the  Avro,  240  h.p.  Sidcleley  Puma  (Capt.  Hannnersley 
pilot)  in  reserve. 


THE  MEMBERSHIP  OF  THE  AERO  CLUB 

OF  FRANCE. 

The  total  membership  of  the  French  Aero  Club  is  1,930.  The 
club  has  passed  through  very  difficult  times  duiing  the  war, 
and  only  admitted  an  average  of  97  new  members  per  year 
during  the  war.    The  figures  are  as  follows  :  — 


Members  to  end  of  1913    1301 

New  members,  1914   •   81 

1915    26 

,,          ,,       1916   -    -%r 

J9I7        — ■•  ■  "4 

,,       1918  .                 ....  17S 

First  3  months  of  1919    143 

Total  membership    !93° 


THE  INTERNATIONAL  AIR  CONVENTION 

The  Air  Ministry  announces  :  — 

The  Convention  relating  to  International  Air  Navigation 
was  formally  approved  subject  to  one  or  two  minor  reserva- 
tions, by  the  Supreme  Council  of  the  Peace  Conference,  at  a 
meeting  held  at  St.  Germain  immediately  offer  the  signature 
of  the  Peace  Treaty  with  Austria  on  Sept.  10th. 

This  document,  which  is  one  of  the  most  interesting  of  the 
agreements  made  by  the  Powers  taking  part  in  the  Peace 
Conference,  is  very  comprehensive,  and  deals  amongst  other 
things  with  such  subjects  as  Sovereignty  of  the  Air,  Space 
above  Territory  and  Territorial  Waters,  International  Air 
Law,  Nationality  of  Aircraft,  Certificates  of  Airworthiness, 
Conditions  of  Admission  of  Air  Navigation  above  Foreign 
Territory,  Rules  to  be  observed  on  Departure,  on  Landing, 
and  when  under  Way,  Prohibited  Articles  and  the  Institution 
of  an  International  Commission  for  Air  Navigation. 

There  was  little  or  no  precedent  to  guide  Ihe  Delegates  i-i 
the  framing  of  the  Convention,  and  in  its  ciiafting  it  was 
essential  that  our  Dominions,  our  Allies,  and  as  many  as  pos- 
sible of  the  neutral  States  should  participate.  To  secure 
r  greement  in  11  weeks  as  was  done  on  a  subject  affecting  so 
many  different  interests  is  no  mean  achievement. 

The  signatories  to  what  may  be  regarded  as  the  Charter 
for  Civil  Aviation  throughout  the  world  are  as  follows  : — 

United  States,  Great  Britain,  France,  Italy,  Japan,  Bel- 
gium, Brazil,  Cuba,  Greece,  Portugal,  Roumania,  and  Serbia. 


September  17,  19 19 


The  Aeroplane 


1057 


An  Aeroplane  which  is  a  Sound  Commercial 
and  Private  Proposition 

In  this  P.  9  Machine  we  have,  we  feel,  solved  the  problem  of  providing  an 
Aeroplane  which  is  a  sound  business  proposition — and  which  combines  with  low 
cost  the  great  essentials  for  Commercial  and  Private  use.  All  our  great  resources 
of  material  and  craftsmanship  have  been  utilised.  Scientific  Research  and 
Experiment  by  a  staff  associated  with  flying  from  its  beginnings  coupled  with 
the  great  Experience  gained  through  the  building  of  thousands  of  Aeroplanes 
during  the  War,  have  been  concentrated  in  the  production  of  this  P.  9  iv,odel. 


CHEAP  AND 
EASILY  ROUSED. 


It  is  a  Tvvo-Seater — Single  Engine  Tractor — 
which  has  attained  on  test  a  speed  of  over  100  miles 
per  hour. 

Its  outstanding  features  are  : — 

The  Initial  cost  is  extremely 
low — ^700 — and  the  cost  of 
running  for  a  machine  of  this 
type  an  .1  performance  is  reduced  to  a  minimum. 
Owing  to  its  small  size  it  is  easy  to  handle  on  the 
grounc  and  requires  but  little  accommodation. 
The  principal  dimensions  are:  Span,  27  ft.  6 in. ; 
Length,  25  ft.  ;  Height,  10  ft. 

F  «  cv  to  ^  ^"  9  ^as  a  k'S  sPeed  range,  and  low 
f/v  landing  speeds,  and  this  combined  with 

Stability  at  all  trimming  speeds  and 
well-balanced  controls,  allows  the  machine  to  be 
flown  for  long  periods  without  undue  fatigue.  It 
also  gives  the  maximum  of  Safety  possible. 
roiiimnT  JVn  'he  comfort  of  the  Pilot  and 
££™™Lr*  Passenger  has  been  specially 
CONVENIENCE.     considefred.    Each  Cockpit  is 

roomy  and  fitted  with  our  special  Seats.  Controls 


for  both  Flying  and  En.  ine  are  fitted  in  the  fron 
and  rear  Cockpits  to  enable  the  machine  to  beflown 
from  either  position.  The  exhaust  from  engine  is 
discharged  behind  the  rear  Cockpit  giving  a 
silencing  effect  and  freedom  from  fumes,  'i  wo 
standard  cases  are  provided  for  luggage  and 
form  part  of  the  fairing  immediately  behind  the 
rear  Cockpit. 

The  uses  to  which  this  compact  and  efficient 
machine  can  be  put  are  wide  and  various,  and  will 
suzeest  themselves  to  those  who  have  been  await- 
ing the  stage  of  Aeronautical  Development  now 
reached  by  the  P.O.  It  can  be  used  for  dozens  of 
Commercial  Purposes.  The  same  type  carried 
photos  from  R.  34  direct  to  London.  It  has  been 
sent  to  Australia  for  Sheep-runs — and  will  soon  be 
in  use  in  various  parts  of  the  world  for  Exploring 
Uncharted  Territory,  Examining  Timber  Tracts, 
Fighting  Forest  Fires,  Car ying  Mails  to  Distant 
Mines,  Transition  of  Colonial  Mails  to  Mail 
Steamers,  and  for  General  Patrolling  and  Police 
Purposes. 


£f&9  /T^jf"^  If  you  are  interested — write  for  full  particulars.  State 
M  III  your  needs  or  purpose,  and  our  engineers  will  consider 
™  every  detail  closely — to  advise  soundly* 


ouliOTi  8rau 


M  O  R-  VW  C  H 


SEE  OUR  INTERESTING  SERIES   "AIRCRAFT  IN  THE  MAKING"  ELSEWHERE  IN  THIS  ISSUE 


KINDLY   MENTION    "  THE    AEROPLANE  "    WHEN   CORRESPONDING    WITH  ADVERTISERS. 


1050 


The  Aeroplane 


September  17,  1919 


WORLD 


WNAVTKS 


V[NEWS  OF  THE  WEEK*  FROM  ALL  QUARTERS 


The    Francis    Mond  Professorship. 

The  election  to  the  recently  established  Francis  Mond  Pro- 
fessorship of  Aeronautical  Engineering  at  Cambridge  will  take 
place  on  Friday,  Sept.  26th. 

An    Attempt   to    Fly    Round   the  World. 

According  to  German  newspapers,  the  pilot  Boehm,  who  is 
well  known  in  Germany  for  the  feat  ol  remaining  twenty- 
four  hours  in  the  air,  proposes  to  make  an  attempt  to  fly 
round  the  world. 

The  "Vossische  Zeitung''  considers  that  Boehm's  twenty- 
four-hour  flight  as  a  feat  of  endurance  surpasses  even  the 
British  and  American  flights  across  the  Atlantic. 

It  is  good  news  to  hear  that  Harr  Boehm  survived  the  war. 

International    Air  Routes. 

An  international  conference  of  the  representative  aerial 
transport  companies  of  Norway,  Sweden,  Denmark,  and  Ger- 
many, summoned  at  the  instance  of  Mr.  Holt  Thomas,  chair- 
man of  Aircraft  Transport  and  Travel,  Ltd.,  of  Great  Britain, 
has  just  been  held  at  The  Hague. 

The  meetings,  extending  over  several  days,  under  the  presi- 
dency of  Mai. -Gen.  Sir  W.  S.  Brancker,  were  held  by  permis- 
sion of  the  Dutch  Government  at  the  Ministry  of  Agriculture, 
Industry,  and  Trade ;  and,  as  their  outcome,  it  was  decided 
to  form  the  International  Air  Traffic  Association,  the  object  of 
which  will  be  to  facilitate  the  commercial  operation  of  long- 
distance "airways,"  more  especially  in  the  northern  part  of 
Europe. 

145    Miles   an  Hour. 

In  an  international  air  race,  flown  round  a  closed  circuit  of 
:  30  miles,  in  connection  with  the  Aircraft  Exhibition  at 
Amsterdam,  the  fastest  time  was  that  of  Capt.  Gathergood, 
who,  piloting  an  Airco  oR  (450  h.p.  Napier  Lion)  biplane, 
averaged  a  speed  of  145  m.p.h. 

Life   Insurance  for  Airship  Passengers. 

One  of  the  passengers  on  the  R.33  during  its  cruise  to 
the  Continent  insured  his  life  for  ^1,000.  The  premium  was 
under  £2. 

A  Banquet. 

A  banquet  is  to  be  given  to  Mr.  Handley  Page  on  Satur- 
day, Sept.  20th,  by  the  Cheltenham  Chamber  of  Commerce 
to  honour  him  as  a  distinguished  citizen  of  the  town. 

Airships  in   Peace   and  War. 

A  very  excellent  exhibition  has  been  arranged  by  Lady 
Sybil  Grant,  at  the  Princes  Galleries,  under  a  host  of  diffi- 
culties, as  explained  in  the  foreword  of  the  catalogue,  in  an 
effort  to  educate  the  rather  dense  British  public  in  the  colossal 
amount  of  work  achieved  by  airships  in  the  past,  principally 
during  the  war;  and  also  in  the  huge  possibilities  that  pre- 
sent themselves  for  the  future. 

Both  the  Air  Ministry  and  the  French  Airship  Department 
have  lent  their  support,  and  LOgether  with  a  large  number  of 
private  firms  connected  with  the  airship  industry  have 
brought  together  a  comprehensive  collection  of  parts  acces- 
sories, models,  photographs,  paintings,  etc.,  which  illustrate 
the  wonderful  progress  of  the  airship  from  pre-war  times  to 
the  present  day  in  a  particularly  graphic  manner. 

The  opening  day  did  not  attract  a  "huge"  crowd,  but  the 
G.B.P.  was  ever  an  unobservant  tribe,  and  unless  notices  are 
continually  thiust  before  its  gaze,  such  as  one  gets  con- 
cerning certain  brands  of  pills,  or  systems  of  furnishing  the 
home  on  one's  separation  allowance,  a  certain  period  of  time 
must  elapse  before  the  preliminary  Press  notices  take  the 
necessary  effect.  Perhaps  if  the  Jazz-band  were  accommo- 
dated in  the  basket  of  a  captive  Caquot  balloon  somewhere 
over  Piccadilly  it  might  have  the  desired  effect. 

Nevertheless,  it  is  to  be  earnestly  hoped  that  the  exhibition 
will  meet  the  success  it  deserves,  more  particularly  since  the 
profits  go  towards  founding  an  "Airship"  bed  at  the  St.  Dun- 
stan's  Home. 

The  exhibition  is  arranged  in  three  rooms,  the  principal 
exhibits  in  each  gallety  being  grouped  as  follows  : — (I)  French 
exhibits  lent  by  the  French  Government ;  (II)  Autochromes, 
cloud  photographs,  etc. ;  and  (ITT)  A  collection  of  Airship 
accessories,  such  as  types  of  valves,  blowers,  instruments, 
etc.,  together  with  a  series  of  models,  etc.  In  addition,  there 
is  a  large  number  of  commercial  exhibits,  a  show  of  bombs 
and  armament,  as  well  as  an  excellent  collection  of  official 
photographs  and  paintings;  and  finally  rrtntion  should  be 
made  of  the  Masked  Airship  Band  which  dispenses  syncopated 
rrusic  daily.— I,,  l.  b. 


Comparative  Speeds. 

In  the  "Daily  Express"  Maj.-Gen.  Sir  W.  S.  Brancker, 
K.C.B.,  A.F.C.,  is  reported  to  have  said  recently  :  "Britain's 
airships,  including  the  R34,  are  too  small  and  much  too  slow, 
i  he  airships,  for  passenger  or  goods  transport,  will  be  of 
little  value,  and  for  this  reason  the  Government,  when  they 
sell  the  ships,  must  not  expect  to  make  a  profit.  They  must, 
in  fact,  be  sold  at  a  low  percentage  of  their  original  cost. 

"The  R34's  performance,  creditable  as  it  was,  shows  that 
even  our  largest  flying  craft  can  get  to  America  in  little 
better  time  than  ordinary  steamships.  Exporters  who  are 
asked  to  send  their  goods  by  air,  and  incidentally  to  pay 
double  or  treble  the  shipping  rates,  will  want  something 
speedier. 

"The  Government  may  have  to  subsidise  the  development 
of  airship  construction.  The  French  Government  are  already 
doing  this  on  a  large  scale.  Airships  will  pay  if  we  build 
them  larger,  with  more  power,  and  with  greater  lift. 

"Larger  ships,  however,  will  mean  larger  sheds  and — 
capital.  Whether  or  not  money  for  this  purpose  will  be 
forthcoming  from  ordinary  sources  is  problematical.  Per- 
sonally, I  do  not  think  it  will." 

Flying    Backwards    Through  Time. 

At  the  R.A.F.  Club  the  other  day,  a  member  who 
is  forrd  of  leg-pulling  was  talking  learnedly  on  the 
subject  of  flying  backwards  through  time.  After  point- 
ing out  that  as  at  the  equi'tor  the  earth  revolves 
,-it  the  speed  of  about  one  thousand  miles  an  hour, 
which  r-peed  naturally  diminishes  towards  the  poles,  he 
ar  gued  that  at  a  certain  latitude  the  speed  would  be  less  than 
300  miles  an  hour,  so  that  if  an  aeroplane  flew  in  the  opposite 
direction  to  the  earth's  movement  at  a  speed  of  more  than 
roo  miles  an  hour,  it  could  arrive  at  various  points  before 
it  started.  For  instance,  it  could  start  at  lunch  time  and 
travel  backwards  through  the  morning  to  breakfast  time, 
and  the  only  danger  would  be  that  one  might  travel  back- 
wards to  the  time  when  one  was  in  bed  and  asleep,  and  then 
one  might  crash. 

Some  members,  whose  ideas  of  local  time  were  vague,  found 
that  the  problem  required  quite  a  lot  of  thinking  over. 

A    Megaphoned  Mistake. 

On  Wednesday,  September  10th,  the  day  allotted  for  the 
decision  of  the  Schneider  Cup  Race,  three  of  the  Supermarine 
Passenger  Flying  Boats  were  moored  to  the  West  and  inside 
of  Bournemouth  Pier.  On  one  occasion  during  the  after- 
noon, an  official  motor  launch  was  visiting  the  competitors  in 
the  International  Seaplane  Race,  with  instructions  to  be  ready 
to  start  within  a  quarter  of  an  hour,  and  much  to  the  surprise 
of  the  occupants  of  these  three  passenger  machines  instruc- 
tions were  megaphoned  to  ihem  by  the  official  on  board  the 
launch  that  they  also  were  to  be  ready  to  start  in  a  quarter 
of  an  hour. 

A    New    Altitude    Record  Claimed. 

It  is  said  that  one  of  the  Curtiss  Co.'s  testing  pilots, 
Mr.  Rowland  Rohlfs,  on  Sept.  13th,  rose  from  Roosevelt 
Field,  Long  Island,  to  a  height  of  34,200  ft.  Mr.  Rohlfs 
started  out  to  test  a  machine  in  preparation  for  an  officially 
observed  r.ttempt  to  beat  what  is  claimed  to  be  the. world's 
.'•ltitude  record  of  33,136  ft.,  held  by  Adjulant  Casale,  of  the 
French  Army,  but  found  conditions  so  favourable  that  he  de- 
cided to  try  how  high  he  could  ascend.  As  it  was  unobserved, 
the  "  record  "  is  unofficial,  but  Mr  Rohlfs  will  try  on  the 
first  favourable  day  to  make  an  authenticated  attempt.  At 
34,000  ft.  Mr.  Rohlfs  found  a  temperature  of  44  deg.  below 
5-ero,  but  discovered  what  a  scientific  writer  recently  de- 
scribed as  "a  temperature  lid"  a  little  above  that  heisiht,  as 
at  34,200  ft.  the  thermometer  registered  four  degrees  higher. 
Mr.  Rohlfs  machine  was  a  Curtiss  war  triplane  with  a  400 
h.p.  Curtiss  engine. 

A    Pretty  Style. 

The  following  advertisement  recently  appeared  in  the 
"  Times  "  :  — 

"  Demobbed  officer,  R.A.F. ,  age  26,  plus  3  golfer,  with 
the  correct,  pretty  style,  has  also  a  knowledge  of  motors, 
seeks  appointment  as  private  professional  or  companion; 
small  salary." 
Also  a  pretty  literary  style. 


September  17,  1919 


The  Aeroplane 


1059 


ROLLS 
ROYCE 

WARNING 

Changes  to 
Rolls-Royce  Cars 


Rolls-Royce  Ltd.  have  recently  learned  that  attempts  are 
being  made  by  certain  persons  to  bring  up  to  date  "  pre-war 
Rolls-Royce  chassis  by  substituting  for  Rolls-Royce  Springs 
of  old  type  cantilever  springs  which  are  not  of  Rolls-Royce 
manufacture ;  also  by  substituting  other  radiators  and 
bonnets  which  are  not  of  Rolls-Royce  manufacture.  Some 
of  these  changes  have  been  brought  to  the  attention  of  the 
Company ,  who  have  found  them  to  be  not  only  unsatis- 
factory but  possibly  dangerous  to  the  users.  Owners  who 
are  asked  to  have  such  changes  made  to  their  Rolls-Royce 
cars,  or  potential  purchasers  of  Rolls-Royce  cars  on  which 
such  changes  have  been  made  or  may  be  suspected,  should 
communicate  with  Rolls-Royce  Ltd.,  15,  Conduit  Street, 
London,  W.7,  and  the  Company  will,  for  a  small  fee, 
inspect  the  chassis  in  question  and  inform  the  applicant 
what  parts,  if  any,  are  not  supplied  by  Rolls-Royce,  and 
what  the  effect  of  such  parts  in  their  opinion  is  likely 
to  be.  Furthermore,  any  such  alterations  which  interfere 
with  or  depart  from  Rolls-Royce  standards  will  probably 
put  the  car  out  of  action  for  an  indefinite  period  in 
cases  of  accident  or  breakage,  as  Rolls-Royce  new  parts 
cannot  be  expected  to  replace  foreign  broken  parts  in  a 
"  bedevilled  "  chassis. 


ROLLS-ROYCE  Ltd.,  14  &  15,  Conduit  Street,  London,  W.  1 


Telegrams:   "Rolhead,  Reg.,  London.' 


Telephone:  Gerrard  1654,  1655,  1656. 


KINDLY   MENTION    "THE    AEROPLANE  "    WHEN   CORRESPONDING    WITH  ADVERTISERS. 


106o  The    Aeroplane  September  i/,  1919 


Recent 

Airco  Successes 


THE  AERIAL  DERBY,  1919 

THE  winning  machine,  an  Airco  4R,  with 
a  Napier  engine,  averaged  a  speed  of 
129  miles  an  hour — since  declared  a 
record  by  the  Royal  Aero  Club.  Two 
other  Airco  machines  started,  the  Airco  4,  with 
a  Rolls-Royce  engine,  and  the  Airco  9,  with  a 
Siddeley  "  Puma  "  engine.  The  Airco  4  finished 
third,  and  the  Airco  9  fifth.  Of  the  seven 
machines  finishing  three  were  Aircos. 

THE  AMERICAN  AERIAL  DERBY 

IN  this  race,  just  flown  over  a  course  1,042 
miles  in  length,  the  winning  machine,  an 
Airco  4,  averaged  throughout  a  speed  of  136 
miles  an  hour  ;  while  the  second  and  third  places 
were  also  secured  by  Airco  .f's. 

INTERNATIONAL  RACE  AT 

IN  this  contest,  flown  in  connection  with  the 
Aircraft  Exhibition  at  Amsterdam,  there  were 
between  thirty  and  forty  starters,  including 
the  fastest  of  the  French  and  Italian  machines. 
The  first  and  second  speed  prizes  were  won  by  Airco 
machines.  The  Airco  9R,  with  a  Napier  engine, 
the  fastest  machine  in  the  race,  covered  the  closed 
ci-rcuit  of  130  miles  at  a  speed  of  145  miles  an  hour; 
while  the  second  fastest  time  was  that  of  the  Airco 
4A,  with  a  Rolls-Royce  motor. 

THE  AIRCRAFT  MANUFACTURING 

COMPANY,  LIMITED 

London  Office:  27,   BUCKINGHAM  GATE,  S.W.I. 

Chairman  (and  Founder  1911),  Mr.  G.  HOLT  THOMAS 


FIRST 
THIRD 

AND 

FIFTH 


FIRST 
SECOND 

AND 

THIRD 


AMSTERDAM 


FIRST 

AND 

SECOND  I 

SPEED 
PRIZES 


KINDLY   MENTION    "  THE    AEROPLANE  "   WHEN   CORRESPONDING    WITH  ADVERTISERS. 


September  17,  igig 


The  Aeroplane 


NAVAIfMLITASTAEBONAUTJcs 


GREAT  BRITAIN. 

NAVAL. 

Admiralty  Appointments. 
The  following  appointment  has  been  made  :  — 
SEPT.  13TH.— Sub.  Lieut— P.  R.  Fryer,  to  "Furious,' 


Sent.  12th. 


A  British  flying  boat  containing  two  officers  recently  ar- 
rived at  Sordavala  on  the  Finnish  shore  of  Lake  Ladoga.  The 
boat  had  been  flown  from  the  Murmansk  front  and  started  on 
its  return  journey  on  Sept.  6th. 

*  •  * 

The  British  seaplane  ship  "  Vindictive  "  has  anchored  at 
Copenhagen. — Hi. 

•  •  • 

The  aeroplane-carrier  "Hermes"  was  launched  on  Sept. 
nth  from  the  shipyard  of  Sir  W.  Armstrong,  Whitworth  and 
Co.,  Ltd.,  on  the  Tvne.  It  is  probable  that  she  will  be  the 
last  large  vessel  launched  for  the  Navy  for  a  long  time. 

Most  of  the  vessels  of  this  class  were  converted  or  adapted 
for  aeroplane  work,  but  the  "Hermes''  was  laid  down  as  a 
carrier  in  January,  1018,  and  in  her  construction  and  equip- 
ment advantage  has  been  taken  of  the  experience  gained  in 
the  earlier  ships.  The  "Ragle,"  a  converted  aeroplane- 
carrier,  has  also  been  launched  at  the  Armstrong  yard. 

The  "Hermes"  has  a  length  of  548  ft.  and  70  ft.  beam, 
with  a  displacement  of  10,050  tons,  and  geared  turbine  engines 
of  40,000  h.p.  capable  of  developing  a  speed  of  25  knots.  As 
in  the  case  of  the  "Argus,"  the  whole  length  of  the  frying 
deck  of  the  "Hermes"  will  be  available  for  starting  and  re- 
ceiving the  machines,  and,  by  special  arrangements  for  the 
emission  of  the  hot  gases  and  smoke,  there  will  be  no  funnels 
or  other  obstructions.  Under  the  dying  deck  are  the  hangars 
for  the  machines,  as  well  as  the  workshops  for  their  repair. 
Two  electrically  controlled  lifts  are  fitted,  the  one  forward 
and  the  other  aft,  for  hoisting  the  aeroplanes  to  the  flying- 
deck.  Another  special  feature  of  her  design  is  a  system  of 
ventilation  to  lessen  the  danger  of  fire  from  petrol  fumes. 

The  armament  of  the  "Hermes"  will  consist  of  a  number 
of  light  guns  for  anti-aircraft  protection  and  several  6  in. 
guns  for  heavier  work.  In  her  construction,  as  a  defence 
against  torpedo  attack,  the  "blister"  system  has  been  used. 
The  complement  of  the  vessel  will  comprise  qoo  naval  ratines 
and  1  %o  members  of  the  Royal  Air  Force.  It  is  expected  that 
the  "Hermes"  will  be  completed  early  in  TQ20. 

It  is  to  be  hoped  that  in  the  next  war  she  will  not  be  the 
\ictim  of  such  a  mistake  as  was  her  predecessor. 

*      *  * 

It  is  reported  that  a  case  of  considerable  interest  will  come 
before  the  War  Inventions  Committee  during  the  course  of 
the  next  few  weeks.  Capt.  W.  O  Bentley,  the  inventor  of 
the  Bentley  rotary  aeroplane  engine,  will  claim  recompense 
for  the  use  of  his  invention.  The  amount  claimed  is  said  to 
be  ^100,000. 

Capt.  Bentley,  who  has  served  both  in  the  R.N.A.S.  and 
the  R.A.F.,  was  frequently  in  France  and  Flanders  during; 
the  later  stages  of  the  war  on  duties  connected  with  his 
engines. 


MILITARY. 

Ot'FICIAI,  COMMTJNIQt'ES. 
The  War  Office  issued  the  following  communique  on  September  15th  : 
Touch  has  been  gained  by  aeroplane  with  General  M'amontofT,  who, 
in  the  middle  of  August  broke  through  the  Bolshevik  lines  facing  the 
Volunteer  Armv,  and  has  been  carrying  out  a  raid  011  a  large  scale 
around  Tamboff. 

Kronstadt  was  bombed  twice  on  Sept.  4th.  The  "Berling- 
sketidende"  states  that  British  aviators  again  attacked  Kron- 
stadt on  the  night  of  Sept.  7th-8th.  The  Bolsheviks  had  anti- 
aircraft guns  in  action,  but  did  not  seem  to  mind  the  air 
attack.  Their  searchlights  were  only  directed  on  the  sea,  and 
they  evidently  feared  an  attack  on  the  remainder  of  the 
Russian  Baltic  Fleet.  But  the  British  only  made  an  air  raid, 
and  the  number  of  fires  proved  the  effect  of  their  bombs. 
_A  British  pilot  was  bombing  Kronstadt  recently  when  his 
engine  stopped.  With  a  fierce  barrage  surrounding  him,  he 
glided  across  the  12-mile  stretch  of  water  to  the  Finnish 
coast.  He  landed  on  the  beach,  repaired  his  engine  and  flew 
back  to  the  Bjorko  base. 


AIR  FORCE. 

An  official  announcement  from  the  War  Office  states  that  an 
Army  Entrance  Examination  for  the  Roval  Military  Academy, 
Woolwich,  and  the  Royal  Military  College.  Sandhurst,  will 
begin  on  November  4th.  Candidates  must  have  attained  the 
age  of  17J  on  January  1st,  1020,  and  must  not  he  more  than 
10  on  November  1st,  1910.  An  exception  is  made  in  the  case 
of  candidates  who  are  serving  or  have  served  satisfactorily  in 
the  Navy,  Army,  or  R.A.F. 

A  limited  number  of  cadetships  at  the  Royal  Air  Force 
Cadet  College  will  also  be  open  to  competition,  and  will  be 
awarded  to  candidates  who  fulfil  certain  conditions  laid  down 
by  the  Air  Ministry  from  which  particulars  may  be  obtained 
on  application.  A  candidate  who  fulfils  all  the  necessary  con- 
ditions may  compete  for  a  cadetship  at  the  Royal  Air  Force 
Cadet  College,  and  also  for  a  cadetship  at  the  Roval  Military 
Academy  or  Royal  Military  College.  Candidates  desiring  to  do 
this  must  express  definitely  their  order  of  preference  before 
the  examination  begins.  A  candidate  may  say  that  if  he  is 
not  among  the  first  (so  many)  successful  competitors  for  the 
Roval  Military  Academy  or  Royal  Military  College  (as  the 
case  may  be)  he  will  elect  for  a  cadetship  at  the  Royal  Air 
Force  Cadet  College.  Cases  may,  however,  arise  hi  which 
it  would  not  be  possible  to  give  effect  to  such  conditional  pre- 
ference. 

*  *  * 

The  Air  Ministry  has  decided  to  demobilise  the  R.A.F. 
pigeons.  It  is  stated  that  all  the  pigeons  used  in  the  Force 
were  presented  to  the  Government  bv  fanciers,  and  it  is 
hoped  that  these  birds,  which  did"  good  service,  will  now  be 
returned  to  their  original  owners. 

*  *  » 

The  Air  Ministry  made  the  following  announcement  of  the 
hip  of  the  R.33  : — • 

"Following  upon  the  conference  he'd  on  Sept.  8th  relating 
to  the  Government  airship  rrogrnmme,  it  has  been  arranged 
that  H.M.  Airship  R.33  shall  carry  out  a  flight  of  about  86 
hours'  duration  in  order  to  demonstrate  the  capabilities  of 
lighter-thanrqir  craft  and  as  a  practical  illustration  of  the  com- 
fort afforded  to  passengers  travelling  in  airships.  Invitations 
to  take  part  in  this  vovage  ha^e  accordingly  been  extended  to 
leading  members  of  industry  and  representatives  of  Home  and 
Colonial  Government  Departments  interested  in  the  commer- 
cial develonmer.t  of  this  tvne  of  aircraft.  On  board  also  is 
Lieut,  de  Vaisseau  Sable,  Air  Attache  to  the  French  Embassy 
in  London.  In  addition  there  are  the  following  officers  :  — 
Air  Commodore  E.  M.  Maitlmd,  C  M.G.,  D.S.O.,  A.F.C. ; 
Fit.  Lieut.  G.  M.  Thomas,  D.F.C.,  who  is  cantain  of  the  R.33 ; 
Fit.  Lieut.  H.  A.  H.  Leetbam,  second  officer:  Fit.  Lieut. 
S  E.  Taylor,  D.S.C.,  third  officer;  Pilot  Officer  W.  E-  James, 
engineer  officer;  and  the  crew,  which  consists  of  27  men. 

"Every  possible  attention  has  been  paid  to  the  comfort  of 
the  guests.  Sleeping  berths  have  been  rigged  in  the  internal 
keelwav  of  the  vessel,  in  which  the  passengers  will  rest  during 
the  night.  Meals  will  be  served  in  the  mess-room,  also  in  the 
keelway,  hot  and  cold  water  will  be  available,  and  the  news 
of  the  day  will  be  transmitted  to  the  airship  by  wireless  tele- 
graphy." 

The  R.33  left  Pulham,  Norfolk,  at  0-  p.m.  on  Sept.  10th. 
She  had  ten  passengers  on  board,  including  a  number  of  pro- 
minent business-men:  Mr.  Sydney  A.  Boulton.  of  Llovds ; 
Mr.  J.  Dunn;  Mr.  Benjamin  Guinness;  General  Sir  Sefton 
Brancker.  of  the  Aircraft  Manufacturing  Co. ;  and  in  addition 
Commander  Foakes,  R.N.,  representing  the  General  Post 
OflRce ;  and  Mr.  E.  A.  Box,  Secretary  to  the  High  Commis- 
sioner of  Australia.  Most  elaborate  arrangements  were  made 
for  the  comfort  of  the  passengers.  Beds  complete  with  all 
bedclothes  were  provided.  A  chef  and  a  head  waiter  from  the 
Criterion  Restaurant  cooked  and  served  sumptuous  meals 
cooked  on  the  exhause-pipes  and  a  small  electric  stove. 

The  R.-?2  left  Pulham  at  8  p.m.,  one  hour  before  the  R.33. 
The  weather  was  excellent.  The  R.33  crossed  the  coast  at 
Lowestoft  and  set  a  course  to  the  mouth  of  the  Thames,  pro- 
ceeding from  the  North  Foreland  to  the  Belgian  coast  at 
Ostend,  which  was  reached  at  about  4  a.m.  Shortly  before 
5  a.m.  the  coast  of  Holland  was  crossed  at  West  Kapelle,  and 


1062 


The  Aeroplane 


September  i;,  1919 


The  Hague  was  reached  by  6  a.m.  At  about  that  time  the 
R.32  was  sighted  flying  low  on  the  port  side  of  the  R.33. 
A  signal  was  sent  to  her  by  wireless  asking  her  to  keep  in 
company  as  far  as  Amsterdam,  which  was  reached  at  7  a.m. 
The  R.32  then  returned  to  Pulham.  Messages  were  dropped 
at  Amsterdam  and  at  many  oth;r  places.  Rotterdam  was 
reached  at  8.15  a.m. 

It  was  then  decided  to  abandon  the  visit  to  Paris  as  landing 
might  have  been  difficult  owing  to  the  amount  of  water  ballast 
which  had  been  dropped  in  the  night  Therefore  the  battle- 
fields were  then  visited  and  the  passengers  obtained  a  good 
view  of  them  from  a  height  of  3,000  ft.  Antwerp  was  reached 
at  10.40  a.m.  South  of  the  town  and  over  the  district  of 
Hoboken  what  appeared  to  be  German  submarine  shelters 
were  observed  on  the  banks  tf  the  Scheldt. 

A  message  was  dropped  into  Brussels  at  12.45.  Lille  was 
passed  over  at  2.40  p.m.  A  return  to  Nieuport  was  then  made 
by  way  of  Armentieres  and  Ypres.  In  that  district  salvage 
parties  are  clearing  the  ground,  and  the  streaks  of  smoke 
from  "their  fires  can  be  seen  over  the  shattered,  desolate,  and 
waterlogged  waste  The  journey  over  the  sea  was  made  to 
Suffolk  and  a  landing  was  made  at  6.20  p.m.  on  Sept.  nth, 
after  a  trip  of  about  twenty-one  hours  Over  France  on  the 
return  journey  there  was  some  head  wind,  but  not  enough 
seriously  to  interfere  with  the  progress  of  the  airship.  A 
number  of  photographs  were  taken,  but  the  ground  haze 
probably  interfered  with  many  of  them. 

Bv  snecial  arrangement,  which  had  been  made  in  advance 
with  the  Marconfr  wireless  station  at  Wormwood  Scrubs,  a 
complete  summary  of  the  news  of  the  day  was  dispatched  to 
the  R.33  from  the  "Times"  Office  in  Printing  House  Square. 
The  last  sentence  of  the  summarv  was  received  by  the  aerial 
liner  shortly  before  4  a.m.  while  she  was  flying  over  the  North 
Sea  at  4,000  ft.  The  messages  were  typed  out  on  sheets  of 
special  paper,  bv  6  o'clock  die  newspaper  had  gone  to  press, 
and  at  breakfast  time,  two  hours  later,  the  passengers  on  the 
R.3^  received  with  their  eggs  and  bacon  the  first' copy  of  the 
aerial  edition  of  the  "Times." 

The  passengers  were  delighted  with  their  trip.  One  re- 
marked that  he  never  expected  a  comfortable  sleeping-berth, 
a  dining-room,  ovsters  for  lunch,  and  electric  light,  nor  did 
he  expect  to  be  able  to  roam  all  over  the  ship  and  from  one 
gondola  to  another. 

*         »  * 

An  aeroplane,  piloted  by  Lieut.  Kennedv  left  St.  Raphael 
(Var)  on  Sept.  icth  on  a  flight  to  India,  via  Taranto  and 

Egypt. 

BELGIUM 

The  King  of >  the  Belgians  flew  from  Brussels  to  Ostend 
during  the  afternoon  of  Sept.  8th.  He  then  inspected  the 
repairs  carried  out  in  the  port,  and  returned  by  air  to  Brussels 
in  the  evening. 

FRANCE. 

The  French  military  authorities  have  for  some  considerable 
time  been  running  the  following  aerial  services  in  the  Near 
East  assisted  by  the  Serbian  and  Greek  military  aviation  arms 
both  of  which  are  commanded  by  French  officers. 

(1)  Athens-Salonica  (2084  miles).  Landings  are  made  in- 
termediatelv  at  Larissa  and  Lamia.  This  service,  which  has 
been  in  existence  for  over  a  year,  Ts  run  weekly  during  the 
winter  and  twice  weekly  during  other  seasons. 

(2)  Constantinople-Salonica    (310J  miles).     Landing  inter- 
mediately at  Dedeagatch.    Service  irregular. 

(3)  Constantinople-Bucharest  (298  miles). ,   Landing  inter- 
mediately at  Lulu  Burgas.    Twice  weekly  since  May  last. 


(4)  Bucharest-Galatz-Kichinev    (186    miles).  Intermittent 

service. 

The  steamer  "Mingrelie"  left  Dakar  on  Sept.  6th  having 
on  board  the  remains  of  the  Farman  biplane  "Goliath"  which 
is  now  being  brought  back  to  France.  The  pilot,  Lieut.  Bos- 
soutrot,  and  his.  crew  are  returning  in  the  same  ship. 

Commandant  Vuillemin  continuing  his  flight  from  Cairo  to 
Paris  left  Constantinople  at  7  a.m.  on  Sept.  8th  and  reached 
Istres,  near  Marseilles,  at  8  p.m.  on  the  same  day,  having 
landed  at  Naples  en  route.  On  Sept.  9th  he  continued  his 
journey  and  reached  Villacoublay  at  7  p.m.  He  thus  com- 
pleted safely  his  journey  Paris  to  Cairo  and  back  which 'began 
on  Aug.  nth.  The  total  distance  covered  is  about  5,500 
miles. 

The  French  nation  has  ever  excelled  in  the  creation  of 
heroes.  There  is  a  national  swiftness  of  perception  in  these 
matters  and  a  delicate  grace  in  the  recognition  of  gallantry. 
As  an  instance  of  the  manner  in  which  the  Army  does  honour 
to  its  heroic  dead,  the  last  citation  of  Captain  Guynemer,  a 
General  Order  of  Oct.  16th,  1917,  is  here  reprinted  : — 

"  Le  general  commandant  la  ire  arttiee  cite  a  l'ordre  de 
l'armee  le  capitaine  Guynemer,  commandant  Pescadrille 
No.  3. 

"  Mort  au  champ  d'honneur,  le  ii  Septembre,  1917.  HeVos 
legendaire  tombe  en  plein  ciel  de  gloire,  apres  trois  ans  de 
lvtte  ardente.   Restera  le  plus  pur  symbole  des  qualit£s  de  la 

race. 

"  Tenacite  indomptable,  energie  farouche,  courage  sublime. 
Anime  de  la  foi  la  plus  inehranlable  dans  la  victoire,  il  legue 
au  soldat  francais  un  souvenir  imperissable  qui  exaltera 
l'esprit  de  sacrifice  et  provoquera  les  plus  nobles  emulations." 

The  memorial  ceremony  took  place  at  Le  Bourgel  on  Sept. 
nth.  At  four  o'clock  General  Duval,  Director  of  Aeronautics, 
and  his  staff  arrived  at  the  aerodrome  and  took  the  general 
sr  lute  from  the  troops  on  the  station.  He  then  read  the  last 
citation  of  Guynemer  quoted  above,  and  immediately  after- 
wards presented  various  decorations  to  officers  and  men.  The 
bands  played  the  Marseillaise  and  the  ceremony  ended.  Dur- 
ing- the  proceedings  the  aviator  Fronval'  flew  with  customary 
brilliancy  and  verve. 

GERMANY. 

According  to  the  German  paper,  "  Fieiheit,"  the  426th 
Detachment  of  the  Air  Set  vice  recently  joined  the  Russian 
counter-revolutionaries.  The  Detachment  is  still  in  commu- 
nication with  the  Military  Departments  in  Germany,  and  is 
receiving  Army  stores.  Some  men  from  the  detachment 
arrived  in  Berlin  on  Sept.  10th  to  fetch  three  aeroplanes. 
Other  machines  will  be  sent  shortly. 

ITALY. 

On  Monday,  Sept.  Sth,  Petty  Officer  Guarnieri,  R.I.N., 
piloting  a  Savoia  flying  boat,  left  Lake  Maggiore,  with  Lieut. 
Campacci,  R.I.N.,  as  observer.  After  flying  over  the  Alpine 
chain  in  the  St.  Gothard  region,  and  crossing  Switzerland 
from  south  to  north,  he  struck  the  Rhine  Vallev,  and  followed 
it.    He  arrived  safely  at  Amsterdam  after  a  non-stop  flight. 

Maegiore  Gabriele  d'Annunzio,  whose  fame  as  a  dramatist 
has  almost  been  equalled  by  his  gallantry  as  an  aviator,  has, 
as  has  been  stated,  organised  with  some  publicitv  a  flight  from 
Rome  to  Tokio.  On  Sept.  12th  he  appears  to  have  destroyed 
any  chance  of  his  attaining  further  distinction  as  an  aviator 
or  of  reaching  Tokio  save  as  a  refugee  bv  a  singularly  rash 
interference  in  the  affairs  of  nations.  On  the  afternoon  of 
that  day  he  led  a  force  of  about  10,000  Italian  Grenadiers  and 
Arditi,  with  armoured  cars  and  machine  guns,  to  the  port  of 
Fiume  (which,  to  the  annoyance  of  the  Italians,  was  not  given 


ANCIENT  HISTORY.  —  A 
Short  Seaplane  (225  ta'.p,  Sun- 
beam engine)  in  Central  Africa. 
Very  little  has  been  heard  of  the 
work  of  these  machines  in  that 
particular  part  of  the  world  dur- 
ing the  late  war  The  R.N.A.S. 
Detachment  in  Central  Africa 
was  not  so  widely  advertised  as 
was  its  less  fortunate  squadrons 
on  the  Fronts  nearer  to  Eng= 
land  and  the  world  of  news= 
paper  correspondents. 


September  if,  19 19 


The  Aeroplane 


THE 


Cosmos  Engineering  Co.  Ltd 

Engines  for  Aircraft. 
CONTRACTORS   to  the   AIR  MINISTRY. 


JUPITER  (Ungeared)  450  H.P.,  636  lbs.  Weight. 
IUPITER  (Geared)  450  H.P.,  757  lbs.  Weight. 
LUCIFER         -  100  H.P.,   280  lbs.  Weight. 


SALES  DEPT.  and  SHOWROOMS : 
16  &  17,  PALL  MALL,  S.W.I. 


Telegrams  — 

RADIARY,  CHARLES, 
LONDON. 

Telephone — 

1476  REGENT. 


HEAD  OFFICE- 
ORIENT  HOUSE, 
NEW  BROAD  ST., 
E.C.2, 


Trade 


Mark 


■ 


WORKS  - 


FISHPONDS, 
BRISTOL. 


450  H.P.  JUPITER. 


KINDLY   MENTION    "  THE    AEROPLANE  "    WHEN  CORRESPONDING   WITH  ADVERTISERS. 


1064 


The  Aeroplane 


September  i;,  i§t§ 


to  Italy  in  the  Peace  Treaty).  Fiunie  has  recently  been 
administered  as  a  temporary  measure  by  an  Italian  general 
aided  by  Allied  troops.  According  tc  the  latest  reports, 
Maggiore  d'Annunzio  seized  the  town  and  is  now  in  the  seat 
of  power.  The  Italian  troops  in  Fiuine  when  called  upon  to 
repel  the  d'Annunzio  attack  revolted  and  transfeued  their 
allegiance  tc  the  insurgents. 

The  Italian  Premier,  in  a  speech  in  the  Chamber,  denounced 
Maggiore  d'Annunzio's  action  and  stated  that  vigorous 
measures  were  being  taken  1o  suppress  the  revolt.  Geneial 
Badoglio,  the  Deputy  Chief  ;>f  the  General  Staff,  has  gone  to 
Fiunie  with  complete,  powers. 
The  Italian  correspondent  of  The  Aeroplane  writes  :  — 
It  transpires  that  among  other  unaccountable  fatalities  the 
death  of  the  Naval  officer-pilot  Umberto  Calvelli  has  caused 
the  absence  of  an  Italian  seaplane  squadion  from  the  Amster- 
dam Show.  Giovanni  Ravelli  is  one  more  of  the  great  naval 
war  aces  who  have  gone  out  in  this  last  disastrous  month. 
One  is  led  to  ask  what  effect  the  intense  solar  heat  may  have 
had  on  the  artificially-seasoned  timber  of  the  use  of  which 
one  has  heard. 

Italian  seaplanes  have  been  sent  to.  St.  Raphael  to  pass 
French  Government  tests. — f.  S.  H. 

RUSSIA. 

The  "Daily  Express"  correspondent  reports  that  Bolshevik 
aviators  have  dropped  eleven  bombs  at  Kellomaki,  near  the 
Pinnish  frontier,  but  caused  only  insignificant  damage. 

SPAIN. 

The  Farman  biplane  flown  by  M.  Chevillard  from  Paris  to 


THE  "  INTERNATIONAL  AERIAL  REGISTER." 

The  second  impression  of  the  "  Aerial  Register  and 
Gazette  "  has  now  been  produced.  It  is  distinctly  an  elabo- 
ration of  the  first  impression,  and  is  to  that  extent  more 
useful,  and  is  now  called  "International,"  as  it  is  aimed  at 
bringing  the  British  pilot  before  the  notice  of  the  foreign  em- 
ployer. 

Obviously,  some  register  of  the  technical  personnel  <,i 
aviation  is  necessary.  Almost  equally  obviously,  that 
"  Register  "  should  have  been  issued  by  the  Department  of 
Civil  Aviation,  so  that  anybody  who  is  engaging  a  pilot — ■ 
whether  as  a  tester  of  new  rriachines  or  for  a  10  minutes' 
pleasure  flight — should  be  able  to  refer  to  an  Official  Register 
and  find  out  whether  the  pilot 'a  record  is  'such  as  to  make 
him  a  trustworthy  person.  Similarly,  auvbr.dy  concerned 
with  an  aeronautical  engineer — whether  as  a  ground  engineer 
at  an  aerodrome,  or  as  a  Government  inspector  of  aeroplanes, 
or  as  an  applicant  for  a  position  as  a  designer,  or  in  any  other 
capacity,  should  be  able  to  refer  to  that  "Register,"  arid 
discover  at  once  whether  the  man's  record  is  such  as  to  give 
confidence  in  his  ability  or  in  his  opinions. 

Similarly,  Lloyds  Underwriters  and  the  Insurance  Compa- 
nies should  be  able  to  gauge  a  pilot's  qualities  in  the  same 
manner  as  that  in  which  a  ship  captain  mav  be  turned  up 
in  the  "  Captains'  Book." 

As  no  official  publication  of  this  kind  has  been  issued, 
naturally  the  opportunity  arose  for  private  enterprise  to 
supply  the  deficiency,  and  this  "Register"  is  the  result. 

Capt.  Swinton,  the  compiler  of  the  "Register,"  is  an  ex- 
officer  of  the  Roval  Engineers. 

The  difficulty  of  compiling  such  a  "Register"  was  neces- 
sarily great,  largely  owing  to  the  fact  that  the  only  people 
who  were  at  all  disposed  to  place  their  names  in  such  a 
"Register"  were  those  who  were  in  search  of  situations, 
whereas,  to  be  of  the  greatest  use,  a  register  of  this  kind 
should  include  all  those  who  already  occupy  positions  of  im- 
portance, for  these  are  the  people  whose  names  and  records 
would  really  be  of  the  greatest  interest  to  possible  purchasers 
of  such  a  work. 

From  the  beginning  Capt.  Swinton  has  been  careful  to  point 
out  that  he  is  not  running  an  employment  agency,  and  does 
not  pretend  to  find  situations  (though  he  has  made  very 
strenuous  efforts  to  do  so)  for  those  who  place  their  names 
on  the  "Register."  It  is  refreshing  to  know,  however,  that 
his  efforts  have  not  been  absolutely  barren  as  salaries  are 
actually  being  paid  at  the  rate  of  some  ^8,000  or  ^,9,000  per 
annum  to  registrants  whom  the  "Register"  has  placed. 

The  fee  charged  for  registration  is  certainly  more  than  the 
sum  charged  for  the  insertion  of  a  name  in  certain  other 
registers  and  directories;  but,  no  doubt,  this  is  explained  by 
the  fact  that  whereas  other  directories  embrace  thousands  of 
names,  an  aeronautical  directory  can  at  first  only  expect  to 
number  the  names  in  hundreds.  In  any  case,  it  is  fairlv 
evident  that  there  cannot  be  any  profit  on  the  actual  compila- 
tion of  the  "Register,"  and  it  is  only  fair  to  assume  that  so 
far  as  the  registrants  are  concerned  the  proprietor  of  the 
"Register"  is  not  making  any  money  out  of  them.  As  a 
matter  of  fact,  he  has  financed  the  undertaking  to  a  con- 


Madrid  where  it  arrived  on  Sept.  gth  has  been  delivered  to  the 
Spanish  Government  for  use  in  a  Military  aviation  school. 
One  machine  of  the  same  type  has  previously  been  delivered. 

U.S.A. 

A  recent  issue  of  the  "Aircraft  Journal"  stated  that  me- 
chanically inclined  men  were  wanted  for  service  aboard  the 
U.S.S.  "Shawmut,"  the  only  aviation  mother  ship  in  the  U.S. 
iNavy.  The  "Shawmut"  is  releasing  aviarion  mechanics  in 
accordance  with  orders  received  recently,  and  the  vacancies 
are  to  be  filled. 

The  "Shawmut"  acts  as  tender  for  ten  seaplanes  and  will 
be  attached  to  the  Atlantic  Fleet.  Four  of  the  seaplanes  are 
cained  on  board  ship.  The  other  six  are  known  as  air  boats 
—big  seaplanes  of  the  F-5  type.  Air  boats  are  flown  from  port 
to  port,  and  engage  in  all  fleet  manoeuvres.  The  "Shawmut" 
will  proceed  to  Newport  soon  for  aerial  bombing  practice  and 
for  seaplane  observation  of  torpedo  tests. 

The  Missouri  Aeronautical  Societv,  of  which  Major  A.  B. 
Lambert  is  president,  has  arranged  a  Free  Balloon  Race 
between  the  Army  and  the  Navy,  tc  start  from  St.  Louis, 
U.S.A.,  on  Sept.  26th.  Six  balloons  have  been  offered — three 
for  the  Army  and  three  for  "the  Navy.  Final  details  have  not 
been  arranged,  but  there  appears  to  "be  no  doubt  that  the  race 
will  take  place.  So  far  as  known,  this  will  be  the  first  free 
balloon  race  between  Army  and  Navy  officers  ever  held  in 
America.  Attempts  will  be  made  to  establish  both  altitude 
and  long-distance  records. 


siderable  extent  out  of  his  own  pocket.  The  profits — if  any — ■ 
will  presumably  be  made  from  the  sale  of  the  book  and  from 
advertisements  therein. 

One  may  perhaps  take  this  opportunity  of  stating  clearly 
that  The  Aeroplane  newspaper  is  not  in  any  way  concerned 
with  this  "Register,"  beyond  the  fact  that  it  is  published  by 
the  Aeroplane  and  General  Publishing  Co.,  and  it  has  done 
its  best  to  bring  the  existence  of  the  "Register"  before  the 
aeronautical  community  in  the  belief  that  a  directory  of  pilots 
and  technical  people  ought  to  exist. 

As  at  present  arranged,  each  registrant  is  given  a  number 
on  registering  his  name,  and  that  number  is  discovered  by 
reference  to  an  alphabetical  list  near  the  end  of  the  book. 
The  second  edition  includes  names  up  to  No.  1,000.  Follow- 
ing the  numerical  and  alphabetical  list  of  registrants  there  is 
a  number  of  pages  devoted  to  registrants'  qualifications,  such, 
for  example,  as  knowledge  of  aerial  photography,  knowledge 
of  aerial  traffic  management,  knowledge  of  aerial  equipment, 
acquaintance  with  various  countries,  knowledge  of  various 
languages  and  so  forth,  the  registrant  in  each  case  being 
indicated  by  his  number.  In  this  way  anybody  desiring  to 
engage  a  man  with  certain  technical  knowledge  and  a  know- 
ledge of  a  certain  language  can  easily  discover  whether  there 
does  happen  to  be  a  registrant  who  combines  the  desired 
kinds  of  knowledge. 

Naturally,  the  "Register,"  as  it  stands,  is  only  a  nucleus 
of  what  such  a  register  should  be,  and  one  is  somewhat  in 
doubt  as  to  whether  it  is  actually  trie  right  kind  of  nucleus, 
but  the  book  as  produced  is  evidently  the  result  of  much  hard 
and  intelligent  work.  It  certainly  has  already  considerable 
value  as  a  source  of  information,,  but  before  it  can  reach  its 
highest  value  it  must  include,  as  already  mentioned,  those 
who  are  already  occupying  important  positions  in  the  Aero- 
nautical Industry. 

Capt.  Swinton  states  that  he  hopes  to  bring  out  another 
edition  in  1920  (published  half-yearly)  without  any  paymennt 
on  the  part  of  registrants,  and  to  have  their  records  sup- 
ported either  by  an  Air  Ministry  reference,  or  by  a  certificate 
of  competency  from  the  transportation  concern  employing 
them. 

The  permission  of  the  Ministry  has  been  obtained  to 
publish  lists  of  all  registered  aircraft,  alt  pilots  holding  A.M. 
licences,  and  for  the  reprint  of  the  Air  Convention  and  other 
provisions  for  aerial  navigation. 

["  The  International  Aerial  Register  and  Gazette."  Pub- 
lished for  the  proprietors  by  The  Aeroplane  and  General 
Publishing  Co.,  Ltd.,  Carey  Street,  W.C.2.  x\i  -f-  140  pp. 
Price  7s.  6d."] 

CIVILIAN  PILOTS  REQUIRED. 

A  large  aviation  firm  which  has  done  a  very  great  deal  of 
passenger-carrying  all  over  England  this  summer  is  adver- 
tising in  this  issue.  They  require  pilots  for  commercial 
flying  abroad.  They  should  be  not  less  than- twenty-five  years 
of  age,  with  business  rxperience  and  special  knowledge  of 
one  of  the  following  countries  :  Africa,  Canada,  China,  Den- 
mark, France,  Holland,  India,  Italy,  Japan,  Mexico,  Russia, 
South  America,  and  the  United  States,  etc. 


September  17,  19 19 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplane.) 


I06S 


Crossing  The  ts. 

How  the  A.A.  is  extending  well-known  facilities. 


The  Automobile  Association  places  no 
reliance  on  the  proverb  "  Leave  well  alone  " 
in  connection  with  its  road  service  for 
members.  Having  successfully  organised 
and  provided  a  new  benefit  the  Association 


is  not  content  to  maintain  it  at  the  original 
level,  but  all  the  time  endeavours  to  go  one 
better. 

The  present  season  has  seen  marked 
activity  in  the  Association's  policy  of  pro- 
gress, as  is  evidenced  by  the  following  1919 
Service  refinements  : 

Road  Patrol  Scheme.  "  Mechanical  First- 
Aid"  Cycles  fitted  with  side-cars,  carrying 
spares  and  tools  necessary  for  light  repairs 
to  cars  or  motor  cycles,  have  been  added. 

Roadside  Telephones.       All  the  A.A. 

sentry  boxes  are  being  adapted  for  a  24 
hour  telephone  service,  and  every  member 
will  be  given  a  key  which  will  enable  him 
to  use  any  of  the  instruments  at  any  hour 
of  the  day  or  night. 

Free  Legal  Defence.  This  benefit  now 
covers  Free  Legal  Representation  in  civil 
cases  by  the  Association's  solicitors  in  all 
approved  cases  arising  from  the  sale,  pur- 
chase or  use  of  privately  owned  motor  cars 
or  motor  cycles. 


Foreign  Touring  Assistance.  Members 
of  the  Association  can  now  take  their  cars 
into  a  70  per  cent,  tariff  country  on  a 
banker's  indemnity  alone  and  without 
depositing  hundreds  of  pounds  in  Customs 

dues. 

Branch  Offices.  New  offices  have  been 
opened  at  Oxford,  Cambridge  and  Brighton, 
where  members  whilst  en  route  can  obtain 
road  information. 

Motor  Fuel.  The  Association  has 
commenced  10,000  and  5,000  miles  road 
tests  of  "  National  "  benzole  on  a  Sun- 
beam car  and  a  Triumph  motor  cycle, 
in  order  to  prove  once  and  for  all  that 
benzole  of  good  quality  is  completely 
satisfactory  as  a  motor  fuel. 

Complete  information  as  to  the  objects 
of  the  Automobile  Association  and  the 
many  privileges  it  extends  to  members  is 
contained  in  a  new  edition  of  "  The  Key 
to  the  Open  Road,"  a  copy  of  which  can 
be  obtained,  post  free,  from  the  Secretary, 
A.A.  &  M.U.,  41,  Fanum  House,  Whitcomb 
Street,  London,  W.C.2.  Send  a  postcard 
to-day.  Motorists  in  London  who  wish  to 
join  the  Association  without  delay  are 
invited  to  call  at  Headquarters,  where  a 
staff  of  experts  is  always  in  attendance 
ready  to  give  information  on  any  question 
relating  to  motoring. 


KlNDtY    MENTION    "  THE  AEROPLANE 


WHEN    CORRESPONDING    WITH  ADVERTISERS. 


io66 


(Supplement  to  The  Aeroplane.! 


Aeronautical  Engineering 


September  17,  1919 


=  Telephone  —  Weybridge  550  (7  lines). 
=      Telegrams— "  Mercedes,  Wej bridge." 


MOTOR  ENGINEERS 

AND 

BODY  BUILDERS, 

WEYBRIDGE,  Surrey. 


*m   9  a 


We  offer  our  services  for  the 

Overhauling 


AND 


::  Repairing  :: 


OF  ANY  MAKE  OF  GAR 


I    BUILDERS  OF  HIGH  CLASS  BODIhS  FOR  PLEASURE  AND  COMMERCIAL  CARS.  | 

I    Coachwork  repaired,  re-upholstered  and  repainted  1 

1      ESTIMATES  SUBMITTED.       INSPECTION  OF  WORKS  INVITED.  1 


London   Showrooms  (New  and  Second-hand  Cars', 
31,  BROOK  STREET,  BOND  STREET,  W.l. 


Telephone- Mayf  ir  2966. 


Telegrams — "  Gordowatma,  Phone,  London." 


KINDLY   MENTION    "  THE    AEROPLANE  "   WHEN   CORRESPONDING   WITH  ADVERTISERS. 


Supplement  to  ^The  Aeroplane,  September  ljth,  191c,. 
•it, 


S       INCORPORATING  AIRCRAFT  ENGINEERING,  AERODYNAMICS,  AIRCRAFT  FINANCE  AND  COMMERCIAL  AERONAUTICS 

=  AND  MATTERS  PERTAINING  TO  THE  AERONAUTICAL  ENGINEER  AND  THE  AIRCRAFT  TRADER.  =§ 

1  liiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiHiiiiiiiiiiiiiiiiiii^  i 


THE  WEEKLY 

In  a  leading  article  Captain  Sayers  draws  attention  to 
the  neglect  into  which  seaplane  design  has  fallen  of  re- 
cent years  in  this  country. 

The  lamentable  exhibition  in  the  Schneider  Competi- 
tion at  Bournemouth  on  the  10th  of  this  month  serves 
to  point  the  moral — even  if  it  scarcely  adorns  the  tale. 


Machines  produced  during  the  war  by  the  firm  of 
Frederick  Sage,  Ltd.,  form  the  subject  of  this  week's  in- 
stalment of  Modern  British  Aeroplanes. 


COMMENTARY. 

This  particular  case  is  a  typical  example  of  the  Ger- 
man method  of  seizing  upon  a  new  idea  of  extraneous 
origin  and  diligently  investigating  its  possibilities. 

So  fai  as  can  be  discovered  Germany  produced  many 
more  different  types  of  triplane  than  all  the  rest  of  the 
belligerents  combined,  yet — with  the  possible  exception 
of  the  Fokker — none  of  these  equalled  the  original  Sop- 
with. 


Illustrations  of  certain  German  machines  of  more  or 
less  experimental  types  serve  to  show  the  profound  effect 
which  the  Sopwith  Triplane  produced  on  the  German 
mind. 


A  somewhat  delayed  account  of  a  lecture  by  Lt.-Col. 
H.  G.  Lyons,  read  at  a  Joint  Meeting  of  the  Royal 
Meteorological  Society  and  the  Royal  Aeronautical 
Society  is  published  in  this  issue  as  being  apropos  the 
Schneider  Cup  weather. 


THE  NEGLECTED  SEAPLANE. 

By  Capt.  W.  H.  SAYERS,  late  R.A.F. 


Great  Britain  has  been  known  to  be  an  island  for  some 
appreciable  time.  One  Julius  Csesar  placed  the  fact  on 
record — circa  55  B.C. — and  it  seems  possible  that  others 
were  aware  of  it  even  earlier.  As  the  files  of  the 
"  Times  "  or  its  equivalent  of  those  days  are  unfortu- 
nately no  longer  extant,  it  is  impossible  to  state  whether 
the  importance  of  the  matter  was  properly  realised  in 
those  days. 

Some  900  years  later  a  certain  Alfred — a  sort  of  Lord 
Fisher  of  that  era — certainly  awoke  to  one  aspect  of  the 
matter  and  founded  the  British  Navy.  It  is  also  true 
that  he  burnt  the  cakes,  and  that  the  tradition  which  he 
thus  initiated  is  to  be  found  reflected  in  the  execrable 
cooking  which  survives  in  the  Senior  Service  to  this 
day. 

However,  it  is  now  over  1,000  years  since  Alfred  the 
Great  discovered  that  England's  defensive  frontier  was 
to  be  sought  upon  her  enemies'  coasts,  and  it  may  there- 
fore reasonably  be  hoped  that  within  the  next  century 
or  two  one  will  arise  who  will  combine,  ;is  Alfred  did, 
both  vision  and  authority,  and  who  will  realise  that, 
although  the  advent  of  the  airship  and  the  aeroplane 
has  profoundly  modified  the  details  of  defence,  it  is  still 
as  true  as  it  was  1,000  years  ago  that  Britain's  frontier 
in  war  should  be  the  coastline  of  her  enemies. 

It  has  been  stated  often  that  the  aeroplane  has  de- 
stroyed, or  is  about  to  destroy,  the  defensive  value  of 
the  British  Navy.  It  is  even  believed  that  The  Aero- 
plane has  on  occasion  expressed  views  which  have  been 
generally  interpreted  in  that  sense. 

A  very  little  reflection  will  serve  to  show  that  it  is  as 
absurd  to  suggest  that  aircraft  can  supersede  a  sea-going 
navy  as  that  they  can  supersede  an  army.  It  is  con- 
ceivable that  some  future  wars  may  be  fought  almost 
entirely  in  the  air. 

Nevertheless,  any  type  of  aircraft  must  have  some  sort 
of  base  upon  the  Earth's  surface,  and  that  base  must  have 
protection  against  enemy  attacks  by  land  as  well  as  by 
air. 


Thus,  even  if  the  aerial  arm  attains  that  supremacy 
in  warfare  that  some  of  its  advocates  proclaim,  the  aerial 
arm  will  still  need  a  terrestrial  protecting  force  from 
behind  whose  lines  it  will  draw  supplies. 

For  the  British  Empire,  even  more  than  for  the  British 
Isles,  the  lesson  of  history  is  clear.  If  the  British  Air 
Force  is  to  take  its  place  in  the  Empire's  defensive 
system,  it  must  be  an  Air  Force  which  is  based  upon 
the  sea,  immediately  behind  the  British  Navy. 

True,  the  few  odd  miles  of  ditch  which  separate  Great 
Britain  from  the  Continent  are  a  relatively  small  matter 
where  aircraft  are  concerned,  but  even  here  it  were  better 
to  use  that  ditch  over  which  to  fight  any  future  attempts 
at  invasion  rather  than  leave  the  business  to  occur  over 
an  equal  depth  of  British  laud. 

But,  taking  the  Empire  as  a  whole,  there  is  question 
not  of  a  few  miles  of  water,  but  of  thousands  of  miles 
of  it,  and  the  Imperial  Air  Fleet  of  the  future — if  it  is 
not  to  be  a  mere  coastguard  affair — must  be  a  High  Seas 
Air  Fleet. 

To  Britain  land-going  aircraft  have  a  certain  im- 
portance. There  are  a  few  land  frontiers  of  the  Em- 
pire exposed  to  the  incursions  of  barbarous  peoples,  and 
land  machines  should  be  useful  for  police  purposes  in 
such  places. 

But  sea-going  aircraft — not  merely  aircraft  able  to 
cross  hundreds  and  thousands  of  miles  of  sea,  but  air- 
ctaft  which  can  use  the  sea  as  an  aerodrome  and  a  supply 
ship  as  a  base — are  essential  to  its  continued  existence, 
unless  it  be  true  that  the  millennium  is  at  hand. 

The  late  war  was  fought  on  land.  The  navies  of  the 
belligerent  Powers  were  too  frightened  one  of  another 
to  attempt  to  hold  the  open  seas,  and  the  coasts  of  the 
opposing  nations  were  too  close  together  to  force  the 
development  of  real  marine  aircraft,  and  Britain  in  par- 
ticular has  lost  an  unparalleled  opportunity  of  develop- 
ing what  will  become  the  basis  of  air  power  in  the 
future. 


raiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiim 


io68 


(Supplement  to  The  Aeroplane.) 


Aeronautical  Engineering 


September  17,  19 19 


Few  things  are  quite  so  surprising  in  the  history  of 
the  late  war  as  the  relative  stagnation  of  seaplane 
development  in  this  country.  When  war  broke  out, 
Britain  possessed,  in  the  Sopwith  Schneider  Cup  winner, 
the  fastest  seaplane  in  the  world.  In  the  Sopwith 
"Bat-Boat"  she  had  the  original  of  the  N.C.  type  which 
made  the  first  flight  across  the  Atlantic,  and,  in  the 
Short  seaplanes  of  that  date,  a  type  of  general-utility 
seaplane  unequalled  by  the  products  of  any  other 
country. 

At  the  cessation, of  hostilities,  after  four  and  a  half 
years  of  the  most  amazing  progress  in  aeroplane  per- 
formance, the  only  small  high-speed  seaplane  which  the 
Royal  Air  Force  had  possessed  in  any  quantity  was  the 
original  Sopwith  Schneider  with  a  somewhat  more 
powerful  engine.  The  only  version  of  the  "  Bat-Boat  " 
type  that  those  four  years  have  produced  was  a  feeble 
effort  ot  the  Royal  Aircraft  Establishment,  and  the  only 
moderate-sized  seaplanes  which  had  been  made  to  any 
large  extent  were  Shorts — practically  unaltered  in  design 
since  1914. 

One  very  important  development  did  occur  in  that 
period.  Whether  it  was  pure  joss,  or  whether  it  was 
that  Wing  Commander  (since  several  other  titles  which 
memory  fails  to  recall)  J.  C.  Porte's  naval  training  had 
taught  him  the  right  methods  by  which  to  attack  the 
powers  that  were  at  the  Admiralty — or  whether  it  was 
mere  persistence  and  perseverance  on  his  part — Felix- 
stowe was  permitted  to  carry  on  with  the  work  of 
developing  the  big  flying  boat  to  the  extent  of  making 
a  success  of  it  and  of  getting  it  into  production  on  a 
really  large  scale. 

The  big  boat  enthusiasts,  who  are  not  a  few,  will 
point  to  this  fact  as  an  indication  of  the  essential  sound- 
ness of  the  British  seaplane  policy. 

As  a  matter  of  fact,  it  is  nothing  of  the  sort. 

In  the  first  place,  speaking  from  a  very  intimate  know- 
ledge of  the  facts,  there  never  has  been  any  policy  that 
has  lasted  more  than  three  months  on  end. 

In  the  second,  without  any  kind  of  reflection  upon  the 
excellent  work  carried  out  at  Felixstowe — carried  out 
under  conditions  which  only  a  small  number  of  people 
who  have  attempted  similar  experimental  work  under 
the  aegis  of  the  late  Air  Department,  Admiralty,  can 
guess  at — Felixstowe  was  in  effect  given  a  monopoly  in 
that  particular  branch  of  experimental  work.  Had  any 
of  the  competent  designers  who  were  willing  to  attack 
big  seaplane  design  been  decently  encouraged,  their 
efforts  would  at  least  have  improved  the  Felixstowe 
breed  of  boat,  had  they  done  nothing  else. 

But  the  big  boat  is  not  the  only  type  of  seaplane, 
whether  for  war  purposes  or  for  the  uses  of  peace. 

The  little  Brandenburg  monoplanes,  which  shot  down 
our  big  boats  20  miles  from  their  birthplace,  are  sufficient 
evidence,  so  far  as  war  is  concerned — just  as  they  are 


evidence  that  the  Germans  had  digested,  as  we  have 
forgotten,  the  truth  that  Alfred  the  Great  recognised  a 
thousand  years  ago. 

The  flying-boat  type  of  seaplane  may  or  may  not 
piove  to  be  the  only  really  seaworthy  type  of  aircraft 
for  trans-marine  work.  That  question  need  not  now.  be 
discussed. 

The  fact  that  is  to  be  insisted  upon  is  that,  since 
1914,  nothing  has  been  done  officially  to  encourage  the 
development  of  seaplanes,  with  the  single  exception  of 
the  large  boat  type. 

This  is  in  no  way  the  fault  of  seaplane-designers.  If 
it  were  possible  to  publish  a  list  of  specifications  issued 
by  the  Air  Department  of  the  Admiralty  during  the 
course  of  hostilities,  for  various  types  of  seaplane,  and 
of  the  machines  which  were  designed  and  produced  to 
those  specifications,  together  with  their  ultimate  fate, 
and'  one  or  two  other  relevant  matters  of  history,  it  would 
make  an  extremely  interesting,  though  rather  melan- 
choly, story. 

The  Schneider  Cup  fiasco  of  Sept.  10th  by  no  means 
tends  to  dispel  the  gloom  in  which  war  has  shrouded 
the  seaplane.  It  is  true  that  Janello  on  the  Savoia  boat 
with  the  Isotta-Fraschini  engine  ran  his  full  ten  laps 
of  fhe  course — for  even  if  he  did  not  round  the  mark- 
boat  in  Swanage  Bay  he  made  up  for  that  omission  by 
his  coast-hugging  course  west  of  Bournemouth — -with 
clock-like  regularity  at  just  upon  130  miles  per  hour, 
and  that  Capt.  Hammersley,  on  the  left-out  Avro,  had 
the  speed  of  Janello  by  not  less  than  20  miles  per  hour 
on  his  time  for  the  exhibition  laps  which  he  flew. 

But  all  these  were  merely  aeroplane  performances. 
The  sea  at  Bournemouth  on  the  day  of  the  race  would 
not  have  sunk  an  eggshell — and  the  beach  there  is  as 
nearly  perfect  for  beaching  seaplanes  as  any  that  can 
be  found  in  Britain. 

Yet  of  seven  machines  built  by  three  great  nations 
for  a  seaplane  race,  only  three,  and  one  not  a  com- 
petitor, survived  the  day  with  unpunctured  floats,  and 
of  those  three  one  only  actually  passed  the  landing  and 
getting-off  tests  imposed  by  the  rules  of  the  race. 

There  is  in  this  country  a  certain  number  of  people 
who  have  had  some  experience  of  seaplanes  in  practice, 
and  who  do  know  that  a  seaplane  which  has  to  alight 
at  80  miles  per  hour  needs  something  rather  extra- 
ordinary in  the  way  of  float  bottoms  if  she  is  to  alight 
undamaged  with  fair  certainty  even  on  a  sea  like  a 
millpond,  but  most  of  them  have  been  driven  out  of 
the  industry,  and. none  of  them  appear  to  have  had  any 
say  in  the  arrangement  of  the  contest. 

Thus  it  happens  that  writer  four  and  a  half  years  of 
war  use  of  seaplanes  the  International  Seaplane  Race 
produced  mainly  a  number  of  high-speed  land  machines 
on  floats,  and  Britain — which  should  be  the  home  of  the 
seaplane — made  as  sorry  a  show  as  any  competitor. 


The  Curtiss  H.1C.    A  big  American  twin  engined  boat  which  has  many  resemblances  to,  and  a  common  ancestry  with,. 

the  British  F.  boats. 


KINDLY   MENTION    "THE    AEROPLANE  "  WHEN 


CORRESPONDING    WITH  ADVERTISERS. 


IO/0 


(Supplement  to  The  Aeroplane.) 


Aeronautical  Engineering 


September  17,  1919 


THE   TRANSATLANTIC  FLIGHT 

"  VICKERS  -  vimy  ROLLS 


99 


The  irst  direct  Flight  from  Newfoundland  to  Ireland  1,900  mi  es)  was  accomplished 
by    this    Aeroplane   in   15  hrs    57  m'ns.  4  tons    of    Petrol   and  Oil  were  used. 


Aviation  Department, 
Imperial  Court,  Basil  Street, 
KNIGHTS  RIDGE,  S.W.3. 


Te'egraphic  Address  : 
Vickerfjta,  Knights,  London. 
Telephone  : 
Kensington  6520  (4  ines). 


t=\\  _ 

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September  17,  1919 


Aeronautical  Engineering  (Supplement to  XHE  ■ABUmM)  1°71 


MODERN    BRITISH  AEROPLANES. 

XV.— FredericK  Sage  «S  Co.,  Ltd. 


The  aircraft  branch  of  Frederick  Sage  and  Co.,  Ltd.,  the 
well-known  firm  of  shop  fitters  and  furnishers  was  begun  at 
the  request  of  the  Admiralty  early  in  1015,  and  for  a  time 
machines  of  outside  design  were  constructed. 

In  Sept.,  1915,  Mr.  E.  C.  Gordon  England  joined  the  firm 
as  pilot  and  consultant,  and  a  few  months  later  he  was  put  in 
charge  of  the  aeronautical  department  of  the  firm.  In  Jan., 
1916,  Mr.  Clifford  W.  Tinson  was  peimitted  by  the  Director 
of  Air  Services  to  le-ive  the  Air  Department  of  the  Admiralty 
and  join  the  firm  as  designer. 

From  that  time  Messrs.  Sage  have  produced  a  number  of 
machines  of  their  own  design,  besides  turning  out  in  quantity 
sundry  types  of  independent  design,  together  with  large 
quantities  of  spare  parts. 

An  airship  section  was  also  formed  shortly  before  the  aero- 
plane department  and  built  large  number?  of  cars  for  non- 
rigid  airships. 

THE  SAGE  II. 

Sage  I  was  an  experiment  which  was  not  finished. 

The  Sage  II  was  designed  as  a  two-seater  fightinc  scout, 
at  a  time  when  the  synchronised  gun  was  an  experiment. 

The  pilot  was  seated  in  front  and  the  gunner  by  standing 
up  behind  the  pilot  could  fire  a  Lewis  gun  through  a  hole  in 
the  top  plane. 

Both  pilot  and  gunner  were  enclosed  in  a  streamline  fair- 
ing extending  upwards  from  the  cockpit  to  the  top  plane. 

Further  developments  of  this  machine  were  not  proceeded 
with  as  the  Constantinescu  synchronised  gun  gear  made 
the  type  unnecessary. 

Specification 

Type  of  machine   Two-seater  tractor  biplane 

Name  or  type  number  of  machine   Sage  2 

Purpose  for  which  intended   Fighting  scout 

Span     22  ft.  23  in. 

Gap,  maximum  and  minimum  5  ft.  6  in. 

Overall  length  21  ft.  if  in. 

Chord   ...top,  5  ft  ;  bottom,  2  ft.  8  in. 

Total  surface  of  wings   168  sq.  ft. 

Total  area  of  tail   .   20  sq.  ft. 

Area  of  elevators   .14.5  sq.  ft. 

Area  of  rudder     9  sq.  ft. 

Area  of  ailerons  25  sq.  ft. 

Engine  type  and  h.p  100  h.p.  Gnome 

Weight  of  machine  empty   946  lb. 

Load  per  sq.  ft  9.2  lb. 

Weight  per  h.p  15.46  lb. 

Tank  capacity  in  gall  petrol,  27J  gall.;  oil,  8  gall. 

Performance— 

Speed  low  down   112  m.p.h. 

Speed  at  10,000  ft  109.75  m.p.h. 

Landing  speed  55  m.p.h. 

Climb- 
To  10,000  ft.  in  min   14.75  niin. 

Total  weight  of  machine  loaded   :  1,546  lb. 


THE  SAGE  III 

The  Sage  III  was  designed  at  the  request  of  the  Admiralty 
as  a  two-seater,  dual-control,  primary  ttaining  land  machine, 
the  principal  requirements  being  ease  of  handling,  slow- 
landing  speed,  and  good  visibility. 

A  large  order  for  this  machine  was  given,  but  was  can- 
celled in  order  to  allow  the  firm  to  concentrate  on  the  pro- 
duction of  fighting  seaplanes. 

Specification 

Type  of  machine   ,  Tractor  biplanes 

Name  or  type  number  of  engine   Sage  3a  and  3b 

Purpose  for  which  intended  Training 

Span   34  ft.  6  in. 

Gap,  maximum  and  minimum   5  ft. 

Overall  length   32  ft.  10  in. 

Chord   4  ft.  9  in. 

Total  surface  of  wings  ,-"330  sq.  ft. 

'total  area  of  tail  26  sq.  ft. 

Area  of  elevators   24  sq.  ft. 

Area  of  rudder   .10  sq.  ft. 

Area  of  fin   4  sq.  ft. 

Area  of  ailerons   72  sq.  ft. 

Engine  type  and  h.p  75  h  p.  Rolls-Royce  "Hawk" 

Weight  of  machine  empty   ii3Q0  lb.  (3b) 

Load  per  sq.  ft  6.25  lb.  (3a),  6  lb.  (3b) 

Weight  per  h.p  23.9  lb.  (3a),  26.4  lb.  (3b) 

Tank  capacity  in  gall  petrol,  26  gall.;  oil,  4  gall. 

Performance — ■ 

Speed  low  down   72  m.p.h.  (3a),  76  m.p.h.  (3b) 

Landing  speed   39  m.p.h. 

Total  weight  of  machine  loaded  ...2,064  lb.  (3^,  1,980  lb.  (3b) 

THE  SAGE  IV  SEAPLANES. 

The  Sage  IV  Seaplane— -produced  in  July,  1917 — was  very 
similar  to  the  Sage  III  type,  with  a  float  undercarriage  in- 
stead of  wheels. 

The  machine  was  a  two-seater,  intended  for  wireless  patrol 
work  at  sea,  with  a  140  h.p.  Hispano-Suiza  and  in  the  hands 
of  the  late  Capt.  Gordon  Bell,  put  up  an  excellent  perform- 
ance on  test. 

Subsequent  types  were  altered  to  take  the  200  h.p.  His- 
pano-Suiza engine  and  fitted  with,  dull  -control.  The  train- 
ing machines  thus  derived  were  called  Sage  IVb  and  Sage 
IVc,  the  former  having  fixed  planes,  and  the  latter  folding 
planes. 

These  machines  were  extremely  maniable,  and  just  before 
the  signing  of  the  Armistice,  the  Sage  IVc  was  used  for  a 
course  of  intensified  training  at  seaplane  training  stations. 

THE  SAGE  TYPE  lVa. 

Specification. 

Type  of  machine   Tractor  float  seaplane 

Name  or  type  number  of  machine   Sage  4a 

Purpose  for  which  intended   Training 


The  Sage  II  Fighter,  with  enclosed  cockpit  and  gun  hole  in  the  roof  (100  h.p.  Gnome  engine). 


io; 


^\ippit  mtnt  u  The  -vekoplane 


,  Aeronautical  Engineering 


September  17,  1919 


m. 
ft. 

in. 
in 
it. 
ft. 
ft. 


The  Sage  III  Training  Machine 

Span  34  ft.  6  ' 

Gap,  maximum  and  minimum   •-•  5 

Overall  length  32  ft.  6 

Chord   «  ■  ■  ".....".4  ft. "9 

lotal  surface  of  wings  •••33°  sq. 

Total  area  of  tail   -  26  sq 

Area  of  elevators    24  sq 

Area  of  rudder  -.  10  sq.  ft. 

Area  of  fin   i  4  sq.  ft. 

Area  of  ailerons   72  sq.  ft. 

Engine  type  and  h.p   no  h.p.  Hispano-Suiza 

Load  per  sq.  ft  S.06  lb. 

Weight  per  h.p  16  lb. 

Tank  capacity  in  gall  petrol.  48  gall.;  <>i',  6  gall. 

Performance — 

Speed  low  down    '■   -  S3. 5  m.p.h. 

Speed  at  10,000  ft  "  79  m.p.h. 

Landing  speed    45  ni.p.h. 

Climb- 
To  10,000  ft.  in  min   ■■  32  mm. 

Total  weight  of  machine  loaded  2,662  lb. 

THE  SAGE  IVb  SEAPLANE 
Specification. 

Type  of  machine   Tractor  float  seaplane 

Name  or  tvpe  number  of  machine   Sage  4b 

Purpose  for  which  intended  Training 


(RollsRoyce  "  Hawk  "  75  h  p.). 

Span  '.  ........  ..:.r...,34 'f££,6  in.' 

Gap,  maximum  and  minimum  5  ft.  3  in. 

.  Overall  length    . ....  >s. .... .  ..    .-34  ft 

Chord    -  4  ft.  9  in. 

Total  surface  of  wings  330  sq.  ft. 

Total  area  of  tail  r   26  sq.  ft. 

Area  of  elevators  ^24  sq.  ft. 

Area  of  rudder  9  sq.  ft. 

Area  of  'fin   '.  .'. 5 -sq.  'ft. 

Area  of  ailerons  "...  ..„..r.  -72  sq.-'ft. 

Engine  type  and  h.p   220  h.p.  Sunbeam 

Load  per  sq.  ft.  ."  S.2  lb. 

Weight  per  h.p   '.  :  13-54  lb- 
Tank  capacity  in  gall.  p^tiol,  35I  gall. ;  oil,  43  gall. 

Performance — 

Speed  low  down   r.    r  95.5  m.p.h. 

vSpeed  at  10,000  it    85.1  m.p.h. 

Landing  speed   '.  53  m.p.h. 

Climb — 

To  10,000  ft.  in  in  in:  ■ .   25  min.  - 

Total  weight  of  machine  loaded  2,709  lb. 

THE  SAGE  IVc  SEAPLANE. 

Spkcikication. 

'J  ype  of  machine   1  Tractor  float  seaplane 

Name  or  type  number  of  machine   Sage  4c 

Purpose  for  which  intended   Training 

Span  ,   .39  ft.  7!  in. 

Gap,  maximum  and  minimum   ...5  ft.  3  in. 

Overall  length   37  ft    6  in. 

Chord  .!'  .5  ft.  4  Hi. 

Total  surface  of  wings   386  sq.  ft 

Total  area  of  tail   ._.   .....'....24.4  sq.  ft. 

Area  of  elevators   21.2  sq.  ft, 

Area  of  rudder  •'•  <  8  sq.  tt. 


The  Sage  IVc   Seaplane  (Hispano  Suiza  200  h.p.) 


September  17,  1919 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplane.) 


1073 


mm  1 


AUNDERS 


ft  ;  t-s 


pi  ^ 


Designers  and  Constructors  of  MILITARY  and 
COMMERCIAL  AEROPLANES,  and  NAVAL 
and  COMMERCIAL  SEAPLANES  and 
FLYING  BOATS. 

Sole  Manufacturers  of  the  famous  Sewn  "CON- 
SUTA"  PLYWOOD,  the  lightest  and  strongest 
material  yet  evolved  for  Aircraft  construction. 

<iAs\  us  to  quote  for  your  requirements. 

S.  E.  SAUNDERS,  Ltd., 

EAST  COWES,  I.O.W. 


1  \XS-£..M 


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I074      (Supplement  to  The  Aeroplane.)   AerOnaUtlCal  Engineering 


September  17,  1919 


Area  of  fin  5^  sq.  ft. 

Area  of  ailerons   84  sq.  ft. 

Engine  type  and  h.p   200  h.p.  Hispano-Suiza 

Weight  of  machine  empty  2,100  lb. 

Load  per  sq.  ft.   7.34  lb. 

Weight  per  h.p  14.16  lb. 

Tank  capacity  in  gall  petrol,  354  gall. ;  oil,  4!  gall. 

Performance — 

Speed  low  down  07.2  m.p.h. 

Speed  at  10,000  ft  93.7  m.p.h. 

Landing  speed  45  m.p.h. 


Climb- 
To  5,000  ft.  in  min  8  min. 

To  10,000  ft.  in  min  21.44  min. 

Total  weight  of  machine  leaded   ....2,875  lb. 

Fredk.  Sage,  Ltd.,  do  not  propose  to  abandon  theii  Air- 
craft Department  on  the  cessation  of  hostilities,  but  intend 
to  play  a  part  in  the  development  of  civil  aviation  in  the 
future. 

To  that  end  they  are  prepared  with  a  series  of  designs  for 
post-war  types,  ranging  from  a  single-seater  sporting"  mode} 
of  45  h.p.  up  to  a  big  1,200  h.p.  24-seater  seaplane  for  long- 
distance work,  and  are,  doubtless,  prepared  to  undertake 
the  design  of  special  types  for  particular  purposes. 


SOME  GERMAN  TRIPLANES. 


It  is  fairly  well  known  that  the  Sop- 
with  Triplane  during  1917  produced  a 
very  considerable  moral  effect  upon  the 
German  Air  Service — in  addition  to  the 
very  substantial  material  losses  which 
it  inflicted. 

It  is  also  fairly  well  known  that  it 
produced  by  way  of  reply  the  Fokker 
triplane. 

The  three  experimental  triplanes 
shown  on  this  page  never  reached  any 
of  the  fighting  fronts  so  far  as  can  be 
discovered,  but  they  serve  to  show  how 
thorough  and  painstaking  an  experi- 
mentalist the  German  is. 

Of  the  machines  illustrated  the  little 
Sablatnig  seaplane  shows  the  most 
obvious  signs  of  Sopwith  influence— it 
is  in  fact  a  Sopwith  triplane  fitted  with, 
a  stationary  engine  and  has  long  floats 
without  a  tail  float. 

The  second  picture  is  a  product  of  the 
Schiitte-Lanz  firm,  and  the  last  of  the 


Sablatnig   Tri  Seaplane. 


The  Schiitte=Lanz  Triplane. 


illustrations  shows  a  machine  produced 
by  the  Naglo  Werke — actually  a  hybrid 
quadruplane. 

Both  show  the  curious  Geiman  han- 
kering after  novel  and  rather  compli- 
cated structural  work  in  their  strut  ar- 
rangements. 

In  addition  to  the  machines  illus- 
trated, small  single-seater  fighting  tri- 
plaues  of  Poland  and  Ffalz  design  were 
produced  at  about  the  same  time. 

Of  these  the  Pfalz  was  fitted  with  a 
rotary  engine — probably  the  Siemens- 
built  11-cylinder  of  200  h.p.  and  the 
Roland~with  a  6-cylinder  vertical — ap- 
parently a  Mercedes. 

Both  the  Pfalz  and  the  Roland  tri- 
planes  have  an  upper  wing  of  consider- 


ably greater  chord  than  the  two  lower 
wings,  though  all  three  wings  are  in 
both  cases  of  neatly  equal  span. 

The  Pfalz  strutting  arrangement  to 
meet  these  conditions  is  in  the  form  of 
a  Y — one  single  strut  connecting  the 
lowest  and  centre  planes  and  a  Nieuport 
type  V  above  connecting  the  top  and 
centre  planes. 

In  addition  to  single-seater  machines, 
quire  a  number  of  larger  machines  have 
been  built  on  triplane  lines.  Both  the 
Gotha  and  the  Freidtichshafen  con- 
cerns have  produced  large  twin-engined 
triplanes,  and  recently  the  Hannover 
Wagen  Fabrik  have  turned  out  a  three- 
seater  limousine  triplane  which  is  pos- 
sibly a  converted  war  machine. 


The  Naglo  Quadruplane. 


September  17,  1919 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplane 


,  1075 


"The  Continent"  !  Whatvisions  that  magic  word 
conjures  up.  And  how  strangely  it  brings  into 
focus  that  little  strip  of  salted  wilderness  we  call 
the  "Channel."  To  most  folk  the  crossing  of 
that  strip  is  the  one  fly  in  the  Continental  oint- 
ment. Few  indeed  are  those  who  do  not  approach 
it  with  apprehension— and  vivid  recollection  ! 

But  such  troubles  are  non  est  to  the  air  tourist. 
To  him,  the  crossing  means  twenty  minutes  of 
smooth  swift  flight.  And  then  what  splendid 
vistas  await  him.  The  fertile  valleys  of  France, 
the  sunny  grandeur  of  Italy,  the  snow-clad  peaks 
of  Switzerland  —  wondrous  visions  from  the 
point  of  view  of  the  joy-hunting  bird-man. 

He  is,  as  it  were,  in  a  little  world  apart ;  far  from 
the  troubles  that  beset  the  earth-t.ed  tourist. 

Illustrated  above  is  the  Nieuport  "  Nighthawk  " 
sporting  machine. 


Te'ephr  ne — 
VVill-sde  i  2455 
13  lines.. 


CR1CKLEWCOD, 
LONDON,  N.W.2. 


Telegrams— 
Nieuscout, 
Crickle, 
Londcm. 


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1076 


(Supplement  to  The  Aeroplane.) 


Aeronautical  Engineering 


September  17,  1919 


THE   AUSTIN  "  WHIPPET." 


The  Austin  Motor  Co.,  Ltd.,  of  North- 
field,  Birmingham,  have,  during  the 
late  war,  produced  la-ge  numbers  of 
aircraft  and  aero  engines  of  standard 
design,  and  also  some  machines  of  their 
own  design  for  war  purposes,  which 
have  performed  well. 

Since  the  Armistice  they  have 
brought  out  a  small  biplane,  known  as 
the  "Whippet,"  which  is  intended 
purely  as  a  sporting  machine.  To  meet 
the  requirements  of  a  private  owner 
who  is  fortunate  enough  to  be  able  to 
run  ah  aeroplane,  the  "Whippet"  has 
been  very  carefully  designed  to  be 
simple  to  fly  and  also  to  keep  itself  in 
flying  order  and  to  be  housed  in  the 
smallest  space  possible. 

The  "Whippet"  is  a  small,  singl-- 
seater,  tractor  biplane,  with  a  wing 
span  of  2ii  ft.  and  an  overall  length  ol 
16  ft.  The  fuselage  and  undercarriage 
are  of  steel  construction,  and  in  place 
of  flying  wires  streamline  tubes  are 
used.  It  will  thus  be  seen  that  fre- 
quent re-rigging  is  unnecessary. 

For  storage  purposes  the  wings  are  made  to  fold  by  releas- 
ing four  locking  bolts,  bringing  the  span  down  to  9  ft. 

The  fuselage  is  made  in  two  pcrts,  the  join  being  just  in 
rear  of  the  pilot's  seat. 

The  main  planes  are  built  up  in  the  usual  fashion  with 
hollow  box-section  spars  and  steel  tube  compression  mem- 
bers, the  whole  wire-braced.  One  set  of  steel  tube  N  struts 
are  fitted  either  side  of  the  fuselage,  the  steel  "flying"  tubes 
being  fitted  to  the  top  of  the  interplane  struts  and  the  roots 
o(  the  lower  wing,  so  that  they  are  not  disconnected  when 
the  wings  are  folded.    Ailerons  are  fitted  to  both  upper  and 


The  Austin  "  Whippet  "  (45  h.p.  Anzani). 


lower  planes,  and  are  interconnected  by  a  steel  strut.  In  the 
scale  drawings  a  40  h.p.  A. B.C.  "Gnat"  engine  is  shown,  but 
a  six-cylinder  45  h.p.  Anzani  engine  has  been  installed  in  the 
actual  machine.  The  Anzani  engine  is  overhung  on  the  front 
of  the  fuselage  and  has  a  rubber  shock-absorbing  device  fitted 
between  the  engine  bearer  and  the  fuselage. 

The  tail  unit  has  fin  area  both  above  and  below  the  fuse- 
lage. The  tail  skid  is  of  the  swivelling  type,  and  is  sprung 
by  a  spring  inside  a  telescopic  tube. 

The  machine  has  flown  its  tests  successfully,  and  gave  a 
speed  range  of  85 — 30  m.p.h.,  together  with  a  climb  of  5,000 
ft.  in  8  min.  an3  10,000  ft.  in  18  min. 


7,  <9'9  Aeronautical  Engineering  ,Suppfc„„,toI„«ROm«,  1077 


"  IT  'S  A  WALK  OVER  ! " 

That's  the  only  .way  to  describe  t be  superiority  of 


The  Landing  in  Norfork  of  the  i?.34,  on  Sunday,  July  \Zth,  1919. 


THE   OUTER   COVER   PROOFED  WITH 


EMAILLIT 


AIRSHIP  DOPING  SCHEME  "P" 


THE   1st   DOPE  TO 
TWICE  CROSS   THE  ATLANTIC! 

East  Fortune    Long  Island,  U.S.A.    Pulham. 


THE  BRITISH  EMAILLITE  CO.,  LTD., 

Doping  Scheme  Specialists, 
5,    HYTHE    ROAD,    WILLESDEN,    N.W.  10. 

Wire:    "Rldleypren,  London."  'Phone:    Willesden  2346  &  2347. 


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(Supplement  to  The  Aeroplane.) 


Aeronautical  Engineering 


September  17,  19 19 


c^Se    SALVUS  Provides 

the  certainty  of  escape  for 

AVIATORS 

IN  CASE  OF  FIRE 

OR  OTHER  MISHAPS 


FIRST  IN  1835 

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EVERY  DESCRIPTION 

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theSaLVUS 


write  C.G.SPENCER  &.SONS.L1? 


<S6*HIGHBURY  GROVE ,  LONDON, N  5 


Phone.  1893. DALSTON. 


Telegrams  Aeronaut  London 


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September  i7,  i9i9  Aeronautical  Engineering  (Supplement  to  THE  I0/9 


Transport 


by 


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ENGLISH  ELECTRIC  COMPANY 

ARE  THE 

LARGEST  FLYING 
BOAT  PRODUCERS. 


Aircraft  Branch  :-   PHOENIX  WORKS,  BRADFORD. 

Telephone  :    BRADFORD  3700.  Telegrams  :     DYNAMO,  BRADFORD. 

HOLBORN  830.  ENELECTICO,    WESTCENT,  LONDON. 

London    Offices  :  QUEEN'S     HOUSE,     KINGSWAY,    W.C.  2. 


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1080    (supplement  to  the  aeroplane  )  Aeronautical  Engineering 


September  17,  191 9 


CELLON 


%<  mm* 


AMSTERDAM  EXHIBITION 


FULL   PARTICULARS   OF  CELLON 

from    oup  agents 

Messrs.  R.  S.  STOKVIS  &  ZONEN,  Ltd, 
Stands  452,  454,   456  &  458. 


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(Supplement  to  The  Aeroplane.) 


I08l 


SUNBEAM-OOATAIEN 

AIRCRAFT  ENGINES 

The  above  reproduction  of  a  post-card 
shows  what  the  chief  engineer  of  R.34 
thinks  of  Sunbeam-Coatalen  Aircraft 
Engines.  In  his  message  he  voices  the 
general  opinion  upon  the  engines  which 
made  R.34's  double  flight  across  the 
Atlantic  possible. 

SUNBEAM  MOTOR  CAR  CO.,  LTD., 
WOLVERHAMPTON. 

CONTRACTORS  TO  WAR  OFFICE, 
ADMIRALTY    &>   AIR  MINISTRY. 


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fo82    (Supplement  to  thb  ABHOPiuNE.)  Aeronautical  Engineering  September  17,  1919 


is  assured  if  you 
use  Naylor's 
Superfine  Products. 


Write  for  Booklet  describing 
Specialities  for  AERO  WORK. 

Our  qualities  include  : 

AIRSCREW  VARNISHES 

(Particulars  of  scheme  approved  by  A.I.D.,  free  on  request.) 

Dope=resisting  White  Paints 
and  Varnishes, 

Seaplane  Varnishes,  Etc.,  Etc, 

And  a  variety  of  other  approved  Finishes. 
Samples  sent  with  pleasure. 


NAYLOR  BROTHERS 

(LONDON)  LTD. 

Manufacturers  of  Superfine  Yarnishes, 
Paints,  Enamels  and  Distempers, 

Office*: 

SOUTHALL,  MIDDLESEX. 


Telephone  No.  30  SOUTHALL. 


Contractors  to  all  Government  Departments. 


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(Supplement  to  The  Aeroplane.)  Aeronautical  Engineering 


September  17,  1919 


Of 


ammiiiiiiiiiiiiiiiiiin 


EE  Accumulators— 

=  The  Chloride  Electrical  Storage  Co.,  Ltd., 

—  Clifton  Junction,  near  Manchester. 
=:  "Chloridic,  Pendlebury."    Central  Mari- 

—  Chester,  1638.  Pendleton,  II. 

=  Acetylene  Weldir.g  Plant- 
si  Acetylene    Corporation    of    Great  Britain, 
~  Ltd.,  The,  49,   Victoria    Street,  West- 

—  minster,  S.W.i.  "Flaruma,  Vic, 
~  London  "                                  Vic  48.10. 

—  Imperial  Light,  Ltd.,  123,  Victoria  Street, 

—  Lo-jcion,  S.W.r.  "Edibrac,  'Phone. 
~  Loudon."              Victoria  3540  (3  lines).' 

EE  Aeroplane  Manufacturers— 

—  Aircraft  Manufacturing  Co.,  Ltd.,  Hendon. 

—  "Airmanship,  Hyde,  London." 

S  Kingsbury  220. 

—  Armstrong,  Sir  W.,  Whitworth  &  Co.,  Ltd., 

—  Newcastle-on-Tyne.     "Armstrong  Avia- 

—  tion,  Newcastle-on-Tyne."  Gosforth  .500. 
~  Blackburn    Aeroplane   &   Motor  Co.,  Ltd., 

—  Olympia,  Leeds.     "Propellors,  Leeds." 

—  Kouudhay  345  (3  lines). 
~  Boulton  &  Paul,  Ltd.,  Kose  Lane,  Norwich. 

—  "Aviation,  Norwich."  Norwich  851. 

—  British  Aerial  Transport  Co.,   Ltd.,  Head 

—  Office  :    38,    Conduit    Street,  London, 

—  W.i.  "Bat;gram  Keg.  London." 

—  Mayfair  637,  6;8. 

—  Works  ■   Hythe   Road,  Willesden,  Lon- 

—  don,  N  W.io.  "Aerbrirans,  Phone, 
ZZ  London."                Willesden  2272,  2273. 

—  British    &    Colonial    Aeroplane    Co.,  Ltd. 

—  (The  Bristol  Co.),  Filton,  Bristol. 
~  ,   "Aviation,  Bristol."              Bristol  3906. 

—  Central  Aircraft  Co.,  High  Road,  Kilburn, 
~  N.W.6.    "Aviduction,  Phone,  London." 

—  Hampstead  4403  and  4424. 

—  Eastbourne  Aviation  Co.,  Ltd.,  Eastbourne. 

—  "Aircraft,  Eastbourne." 

—  Eastbourne  1776. 

—  Gosport  Aircraft  Co.,  Gosport  "Flight, 
' —  Gosport."                            Gosport  217. 

—  Grahamt-White    Company,    Ltd.,  London 

—  Aerodrome,  Hendon.  "Volplane.  Hyde, 
SZ  Loudon."  Kingsbury  120. 
=  London     Office,     12,     Regent  Street, 

—  S.W.i.  Regent  2084. 

—  Handlev  Page,  Ltd.,  110,  Cricklewood 
=  Lane,     N.W.2.      "Hydrophid,  Crickle, 

—  London."  Hampstead  7420. 
ZZ  Hooper  &  Co.,  Ltd.,  54,  St.  James  Street, 

—  Piccadilly,    London,   S.W.  "Sociable, 

—  St.  James.  London."  Regent  912. 

—  Mann,    Egerton    &    Co.,   Ltd.,  Norwich. 

—  "Motors,  Norwich." 

~  Norwich  482  (4  lines). 

—  Martinsyde,     Ltd.,     Brooklands.  Byfleet, 

—  "Martinsyde,  Weybridge." 

—  ,  Wokmg  331;  Byfleet  171. 

—  "Nieuoort"     &     General     Aircraft  Co., 

—  Cricklewood,   London,    N.W.2.  "Nieu- 

—  sco.it,  Crickle,  London." 

—  Willesden  2455. 
Phccnix  Dynamo  Manufacturing  Co.,  Ltd. 

—  Thornbury,       Bradford  "Dynamo, 

—  Bradford."  Bradford  3700  (4  lines). 

—  Roe,    A.    V.,    &    Co.,    Ltd.,"  Manchester 

—  "Triplane  Manchester." 

—  City  8530-8551,  Manchester. 
=  Saunders,  S.  E.,  Ltd.,  East  Cowes,  LO  W. 

—  "Consuta,  East  Cowes."        Cowes  195. 

—  Short  Bros.,  Rochester,  Eastchureh  and 
j=  Whitehall  House,  S.W.  "Tested.  Phone, 

—  ,  London."                            Regent  378. 

—  The  Siddeley  Deasy  Motor  Car  Co.,  Ltd., 

—  •  Coventry.          Coventry   954.     "  Deasy, 

—  Coventry  " 

~  Sopwith   Aviation  Co..  Ltd.,  Kingston-on- 

—  Thames.    "Sopwith,  Kingston." 

—  Kingston  igi-'S  (8  lines). 
The    Supermarine    Aviation   Works,  Ltd., 

—  Southampton.  "Snpcrmarin." 

—  Woolston  57  (2  lines). 
~  Vickers,  Ltd.,  Imperial  Court,  Basil  Street. 

—  Knightsbridgc,     S.W. 3.  "Vickerfyta, 

—  Knights,  London."  Kensington  68to, 
HI  Waring    &    Gillow,    Ltd.,    Hammersmith , 

—  "Warisen,  Ox,  London."  MHiseum  5000. 
' —  Westland  Aircraft,  Yeovil.    "Aircraft,  Yeo- 

—  vil."  Yeovil  129. 

—  White.  J.  Samuel.  &  Co.,  Ltd.,  East  Cowes. 

—  "White,   East   Cowes."  Cowes  5. 

j=  Airships— 

—  Airships,  Ltd.,  High  Street.  Merton. 

~  Wimbledon  1314. 

—  Short   Bros.,    Rochester.   Eastchureh,  and 

—  Whitehall  House,  S.W.  "Tested, 
~  Phone,  London  "  Regent  578. 
=  C.  G.  Spencer  &  Sons,  Ltd. 

=1  (See  under  "Balloons,") 

=      Aluminium  Castings  (Sand  and 

=  Die)— 

—  Coan,  R.  W.,  210,  Goswell  Road,  London, 

—  E.C.i.     "Krankases.  Isling,  London." 

—  City  5846. 


UBq  •  Meroplane  • 


Balloons— 

C.  G.  Spencer  &  Sons,  Ltd.,  50A,  Highbury 
Grove,  N.5.    "Aeronaut,  London." 

Dalston  1893. 

Bent  Timber  Parts— 

Hopton  &  Sons,  George  Street,  Euston 
Square,  London,  N.W.i.  "Hoptons, 
Eusquare,  London."  Museum  496. 

Also  at  Market  Harborough,  Leices- 
tershire. "Hoptons,  Market  Har- 
borough."        Market  Ilar.borough  13. 

Bearings     (Etonia     Cast  Phosphor 
Bronze) — 
Brown  Bros.,  Ltd.,  Gt.  Eastern  St.,  E.C.i. 
Yorkshire     Engineering     Supplies,  Ltd., 
Wortley,  Leeds.    "Yes,  Leeds  " 

Central  3927. 

Blowpipes  (Oxy-AcetvTene) — 

Acetyleue  Corporation  of  Great  Britain, 
Ltd.,  The,  49,  Victoria  Street,  Westmin- 
ster, S.W.i.     "Flamma,  Vic,  London." 

Vic.  4830. 

imperial  Light,  Ltd.,  123,  Victoria  Street, 
London,    S.W.i.  "Edibrac,  Phone, 

London."  Vic.  3540  (3  lines). 

Bolts— 

Mitchell  Wedgewood  &  Co  ,  Campbell 
Works,  Stoke  Newingtoi;,  London, 
N.16.  Dalston  2500  (2  lines). 

Books  (Aero  Engines) — 

Dykes'  Auto  Encyclopedia,  Gillam,  149, 
Strand,  W.2. 

Buildings— 

Boulton  &  Paul,  Ltd.,  Rose  Lane,  Norwich. 

"Aviation,  Norwich."  Norwich  851. 
Rubcry    Owen    &     Co.,    Darlaston,  South 

Staffs. 

Cable    Coverings    and  Cable 
Controls— 

The  Bowden  Brake  Co.,  Ltd.,  Tyseley,  Bir- 
mingham.    "Bowden,  Acock's  Green." 

Aeock's  Green  io-,  &  104. 
Bowden    Wire,    Ltd.,   Willesden  Junction, 
"Bowirelim,  Harles.  London." 

Willesden  2400  (3  lines). 
Herbert   Terry    tl    Sons,    Ltd.,  Redditch. 
"Springs,  Redditch  '•  Redditch  61. 

Carburetters— 

Hobson.  H.  M.,  Ltd.,  29,  Vauxhall  Bridge 
Road,   S.W.2.  Victoria  4670 

Rene  Tampier,  Bloctube  Carburetter 
Works,     Danemere     Street,  Putney, 

S.W.15. 

Casein— 

Nieivwhof,  Surie  81  Co.,  Ltd,  5,  Lloyds 
".venue,  London,  E  C.3.  "Suricodon, 
Fen,  London."  Avenue  34  and  35. 

ClOthing- 
Burberry's,  Ltd.,  Haymarket.  S  W  1 

Regent  2165. 

Dunhill's,  Ltd.,  Euston  Road,  N  W.i. 
"Duusend,  London  "  North  340C-6. 


Component  Parts- 


Accles  &  Pollock,  Ltd  ,  Oldbury  Birming- 
ham.   "Accles,  Oldbury." 

Oldbury  11 1  (4  lines) 
Brown  Bros.,  Ltd.,  Gt.  Eastern  St.,  E.C.i. 
Central  Aircraft  Co.,  High  Road.  Kilburn, 
N.W.6.    "A'dduction,  Phone,  London." 

Hampstead  4403  &  4404. 
Thompson   Bros.    (Bilston),   Ltd.,  Bradley, 
Bilston,    England.     "Thompson  Bros., 
Bilston  "  Bilston  10. 

Cords,  Tapes,  and  Threads— 

MacLennan,  J.,  &  Co.,  50,  Newgate  Street, 
E.C.i.    And  at  Glasgow         City  3115. 

Dopes— 

Titanine,  Ltd.,  175,  Piccadilly,  W.i. 
"Tetrafree,  Piccy,  London." 

Gerrard  2312. 

British  Cellulose  Co.,  S,  Waterloo  Place, 
S.W.i.    "Cellutate,  Loudon." 

Regent  4046. 

The  British  Emaillite  Co.,  Ltd  ,  30,  Regent 
Street,  SW.i.  "Ridleypren,  Piccy, 
London."  Gerrard  280. 

Cellon,  Ltd.,  22,  Cork  Street,  London,  W.i. 
"Ajavvb,  Reg,  London."     Gerrard  440. 

Robt.  Ingham  Clark  &  Co.,  Ltd.,  West 
Ham  Abbey,  E.15.  "Oleotine,  Strat, 
Loudon."  East  955- 


Engines  and  Parts— 

Allen,  W.  H.,  &  Co.,  Ltd.,  Bedford.  "Pump 
Bedford."  Bedford  No.  1. 

Arrol  Johnston,  Ltd,  Dumfries.  "Mocar, 
Dumfries."  Dumfries  281-282. 

Beardmore  Aero  Eng.,  Ltd.,  112,  Great 
Portland  Street,  W.i.  "Beardmore, 
London."  Gerrard  238. 

The  Cosmos  Engineering  Co.,  Ltd.,  Fish- 
ponds, Bristol. 

Dudbridge  Iron  Works,  Ltd.  (Salmsonl,  87, 
Victoria  Street,  London,  S.W.i.  "Aero- 
flight,  Vic,  London."  Vic  7026. 

Gordon  Watney  &  Co.,  Ltd.,  Weybridge. 
"Mercedes,  Weybridge." 

Weybridge  550  (7  lines). 

Green  Engine  Co.,  Ltd.,  Twickenham. 

Richmond  1203. 

Gwynnes,  Ltd,  Hammersmilh,  W. 
"Gwynne,  Hammersmith." 

Hammersmith  1910. 

Napier  &  Son,  D.,  Ltd.,  14,  New  Burling- 
ton Street,  London,  W.,  and  at  Acton, 
W.    "Nitrifier,  London."    Gerrard  8926. 

Rolls-Royce,  Ltd.,  14  and  15,  Conduit  Street, 
W.i.    "Rolhead,  London." 

Gerrard  1654-C-6: 

The  Siddeley-Deasy  Motor  Car  Co.,  Ltd., 
Coventry.    "Deasy,  Coventry." 

Coventry  9^4. 

Sunbeam  Motor  Car  Co.,  Ltd  ,  Wolverhamp- 
ton    "Moorfield.  'Wolverhampton  " 

Wolverhampton  9S5. 
The  Gnome  &  L~  Rhone  Engine  Co.,  Ltd., 
27,  Buckingham  Gate,  SYV.i.  "Eleven- 
fold, London." 

Walthamstow  811  (2  littes). 
Walton   Motors,    Ltd.,  Walton-on-Thames. 
"Motors,  Walton  on -Thames." 

Walton-on-Thames  220. 

Electrical  Accessories— 

Belling    ,&    Co  ,    Montague    Road,  Upper 
Edmonton,  N.18.  "Belling,  Edmonton  " 
Tottenham  1984. 
Brown  Bros.,  Ltd.,  Great  Eastern  St  ,  E  C  1. 
Gent     &     Co  ,     Ltd.,     Faraday  Works, 
Leicester.    "Lodestone,  Leicester  " 

National  151  (two  lines). 
Johnson  &  Phillips,  Ltd  ,   Charlton,  Lon- 
don, S.E  7      "Juno,  London." 

Central  2207;  London  Wall  1564. 

Electric  Cables— 

E.  Kalker  &  Co  .  Coventry  "Kailterj 
Coventry  "  Coventry  24X 

Johnson  &  Phillips.  Ltd  ,  Charlton,  Lon- 
don, S.E  7.    "Juno,  London  •' 

Central  2207:  London  Wall  1564. 

Electric  Lighting  and  Power— 

Johnson  &  Phillips,  Ltd..  Charlton,  Lon- 
don. S.E  7-    "Juno,  London  " 

Central  2207:  London  Wall  1564.' 

Mann,  Egerton  &  Co.  Ltd.,  117,  Cleve- 
land Street,  Loudon,  W  "Installing, 
Eusroad."  Museum  70  (4  lines).' 

Electro    Platers    and  Metal 
Polishers'  Engineers— 

W.  Canning  &  Co.,  133-137,  Great  Hampton 
-  -         Street,    Birmingham.     "Materials,  Bir- . 
mingham." 

Birmingham  3022  Central  (3  lines). 

Fireproof  Petrol  Tanks— 

The  Aircraft  Improvements  Co.,  M'orning- 
on  Works,  Arlington  Road,  Camden 
Town,  N.W  1 

Flare  Lights- 

Imperial  Light,  Ltd.,  123,  Victoria  Street, 
London,  S.W.i.  "Edibrac,  Phone, 
London  "  Victoria  3540  (3  lines).. 

Flexible  Shafts- 
Herbert   Terry   &   Sons,  Ltd.,  Redditch. 
"Springs,  Redditch."  Redditch  61. 

FlUXeS- 
Imperial  Light,  Ltd  ,  125.,  Victoria  Street, 
London,      S.W.i       "Ed:brac,  Phone, 
—  '  London."  Victoria  3540  (5  lines). 

The  Auto  Controller  Co  (Fluxite),  Vienna 
Road,  Bermondsey,  Eng. 

Flying  Boat  Builders— 

Gosport  Aircraft  Co.,  Gosport.  "Flight, 
Gosport."  Gosport  217. 

Galvanising— 

Boulton  8-  Paul,  Ltd.,  Rose  Lane,  Norwich. 
"Aviation,  Norwich."        Norwich  851. 

Gauges— 

J.  A.  Prestwich  &  Co.,  Northumberland 
Park,  Tottenham,  N.17. 


ll'l 


September  17,  1919 


Aeronautical  Engineering  (supplement  to  the  aeroplane.)  io85 


buyers'  •  Guide. 


Gears- 
Moss  Gear  Co.,  Ltd.,  Thomas  Street,  Aston, 
Birmingham.    "Mosgear,  Birmingham." 

East  407. 

Glue- 
Cannon,  B.,  &  Co.,  Ltd.,  Lincoln.  London 
Office:  110,  Cannon  Street,  EC. 4.  "Be- 
cecolin,  Cannon,  London  "  City  1206. 
Improved  Liquid  Glues  Co.,  Ltd.,  Gt.  Her- 
mitage Street.  E-  (Croid.)  "Excroiden, 
Phone,  London."  Avenue  4611-2. 

Mendine  Co.,  8,  Arthur  Street,  E.C. 

Bank  5873. 

GOggleS- 
Triplex  Safety  Glass  Co  ,  Ltd.,  1,  Albemarle 
Street,   Piccadilly,   W.i.  "Shatterlys, 
Piccy,  London."  Regent  1340. 

Heating  and  Ventilating— 

Chas.  P.  Kinnell  &  Co  .  Ltd  ,  6;  &  6=-A, 
Southwark  Street,  London,  S.E.i. 
"Kinnell,  London."    Hop  372  (2  Hues). 

The  Thames  Bank  (Black friars)  Iron  Co., 
Ltd.,  Upper  Ground  Street,  London, 
S  E  i.       "Hot  Water,  Friars,  London." 

Hop  76 .v 

Instruments- 
British  Wright  Co.,   Ltd  ,   33,  Chancery 
Lane,  W  C.2.  Holborn  130S. 

Instruments  (Scient:fic,  Altimeters, 
etc.)— 

Short  &  Mason,  Ltd.,  Maedonald  Road, 
Walthamstoy  ,  E17.  "Aneroid,  Phone 
London."  Walthamstow  180. 

Wheeler,  T.,  217,  Goswel!  Road,  E.C.i. 

Insurance«- 

Aviation   Insurance  Association,    1,  Royal 

Exchange  Avenue,  E  C  3 

London  Wall  QO14 
Bray,  Gibb    &   Co.,  Ltd.,    166,  Piccadilly, 

W  1. 

Harold  Townend,  Ltd  ,  13-14,  Abchurch 
Lane.  King  William  Street,  E  C  4 
"Carinsur,  London  '" 

Central  1  s6  (2  lines) 
Percy  Wingfitld,  22,  Newgate  Street,  EC  1. 

City  4672 

Leather  Cloth- 
New  Pegamoid,  Ltd.,  134,  Oueen  Victoria 
Street,    London        "Pegamoid.  Cent., 
London  ."  City  9704  (2  lines). 

Lubricating  Oil   Refiners  and 
Merchants  — 

W.  B  Dick  &  Co  .  Ltd.,  90,  Fenchurch 
Street,  E.C. 3     "Dicotto  Fen,  London." 

Avenue  7S54  (2  lines). 

Magneto  Driving  Pieces- 
Herbert  Terry   &    Sons,,  Ltd,  Redditch 
"Springs,  Redditch.  "  Redditch  61 

Magnetos— 

The  British  Lighting  ft  Ignition  Co.  Ltd., 
204,  Tottenham  Court  Road,  W.i 
"Vicksmag,  Phone,  London." 

Museum  430 

The  British  Thomson-Houston  Co.,  Ltd., 
Lower  Ford  Street,  Coventry  "As- 
ieroidal,  Coventry."  Coventry  278. 


Manufac- 


Metal  Casement 
turers— 

Henry  Hope  &  Sons,  Ltd.,  55,  Lionel  Street, 
Birmingham.  "Conservatory.  Birming- 
ham." Central  990  (2  lines). 

Metal  Manufacturers- 
Clifford,  Chas.,  ft  Sons,  Ltd.,  Birmingham. 
"Clifford,  Birmingham."    Central  42-43  : 
Avenue  1432. 

Metals  in  General— 

Samuel  Mercer  f.  Co.,  19S  Upper  Thames 
Street,  E.C. 4.  "Reconciled.  Cannon, 
London."  City  6342. 

Metal  Parts  and  Fittings— 

Accles  &  Pollock,  Ltd.,  Oldbury,  Birming- 
ham    "Accles,  Oldbury." 

Oldbury  11:  (4  lines). 

Arnott  &  Llarrison,  Ltd.,  Hythc  Road, 
Willesden  Junction.         Willesden  2207. 

Bayliss,  Jones,  ft  Bayliss,  Ltd.,  Wolver- 
hampton. (Bolts  &  Nuts.)  "Bayliss, 
Wolverhampton."   Wolverhampton  1041. 

Blackburn  Aeroplane  &  Motor  Co.,  Ltd., 
Olympia,  Leeds.      "Propellors,  Leeds." 

Roundhay  345  lines). 


Metal  Parts  and  Fittings  (continued) 

Brown  Bros.,  Ltd.,  Gt.  Eastern  St.,  E.C.I. 
Mann,  Egerton  &  Co.,  Ltd.,  177,  Cleveland 
Street,     London,     W.i.  "Installing, 
Eusroad,  London."  Museum  70. 

Ruberv  Owen  &  Co..  Darlaston,  South 
Staffs. 

Sankey,  Joseph,  &  Sons,  Ltd.,  Wellington, 
Shropshire.  "Sankey,  Wellington, 

Salop."  Wellington  66. 

The  Selsdon  Aero  &  Engineering  Co.,  Ltd., 
1,  Albemarle  Street,  Piccadilly,  W.i. 
''Selaero,  Phone,  London.''  Regent  1181. 

Thompson  Bros  .  Ltd.,  Bradley,  Bilston. 
"Thompson  Bros.,  Bilston  "    Bilston  10. 

Metric  Bolts— 

Cashmore  Bros.,  Hildreth  Street,  Balham, 
S.W  Battersea  415. 

Ruberv  Owen  ft  Co.,  Darlaston,  South 
Staffs 

Miscellaneous- 
Anderson,  D.,  ft  Son,  Ltd.  (Roofsl,  Belfast. 
"Anderson,  Belfast." 

Belfagf  4033-4034-4035. 
Brown   Bros.,    Ltd.,  Great   Eastern  Street, 

E.  C.i.  "Imbrcwned,  Bethroad,  London  " 

London  Wall  6-.00 
Herbert  FVood  Co.,  Ltd.,  Chapel-en-le-F^th. 
"P'rodobrakc,  Birmingham  " 

'    Centra.  f<>3. 

MacLennan,  J.,  Si  Co.,  30,  Newgate  Street, 

F.  C-i  .  and  at  Glasgow.  Tapes.  Cord-, 
and  Threads.  City  31 13 

Motor  Cars- 

Arrol  Johnston,  Ltd.,  Dumfrirs  "Mbcar, 
Dumfries."  Dumfris  281-282. 

Mann.  Egerton  &  Co.,  Ltd..  379-iSi.  Euston 
Poad,  London.  N.W.I.  "Manegecar, 
Eusroad,  London."  Museum  -0. 

Standard  Motor  Car  Co.,  Coventry.  "Fly- 
wheel, Coventry.' 

Ccventry  530  f4  lines) 

Nameplates  and  Labels— 

The  C1egg  Metal  Engraving  Co.,  Ltd  , 
Worthing.     "Clegg,  Worthing." 

Observation  Panels- 
Triplex  Safetv  Glass  Co.,  Ltd  .  1.  Albem.-"-1c 
Street,    Piccadilly,    W.i.  "Shatterlvs, 
Piccy,  London."  Regent  1,340 

Oils-  r  , 

C.  C.  Wakefield  &  Co.,  Ltd.,  Wakefield 
House.  Cheaoside,  E  C  2.  "Cheerv, 
Cent,  London"    Central  11305  &  1-, '66. 

Parachutes  - 

F  R  Calthrop's  Aerial  Patsnts.  Ltd., 
Fldon  Street  House,  Eldon  Street, 
London,  EC  ''Savcrnalivo,  Ave,  Lon- 
don." London  Walt  3266-3267. 

C.  G   Spencer  &  Sons,  Ltd. 
(See  under  "Ball  :ons.."J 

Piston  Rings— 

The  British  Piston  Ping  Co.,  Ltd  Hol- 
brook  Lane,  Coventry.  "Rings,  Coven- 
try "  Coventry  1211-5. 

The  Standard  Piston  Bfflir  and  Engineering 
Co  ,  Ltd.,  Don  RoaL  Sheffield  "Ocean, 
Sheffield."  Sheffield  2149. 

Presswork— 

Rubery  Owen  ft  Co..  Darlascnn,  South 
Staffs. 

Terrv.  Herbert,  &  Sons,  Ltd..  Redditoh. 
"Springs,  Redditch."  Redditch  61. 

Propellers— 

The  Aircraft  Improvements  Co..  Morning- 
ton  Works,  Arlington  Road,  Camden 
Town,  N.W.i 

Blackburn  Aeroplane  &  Motor  Co.,  Ltd., 
Olvmpia,  Leeds.      "Propellors,  Leeds." 

Roundhay  34s  (3  lines). 

Boulton  ft  Faul.  Ltd.,  Rose  Lane,  Norwich. 
"Aviation.  Norwich  "         Notwich  R31. 

Ebora  Propeller  Co.,  11  K  12,  Surbiton 
Park  Terrace,  Kingston-on-Thames. 
"Ebora,  Kingston  "  Kingston  6-2. 

Integral  Propeller  Co.,  Ltd.  "Aviprop, 
Hyde,  London." 

Hendon  Q  :  Kingsbury  io.i. 

Lang  Propeller.  Ltd.,  Weybridge.  "Aero- 
sticks,  Weybridge."    Weybridge  520-521. 

Oddv,  W.  D.,  &  Co.,  Leeds.  "Airscrews. 
Leeds."  Leeds  205.1 --8. 

Westland  Aircraft,  Yeovil.  "Aircraft.  Yeo- 
vil." ^  eovil  129. 

Pyrometers— 

The  Foster  Instrument  Co  ,  Letchworth, 
Herts.  "Foster  Instruments,  Letch- 
worth." Letchworth  26. 


Rawhide  Hammers— 

Ira  Stephens,  Whitelands  Leather  Works 
Ashton-under-Lyne.  "Stephens,  709, 
Ash  ton."  Ashton  7og. 

Rigging  for  Aircraft— 

Cradock,  Geo.,  &  Co.,  Ltd.,  Wakefield 
England.    "Cradock,  Wakefield  " 

Wakefield  466. 

Rubber  Tubing  &  Accessories- 
Hancock,  James  Lyne,  Ltd.,  266,  Goswell 
Road,     Loudon,     E.C.i  "Masticator, 
Islmg,  Loudon."  City  3811  &  3812. 

Safety  Belts— 

C.  H.  Holmes  Si  Son,  38,  Albert  Street, 
Manchester.    "Semloh,  Manchester." 

City  A--t. 

Screw-driving  Machines— 

Russell  Bros.  (Redditch),  Ltd.,  Littleworth, 
Redditch.    "Inventors,  Redditch." 

Redditch  74. 

Seaplane  Manufacturers— 

Blackburn  Aeroplane  ft  Motor  Co..  Ltd  , 
Olympia,  Leeds.    "Propellors,  Leeds." 

Roundhay  345  '3  lines) 

I'hrcnix  Dynamo  Manufacturing  Co.,  Ltd., 
Thornbury,  Bradford.  "Dynamo,  Brad- 
ford." Bradford  3700  (7  lines) 

Short  Bros  ,  Rochester.  '  Seaplanes, 
Rochester."  Chatham  627. 

Supermarine  Aviation  Works,  Ltd.,  South- 
ampton. "  Supermarin,  Southamp- 
ton." Woolston  37. 

Searchlights  &  Landing  Lights- 
Brown  Bros.,  Ltd.,  Great  Eastern  St..  E.C.i 
Imperial  Light,  Ltd.,   123,  Victoria  Street, 
London,     S.W.i.       "  Edibrac,  Phone, 
London."  Victoria  3540  (3  lines). 

Sheet  Metal  Pressings— 

Accles  ft  Pollock,  Ltd.,  Oldbury,  Birming- 
ham.   "Accles,  Oldbury." 

Oldbury  111  (4  lines), 
Blackburn  Aeroplane    ft    Motpr  Co.,  Ltd.. 
Olympia,   Leeds.     "Propellors,  Leeds." 

Roundhay  345  (3  lines). 
Rubery   Owen    &    Co.,    Darlaston,  South 
Staffs. 

Sheet  Metal  Work— 

The  Acetylene  Corporation  of  Great  Britain, 
Ltd.,  49,  Victoria  Street,  S.W.i 
"F'latnma,  Vic,  London."  Vic  48.30. 

Ruberv  Owen  ft  Co..  Darlaston,  South 
Staffs. 

The  Selsdon  Aero  ft  Engineering  Co.,  Ltd., 
1,  Albemarle  Street,  Piccadilly.  W.i, 
"Selaero,  Phone,  London."  Regent  1181. 

Imperial  Light,  Ltd  ,  123,  Victoria  Street, 
London,  S.W.i.  "Edibrac,  Phone,  Lon- 
don." Victoria  55.1.0  (3  lines) 

Solder  Manufacturers— 

Samuel  Mercer  ft  Co  ,  198,  Upper  Thames 
Street,  E.C. 4.  "Reconciled,  Cannon. 
London."  City  6:42, 

Sparking  Plugs- 
Brown  Bros.,  Ltd.,  Great  Eastern  St..  E.C.i. 
Leo  Ripault   ft   Co.,   1,   King's  Road,  Sf. 

Pancras.  N.W.i. 
Lodge   Sparking    Plu„   Co.,    Ltd.,  Rugby. 

"Igniter,  Rugby  "  Rugby  2^5. 

The  Robinhood  Engineering  Works,  Ltd., 

Newlauds,      putney      Vale,      S.W.  15. 

Makers    of     KLG    Plugs.  "Kaelgee, 

Phone,  London." 

Putney  2152-3. 

Springs- 
Dart  Spring  Co.,  West  Bromwich.  "Dart, 
West  Bromwich."     West  Bromwich  322. 
Terry,   Herbert,    ft    Sons,   Ltd.,  Redditch, 
"Springs,  Redditch." 

Redditch  61  (;  lines). 

Steel- 
Allen,     Edgar,     ft     Co,     Ltd.  Sheffield. 

"Allen,  Sheffield  "  Sheffield  4607. 

Brown  Bros.,  Ltd.,  Great  Eastern  St..  E.C.i. 
Firth.   Thos.,   ft   Sons,   Sheffield.  "Firth, 
Sheffield"  Sheffield  3250  to  ^237. 

Jonas  ft  Colver,  Ltd.,  Continental  Steel 
Works,    Sheffield.    "Jonas,  Sheffield." 

Sheffield  <66o. 

Nicklin,  Bernard,  ft  Co.,  Birmingham, 
"Bernico,  Birmingham." 

Sraethwick  224. 
Spear  ft  Jackson.  Ltd  ,  ACtna  Works,  Shef- 
field.   "Spear,  Sheffield." 

Central  4522-7-4. 
W.  Wesson   ft  Co.,  Ltd.,  Victoria  Iron  and 
Steel     Works,     Moxley,  Wednesbury. 
"Iron,  Wednesbury."     Wednesbury  62 


Aeronautical  Engineering 


September  17,  i9ig 


=  Accumulators—  . 

=  The  chloride  Kl.otr.cal  «»  ««• 

-  Chester,  1638.  Pendleton,  n 

§  Acetylene  Welding  plant~itajn 


Acetylene  Corporatio 
Ltd.,  The,   ia  V 


"'Edibrac.  'Plume. 
Victoria  3510  (3  lines). 


Aeroplane  Manufacturers- 
Aircraft  Manufacturing  Co.,  Ltd.  Hendou. 
■'Airmanship.  Hyde,  London  " 

Kingsbury  220 
Sir  W.,  Whitworlh  &  Co.,  I. til  , 


,i -Ik--: 


'Ar'i: 


osforth  500. 
Blackburn    A,  rn.,i,nu    ,\    Motor   Co.,    Ltd  , 
Olyinpia,  Lewis.     "  Propeller  j,  Leeds" 
Koulidbay  3-15  13  lines). 
Boulton  Si  Paul,  Ltd.,  Kosc  Lane,  Norwkli 
(i Avi  itH'i)     \nrttuli  "  Norwich  ."-1 

British  "una)  "iran-it.it  Co.,  Ltd.,  Head 
Office  :  -S,  Conduit  Street,  London, 
Wi  "  "BaPgrain  Reg  London  " 
Mavtair  637,  6;8. 
Works  •  Hytbc  Road,  Willesden,  Lon- 
don. Kff.10  "Acrbrirans,  Phone, 
London  "  \\  ilkcdcii  2272,  2273 

British  &  Colonial  Aeroplane  Co.,  Ltd. 
iThe  Bristol  Co  ) ,  Pil ton ,  Bristol. 
"Aviation,  Bristol.''  Bristol  ~,Qob. 

Central  Aircraft  Co,  High  Road,  Kilhurn, 
N.W.6.    "Aviduction,  Phone,  London." 

Haiopstead  4401  and  4,124. 
Eastbourne  Aviation  Co  ,  Ltd.,  Eastbourne. 
"Aircraft,  Eastbourne." 

Eastbourne  1  77'1 
Gosport  Aircraft    Co,  Cosport  "Flight, 
Gosport."  Gosport  217 

Grab  ame- While  Company,  Ltd.,  London 
Aerodrome,  Hendon  "Volplane,  Hyde, 
Loudon."  Kingsbury  120 

London  Off.ee,  12,  Regent  Street, 
S.'W.i.  Recent  3.084- 

Handlcv  Pace,  Ltd.,  no,  Cricklewood 
Lane,  N.W  2.  "Hydrophid,  Cricklc, 
London."  Harapstcod  7420. 

Hooper  «  Co.,  Ltd.,  54;  St.  James  street, 
Piccadilly,  London,  S.W.  "Sociable, 
St  James.  London."  Recent  or;. 

Mann,  Egerton  &  Co.,  Ltd.,  Norwich. 
"Motors,  Norwich." 

Norwich  4*=  (-J  lines! 
Martinsyde,     Ltd.,     Rrookbmds.  Byfleet, 
"Martinsyde,  Weybridge." 

Wok^nc  J31:  Byfleet  171. 
"NieiiDort"     &     General     Aircraft  Co., 
Cricklewood,  London,   N.W  2,  "Nieu- 
sco.it,  Cricklc,  London  11 

Willesden  2455. 
Phtrnix  Pvuamo  Mannlneturing  Co.,  Ltd. 

Thornbuiy,       Bradford  "Dynamo, 

Bradford."  Bradford  170c  lines). 

Roc.    A.    V.,    &    Co.,    Ltd.,  Manchester 

"Triplane  Manchester  " 

City  85,o-S=iU,  Mnnchcslcr 
Saunders,  S.  E.,  Ltd.,"  East  Cowcs,  I.O.W. 

"Consuta,  East  Cowe-s  "       Cowcs  io;. 
Short    Bros.,    Rochester,    Ea=tclinrch  and 

Whitehall  House,  b.W.  "Tested.  Phone, 

London  "  Recent  17S 

The  Siddrp-y  Deasy  Molor  Car  Co.,  Ltd.. 

Coventry.         Coventry  9S-t-     "  Deasy, 

Coventry." 

Sopwith  Aviation  Co.,  Ltd.,  Kingston-on- 
Thames     "Sopwnh.  Kiiu:-ton  '' 

Kincslon  iq>'S  fS  lines) 

The  Snpermarinc  Aviation  Works.  Ltd., 
Southampton.  "Snpermarin." 

Woolston  -7  (2  lineal 

Viekers,  Ltd.,  Imperial  Court,  P.asil  Street. 
Kniehisbridgc.  S  W.3.  "Vickerfvta. 
Knights,  London."       Kensington  6Pto. 

Waring  &  Gillow,  Lid.,  Hammersmith, 
"Warisen.  Ox,  London."  Museum  woo 

Weslland  Aircraft,  Yeovil.  "Aircraft.  Yeo- 
vil." Yeovil  I2Q. 

White.  J  Samuel.  R.  Co..  Ltd.,  East  Cowcs 
"White,  East  Cowcs "  Cowcs  ; 

Airships— 

Airships,  Ltd.,  Hich  Street,  Mcrton. 

Wimbledon  1.1*4. 
Short  Bros.,    Rochcstei ,   Easu  hurrh,  and 

Whitehall    House.    S.W  "Tested. 

Phone,  London  "  Recent  178 

C.  G.  Kncncer  8.  Sons.  T.td. 

(See  under  "Balloons  ") 

Aluminium  Castings  .'Sand  and 
Die)— 

Coan,  R.  W-,  aia,  Goswc-ll  Road,  London, 
E.C.I.    "Krankas.s,  Ishnc,  London  " 
City  1846. 


£fjfiQ  •  MeroplariQ  ■ 


,  N.5. 


■■  \,  1  inaut.  London 
Ualst- 


Bent  Timber  Parts— 

Eusmiare.  London  "  Museum  1 

Also  at  Market  Hartwougb.  Leiccs- 

Bearings     (Etonia     Cast  Phosphor 
Bronze) — 

Brown  Bros..  Ltd  ,  Gt.  Eastern  St  E.C.i. 
Yorkshire     Engim-e-rms     supplies.     Ltd., - 
Wortley,  Leeds.    "Yes,  Leeds 

Central  39a7- 

Blowpipes  (Oxy-Acetylene)— 

Acetyleue    Corporation    of    Great  Britain, 


-„  Victoria  Street, 
■'I-Mibr  ic,  Phone. 


imperial  Light.  Ltd., 
London,  S.W.r. 
London." 

BoItS- 
Mitchell    Wedgewood  & 
Works,     Stoke  Newiu 
N.16  Dalstt 

Books  (Aero  Engines)— 
Dykes'  Auto  Encyclopedia 
Strand,  W.a. 


Buildings— 

Boulton  &  Paul,  Ltd.,  kosc  Lane,  Norwich. 

"AviatiMii,  Norwuh"  Norwich 
Rubery    Owen    &    Co.,    Darlaston,  South 

Staffs. 

Cable    Coverings    and  Cable 
Controls— 

The  Bowden  Brake  Co.,  Ltd.,  Tyscley.  Bir- 
mingham    "Bowden,  Acock's  Green. 

Acock's  Green  10-,  &  104 
Bowden   Wire,    Ltd.,   Willesden  Junction, 
"Bowirclini.  Harks.  London." 

Willesden  2400  (-,  lint  s) 
Herbert    Terry    t\    Sons,    Ltd-,    \<>  ddiuh 
"Springs,  Redditch '•  Redditch  6i 

Carburetters— 

Hobson.  H.  M.,  Ltd.,  =0,  Cauxhall  Bridge 
Road,  S.W.2.  Victoria  4670 

Rene  Tanipier,  Bloctubc  Carburetter 
Works,     Danemere     Street,  Putney, 


Casein— 

Nieuwhof,  Surie  &  Co ,  Ltd ,  5,  Lloyds 
\ venue,  London,  E  C  3  "Suricodon, 
Fen,  London."         Avenue  )i  and  15. 

ClOthing- 
Burberry's,  Ltd  ,  Hayruarkel.  S  W  ' 

Regent  ai6s. 

Dunhill's,  Ltd.,  Euston  Road,  N  W  1. 
"Duuscnd,  London  "  North  5J0=-<> 

Component  Parts— 

Accles  &  Pollock,  Ltd  ,  Oldbury  Rirmnik'- 

ham.    "Accles,  Oldburyi" 

Oldbury  in  14  lines) 
Brown  Bros.,  Ltd.,  Gt.  Eastern  St.,  E  C.) 
Central  Aircraft  Co.,  High  Road.  Kilhurn, 

N.W.6.    "Aviduction,  Phone,  London." 

Haaipstead  4403  &  4404. 
Thompson   Bros.    IBilslon),    Ltd.,  Bradley, 

Pilston,   England.     "Thompson  Bros., 

BiLslon  "  Bilston  10. 

Cords,  Tapes,  and  Threads- 


Dopes— 

Titanine,  Ltd.,  175,  Piccadilly,  Wi 
"Tetrafree,  l'iecy,  London." 

Uritish  Cellulose  Co.,  S,  Waterloo  Place, 
S.W.I.    "Cellulate,  London." 

Regent  4046 

Ihe  British  Emaillite  Co,  Ltd,  ;o.  Recent 
Street,  S  W.i.  " Ridley pren,  Piccy, 
London."  Gcrrard  280 

Cellon,  Ltd.,  22,  Cork  Street,  London.  W.i. 
"Ajawb,  Reg,  London."     Gcrrard  ajo. 

Robt.  Inpham  Clark  Co  .  Ltd  .  West 
Ham  Abbey,  E  15  "Okotine.  Strat, 
Loudon."  East  9.55. 


Engines  and  Parts- 


Allen.  W.  H.,  &  Co.,  Ltd.,  Bedfoid.  "p,ltnn 
Bedford."  Bedford  Qmf 

Arrol  Johnston,  l.td  ,  Dumfries.  ■'MomJ' 

Dumfries."  Dumfrie-  -T. 

Beardmore  Aero  Eng.,  Ltd.,  112  Gfs?i 
Portland  Street,  W.I.  "Beardmore 
London."  Gerrard  21a 

The  Cosmos  Engineering  Co.,  Ltd  ,  Fish- 


ponds, Bristol. 
Dudbridge  Iron  Works,  Ltd.  (Salmson) 

Victoria  Street.  I.omlun,  S.W.i  "S 

flight,  Vic,  London."  Vic 
Gordon  Watuey   &  Co  .  Ltd.,  Weybri 

"Mercedes,  Weybridge." 

Weybridge  550  h  li. 
Green  Engine  Co.,  Ltd.,  Twickenham 
Richmond 
Gwynnes,      Ltd,       Hammer  smith, 

"G wynne.  Hammersmith .'" 


W. 


Hai 


lit!,  : 


Napier  &  Son,  D,  Ltd  ,  14,  New  Burliui 
ton  Siii't,  London,  W,  and  at  Acton 
W     "Xilriiii  r.  London"    Gcrrard  fiQ;fi' 
Rolls-Royce.  Ltd.,  14  and  t^.  Conduit  street, 
W.i.    "Rolhead,  London." 

Gcrrard  ifi^.t^ 
The  Siddelej  -Deasy    Motor  Car  Co,  Ltd., 
Coventry.    "Deasy,  Coventry." 

Coventry  0(4. 

Sunbeam  Motor  Car  Co  .  Ltd  ,  Wolverhamp- 
ton    "Moorfield.  Wolverhampton  " 

Wolverhampton  085 
The  Gnome  &  L-j  Rhone  Enuine  Co.  Ltd 
rr.  V.<u  kinuham  G.it<-,  s  W   1      "I  :■  ■. ,  „ 
fold,  London." 

Walthamstow  Sn  (2  linos). 
Walton    Motors,    Ltd.,    Walton  -on  -Thames 
"Motors,  Walton  on-Tbamcs  " 

Wftlton-nn -Thames  ;io. 

Electrical  Accessories- 
ceiling  A   Co ,  Montague   Road.  Upper 
Edmonton,  N18    "Belling,  Edmonton" 
Tottenham  1QK4 
Brown  Bros  .  Ltd  ,  Great  Eastern  St  ,  E  C  1. 
Gent     &     Co ,     Ltd  ,     Faraday  Works, 
Leicester.    "Lodestonc,  Leicester  " 

National  tsi  'two  lincsl. 
Johnson   &   Phillips,  I.id  .    Charlton.  Lon- 
don, SEt      "Juno,  Loudon." 

Central  2207;  London  Wall  1564. 

Electric  Cables— 

E.  Kalker  R:  Co  ,  Coventry  '  KullfcG 
Coventry  "  Coventry  2ix 

Johnson  &  Phillips.  Ltd ,  Charlton.  Lon- 
don, S.E  7     'Juno,  London 

Central  2107;  Loudon  Wall  15*4 

Electric  Lighting  and  Power- 

Johnson  &  Phillip*.  Ltd..  Charhon.  Lon- 
don. S.E  ;.    "Jitno.  London  " 

Central  2207.  London  Wall  i-'M- 

Mann.  Egerton  &  Co.  Ltd.  117,  Cleve- 
land Street.  London,  W  "  1 1 1 = t ; n  1 1 1  m  1 
Eosroad."  Museum  7»  <i  lines}. 

Electro    Platers    and  Metal 
Polishers*  Engineers— 


Birmingham  3"=  Central  (>  lines)- 

Fireproof  Petrol  Tanks- 

The  Aircraft  Improvements  Co.  W""'^ 
•  on  Works,  Arlington  Road,  Camden 
Town,  N.W  1 

Flare  Ligrrts- 

Imperial  Light,  Ltd.,  .2.;.  Victoria  street, 
London,  S.W.i.  "Edibrac.  li"n^ 
I^udon  "  Victoria  35^  13  1,,ie51' 

Flexible  Shafts—  . 

Herbert  Terry  &  Sons,  Ltd  R^tch 
"Springs,  Rcdditch  "  Reddltch  ox- 

Fluxes—  „,  . 

Imperial  Light,  Ltd,  12^  Victoria  str-H 
London,      S.W.i       "Eddirac,  ' 
Loudon."  Victoria  ;^;-    '  inn 

The  Auto  Controller  Co   n  luxitei. 
Road,  Bcrmoudsey,  Eng 

Flying  Boat  Builders- 

Gosport^Aircraft   Co  ,   GOBPort  ^  \^ 

Galvanising—  Wnr«ich- 

"""^viatio?" l\s!$8s£Flt     Norwich  ««• 

Gauges—  ,  ,„,riand 

j  A.  Prestwich  &  Co.,  Northumberlan 
Park,  Tottenham,  N-I7 


SEPTEMBER  I/,  19^9 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplane  ) 


ffifyers'  ■  Guide. 


Gears- 


-nnnon  P.  &  Co>  Ltd.,  Lincoln.  .London 
Office:  HO,  Cannon  Street,  E  C.,i.  "Be- 
c  colin.  Cannon,  London  "       City  1206. 

Iii|t  ,|  i.uiui.l  <  .In- Co.,  Ltd.,  Gt.  Her- 
mitage Street.  E.  (Croid.;  "Excroi.len. 
phone  London  "  Avenue  J611-2. 

Mendine  Co..  8,  Arthur  Street,  E.C. 


Goggles— 

Triplex  ^afetv  Class  Co  ,  T.td  ,  1.  Albemarle 
Street,  Piccadilly,  W.i.  "Shntterlys, 
Piccy,  London."  Regent  i-,io 

Heating  and  Ventilating— 

rhas    P.    Kinncll  &   Co.   Ltd.  6;  &  6rA, 
"  ^„tthw:irk      Street,      London,  S.E.i. 
•'Kinncll,  London  "    Hop  -,72  I:  lines). 
The  Thaui-^  Hank    i         kfn.ir-l    Iron  Co. 
Ltd.,    I'pper    r.rotind    Street,  London, 
F  1         "Hoi  Wat'  1  .  Friar-.  London  " 
Hop  761. 

Instruments- 
British  Wright   Co.,   Ltd  ,   33,  Chancery 
Lane,  W  C.3.  Holborn  1308- 

InstrumentS  (Scient:fic,  Altimeters, 
etc.)— 

Short  Sr  Mason.  Ltd.,  Maodouald  Rond, 
Walthain-tov  ,  I-.  1;  ■'  Viv  l-.i-l.  Fli-.ne 
London."  Walthamstow  t8o. 

Wheeler,  T.,  217,  Goswel!  Road.  E.C.i. 

Insurance»- 

Aviation  Insurance  Association,  i,  Royal 
Exchange  Avenue,  E.C  3 

Lordou  Wall  og.ij. 
Bray.  Gihb   &  Co  ,  Ltd  ,    106,  Piccadillv. 

W  1. 

Harold  Townend,  Ltd  ,  1  ',14,  Abchurch 
Lane.     Klnu     William     Street.    E  C  4 

Central  156  I2  linesl 
Percv  WtngReld,  22,  Newgate  Street,  EC  1 
_  City  4672 

Leather  Cloth- 
New  Pegamoid,  Ltd.,  154,  Queen  Victoria 
Street,    London  "Pegamoid.  Cent., 
London.."  City  0K4  (2  lines) 

Lubricating  Oil   Refiners  and 
Merchants— 

W.  B  Dick  &  Co..  Ltd.,  90,  Fcnchurcli 
Street,  E  C        "Dicotto  Fen.  London." 

Avenue  7851  U  lines!. 

Magneto  Driving  Pieces- 


Magnetos— 

The  British  LiBhting  St  Ignition  Co  .  Ltd  , 
204.  Tottenham  Court  Road,  W.  1 
"Vicksm.ig,  Pliope,  London." 

Museum  4 to 

The  British  Thorn  sou -Houston  Co,  Ltd, 
Lower  Ford  Street,  Cuentiy  "As- 
teroidal,  Coventry."  Coventry  278 

Metal     Casement  »  Manufac- 
turers— 


-    »am.»  Central  900  [2  lines) 

Metal  Manufacturers— 

&Chis-  &  Sons.  Ud.,  Hiruiinghatn 
Clifford,  Birmingham."    Central  42-41: 
Avenue  14.12. 

Metals  in  General- 

Samnel  Mercer  Co  .  igS  Upper  Thames 
Street,  E.C  l  "  Uecom.  ,led.  Cannon. 
London."  City  6.142 

Metal  Parts  and  Fittings- 

Acclc-s  &  Pollock,  Ltd.,  Oldbury,  Binning- 

ll:»n     "Aeeles,  ■  >l<II.;irv  " 
.      ,  Oldbury  it:  !4  lines). 

Arnott    &    Harrison,    Ltd.,    Hvthc  Road, 

JJ'dU-sden  Junction.  Willesden  2207 

RaV''^,  Jones,    &    Davliss.    Ltd  .    Wolv.  r- 

hanipti'.i.     (Bolts    &    Nuts.)  "Bayhss, 

Wolverhampton."   Wolverhampton  i"H 
Blackburn  Aeroplane        Motor  Co.,  Ltd.. 

■Jlympia,  Leeds.  "Propellors,  Leeds." 
j,   Roundhi 


Metal  Parts  and  Fittings  {continued) 

Brown  Bros.,  Ltd.,  Gt.  Eastern  St.,  E.C.i- 
Mann.  Egerton  Jv  Co.,  Ltd.,  17;,  Cleveland 
Street,     London.     W.i.  "Iiistnllinc, 
Rusroad,  London."  Museum  -n 

Ruliery    Owen    &    Co. .    Darlaston ,  South 
Staffs. 

Sankcy,  Joseph,  &  Sous.  Ltd.,  Wellington. 

Shropshire.         "Sankcy,  We-llincton. 

Salop."  Wellington  m, 

The  Selsilou  ,\.ro       Fni:ineei  iner  Co  ,  Lid  , 

1,  Albemarle  Street,  1'icndillv,  W.i 

"Seine ro,  ['hone,  London  ■  Recent  n8r. 
Thompson    Bros,    Ltd.,    Bradlev,  Bilston. 

"Thompson  Bios  .  Pilston."    Bilston  10 

Metric  Bolts- 

Cashmorc  Bros.,  Htldrcth  Street,  Palham, 
S.W  Battersea  .11; 

Rubery    Owen    &    Co.    Darlaston,  South 


Miscellaneous- 
Anderson,  D.,  &■  Son.  Ltd  f Roofs),  Belfast. 
"Anderson,  Belfast  " 

BclfasJ  id  1-401,1-40 is. 
Brown  Bros  ,    Ltd  ,  r.reat    Pattern  Street, 
E.C.i.  "Imbrrr.vn,  d.  H,  ilnond.  London  " 
London  Wall  fiioo. 
Herbert  Frond  Co.,  Ltd.,  Chnpel-en-le-F"th. 
"Frodnhnke,  r.irihinghain." 

'    Centra,  /ft-.. 

MacT.ennan,  J  ,  &  Co.,  10,  Newgate  street. 
EC.r.  and  at  r.lasgow.  Tapes.  Cords, 
and  Threads.  City  111=; 


Maun.  Egerton  &  Co.,  Ltd.. 

Poad,    London,  N.W.T. 

Eusioad.  Tendon." 
Standard   Motor  Cnr  Co  ,  C 

wheel,  Coventry.' 


Nameplates  and  Labels— 

The  Cleerg  Metal  Eiigraving  Co.,  Ltd., 
Worthing     "Clcgg,  Worthing  " 

Observation  Panels- 
Triples  Safch-  Glass  Co.,  Ltd  ,  1.  Mhenu"-lc 
c;tn  1  I     ricradillv     W  i  "Sbatterh's, 
Piccy,' London."  Regent  i-,;o 

Oils- 

C  C.  Wakefield  &  Co.,  Ltd.,  Wat-,  n.  1,1 
Hon«e.  Cheanside,  EC:  "Chnrv, 
Cent,  London  "    Central  11.10?  &  1M6B. 

Parachutes— 

»     t>     Calthron's     Aerial    Patents.  Ltd. 

Eldon    Street    TTou-e,     Eltlon  Street. 

Tomlon    FC     "Sii'-emalivo.  Ave.  Lon- 

rton  "    '  Tendon  Wall  3266-1267 

C  C,   Spencer  &  Sons,  Ltd 

(Sc"  under  "Rail  :OHS."J 

Piston  Rings— 

The  British  Piston  Ring  Co.  Ltd  Hol- 
flrook  Lane,  Coventry  " 

The  Standard  Piston  Kmc  and  Enuineenncr 
Co.  Ltd.,  Don  Roil,  5hefT>"ld  'Ocean, 
Sheffield."  Sheffield  21JQ 

presswork— 

Rubery    Owen    S    Co.    D.arlasion,  South 

Tcrr\-f  Herbert,  &  Sons,  Ltd.,  R*ddiMi 
"Springs,  Rfldit.li  "  R-Mit.h  "i 


Propellers 


■he  Aircraft  Improvements  Co.  Morning- 
ton    w'.rk  =  .    Arlington  Road,  Camden 

Blackburn  Aeroplane   &   Motor  Co  Ltd 
Olvmpia    Leeds.      "Proi-cHors,  Leeds  " 
1  Rnundhav  -V,  1  ■  lines) 

Boulton  &  Paul.  Ltd..  Rose  Lane,  N/,rw..  h 
"Aviation.  Nornicii "         Soi^  b 

Ebora  Propeller  Co.,  ti  12,  stti  oaou 
Park  Terrace.  Kin?stoivo:i-Th:jmcs 
■Tlinra.    Kington"  Kingston  <•-:. 

Integral  Propeller  Co..  Ltd.  "Aviprop. 
Hvde,  London." 

Hendon  o  :  Kincshurv  m«. 

Lang  Propeller.  Ltd  ,  WeV'>ri,!>,e.  "Aero- 
s 1 1 ■  k  =,  Wevbridce  "    Woyhndcf  ^:o-»:i 

Od.lv.  W.  V..  I  Co.,  Leeds  "Aircrew-. 
Leeds."  .,      ,\'.dcl  ^ 

V.Vstland  Aircraft,  Yeovil     "Aircraft    V  o- 


Pyrometers— 

The  Poster    Instrument  Co  ,  Letchworth, 


IIIIIIIMIIIHIMIIIIIIlti 


Rawhide  Hammers—  = 

Ira  Stephens,  Whitelands  Leather  Works.  = 

Ashton-under-Lyne.         "Stephens    -oq  H 

Ashlon  "  Ashton  rog  = 

Rigging  for  Aircraft—  | 

Cradock,    Geo.,    &    Co.,    Ltd.,    Wakcfiehl,  = 

England.    "CraUock,  Wak.  u<  Id  = 

Wakefield  j66  — 

Rubber  Tubing  &  Accessories—  i= 

Hancock,  James  Line,  Ltd  ,  26S,  Goswell  = 

Road,     Loudon ,     E.C.i       "Masticator ,  — 

Isling,  Loudon."  City  381 1  &  3812.  = 

Safety  Belts—  r 

C.  H.    Holmes  A   Son,  3S,    Albert   Street,  — 

Manchester.    "Scmloh,  Manchester  "  = 

Screw-driving  Machines—  = 

Russ,  11  llros    (Re.lditch),  Ltd  .  l.illleworth,  = 

Redditch.    "Inventors,  Rcelelitch."  ~ 

Rcelditcb  71  — 

Seaplane  Manufacturers—  = 

Blackburn  Aeroplane   \    Motor  Co..  Ltd  .  ~ 

Olympia,  Leeds.    "Propellors,  Leeds."  — 

Ronndhiiv        '  1  lines)  — 

Phccnix  Dynamo  M'ani.factnrim.-  Co.,  Ltd  .  = 

Thornburi',  Hrndford     "1'vnamo,  Ilrad-  — 

ford."  Hradfoi'l  -,700  (7  linesl  = 

Short      Bros  ,      Rochester.        '  Seaplanes,  = 

Rochester."  Chatham  627  = 

Supcnnarine  Aviation  Works,  Ltd.,  South-  = 

ampton.        "  Supermarin,     South  amp-  — 

ton."  Woolston  77  — 

Searchlights  &  Landing  Lights—  = 

Brown  Bros.,  Ltd..  Gr-.-nt  Eastern  St..  E.C  1  = 

Imperial  Light.   Ltd  ,    t:-„   Victoria  Street,  = 

London,     S.W.i.       "  Edibrac,     Phone.  ~ 

Lonelon  "  Victoria  J540  (3  line- 1  — 


Sheet  Metal  Pressings- 


Sheet  Metal  Work— 

The  Acetylene  Corporation  e 


Rubery  Ow 

Staffs. 
The  Selsdon 


South  — 


Imperial  Lieht,  Ltd.  12-,,  \'ie|oria  Str,,t, 
London,  S.W.i.  "Edibrac,  Phone.  Lon- 
don."  Victoria  3540  (3  lines). 

Solder  Manufacturers— 

Samuel  Mercer  Sr  Co,  roR,  upper  Thames 
Strtet,  E.C. 4.  "Reconciled,  Cannj  111 , 
London."  City  6:42. 

Sparking  Plugs-- 

Brown  Pros,,  Ltd  ,  Great  Eastern  St.'.  E  C  1 
Vo  Ripault  &  Co,  1,  Kins's  Road.  St 

Pancras.  N.W.I. 
Lode,-    Sparking    Phi  .    Co  ,     Ltd  ,  Ruuby 

"Igniter.  Rugby"  Rugby  2--;. 

The  Robinhood  Encineerino   Works.  Ltd  , 

Newlands.      Futnev      Vale.       S.W  1  ■;. 

Makers    of     KLO    riugs.      "Kaele;,  e, 

rhone,  Londcn." 


Springs- 
Dart  Sprim 


West  Bromwich.  "Dart. 
West  Bronrwieh."  West  Bromwich  -,22. 
rrv.  Herbert,  &  Sons,  Ltd.,  Redditch. 
"Springs,  Redditch." 

Redditch  61  (3  lines). 


Ltd  . 


Steel- 
Allen,    Edgar,    &  Co., 

"Allen,  Sheffield  "  e 
Brown  Bros.,  l  td.,  Great  Eastc 
Firth.   Thos.,    &    Sons,  Sheffi 
Sheffield  "  Sheffield 
Jonas    &    Colver.    Ltd  ,  Cont 


icfficld.  = 


Works, 


"J01 


Smethwick  22J. 
Spear  &  Jackson.  Ltd  .  .'Htna  Works,  Shef- 
field.   "Spear,  Sheffield." 

Central  «22-i-4, 
W    Wesson   S;  Co  .  Ltd  .  Victoria  Iron  nnrt 
Steel     Works.     Moxlcy.  Wednesl.nry 
"Iron.  Wedneshury,"     Weelnesbury  f.2 


io86 


(Supplement  to  The  Axroplane.) 


Aeronautical  Engineering 


September  17,  19 19 


66  The   Aeroplane  99 

Steel  Tubes  for  Aeroplanes—  - 

Accles  &  Pollock,  Ltd.,  Oldbury,  Birming- 
ham.   "Accles,  Oldbury.'' 

Oldbury  in  (4  lines). 

Tapes  and  Smallwares— 

MacLennan,  John,  &  Co,  30,  Newgate 
Street,  EC.i.    And  at  Glasgo  v. 

Timber—  city 

Hopton  &  Sons.  George  Street,  Huston 
Square,  London,  N.W.i  "Hoptons, 
Eusquare,  London."  Museum  /io6. 

Also  at  Market  Harborougb,  Leices- 
tershire. "Hoptons,  Market  Har- 
borough."  Market  Harborough  13. 

Time  Discipline  Apparatus- 
Gent     &      Co.,     Ltd.,    Faraday  Works, 
Leicester.    "Lodei-tcne,  Leicester." 

Tools   National  151  (2  lines). 

Richard  Mather  &  Son,  Shoreham  Street 
Works,  Sheffield.  Sheffield  4.S49- 

Turnbuckles— 

Brown  Bios  ,  Ltd.,  Great  Eastern  St.,  E.C.i. 
Rubery    Owen    &    Co.,    Darlaston.  South 
Staffs. 

Tyres  and  Wheels— 

The  Palmer  Tyre,  Ltd..  Shaftesbury 
Avenue.    "Tyricord,  We=tcent." 

Gcrrard  12 14  (5  lines). 


Buyers'    Guide.- continued. 

Undercarriages- 
Thompson  Bros.   (Bilston),  Ltd  ,  Bradley, 
BilsfOTij   England      "Thompson  Bros., 
Bilston."  Bilston  10. 

Varnishes— 

The  British  Eniaillite  Co.,  Ltd.,  30  Regent 
Street,  S.W.i.  -'Ridleypren.  Piccy, 
London."  Gerrard  280. 

Thomas  Parsons  &  Sons,  31?  &  317,  Oxford 
Street,  London,  W.i.  "Varjap,  Phone, 
Loudon."  M'ayfair  6^47  (3  lines). 

Robt.  Inghain,  Clark  &  Co.,  Ltd.,  West 
Ham  Abbey,  E.15.  "Oleotine.  Strat, 
London."  East  Q55- 

Harland,  W.,  &  Son,  Merton,  London, 
S.W.19.     "Harland,  Wimbledon  43." 

Wimbledon  4°;  and  1395. 
,  Ltd.,  Southall-,  'Middlesex. 
Southall."  Southall  ;o. 


Naylor  Bros. 
"Nay  lor, 

Washers- 
Terry,  Herbert,  S  Sons,  Ltd.,  Redditeh. 

"Springs,  Redditeh  "  Redditeh  61. 

Welding  and  Cutting  Plant— 

Acetvlene  Corporation  of  Great  Britain, 
Ltd.,  The,  49,  Victoria  Street,  West- 
minster, S.W.i  "Flamma.  Vic, 
London  "  Vic  4830. 

Imperial  Light,  Ltd.,  123,  Victoria  Street, 
London,  S.W.i.  "  Edibrac,  Phone, 
London."  Victoria  3540  (3  lines). 


Welding  Repairs- 
imperial  Light,  Ltd.,  123,  Victoria  Street, 
London,    S.W.i.      "  Edibrac,  Phone, 
London."  Victoria  3540  (3  lines). 

Wind  Shields— 

Auster,  Ltd  ,  133,  Long  Acre,  W.C  "Win- 
flector,  London."  Regent  i9io. 

Triplex  Safety  Glass  Co  ,  Ltd.,  1,  Albemarle 
Street,  Piccadilly,  W.i.  "Shatterlys, 
Piccy,  London."  Regent  1340. 

Wire  Gauze- 
Greening,  N.,  &   Sons,  Ltd.,  16,  Einsbury 
Street,     London,     EC. 2.  "Setscrew, 
London  Wall  1082. 


Finsquare,  London.' 

Wire  and  Cables— 

Bruntons,  Musselburgh,  Scotland     "  Wire- 
mill,  Musselburgh."      Musselburgh  28. 
Cradock,   Geo.,    &    Co,    Ltd.,  Wakefield, 
England.    "Cradock,  Wakefield.',' 

Wakefield  466  (3  lines). 

Wirework— 

Terry,  Herbert,  &  Sons,  Ltd.,  Redditeh. 
"  Springs,  Redditeh."  Redditeh  61. 

Woodworking  Machinery— 

Sagar,  J.,  J*  Co.,  Ltd.,  Halifax.  "Caw- 
tooth,"  Halifax."  Halifax  136. 

Wadkin  &  Co.,  Leicester.  "Woodworker, 
Leicester."  Leicester  3614.: 


1   COMPLETE  SETS  FOR 

NIGHT-LANDING 

AS  ILLUSTRATED. 
Send  for  free  booklet. 

ORDERS  NOW  UNDERTAKEN 
FOR  COMMERCIAL  PURPOSES. 

IMPERIAL  LIGHT  LTD., 

123,  VICTORIA  ST.,  LONDON, 

S.W.I. 

Telephone  :  Victoria  3540  (3  lines). 
Telegrams:  Edibrac,  'Phone,  London. 


High  Speed  Routing,  Carving 
and  Recessing  Machine. 

This  Machine  is  used  for  grounding  or 
routing  out  the  surplus  material  in  sunken 
moulded  panels  and  carvings  all  kinds  of 
light  trenching,  recessing,  boring,  etc.,  and 
is  particularly  useful  for  Aircraft  Factories. 
It  is  made  in  different  sizes  fitted  with 
different  kinds  of  sliding  tables,  and  we 
shall  be  pleased  to  send  full  particulars  of 
the  various  Machines  on  request. 


Full  particulars  ot   othe,   Wood -wo  iking  Machines 
specially    suitable   for  Aircraft  Factories    will  be 
gladly  sent  on  request. 

J.  SAGAR  &  CO.,  Ltd.,  "'"clilLi^r  HALIFAX,  Eng. 

LONDON  OFFICE:   60,  Wat  ling  Street,  E.C. 

BIRMINGHAM    OFFICE:   Chamber  of  Commerce  Buildings,   New  Street. 


September  17,  1919 


Aeronautical  Engineering  (suPPiement  to  tm  aero**™.)  io8? 


r, 


eardmor 


THE  WINGS 


OF 


COMMERCE 

will  be  vitally 

assisted 

BEARD  MORE 
AERO  ENGINES 


THE  BEARDMORE 
IS  NOT  MADE  FOR 
EXHIBITION  STUNTS 

BUT  FOR 
EVERY  DAY  SERVICE 


Many  leading  Aircraft  Manufacturers 
are  adopting  this  famous  engine  as 

STANDARD   POWER  UNIT. 


THE  BEAKD MORE  AFRO    ENGINE,  LI  VIITED, 

Chairman  Sir  William  Beardmore,  Bart. 

London  Showrooms  an  1  Depots  : 

M2,  QT.  PORTLAND   STREET,   LONDON,  VV.  i. 

Te'epho.Te  :    238  Gerrard. 


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io88 


(Supplement  to  The  Aeroplane.i 


Aeronautical  Engineering 


September  17,  igip 


THE 


ssoeiATiof^ 


Policies  issued  by  Underwriting  Members  of  Lloyd's  the  Eagle,  Star 
and  British  Dominions  Insurance  Co.,  Ltd.,  and  the  Excess 
Insurance  Co.,  Ltd,,   for   whom   the  Association  acts  as  Agents 


POLICIES 


Cover  all  classes  of 
Aviation  Risks. 


Accidental  Damage  under  all  circumstances  to 
Aircraft  of  all  descriptions,  including  Fire,  Burglary, 
and  Theft     {Profit  Sharing  Policies). 

Covering  Policies  of  various  kinds  to  meet  the 
requirements  of  Carriers  by  Air. 

MINIMUM 
RATE  S . 


Accidental  Damage  to  Cargo. 

Personal  Accident  to  male  Pilots  of  Aircraft, 

to  Crew  and  Passengers. 

Third  Party  Risks  of  all  descriptions'. 
Accidental  Damage  from  Aircraft. 

MAXIMUM 
SECURITY. 


1,     ROYAL      EXCHANGE      AVENUE,      LONDON,  E.C.3. 


Telephone  :    LONDON  WALL  9944. 


Telephone 

WILLESDEN  2214. 


THE 


CONTRACTORS  TO 
H.M.  GOVERNMENT. 


BRITISH  ANZANI  ENGINE  & 

SOLE    BUILDING   AND    SELLING  RIGHTS 

  FOR   

THE   BRITISH   EMPIRE   AND  DEPENDENCIES. 
MANUFACTURERS  OF  ANZANI  AIR  ENGINES  OF  ALL  TYPES 

MAGNETOS. 

MOTOR  CYCLE,  CYCLE  CAR,  LIGHT  CAR,  AND  MOTOR  BOAT  ENGINES. 

THE   ANZANI     ENGINE    HAS    THE    BIGGEST  RECORD  FOR 
SCHOOL  AND  CROSS-COUNTRY  FLYING. 

It  Is  the  most  reliable,  cheapest,  economical  and  simplest  in  the  World 
And  was  THE  FIRST  TO  FLY  THE  CHANNEL. 

Works  &  Registered  Offices:  SCRUBBS  LANE,  WILLESDEN  N.W.10. 


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September  17,  19 19 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplane.) 


IO89 


■BSaHliii»iiNtoMUK«li»ttMi«iiilii£t»bii*l 


HEAD  I  E»»ei  WW. 
OFFICE  I  Cai.n.ng  Town.  London.  £.16. 


No.  9. 

Petrol  Proof 
Cement. 

We  stock  Super  Cement  at  our  numerous 
Wharves  and  Depots  in  and  around  London. 

This  Cement  is  proof  against  the  penetra- 
tion of  Petrol,  and  is  used  for  the  construction 
of  Petrol  Storage  Tanks.  A  Cement  that 
will  withstand  the  penetration  of  Petrol  will 
as  assuredly  withstand  the  percolation  of 
Water  through  damp  walls. 

<J  We  have  the  largest  stock  of  firebricks,  pipes  and 
sanitary  goods,  Portland  Cement,  building  bricks, 
tiles,  etc.,  and  can  give  the  promptest  delivery  by  oar 
own  motor  lorries. 


Established  1857. 


a.H.SANK*EY&  SON  LTP 


Telephone  : 
Easl  1061. 


HEAD  OFFICE:-  Essex  Wharf.  Canning  Town,  London.  E.16. 


TeUgra/hs  : 
Sankey.  Canning  To&n. 


SAMUEL  MERCER  &  CO., 


Telegrams  :  Reconcile!  Cannon,  London. 

Metals 

MILD  STEEL  SHEETS 

SPECN.  S3  &  9A. 
Passed  &  Stamped  A.I.D. 

BEST  CHARCOAL 
TINNED  &  LEAD 
COATED. 

BLACK  C/R  and  C/A 
SHEETS. 

GALVD.  SHEETS. 

Immediate 


Proprietor  -  S.  J.  MERCER. 
Telephone  :  City  6342. 

for  Aircraft. 

BRASS  AND  COPPER 
SHEETS. 

SOLDER.  INGOT  TIN. 

WELDING  WIRE. 
COPPER  BITS,  ETC. 

LARGE  STOCKS  IN  OUR 
OWN  WAREHOUSE. 

Deliveries. 


^Manufacturers  of  Solder     \  J^^^Sj^^^*^^^  '  for  purposes. 

198,  UPPER  THAMES  ST.,  LONDON,  E.C.4. 


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1090 


(Supplement  to  The  Aeroplane.) 


Aeronautical  Engineering 


September  17,  1919 


e  w< 


is  mainly  a  question  of  organisation  and  choice  of 
flying  stock.  As  to  the  second  factor,  the  B.A.T. 
Company  can  .be  of  unusual  assistance. 

For  instance,  we  are  the  first  people  out  with  a 
purely  commercial  model  (not  a  modified  war  type) — 
the  B.A.T.,  F.K.26—  the  machine  with  the  largest 
cargo  space  and  load  capacity  for  its  overall  size 
and  power  yet  produced. 

Here  are  some  interesting  points  concerning 
F.K.26  :— 


ENGINE  .—Rolls-Royce  Eagle  trill. 

SPEED  :—  45-120  m.p.h. 

CABIN  : — Is  clear  of  any  transverse  cross 
bracings  or  other  obstruction,  and  measures 
Sft.  by  ]ft.  jins.  by  6ft.  —  this  in  a 
machme  of  only  lift,  overall  length.  Direct 
entry  of  ground  through  ordinary  door. 

LOAD  i  — tVith  600  mile  range  of  fuel 
—2,000  Ihi. 


FUEL  COST  AT  FULL  LOAD:-  7-2 

fence  per  mile. 

CHASSIS  : — A  sturdy  job,  sprung  by  an 
unique  combination  of  oleo  and  rubber  shock 
absorbers. 

TAIL  : — Can  be  trimmed  in  flight  from 
pilot's  seat— steering  and  practically  un- 
breakable tail  skid. 

GENERAL  CONSTRUCTION :- 
Straightforward  —  simple  to  repair  and 
recondition. 


A  series  of  these  machines  is  in  production.  = 

Governments  and  prospective  owners  desiring  a  = 

fleet  of  these  machines — or  a  single  one — are  invited  = 

to  forward  their  enquiries.  = 


Complete  particulars  on  application  to  :—- 


British  Aerial  Transport  Q> 

38, CONDUIT 'STREET t  JjONOON  W.I.  = 


m  1  iiTiiiiiti  11111 3  rrv  mi  Riiiiiiriiiiiiiieiiiiif  iiifiiiiiiiif  iiiimiiiiiiiivvtif  in  mil  imiunrs 


LUMINIUM 

CASTINGS 


COAN 
CASTS 
GLEAN 
CRANK 
CASES 


SAND  or  DIE 

>if  Every  Description  il* 
2  H  P  to  600  H  P 

CHILL  CASTINGS  for  AEROPLANES  A  SPECIAL 

Best  Metal.  Good  Castings.  Quick  Deliveri 

Repairs  tQ  Aluminium  Crank  Cases,  Gearboxes  etc.,  6y  Special !fro 

R-W-  COAN 


NOW  IN  A  POSITION    TO   EXECUTE  ORDERS. 


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September  17,  191 9 


Aeronautical  Engineering 


(Supplement  to  Thk  Aeroplane.) 


IO9I 


Telephones  : 
Gosport  217. 
Southampton  1861 
London  :    Gerrard  5716. 


Telegrams  ; 

"  Flight,  Gosport." 

"Flying,  Southampton." 


GOSPORT  AIRCRAFT  0°-= 

DESIGNERS      AND     BUILDERS  OF 

FLYING  BOATS 

FOR 

THE  AIR  MINISTRY  AND  FOR  COMMERCIAL  AND  PLEASURE  USE. 


HEAD  OFFICE:  GOSPORT. 
WORKS:   GOSPORT  &  SOUTHAMPTON. 


Sir  Charles  Allom. 
Charles  £.  Nicholson. 

M.  H.  Volk,  A.F.Ae.S.  (General  Manager). 


London  Office  ;   15,  George  Street, 
Hanover  Square,  W.i. 

Telegrams—"  Embellishment,  London." 

New  York  Office  : 

ig,  East  52nd  Street. 

Telegr?Tis— "  Embellishment,  New  York." 


Hfjgp 

i:::::;:»i:;«r:K:: 


ESTABLISHED  1799. 

N.  GREENING  &  SONS, 

LIMITED, 

MANUFACTURERS. 

WARRINGTON  AND  LONDON. 


WOVEN  WIRE 
WIRE  GAUZE 
SIEVES  AND  RIDDLES 
PERFORATED  METALS 
WIRE   GUARDS  AND 
WIRE   WORK  OF 
EVERY  DESCRIPTION. 


SPECIAL  WIRE  GAUZE 

FOR 

OIL  AND  PETROL 
STRAINING. 


LONDON   WAREHOUSE  :- 

16,  FINSBURY  STREET.  E.C.2. 


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l°92    (supplement  ^^op^.  Aeronautical  Engineering  September  i7i  1919 


The  Original  NON-POISONOUS. 

Titanine  Dope 

is  strongly  recommended  for 

PRIVATE  and  COMMERCIAL 

AEROPLANES. 


Absolutely  unequalled  for  Durability. 


There  is  no  CONTROL  on  Dope  for  the 
above  types  of  machines. 


Titanine  is  the  most  economical  and  offers  the 
greatest  resistance  to  flame. 


Complete  Doping 

PROMPT  Iplfir  c  u 

ImWk-m  Schemes 

DELIVERIES.         WWW       u       A  ,.  0,- 

submitted  on  application. 


TITANINE  LIMITED, 

175'  PICCADILLY,  Teugrams; 

Gerrard2312.  LONDON,  W.l.  ^Zl^ 


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September  i7,  1919  Aeronautical  Engineering  (SuppIement  tc  ,HE  AgROPUWU  1093 

THE   SUPPLY   OF   METEOROLOGICAL   INFORMATION  FOR 

AERONAUTICAL  PURPOSES. 


At  a  joint  meeting  of  the  Royal  Meteorological  Society  and 
the  Royal  Aeronautical  Society  held  some  months  ago,  Lieut. - 
Col.  H.  G.  Lyons  delivered  a  lecture  upon  the  subject  indi- 
cated by  the  title  above. 

Limitations  of  space  and  the  pressure  of  more  urgent  news 
bas  so  far  prevented  the  publication  of  this  lecture,  but  the 
Schneider  Cup  fiasco  has  produced  both  the  space  wherein  to 
print  it  and  a  practical  illustration  of  the  importance  of  the 
subject. 

The  Lecturer  asked  those  present  to  indulge  freely  in  criticism, 
as  those  who  supplied  the  meteorological  information  were  anxious 
to  know  the  opinions  of  those  who  used  it. 

The  following  is  an  abstract  of  the  lecture  : — 
The  difficulties  and  risks  of  aviation  are  so  greatly  increased 
by  unfavourable  atmospheric  conditions  that  the  aviator  is  natu- 
rally strongly  impressed  by  the  importance  to  him  of  the  best  and 
fullest  meteorological  information  that  he  can  obtain  ;  and  he 
may  be  led  to  assume  that  the  information  that  he  requires  must 
necessarily  suffice  for  ali  other  activities  and  all  lines  of  investi- 
gations. 

The  truth  is  rather  that  the  fullest  meteorological  information 
of  all  kinds  is  needed,  so  that  it  maj  be  studied  and  worked 
upon  by  trained  meteorologists  in  older  that  we  may  learn  more 
of  the  principles  underlying  the  phenomena  that  we  observe,  and 
from  this  standpoint  be  better  fitted  to  advise  aviators  as  well  as 
all  others  to  whom  weather  and  climate  are  factors  with  which 
they  have  to  be  reckoned. 

Though  aviation  makes  probably  larger  demands  on  that  part 
of  meteorology  which  deals  specially  with  weather,  that  is,  with 
the  short  period  changes  of  .meteorological  conditions,  it  does  not 
thereby  cover  the.  whole  field  of  meteorology  any  more  than  the 
chemistry  requirr  '  in  the  work  of  any  branch  of  chemical  industry 
necessarily  covers  the  whole  field  of  chemical  science.  The  same 
phenomena  which  are  of  importance  in  aviation  are  among  those 
which  the  meteorologist  studies  for  the  progress  of  his  science. 
The  interest  and  the  importance  of  the  force  and  direction  of  the 
wind  at  various  altitudes  above  the  surface  of  the  earth,  which 
are  observed  by  means  of  pilot  balloons,  shell-bursts,  and  other 
methods,  are  not  limited  to  the  aviator  alone. 

The  forecaster  needs  them  in  his  work,  in  gunnery  they  are 
carefully  observed  and  utilised,  the  meteorologist  in  his  study 
of  the  physical  conditions  of  the  atmosphere  requires  them  as  data 
from  a  region  where  friction  with  the  earth's  surface,  and  heating 
and  cooling  of  the  air  by  convection,  do  not  complicate  the  pro- 
blems with  which  he  has  to  deal.  It  is  indeed  impossible  to  say 
that  any  particular  meteorological  study  is  unnecessary  or  useless 
for  aviation,  for  gunnery,  or  for  any  specific  application  of  meteo- 
rological science. 

/  Observations  at  Various  Altitudes 
Measurements  of  wind,  temperature,  humidity  at  various  alti- 
tudes, taken  with  all  the  precision  that  can  be  attained  are  in- 
dispensable to  the  meteorologist  who  is  seeking  the  principles 
which  underlie  the  phenomena  that  we  observe,  and  which,  when 
determined,  represent  a  definite  advance  in  our  knowledge  and 
thereby  in  our  powers  of  practical  application. 

Observations  made  in  one  line  of  investigation  will  often,  in 
piactised  hands,  lead  to  advances  in  knowledge  which  are  of  the 
utmost  importance  in  their  application  in  quite  different  fields. 
']  hus  the  observations  which  Major  G.  I.  I".  yior,  F.R.S.,  made 
in  1912  on  board  s.s.  "Scotia,"  which  was  chartered  for  studying 
the  distribution  of  drift  ice  in  the  North  Atlantic,  have  led  him  to 
most  important  advances  !n  our  knowledge  of  eddy  motion  in  the 
atmosphere,  which  has  thrown  light  on  the  condilions  which  de- 
termine the  formation  of  mist,  fog  and  low  cloud,  thus  materially 
advancing  our  knowledge  of  a  part  of  one  subject  which  is  of 
supreme  importance  to  the  aviator. 

All  meteorologists  have  long  recognised  that  the  weather  of 
any  particular  region  is  only  the  local  result  of  causes  which 
belong  to  the  general  circulation  of  the  atmosphere,  so  that  a 
collection  of  the  meteorological  data  of  the  globe  was  a  first 
necessity. 

The  Reseau  Mondial. 

This  is  being  provided  in  such  a  form  as  can  he  produced  at 
present  by  the  publication  of  the  Meteorological  Office,  the  "Reseau 
Mondial,"  in  which  the  pressure  temperature  and  rainfall  for  each 
month  at  a  number  of  selected  stations,  two  for  each  ten-degree 
square  being  taken  wherever  possible.  This  publication  cf  which 
three  years,  1911,  1912,  1913,  have  appeared,  is  only  possible  be- 
cause of  the  uniformity  and  co-operation  which  has  been  achieved 
by  international  effort. 

The  next  point  for  consideration  in  the  supply  of  meteorological 
information  is  that  for  one  special  class  of  that  information 
rapidity  of  transmission  is  of  the  highest  importance. 

That  division  of  meteorology  which  deals  with  weather  is 
primarily  concerned,  at  least  in  extra-tropical  regions,  with  the 
changes  which  take  place  from  hour  to  hour  and  from  day  to  day; 
and  these  changes  take  place  often  with  great  rapidity  and  spread' 
quickly  over  large  areas,  so  that  if  they  are  to  be  anticipated  and 
warnings  issued  of  such  coming  changes  as  little  time  as  possible 


should  be  expended  in  the  collection  of  reports  and  the  issue  of 
forecasts  and  warnings. 

In  this  country  forecasts  have  long  been  prepared  thrice  daily, 
from  observations  at  7  a.m.,  1  p.m.,  and  6  p.m.,  but  with  the  in- 
crease of  aviation  during  the  war  and  the  necessity  for  the  issue 
of  forecasts  of  the  weather  at  an  hour  before  the  day's  plans  for 
operation  were  under  consideration,  an  additional  forecast  and 
report  based  on  observations  at  1  a.m.  was  introduced,  and  has 
been  continued  up  to  the  present  time. 

For  years  past  the  meteorological  services  of  most  European 
countries,  as  well  as  those  of  India,  Canada,  the  United  States, 
Egypt,  Japan,  and  some  others  have  issued  daily  weather  reports 
and  maps  of  their  area  and  of  the  surrounding  regions,  inter- 
changing information  by  telegraph  under  international  agree- 
ment. Europe  was  in  this  way  fairly  well  provided  with  informa- 
tion of  current  weather  from  a  large  network  of  stations,  to  which 
were  added  in  1909  reports  from  ships  of  the  trans-Atlantic  steam- 
ship lines. 

Under  present  conditions  these  international  services  can  be 
and  have  been  for  the  most  part  resumed,  but  the  new  demands 
for  a  quicker  and  more  frequent  supply  of  information  are  much 
larger  and  more  numerous  than  those  of  five  and  six  years  ago. 
The  forecaster  must  now  receive  his  reports  within  an  interval  of 
not  more  than  an  hour  after  the  observations  have  been  taken 
and  for  them  to  be  utilised  to  the  full,  his  deductions  from  tHeni 
should  be  available  half  an  hour  later. 

The  Daily  Weather  Report. 

The  daily  weather  report  which  was  issued  before  the  war  from 
the  Meteorological  Office  was  a  document  which  had  grown  up 
gradually  and  by  successive  changes.  It  had  been  the  rule  to 
publish  with  the  map  the  statistical  material  which  had  been  used 
in  its  production,  so  that  the  reader  could  check  its  correctness, 
and,  if  he  pleased,  draw  his  own  deductions  from  it. 

But  under  Service  conditions  something  simpler,  plainer,  and 
more  direct  in  its  presentation  of  the  opinions  of  the  trained 
meteorologists  who  prepared  it,  was  needed.  Those  who  had  to 
make  use  of  the  daily  weather  reports  were  usually  far  too  busy 
to  wish  to  study  the  statistical  material  before  accepting  the 
meteorological  opinions  which  were  offered  to  them. 

They  wanted  a  direct  statement  of  expert  opinion  of  which  they 
could  make  use  in  preparing  their  own  plans  of  actions.  The 
desire  for  such  expert  assistance  was  also  shown  by  many  re- 
quests that  forecasts  should  be  expressed  in  "perfectly  simple  and 
non-technical  language."  To  this  very  reasonable  request  it  was 
not  so  easy  to  accede  to  as  it  may  seem. 

Such  expressions  as  "a  depression  advancing  from  the  west- 
ward," "a  secondary  depression  developing  over  the  Channel," 
"an  anti-cycione  spreading  northward,"  are  more  than  mere 
statements  of  fact ;  they  convey  to  all  who  are  acquainted  with 
meteorology  much  additional  information  depending  on  the 
weather  conditions  described,  which  it  would  take  several  para- 
graphs to  describe  simply  and  in  non-technical  language. 

Now  that  hostilities  have  ceased,  the  opportunity  has  been  taken 
to  revise  the  daily  weather  reports  in  order  to  make  them  more 
useful  and  more  convenient  for  reference.  The  simplified  morn- 
ing report  of  war  days  has  been  transformed  into  a  British  daily 
weather  report,  in  which  all  the  information  from  the  United 
Kingdom  is  included,  and  is  issued  before  noon.  Later  in  the  day 
an  International  daily  weather  report  is  issued,  in  which  all  the 
data  from  foreign  countries  appear.  In  addition,  a  special  two- 
page  supplement,  containing  all  upper  air  observations  from  the 
observatories  of  the  MeteoroHgica!  Office  and  meteorological 
stations  of  the  Air  Ministry  as  well  as  from  some  in  France,  is 
published  daily  at  noon. 

Weathtsr  Maps  for  ths  British  Force  in  Russia. 

Whenever  forecasts  have  to  be  prepared,  reports  from  many 
stations  must  be  collected  and  a  weather  map  drawn  ;  and  if  drawn 
it  should  be  issued  to  all  whom  it  can  reach  in  rime.  Thus  on 
«very  war  front,  daily  weather  maps  have  been  regularh-  issued, 
often  several  times  daily,  and  at  this  moment  one  is  furnished  to 
the  British  Force  in  North  Russia  ;  and  in  all  future  operations 
the  same  will  be  required.  This  intimate  co-operation  be- 
tween the  different  meteorological  services  which  aviation 
necessitates,  increases  the  importance  of  Imperial  and  inter- 
national consultation,  in  order  that  information  may  be  pro- 
vided on  all  routes,  and  at  all  stations  as  nearly  as  practic- 
able in  a  common  form,  and  with  the  least  possible  delay. 

Now  that  meteorological  records  are  being  more  largely  worked 
upon  and  will  continue  to  be  worked  upon  in  the  future,  it  is  of 
the  highest  importance  that  there  should  he  at  a  central  institute 
as  complete  a  collection  o*  them  as  possible.  Also,  that  at  that 
institute,  an  highly  efficient  system  of  registration  and  indexing 
should  be  in  operation  so  that  inquirers  and  students  may  be  re- 
ferred readily  to  all  sources  of  information,  whether  published 
matter,  manuscript  records,  or  investigations  that  have  been  car- 
ried out  and  then  filed  away.  The  last  group  is  not  the  least  im- 
portant, for  work  of  this  kind  may  be  needlessly  repeated  unless 
there  is  a  ready  reference  to  what  has  already  been  done. 

There  is   a  large  amount  of  information  of  such  statistical 


I 


I094    (supnement  to  the  aeropun..)  Aeronautical 


character  published  in  this  country  already  ;  weekly  and  monthly 
weather  reports  of  the  United  Kingdom  appear  regularly  ;  but  for 
the  war  the  climatological  atlas  ol  the  United  Kingdom  would  • 
have  been  published  by  the  co-operation  of  the  Meteorological 
Office  and  the  Roval  Meteorological  Society.  Pilot  charts  of 
the  North  Atlantic  and  the  Indian  Ocean  appear  monthly, 
and  contain  much  information  relating  to- these  ocean  areas, 
which  have  been  collated  from  the  valuable  meteorological 
logs  contributed  by  ships'  officers. 

A  Network  of  Meteorological  Stations. 

The  British  Empire  possesses  a  very  numerous  and  widely  flung 
network  of  meteorological  stations,  numbering  c'bout  1,000  in  all, 
besides  those  which  record  rainfall  only,  and  the  ships  which 
keep  meterological  logs;  these  stations  are  organised  under  the 
meteorological  services  of  this  country,  of  the  Dominions,  of 
India,  and  of  the  Crown  Colonies,  so  that  they  furnish  us 
with  opportunities  for  investigating  almost  any  problem  that 
may  arise  in  meteorology,  if  competent  meteorologists  make 
full  and  proper  use  of  them. 

Bermuda,  the  Windward  Isles,  St.  Helena,  Ascension  Island, 
the  Falkland  Islands,  and  South  Georgia,  provide  a  chain  of 
stations  from  which,  although  they  are  not  quite  so  conveniently 
situated  as  could  be  wished,  the"  meteorological  conditions  over  the 
Atlantic  Ocean  may  be  investigated,  and  the  supplementary  ob- 
servations taken  on  sea-going  steamers  can  be  controlled.  Their 
results  can  be  compared  with  those  which  the  islends  of  the  Indian 
Ocean  can  provide,  viz.,  Socotra,  Seychelles,  Mauritius,  and 
Keeling  Island,  or  again  with  those  from  the  numerous  islands  of 
the  Pacific. 

Africa  has  been  mentioned  as  the  site  of  two  air  routes,  and  here 
there  are  many  subjects  of  great  meteorological  interest.  The 
Egyptian  and  Sudan  Service  has,  during  15  or  16  years  of  its 
existence,  thrown  much  light  on  the  conditions  prevailing  over 
North-Eastern  Africa. 

National  Co-operation. 

National  co-operation  offers  fewer  difficulties  in  the  way  of  uni- 
formity, but  in  so  widely  distiibuted  an  Empire  as  ours  local  con- 
ditions vary  so  widely  that  more  points  of  difference  arise  than 
would  occur  in  a  more  compact  geographical  location.  Confer- 
ences of  the  directors  of  all  the  various  British  meteorological  ser- 
vices are  the  natural  means  for  obtaining  greater  co-ordination, 
and  to  some  extent  these  have  been  provided  by  the  periodical  In- 
ternational Conferences  of  Directors  or  meetings  of  the  Interna- 
tional Meteorological  Committee.  There  are,  however,  greater 
advantages  to  be  gained  from  Imperial  meteorological  confer- 
ences which  can  easily  be  held  just  before  the  international 
meetings.  The  present  time  is  veiy  suitable  for  such  a  con- 
ference and  it  is  to  be  hoped  that  nothing  may  prevent  it  from 
being  held  at  an  early  dale. 

Discussion. 

Maj.-Gen.  Brooke-Popham  said  the  information  to  be  got  in 
France  during  the  war  as  regarded  meteorology  was  of  the 
greatest  possible  value.  They  tried  to  do  without  a  special 
meteorological  service  when  the  war  started,  but  it  was  found 
absolutely  necessary  to  have  a  local  service,  and  it  was  started 
early  in  1915. 

In  a  short  time  the  information  received  from  it  was  quite  re- 
markable for  its  accuracy,  and  they  could  not  have  done  without 
it.  The  most  important  thing  from  the  aviation  point  of  view 
was  that  the  information  had  to  be  got  through  very  quickly. 

Conditions  were  somewhat  different  now  from  those  that  pre- 
vailed in  France.  The  local  meteorological  service  there  only 
concerned  a  rather  small  area  of  the  world.  In  future  the  area 
the  service  would  have  to  cover  was  vastly  greater,  and  it  n  ight 
concern — as  it  did  at  present — the  whole  of  the  Atlantic,  the  North 
Sea,  and  right  away  to  Egypt. 

He  thought  that  would  rather  introduce  complications,  and 
alter  the  conditions  of  the  service  that  would  be  required.  Col. 
Lyons  said  the  information  was  got  out  at  present  by  maps  and 
particulars  that  were  printed  in  the  maps,  but  he  thought  in 
future  they  would  have  to  have  it  by  telegram  if  it  was  going 
to  he  of  real  value. 

In  France  they  had  a  regular  code  system.  Something  like  that- 
would  have  to  he  evolved  for  civil  aviation.  Using  a  code  would 
reduce  the  length  of  the  telegrams  and  increase  the  rapidity  with 
which  the  information  would  be  got  out. 

Lieut. =Col.  Ogilvie's  Comments. 

Lieut.-Col.  A.  Ogilvie  said  the  lecture  was  one  of  the  most 
stimulating  to  the  imagination  that  he  had  heard  for  a  long 
time.  The  vital  point  as  regarded  civil  aviation  seemed  to  be 
the  fact  that  it  would  depend  upon  the  weather.  One  could  see 
no  serious  difficulty  in  the  construction  or  operation  of  the 
machines.  They  might  be  a  little  bit  expensive  to  work  at  first, 
but  the  thing  in  which  it  was  really  difficult  to  see  the  complete 
path  open  ahead  was  the  meteorological  question,  and  that 
lecture  showed  a  sort  of  line  of  development  which  was  coming. 

Such  difficulties  as  the  weather  presented  were  going  to  be 
particularly  applicable  in  this  country,  where  the  weather  was 
very  bad.  That  was  really  an  advantage.  The  weather  conditions 
heing  very  had,  the  subject  became  so  serious  that  one  had  to 


Engineering  September  17,  1919 


get  after  it  and  put  it  right.  It  was  the  same  with  regard  to  the 
pilots.  He  remembered  Wilbur  Wright  telling  him  in  1908  that 
we  should  have  the  best  pilots,  as  our  particular  conditions  were 
so  much  worse  than  those  of  other  countries  that  our  fellows 
would  have  to  be  better  than  theirs  to  cope  with  them. 

Similarly,  as  regarded  the  weather,  the  difficulties  would  be 
>o  great  that  we  should  have  to  develop  systems  and  organisations, 
and  study  in  every  way  meteorological  questions,  so  as  to  enable 
us  to  operate  at  all.  Two  difficulties  as  regarded  the  weather 
seemed  to  be  particularly  prominent.  The  first  was  that  of  get- 
ling  the  knowledge  of  the  conditions  that  were  coming — such  as 
fog,  wind,  and  rain — and  the  second  was  the  means  of  over- 
coming them. 

Such  a  lecture  as  they  had  just  heard  did  not  enable  machines 
to  land  in  fog,  rain,  and  so  on,  but  it  helped  them  to  get  the 
knowledge  of  where  the  fogs  and  rainstorms  were  going  to  be. 

The  Lecturer's  remarks  about  the  Nile  struck  him  as  being 
interesting,  because  some  time  ago  he  was  messed  up  in  an 
aeroplane  expedition  on  the  Nile,  and  those  particular  conditions 
were  forcibly  impressed  on  the  minds  of  those  concerned.  Their 
machine  did  not  do  120  miles  an  hour.  Its  maximum  was  quite 
60,  and  it  was  not  a  particularly  sensitive  machine  to  any  kind  of 
weather  conditions,  and  they  were  particularly  sensitive  pilots — 
he  thought  most  of  the  old  pilots  w  ere  rather  nervous  and  agitated 
people — and  as  soon  as  there  were  any  gusts  they  used  to  hurry 
down. 

They  learnt  after  a  considerable  amount  of  experience  that  the 
wind  was  always  blowing  in  an  extremely  steady  way  at  certain 
times  of  the  day.  They  got  perfect  Hying  weather  from  7  to  10 
in  the  morning,  and  from  about  4.30  in  the  afternoon  until  it  was 
dark.  The  wind  during  those  times  was  blowing  perhaps  30 
miles  an  hour. 

When  they  left  Wadi  Haifa  at  the  beginning  of  the  raihvav 
crossing  the  desert  to  El  Hamid,  although  it  was  calm  so  far  as 
the  machine  was  concerned,  it  was  going  in  a  30-miles-an-hour 
wind.  Towards  10  o'clock  or  so  the  river  appeared  like  a  sheet 
of  glass,  but  a  little  later,  when  the  sun  began  to  heat  the  ground, 
one  saw  ripples  coursing  over  the  surface  of  the  river,  and  they 
knew  that  in  half  an  hour  or  so  those  gusts  would  be  coming  up 
their  way — they  were  going  along  at  a  modest  2,000  or  some- 
thing like  that — and  sure  enough,  after  a  decent  interval  after 
seeing  those  ripples,  they  began  to  "  get  the  wind  up  n  at  the 
height  at  which  they  were  flying. 

On  one  occasion  when  they  had  to  carry  on  till  12  o'clock  the 
weather  was  horrible  and  the  machine  difficult  to  handle.  He 
wished  to  emphasize  the  international  nature  of  meteorological 
questions.  Col.  Lyons  had  expressed  the  matter  very  ably,  but 
he  would  like  to  back  up  everything  he  had  said.  Aviation  was 
not  a  thing  one  could  do  by  oneself,  and  he  thought  it  would 
probably  have  a  very  big  effect  on  the  whole  inter-nationalisation 
^•1  ih  ■  world. 

Major  Wimperis. 

Major  H.  E.  Wimperis  said  the  lecture  by  the  honoured  head 
of  the  chief  meteorological  service  of  this  country  must  interest 
everyone  connected  in  aviation.  There  were  two  sides  to  the 
meteorological  work,  ascertaining  the  best  route,  and  supplying 
information  which  would  enable  one  to  judge  what  the  weather 
was  lilcely  to  be  at  the  date  one  proposed  to  start  to  fly  along  the 
selected  route. 

For  the  latter  the  physics  of  the  atmosphere  had  to  be  studied 
and  problems  as  to  the  friction  of  fog  and  wind.  It  was  difficult 
to  get  a'  continuous  chain  of  observations  in  the  upper  air. 
Stationary  balloons  with  observers  attached  were  fascinating  to 
meteorologists  but  rather  deadly  to  aviators. 

Lieut.-Col.  H.  T.  Tizard  said  the  air  conditions  only  became 
such  that  the  meteorologists  could  deal  with  them  in  forecasts 
at  fairly  great  heights,  and  as  flights  wculd  probably  be  in  fu- 
tute  comparatively  short  and  low  forecasts  could  i.ot  be  sup- 
plied with  the  rapidity  and  accuracy  that  would  be  of  any  use 
to  aviators. 

He  thought  the  telegraph  and  telephone  would  be  of  no  ctse 

for  the  purpose.  A  system  of  wireless  should  be  established  for 
this  purpose,  if  necessary,  by  using  continuous-wave  wireless  tele- 
graphy for  meteorological  purposes  and  keeping  other  commercial 
uses  to  the  ordinary  wave  telegraphy.  Aviators  should  help  the 
Meteorological  Office  by  supplying  the  kind  of  information  they 
required. 

Unpleasant  Kite  Balloons. 

Mr.  J.  S.  Dines  said  he  spoke  rather  as  a  member  of  the 
Meteorological  Office  than  as  representing  the  Meteorological 
Society.  He  was  intimately  concerned  with  the  preparation  of  the 
reports  Col.  Lyons  had  talked  about,  and  he  emphasised  how 
grateful  they  would  be  if  the  users  of  the  reports  would  give  them 
their  opinions  and  criticisms. 

They  were  asked  to  send  reports  by  telegram  and  sent  them 
regularly,  but  did  not  knoxV  whether  thev  were  ntii+p  what  was 
wanted.  If  suggestions  for  their  improvement  could  he  made  it 
would  be  of  great  service.  What  Major  Wl^peds  said  about  kite 
balloons  not  being  nice  for  airmen  was  true. 

As  Col.  Tizard  suggested,  aeroplanes  c^uH  '•"•If  'in  thermo- 
meters and  record  the  temperatures  and  in  comr.  ^et  a  fairly 
good  idea  of  the.  drift  of  the  wind  at  different  lpve'«.    He  hoped 


September  17,  1919  Aeronautical  Engineering  (SupPlement  to  the  aer™  >  io95 


To  "Aeroplane "  Subscribers. 

HOW  TO  SAVE  ONE  GUINEA,  EIGHT  SHILLINGS  &  NINEPENCE  OR  SEVEN  &  SIXPENCE. 

The  subscription  list  of  the  Aeroplane,  both  at  home  and  abroad,  is  steadily  increasing :  an 
eminently  satisfactory  movement  which  we  are  anxious  10  encourage. 

Of  the  many  books  published  on  the  war  on  the  Western  iront,  none  conveys  a  more 
realistic  impression  of  the  work  of  a  particular  arm  than  FLYING  COLOURS 
by  Captain  H.  M.  S,  Saundby,  M.C.,  A.F.C.,  R.A.F.,  published  at  £2  2s.  net 
(Edition  de  luxe)  and  15/-  net  (Popular  Edition). 

Among  the  art  books  published  in  the  last  year  or  two,  none  can  claim  to  be  a  more 
faithful  reproduction  of  the  artist's  colour  scheme  and  that  indefinable  thing,, 
atmosphere. 

FLYTNG  COLOURS  is  a  permanent  memorial  of  the  life  ot  "  the  pilot  in  action,' 
as  Major-General  C.  B.  Ashmore  calls  him.  It  was  very  costly  to  produce,  and 
necessarily  the  price  to  the  public  had  to  be  high. 

Many  would  like  to  possess  it  who  do  not  feel  disposed  to  put  down  Two  Guineas  for 
the  larger  edition  or  Fifteen  Shillings  for  the  smaller. 

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to  the  Aeroplane  :  namely  to  give  him  the  right  to  purchase  either  edition 
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All  he  need  do  is  to  send  us  the  accompanying  order  form  with  cheque  for  one  year's 
subscription,  plus  £1  Is.  or  7s.  6d.  according  to  the  Edition  he  wishes  to  have. 

In  order  to  be  fair  to  current  yearly  subscribers  we  extend  the  ha!f-f  ice  concession  to 
them  also.  If  a  subscriber  has  paid  a  quarterly  or  half-yearly  subscription,  then  to 
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I096     (Supplement  to  the  aeroplane.)  Aeronautical   Engineering  September  17,  1919 


that  in  future  there  would  be  that  co-operation,  and  that  the 
meteorologists  would  get  a  great  many  reports  of  upper  air  condi- 
tions from  aerodromes. 

Ship  Observatories. 
Mr.  T.  F.  Gavnor  asked  the  Lecturer  if  it  would  not  be  an  im- 
portant acquisition  to  the  international  meteorological  service,  es- 
pecially for  trans-Atlantic  aerial  navigation  in  the  immediate  fu- 
ture, if  a  few  suitably  designed  station-ships  were  permanently 
stationed  at  regularly-spaced  distances  apart  along  known  parallels 
of  latitude — say  40  degrees  and  50  degrees  North  latitude — fully 
equipped  with  meteorological  instruments  and  telegraph  devices,  to 
observe  conditions  at  their  respective  localities  and  report  fre- 
quently to  flying  aircraft  and  to  the  Ameiican  and  European  land 
stations  and  be  maintained  by  the  British  and  American  Govern- 
ments ? 

Forecasts  for  Atlantic  Flights. 
Mr.  F.  H.  Bramwell  asked  how  much  the  percentage  of  ac- 
curacy in  the  foiecasts  fell  off  after  various  periods.  A  man  start- 
ing to  fly  the  Atlantic  would  want  to  know  what  chance  he  had  of 
reasonable  Atlantic  weather  some  20  hours  or  so  after  the  time 
he  left  the  ground,  or  probably  more  like  30  hours  after  the  fore- 
cast was  prepared  by  the  Meteorological  Office. 

Lt.-Col.  Lyons 's  Reply. 
Lt.-Col.  Lyons,  replying  to  the  discussion,  said  with  reference 
to  the  remark  that  the  war  front  in  France  was  a  small  area,  the 
area  for  which  the  forecast  was  supplied  was  small,  but  the  area 
from  which  the  material  was  obtained  was  not  small.  It  ranged 
from  Iceland  to  North  Scandinavia  and  down  to  the  Algerian 
coast. 

In  Egypt  the  conditions  were  simpler  and  more  stable,  and 
the  area  became  more  manageable  and  distinctly  smaller.  In 
Egypt,  as  a  rule,  dealing  with  the  ordinary  weather  forecast, 
nothing  farther  off  than  Malta  directly  affected  them,  in  less  than 
3  couple  of  days.  For  use  with  telephones  or  wireless  messages 
a  code  was  necessary  at  the  Meteorological  Office,  specially 
worked  out  to  simplify  and  shorten  the  transmission  of  returns 
and  forecasts. 

He  had  experienced  the  strong  night  winds  over  the  desert.  He 
had  never  satisfied  himself  as  to  the  reason  for  them.  The  in- 
formation given  by  aviators  to  the  meteorological  service  in 
France  and  in  this  country  had  been  of  the  greatest  value 

He  had  not  the  figures  in  his  head  as  to  the  falling  off  in  ac- 
curacy of  forecasts.  It  was  an  important  point  and  should  be 
followed  up.  He  would  like  to  take  a  particular  case  and  look 
that  up,  and  send  the  inquirer  the  information. 

The  Meteorological  Office  would  be  pleased  to  have  the  fixed 
stations  suggested  by  Mr.  Gavnor.  but  the  practical  difficulties 
would  probablv  postpone  then;  for  a  long  time. 

The  President,  in  proposing  a  vote  of  thanks  to  the  Lecturer, 
remarked  that  we  had  prrgressed  a  good  deal  since  the  days  of 
Col.  Ogilvie's  memorable  expedition  up  the  Nile  by  what  Col. 
Ogilvie  called  two  frail  pilots,  but  whom  other  people  would  call 
two  of  the  pluckiest  pilots  that  ever  stepped. 

In  the  near  future  he  thought  we  should  have  aircraft  which 
would  stand  anything  but  the  most  violent  gale.  It  was  to  the 
credit  of  the  Meteorological  Office  that  they  had  advanced  so  far 
in  securing  a  perfect  organisation.  He  hoped  the  International 
Congresses  and  discussions  now  taking  place  would  result  in 
securing  the  co-operation  of  ail  the  services  interested  in  meteoro- 
logical information  for  aviators  in  this  country  and  abroad. 


SAMUEL    PIERPONT  LANGLEY. 

From  a  somewhat  unexpected  source- -the  "Johannesburg 
Star" — one  gleans  some  interesting  biographical  notes  concerning 
Samuel  Pierpont  Langley,  the  American  pioneer,  who,  at  the  end 
of  the  nineteenth  century,  succeeded  in  constructing  an  aeroplane 
capable  of  flying.  That  it  was  not  the  first  machine  to  fly  was 
due  to  a  chain  of  accidents  such  as  often  robs  pioneers  of  the 
fruits  of  their  labour. 

Of  all  those  who  in  these  early  days  investigated  the  possibili- 
ties of  dynamic  flight,  Langley  was,  undoubtedly,  the  best 
equipped  by  training,  experience,  and'  natural  aptitude.  He  was 
the  scientist  of  world  renown,  an  engineer  of  uncommon  merit, 
and  his  ultimate  non-success  was  due  mainly  to  an  unbelieving 
Press  whose  criticisms  and  ridicule  caused  the  cutting  off  of  the 
funds  which  would  have  made  a  continuation  of  his  experiments 
possible. 

Langley  was  the  descendant  of  a  substantial  and  intelligent 
family  of  New  England,  among  whom  were  skilled  mechanics, 
business  men,  clergymen,  and  teachers,  including  a  President  of 
Harvard  University. 

He  was  born  in  Roxburg,  Mass.,  on  Aug.  2nd,  1834,  and 
was  educated  at  Boston — he  was  trained  in  architecture  and  civil 
engineering,  and  followed  his  profession  in  St.  Louis  and  Chicago 
for  seven  years.  Thereafter  a  natural  fondness  for  astronomy 
prompted  him  to  give  up  his  business  and  devote  himself  to  the 
construction  of  telescopes,  after  which  he  journeyed  to  Europe  and 
spent  three  years  in  Observatories,  Institutes,  and  Art  Galleries. 

Upon  his  return  he  was  made  an  Assistant  in  the  Harvard 
Laboratory,  and  later  Professor  of  Mathematics  and  a  Director 


of  the  Observatory  at  Anapolis.  At  32  lie  was  made  Professor 
of  Astronomy  and  Physics  of  the  Western  University  of  Pennsyl- 
vania, and  Director  of  the  Allegheny  Observatory.  During  a 
stay  of  20  years  in  this  position,  he  commenced  his  experiments 
in  aero-dynamics,  starting  in  1887,  and  continuing  for  over  three 
years.  The  results  of  his  tests  are  counted  even  now  among  the 
most  valuable  contributions  to  the  science. 

Whilst  at  the  Western  University,  he  persuaded  the  railway 
corporation  to  adopt  a  standardised  time  system  lor  the  operation 
of  the  trains,  the  time  being  signalled  along  many  thousands  of 
miles  of  railway  twice  a  day  from  a  Solar  clock  operated  by  Lang- 
ley, thus  linking  astronomy  and  railway  operation.  Another 
01  his  astronomical  triumphs  was  the  investigation  of  sun  spots 
and  the  invention  of  the  bolometer,  an  instrument  of  such  deli- 
cacy and  precision  that  if  Indicates  ac;jrately  variations  in 
temperature  of  less  than  one  hundred  thousandth  of  a  degree 
centigrade,  and  by  this  means  he  was  able  to  analyse  in  detail 
the  heat  of  the  moon  in  the  lunar  spectrum. 

In  1886,  following  a  long  succession  of  astronomical  investiga- 
tions of  an  original  and  far-reaching  character,  he  became  an 
assistant  secretary  of  the  Smithsonian  Institute,  with  the  privi- 
lege of  continuing  his  research  work  at  Allegheny  Observatory, 
and  he  held  this  position  until  his  death  on  Feb.  27th,  1906. 

Unlike  most  other  investigators  in  the  field  of  mechanical  flight 
Langley  did  not  follow  rule-of-thumb  methods.  He  engaged  first 
in  the  most  painstaking  research  to  determine  and  classify  the 
fundamental  principles  involved ;  his  progress  begun  in  the 
laboratory  and  ended  in  the  workshop. 

His  aeronautical  work  was  divided  into  the  following  stages  : 
— (1)  His  experiments  in  aero-dynamics  at  Allegheny  Observatorv, 
where  for  three  years  he  confined  himself  exclusively  to  the  mak- 
ing of  tests  for  determination  ot  principles  ■  nd  the  development 
of  data  to  be  used  later  in  constructing  models  and  man-carrying 
machines. 

(2)  His  experiments  with  rubber  and  steam-driven  models,  the 
result  of  which  was  to  enable  him  to  construct  a  steam-pro- 
pelled model  which  flew  for  more  than  three-quarters  of  a  mile. 

(3)  He  then  experimented  with  a  J  scale  petrol  engine-driven 
model,  and,  after  successful  demonstration,  constructed  a  full  size 
man-carrying  machine,  propelled  by  petrol  engine.  It  was  not, 
however,  until  some  years  after  his  death,  in  the  autumn  of  1914, 
that  this  machine  was  successfully  flown  by  Mr.  Glenn  H.  Curtiss 
at  Hammondsport,  New  York,  in  an  attempt  to  antedate  the 
Wright  patents. 

The  principal  piece  of  apparatus  which  figured  in  Langley's  ex^~ 
periments  was  a  large  whirling  table  with  a  radius  oi  30  ft. 
which  consisted  of  two  diametrical  woodan  arms  revolving  in  a 
plane  8  ft.  above  the  ground. 

It  was  driven  by  a  gas  engine  of  1  j  h.p.  during  the  early  days 
of  experiments,  but  as  this  was  found  to  be  inadequate,  it  was 
later  driven  by  a  10  h.p.  steam  engine,  and  a  set  of  step  pullevs 
furnished  a  variable  speed  device  and  according  to  the  gear  em- 
ployed 25-50-100  or  200  revolutions  of  the  table  could  be  obtained 
for  a  thousand  revolutions  of  the  engine.  During  the  last  of  the 
experiments  the  gear  ratio  of  the  bevels  was  changed  again,  and 
a  new  system  of  pulleys  installed,  so  that  at  120  revolutions  of 
the  engine  per  minute,  48-24  and  12  revolutions  of  the  whirling 
table  per  minute  was  secured,  corresponding  respectively  with 
100-50-25  miles  per  hour  at  the  end  of  the  arms.  The  full  use- 
fulness of  this  whirling  table  was  reduced  by  its  position  in  the 
open,  and  the  consequent  effects  of  air  currents.  Nevertheless, 
some  of  Langley's  results  obtained  with  this  apparatus  were 
wonderfully  accurate. 

THE   PROPOSED   INSTITUTE   OF  AERO= 
NAUTICAL  ENGINEERS. 

A  meeting  was  held  at  180,  Sutherland  Avenue,  Maida  Vale, 
on  Thursday,  Sept.  nth,  to  discuss  ihe  formation  of  an  Insti- 
tute of  Aeronautical  Engineers. 

Some  twenty  members  of  the  profession  attended,  and  Mr. 
I/.  Howard  Flanders  took  the  chair. 

A  letter  from  Mr.  A.  E.  Berrirnan,  wherein  he  strongly  pro- 
tested against  the  use  of  the  title  "Institute  of  Aeronautical 
Engineers"  on  the  ground  that  it  implied  competition  with 
the  functions  of  the  Royal  Aeronautical  Societyj  and  against 
the  formation  of  such  an  association  because  the  R.Ae.S.  did 
in  fact  fulfil  the  legitimate  functions  of  such  an  association, 
was  discussed  at  some  length,  and  it  was  the  general  decision 
of  the  meeting  that  the  functions  of  the  two  associations  were 
entirely  different. 

Mr.  Howard  Flanders'  proposal  that  the  new  society  should 
be  also  a  Defence  Association — which  would  perform  for  its 
members  the  legitimate  functions  of  a  trade  union — was  then 
discussed  at  some  length.  As  might  have  been  expected,  the 
meeting  generally  disliked  the  idea  of  a  trade  union.  It  was 
generally  conceded  that  technical  workers  of  the  educated 
class  needed  some  protective  organisation  to  look  after  their 
interests.  It  was  decided  that  the  provisional  council  should 
obtain  a  statement  of  the  legal  standing  of  a  Defence  Associa- 
tion, firstly  when  registered  as  a  Trade  Union,  and  secondly 
not  so  registered,  in  order  that  prospective  members  might 
weigh  the  relative  advantages  of  the  two  positions.. 


September  i7(  .919  Aeronautical  Engineering  L^d,^ a*™,,  '«>; 


"SPEEDICUT"  HIGH  -  SPEt  D  TWIST  DRILLS 
MILLING  CUTTERS.  REAMERS. 
SLITTING  SAWS. 

THOS.  FIRTH  &  SONS,  LTD.  SHEFFIELD. 


GWYNNES 


LIMITED. 


CONTRACTORS  TO    H.M.  GOVERNMENT 


MANUFACTURERS   AND   SOLE    LICENSEES   IN   THE    BRITISH  EMPIRE 


"CLERGET"  PATENT  AERO  ENGINES 


ENGINEERS,  LONDON. 

"QWyNNE  LONDON." 


KINDLY   MENTION    "THE    AEROPLANE  '*    WHEN   CORRESPONDING    WITH  ADVERTISERS 


I09^       (Supplement  to  The  Aeroplane.)  Aei*On£iUtiCa.l 


Engineering 


PATENTS  INDEX 

The  subjoined  list  of  recent  inventions  has  been  specially  com- 
piled by  The  Aeroplane  from  the  current  OfTMal  Patents  Records. 

Patents  Applications. 
Blackman,  P.    Landing-dock  for  aerial  machines,  etc.    No.  16282. 
June  28th. 

Brockelbank,  C.  H.    Drift-indicators.    Nd.  15929.    June  24th. 

Davis,  E.  A.  Maps,  etc.,  for  motor  vehicles  and  flying-machines. 
No.  15912.    June  24th. 

Drew,  H.  V.    Aeroplanes.    No.  16175.    June  27th. 

Gunn,  F.    Belts  for  aviators.    No.  15S52.    June  24th. 

Heflord,  A.    Clinometers  for  aircraft.    No.  159S0.    June  25th. 

Holt,  H..E.  S.    Parachutes.    No.  16260.    June  27th. 

Last,  J\  -  J.  Means  for  determining  angle  of  inclination  of  air- 
craft during  flight.    No.  15801.    June  23rd. 

Lesseps,  M.  de.  Propellers  for  aerial  or  marine  propulsion.  No. 
16159.    June  26th. 

Mooney,  D.  J.  Fittings  for  metal  aircraft  construction.  No. 
16287.    June  28th. 

Page,  F.  H.    Power  unit  for  aircraft.    No.  16245.    June  27th. 

Schneider,  J.  J.  M.  A.  E.  Shock-absorbing  apparatus  for  landing 
carriage  of  aeroplanes.    No.  i6oc,8.    June  25th. 

Snook,  C.  W.  Means  for  turning  aeroplanes.  No.  16139.  June 
26th. 

Tomlinson,  H.  Control  of  aeroplanes,  seaplanes,  and  flying- 
boats.    No.  15857.    June  24th. 

Whitham,  F.  E.  Webs  for  aeroplane  wings,  floor  coverings,  etc. 
No.  16272.    June  28th. 

Whitham,  F.  E.  Roofs,  etc.,  of  buildings,  aeroplane  wings, 
etc.    No.  16273.    June  28th. 

Anderson,  W.  J.    Aeroplanes.    No.   16482.  July  2nd. 

Baratte,  F.  H.  F.  Aeroplane  tail-supporting  means.  No.  16417, 
June  30th. 

Barclay,  S.  F.    Arrangements  for  prevention  and  extinction  of 

fire  aboard  aircraft.    No.  16438.    July  2nd. 
Bertrand,   E.    Aeroplane  wings.    No.   16407.    June  30th. 
Bertrand,  E.    Wings  of  aeroplanes.    No.  16609.    July  2nd. 
Blackman,   P.    Clinometer  for  aircraft.    No.    16441.    July  2nd. 
Blundell,  E.  O.    Aircraft   flying-position   indicator.    No.  16553. 

July  2nd. 

Brizon,  J.    Speed  indicator  for  aircraft.    No.   16918.    July  5th. 

Brown,  G.  C.    Heavier-than-air  airship.    No.  16392.    June  30th. 

Brown,  W.  Silencer  for  aeroplane  engines,  motor  engines,  etc. 
No.   16524.    July  2nd. 

Bygrave,  L-  C.  Navigational  apparatus  for  aircraft,  etc.  No. 
16840.    July  5th. 

Cerruti,  F.  A.    Aeroplanes.    No.  16560.      July  2nd. 

Disney,  C.    Streamline  bracing.    No.   16799.    July  4th. 

Freeman,   W.    Parachutes.    No.    16639.    Ju'y  3rd- 

Green,  L.  G.    Propellers  for  aircraft.    No.  16695.    July  3r^ 

Henshaw,  T.  A.    Aircraft.    No.   16656.    July  3rd. 

Hill,  A.  R.    Aircraft.    No.   16583.    July  2nd.' 

Holt,  H.  E.  S.    Parachute  flares.    No.  16823.    July  4th- 

Howard,  R.  A.  Method  of  building  up  boss  of  three-bladed  air- 
screw.   No.  16743.    July  4tn- 

Kilburn,  D.  A.  E.  Method  of  enabling  aeroplanes  to  ascend 
from  or  descend  on  land  or  water.    No.  16873.    Ju'y  5th. 

Mackworth,  J.  D.  Inflation  systen.s  for  non-rigid  aerostats 
No.  16772.    July  4th. 

Mackworth,  J.  D.  Valve  gear  for  balloons,  etc.  No.  16841. 
July  5th. 

Mooney,  D.  J.    Metal  fittings  for  aircraft.    No.  16683.    July  3rd. 

Nevin,  G.    Dirigible  airship.    No.    16664.    Ju'y  3r(k 

Rae,   H.  F.    Flying-boat.    No.    16369.    June  30th. 

Russon,  J.  W.  Electric  level  indicator  for  aircraft  when  night- 
flying.    No.  16883.    Ju'y  5th. 

Schneider,  J.  J.  M.  A.  E.    Aeroplanes.    No.  16409.    June  30th. 

Summers,  L.  F.  Clothing  for  aviators,  etc.  No.  16869.  July 
5th. 

Warneford,  W.  J.  Device  to  prevent  stealing  of  motor-cars, 
motor-boats,   aircraft,  etc.    No.    16525.    July  2nd. 

Warneford,  W.  J.  Device  to  prevent  stealing  of  motor-boats, 
motor-cars,   aircraft,  etc.    No.    16857.    July  5tn 

Wilson,  C.  L.    Means  for  operating  controls  of  aeroplanes.  No. 
16472.    July  2nd. 
Gomplete  Specifications  Accepted,  prints  of  which  can  be 
obtained  on  and  after  july  17th,  i919. 

128262.  July  5th,  1917.  Cowtan,  D.  M.,  and  Piccolomini,  H.  C. 
P.  Girders  and  similar  structures  for  aircraft  and  other  pur- 
poses. 

128266.  July  6th,  1917.  Hervieu,  G.,  and  Marechal,  P.  M.  G. 
Portable  sheds,  hangars,  and  other  similar  structures. 

128268.    July  6th,  1917.    Lecuyer,  M.  Flying-machines. 

128277.  July  nth,  1917.  Viokers  Ltd.,  Challenger,  G.  H.  and 
Duncan,  T.  S.  Means  for  controlling  the  fire  of  guns  car- 
ried by  aircraft. 

128283.  Ju'y  14th,  1917.  Sopwith  Aviation  Co  ,  and  Kauper,  H. 
A.  Means  for  synchronising  the  firing  of  a  gun  with  the  ro- 
tation of  a  propeller  upon  aeroplanes. 


128291.  July  19th,  1917.  Bruce,  R.  A.  Fastenings  of  detachable 
or  foldable  aeroplane  wings. 

128294.  July  20th,  1917.  Calthrop,  E.  R.  Method  of,  and  ap- 
paratus for,  destroying  aerial  craft. 

12S300.  July  26th,  1917.  Sopwith  Aviation  Co.,  and  Hodgson, 
A.  T.  Fairlead. 

128301.  July  27th,  1917.  Ellis,  F.  A.,  and  Ellis,  F.  A.  Screw 
propellers  for  aeronautical  machines  and  the  like. 

128304.  July  27th,  1917.  Aeronautical  Instrument  Co.,  and 
Brewer,  G.  Balloons. 

128310.  July  30th,  1917.  Wood,  W.  H.  Manufacture  of  pro- 
pellers and  other  parts  of  aircraft. 

128313.  July  31st,  1917.  Blackburn  Aeroplane  and  Motor  Co., 
Booth,  H.,  and  Copley,  J.  W.  Pulleys  particularly  applicable 
for  the  control  or  other  flexible  connections  employed  in 
aircraft. 

12S314.    July  31st,  1917.     Blackburn  Aeroplane  and  Motor  Co., 

and  Booth,  H.    Folding  wirgs  of  aeroplane  flying  machines. 
128319.    Aug.  1st,  1917.    Sage  and  Co.,  F.,  and  Feary,  N.  A.  T. 

N.    Fairings  for  the  struts  of  aircraft. 
12S322.     Sept.  7th,   1917.     Brown,  E.    E.,  and  Mooney,  D.  J. 

Metal  construction  for  aircraft. 
128329.    March  ist,  1918.    Thomas,  G.  H.,  and  Hiscocks,  S.  W. 

Construction  of  laminated  spar  for  aircraft. 
12S341.    May  14th,  1918.    Holle,  A.  A.    Control  of  aeroplanes. 
128345.    May  16th,  J918.     Taylor,  W.    Gyroscopic  level  indicator 

for  use  in  aircraft,  ships,  and  the  like. 
128352.     June  6th,  1918.     Grand,  S.  E.     Parachute  device  for 

aeroplanes. 

128367.  June  15th,  1918.  Kitchen,  E.  Stabilising  and  speed- 
increasing  devices  for  aeroplanes  and  airships. 

12S3&8.  July  i8th,  1918.  Joseph,  E.  L.  Means  for  anchoring 
the  ends  of  wires  subject  to  tensile  stress. 

128421.  July  3rd,  1918.  Parnall  and  Sons,  and  Bolas,  H.  Means 
for  cowling  the  rotary  engines  of  aircraft. 

12S422.  July  3rd,  191S.  Thomas,  G.  H.,  and  Tippen,  F.  J.  Air- 
ships. 

128423.  July  3rd,  1918.  Thomas.  G  H.,  and  I'ippen,  F.  J.  Air- 
ships. 

128430.  July  nth,  1918.  Blackburn  Aeroplane  and  Motor  Co., 
Booth,  H.,  and  Petty,  G.  E.  Flying-boats. 

128457.  Aug.  15th,  1918.  Boulton  and  Paul,  and  North,  J.  D. 
Engine  fairings  or  casings  for  aircraft. 

1 28481.  Oct.  3rd,  1918.  Clowes,  G.  Portable  steps  for  use  in 
rigging  aeroplanes. 

128495.  Nov.  26th,  1918.  Silk,  R.  A.  Platforms  for  use  when 
adjusting  the  compasses  of  aircraft. 

Complete  Specifications  Accepted,  prints  of  which  can  be 
obtained  on  and  after  july  24th,  i919. 

128,593.    Jan.  3rd,  1917.    Brock,  A.    Aerial  photography. 

128,599.  Aug.  2nd,  1917.  Blackburn  Aeroplane  &  Motor  Co., 
and  Booth,  H.  Lifting-attachmenls  for  aeroplane  flying- 
machines  and  other  aircraft. 

128.602.  Aug.  2nd,  1917.  Back,  W.  E.  Control  of  flying- 
machines. 

128.603.  Aug.  2nd,  1917-  Gledhill,  A.  H.  Apparatus  for  re- 
leasing bodies  from  aircraft. 

128,605.  Aug.  3rd,  1917.  Blackburn  Aeroplane  &  Motor  Co., 
and  Booth,  H.    Method  of  construction  of  boats  or  floats. 

128,609.    Jan.  3rd,   1917.    Brock,  A.    Aerial  photography. 

128,611.  Aug.  7th,  1917.  Blackburn  Aeroplane  &  Motor  Co., 
and  Booth,  H.  Hulls  or  floats  for  hydro-aeroplane  flying- 
machines. 

128,615.  Aug.  8th,  191-.  Fuller  \ccun;ulator  Co.,  and  Brown, 
H.  C.  Lamps  or  lanterns  for  aeroplane  flying-machines  and 
other  aircraft. 

128,619.      Aug.    9th,     1917.       Hutchings,   W.       Machine-   for  ^ 

measuring  the  blades  of  aircraft  and  marine  propellers. 
128,621     Aug.    10th,  1917.    Flower,   S.   A.    Transverse  frames 
of  airships. 

128,622..  Aug.  13th,  1917.  Coles,  S.  O.  Cowper-.  Construc- 
tion of  metal  wing  for  flying-machines. 

128.629.  Sept.  nth,  1916.  Paulhan,  L.,  and  Chevardiere  de  la 
Grandvilla,  H.  J.  L.  M.  de.  Propellers  particularly  appli- 
cable to  aerial  machines. 

128.630.  Aug.  16th,  1917.  "  Porta  down  Weaving  Co..  and 
Greeves,  T.  J.  Transparent  flexible  material  applicable  for 
aerial  wings  and  other  purposes. 

128,634.  Aug.  18th,  1917.  Austin  Motor  Co.,  and  Austin,  Sir 
H.  Method  of  mounting  an  aeroplane  propeller  and  means 
for  use  therewith  for  carrying  a  gun  which  fires  axially 
through  the  propeller. 

128,636.  Aug.  18th,  1917.  Calthrop,  E.  R.  Aeroplanes, 
and    parachute-launching   devices  therefor. 

128.643.  Aug.  22nd,  1917.  British  &  Colonial  Aeroplane  Co., 
and  Reid,  W.  T.    Aircraft  fuselages. 

128.644.  Aug.  22nd,  1917.  British  &  Colonial  Aeroplane  Co., 
and  Reid,  W.  T.    Engines  for  aircraft. 

128,651.  Aug.  23rd,  1917.  Mayrow,  J.  J.  Fuselages  of  aero- 
nautical machines. 

128,657.  Aug.  28th,  1917.  Mordey,  H.  F.,  Lanej  W.,  and 
Houghton,   P.   H.    Propellers  for  aircraft. 


September  17,  1919 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplane.) 


IO99 


RENE  TAMPIER 

CONSTRUCTING  ENGINEER, 

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1102       (Supplement  lo  The  Aeroplane.)    Aef  OnailtlCal  Engineering 


September  17,  1919 


Arrangements  are  being  made  by  the  St.  Maurice  Valley  Forest 
Protective  Association  to  provide  centres  throughout  the  forest 
areas  controlled  by  them  with  constant  patrols  of  aeroplanes  so  as 
to  signal,  immediately  a  forest  fire  is  discovered,  to  wireless  stations 
snd  secure  prompt  assistance.  Active  support  is  being  given  to 
this  work  by  the  Dominion  Government,  as  it  is  believed  that  it 
will  prove  the  best  plan  yet  adopted  for  the  prevention  of  forest  fires. 

The  Aeroplane  on  Forest  Patrol 

Millions  of  pounds  are  lost  annually  through  the  vast 
destruction  wrought  by  fire  in  the  great  timbered 
areas  of  the  world.  This  loss  can  be  enormously 
minimised  by  the  speedy  location  of  an  outbreak. 
A  patrolling  aeroplane  can  not  only  cover  long 
distances  by  reason  of  its  speed,  but  its  field  of 
observation  covers  an  enormous  area. 


The  "  BRISTOL  "  Aeroplanes,  embodying  the 
experience  and  regard  for  quality  of  BRITAIN'S 
PIONEER  AIRCRAFT  CONSTRUCTORS, 
are  especially  suitable  for  forest  patrol  because 
of  their  great  stability  and  rel'ab  lity. 


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To  secure  it  in  face  of  the  reduction  of  working  hours  there  is  only  one  remedy— to  use 
machinery  as  freely  as  possible  and  to  see  that  the  machinery  is  of  the  most  efficient  type. 
That  explains  why  electrical  manufacturing  firms  such  as  ourselves  can  scarcely  cope 
with  the  enquiries  and  orders  we  are  receiving. 

Electricity  is  coming  to  the  rescue! 

We  have  been  Electrical  Engineers  and  Cable  Makers  since  '75.  We  gladly  place  at  the 
disposal  of  every  manufacturer  and  producer  the  knowledge  we  have  accumulated  during 
that  period,  hence — 

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Engineers  to  discuss  it  with  you. 

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The  Aeroplane 


1 103 


AIRY  NOTHINGS. 

By    "  MED  WAY." 


We  live  in  the  era  of  standardisation.  We  are  even 
told  that  things  are  to  be  carried  so  far  as  to  entail  the 
standardisation  of  the  engines  to  be  used  on  the 
Imperial  aerial  routes  before  these  routes  themselves 
are  in  existence.  Personally,  I  should  prefer  to  start 
by  tackling  simpler  branches  of  the  subject. 

For  instance,  there  will  no  doubt  be  a  considerable 
number  of  meetings  at  which  Under-Secretaries  of 
Government  Departments  and  other  shining  lights  of 
the  political  world  will  desire  to  apply  dope  to  the  Airy 
Craft  Industry  and  the  general  public.  It  would  save  a 
lot  of  time,  which  is  otherwise  bound  to  be  wasted  by 
manufacturers  and  representatives  of  the  Press  in 
attendance  at  such  meetings,  if  the  officially  inspired 
utterances  were  standardised  and  printed  in  advance. 

The  standard  speech  would,  of  course,  need  to  be 
replete  with  that  loquacious  reticence  which  enables 
nothing  to  be  said  in  a  large  number  of  words.  It 
would  require  to  indicate  the  overpowering  goodwill  of 
the  Government  towards  the  Aircraft  Industry  and  the 
pioneers  of  commercial  aviation,  and  equally  the  deter- 
mination of  the  same  Government  to  do  nothing  what- 
ever which  could  possibly  involve  any  expenditure  at 
all  of  public  funds. 

Diplomatic  Verbiage. 

The  preparation  of  the  speech  is  really  a  job  for  the 
.same  tactful  people  as  are  charged  with  the  duty  of 
giving  expression  to  the  whole-hearted  adherence  of  the 
-Government  to  a  policy  of  Free  Trade  combined  with  a 
complete  system  of  Import  Duties  and  a  substantial 
Imperial  Preference.  In  the  meanwhile,  despite  my  lack 
of  experience  in  the  stringing  together  of  diplomatic 
verbiage,  I  put  forward  the  following  merely  as  a  rough 
first  draft  to  serve  as  a  basis  upon  which  the  elaborately 
finished  article  could  be  built  up  :  — 

Gentlemen, — I  am  giving  you  the  pleasure  and 
honour  of  my  company  to-day  for  the  purpose  of  making 
it  abundantly  clear  that  the  Government,  which  is  so 
fortunate  as  to  be  represented  by  me,  intends  to  treat 
■Commercial  Aviation  in  such  a  way  as  to  ensure  the 
speediest  possible  development  of  aerial  services,  the 
supremacy  of  the  British  Industry,  and  the  total  avoid- 
ance of  any  financial  expenditure  in  aid  of  aerial  enter- 
prise. 

One  of  our  first  duties  is  to  dispose  of  the  Govern- 
ment's own  property  in  the  shape  of  aeroplanes  and 
airships.  In  this'  connection,  it  must  be  clear  that  any 
unfortunate  risk  of  realising  inadequate  prices  for  this 
property  can  be  eliminated  by  the  total  destruction  of 
the  property  in  question.  Various  alternative  courses 
of  action  also  suggest  themselves.  The  property  might 
be  given  away,  or  it  might  be  sold  at  an  exorbitant 
price. 

To  Relieve  the  Government  op  Responsibility. 
We  have  to  consider  the  immense  potential  value  of 
aircraft  services  to  the  community.  We  have  also  to 
■consider  the  pockets  of  those  whose  one  and  only  idea 
is  an  immediate  temporary  reduction  of  taxation.  It 
would  be  extremely  nice  to  recover  much  of  the  cost  of 
tthe  war  by  opening  up  and  increasing  the  value  of  terri- 


tories in  many  of  the  comparatively  undeveloped  por- 
tions of  the  'Empire.  The  process  must  involve  some 
capital  expenditure,  and  it  would,  therefore,  be  still 
nicer  if  you,  gentlemen,  consented  to  incur  that  ex- 
penditure and  relieve  the  Government  of  all 
responsibility. 

I  need  hardly  say  that  even  the  most  socialistic  mem- 
bers of  the  community  do  not  desire  to  nationalise 
properties  or  services  so  long  as  these  cannot  fail  to 
show  a  loss.  If,  however,  as  I  hope  and  expect,  you  are 
all  willing  to  club  together  in  a  patriotic  spirit  and  carry 
us  through  this  difficult  period,  the  nation  will  be  only 
too  pleased  to  take  over  the  enterprises  at  a  nominal 
figure  directly  they  have  reached  that  period  where  a 
regular  and  substantial  profit  is  assured. 

Just  at  the  moment  it  is  the  duty  of  the  Government 
to  set  you  all  an  example  in  economy.  The  form  of 
economy  most  easily  practised  and  appreciated  by  the 
majority  of  voters — who,  as  you  must  recognise,  are  the 
people  who  matter — consists  of  spending  no  money  at 
all.  The  truer  economy,  which  consists  of  investing 
money  in  order  to  increase  its  value,  is  not  nearly  so 
obvious  or  easily  explained.  Fortunately,  words  cost 
nothing ;  I  will  therefore  provide  you  freely  with  as 
many  as  you  require,  or  even  more.  Explanations,  how- 
ever, postulate  brains,  and  brains  are  an  expensive  com- 
modity in  which  wise  Governments  must  be  strictly 
economical. 

Benevolent  Neutrality. 

The  Air  Ministry  possesses  a  certain  number  of 
machines,  and  the  Admiralty  has  reported  that  when 
the  political  situation  has  cleared  up — as  it  may  do 
within  the  next  ten  years  or  so — it  may  be  able  to  give 
an  approximate  estimate  of  the  number  of  aircraft  or 
aerodromes  that  it  may  or  may  not  require.  You  will 
agree  that  nothing  could  be  more  explicit  or  satisfac- 
tory. These  two  departments  are  prepared  to  combine 
in  making  the  great  sacrifice  which  is  entailed  by  offer- 
ing to  sell  their  property  to  the  highest  bidder.  This, 
in  itself,  you  will  recognise  as  a  great  inducement.  You 
will  also  be  permitted  to  read  the  weather  forecasts  in 
the  "Times,"  and  the  Post  Office  has  undertaken  to 
adopt  an  attitude  of  benevolent  neutrality. 

The  Postmaster-General  has  even  gone  so  far  as  to 
permit  me  to  assure  you,  on  his  behalf,  that  in  the  pre- 
paration of  your  schemes  you  are  fully  at  liberty  to 
utilise  the  facilities  of  the  mail,  telegraph,  and  tele- 
phone services  at  the  customary  rates.  It  is  even  con- 
ceivable— and  this  you  will  agree  is  a  most  gratifying 
assurance — that  at  some  remote  period  the  proposition 
of  carrying  certain  limited  classes  of  matter  by  the 
aerial  method  may  be  given  some  slight  consideration, 
provided,  of  course,  that  you  are  able  to  quote  rates 
per  ton  conveyed  which  compare  favourably  with  those 
prevalent  on  the  nationalised  railways  of  the  country. 
This  should  be  an  easy  matter. 

A  Donation  of  Regulations. 
As  for  the  other  Government  Departments,  I  under- 
stand that  the  War  Office  is  willing  to  subsidise  you  by 
the  free  srift  of  its  valued  esteem  and  gratitude.  Mean- 


1 104 


The  Aeroplane 


September  17,  1919 


while,  the  Board  of  Trade  and  the  new  Ministry  of 
Transport  are  waiting,  with  their  tongues  out,  to  pre- 
sent you  gratuitously  with  thousands  of  regulations  as 
to  how  machines  may  not  be  built  and  services  may  not 
be  operated. 

What  we  ''aim  at  is  close  collaboration  between  the 
Government  and  the  Industry.  In  the  first  instance  we 
provide  the  risk — inasmuch  as  you  never  know  how 
your  prospects  may  be  affected  by  our  legislation.  You 
merely  provide  the  money.  From  that  point  onwards 
you  take  the  risk  and,  if  things  go  well,  we  will 
ultimately  take  the  money. 

As  the  poet  has  so  aptly  put  it,  "By  just  exchange, 


A  CLUB    FOR   THE  AIRCRAFT  INDUSTRY 

By  Bacchus  (Retired;. 

More  than  one  natural  history  book  has  told  us  that  man  is  a 
gregarious  animal,  which  fact  is  chiefly  the  raison  d'etre  for 
mothers'  meetings,  night  clubs,  and  thieves1  kitchens,  and  is 
equally  a  sine  qua  non  of  war  or  peace. 

But  for  this  characteristic  in  the  species  life  would  be  but 
an  empty  shell,  and  the  amenities  of  the  punch-bowl  and  of  the 
tea-table  would  remain  the  subjects  of  one's  dreams  rather  than 
of  actual  experience. 

The  man,  therefore,  who  invented  the  club  was  a  benefactor 
to  mankind.  He  provided  an  opportunity  whereby  a  natural 
instinct  could  find  expression  ;  and  once  the  club  came  its  success 
was  assured. 

Now,  as  is  generally  known,  there  exist  clubs  for  all  manner 
of  purposes  :  for  ensuring  the  arrival  of  the  annual  turkey  with 
its  attendant  dainties,  for  evading  sundry  Acts  of  Parliament  and 
bye-laws,  and  for  co-oidination  of  feasting,  sport,  and  study. 

When  aeronautics  first  became  a  reality  it  was  natural  that 
there  should  arise  an  Aero  Club,  and  it  was  equally  natural  that 
such  a  club  should  be  patronised  chiefly  by  sportsmen  of  relatively 
independent  means,  for  in  those  days  the  privilege  of  working 
for  18  hours  a  day  at  a  badly  constructed  aeroplane  in  a  poorly 
equipped  shop  was  a  luxury  known  only  to  the  man  of  means. 

When  war  broke  out  the  enlargement  of  the  Flying  Services 
brought  into  the  aeronautical  world  and  into  the  Royal  Aero 
Club  a  crowd  of  people  who  were  strangers  in  a  strange  land  : 
they  were  mostly  men  who  had  been  concerned  with  affairs  more 
profitable  than  the  heroic  pastime  of  throwing  good  money  after 
bad  at  Brooklands,  Shellbeach,  or  elsewhere. 

Most  of  them  were  cognisant  of  the  buying,  selling,  and  hiring 
of  motor-cars  and  motor-bicycles,  and  they  .thought  in  terms  of 
so  much  per  centum  commission. 

They  took  the  King's  Commission  ;  some  of  them  died  for  their 
country  with  gallant  promptitude-;  others  were  content  merely 
to  assume  the  King's  uniform  and  to  pursue  those  paths  of 
military  probity  which  led  them  nowhere  nearer  than  within  50 
miles  of  the  firing  line. 

Many  of  them  entered,  for  the  first  time,  the  outer  circle  of 
that  mysterious  world  where  certain  things  are  done,  and  where 
certain  other  things  are  not  done,  and  they  noticed  that  the 
inhabitants  of  this  newly  discovered  sphere,  whose  principal  duty 
in  the  scheme  of  things  was  to  officer  the  British  Navy  and 
Army,  did  not  chose  to  forgather  in  their  social  occasions  with 
persons  engaged  upon  the  prosecution  of  commerce. 

As  a  result,  those  new  recruits  to  the  Service  hierarchy  who 
possessed  a  lack  of  foresight  and  proportion  and  who  forgot  that 
with  the  return  of  peace  thev  would  themselves  find  necessary  a 
return  to  the  pursuit  of  the  essential  shilling,  decided  that  it 
was  not  covime  il  jaut  for  :hetr.  to  share  their  club  with  an 
unnecessarily  large  number  of  their  class  who  did  not  enjoy 
the  privilege  of  wearing  the  King's  uniform. 

Now,  the  net  result  of  this  craving  for  seclusion  has  been 
to  bar  civilians  from  election  to  the  Roval  Aero  Club,  except 
in  the  case  of  individuals  who  are  a  force  in  the  land,  and  al- 
though no  official  declaration  has  been  made  on  the  subject,  the 
shelving  of  a  number  of  candidates  concerned  with  commercial 
aeronautics  seems  a  fairly  plain  hint  that  the  existing  member- 
ship of  the  Club,  as  represented  by  the  committee,  does  not  wish 
to  associate  itself  at  the  cocktail  bar  and  in  the  dining  room 
with  members  of  the  Aircraft  Industry. 

If  a  definite  statement  to  this  effect  were  issued  the  ground 
would  be  cleared. 

Every  individual  and  everv  community  of  men  is  entitled  to 
select  congenial  associates.  None  will  quarrel  with  that  principle, 
and  if  the  officers  and  gentlemen,  permanent  and  temporary,  who 
at  present  permeate  the  R.Ae.C.  want  to  congregate  alone,  they 
are  welcome  so  to  congregate. 

What  has  been  said  in  this  article  is  uttered  without  animus  ; 
it  is  merely  a  statement  of  things  as  they  exist,  and  is  designed 
to  point  to  the  need  for  a  Club  for  the  use  of  those  engaged 
in  the  civilian  Aircraft  Industry. 


one  for  the  other  given."    It  would  be  impossible  to 

conceive  a  more  promising  form  of  collaboration  for 

that  matter  you  could  not  conceive  a  more  promising 
Government.  We  make  promises,  leaving  you  simply 
to  make  progress. 

Then,  again,  both  deeds  and  words  are  required  to 
bring  our  great  mutual  scheme  to  full  fruition.  We  will 
provide  all  the  words,  leaving  you  merely  to  supply  the 
deeds.  The  future  of  such  a  scheme  is  boundless,  and, 
if  you  go  into  it  in  a  business-like  manner,  we,  with 
some  trifling  assistance  from  you,  will  retain  that 
supremacy  in  the  air  which  you— I  mean  we— have 
gained  during  the  war.  (Applause.) 


Such  a  club,  if  it  is  to  be  a  useful  institution,  and  not  merely 
an  establishment  in  which  evasions  of  the  drink  regulations  are 
facile,  must  be  properly  organised,  and  the  proprietors  must  be 
of  such  standing  as  will  ensure  the  club  a  definite  status  from 
its  inception.  If  its  foundation  is  laid  with  worthy  objects  in 
view  there  is  no  reason  why  it  should  not  be  governed  by  an 
authoritative  body  which  has  already  established  a  reputation 
among  those  concerned  with  commercial  aeronautics. 

The  institution  which  comes  naturally  to  one's  mind  in  this 
connection  is  the  Society  of  British  Aircraft  Constructors,  an 
association  of  the  most  firmly  established  and  reputable  aircraft 
manufacturers  in  the  country. 

A  committee  of  its  members  might  very  well  be  appointed 
to  consider  the  whole  question  and  to  decide  on  what  lines 
a  club  should  be  formed  which  would  be  of  most  practical  utility 
to  the  industry. 

A  well-equipped  clubhouse  situated  in  the  West  End  would"  be 
necessary,  with  a  first-class  kitchen  (and  cellar).  In  addition 
to  the  apartments  to  be  found  in  most  clubs,  such  as  dining 
room,  smoking  room,  library,  and  billiard  room,  there  might  very 
usefully  be  an  information  bureau  where  all  notices  and  docu- 
ments of  a  general  and  not  confidential  nature,  which  circulate 
in  the  Aircraft  Industry,  might  be  inspected. 

Also  facilities  might  well  be  granted  for  the  inspection  of 
approved  catalogues  of  goods  handled  by  such  members  of  the 
S.B.A.C.  as  chose  to  supply  I  hem,  as  well  as  up-to-date  lists  of 
the  current  prices  of  standard  materials  and  fittings  used  in 
aircraft  construction. 

The  conduct  of  private  business  is  objectionable  in  any  club, 
but  a  series  of  small  private  rooms  might  be  provided  in  which 
members  could  meet  and  discuss  business,  an  arrangement  which 
would  remove  any  excuse  for  the  conduct  of  commercial  affairs 
in  any  other  part  of  the  building,  and  thus  would  assure  members 
that  they  would  receive  no  molestation  from  others  whose  com- 
mercial enthusiasm  might  at  times  overmaster  their  good  taste. 

Now  that  most  buildings  in  town  with  large  rooms  have  been 
commandeered  for  war  service  it  would  be  difficult  to  select  a 
clubhouse  with  a  lecture  hall,  but  if  this  were  possible  a  large 
room,  which  would  seat  up  to  500  people,  would  be  invaluable 
for  lectures  on  all  manner  of  subjects  concerning  aeronautics, 
when  non-members  could  be  received  for  the  interchange  of  ideas. 

The  soul  of  any  club  is  its  secretary,  and  for  a  club  of  the 
character  outlined  a  man  is  required  who,  for  preference,  is  welt 
acquainted  with  the  different  classes  of  people  who  are  concerned 
with  commercial  aeronautics. 

It  must  be  remembered  that  no  man  can  serve  both  God  and 
Mammon.  Equally  a  secretary  who  is  also  an  officer  cannot 
serve  his  King  and  his  club  at  the  same  time,  and  a  civilian 
who  has  no  other  interests  is  therefore  essential  for  the  post. 

The  committee  should  be  men  of  the  best  class  found  in  the 
Aircraft  Industry,  and  in  order  that  the  new  club  should  be 
organised  on  seemly  lines  it  might  he  well  to  insist  that  the 
first  members  of  the  committee  should  be  members  of  some  other 
recognised  club. 

As  regards  membership,  there  is  no  reason  why  it  should  be 
limited  to  the  administrative  staffs  of  firms  belonging  to  the 
S.B.A.C,  but  anv  person  for  whose  respectability  two  members 
of  the  S.B.A.C.  were  willing  to  vouch  should  be  eligible,  subject 
to  the  approval  of  the  committee. 

A  well-established  club  for  the  use  of  members  of  the  Aircraft 
Industry  would  be  of  undoubted  use  for  the  interchange  of 
information  and  ideas,  and  to  encourage  cordial  relations  between 
the  different   interests  concerned. 

It  would  certainly  pay  those  firms  who  have  been  making 
tiches  out  of  aircraft  to  put  up  the  necessary  capital,  not  only 
as  a  direct  financial  investment,  but  for  the  good  of  the  In- 
dustry as  a  whole." 

Incidentally,  it  should  be  quite  possible  to  admit  to  the 
membership  of  the  club  a  limited  number  of  approved  members 
of  His  Majesty's  Forces  who  are  concerned  with  aircraft  pro- 
duction. 


September  17,  igiQ 


The  Aeroplane 


■  C  Tub  f  A[-'<iu;; "AIRSHIP  R  33  ONHER  TRIAL  TRIR1,) 


  RIGID  AIRSHIPS  FOR  WAR,  MAIL  &  PASSENGER  SERVICE   


SIR  W.  G.  ARMSTRONG,  WHITWORTH  &  CO.,  Ltd., 

NEWCASTLE-UPON-TYNE.  Works  :  Barlow,  near  Sclby,  York*. 

LONDON  OFFICE:  8,  GREAT  GEORGE  ST.,  WESTMINSTER,  S.W.I. 


Some  reasons 
why  this  patent 


ELECTRIC  HAND  LAMP 


is  the  best 
article  of  its  kind. 


The  accumulator  is  absolutely  un- 
spillable  even  if  inverted. 

There  are  no  cable  connectors  to 
unfasten.  The  whole  of  the  con- 
nections are  contained  in  the  case. 

The  cell  can  be  taken  out  for  charg- 
ing or  changing  by  simply  opening 
the  lid  and  lifting  the  cell  from  the 
case. 


The  switchgear  is  operated  by  a 
simple  screw  on  the  lid.  A  touch  of 
the  finger  puts  the  light  on  or  off. 


Is  your  car  fitted  with 
an  "  EXIDE"  Starting 
and  Lighting  Battery  ? 


H.D.  Y4  Hand  Lamp. 

And  the  price  is 
only  32 6  each. 


The  cell  gives  12  hours'  light  on  one 
charge,  and  can  be  recharged  in 
about  7  hours. 

For  garage,  factory,  workshop  or  the 
home  the  lamp  is  very  suitable. 


Always  available,  with  a  light  of  ex- 
ceptional brilliance.  Easily  operated 
and  of  very  light  weight. 

The  bulbs  are  large  and  don't  easily 
burn  out. 


London  Depot  and  Showrooms  : 
220,  SHAFTESBURY  AVENUE, 

Telephone:  8749  Gerrard.  W.C.2. 


ELECTRICAL  STORAGE 
COMPANY  LIMITED. 


Head  Office  and  Work. 
CLIFTON   JUNCTION  "* 

MANCHESTER 

London  Offioe 

39  VICTORIA  STREET  9  W  1. 

'■■> 


KINDLY   MENTION    *'  THE    AEROPLANE  "    WHEN  CORRESPONDING    WITH  ADVERTISERS. 


The  Aeroplane 


September  17,  iqiq 


CIVIL   AERIAL  TRANSPORT  NOTES. 


GREAT  BRITAIN. 

CIVIL  AERODROMES. 

The  following  lists  of  aerodromes  are  issued  as  an  addition 
to  the  lists  recently  published.  It  may  be  seen  that  in  the 
majority  of  eases  the  aerodromes  ref  erred  to  below  can  only 
be  considered  as  possible  emergency  landing-grounds. 

Attention  is  again  drawn  to  the  fact  that  these  lists  are 
purely  provisional  and  subject  to  alteration  or  amendment 
from  time  to  time. 

LIST   D.  (c) 

Aerodromes  licensed  as  suitable  for  Avio  (504K)  and 
similar  types  of  aircraft  only.  Except  in  very  few  instances 
accommodation  does  not  exist.  The  licences  have  also  been 
issued  for  limited  periods  only. 


Aerodrome. 

Aylesbury  (Race 

Meadow) 
Conway  (The  Morfa) 
Ashgate  (Caushouse 
Farm) 

Leicester  (Aylestone 

Lane) 
Derby  (Race  Course) 
Marden 

Stratford-on-Avon 
Lochee  Park 
Perth  (North  Inch) 
Warrington 
Stoke-on-Trent 

(Sparrow  Terrace) 


Nearest  Railway 
Station. 

Aylesbury 
Conway 

Chesterfield 

Leicester 

Derby 

Cullercoats 

Stratford-on-Avon 

Dundee 

Perth 

Warrington 


Nearest  Town. 

Aylesbury 
Conway 

Chesterfield 

Leicester 
Derby 

Newcastle-on-Tyiie 

Stratford-on-Avon 

Dundee 

Perth 

Warrington 
Stoke-on-Trent 


Stoke-on-Trent 

LIST  I?.  fA.) 
Stations  No  Longer  in  Use  by  the  R.A.F. 
These  stations  have  been  passed  to  the  Government  Sur- 
plus Property  Disposal  .Board.  They  will  be  relinquished  as 
soon  as  the  Government  property  thereon  has  been  disposed 
of.  In  many  cases  the  aerodromes  are  now  under  cultivation, 
but  it  is  probable  that  the  sites  still  form  the  best  emergency 
landing-grounds  in  the  immediate  neighbourhood. 

Nearest  Railway        „  „ 
Aerodrome.  Station.  Nearest  Town. 

Hickling  Broad  (S)    Catfield  Yarmouth 
Killingholme  Habrough  Grimsby 

London  Colney         Radlett  St.  Albans 

Shoreham  Shoreham  Shoreham-by-Sea 

Seaton  Carew  Seaton  Carew  West  Hartlepool 

References. — (S)  seaplane  station;  (C)  known  to  be  under 
cultivation  or  otherwise  unsuitable  for  landing. 

LONDON— PARIS  AIR  SERVICES, 


Date. 

Type 

Left 
Hounslow 

Arr. 
Paris 

Left 
Paris 

Arr. 
Hounslow 

Pass 

Weather 

Sept.  8th 

D.H 

4a 

12.30  p.m. 

2.45 

0 

p.m. 

D.H. 

16 

12.30 

2.54  p.m. 

p  m. 

Sept.  9th 

D.H. 

4a 

12  30  p.m. 

2.40 

2 

p  m. 

D.H. 

16 

4.7  p.m. 

6.12 

2 

p.m. 

D.H 

9 

12.40 

3.8  p.m. 

1 

Fog  in 

p.m. 

Channel 

Sept.  10th 

D.H. 

9 

12.33  a.m. 

3-25 

■ 

0 

p.m. 

D.H 

4a 

12.45 

2  46  p.m. 

2 

do. 

p  m. 

Sept.  lift 

D.H 

41 

12  30  p.m. 

2.45 

2 

D.H 

p.m. 

4a 

12.30 

2.25  p.m. 

2 

p.m. 

Sept.  I2tb 

D.H 

16 

12.30  p.m. 

2.45 

4 

p.m. 

D.H. 

16 

11.25 

1.25  p.m. 

2 

a.m 

D.H. 

4a 

12.30 

2.34  P-m. 

p.m. 

Sept.  13th 

D.H. 

4* 

12.30  p.m. 

3  0  p.m. 

2 

Thick 

D.H 

16 

3.20 

5.45  P-m. 

4 

fog 

p.m. 

Express  parcels  were 
one  each  of  September 


carried  on  every  flight  except  on 
9th  and  September  12th,  when  the 
Under  Secretary  of  State  for  Air  and  the  Controller-General 
of  Civil  Aviation  chartered,  and  were  flown  in,  a  D.H.  16. 
Avro  Northern  Stations. 
The  Avro  Northern  Stations,  of  which  Blackpool  is  the 
parent,  have  now  taken  up  20,000  passengers.  The  stations 
in  questions  are  Birkdale  (Southport),  Manchester,  Fleetwood, 
Morecambe,  Waterloo  Sands  (Liverpool),  Rhyl,  Douglas,  and 
Windermere.  Treston  has  been  licensed  and  it  is  hoped 
that  active  operations  will  soon  be  undertaken  there. 


A  "  Travelling  Circus  "  has  now  been  established  which 
will  tour  various  towns  in  turn,  spending  a  few  days  at  each, 
to  give  demonstrations  and  take  up  passengers.  The  dates 
arranged  so  far  are  : — Barmouth,  Sept.  15th  to  20th;  Notting- 
ham, Sept.  22nd  to  24th;  and  Derby,  Oct.  6th  to  nth. 

A  London  to  Rome  Flight. 
In  the  last  issue  of  The  Aeroplane  an  Air  Ministry  an- 
nouncement was  given.  It  stated  that  Lt.-Col.  W.  D.  Beatty 
and  Lt.-Col.  W.  O.  Raikes,  of  the  Air  Ministry,  had  left 
Hounslow  for  Italy  in  a  Bristol  "  Fighter  "  on  Sept.  6th  at 
11. 5  a.m. 

They  arrived  at  Lyons  at  5.56  p.m.  The  next  morning  they 
started  out  at  6.30  a.m.  They  were  at  Frejus  at  8.5  a  m.,  ar- 
rived at  Pisa  at  1.50  p.m.,  and  left  at  3.15  p.m.  The  "Times" 
correspondent  states  that  at  4.38  p.m.  in  the  middle  of  the 
Campagna,  north  of  Civita  Vecchia,  within  50  miles  of  Rome, 
their  piopeller  dropped  off.  In  spite  of  this  they  made  an  ex- 
cellent landing. 

They  spent  the  night  with  the  machine.  While  awaiting 
the  ariival  of  a  car  from  Rome,  a  fire  swept  over  the  Cam- 
pagna and  destroyed  the  machine.  These  fires  are  common 
after  the  drought  of  summer. 

The  journey  was  made  10  arrange  certain  outstanding  points 
with  regard  to  civil  aerial  communication. 

Brighton. 

During  the  week  ending  Sept.  13th,  90  flights  were  made 
by  the  Avros  at  the  Ladies'  Mile  Aerodrome,  Brighton,  and 
185  passengers  were  carried.  Two  cross-country  flights  were 
made  to  Chichester  and  return— one  return  journey  was  made 
in  15  minutes. 

Cardiff. 

S.  Instone  and  Co.,  steamship  owners  and  general  export 
and  import  merchants,  of  Cardiff,  have  purchased  from  the 
Air  Ministry  a  large  machine  with  Rolls-Royce  engines.  They 
have  engaged  as  pilot  Lieut.  F.  L.  Barnard  (late  R.A.F.),  who 
is  said  to  have  made  the  record  number  of  cross-Channel 
flights. 

Owing  to  the  serious  delays  which  have  occurred  during 
the  last  three  months  in  the  transport  of  papers,  samples,  and 
ether  light  goods,  the  company  decided  to  start  their  own 
service  of  express  communication.  If  the  experiment  proves 
to  be  a  success,  the  firm  will  acquire  a  fleet  of  aeroplanes. 
Airships  might  also  be  used  for  commercial  purposes. 

Chichester. 

Twenty  passengers  were  taken  up  in  an  Avro  machine, 
which  flew  over  from  Brighton  on  Sept.  nth.  Weather  per- 
mitting, Thursday  flying  will  continue  to  take  place  at 
Chichester. 

Dundee. 

During  the  latter  part  of  the  week  ending  Sept.  13th  Aerial 
Photos,  Ltd.,  of  Edinburgh,  held  a  very  successful  meeting 
at  Fochlee  Park,  Dundee.  Numbers  of  prospective  passengers 
waited  their  turn  to  be  taken  up  in  the  Avro  machines. 

Sir  Wm.  Don  and  his  daughter  were  the  first  passengers. 
At  the  conclusion  of  the  meeting  Captain  Simpson  (late 
R.A.F.)  gave  a  display  of  stunt  flying. 

Margate. 

Avro  joy  flights  at  Manston  numbered  319  during  the  week 
ending  Sept.  13th.  Among  the  many  passengers  were  Miss 
Currie,  the  Marquis  de  Ruvigny,  the  Comte  de  Ruvigny,  and 
Dr.  Saner.  These  passengers,  have  been  most  enthusiastic, 
taking  flights  day  after  day.  The  Comte  de  Ruvigny  is 
especially  keen  on  stunting. 

A  blind  man  waited  many  hours  one  day  for  his  flight, 
determined  to  loop  and  experience  every  flying  sensation. 
The  weather  has  been  perfect,  and  everything  is  going  with 
energy  and  success  on  the  aerodrome. 

Norwich. 

The  "Daily  Sketch,"  "Evening  Standard"  and  "Illustrated 
Sunday  Herald"  free  flights  announced  to  be  given  next  Sun- 
day have  been  postponed. 

Paignton. 

Three  three-seater  Avro  seaplanes  were  in  commission  here 
during  the  week  ending  Sept.  13th.  One  machine  arrived 
from  Hamble.  There  were  174  flights  made  and  264  passen- 
gers were  taken  up. 

Perth. 

Aerial  Photos,  Ltd.,  of  Edinburgh,  were  very  busy  taking 
up  passengers  in  their  Avro  machines  at  North  Inch,  Perth, 
during  the  first  part  of  the  week  ending  Sept.  13th.  The 
damage  caused  to  the  machines  by  the  gale  at  Dunoon  has 
been  repaired.  The  young  Earl  of  Kinoull  was  one  of  the 
many  passengers  carried.  The  inhabitants  of  Perth  are  so  1 
enthusiastic  over  flying  that  they  propose  holding  another 
meeting  soon. 


September  17,  1919 


The  Aeroplane 


1 107 


REPUTATION. 


As  manufacturers  of    weldless    steel    tubing,   as   tube  man'pulators,    and  as  steel  press- 
workers,  we  have  a  world-wide  reputation  for  all-rou  id  excellence.  Multitudinous 
are  our  products,  and  our  reputation  is  behind  every  item. 

We    are    right    in    the  forefront   with  our  "Apollo"    tubular    box  spanners. 
They    are    becoming   increasingly   popular   in   progressive  engineering  work- 
shops.    We  make  several  patterns —including  a  sp;cial  set  for  Ford  Cars  — 
all  of  which  leave  absolutely  nothing  to  be   desired  in  tubular  spanner 
construction.    Ask  for  our  Spanner  catalogue  and  price  list.     We  can 
supply    aircraft  parts  in  big  quantities,  as   in   this   connection  we 
are  specialists    in   tapering,   bending,  trapping,   welding,    and  all 
other  classes  of  tub;  manipulation  and  pressw.irk. 

To-day  we  recognise  that  aircraft   bu  lders  have  more  time 
to  manipulate   their  own   components,   but   they  need 
steel  tubing,  and  we  supply  the  very  best.  Further, 
let  our  war  experience  assist  you  in   this  matter 
of  steel  tubing  and  steel  presswork.     We  may 
be  able  to  save  you  money,  because  we  have 
the  tools  for  many  components. 


ACCLES  &   POLLOCK,  LIMITED, 

OI.DBURY,  BIRMINGHAM. 

Telegrams  ;    '  Acc'es,  OMbury."  Telephone:    Oldbury  m  (4  lines), 

A.B.C.  Code,  5th  Ed.,  and  Marconi. 


AERO  OIL 


None  but  I.L.O.  for  my  old  bus 


THh.  Pilot  is  after  all  the  man  who  matters 
— he  can  bear  witness  of  a  lubricant's 
efficiency  when  flying  at  an  altitude  of 
20  or  30  thousand  feet.  That,  too.  is  the  time 
that  matters.  For  this  reason  the  makers  of 
Dick's  Aero  Oil  are  grateful  in  acknowledging 
the  manyc  congratulatory  letters  that  reach 
them  from  Pilots  in  regard  to  this  Oil. 

They  take  this  opportunity  of  expressing 
their  thanks  and  reiterating  their  assurance 
that  the  quality  will  remain  unchanged  until 
such  time  as  it  can  be  improved. 


W  B.DICK 

&  CO.  LTD. 

90 

FENCHURCH 
STREET 

LONDON,  E.C3 

7ekphone.  AVENUE  7bW2/med 
7e/^rai7J5."DIC0TTO.FEH  LONDON" 


CV&S.I4-. 


KINDLY  MENTION    "  THE    AEROPLANE  "    WHEN  CORRESPONDING    WITH  ADVERTISERS, 


no8 


The  Aeroplane 


September  17,  igig 


LONDON. 

Cricklewood — During  week  ending  Sept.  12,  Handley  Page, 
Ltd.,  carried  40  passengers  and  1,200  lb.  of  freight  on  their 
London  Paris  air  seivice.  The  average  time  for  the  journey 
was  3  hours  29  min.  Arrangements  have  now  been  completed 
for  the  passengers  to  be  carried  to  and  from  the  destination 
aerodromes  in  landaulette  motor-cars. 

Hounslow. — During  the  week  ending  Sept.  13th  118  nights 
were  made  and  189  passengers  were  taken  up.  Over  6,400 
passengers  have  been  taken  up  by  the  Avros  at  Hounslow 
since  May  1st.  The  following  cross-country  flights  were 
made  during  the  week  : — One  to  Kythe  and  back,  one  to 
Margate,  one  to  Weston-super-Maie.  Two  new  machines 
were  flown  clown  from  Manchester  and  arrived  safely. 

Mrs.  Atkey,  of  Chelsea,  is  learning  to  fly  on  an  Avro  at 
Hounslow  and  made  her  first  instructional  flight  a  few  days 
ago.  It  is  believed  that  she  is  the  first  woman  to  undergo  a 
course  of  training  for  a  pilot's  tijket  since  the  war. 

A  three-seater  Avro  biplane  fiving  fi-jm  Hounslow 
to  South  md,  piloted  by  Lieut.  E.  A.  Sullock  (late  R.A.F.) 
and  cairying  two  passengers,  crashed  in  Southwark  Park  on 
Sept.  9th.  The  pilot  stated  that  a  cylinder  blew  off  at  a  height 
of  2,500  ft.  over  Bermondsey.  The  park  or  the  river  appeared 
to  be  the  only  landing-place.  On  landing,  the  back  of  the 
machine  broke.   All  escaped  practically  uninjured. 

A  Vickers-Vimy  commercial  aeroplane  left  Amsterdam  on 
Sept.  15th  at  140  p.m.,  and  arrived  at  Hounslow  at  4.30  p.m., 
thus  completing  the  300-mile  journey  in  2  hrs.  50  min-,. 

Eight  passengers  were  carried,  including  the  Chief  Tech- 
nical Naval  Officer  of  the  Dutch  Aviation  Corps  and  his  wife, 
and  two  Dutch  engineers  of  the  Royal  Dutch  Aero- Dynamic 
Laboratory.  All  the  passengers  were  complete  with  luggage, 
and  while  the  Channel  was  being  crossed  at  500  ft.,  owing  to 
dense  clouds,  the  party  enjoved  a  salmon  mayonnaise  lunch. 

Kingsbury.— The  "Daily  Sketch,"  "Evening  Standard" 
and  "Illustrated  Sunday  Llerald"  arranged  to  give  free  flights 
at  the  Kingsbury  Aerodrome  on  Sept.  14th. 

Southampton. 

With  the  return  of  the  fine  weaiber  during  the  past  week, 
the  Supermarine  Flying  Boat  Service  was  resumed  at  Bourne- 
mouth, the  Isle  of  Wight  and  Southsea  The  rough  and 
heavy  weather  during  the  preceding  fortnight  had  been  all 
against  comfortable  flying  for  passengers.    With  the  calm 


sea  and  good  weather,  many  of  the  visitors  availed  them- 
selves of  sea  and  coastal  flights,  also  trips  over  and  round 
II.M.  warships  lying  in  Bournemouth  Bay. 

The  pilot  of  one  machine  flying  from  Southampton  to 
Bournemouth  on  Sept.  12th,  reported  that  about  four  miles 
off  Hurst  Castle  he  sighted  a  mine.  Half  a  mile  further  on 
was  one  of  the  Government  tugs  from  Yarmouth.  The  pilot 
circled  his  machine  passed  low  down  near  the  tug.  and 
pointed  out  to  the  captain  the  position  of  the  mine.  It  was 
then  observed  that  the  course  of  the  tug  was  altered,  and  on 
reaching  the  mine  a  boat  was  put  out.  Nothing  has  since 
been  heard  of  the  subsequent  proceedings  so  far  as  the  mine 
is  concerned,  as  the  pilot  then  headed  to  continue  his  journey 
into  Bournemouth. 

Weston- supkr=Make. 
Capt.  D.  G.  Westgarth  Heslam  is  now  in  charge  of  the 
Avro  Aerodrome  at  Weston,  and  has  been  flying  with  great 
energy  and  success  since  he  took  over.  During  the  past  week 
only  one  three-seater  was  at  work.  This  made  81  flights  and 
took  up  161  passengers. 

Swansea. 

No  flying  was  possible  on  the  7th,  8th,  and  9th  inst.,  owing 
to  the  weather,  but  nevertheless  the  Avros  here — namely, 
three-seaters — made  204  flights  and  took  up  244  passengers" 
on  the  remaining  days  of  the  week. 

CANADA. 

An  undated  cutting  from  a  local  paper  has  been  received 
from  a  correspondent  in  Victoria,  British  Columbia,  which 
states  that  on  a  certain  day  seven  visiting  newspaper  men 
made  flights  in  the  aeroplane  "Pathfinder''  in  the  afternoon, 
and  a  number  of  other  visitors,  including  two  ladies,  were 
taken  up  on  the  next  morning  to  see  Victoria  frecn  the  air. 
Among  the  brave  journalists  who  took  a  trip  on  the  first  after- 
noon were  Mr.  W.  J.  S.  Skidmore  and  Mr.  J.  H.  PJalmer. 
[This  is  surely  a  new  spelling  for  the  universal  night  attire. — 
Ed.] 

The  lifting  power  of  the  "Pathfinder"  wa?  well  tested. 
Filot  Clemence,  who  did  all  the  flying,  had  to  coax  th 
machine  when  taking  off  on  one  of  the  trips.  In  the  fron 
cock-pit  was  squeezed  the  hefty  form  of  one  of  the  editors 
whose  official  weight  was  given  at  225  lb.  Another  editor  with 
215  lb.  to  his  credit  was  taken  up  for  fifteen  minutes. 


mmm 


An  Oblique  Photograph  of  Jerusalem  taken  from  the  air.   The  Mount  of  Olives  can  be  seen  in  the  background. 


September  17,  191 9 


The  Aeroplane 


1 109 


GOVERNMENT 
PROPERTY  FOR  SALE 

JEiy  Direction  of  the 
Disposal  Board,     Ministry  of  Munitions 


Aeroplanes. 

New  and  second-hand,  with  and  without  Engines,  A.W.F  K.8  ;• 
B.E.2.E.  ;  B.E.2.D.;  Bri  tol  Scout;  Bristol  lighter:  Caudron  ; 
De  Hav.  4,6,9,9a;  F.E.2.B.;  Sopwith  Scout;  Sopwith  2-seater; 
Sopwith  Bomber ;  S.E.5. 

Seaplanes. 

New  and  second-hand,  with  and  without  Engines.  Fairey  Sea- 
planes, Short  184. 

Flying-Boats. 

New  and  second-hand,  with  and  without  engines.  N.T.2.B., 
H.16,  F.3. 

Aeroplane,  Seaplane,  and  Flying  Boat  Spares 

Floats,  etc. 

Engines  (various). 
Engine  -Spares. 

Radiators,  all  types,  Carburettors,  all  types,  Magnetos,  all  types, 
Carburettor  spares,  Magneto  spares.    For  Aircraft  only. 

Wheels  and  Tyres. 

New  and  second-hand  Aero  Wheels,  Tyres,  Inner  Tubes,  and  Aero 
Wheels  complete. 

A.G.S,  Parts  (all  kinds). 

R.A.F.  Wires,  Tie  Rods,  Nuts,  Bolts,  Screws,  Rivets,  Pins,  and 
small  fitings  of  all  descriptions. 

Accessories  (all  kinds). 
Wire  (all  kinds). 

Bullivant  Steel  Wire  Hawser,  various  sizes  and  lengths.  Steel 
cable,  various  sizes  and  lengths. 

Instruments. 
Propellers. 

2  an  '  4-bladed,  all  types,  new  and  second-hand 

Alloy  Steels  to  Air  Board  Specifications. 
Carbon  Steels  to  Air  Board  Specifications. 
Sheet  Steel  to  Air  Board  Specifications. 
Steel  Tubing  to  Air  Board  Specifications. 
Tool  Steels. 

A  wide  range  of  Cast  Too1  Steel  including  Rounds,  Hexagons  and 
Flats  comprising  Various  Brands,  i.e.  A.W.,  Jessopj,  Premier, 
Speedicut,  Ni.vo,  Flaihers,  Jonas  Colver  and  Paragon  ,  also  a 
quantity  of  Superior  Cast  Tool  Steel  Rectangular,  suitable  for 
'  Gauge  and  Bevel  manufacture.  Material  lying  at  Waddon  Depot, 
near  Croydon. 

All  inquiries  and  applications  for  Permits  to  view  should  be  addressed 
to  the  Controller,  Aircraft  Equipment  Sectioi,  Disposal  Board  Ministry 
of  Munitions,  Kingswav,  London,  W.C  2  Telephone  :  Regent  67C0. 
Material  cm  V  m  w-l  at  the  Depots,  R-srmt's  Park  Htndnn,  Aint-ree 
and  Waaaon.    samp.*s  can  also  be  seen  at  ilu  j>H»vr  Ronm:  York  Home. 


Tenders  should  b'  addressed  to  Ronm  530,  Yo  k  tiuuse. 
Goods  are  to  be  sold  by  p'ivate  tie.ity  unless  atht>wi\e  St..  ted 


King  way. 


NOTE. — For  the  detailed  list  of  Surplus  Government  Property 
for  sale,  apply  at  the  nearest  bookstall  or  to  a  local  newsagent 
(to  whom  a  standing  order  should  be  given)  for 


PRICE 


PRICE 


3'SURPLU 


The  Official  organ  of  the  Surplus  Government  Property 
Disposal  Board,  compiled  by  the  Director  of  Publicity, 
Ministry  of  Munitions,  Whitehall  Place,  London,  8.W. 


WHERE    FLYING    MEN  ARE 
FITTED  OUT. 


The  Dunhill  "Plane 

Coat, 


The  R.A.F.  "  Plane "  Coat  is  made  on  the  best 
form  Trench  Coat  design,  in  heavily  proofed  Twill  of 
che  favourite  Khaki  Mixture,  or  in  Blue-Grey  Twill. 
Unlined,  for  Summer  wear,  the  price  is   ...        4  Gns. 

Lined  Check,  with  oil-cambric  inter-lining      5£  Gns. 

With  superfine  pure  heavy  fleece  detach- 
able lining.    ...       ...       ...    7  Gns. 

Call  in  at  our  well-known  "  BASE  "  in  CON- 
DUIT STREET,  or  a  post  card  will  bring 
vou  patterns  and  self-measurement  form. 


LIMITED. 


2,  Conduit  St.,  Regent  St.,  London,  W.  1, 
Glasgow :  72,  Vincent  Street. 


KINDLY   MENTION    "  THE    AEROPLANE  "    WHEN   CORRESPONDING    WITH  ADVERTISERS. 


I  I  IO 


The  Aeroplane 


September  17,  1919 


All  the  passengers  were  stunted,  experiencing  the  sensa- 
tions of  the  loop,  spinning  nose  dive,  falling  leap,  and  half 
rolls.  They  enjoyed  the  trip  immensely  and  wrote  long  articles 
on  the  flight  to  their  daily  papers.  [The  'Tailing  leap"  is  a 
new  stunt,  apparently. — Ed.] 

The  Aerial  League  in  British  Columbia  is  very  busy  carrying 
passengers  at  £4  for  15  minutes  and  taking  them  for  urgent 
business  trips. 

BELGIUM. 

It  is  intended  that  an  aviation  week  sha.il  be  held  at  Os- 
Lend  during  next  year  open  to  aviators  of  all  nations  save 
those  who  were  unfortunate  enough  to  choose  the  wrong 
side  in  the  late  hostilities. 

DENMARK. 

The  Danish  correspondent  of  The  Aerotlank  writes  :  — 
The  arrival  of  Colonel  Henderson,  presumably  on  an  Avro 
seaplane,  is  announced  at  Copenhagen,  where  the  Naval  air 
station  at  the  Royal  Dockyard  had  been  prepared  for  his 
visit. 

Other  Allied  aerial  visits  have  been  made  by  French 
Morane-Saulnier  aircraft  and  by  an  Italian  squadron,  includ- 
ing Caproni.  It  was  announced  from  Tendon  that  Lieut. 
Brack-Papa,  on  the  700  h.p.  Fiat  biplane,  would  fly  to  Copen- 
hagen before  going  to  the  Amsterdam  Exhibition,  but  he  hac 
not  arrived. 

A  spare  Srilmson  engine  having  arrived  by  steamer,  the 
Farman  twin-engined  Goliath  now  takes  up  passengers, 
piloted  by  Lieut.  d'Ors.  The  visit  of  this  French  aeroplane 
has  resulted  in  the  formation  of  A/S  Dansk  Fly vekompagni 
(the  Danish-French  Flying  Co.,  Ltd.)  by  Lieut.  Krause- 
Jensen,  which  is  to  maintain  a  Paris-Copenhagen  air  service. 

The  discharged  Flying  Sub-Lieut.  Pollner,  lately  an  inspec- 
tor of  the  Danish  Sablatnig  Co.,  is  trying  to  form  a  new  aerial 
company — Paul  Pollner's  Passenger  and  Post  Packet.  There 
are  now  five  Danish  air  traffic  ventures.  Pollner  has  bought 
one  of  the  four  Rumpler  biplanes  which  were  flown  up  origin- 
ally for  the  planned  enterprise  of  Lieut.  Foltmann.  Two  of 
these  machines  were  abandoned  by  the  German  pilots.  The 
farmer  on  whose  ground  one  landed  advertised  for  the 
owner  to  come  and  fetch  it  and  to  pay  indemnity  for  harm 
to  the  corn,  or  he  would  sell  it  by  auction.  The  second 
Rumpler  biplane  has  been  sold  so  manv  times  over  by  auc- 
tion at  Roskile  that  the  present  owner  cannot  be  found. 

The  Danish  Air  Shipping  Co.  indulges  in  provincial  joy- 
ride  business.  The  machines  are  flown  by  Army  pilots  on 
leave.  The  company  will  shortly  start  a  flving  school  with  a 
German  chief  pilot  named  Hubrecht.  The  moving  power  of 
the  company  is  the  sportsman  Tholstrup,  who  has  taken  over 
a  Fokker  model  VII  scout  and  a  Brandenburg  seaplane  beside 
a  number  of  L.V.Gs.  from  a  German  business  relation  of  his, 
who  is  the  manager  of  the  last-named  works. 

The  Danish  Air  Express  carries  out  at.  present  only  provin- 
cial joy-rides  with  one  Sablatnig  biplane,  piloted  by  a  German. 
As  the  German  Sablatnig  Company  has  acquired  the  late 
Naval  air  station  in  the  city  Aabenraa  of  the  Sleswig  part  of 
Germany  which  is  to  be  returned  to  Denmark,  an  air  service 
to  Copenhagen  will  likely  be  operated. 

The  Slesvig  pilot  Schmidt  recently  flew  with  a  British  Red 
Cross  officer  fiom  Berlin  to  Copenhagen  on  a  modern  230  h.p. 
Albatros  and  was  out  for  a  Danish  circuit  and  altitude  flight. 
On  the  return  flight  to  Berlin,  with  an  a~tor  and  his  wife  in 
the  dark,  he  crashed  as  he  had  forgotten  his  map.  He  has 
returned  to  Slesvig  for  fresh  efforts  on  a  Sablatnig  biplane. 

The  Danish  Air  Traffic  Company  is  preparing  for  co-opera- 
tion on  the  international  air  routes,  but  is  not  to  get  the 
Danish  monopoly  as  was  first  planned.  This  is  because  the 
Air  Bill  before  the  Danish  Parliament  has  been  changed  thus, 
that  while  a  concession  is  still  required  for  running  a  service, 
this  concession  does  not  give  sole  rights  for  that  route. 

The  Naval  experimental  mail  service  has  been  stopped,  and 
has  left  a  good  impression  of  reliability.  It  is  to  be  resumed 
on  an  enlarged  scale  to  Flensborg,  when  Sleswig  returns  to 
Denmark.  On  the  230  h.p.  Benz-engined  Priedrichshafen 
mail  seaplanes,  Fit.  Lts.  Thile,  Lichtenberg,  and  Just-Ras- 
mussen  carried  out  a  reliahilitv  flight  last  week  with  passen- 
gers. They  flew  from  Copenhagen  to  the  submarine  base  at 
the  island  iEro,  via  the  air  station  Slipshavn,  where  petrol 
was  replenished,  and  round  Sealand  back  to  the  capital  (520 
kilometres). 

At  the  request  of  the  police  the  two  first-named  officers 
flew  last  Sunday  with  detectives  in  search  of  a  jewel  thief, 
who  was  believed  to  have  stolen  a  yacht  in  efforts  of  crossing 
the  Sound  to  Sweden. 

Messrs.  Nielsen  and  Winther  have  closed  their  aircraft 
department.  They  have  lost  a  case  brought  against  them 
D3*  a  Danish  and  a  Finnish  pupil  for  accidents  while  training 
at  the  firm's  flying  school.  As  the  manager,  the  former 
Fit.  Lt.  Ussing,  had  not  tested  the  machines,  Bleriot  mono- 
planes, after  changing  the  taxying  planes  fcr  flying  ones, 


the  pupils  both  got  their  tuition  fee  and  breakage  deposit 
back,  and  one  obtained  indemnities  for  personal  injuries. 
FINLAND. 

Hugo  Ahlberg's  Munition  Works  at  Abo,  in  Finland,  are 
being  transformed  for  the  manufacture  of  aeroplanes  and 
automobiles,  with  a  joint  stock  of  five  million  marks  that 
can  be  tripled. — Hi. 

FRANCE. 

In  addition  to  the  military  aerial  services  in  the  Near  East 
described  in  the  "Naval  and  Military  Aeronautics"  section  of 
to-day's  issue,  the  French  military  aviation  service  is  running 
a  civil  aerial  post  between  Constantinople  and  Bucharest. 
This  route  was  opened  on  July  8th.  The  use  of  this  line  has 
brought  Paris  postally  within  six  days  of  Constantinople.  The 
following  regulations  are  observed  :  (1)  No  letters  ere  taken 
exceeding  50  grammes  in  weight;  (2)  Each  letter  is  surtaxed 
one  franc;  (3)  The  total  weight  of  correspondence  carried  by 
each  postal  aeroplane  is  110  lb. ;  (4)  Postal  aeroplanes  leave 
each  Monday  and  Friday  at  6  a.m.  The  setvice  has  so  far 
been  a  complete  success. 

M.  Chevillard,  who  left  Toussns-le-Noble  on  Sept.  1st,  fly- 
ing a  dual-control  Farman  biplane  (F46  school  type),  reached 
Madrid  on  Sept.  9th. 

It  is  understood  that  M.  Louis  Bleriot  is  acquiring  the  assets 
of  the  S.P.A.D.  company,  which  is  now  in  liquidation. 

The  "Aviette"  on  which  M.  Poulain  attempted  recently  to 
win  the  Prix  Peugeot,  offered  for  a  flight  of  twenty  metres  on 
a  man-driven  aeroplane,  is  of  the  following  dimensions  : 
Upper  plane,  6  m.  50  by  1  m.  2 ;  lower  plane,  4  m.  by  1  m.  40; 
bearing  surface,  14  m.  66;  weight  of  bicycle,  11  kilos.  Total 
weight,  21  kilos.  200. 

Certain  manufacturers  have  announced  their  intentions  as 
to  the  machines  to  be  exhibited  in  the  Salon  de  l'Aeronau- 
tique.  M.  Maurice  Farman  says  that  his  firm  will  exhibit  a 
"  Goliath  "  fitted  and  upholstered  in  the  latest  fashion  of 
aerial  luxury,  an  F.40  school  biplane  and  a  tiny  biplane  fitted 
with  a  40  h.p.  Le  Rhone  motor.  The  Voisin  firm  intend  to 
show  a  large  model  of  their  four-engined  biplane,  as  the 
real  machine  is  too  large  to  rest  happily  on  the  stand.  If 
possible,  the  fuselage  of  the  big  machine  will  also  be  shown 
in  order  that  people  may  see  to  what  degree  comfort  in  the 
air  has  increased  since  the  war  ended.  The  Nieuport  firm 
will  show  a  type  29  biplane,  one  or  two  flying  boats,  and  a 
small  racing  biplane. 

An  Italian  Caproni  machine,  earn  ing  24  passengers,  landed 
at  Lille  on  Sept.  14th.  The  next  morning  it  started  for  the 
Amsterdam  Exhibition. 

M.  Paul  Poiret,  a  Parisian  costumier,  and  twe  of  his  man- 
nequins were  due  to  arrive  at  Hounslow  from  Paris  on  Sept. 
16th  with  the  principal  costumes  to  be  used  in  the  production 
of  "Afgar"  at  the  London  Pavilion  on  the  next  day.  They 
intended  making  the  trip  on  Sept.  15th,  but  were  prevented 
from  leaving,  as  one  of  the  mannequins  had  not  complied 
with  the  necessary  passport  regulations. 

On  Sept.  nth,  'Maj. -General"  the  Rt.  Hon.  J.  E.  B.  Seelv, 
C.B.,  C.M.G.,  D.S.O.,  M.P.,  and  Maj.-General  Sir  F.  H. 
Sykes,  K.C.B.,  D.S.O.,  were  flown  by  Lieut.  Shaw  (late 
R.A.F.),  in  an  Airco  machine  from  lye  Bourget  to  Deauville, 
where  they  were  interviewed  by  Mr.  Lloyd  George. 

GERMANY. 

Defeated  in  the  war,  the  Gertnans  are  making  every  effort 
to  achieve  a  victory  in  peace.  While  the  politicians  wearily 
debate  the  future  of  the  world  with  particular  reference  to  the 
advantage  of  their  own  countries,  the  German  commercial 
bodies  are  working  consistently  and  determinedly  to  restore 
their  country's  lost  supremacy  in  trade.  In  the  aeronautical 
industry  this  effort  to  become  commercially  pre-eminent  is 
clearly  indicated  by  the  recent  opening  of  many  aerial  pas- 
senger services  throughout  Germany. 

The  following  services  are  at  present  in  operation.  They 
are  organised  by  the  Deutsche  Luft  Reiderei  and  controlled 
by  the  Hamburg-Amerika.  Line.  The  machines  used  are  five- 
seated   A. E.G.  biplanes   and   two-sea'.ed   D.F.W.  biplanes. 

(1)  Berlin-Weimar.  (Twice  daily.)  Fares,  single,  450 
marks;  return,  700  marks.  (2)  Beilin-Frankfurt.  Fares,  sin- 
gle, 600  marks;  return,  700  marks.  (3)  Weimar-Frankfurt. 
Pares,  single,  450  marks;  return  700  marks.  (4)  Berlin-Leip- 
zig. Fares,  single,  350  .marks ;  return,  300  marks.  A  second 
service  is  run  by  the  Rumpler  Companv  with  machines  carry- 
2  passengers  and  440  lb.  of  goods.  (5)  Leipzig-Weimar.  Fares, 
single,  200  marks;  return,  300  marks.  (6)  Berlin-Hamburg. 
PY.res,  single,  450  marks;  return,  700  marks.  (7)  Berlin-Warne- 
munde.  Fares,  single,  400  marks;  return,  600  marks.  The 
Sablatnig  firm  also  runs  a  .service  on  this  route  with  a  con- 
tinuation to  Copenhagen.  (8)  Hamburg-Warnemunde.  Fares, 
single,  350  marks;  return,  500  marks.  (9)  Berlin-Hannover. 
Fates,  single,  450  marks;  return,  700  marks.  (10)  Berlin- 
Westphalen.  Fares,  single,  500  marks;  return,  700  marks. 
(11)  Hannover-Westphalen.  Fares,  single,  500  marks;  return, 
700  marks.  (12)  Berlin-Breslau.  Fares,  single,  500  marks; 
return,  750  marks. 


September  17,  1919 


The  Aeroplane 


Till 


Sole  Distributors  for  the  World: 

S.  SMITH  &  SONS  (M.A.),  Ltd 

179-185,  Great  Portland  St..  LondcnW.l. 


Manufactured  by  the 
ROBINHOOD   ENQ1NEERIINC  WORKS, 
:      Ltd.,  Putney  Vale,   London,  W.  : 


THE  MOST  DEPENDABLE 
PLUG     IN     THE  WORLD. 

For  every  Plug  purpose  the  K.L.G.  Standard  Model  R.i  has  no 
equal.  It  is  a  one-piece  Plug  throughout  and  possesses  all  the 
advantages  of  detachable  Plugs  without  any  of  their  disadvantages. 
This  model  has  been  adopted  as  standard  by  many  leading  Motor 
Car  Manufacturers. 

Price   SI-  each. 


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THE    K.L.G.    PLUG  CLEANER. 

This  cleaner  consists  of  a  trip'e  pronged  scraper  made  in  one  piece  from  steel. 
By  simply  inserting  this  right  into  the  Plug  and  giving  it  several  turns  back- 
wards and  forwards  it  removes  the  carbon  tr  m  the  whole  surface  01  the  mica 
insulation,  and.  of  course,  cleans  it  away  from  the  end  of  the  Plug  a-  well. 
The  use  of  this  simple  cleaning  device  maintains  the  "K.L  G."  Plugs  in 
good  condition  always.    Price  61.  each.  . 

Wr  te  for  Price  1  1st  of  K.L  G  Plugs  to 
S.  SMITH  &  SONS  (M.A.).  Ltd  179-189,  Great  Portland  Street,  London,  W.l. 


THE 


Grahame-White  Rolls-Royce  Aero-Limousine 


This  machine,  which  can  be  seen  in  flight 
at  Hendon,  has  been  designed  specially 
tor  pi  asure  and  commerce.  It  is  not  an 
adapted  war  machine.  Fitted  with  two 
320  h.p.  Rolls-Royce  engines.  It  has  a 
maximum  speed  ot  I  I  5  m.p.h.,  and  a  flight 
radius  of  4  hours.  The  limousine,  luxuriously 
upholstered,  and  containing  an  electrically 
heated  carpet,  carries  4  to  6  passengers. 
j  he  pilot,  with  whom  communication  is 
maintained  by  speaking  tube,  sits  in  a 
separate  compa  tment  above  and  at  the  rear 
of  the  passengers1  quarters. 


&  GRAHAME  -  WHITE  COMPANY  LTD 

Head  Office  and  Works :  The  London  Aerodrome,  Hendon,  N.W  9.  Phone:  Kingsbury  lzo  (8  fines). 
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KINDLY   MENTION    "  THE    AEROPLANE"      WHEN   CORRESPONDING    WITH  ADVERTISERS. 


I  1 12 


The  Aeroplane 


September  17,  191 9 


Another  service  between  Berlin  and  Munich  will  shortly  be 
opened  by  the  Rumpler  Company.  A  new  company  is  also 
in  course  of  formation  to  open  routes  between  Cologne,  Ham- 
burg, Bale,  Stuttgart,  Frankfurt,  Munich,  and  Breslau.  This 
company  will  possess  aoo  aeroplanes. 
The  Danish  Correspondent  of  The  Aeroplane  writes  :  — 
It  is  now  announced  that  the  230  h.p  Benz-engined  sea- 
plane flown  by  Captain-Lieut.  Christiansen,  with  Ship-Officer 
Wladika  as  observer,  to  Bergen  and  delivered  there,  was  built 
by  the  Liibeck-Trawemiinde  Aircraft  Works  after  the  revolu- 
tion. 

Three  L.F.G.  seaplanes,  fitted  with  230  h.p.  Benz  engines 
and  with  cabins  for  three  passengers,  have  been  in  service 
between  Stralsund  and  the  seaside  resorts  01;  the  island 
Riigen.  Flights  to  schedule  time  could  not  be  carried  out 
owing  to  lack  of  fuel.  Two  hundred  and  thirty-six  flights, 
covering  7,061  kilometres,  were  made  in  one  month  from  July 
24th.  The  average  speed  made  was  93  m.p.h.  The  flights 
made  were  chiefly  passenger-carrying  and  going  in  search  of 
thieves.  A  doctor  was  fetched  in  one  for  an  operation  which 
had  to  be  performed  quickly. 

The  nucleus  of  the  coming  German  air  police  force  has  been 
formed  by  the  Karlshorst  Squadron  under  the  command  of 
Captain  Kastner.  They  have  two  speedy  scouts,  supplied 
by  the  Home  Office,  and  two  giant  aeroplanes  for  quantity 
transport  of  policemen.  A  landing  ground  is  prepared  by  the 
Swiss  frontier.  'More  stations  are  to  be  built  in  Hamburg, 
Breslau,  and  Hanover. 

The  D.F.W.  commercial  biplane,  with  enclosed  cabin  for 
thiee  passengers,  the  arrival  of  which  near  the  EL.T.A.  wes 
announced  in  large  advertisements  in  the  Dutch  papers,  wa; 
flown  by  Lieut.  Diemer,  carrying  a  lady  and  gentleman  as 
passengers.  "Flugsport"  intimates  that  its  presence  was  un. 
pleasant  to  the  Aero  Exhibition  authorities.  It  states  that 
Mr.  de  Jonge,  of  the  passage  office  (which  it  calls  the  spy 
office)  offered  immediately  on  its  landing  3,000  fl.  by  a  passen- 
ger who  wished  to  fly  to  Copenhagen  next  morning,  so  that 
the  machine  might  leave  the  exhibition.  The  arrival  of  more 
D.F.W.  aeroplanes  is  announced,  and  the  German  journal  lets 
itS  Dutch  correspondent  say  that  the  German  aeroplane  trade 
has  indisputably  attained  a  pre-eminent  success,  which  is 
justified,  as  the  E.L.T.A.  can  show  nothing  even  approaching 
the  D.F.W.  machine. 

HOLLAND. 

E.L.T.A.  News. 

An  Airco  D.H.9R  aeroplane,  fitted  .vith  a  450  h.p.  Napier 
engine  and  piloted  by  Capt.  Gathergood,  covered  a  closed 
circuit  course  of  137  miles  at  the  Amsterdam  Airciaft  Exhibi- 
tion at  a  speed  of  145  miles  per  hour. 

Thirty-five  competitors  finished  the  course  in  the  closed 
circuit  race.  The  D.H.qR.  won  over  tire  next  machine  by  10 
min.  The  speed  of  145  m.p.h.  beats  the  British  record  for  a 
closed  sircuit,  which  was  also  held  by  a  Napier-engined  Airco 
machine,  by  approximately  15  m.p.h.  The  D.H.9R  returned 
to  England  on  Sept.  nth,  and  arrived  at  Honnslow  in  2  hr. 
8  min. 

ITALY. 

The  carriage  of  "  express  "  letters  from  the  capital  to  Sar- 
dinia by  aeroplane  is  announced  as  having  begun  from  Aug. 
6th  last. — T.  S.  h. 

According  to  the  "Morning  Post"  of  Sept.  nth,  a  gambling 
house  at  Capri,  kept  by  Alfred  Green,  a  British  subject,  has 
been  raided  by  the  police,  who  flew  at  night  from  Naples  by 
aeroplane  for  the  purpose. 

The  police  realised  that  if  they  crossed  to  the  island  (which 
is  20  miles  south  of  Naples)  by  the  regular  steamer  their 
arrival  would  be  known.  They  therefore  travelled  in  a  sea- 
plane in  the  dark  and  thus  made  a  successful  raid  on  the  place, 
in  which  baccarat  was  being  played.  Besides  the  proprietor, 
the}"  captured  a  beautiful  woman  who  acted  as  a  decoy  and  a 
score  of  cosmopolitan  frequenters  of  the  place,  who  are  well 
known  in  Naples.  Money  and  gaining  materials  were  also 
seized. 

An  aerial  service  between  Milan  and  Rome  began  on  Sept. 
6th  and  is  running  regularly.  The  journey  is  made  via  Pisa, 
where  a  landing  is  made.  The  Milan  morning  paper;  are  now 
delivered  in  Rome  by  noun  on  the  same  day, 

The  Seaplane  Circuit  of  Sicily,  to  be  flown  on  September 
14th,  was  open  to  three  categories  of  aeroplanes  : — (1)  F.B.A.. 
seaplanes  (160  h.p.  Isotta  Fraschini  V.L.B.  motors)  ;  (2)  sea- 
planes of  any  type  with  two  or  more  seats;  (3)  single-seated 
seaplanes.  In  the  first  category  iq  entries  were  received,  in 
the  second  13,  and  in  the  third  4.  The  cash  prizes,  which 
range  from  £400  in  ,the  case  of  Palermo  to  /80  from  the 
Societe  Vinicale  Marsala  Florin,  amount  in  all  to  £3,120.  A 
number  of  gold  medals  and  silver  cups  were  also  given  by 
\arious  public  bodies. 

NORWAY. 

The  Handley  Page  biplane  piloted  by  Major  T.  Gran  which 
crashed  on  a  roof  near  Christiauia  on  Sept.  6th  cannot  be  re- 


paired easily  owing  to  the  extent  of  the  damage.  On  Sept. 
9th  Capt.  Stewart,  one  of  the  passengers,  left  for  England!' 
where  it  will  be  decided  whether  the  machine  will  be  re- 
paired. The  attempt  to  fly  to  Stockholm  will  not  be  aban- 
doned, but  it  is  not  decided  whether  it  will  be  done  this 
autumn  even  if  the  machine  is  repaired,  as'  it  will  be  rather 
iate  in  the  year  for  flying. 

The  Danish  correspondent  of  The  Aeroplane  writes  :  — 
An  incident  showing  how  neroplanes  are  coming  to  the  fore 
as  the  means  of  transport  in  a  case  of  emergency  occurred 
the  other  day  when  the  General  Consul  Akselsen  from 
Flakstad  received  news  that  his  children  were  on  the  point  of 
death.  He  was  staying  at  a  Copenhagen  hotel.  As  no 
steamers  were  due  to  leave  and  the  *  railway  journey  to 
Northern  Norway  takes  two  and  a  half  days,  he  availed  him- 
self of  aeroplane  transport.  As  there  were  no  machines  in 
Copenhagen,  he  ordered  one  by  cable  from  the  Thulin  Air- 
craft Works  in  Landskrona,  crossed  the  Sound  >n  a  speedy 
tug,  and  set  off  in  an  aeroplane  immediately  on  crossing  in 
spite  of  a  strong  head  wind. 

PERSIA. 

One  learns  from  a  private  source  that  Italy  is  starting  a 
fiying  ground  in  Persia,  an  officer  pilot  from  'the  neighbour- 
hood of  Menaggio  having  left  for  that  destination. — t.  s.  h. 

UNITED  STATES  OF  AMERICA. 

According  to  an  official  statement  issued  by  the  U.S.A.  War 
Department  News  Bureau  on  August  20th,  instructions  are 
being  issued  to  discontinue  at  once  enlistments  -for  the 
heavier-thaii-air  and  for  the  lighter-than-air  branches  of  the 
air  service. 

The  Rt.  Hon.  Winston  Spencer  Churchill,  M.P.,  Secretary 
of  State  for  Air,  has  sent  a  letter  to  Mr.  Jchn  A.  Jordan,  the 
superintendent  of  the  Cleveland-Chicago  division  U.S.  air 
mail-  The  letter  has  been  forwarded  to  Washington.  It  con- 
tains data  on  British  air  systems,  enquires  for  data  of  the  U.S. 
air  mail  and  states  that  Great  Britain  is  seeking  every  possible 
method  to  improve  and  develop  aerial  travel. 

"The  aerial  mail  service  between  New  York  and  Washing- 
ton and  New  York  and  Chicago  has  already  saved  the  country 
$170,000  a  year  over  the  railway  mail,  and  when  the  multi- 
motored  aeroplanes  are  m  operation  there  will  be  an  annual 
saving  of  $1,500,000. 

Assistant  Postmaster  General  Otto  Praeger  made  that  state- 
ment before  the  Cleveland  Chamber  of  Commerce,  which  held 
an  aviation  week  in  celebration  of  the  one  hundred  days' 
perfect  mail  service  between  Cleveland  and  Chicago. 

Alva  Bradley,  chairman  of  the  aviation  committee  of  the 
Cleveland  Chamber  of  Commerce  and  vice-president  of  that 
body,  read  the  following  resolutions  adopted  by  the  directors 
of  the  Chamber  : 

"Whereas,  For  the  past  one  hundred  consecutive  days  the 
aeiial  mail  service  between  Cleveland  and  Chicago  has  been 
operated  successfully,  thereby  demonstrating  the  practicability 
of  mail  transportation  by  this  means ;  and 

"Whereas,  The  aeroplane  terminal  facilities  in  both  Cleve- 
land and  Chicago  are  inadequate  to  accommodate  even  the 
present  limited  traffic ;  and 

"Whereas,  Owing  to  the  increase  of  aerial  transportation, 
an  urgent  need  for  Federal  regulation  of  aircraft  traffic  is  ap- 
paient;  now,  therefore,  be  it 

"  Resolved,  That  the  Cleveland  Chamber  of  Commerce 
urges  upon  Congress  the  desirability  of  enacting  suitable 
legislation  regulating  aircraft  traffic,  and  that  the  Chamber 
of  Commerce  further  petitions  the  Post  Office  Department,  in 
co-operation  wherever  practicable  with  the  militaiy  and  naval 
aviation  services,  'to  extend  the  aerial  mail  service  as  rapidly 
as  possible  throughout  the  United  States,  and  especially  to 
provide  suitable  terminal  facilities  in  those  cities  where  such 
mail  service  is  now  in  operation." 

Mr.  Praeger  said  he  expected  the  aerial  mail  to  be  in  opera- 
tion to  Minneapolis,  Omaha  and  St.  Louis  by  early  spring, 
when  multi-motored  ships,  carrying  as  much  as  3,000  pounds 
of  mail,  would  be  available. 

As  a  result  of  the  joint  activities  of  the  Cleveland  Aviation 
Club  and  the  Cleveland  Chamber  of  Commerce  twenty-two 
Ohio  cities,  including  Cincinnati,  set  about  establishing  land- 
ing fields  in  the  week  ending  Aug.  30th. 

The  "  Aerial  Age  "  of  America  states  in  its  issue  of  Sept. 
1st  that  five  hundred  American  aeroplanes  have  been  sold  and 
delivered  to  individual  owners  since  March,  1919.  Over  that 
number  could  have  been  sold  if  the  manufacturers  could  have 
produced  them  more  quickly,  but  they  have  been  completing 
their  Government  contracts. 

The  demand  for  pleasure  aeroplanes  at  $7,500  is  as  great  as 
that  for  training  machines  at  $2,500,  and  many  buyers  have 
acquiied  training  aeroplanes  only  because  they  could,  not  get 
pleasure  machines.  Over  a  hundred  people  are  awaking  de- 
livery of  Curtiss  Orioles  and  flying-boats. 


September  \y,  igig 


The  Aeroplane 


^llllllllllilllllflllllllllilllliilllllllllllHilllllllllllllllllllllllllliilllllllfllliL- 


All  the  advantages 
of  a  perfect  motor  fuel 
are     combined  in 


|  AERO  PLUGS 

J  for  maximum  flying  hours. 

§§  ^IIMIMIIIIIIIIIIIIIillllllllliiiMilllllllilllllllllllllllllllllllllllllllllllllllllllllllllllllllliy 

=  _  1      Here  is  the  opinion  of  Captain 

|  |     E.  D.  C.  Heme  (late  R.A.F.)  of  | 

E  |      the  Porthcawl  Flying  Services. 


--  a 


PRATT'S 
PERFECTION"  SPIRIT 


EE    dlwavs    thz   same — always   ready  EE 


in  the  green  c*n. 

AVAILABLE 


''In  conseq  ence  of  a  grea~  deal  of  trouble 
with  aj  other  make  of  sparking  p!ug,  necessi- 
tating resetting  of  the  gaps  after  every  few 
hours'  flying.  I  fitted  sixteen  of  your  sparking 
plugs  to  two  90  h.p  ,  R.A.F.  engines  in- 
stalled in  Armstrong- Whitworth  aeroplanes 
which  I  am  using  for  taking  up  passengers 

Up  to  the  time  of  writing  one  engine  his 
done  100  hours'  flying  and  the  other  75 
hours,  and  in  not  a  single  instance  has  one 
of  your  plu  s  needed  attention:  I  have  not 
even  had  to  c  ean  one.  I  consider  i  his  to  be 
little  short  of  marvellous,  because  the  plugs 
have  been  work  ng  under  unfavourab!e 
conditions  The  engines  are  air-cooled,  and 
when  "  taking  off  "  and  landing  a  large 
number  of  times  daily  the  average  time  of 
"  all  <-ut  "  runn  ng  of  the  engine  is  high,  and 
puts  far  more  strain  on  the  plugs  than  long 
f  ights  with  the  engine  well  thro  tied  down 

The  fact  that  your  plues  are  fi 
my  engine  has  saved   my   <  echanic 
and   myself    a    great  deal 
work,  and  I  want  to  con- 
gratulate you  upon  turn- 
ing out    so  perfect 
an  artic'e- 


BY  APPOINTMENT 
t^ng/o  V? merican  Oil  Co.,  Ltd. 
36,     Queen     tAnne's  Gate. 
London,  S.W.I. 


=  Exactly  the  same  plug  as 

=  used  by  Capt.  Heme. 

I  (Model  K.R.3).    Price  8/6  each. 

1  If  you  want  the  same  service 

1  you   need   the    same  plugs. 

=  Write  for  particulars  of  aero  plugs 

=  stating  make  and  type  of  engine, 

I  THE  LODGE  SPARKING  PLUG  CO,  LTD,  RUGBY. 


KINDLY  MENTION    "  THE    AEROPLANE  "      WHEN  CORRESPONDING    WITH  ADVERTISERS. 


1 1 14 


The  Aeroplane 


September  17,  1919 


Sweet  Orr  &  Co.,  overall  manufacturers,  of  New  York,  on 
August  20th  sent  out  a  salesman  in  an  Aeiomarine  flying- 
boat.  He  flew  from  New  York  to  Poughkeepsie  and  return, 
making  numerous  stops  en  route.  Many  orders  for  goods 
weie  given  by  clothing  firms  to  the  flying  salesman.  As  a 
result  of  the  success  achieved  the  company  announced  that 
they  would  place  orders  for  three  similar  type  Aeromarine 
flying-boats. 

Aeroplanes  have  recently  been  used  in  the  Alabama  moun- 
tains for  locating  illicit  distilleries.  Deputy-Marshal  J.  A. 
Wall  made  a  trip  over  the  territory  and  announced  later  that 
he  expected  that  several  arrests  would  be  made. 

The  Central  Committee  of  the  Knights  Templar  Conclave 
which  was  held  in  Philadelphia  in  the  week  ending  Sept. 
13th  arranged  with  the  Philadelphia  Aero-Service  Corp.  to 
provide  hangars  and  flying  accommodation  for  the  Knights 
who  came  to  the  conclave  by  aeroplane.  Piovision  was  also 
made  for  a  continuous  free  automobile  service  from  the  aero- 
drome to  the  centre  of  the  city. 

The  Alaska  Aircraft  Transportation  Company,  cf  Seattle, 
Wash.,  incorporated  under  the  laws  of  that  State  for  the  pur- 
pose of  building  and  operating  aeroplanes  in  Alaska  for  car- 
rying freight  and  passengers,  will  make  its  first  aerodrome  at 
Valderz.  They  are  planning  to  have,  ultimately,  landing 
grounds  at  all  the  important  spots  in  Alaska  to  supplant  the 
present  difficult  methods  of  transportation. 

The  president  of  the  company,  Mr.  Tod  M.  Date,  has  had 
twelve  years'  experience  with  transportation  problems  in  the 
north.  He  was  formerly  associated  with  the  Standard  Air- 
craft Corp.,  at  Elizabeth,  N.J.,  and  the  Naval  Aircraft  Fac- 
tory at  the  League  Island  Nav3'  Yard. 

The  aeroplane  to  be  used  is  being  designed  to  carry  approxi- 
mately six  tons  of  freight.  It  will  have  a  total  supporting 
surface  of  3,360  ft.  and  will  be  driven  by  four  engines  develop- 
ing 400  h.p.  each. 


AERONAUTICS    AT    THE  BRITISH 
ASSOCIATION  CONGRESS. 

The  British  Association  Congress  at  Bournemouth  held 
during  the  week  ending  Sept.  13th  produced  mam  papers 
dealing  with  the  applications  of  science  to  the  late  war. 

Aeronautices  naturally  figured  to  a  considerable  extent. 

Before  the  Engineering  Section,  Dr.  Leonard  Bairstow, 
C.B.E-,  read  a  paper  dealing  with  the  progress  of  aviation' 
during  the  period  of  hostilities;  Wing  Commander  T.  R. 
Cave-Browne-Cave,  C.B.E.,  one  on  Airships;  Capt.  J.  Robin- 
son described  the  experimental  wcrk  connected  with  the  ap- 
plication of  directional  wireless  to  aircraft  navigation,  and 
Major  T.  Vincent  Smith  read  a  paper  on  Wireless  in  the 
R.F.C. 

These  technical  papers  will  be  dealt  with  in  detail  in  future 
numbers  of  Aeronautical  Engineering. 

A  paper  read  before  the  Economics  Section  by  Sir  Charles 
Bright  on  "  Inter-Imperial  Communication  through  Cable, 
Wireless,  and  Air  "  dealt  generally  with  the  utilitarian  value 
of  these  three  methods  of  communication. 

Speaking  of  air  mails  and  aerogiams,  Sir  Charles  said  that 
while  the  mail  to  Australia  took  over  five  weeks,  the  aero- 
plane of  to-day  could  cover  the  distance  in  1?.  days.  In  these 
regions  which  were  practically  immune  from  fog  or  gale,  air 
mails  should  have  a  considerable  future,  both  as  outstripping 
the  mail  ship  over  long  journeys  and  as  beating  any  tele- 
graph system  over  comparatively  short  distances. 

Lord  Northcliffe  said  in  a  letter  to  Sir  John  Alcock  :  — 
'  Just  as  in  1913,  when  I  offered  the  prize,  I  felt  that  it  would 
soon  be  won,  so  do  I  surely  believe  that  your  wonderful  jour- 
ney is  a  warning  to  cable  monopolists  and  others  to  realise 
that  within  the  next  few  years  we  shall  be  less  dependent 
upon  them  unless  they  increase  their  wires  and  speed  up." 
The  letters  and  parcels  that  had  been  carried  in  the  "Airco" 
aeroplanes  between  Folkestone  and  Cologne  went  to  prove 
what  could  be  done  in  this  direction  under  properly  organised 
cenditions.  The  service  was  started  on  March  1st,  and  dur- 
ing that  month  21  trips  were  made  with  708  bags  of  mail 
outwards  and  75  inwards.  The  letters  could  be  sorted  en 
route,  sorting  boxes  being  fitted  to  the  aeroplane. 

It  seemed  qui^  likely,  too,  that  the  aeroplane  could  be 
turned  to  account  for  the  purposes  of -a  highly  efficient  ex- 
press letter  service  between  different  important  centres 
throughout  the  United  Kingdom.  Mr.  Holt  Thomas,  the 
controlling  force  of  the  Aircraft  Manufacturing  Company, 
had  devised  an  ingenious  plan  of  what  he  called  aerograms 
for  coming  to  the  assistance  of  comparatively  short  distance 
telegrams  or  cablegrams  by  forming  an  "aerial  connecting 
link,"  wherever  congestion  arose,  between  given  telegraphic 
and  telephonic  systems.  This  promised  to  be  of  special  use 
for  the  purposes  of  more  rapid  communication  between,  say, 
London  and  Paris,  where  telegraphic  congestion  occurred  en 
route — in  this  case  on  the  trans-Channel  cables. 


Great  developments  w  ould  now  undoubtedly  take  place 'in 
the  transport  of  correspondence  by  aeroplanes.  The  principal 
problem  was  really  that  of  reducing  the  weight  of  the  corre- 
spondence to  such  dimensions  as  were  consistent  with 
economy.  Various  expedients  to  this  end  had  been  sug- 
gested, but  if  systems  of  scientific  language  condensation 
were  employed,  a  lengthy  business  communication  could 
easily  be  transmitted  on  a  sheet  of  paper  the  size  of  an  ordi- 
nary postcard. 

In  a  reference  to  the  question  of  air  communication  Sir 
(  harles  said  that  the  welfare  of  the  Empire  was  likely  to  be 
considerably  influenced  by  the  position  we  eventually  took 
up  in  these  matters,  whether  we  were  first  in  the  field,  and 
the  actual  value  of  the  air  routes  which  we  controlled.  In- 
days  to  come  air  stations  would  be  at  least  as  important  as- 
coaling  stations  were  now.  There  could  be  little  doubt  that 
Egypt  was  admirably  situated  to  become  the  Clapham  Junc- 
tion of  the  air. 

The  ultimate  success  of  inter-Imperial  commercial  aviation 
really  resolved  itself  into  closely  thought-out  organisation 
backed  up  by  no  stinting — without  actual  waste — of  the 
wherewithal  to  carry  things  out.  It  would  remain  for  the 
Air  Ministry,  in  concert  with  the  Foreign  Office,  to  work  out 
the  aerial  navigation  treaties  with  other  countries,  prepare  the 
necessary  aerodromes,  meteorological  and  wireless  stations, 
and  make  trial  cruises  with  different  types  of  machines  in 
the  various  routes  ^ 

"L'NCCNTF  CT  IFD  CJV^L  AVIATION."* 

The  following  letter  has  been  received  :  — 

Sir, — Apropos  the  incident  of  an  aetoplane  or  some  aero- 
planes having  caused  trouble  at  Doncaster  Racecourse  this 
last  week,  and  which  caused  Lord  Lonsdale,  as  one  of  the 
stewards  of  the  meeting,  to  at  once  telegraph  the  Air  Minis- 
try for  assistance,  you  may  have  noticed  that  the  A.M.  replied 
by  wire  to  Lord  Lonsdale  and  asked  for  a  report  as  to  the 
full  particulars  of  the  case  and  the  numbers  of  the  machines. 

To  an  ordinary  observer  of  things  in  which  one  has  no 
financial  or  any  such  interest,  and  therefore  no  necessity  tc 
acquire  any  knowledge  of  the  regulations  or  working  of  the 
regulations  of  the  "  Air,"  it  seems  peculiar  that  the 
Air  Ministry,  after  apparently  admitting  responsibility  for 
the  "  incident  "  at  Doncaster  and  the  inconvenience  to  the 
Stewards,  who  no  doubt  had  plenty  to  think  about  in  con- 
ti oiling  the  meeting,  which,  by  the  way,  was  an  instance  of 
real  organisation,  should  be  bothered  to  send  details  of  the 
matter  to  the  A.M. 

Why,  I  should  like  to  know,  could  not  the  whole  thing 
be  dealt  with  by  the  police,  who  must  have  seen  the  machine 
and  probablv  had  every  opportunity  of  "  taking:  its  number  " 
and  forwarding  a  report  to  the  A.M.  ?  Why  not?  I  am  quite 
sure  Lord  Lonsdale  had  no  wish  to  act  as  "policeman"  for 
the  Controller  of  Civil  Aviation. 

We  have  been  told  on  many  occasions  that  the  Civil  Avia- 
tion people  are,  as  it  were,  in  "  civvies  " — we  know  that 
tailors  in  these  days  are  very  busy,  and  perhaps,  therefore, 
one  can  excuse  the  uniform?  still  being  worn,  but  procedure 
is  presumably  in  "  civvies  ";  anyway,  the  Controller  told  us 
so  in  more  than  one  of  his  after-lunch  or  after-dinner 
speeches,  and  therefore  I  hope  this  incident  will  be  dealt  with 
in  a  "  civil  "  manner  and  not  necessarily  on  the  lines  of 
court-martial. 

This  matter  at  Doncaster  is  very  serious  and  must  not  be 
repeated,  because  not  only  are  lives  endangered,  but  horses 
are  also  valuable,  apart  from  which  horse-racing  is  a  real 
business  and  large  sums  are* involved. 

Passing  to  another  "  incident  ''  this  last  week,  you  may 
have  noticed  at  Bournemouth  on  Wednesday  a  land  machine 
which  flew  over  the  sea,  alone  the  sands  towards  Boscombe, 
only  about  50  ft.  above  the  heads  of  the  large  crowds  of 
people,  and  that  on  reaching  Boscombe  it  appeared  to  crawl 
up  the  cliff,  over  the  heads  of  the  crowds  there,  and  slowly 
disappear  from  view  before  turning  round  to  do  the  "  stunt  " 
again.  This  machine  had  no  number  or  mark  on  it  at  all. 
Now,  I  understand  that  all  aircraft  have  to  have  numbers  and 
be  capable  of  being  recognised  when  in  flight. 

Will  the  Air  Ministry  also  inquire  into  this  case,  or,  if  we 
think  of  spending  another  dav  by  the  sea  this  year,  are  we . 
to  have  momentary  fears  of  this  kind  through  Civil  Aircraft 
un-Controlled  ? 

I  thought  the  exhibition  of  the  old  F.E.  relic  of  the  Air 
Board  crawling  along  was  bad  enough,  althoueh  there  were 
cheers  as  it  passed  over  the  pier,  but  still  it  did  have  a 
number,  even  if  a  complicated  one,  but  one  would  perhaps 
forgive  that  point,  althoueh  I  fail  to  see  whv  aircraft  should 
have  these  complicated  numbers,  such  as  P — ACK — 1.  Why 
not  P  1225,  which  any  policeman  would  recognise,  and  thus 
relieve  people  like  Lord  Lonsdale  from  furnishing  reports  "by 
request."  OBSERVER. 


September  17,  1919 


The  Aeroplane 


I  I  c 


I 


You  couldn't  see 
it  from  below 

but  it's  nevertheless  a  fact — 
a  fact  which  every  flying  man 
and  aircraft  manufacturer 
should  note — that  the  majority 
of  the  machines  competing  in 
the  Aerial  Derby,  including 
the  three  which  were  placed 
1st,  2nd  and  3rd,  at  the  end  of 
the  race,  were  fitted  with 

AUSTER  TRIPLEX 
AERO  WIND  SHIELDS 


THE 


Eastbourne  Aviation  Co. 


I  LTD. 


ESTABLISHED  1919. 


AEROPLANE  CONSTRUCTORS 
Contractors  to  the  Admiralty. 


TELE  fGRAMS  ■   Aircraft  }  EASTBOURNE 
\  PHONE:   1176  ' 


AIRCRAFT   DISPOSAL  DEPARTMENT. 


MINISTRY  OF  MUNITIONS. 


FOR  SALE, 

AIRCRAFT 
PROPELLORS 

New  AIRCRAFT  PROPELLORS 
made  of  the  finest  Walnut  &  Mahogany. 

FOUR  BLADES  at  30  - 
TWO     BLADES  at  25/- 


These  Propellors  cost  originally  from  £15  to 
^"25,  and  were  made  for  engines  which  are  now 
obsolete.  They  can  be  adapted  for  many  pur- 
poses, such  as  HAT  RACKS,  and  for  appro- 
priate HALL  uses,  to  which  they  add  a  note  of 
distinction,  if  fitted  with  a  Clock  or  Barometer. 

Sales  can  be  made  in  a  few  minutes,  and  the 
goods  taken  away  or  arrangements  made  for 
delivery  at  the  SHOW  ROOMS  of  the  AIR- 
CRAFT DISPOSAL  DEPARTMENT,  YORK 
HOUSE. 


Enemy  Propellors. 

Offers  are  invited  for  a  limited 
number  of  Propellors  taken  from 

CAPTURED    ENEMY  AEROPLANES. 


Communications  should  be  addressed  to — 

THE  CONTROLLER, 
AIRCRAFT    DISPOSAL  DEPARTMENT, 
YORK  HOUSE,  KINGSWAY, 
W.C. 


KINDLY   MENTION    "  THE    AEROPLANE  "    WHEN    CORRESPONDING    WITH  ADVERTISERS 


1 1 16 


The  Aeroplane 


September  17,  1919 


RIPOLY 

Solid  Woven  Belting 

p  RIPOLY     Solid  Woven 
Belting  is  made  from  Camel 
Hair  1  arns,  with  a  small  per- 
centage of  cotton  aijd  woven 
by  a  patent  [.rocess  which  en- 
sures greatest  possible  strength 
evenly  consistent  wear. 
poly  has  a  triple  twisted 
e  interwoven  with  the  belt- 
which    effectively  resists 
fraying  caused  by  guide 
forks. 

Gkipoly  Solid  Woven 
Belting  is  flexible,  non- 
slipping,  stretchier,  im  ■ 
pervious  to  heat  and 
moisture  and  variations 
of  temperature.  It  is 
the  best  all  -  round 
belting. 

LEWIS  &  TYLOR  ltd 


Grange   Mills,   Cardiff,  and 
51,  G  ra  :  e church  Street, 
London    E  C.  8. 


FIAJXITE 


SIMP 
SOL^O 


IN 


THE  BAKER  AIR  SEXTANT 

The  perfection  of  this  instrument  is 
a  triumph  of  British  science  and 
mechanical  skill  and  accuracy. 


REOD.  TRADE 


The  great  reputation  which  "  Husun  " 
aeronautical  instruments  quickly  gained 
surprised  nobody  who  knew  the  fame  that 
"Husun"  instruments  have  had  for 
generations  among  the  world's  navigators. 

We  claim  for  our  instruments  the  highest  possible 
accuracy  and  reliability.  We  can  offer  quick 
delivery  of  the 

Latest  Improved  Nautical  and  Aero- 
nautical  Instruments  of  Navigation 

Makers  of  Military  Compasses  and  Drawing  Instruments. 
Marine  Opticians  and  ChronometerM  ahers  to  the  Admiralty, 
War  Office,  and  Air  Board, 

HENRY  HUGHES  &  SON  LTD 

HUSUN  HOUSE.  Established  1S36. 

59  FENCHURCH  STREET  LONDON  •  E  .  C 
HUSUN    WORKS  HAINAULT      .  ILFORD 

Telegrams  :  Azimuth,  Fen,  London.        Cablegrams:  Husun  London. 


PISTON  RINGS 

Unlike  many  firms  our  Works  were  not  turned 
outside-in  to  make  something  foreign  to  our 
ordinary  business. 

We  made  Piston  Rings  for  Aircraft  and  Land 
and  Water  Transport  all  through  the  war  period. 

To-day  we  know  more  about  Piston  Rings  than 
before  ;  our  staff  is  larger  and  more  efficient ; 
our  facilities  for  manufacturing  are  six  times 
larger  than  in  1914. 

There  is  no  "getting  back  "  to  pre-wTar 
trade  with  us.  Your  orders  for  Piston 
Rings,  Shackle  Bolts,  Gudgeon  Pins, 
and  Greasers  can  be  executed  practi-  «' 
cally  off  the  shelf  and  on  the  exact 
date  you  specify.    Will  that  suit  you  ? 

Write  now  for  our  new  Price  List  G. 
THE 

BRITISH  PISTON  RING  CO.,  LTD. 

HOLBROOK  LANE,  COVENTRY. 


Telegrams  : 
iiPistorings,  Civentry. 


Telephone : 
Coventry  1214-1215. 


pilllllllllllllllllllllllllllllllllll^ 

W  We  worked  at  our  trade  1 

=  all    through    the   war.  J 


FLUXITE  LTD.  316,  Bevington  St.,  Bermondsey,  Eng. 

KINDLY    MENTION    "  THE    AEROPLANE  " 


WHEN  CORRESPONDING   WITH  ADVERTISERS. 


September  17,  1919 


The  Aeroplane 


11 17 


AIRCRAFT FINANCE 


CURRENT  TOPICS 

Petrol  Wiu  Not  Become  Cheaper. 

Petrol  is  not  likely  to  become  cheaper.  This  is  the  view 
held  by  those  competent  to  judge  the  position.  Happily, 
though  the  price  of  petrol  has  a  direct  bearing  upon  operating 
costs  of  aviation,  it  is  not  a  supreme  factor.  In  the  course  of 
time,  however,  when  conditions  of  working  have  settled  down 
on  a  more  scientific  basis,  the  price  of  petrol  will  become  an 
item  to  be  reckoned  with. 

The  Oil  Share  Boom  Explained. 

This  being  so,  the  Aircraft  Industry  is  particularly  concerned* 
with  the  sensational  boom  in  oil  shares  now  providing  the 
outstanding  feature  in  the  Stock  Exchange.  This  boom,  of 
course,  began  over  a  year  ago  :  it  is  now  assuming  a 
more  remarkable  phase  which  adds  to  the  significance  of  the 
fact  that  it  has  already  endured  for  more  than  twelve  months. 
"After  the  boom,  the  slump,"'  is  nine  cases  out  of  ten  a  sound 
and  logical  inference,  and  no  one  need  question  the  truth  of 
the  aphorism.  But  is  it  argued  that  the  exception  will  be 
provided  by  oil  shares,  because  the  movement  is  not  based 
upon  the  exaggeration  of  some  extraordinary  development  of 
a  temporary  character,  but  upon  a  definite  and  permanent 
change  in  industrial  organisation  and  method? 

Thus  the  rise  in  coal  as  a  fuel  must  eventually  enforce  the 
adoption  of  transportation  facilities  to  the  consumption  of 
oil,  which  is  economically  cheaper  in  every  way.  It  is  already 
taking  place,  this  change  over  to  oil,  and,  with  a  constantly 
increasing  demand  for  petrol  for  motor  transport  also,  it  is 
reasonably  argued  that  petrol  cannot  become  appreciably 
cheaper. 

The  Basis  of  Operating  Costs. 

Aviation  in  opening  out  commercially  without  the  cheap, 
pre-war  level  of  petrol  is  fortunate,  inasmuch  as  a 
revision  of  the  calculation  is  not  necessary.  This  will  be 
inevitable,  however,  if  the  price  is  established  on  a  higher 
level.  Incidentally,  one  ought  to  qualify  the  assertion  that 
the  boom  in  oil  shares  may  prove  the  exception  to  the 
ordinary  boom  by  pointing  out  that  there  are  oil  shares  and 
oil  shares._  It  is  not  solely  the  plausible  financier  who  labels 
and  embroiders  his  goods  to  mislead  the  gullible  public. 
Whitehead  Shares  Being  Peddled. 

It  appears  that  there  are  people  who  are  attempting  to  sell 
Whitehead  Aircraft  Ordinary  shares  by  backdoor  methods. 
A  case  in  point  has  just  come  to  hand.  Fifty  shares  have 
been  offered  to  someone  in  the  country  who  apparently  has 
not  followed  the  developments  of  the  undertaking,  for  a  lump 
sum  of  £20.  This  works  out  at  8s.  per  share.  It  is  calculated 
that  the  shares  are  worth  ;s.  to  5s.  to  the  prospective  pur- 
chaser, and  so  it  would  be  foolish,  at  all  events  highly  specu- 
lative, to  pay  more  than  4s.  unless,  of  course,  one  is  conversant 
with  the  inner  movements  of  the  business. 

The  Activity  of  Rolls-Royce. 
As  regards  Aircraft  and  kindred  share  values  there  is  a 
considerable  activity  in  Rolls-Royce,  which  are  commanding 
up  to  50s.,  it  being  s^aid  that  the  concern  is  now  prospering 
exceedingly,  and  is  booked  up  with  orders  for  a  long  time 
ahead.  There  is  also  a  constantly  increasing  demand  for 
Darracq,  but  Sunbeams  have  been  on  offer  at  38s.  Arm- 
strong-Whitworths  announce  an  interim  dividend  at  the  usual 
rate  of  is.  per  share,  free  of  income-tax,  up  to  5s.  in  the  £. 
Assuming  that  the  shares  are  maintained  on  a  12^  per  cent, 
tax  free  dividend  basis  for  the  year,  they  would  represent 
65  per  ceut.,  free  of  tax,  to  the  purchaser  at  38s.,  this  would 
be  equal  to  9  per  cent,  on  an  investment  subject  to  tax. 
Aircraft  Manufacturing  shares  remain  very  much  neglected, 
with  both  classes  of  preference  standing  about  14s. 

Insurance  Matters. 

Underwriters  are  showing  a  keen  interest  in  the  regular 
air  service  inaugurated  between  London  and  Paris.  They 
are  fully  alive  to  the  possibilities  of  the  situation;  so  far, 
there  has  not  been  any  effect  on  the  Insurance  market. 
Business  in  aviation  insurance  generally  is  moderately  brisk. 
Inquiries  are  numerous  and  come  from  all  parts,  including 
the  United  States,  and  there  is  said  to  be  some  activity  in 
civil  aviation  in  Italy. 

John  Spencer  and  Sons'  Results. 

John  Spencer  and  Sons,  of  Newcastle,  have  been  intimately 
concerned  with  Aircraft,  but  their  chief  business  is  steel 
making  and  engineering.  The  dividend  for  the  past  yea> 
is  to  be  only  6  per  ceait.  instead  of  the  10  per  cent,  paid  for 


the  two  preceding  fiscal  periods.  Apparently,  this  is 
prompted  by  a  policy  of  caution,  for  the  figures  available 
suggest  that  business  was  on  a  larger  scale.  Thus  the  gross 
profits  at  £99,400  is  £25,300  higher.  The  net  results  dc  not 
compare  so  favourably.  However,  provision  for  the  usual 
funds  is  on  a  larger  scale,  the  allowance  for  renewals  and 
improvements  being  ,-£20,800,  against  £9,600;  for  depreciation 
£40,000,  instead  of  £36,000.  For  the  three  years  up  to  the 
outbreak  of  war  the  dividend  was  on  a  6  per  cent,  basis. 
Aeronautical  Life  Insurance. 
An  insurance  on  the  life  of  a  passenger  by  the  R.33,  was 
effected  for  the  cruise  to  the  Continent  and  back  on  what 
appear  to  be  very  attractive  terms  to  the  insured.  The 
amount  at  risk  was  £1,000,  and  the  premium  about  £2,  equal 
to  4s.  per  cent.  Of  course,  the  amount  is  really  small.  An 
American,  who  intends  flying  at  home,  has  just  covered  him- 
self for  £  100,000  here  Clearly,  he  appieciates  the  merits  of 
Aviation  insurance. 


BANKRUPTCY:  A  COMPOSITION. 

W.  J.  Stevenson — The  affairs  of  the  debtor,  who  is  the  in- 
ventor of  a  chemical  compound  (acetate  cellulose)  have  been  before 
the  Court  upon  the  adjourned  hearing  to  approve  a  composition  of 
tos.  in  the  £  to  unsecured  creditors,  which  proposal  has  recently 
been  entertained  by  the  statutory  majority  of  the  creditors.  The 
proofs  of  debt  and  proveable  claims  together  amounted  to  .£1,259, 
no  realisable  assets  being  disclosed  by  the  debtor.  Having  regard 
to  that  fact  and  also  to  the  fact  that  no  patent  had  yet  been  granted 
in  respect  of  the  invention  the  Official  Receiver  had  considered  that 
the  terms  of  the  proposal  were  reasonable  and  calculatd  to  benefit 
the  general  body  of  the  creditors.  An  order  was  made  approving 
the  proposal. 

ENGINEERING  PROPRIETARY,  LTD.- DISCLOSURES. 

Under  a  winding-up  order  made  against  this  company,  which 
was  incorporated  on  July  17th  of  last  year  for  the  purpose  of  car- 
rying on  business  as  manufacturers  of  aircraft  and  component 
parts,  the  statutory  meetings  have  been  held.  A  statement  of 
affairs  submitted  disclosed  unsecured  liabilities  £4,347  and  loans 
on  debenture  bonds  £5,000,  exclusive  of  debentures  for  £4,000 
held  as  collateral  security  under  contingent  liabilities  ranking 
pari  pasu  wich  those  for  £5,000.  The  assets,  estimated  to 
realise  £7,387,  leaving  £2,387  to  meet  the  claims  of  the  unse- 
cured creditors  after  payment  of  the  loans  on  debenture  bonds,  com- 
prised Robert  Taylor's  invention  £5,000,  good  book  debts  £1,150 
and  a  claim  valued  at  £750.  The  company  was  incorporated  with 
a  nominal  capital  of  £100  divided  into  shares  of  £1  each,  and  the 
Chairman  reported  that  he  did  not  propose  to  go  into  the  facts 
which  must  be  known  to  all  those  who  were  present.  This  was 
one  of  a  "jumble  of  companies,"  and,  although  there  was  mention 
of  a  transaction  involving  £10,000  here,  and  another  of  £10,000 
there,  it  was  quite  plain  with  its  small  capital,  no  such  money  had 
in  fact  passed,  the  items  being  merely  cross  entries  in  the  books 
of  the  divers  companies.  There  had,  iiowever,  been  some  cash  paid 
to  this  concern,  and  regarding  a  sum  of  £4,000  said  to  have  been 
lent  by  a  Mrs.  Taylor  that  would  have  to  be  investigated.  There 
were  also  other  payments,  and  whether  the  money  had  gone  into  the 
directors'  pockets  or  in  some  other  direction  would  have  to  be 
ascertained.  Lloyds  Bank  was  a  creditor  for  £3,000  odd,  which 
money  he  supposed  could  be  traced  :  but  to  his  inind  this  was  one 
of  the  several  companies  wasting  its  time  with  fictitious  transactions 
with  the  result  that  there  would  have  to  be  a  great  deal  of  investi- 
gation. There  had  been  dealings  with  another  company  called 
Associated  Aircraft,  Ltd.,  by  paying  money  to  which  Engineering 
Proprietary  Ltd.,  had  been  wasting  its  own  funds  because  it  was 
now  found  that  it  had  disappeared  during  the  bankruptcy  proceed- 
ings of  one  of  the  directors  of  that  undertaking. 

There  was  one  matter  to  which  he  said  he  must  especially  allude, 
and  that  was  this.  Just  when  the  winding-up  proceedings  were 
pending  the  directors  put  all  the  furniture,  which  was  the  only 
tangible  asset,  out  of  the  reach  of  the  company  by  leasing  it  to 
another  company. 

In  any  event  the  directors  would  have  to  bear  the  responsibility 
of  their  reprehensible  conduct.  Quarter  day  was  coming  and  it 
was  just  possible  that  the  company  now  holding  the  furniture 
might  not  pay  their  rent,  when  the  landlord  would  distrain  upon  the 
furniture. 

In  reply  to  questions  Mr.  Nathan,  a  director,  agreed  that  the 
directors  of  the  company  purchasing  the  furniture  were  the  same  as 
those  of  this  company.  But  this  concern  was  threatened  with  wind- 
ing up  and  the  other  company  wished  to  take  its  offices.  The 
directors  of  Motor  Maintenance  and  Associated  Aircraft  were  also 


iii8 


The  Aeroplane 


September  17,  1919 


the  same  :  but  he  denied  the  suggestion  that  the  furniture  was 
transferred  to  put  it  out  of  the  reach  of  the  creditors  of  this  com- 
pany, which  was  never  intended  to  be  more  than  a  holding  com- 
pany for  shares.  In  the  absence  of  a  quorum,  the  meetings  were 
formally  adjourned  for  a  week. 

RUSHMORES,  LTD. 

Rushmores,  Ltd.,  manufacturers  of  aeroplane  spares,  etc., 
Peterborough  Road,  Parsons  Green,  London,  S.W. 

A  meeting  of  the  creditots  of  the  above  was  held  on  Aug. 
26th,  at  the  Cannon  Street  Hotel,  London,  B.C.,  when  Mr. 
O.  Sunderland,  of  the  Automobile  Trades  Guardian  Associa- 
tion, 15,  Eastcheap,  E.C.,  was  elected  to  the  chiir.  He  sub- 
mitted a  statement  of  affairs  which  disclosed  liabilities  to 
unsecured  creditors  of  £53,52 1  14s  id.,  while  the  assets  were 
estimated  to  realise  £37,539  13s.  4d. 

The  principal  creditors  were  the  Ministry  of  Munitions, 
whose  claim  had  been  agreed  at  £40,000. 

The  company  was  originally  known  as  Rushmore  Lamps, 
Ltd.,  and  it  took  over  a  business  from  a  company  which  had 
a  similar  name.  In  1917  the  name  was  changed  to  Rush- 
mores,  Ltd. 

The  reason  for  the  present  position  was  the  conditions 
which  had  arisen  out  of  the  war.  While  hostilities  were  in 
progress  the  company  undertook  war  v  ork  and  took  up  the 
manufacture  of  aeroplane  parts,  and  production  was  becom- 
ing very  satisfactory  when  the  armistice  occurred.  Since 
then  the  company  had  attempted  to  return  to  peace  woik.  A 
large  contract  was  entered  into  with  another  company,  which 
had  since  gone  into  liquidation.  In  connection  with  that  con- 
tract there  would  be  a  claim  against  the  Motor  and  Aircraft 
Supplies  Co.,  Ltd.,  for  any  loss  that  was  made,  but  a  firm  in 
Birmingham  had  entered  into  negotiations  for  the  taking 
over  of  the  contract.  If  those  negotiations  were  successful 
and  the  contract  was  taken  over,  the  claims  against  the  com 
pany  would  be  considerably  reduced. 

On  the  motion  of  Mr.  E.  H.  Hawkins  (Messrs.  Poppleton, 
Appleby  and  Hawkins),  seconded  bv  Mr.  A.  Houstoun,  a 
resolution  was  unanimously  passed  in  favour  of  the  voluntary 
liquidation  of  the  company  being  continued,  with  Mr.  Sun- 
derland as  the  sole  liquidator,  and  an  informal  committee  of 
five  of  the  principal  creditors  was  also  elected 

A  CHANGE  OF  TITLE. 

From  Aug.  5th,  1919,  the  style  and  title  of  the  Air  Naviga- 
tion Company,  Ltd.,  was  changed  to  the  Air  Navigation  and 
Engineering  Co.,  Ltd  At  their  Bleriot  Spud  works  at  Addle- 
stone,  Surrey,  they  are  manufacturing  a  light  car  called  the 
Bleriot  Whippet.  It  is  a  smart-looking  little  car  and  is  fitted 
with  an  8  h.p.  engine.    The  provisional  price  is  fixed  at  £175. 

"  ASCOL  "  SALE. 

Consequent  upon  the  liquidation  of  the  Motor  and  Aircraft 
Supplies  Co.,  Ltd.,  and  the  sale  of  all  assets,  the  liquidators 
are  now  desirous  of  disposing  of  all  the  remaining  stock  botfi 
in  Long  Acre  and  at  the  works,  and  wish  to  do  so  quickly 
to  enable  them  to  vacate  the  premises  by  the  29th  inst.  There 
are  many  items  which  can  be  used  for  trades  other  than  that 
of  aircraft  manufacture. 

THE  SUPERSPECIAL  TRAIN. 

Aircraft  Transport  and  Travel,  Ltd.,  hfve  issued  a  pleasing 
little  book  with  a  blue  cover  entitled  "  The  Super-Special 
Train."  It  contains  the  story  of  one  of  the  first  civilian 
flights  of  great  distance  to  be  made  in  this  country.  •  The 
flight  is  that  of  Mr.  Gordon  Selfridge  from  Hendon  to  Dublin 
and  back  on  June  25th.  The  story  is  entertaining,  and  the 
book  is  good  to  keep  as  a  memento  of  that  first  long  oversea 
flight.  It  is  rather  a  pity  that  the  book  has  been  produced 
so  long  after  the  flight  occurred. 

On  the  last  pages  it  is  stated  that  the  Private  Hire  Depart- 
ment of  the  Company  is  at  the  disposal  of  everyone  who  is 
prepared  to  pay  the  special  fee  required  for  one  to  be  earned 
fiom  point  to  point  at  100  miles  an  hour.  The  fee  varies 
from  5s.  to  10s.  per  mile,  according  to  the  circumstances, 
and  the  charge  for  any  particular  flight  may  be  ascertained 
by  ringing  up  Victoria  7932. 

The  Company  now  has  its  own  meteorological  department 
which  keeps  the  pilots  informed  of  the  weather  which  will  be 
found  ahead,  at  every  stop  on  a  flight. 

GOOD  LANDINGS. 

To  secure  the  co-operatiou  of  municipalities  in  the  establish- 
ment of  landing  fields,  the  following  article  on  "  Good  Land- 
ings," appearing  in  various  magazines,  is  quoted  in  the  official 
'■News  Letter"  from  Washington.  The  language  is  so  quaint 
and  so  distinctly  American  that  it  deserves  a  wider  circula- 
tion : — 

For  Aeroplanes  and  Seaplanes  Wanted  Everywhere  and 
Soon.  A  new  society  has  been  founded  which  is  intended  to 
afford  safe  havens  for  our  aviators.  It  is  called  the  Good 
Landing  Society.  This  new  society,  however,  is  new  in  name 
only.    In  reality  it  consists  of  the  members  and  machinery  of 


the  Treasure  and  Trinket  Society,  one  of  our  most  useful  war 
associations.  With  the  ending  of  the  war  these  worthy  women, 
having  quaffed  deeply  of  the  joys  of  work  and  the  delights 
of  service,  have  turned  to  other  fields  of  usefulness,  and 
picked  the  most  important  one  of  all — the  one  that  has  most 
pressing  need  of  immediate  attention.  And  there  is  sugges- 
tion, yes,  inspiration — in  their  action.  Why  scrap  useful  war 
organisations  simply  because  the  war  is  over  ?  Why  not  keep 
the  organisation  a  going  concern,  but  give  a  new  work  to  do? 
Every  city,  town  and  village  should  have  a  landing  station 
for  aeroplanes  and  seaplanes.  Thosf?  that  are  first  with  them 
will  be  first  on  the  mail  routes,  first  on  the  excursion  routes, 
first  on  the  package  and  parcel  delivery  routes,  and  first  on 
the  service  routes. 

These  routes  are  being  instituted  now.  The  aeroplanes  and 
seaplanes  are  here.  They  are  not  due  to  arrive  next  year,  next 
month,  or  even  next  week.  They  are  in  operation  and  being 
extended  as  rapidly  as  landings  are  provided.  In  every  city 
and  town  there  is  a  war  organisation  of  some  kind.  Don't 
scrap  it.  Give  it  a  new  job.  Set  it  to  work  at  providing  a 
good  landing  for  aircraft.  Put  your  city  or  town  on  the  avia- 
tion map  and  put  it  there  before  your  rivals.  Remember  the 
early-bird  cities  will  be  the  distributing  centres,  and  slow-going 
neighbouring  burgs  will  get  their  aerial  mail,  messages  and 
parcels  via  your  trolley  lines  and  nuto  'buses. 

THE    GLAD  HAND. 

The  Germans  are  evidently  intent  on  doing  real  business 
with  this  country,  as  the  following  extract  from  a  letter 

shows  :  — 

"We  herewith  take  the  liberty  to  approach  you  that  in  .  . 
a  .  .  .  Luftreederei  Akt.  Ges.  ha?>  been  founded  which  shall 
serve  to  the  private  aerial  traffic.  Thinking  that  you  have 
interest  for  such  an  undertaking  in  the  German  occupied 
territory,  we  inquire  if  you  are  disposed  of  partaking  finan- 
cial or  material. 

"Awaiting  the  favour  of  your  reply." 

Though  the  English  grammar  may  be  defective,  the  inten- 
tion is  evidently  good,  and  the  German  shows  his  wisdom  in 
believing  that  English  design,  together  with  German  enter- 
piise  and  organisation,  would  be  able  to  captme  the  aerial 
transport  work  of  the  world.  But.  will  he  receive  the  glad 
hand  so  easily  in  this  country  as  he  desires  ? 


TERRY 

experience 
guarantees 
good  service 


We  have  60  years  of  exper- 
ience and  knowledge  that 
conies  from  specialization. 
Ever/  factor,  from  selection 
of  material  to  finishing 
process,  was  studied  until 
we  could  ensure  uniform- 
ity of  quality, 
vlay  we  quote  for  your 
ne?ds  ? 

Herbert  Terry  &  Sons.  Ltd. 

THE   SPRING  & 
PRESSWORK  SPECIALISTS. 
Redditch,  England. 

Established  1866. 


September  17,  191 9 


The  Aeroplane 


1119 


THE 

f  Shell "  -  Fuelled 

ENGINE 

Answers  to  the  throttle  as 
automatically  as  your  tele- 
phone   receiver  answers 


to    the  call 


er's 


voice 


SHELL 


For  Super  Quality  ask  for'SHELL" 
AVIATION  MOTOR  SPIRIT 


"SHELL"  MARKETING  CO.,  LTD. 

39/41    Parker  St.,  Kingsway,   London,  W.C.2. 


FOR  SALE 


AIRCRAFT 


AND 
OTHER 


MATFRIALS 


Including 

TUBING — Aluminium,  brass,  copper,  steel. 

SHEETS— Mild  steel,  nickel  steel,  brass. 

BOLTS  &  NUTS— Screwed   B.A.  B.S.F. 
and  ^Metric.    All  diameters  and  lengths. 

TURN  BUCKLES  —  Metric     and  A.G.S. 
Double  eye  and  one  eye  and  one  fork. 

SCREWS — Brass  and  iron,  wood  point. 

DRILLS,  REAMERS  and  other  TOOLS. 

BRADS— Brass  and  steel.    Flat  head. 

BARS — Mild    steel,    square,    round,  hexagon, 
angles,  &c. 

WIRE--High  tensile  steel,  copper,  brass,  soft 
iron  and  tinned  flexible  steel  rope. 


ALSO  PLYWOOD  IN  ALL  SIZES  &  THICKNESSES. 


Enquiries  and  offers  invited 

J.  SAMUEL  WHITE  &  Co.,  Ltd., 

EAST  CO  WES,  I.W. 


AIR.  RISKS! 

Be  Su/ie  o-f 

IfOUSl 


Consult  the  leading  Motor  Insurance 
Brokers  for  Policies  to  cover  Passengers 
in  FLIGHT,  ACCIDENTS  to  PILOTS, 
FIRE,  DAMAGE,  and  THIRD  PARTY 
RISK  in  connection  with  Airplanes  and 
Airships. 


cpSn,6  HAROLD  TOWNEND,  LTD., 

(2  lines>-  {Managing  Director,  HAROLD  TOWNEND  ) 


Wires  — 
"  Carinsuir 
London.' 


13=14.  ABCHURCH  LANE,  KING  WILLIAM  STREET, 
LONDON,  E.C. 

FOUNDED  1904. 


VENUS  PENCILS 

set  the  world's  standard  tor  fine  pencils. 
Every  one  of  the  17  degrees  are  perfect. 
The  degrees  which  will  give  you  the  best 
results  tor  your  work  are  : — 

For  Engineers      HB,  2H,  4H,  6H,  8H 
For  Draughtsmen  4B,  2B,  HB,  2H,  4H,  8H, 

0/  all  Stationers,  Stores,  etc.,  throughout  the  World. 

"VBNUB,"  173-6, LOWUB  CLAPTON  ROAD,  lfl.5.. 

Writ*  for  a  oopy  of  our  Interesting  Booklet  "The 
Yenui  Pencil  In  Mechanical  Drafting." 


KINDLY    MENTION    "  THE    AEROPLANE  "    WHEN   CORRESPONDING    WITH  ADVERTISERS. 


I  120 


The  Aeroplane 


September  17,  1919 


THE  GOVERNMENT  AND  AIRSHIPS. 


The  following  longer  account  of  >he  Conference  on  Govern- 
ment policy  in  regard  to  airships  held  at  Australia  House  on 
Sept.  8th  is  published  in  the  lack  of  any  complete  official 
report.  The  Air  Ministry  state  that  they  have  no  official 
report  to  issue,  and  that  the  Press  Association  account  is 
available  for  use  by  all.  The  general  and  technical  Press 
were  not  asked  to  send  representatives  to  the  Conference. 

About  100  representatives  of  commercial  organisations  were 
present. 

General  Seely  said  they  were  gathered  together  in  order  to 
see  what  could  be  done  to  the  best  advantage  for  the  State 
in  disposing  of  such  surplus  aircraft  of  lighter-than-air  type 
as  the  Government  had  in  possession,  and  to  assist  generally 
the  lighter-than-air  industry.  Any  nation  which  depended 
only  upon  Service  vessels  would  be  greatly  handicapped  by 
comparison  with  other  nations  which  had  commercial  air- 
ship services.  The  Government  had  decided  that  airships 
were  to  be  handed  over  to  the  Air  Ministry.  At  a  conference 
with  the  Admiralty  it  was  agreed  that  in  future  it  would  be 
the  duty  of  the  Air  Ministry  to  tell  the  Admiralty  what  could 
be  done  in  the  air,  for  the  Admiralty  then  to  state  their  re- 
quirements, and  for  the  Air  Ministry  then  to  carry  out  their 
wishes.  General  Seely  read  a  letter  from  the  Admiralty  in 
which  it  was  stated  that  the  Admiralty  had  recently  reviewed, 
ixi  the  Jight  of  the  latest  appreciation  by  His  Majesty's 
Government  of  the  general  political  situation,  the  size  of  the 
Fleet  and  its  attendant  craft.  The  development  of  rigid  air- 
ships was  not  yet  at  a  stage  where  any  fixed  proportion  of 
the  fleet  could  be  laid  down.  The  immediate  object  must  be 
to  cut  down  expenditure,  and  the  Admiralty  had  come  to  the 
conclusion  that  for  their  purpose  not  more  than  two  rigids 
would  at  present  be  required,  one  of  them  being  of  the  latest 
t%pe.  This  conclusion  was  reached  on  the  assumption  that 
the  Air  Ministry  would  encourage  commercial  enterprise  in 
development  and  construction,  and  that  they  would  in  the 
future  be  responsible  for  development,  and  able  to  supply 
the  Admiralty  in  reasonable  time  with  airships  should  they 
be  required  for  naval  purposes. 

They  nad  a  very  large  number  of  non-rigid  airships,  mostly 
designed  to  escort  ships  and  overcome  the  submarine  menace. 
He  thought  about  85  of  these  were  now  in  existence,  of  which 
five  were  called  the  North  Sea  type,  good,  serviceable  vessels, 
of  considerable  size.  In  regard  to  rigids,  what  would  be  avail- 
able depended  upon  what  v.  as  decided  by  those  present,  in 
consultation  with  General  Sykes's  department.  Supposing  it 
were  decided  to  have  all  the  airships  now  building  of  which 
there  were  plans,  there  would  be  a  very  considerable  number. 
The  R.33  and  the  R.34  were  now  in  existence;  the  36,  37,  38, 
and  39  were  in  various  stages  of  completion,  and  the  40  was 
planned.  That  meant  that  if  they  found  it  worth  while,  with 
the  assistance  of  the  Government,  to  take  up  all  the  airships 
available,  there  would  be  four  and  possibly  more  to  operate 
the  service. 

Government  Conditions. 
On  behalf  of  all  the  Government  Departments  concerned, 
General  Seely  assured  his  hearers  that  they  would  give  every 
assistance  that  could  profitably  be  given  to  a  well-organised 
concern  which  would  take  over  those  ships  under  the  condi- 
tions which,  of  course,  it  would  be  necessary  to  impose.  The 
conditions  would  be  similar  to  those  which  applied  to  such 
ships  as  would  be  available  in  case  of  emergency  to  be  handed 
over  to  the  Government,  under  very  generous  terms  in  view 
of  the  fact  that  the  airship  business  was  exceedingly  costly. 
Assistance  with  regard  to  wireless  telegraphy  and  meteoro- 
logical information  would  be  put  whole-hcartedlv  at  their 
disposal,  and  the  Post  Office  were  anxious  to  help  in  every 
way  they  could.  Expermieatal  work  would  be  continued, 
and  information  so  obtained  would  also  be  available,  as  well 
as  other  technical  information.  He  could  not  commit  the 
Government  to  any  subsidy,  but  lie  pointed  out  the  enormous 
advantage  in  having  so  large  a  quantity  cf  material  now 
offered  to  them  at  what  would  be  a  very  low  rate.  As  those 
ships  were  surplus  to  Government  requirements,  of  course 
they  would  not  attempt  to  charge  anything  like  the  full  price 
for  them. 

With  regard  to  sheds  and  personnel,  General  Seely  said 
that  one  huge  shed  was  more  than  ore-lhird  completed. 
Probably  anyone  who  wished  to  operate  would  wish  to  do 
so  farther  south — probably  at  Cairo — which  would  seem  to  be 
a  central  point.  This  shed  would  take  the  largest  airship 
now  built,  and  with  a  little  additional  length  would  take  the 
largest  airship  they  could  at  present  contemplate,  which 
would  be  of  five  million  cubic  feet  capacity.  The  problem  of 
the  terminal  points  for  airship  services  was  most  intricate 
and  difficult.  Pie  thought  he  was  right  in  saying  that  air- 
ships had  travelled  about  two  million  miles  with  enly  one 
accident,  through  fire,  involving  destruction  of  the  ship. 
That  was  a  remarkable  record,  and  showed  what  could  be 
done.    Recent  efforts  had  shown  that  travel  in  the  air  was  an 


accomplished  fact,  and  that  it  had  a  very  large  percentage 
of  efficiency.  The  promoters  would  have  another  great  ad- 
vantage in  the  very  large  number  of  demobilised  personnel 
who  would  come  back  to  a  service  such  as  they  might  start. 
Taking  it  all  over,  he  thougfit  the  prospects  for  starting  such 
a  service  were  favourable,  and  he  earnestly  hoped  that  meet- 
ing would  bear  fruit.  It  would  be  most  unfortunate  if  this 
country,  which  managed  to  secure  air  supremacy  during  the 
war,  should  lose  it  in  the  days  of  peace.  He  did  not  think 
there  was  much  likelihood  of  that  happening,  but  the  lighter- 
than-air  business  was  one  in  which  they  wanted  the  help  of 
everybody.  Germany  got  a  long  way  ahead  of  us  in  it  before 
the  war,  and  we  had  nearly  overhauled  her  now  in  our  tech- 
nical knowledge.  If  we  were  to  confine  ourselves  only  to 
service  work  there  would  be  a  great  risk  of  failing  behind 
in  the  race  for  supremacy  in  lighter-than-air.  The  future  for 
it  was  boundless.  It  might  be  many  years  before  it  reached 
full  fruition,  but  there  was  a  vast  future  for  airship  travel. 

Foreign  Capital  Question. 

Sir  Lionel  Fletcher  remarked  that  he  thought  that  the 
attitude  of  the  Government  was  going  to  be  one  of  benevo- 
lent neutrality.  A  very  important  point,  he  thought,  was 
whether  the  articles  of  association  of  the  compam  should 
allow  any  foreign  money,  however  clean,  to  be  admitted.  He 
thought  they  should  get  from  the  Post  Office  a  pronounce- 
ment as  to  which  route  was  to  be  developed  first,  and  it 
would  be  an  advantage  if  there  was  a  priority  list  of  route'; 
to  follow.  He  understood  the  Government  would  assist  in 
any  way  with  regard  to  designs,  but  he  would  like  to  know 
if  they  would  take  a  strong  line  on  that  point.  He  would 
also  like  to  know  what  stations  were  available  for  civil  pur- 
poses, and  whether  they  were  to  be  sold  or  rented  to  the  com- 
pany. Could  the  company  rely  on  the  Government's  support 
in  every  national  way  ? 

General  Seely  :  Absolutely.  He  added  that  it  would  be  an 
advantage  if  the  capital  were  all  British,  especially  in  view 
of  the  fact  that  any  scheme  would  have  to  provide  for  ships 
being  taken  over  b^  the  Government  in  time  of  war.  On 
the  other  hand,  it  might  well  be  that  an  airship  corhpany 
would  be  in  a  totally  different  position  from  any  other,  in 
that  it  constantly  had  to  cross  friendlv  States,  to  whom  it 
might  be  desirable  to  give  a  share,  so  he  would  not  like  to 
lay  down  that  all  capital  must  be  British.  The  scheme  must 
be  one  which  was  approved,  as  regards  its  capital  and  direc- 
torate, by  the  British  Government.  With  regard  to  design, 
he  thought  the  divergence  from  our  military  type  might  be- 
come great,  although  it  was  likely  to  be  less  in  the  case  of 
the  airship  than  in  the  case  of  the  aeroplane.  He  should 
think  it  would  probably  be  wise  tor  the  Government  to  let' 
the  company  design  any  kind  of  airship  it  wished,  because, 
although  it  would  not  be  as  useful  for  service  purposes,  per- 
haps as  a  specially  designed  ship  it  would  be  more  useful 
than  no  ship  at  all.  With  regard  to  the  routes,  it  would  be 
a  convenience  if  they  followed  routes  which  would  be  best 
from  an  Imperial  and  strategical  point  of  view,  but  he  did 
not  think  they  could  impose  any  such  conditions.  Probably 
the  Indian  route  was  the  one  which  promised  the  greatest 
chances  of  success.  Most  of  the  present  stations  would  be  at 
their  disposal,  but  he  did  not  think  he  could  say  definitely 
now  whether  they  would  be  let  or  sold.  It  was  a  very  urgent 
matter  on  the  grounds  of  public  economy  that  the}  should 
come  to  a  decision  at  the  earliest  possible  moment.  He 
therefore  begged  them  to  put  themselves  in  communication 
with  each  other  and  General  Svkes  with  the  least  possible 
delay,  and  he  hoped  that  within  a  month  they  would  be  in  a 
position  to  ccme  to  the  Government  with  a  definite  proposi- 
tion. 

Sir  Trevor  Dawson  said  he  thought  the  scheme  would  be 
of  great  benefit  to  the  Empire.  He  thought  the  only  course 
to  pursue  was  to  get  a  few  of  the  best  financial  people  in  the 
country  and  others  interested  in  airship  construction  together, 
and  try  to  form  a  large  company  to  carry  out  the  Govern- 
ment's wishes.  Messrs.  Vickers  wished  to  assist  the  Govern- 
ment in  every  possible  way. 

General  Seely  said  that  both  he  and  General  Sykes  con- 
sidered it  was  essentially  a  case  for  one  big  concern  rather 
than  for  competing  concerns. 

Sir  Glynn  West,  on  behalf  of  Armstrong,  Whitworth,  and 
Company ;  a  representative  of  Sir  William  Beardmore  and 
Son,  and  others  present  promised  their  support. 

General  Seely  said  he  had  received  cordial  letters  from 
Lord  Weir,  who  took  a  great  interest  in  the  scheme,  Viscount 
Cowdray,  Sir  Owen  Philipps,  Lord  Inchcape,  Viscount  Noith- 
cliffe,  Viscount  Furness,  and  Lord  Montagu  of  Beaulieu,  who 
were  unable  to  be  present. 

A  suggestion  was  made  that  Sir  Trevor  Dawson  should  call 
a  meeting  of  everybody  interested,  and  Sir  Trevor  said  he 
would  be  glad  to  do  so. 


September  17,  191 9 


The  Aeroplane 


1121 


EL' ' '  M  M I M ! ! :  1 1 ;  [  1 ;  - !  i  I !  r  ■ ,  1  n : . .  1 , ;  1 1 1 1 M 1 1 1 ,  m  I :  i  [  i ; :  M  i  r  m  ■ : : ;  ( j , ,  I ,  ■  m  ,  M ;  1  , , ;  ii :  ■  i . : ; '  l ;  i , : ; , :  1 1  i  1  [  i :  m  !  i  1 M  i  1 : 1 1 ; :  I ;  ■  1 '  i  I M  M  i '  M ; ,  -  ■ ,  [  j ; ;  |  i !  : !  I !  I ; . !  I  - 1 1  i  i !  1 : 1 1 1 .  ■  i ;  ^ 


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(a)  Easy  to  handle. 

(b)  Has  a  wide  safe  I'ardening  range. 

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"GROID  '  LIQUID  GLUE— Used  by  all 
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THE    STKONGE3T   GLUE  KNOWN. 

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Established  1849. 


KINDLY  MENTION    "  THE    AEROPLANE  " 


§  The  WHEELER 

s   Pocket  Height  and  Weather  Indicator 


For  Aerial  Passengers. 

THIS  instrument  is  designed  for  use  of  aviators.  It  indicates  the 
exact  height  at  which  the  Aeroplane  is  flying  and  is  of  great 
interest  .  nd  value  to  all  who  lly.  1-urthe  more  it  has  the 
additional  advantage  of  indicating  the  wea  her  for  general  use— it 
is,  in  fact,  a  pocket  barometer.  '1  he  instrument  is  made  in  watch 
form,  gilt  or  oxydized  case,  and  supplied  in  solid  leather  outer  case 
in  a  secure  and  convenient  lorm  for  the  coat  pocket. 

Can  be  supplied 
with  luminous 


Two  sizes  : 
~  Diameter  if" 
— 1      Diameter  1%' 


Aircraft  and  motor  accessory 
firms  i  re  inv  ted   to  apply 


tor  terms. 


dials  if  de^ireJ 


|  T.  WHEELER  1 

ZZ  (Established  1878),  S 

S  Manufacturer  of  Aneroid  Barometers  &  Scientific  Instruments,  = 

=  217,  GOSWELL  ROAD,  E.C.i,  = 

EE  Contractor  to  H.M.  Government,  Air  Board  and  Mfteorolcgk a  1  Zj 

—  Office,  etc.  — 

it  1 11111  iihii  im  1 1 11 1 11 11  in  ly  1 1 1 11 1 1  u  11 11 111 111 11 11  in  1 11 11 1 1 1 1 1 111 1 1 1 1 1 1 1  m  1 1 1 

WHEN  CORRESPONDING   WITH  ADVERTISERS. 


1122 


The  Aeroplane 


September  17,  191 9 


EXTRACTS   FROM   "THE   LONDON  GAZETTE." 


GREAT  BRITAIN. 

NAVAL. 

From  ihe  "  London  Gazette." 

Admikauy,  August  12th. 
K  M.— The  conimn.  of  CapC  N.  B.  Ward  is  terminated  on  transfer  to 
.the  R.A.F.,  August  ist. 


MILITARY. 

War  OFFICE,  September  8th. 

Regular  Forces.— Overseas  Forces— Canada.— Can.  Art.- Temp.  Ft. 
(actg.  Capt.)  F.  C.  Higgins  to  be  temp  Capt.,  and  to  remain  seed,  to 
the  C.A.F.,  July  ist. 

2ND  Cent.  Ontario  R.— Temp.  Ft.  J.  C.  McKeever  ceases  to  be  seed, 
for  duty  with  the  C.A.F.  as  Ft.  (Flying),  Aug.  23rd. 

Manitoba  R.— Temp.  Capt.  (actg.  Lt.-Col.)  A.  C.  Maund,  D.S.O.,  relin- 
quishes his  Can.  commn.  on  appointment  to  a  commn.  in  the  RAF  in 
the  rank  of  M'aj.,  July  31st. 

Can.  A.S.C.— Temp.  Capt.  O.  Carrutbers  ceases  to  be  seed,  for  duty 
with  the  C.A.F.  as  Ft.  (Flying),  Aug.  :3rd. 

Can.  Ord.  Corps.— Officers  cease  to  be  seed,  for  duty  with  the  R.A.F.  : 
—Temp.  Maj.  H.  R.  Northover,  M.C.,  Temp.  Ft  G.  F.  Antell,  June  30th. 

War  Office,  September  9th. 
REGULAR   Forces.— Commands  and    Staff.- -The   following  relinquish 
their  appointments  :— General  Staff.— G.S.O.,  2nd  Grade— Temp.  Capt. 
W.  E.  de  B.  Whittaker,  Gen.  Fist,  and  relinquishes  the  temp,  rank  of 
Ma j.,  Aug.  8th 

Infantry.— R.  War.  R. — Ft.  W.  H.  G.  Millies,  M  C.  (attd.  R.A.F.) ,  re- 
signs his  commn.,  Sept  10th. 

General  Fist— Ft.  A.  V.  Faulks,  from  R  A.F.,  to  be  temp.  Ft.  for 
duty  as  a  Cost  Accounting  Officer,  June  16th 

Sec.  Ft.  H.  D.  Giblett,  from  K.A.F.,  to  be  temp  Sec.  Ft.  for  duty  as 
Cost  Accounting  Officer,  May  19th. 

Royal  Army  Chaplains  Department  —The  Rev.  14.  V.  O'Shajghnessy, 
temp.  Chapln.  to  the  Forces,  ird  Class,  relinquishes  his  commission  on 
transfer  to  the  R.A.F.,  Aug.  1st. 

War  Office,  September  10th. 

Regular  Forces.— Royal  Flying  Corps.— Mil.  Wing— The  following 
appointment  is  made  :—  Flying  Officer.— Temp.  Sec.  Ft.  (on  prob.)  R. 
H.  Blackmore,  Gen.  Fist,  and  to  be  confirmed  in  his  rank,  from  March 
ist  to  June  19th,  19 18. 

Infantry.— Durh.  L-  I.-- Sec.  Ft.  W.  B.  Judd  (attd.  R.A.F.)  is  cashiered 
by  sentence  of  a  General  Court  Martial,  June  12th. 

War  Office,  September  11th. 
Regular  Forces.— Overseas  Forces.— Canada — Can.  Mach.  Gun  Corps. 
—Temp.  Ft.  F.   Hotrum  ceases  to  be  seed,  for  duty  with  the  R.A.F. , 
Aug.  22nd. 

War  Office,  September  12th. 

Regular  Forces.— Overseas  Forces. — Canada. — Quebec  R. — Temp.  Ft. 
(aetg.  Capt.)  C.  F.  Falkenberg,  D  F.C.,  to  be  temp.  Capt.,  Feb.  9th; 
Temp.  Capt.  C.  F.  Falkenberg,  D.F.C.,  ceased  to  be  seed,  for  duty  with 
the  C.A.F.  as  Flight  Comdr.,  Aug.  23rd. 

Manitoba  Regt.— The  following  officer  retires  in  the  British  Isles:  — 
Temp.  Capt.  W.  A.  Carrothers,  D.F.C.,  Sept.  ist 

War  Office,  September  13th. 
Regular  Forces. — Establishments. — R.A  F. — Mil.  Wing.— The  follow- 
ing appointment  is  made  :— Equip.  Offr.,  3rd  CI.— Temp.  Ft.  C.  F.  Bush- 
uell  (Serv.  Bn.  R.  War.  R.),  and  to  be  transferred  to  R.F.C  ,  Gen.  Fist, 
Sept.  4th,  1917. 

Memorandum.— Ft.  K.  H  Feake,  M  C,  from  h.p.  list,  is  restd.  to  full 
pay  whilst  einpld.  with  the  R.A.F.,  Jan.  28th. 


AIR  FORCE. 

Air  Ministry,  September  9th. 

R.A.F. — The  following  temp,  appointments  are  made  at  the  Air 
Ministry  :— Staff  Officers,  3rd  Class— (Air).— Fit.  Ft.  G.  J.  C.  Maxwell, 
M.C.,  D.F.C.,  A.F.C.,  Aug.  29th,  vice  Fit.  Ft.  E.  O'D.  Crean;  Fit.  Ft. 
L.  A.  K.  Butt,  Sept.  1st,  vice  Fit.  Ft.  W.  A.  A.  Chauney. 

The  following  temp,  appointments  are  made  : — Staff  Officers,  2nd 
Class— (Air— Capt.  G.  A.  Scott,  from  S.O.3,  Feb.  12th,  and  to  be  actg. 
Maj.  till  April  30th;  (P.)  Maj.  E.  V.  H.  Mackenzie,  June  25th;  (Q.)  Capt. 
A.  Smith,  from  S.O.3,  May  30th. 

Staff  Officers,  3rd  Class  (P.). — Ft.  R.  Elphick,  June  14th;  Capt.  D.  C. 
Hydes,  from  S.O.4  (ist  Grade),  April  ist;  Ft.  G.  S.  Fardner,  July  1st. 

Flying  Branch.— Sec.  Fts.  to  be  Fts.  .—(Hon  Capt.)  H.  J.  Bullock, 
Aug.  25th,  191S  (substituted  for  notification  in  "Gazette, July  29th);  H. 
Rhodes,  D.F.C.,  Nov.  30th,  1918;  G.  A.  Fyneh,  Dec  17th,  1918;  F.  A. 
Downes,  Feb.  8th. 

Sec.  Ft.  P.  C.  Bailey  (late  Gen.  Fist,  R.F.C.,  on  prob.)  is  confirmed  in 
rank  as  Sec.  Ft.  (A.),  March  15th. 

A.  F.  Williams  (Ft.,  Mon.  R.,  T.F.)  is  granted  a  temp  commn.  as 
Sec.  Lt.  (O.),  May  23rd,  1918,  and  to  be  Hon.  Ft. 

The  following  relinquish  their  eommns  on  ceasing  to  be  empld.  :  — 
Sec.  Ft.  (Hon.  Ft.)  A.  H.  Waddy  (Ft.,  Beds.  R.),  Feb.  9th;  Lt.  B.  C.  M. 
Ward  (Ft.,  E.  Surr.  R.),  Feb.  13th;  Sec.  Ft.  F.  F.  Norden  (Ft.,  R.  Scots 
R-),  July  ist;  Lt.  E.  T.  Weigall  (Lt.,  R.H.  and  R.F.A.),  July  20th;  See. 
Ft.  (Hon.  Ft.)  W.  H.  Norman  (Ft.,  R.A.),  Aug.  7th;  Sec  Ft.  W.  Coker, 
D.F.C.  (Ft.  (T./Capt),  E-  Suit.  R.),  Sept.  3rd. 

Transferred  to  unempld  list  :— Sec.  Ft.  W.  M.  Atkin,  See.  Lt.  W.  A. 
Bell.  Sec.  Lt.  I.  W.  Beverley,  Sec.  Lt.  H.  P.  Boucher,  Sec.  Lt.  E.  H. 
Tiradley,  Sec.  Lt.  R.  F.  Brown,  Sec.  Ft.  T.  G  Davidson,  Sec  Ft.  H.  E. 
A.  Doxsee,  Sec.  Lt.  J.  T.  Galligan,  Sec.  Lt.  C  H  Godfrev,  Sec.  Lt.  F. 
L.  Graisley,  Sec.  Lt.  J.  B  Hoag,  Sec.  Lt.  H.  A.  Hubbard,  Sec.  Lt.  A.  R. 
Mark,  Sec.  Lt  F.  G.  Winlow,  Feb.  ist;  Lt.  J.  R.  Cudemore,  Feb.  7th; 
Ft.  H.  H.  S  Fowler,  Feb.  27th;  Sec.  Ft.  H.  S  Boocock,  March  8th:  Ft. 

G.  D.  Batcup,  March  30th  (substituted  for  notification  in  "Gazette." 
April  29th);  Ft.  R.  O.  Rabbitt,  April  ist;  Sec  Lt  J.  Sewell,  April  3rd; 
See.  Lt.  C.  M.  Alchorn,  April  10th;  Capt.  E.  L.  Foot,  April  nth:  Ft. 

H.  F.  Griffith,  April  16th  (substituted  for  notification  in  "Gazette,"  June 
6th);  Lt  G.  T  Bysshe,  Capt.  E-  H.  Pullinger,  April  17th;  Lt.  F.  West- 
ing, April  25th:  Sec.  Ft.  F.  J.  Ellis,  May  ist;  Sec.  Ft.  L.  H.  Tuppen, 
May  8th;  Sec.  Lt.  C.  Craib,  Lt.  R.  S.  Warwick  (substituted  for  notifica- 
tion in  "Gazette,"  Aug.  1st),  May  19th;  Sec  Lt.  J  A.  Mitchell.  May 
85th;  Lt.  R  FT.  W.  Empson,  May  27th  (substituted  for  notification  in 
""Gazette."  Tune  77th);  Ft.  J.  J.  C.  Hamman,  May  2gth  (substituted  for 
notification  in  "Gazette."  Feb.  21st)  •  Sec.  Lt.  A  D.  Cruickshank.  May 
10th;  Sec.  Lt.  H.  G.  Walsh,  June  nth;  Sec.  Lt.  A.  A.  Moir  (substituted 
'for  notification  in  "Gazette,"  July   20th) ;  Sec.  Lt.  V.  U.  T.  Watson, 


June  14th;  Sec.  Lt.  G.  J.  Cross,  June  19th;  Ft  A.  W.  Slater,  June  28th; 
Sec.  Lt.  W.  S.  Hanley,  July  2nd;  Sec.  Lt.  D.  M.  Fleming,  July  5th;  Lt. 

F.  J.  Horrell,  July  6th;  Lt.  R.  T.  Hall,  Sec.  Lt.  R.X.  Hargraje,  Sec.  Lt. 
V.  T.  Harris,  July  nth;  Sec.  Lt.  H.  Alherton,  Lt.  H.  F.  Cole,  Capt.  R. 

B.  Corheld,  A.F.C.,  Lt.  F.  La  T.  Foster,  Sec.  Lt.  S.  H.  Hagerman,  Sec. 
Lt.  P.  A.  Hainstock,  Sec.  Lt.  G.  M.  Hallatt,  Sec.  Lt.  A.  W.  Hardy,  Sec. 
Lt.  E.  F.  Harrington,  Sec.  Ft.  P.  E.  Hart,  Sec.  Lt.  N.  A.  Walker,  Sec. 
Lt.  R.  I.  Walker,  Sec.  Lt.  N.  Wardlow,  Sec.  Lt.  H.  Wittup,  July  12  th.-; 
Sec.  Lt.  A.  Hart,  July  13th;  Lt.  U.  Fitton,  July  24th;  Ft.  A.  Hanna, 
July  29th;  Flying  Officer  P.  Bushell  (substituted  for  notification  in 
"Gazette,"  Aug.  19th);  Flying  Officer  E.  V.  J.  Fenelon,  Aug.  ist;  Flying 
Officer  A.  D.  Fraser,  Aug.  4th;  Pilot  Officer  B.  R.  Hartley,  Pilot  Officer 

G.  T.  Miles,  Aug.  5th;  Sqdn.  Fdr.  A.  B.  Adams.  Aug.  6th;  Flying  Offi- 
cer J.  T.  Wyre,  Aug.  8th;  Pilot  Officer  A.  H.  Miller,  Pilot  Officer  A.  R. 
Murray,  Aug.  ioth;  Pilot  Officer  (Hon.  Flying  Officer)  P  Franklin, 
Aug.  13th;  Pilot  Officer  H.  G  Shaw,  Aug.  14th;  Pilot  Officer  J.  S.  Clark, 
Pilot  Officei  C.  H.  Howitt,  Aug.  15th;  Flving  Officer  L  Acton,  Flying 
Officer  D.  M  Dening,  Pilot  Officer  S.  H.  Hall,  Aug.  16th;  Pilot  Officer 
J.  E.  Stevens,  Pilot  Officer  J.  M.  Wilkie,  Aug.  18th;  Flying  Officer  A. 
Forson,  Pilot  Officer  (Hon.  Flying  Officer)  D.  Wood,  Aug  19th;  Pilot 
Officer  A.  E.  Harris,  Aug.  21st;  Flying  Officer  T.  W.  B.  Hinch,  Flying 
Officer  R.  E.  F.  McBean,  Flying  Officer  E.  R.  McCamon,  Pilot  Officer 

E.  E-  Middleton,  Aug.  22nd;  Fit.  Ft.  M.  D.  Barber,  Aug  23rd;  Pilot 
Officer  (Hon.  Flying  Officer)  J.  T.  I.  Brownlee,  Aug.  25th;  Pilot  Officer 
D.  Denne,  Pilot  Officer  W.  Strang,  Aug.  26th;  Pilot  Officer  C.  C.  L.  Bald- 
win, Aug.  27th;  Pilot  Officer  (Hou.  Flying  Officer)  T. "  Comrie,  Flying 
Officer  H.  T.  R.  Ford,  Pilot  Officer  J.  S.  Gourlay,  Flying  Officer  H.  F- 
Smith,  Aug.  28th;  Flying  Officer  C.  St.  C.  Acheson,  Pilot  Officer  H.  R. 
Acteson,  Flying  Officer  A.  B.  Agnew,  Fit.  Ft  E.  Anthony,  Flying.  Offi- 
cer C.  W.  Hamilton,  Pilot  Officer  J.  G.  McGregor,  Pilot  Officer  W.  G, 
Morris,  Aug.  29th;  Pilot  Officer  G.  W.  Curry,  Aug.  30th;  Flying  Officer 

C.  H.  G.  Sanders,  Sept.  ist;  Flying  Officer  A.  N.  Donnet,  Sept.  3rd; 
Pilot  Officer  J.  H.  Fitzgerald,  Flying  Officer  E.  W.  Pereival,  Sept.  4th; 
Fit.  Lt.  G.  Donald,  D.F.C,  Flying  Officer  H.  E.  Rathkins,  Sept.  5th; 
Pilot  Officer  A.  G.  Holder,  Sept.  6th;  Flying  Officer  J.  P.  Seabrook,  Sept. 
9th.  », 

The  following  relinquish  their  commns.  on  account  of  ill-health 
caused  by  wounds,  and  are  permitted  to  retain  their  rank  : — Capt.  H. 

F.  Davison,  Aug.  29th;  Lt.  W.  S.  V.  Oliver,  Aug.  21st. 

The  following  Lts.  resign  their  commns.  : — D.  E.  P  Chaplin  (Lt., 
R.H.  and  R.F.A.),  Sept.  6th,  W.  H.  G.  Milnes,  M.C.  (Ft.,  R.  War.  R.), 
Sept.  ioth. 

The  initials  of  Sec.  Lt.  G.  W.  Thomton-Inman  are  as  now  described, 
and  not  "D.  W.,"  as  stated  in  "Gazette,"  Aug.  26th. 

The  name  of  Lt.  Philip  Wilson  is  as  now  described,  and  not  "P.  Wil- 
son" as  stated  in  "Gazette,"  June  6th. 

The  name  of  Lt.  E.  C.  Cockburn  is  as  now  described,  and  not  "Cock- 
win"  as  stated  in  "Gazette,"  March  25th). 

The  notification  in  "Gazette,"  June  3rd,  concerning  Lt  G.  F.  Dell  is 
cancelled. 

The  notification  in  "Gazette,"  July  18th,  concerning  Sec.  Ft.  R.  W. 
Silk  is  cancelled. 

The  notification  in  "Gazette,"  Aug.  15th,  concerning  Lt.  G.  F.  Bell  is 
cancelled. 

The  notification  in  "Gazette,"  Aug.  26th,  concerning  Sec.  Lt.  A.  K. 
Doull  is  cancelled. 

Administrative  Branch. — Lts.  (O.)  to  be  T,ts.  : — K.  S.  Herring,  M.C, 
March  18th  (substituted  for  notification  in  "Gazette,"  April  15th,  where- 
in this  officer  was  described  as  Lt.  R.  R.  Herring) :  T.  Whitaker,  April 
17th. 

Capt.  G.  R.  Kevill-Davies  (Capt.,  Dgn.  Gds.)  relinquishes  his  commn. 
on  ceasing  to  be  empld.,  July  7th. 

Transferred  to  unempld.  list  :— Lt.  (actg.  Capt.)  A.  C.  Carter.  Jan. 
ioth;  Sec.  Lt.  G.  H.  Tait  (Cam'n  Highrs.,  T.F.),  Feb.  iSth  (substituted 
for  notification  in  "Gazette,"  Julv  15th,  wherein  this  Officer  was  de- 
scribed as  G.  H.  Tait);  Ft.  N.  A.  Birks,  Feb.  19th:  See.  Ft  F.  H.  Bron- 
skill,  March  3rd;  Sec.  Ft.  E.  Davey,  M'arch  15th;  See.  Ft.  C.  F.  H. 
Dawson,  April  ioth  'substituted  for  notification  in  "Gazette."  June 
roth,  wherein  this  Officer  was  described  as  Sec  Lt.  C  H.  Dawson) : 
Lt.  (Hon.  Capt.)  J.  F.  C.  Bennett,  April  20th  (substituted  for  notification 
in  "Gazette,"  Mav  13th);  Ft.  F.  R.  Bush,  Mav  2sth;  Sec  Lt.  R.  Q. 
Hamilton,  May  28th;  Sec.  Lt.  F.  W.  Crawford,  June  5th;  Lt.  J.  W.  Chap- 
man, June  14th;  Sec.  Lt.  F.  Dunlop,  June  TSth;  Sec.  Lt.  R.  W.  Silk. 
Tulv  3rd;  Sec.  Lt.  C.  E.  Harrison,  Julv  13th;  Sec.  Lt.  E  K.  Fellowes, 
July  iath;  Capt.  B.  M.  B.  H.  Gvll-Murray,  Julv  24th;  Flying  Officer  H. 

G.  L.  Fletcher,  Aug.  2nd;  Pilot  Officer  A.  S.  Hartley,  Aug.  ioth;  Flying 
Officer  E.  C.  Batchelor,  M.C.  Aug.  13th;  Pilot  Officer  M.  H  McManus. 
Aug.  14th;  Pilot  Officer  S.  Gilchrist,  Aug.  2,1th:  Flying  Officer  J.  M* 
Atkinson,  Aug.  26th  ;  Pilot  Officer  W.  L.  Wade,  Aug.  28th  ;  Flying  Offi- 
cer C.  L.  H.  Dickinson,  Pilot  Officer  S  W.  Harrison,  Aug  29th :  Pilot 
Officer  (Hon.  Sqdn.  Ldr.)  H.  de  L.  Willis,  Sept  8th;  Flying  Officer  J. 
R.  Webb,  Sept.  9th. 

The  notification  in  "Gazette,"  June  25th,  1918,  concerning  H.  E.  Rea 
is  cancelled 

The  notification  in  "Gazette,"  July  15th,  concerning  Sec.  Lt.  J.  C. 
Duncan  is  cancelled. 

Technical  Branch.— Maj.  G.  P.  Grenfell, D.P.O.,  is  graded  for  pur- 
poses of  pay  and  allowances  as  Ft. -Col.  while  empld.  as  Lt.-Col.,  Grade 
(A.),  May  1st. 

Sec.  Lt.  (Hon.  Lt.)  'actg.  Lt.)  L  W.  Allen,  M.C,  to  be  actg.  Cant 
while  empld.  as  Capt.,  Grade  (B),  April  ist,  1918  (substituted  for  notifi- 
cation in  "Gazette,"  Nov  19th,  1918). 

Sec.  Lt.  K  E.  V.  Beswick  to  be  Lt.,  Oct.  nth.  1918. 

Sec.  Lt.  (Hon.  Lt.)  E.  A.  Gulson  (since  demobilised)  to  be  Lt..  April 
2nd,  1918,  without  pav  and  allowances  of  that  rank  prior  1o  Nov.  ist, 
191S  (substituted  for  notifications  in  "Gazettes,"  April  nth  and  May 
23rd) . 

H.  E.  Rea  is  granted  a  temp,  commn.  as  Sec.  Lt.,  Grade  (B),  June 
21st,  1918. 

Lt.  K.  L.  Williams  (Lt.,  I.A.R.O.)  relinquishes  his  eomnm.  on  rever- 
sion to  I.A.R.O.,  May  17th. 

Transferred  to  unempld.  list  :—  Sec.  Ft.  B.  Finnigan.  March  17th: 
Ft  R  G.  Watts,  March  24th;  Capt  facte.  Maj.)  L-  S.  Metford,  April 
iih;  Sec  Lt.  R  A.  Wright,  Mav  7th;  Lt.  G.  Curgenveu,  Lt.  A.  w. 
Mansfield  (substituted  for  notification  in  "Gazette,"  July  15th),  June 
21st;  Lt.  G.  F.  F.  Easrar,  M'C,  June  23rd:  Sec.  Ft.  J.  C  Duncan,  June 
nth:  Capt.  M.  B.  Walker,  Julv  12th;  Flying  Officer  S.  J  Furze,  Aug. 
rst:  Flviug  Officer  A.  G.  Forbes,  Aug.  19th;  Pilot  officer  J.  R.  Cross, 
Flving  Officer  H.  S.  Evamv.  Aug.  21st;  Flving  Officer  C  P.  Beadon, 
Aug.  22nd;  Fit.  Lt  T.  N.  Gilbert,  Aug.  23rd:  Pilot  Officer  A.  V.  Jones, 
Flving  Officer  (Hon.  Flving  Officer)  E.  P.  Lyon,  Aug.  2cth;  Pilot  Officer 
P.  Heard,  Aug.  28th;  Flving  Officer  N.  Couve,  Sept.  3rd. 

Mai.  L.  C  Hope  relinquishes  his  rommn  on  aceount  of  ill-health, 
and  is  permitted  to  retain  his  rank,  July  2Sth  (substituted  for  notifica- 
tion in  "Gazette,"  Aug.  sth). 

The  notification  in  "Gazette,"  May  13th,  concerning  Sec.  Xt.  J.  Sewell 
is  cancelled. 

medical  Bf  >nch— Capt.  (actg  Mai.)  C.  T.  G.  Taylor,  M.T>  iSurg.  Ft.. 
R.N.V.R.),  relinquishes  his  commn.  on  ceasing  to  be  empld.,  Aug.  ist. 


September  17,  1919 


The  Aeroplane 


Transferred  to  unenipld.  list  : — Capt.  W.  S.  T.  Connell,  Feb  jrd;  Capt. 
T  R.  Hunter,  Aug.  22nd. 

The  notihcation  in  "Gazette,"  Aug.  8th,  concerning  Capt.  (actg.  Maj.) 
C.  J.  G.  Taylor  is  cancelled 

Memoranda.— Lt.  G.  H.  Hill  is  granted  the  hon.  rank  of  Capt.,  March 
jlit  (substituted  lor  noliiication  m  "Gazette,"  May  27th;. 

The  lollovvmg  Cadets  are  granted  Hon.  cominns.  as  Sec  Lts.  : — 179774 
C.  W.  S.  Averill,  Jan.  6th,  155359  L.  A.  J_.  Crawshay.  Jan  8th;  180048 
E-  H.  Whittaker.  Jan.  14th,  50S291  K.  F.  Sniythe,  Jan  16th,  181976 
F.  J.  N.  Moore,  Jan.  17th,  184411  H.  E.  Collyns,  183776  R.  R  Small, 
Jan.  18th;  179058  R.  A.  D.  Johnstone,  Jan.  iolh;  179742  1_>.  J.  jupp,  Jan. 
20th;  100426  C.  b  Harrnan,  1820^9  W.  Nithsclale,  Jan.  31st;  220252  B.  G. 
Calver,  Peb.  12th;  108600  C.  R.  A.  Pennington,  Feb.  13th;  G97316  G.  D. 
Nicholl,  F'eb.  17th;  630443  G.  C.  Hamilton,  Feb.  20th ;  236113  A.  Elword, 
Feb.  21st;  535239  N.  S.  P.  Pippard.  Feb.  23rd;  490260  G.  F.  W.  Skinner, 
Feb.  25th;  77529  S.  C.  Elkinglon,  492250  W.  J  Legge,  Feb.  28th;  880389 
W.  S.  Camp,  to'arch  1st;  175382  C.  B.  Ely,  March  6th;  305857  E.  C.  Read, 
117338  C.  L-  Walton,  March  8th;  37692  \V.  R.  Benson,  March  12th; 
149712  A.  C.  Baker,  March  13th;  97127  H.  Howarth,  March  14th;  534917 

F.  Si  Barnes,  1 17647  F.  J.  Tyzack,  March  15th;  181342  G.'  E.  Cunningham, 
137179  C.  L-  Drower,  March  20th;  28038  W.  P.  Calvert,  March  23rd; 
96057  J.  L.  Sharp,  March  24th;  22636  F.  H.  Clarke,  99900  E.  V.  Chap- 
man, March  26th;  84490  L.  B.  Southon,  March  27th,  57847  S.  O.  G.  Wil- 
son, March  29th;  308S7  C.  V.  Grace,  210201  J".  H.  Sturgeon,  March  31st; 
93248  E.  M.  Cook,  April  16th;  3559  A.  L.  Heaume,  April  17th;  366272  A. 
W.  Holder,  April  19th;  273552  C    H.  Anstey,  April  21st;   177116  O.  J. 

C.  Mayo,  May  1st;  31087  R.  H.  Cater,  1x7702  C.  H.  Tinsley,  May  3rd; 
1 75301  K.  A.  Tayler,  May  4th;  176873  li.  Heape,  May  28th;  137026  H.  _D. 
Nicholson,  137106  T.  J  Savage,  May  31st;  178258  B.  W  G.  Hutchins, 
50788  R.  P.  C.  Hurcomb,  June  18th;  T354817  W.  E.  Francis.  July  4th. 

The  following  relinquish  their  commns  on  ceasing  to  be  empld.  :  — 
Temp.  Hon.  Lt.  W.  J.  Parkinson,  Feb.  23rd;  Capt.  W.  A.  A.  Chauncy 
(Capt.,  Yorks.  R.),  Sept.  3rd;  Maj.  R.  H.  Woods,  M.C.  (Capt.,  K.R.R.C.), 
Sept.  7th;  Lt.  P.  H.  Morrissey,  M.B.E.  (Paymaster,  R.N.),  Sept.  1st. 

Transferred  to  unempld.  list: — Sec.  JJL  A  E.  Cripps,  from  (S.O.), 
June  3rd;  Lt.  (actg.  Capt.)  R.  B.  Longridge,  from  (S.O.),  June  27th 
(substituted  for  notification  in  "Gazette,"  Julv  22nd) ;  Capt.  S.  M.  Wood, 
from  (S.O.),  July  25th;  Fit.  Lt.  W.  Burkinshavv,  from  (S.O.),  Aug.  29th; 
Pilot  Officer  D.  L-  C.  Evans,  from  (S.O.),  Aug.  jistj  Col.  (actg.  Brig.- 
Gen.)  R.  E.  T.  Hogg,  C.M.G.,  CLE  (Maj  (Bt.  Lt-Col.)  Indian  Army), 
resigns  his  comrnn.,  Julv  10th,  and  is  granted  the  Hon.  rank  of  Brig.- 
Gen. 

Air  Ministry,  September  12th. 

R.A.F. — The  following  officers  have  been  granted  short  service 
commns.  in  the  ranks  stated,  with  effect  from  Sept.  12th  (except  where 
otherwise  stated).  They  will  retain  their  seny.  in  the  substantive  rank 
last  held  by  them  prior  to  the  grant  of  the  short  service  commn.,  ex- 
cept where  otherwise  stated  v=- 

Sqdn.  Ldrs.— R.  P.  Willock  (A.),  T.  B.  Meyer  (T  ),  W.  Sowrey, 
A.F.C.  (A.). 

Flight  Lts.— C.  G.  Murray  (S.O.),  J.  L.  Robertson  (S.O.),  F.  Hudson, 
M.C.  (A.),  E.  D.  Johnson,  A.F.C.  (A.),  L.  A.  McDoueald  (TO.  E.  N.  E. 
Waldron  (Ad.),  A.  D.  Spiers  (T.),  H.  O.  Fellowes  (Ad),  H.  J.  Edgar 
(A.  and  S.),  W.  H.  E.  Kemp,  A.F.C.  (A.),  H.  O.  Barnaby  (S.O.)  D.  W. 
Clappen  (T.),  A.  C.  H.  Groom,  D.F.C  (A.),  N.  Keeble,  D.S.C.  (A.).  C. 

G.  Hetherington,  M.B.E.  (T.),  A.  L.  Messenger  (A.),  E.  J.  P.  Burling, 

D.  S.C,  D.F.C.  lA.  and  S.),  D.  W.  King  (T.),  T.  L.  Williams,  M.C.  (Ad.). 
W.  H.  Oakey  (T.),  C.  A.  Rea,  A.F.C.  (A.),  H.  V.  Worrall,  D.S  C.  (A.  and 
SO,  A.  E.  Siddons-Wilson  (T.),  G.  A.  Richardson  (TO,  R.  F.  Osborne 
(T.),  L.  P.  Ferris-Scott  (Ad.),  T.  Le  G  Pvnches  (T.).  H.  Cox  (TO.  F.  J. 
Vincent  (A.  and  S.),  D.  F.  Lucking  (T.),  A.  G.  N.  Beliield  (Ad.)  H. 

G.  Etheridge  (TO. 

Flying  Officers  (from  Fit.  Lis.).— G.  W.  Hemming,  D.S.C. 
(A.),  R.  C.  Savery,  D.F.C.  (A.). 

Flying  Officers— W.  J.  Standish  (T.),  R.  V.  Kami  (A.),  R.  C.  Bryant 
i(A.),  F.  L-  Barnard  (A.),  A.  G.  Jarvis  (A.),  H.  C.  Peirce  (T.),  L.  L. 
Brown  (A.),  G.  W.  Lee-Barber  (T.),  L-  C.  Tyson  4S.O.).  H.  J.  Birtles 
(S.O.),  E.  C.  Kelly  (A.  and  S  ),  J.  G.  Walser,  M.C.  <A.),  W.  H.  Howell 
<S.O.),  A.  H.  Barnard  (T.),  A.  F.  Warner  (T.J,  R.  A.  W.  Powell  (Ad.), 

H.  E.  Kirk  (Ad.),  T.  A.  Langford-Sainsbury,  A.F.C.  (A.),  H.  O  Brown, 
M.M.  (A.),  L.  S.  Punnett  (A.),  G.  A.  Lingham,  D.F.C  (A.),  P.  D. 
Robins  (A.),  R.  H.  Bright  (T.),  C.  H.  Pownall  (Ad.),  G.  L.  Ormerod 
(A.),  W.  R.  P.  Allen  (T.),  S.  M.  Park  (A.),  D.  H.  Carey  (A.  and  SO  A 
J.  Fyfield  (T.),  A.  T.  Shaw  (T.),  W.  G.  Pudney  (A.),  H  II  Sharp  (T.), 
M.  W.  Baseden  (A.),  J.  D.  de  Pencier  (A.),  G.  A.  Curtis  (T.) ,  F.  H.  G. 
Shepard,  A.F.C.  (A.),  H.  L.  Woolveridge  (Ad.),  W.  W.  McConnachie 
(A.),  E.  R.  Bruce  (A.  and  S.),  J.  W.  Milner  (A.),  R.  A.  Vosper  (A.).  J. 
L.  Denman  (S.O.),  T.  E.  Drowley  ('T.),  R.  W.  Godfrey  (A),  G.  R.  How- 
sam,  M.C.  (A.),  C  Eaton  (A.),  S.  G.  Linssen  (T.) ,  A.  J.  E  Broomfield, 

D.  F.C.  (A.),  T.  Rose,  D.F.C  (A.),  J.  S.  G  Wrathall  (T.),  J.  T.  Paine  (A.), 
J.  H.  Dale  (T.),  S.  R.  L-  Poole  (T.),  C.  E.  florrex  (A.),  A.  E.  Sweeting, 
(A.),  L.  G.  Harvey  (A.),  F.  G.  A  Robinson  (A.),  K.  D.  Marshall,  D.F.C 
(A.),  H.  E.  F.  Saunders  (T.),  W.  N.  Plenderlcith  (A.).  A.  L-  A.  Perry- 
Kcene  (A.),  G.  L.  Blake  (A.),  L.  G.  Stevenson  (T-),  J.  T.  Rogerson  (A.), 
R.  W.  Warner  (Ad.),  C.  F.  C  Wilson  (A.),  D.  N  Dickson  (A.).  A.  G. 
Knight,  M.B.E.  (Ad.),  H.  C.  McDonald  (A.),  W.  J.  Sivewright  (A.).  B. 
R.  Rolfe  (A.),  G.  H.  Howarth  (A.),  H.  M.  Struben  (A.),  J.  H.  Jennings 
(TO,  F.  Susans,  M.B.E.  (T.),  J.  Freeman-Fowler  'Ad.),  G.  H.  Bittles 
(A.  and  S.),  F.  G.  Brockmau  (T.),  H.  E  Fenwick  (A.),  A  H.  Scaife 
{TO,  A.  H.  Burmann  (S.O.),  A.  Walters  (T.),  B.  C.  Adamson  (TO  W  v 
Duff  (S.O.),  F.  J.  H.  Ayseough  (A),  M.  W.  Nolan  (AO,  C  E.  Amoore 
{TO,  W.  Chapman  (TO,  H.  B.  Day  (Ad.),  J.  W.  Gage  (TO,  H.  S.  Alger 
(T.),  A.  J.  Martin  (TO,  A.  E.  W.  Finch  (T.),  H.  P  Bridges  (S.O.).  W. 
C  Farley  (T.),  C  J.  Polden  (T.),  S.  G.  Newport  (TO,  T.  H.  Sills  (S.OO, 
H.  W.  Nicholl  (TO,  A.  Grimshaw  (A.),  J  L  Miles  (TO.  G.  Baker  (TO, 
J.  J.  Ironmonger  (T.),  H.  J.  Lucas  (TO,  W.  J.  Cleasbv  (T),  H.  F.  Webb 
(S.O.),'  G.  L.  G  Watson  (T.),  E-  S.  Baker  (TO,  H.  A  L.  Way  (T.), 
W.  R.  Fairbairrl  (Ad.),  F.  C  Worton  (T.),  .1.  E.  C  Hammond 
(T.),  S.  C  Rose  (TO,  A.  P.  Woollett  (T.),  A.  T.  Wells  (T),  A.  J.  Somers 
{S.OO,  W.  1!   Francis    (TO,    G.    W.    Sturman    (T),    A    Walters  (T.), 

E.  I.  T.  Duffield  (TO,  McD.  Goodall  !?.),  J.  S.  Viner  (TO,  H  J.  Adkins 
{TO,  E.  P.  Dampier  (Ad.),  G.  C.  M'aillard  (Ad.),  R.  J.  K.  Havnes  (TO, 
T.  W.  Hutchins  (TO,  G.  J.  Stroud,  M.BE.  (TO,  R.  E.  H  Allen  (TO.  A. 
H.  Baker  (TO,  E.  F.  Thorpe  (TO,  W.  Dickison,  D.S.M.  (TO,  E.  Parrett 
(TO,  A.  S.  Berry  (T.),  E.  V.  E.  Andrewartha  (TO,  C.  A.  Longhurst  (TO, 
H.  D.  Fletcher  (Ad.),  J.  F.  Young  (A.  and  S),  E  G.  King  (T.),  G.  W. 
C.  Ravenhill    (A.),   H.   F    J.    Tavlor    (AdO,   A.    W.    South  ill  (AO.  N. 

C.  Waltho  (A.),  A.  L.  Com  tenay-Dunn  (A.),  C.  HI  Flinn  .(AO.  R.  G. 
Mullette  (A.),  F.  Cardwell  (A.),  C  E  Knight  (AdO,  R.  N.  Walter  (Ad.), 
A.  M.  Reidy  (T.)  J.  M.  Russell  (Ad.),  H.  G  Sullivan  (AO,  A.  C  Lob- 
ley  (A.),  R.  L.  G.  Wright  (A.),  T.  G.  Bird  (A\  and  SO  H  J  Gemmcl 
(A.),  V.  G  A.  Bennett  (A.  and  SO,  A.  E.  Pitcher  (T.),  <5.  Bingham  (TO, 
R.  G.  Sims  (TO,  D.  R.  L.  Powell  (TO,  E  W  Husband  (TO,  J.  Mahoney 
(AdO,  R.  W.  Stevenson  (AdO,  T.  A.  Higgs  (Ad.),  F.  Dunlop  (AdO.  D'A. 

D.  A.  Greig  (A.  and  SO,  J.  B.  Storkbridge  (A  and  SO,  J.  W.  Bell  'SO. 
T.  L.  Grey  (TO,  H.  J.  de  Waal  (Ad.),  J  B  Slater  (AdO.  I  G.  C.  Edgar 
(AO,  J.  S.  Card  (Ad.),  G.  A.  F.  Gibson  it.),  C.  Fenn  (Ad.),  A  H.  Allan 
(TO,  H.  C  Hay  wood-Gibbons  (AdO,  L.  N.  Sargent  (Ad.).  E.  C.  K.  Kings- 
ton (AO,  W  A.  G.  Goldsworthy  (Ad.),  N.  Dainty  (TO.  W.  A  Kyte  (TO, 
J.  McCarthy  (Ad.),  G.  W.  Robinson  (Ad),  H.  Cartwright  (AdO.  V.  B. 


.  Kanford  (Ad.),  H.  A.  Williams  (Ad.),  H.  J.  Bamber  (Ad.),  R.  W.  Stewart 
(AcL.),  T.  H.  jolic-y  (Ad.),  C  J.  Elliott  (Ad.). 

Observer  officers.— ±1.  WisucKowitz,  M..C  ,  W.  L-  Rutledge  (with 
effect  from  Aug.  16th),  R.  A.  C.  Lsric,  j.  C.  Wallace,  R  S.  Langan, 
D.F.C,  H.  A.  Boniface. 

It  is  intended  that  officers  employed  as  Stores  Officers  or  on  U 
duties  shall  belong  to  the  new  Stores  Blanch  when  forme  i  Officers 
appearing  in  this  "Gazette"  who  ire  at  present  so  employee,  will  be 
transferred  to  this  branch  on  its  formation,  and  will  accept  these  short 
service  commissions  on  that  condition,  they  will  then  conie  on  to  the 
rates  of  pay  of  that  branch,  but  will  meantime  be  permitted  to  draw 
the  highei  rates  laid  down  in  the  new  sehem:  for  officers  on  the 
General  List.  Any  officer  posted  to  the  Stores  Branch  on  its  formation 
will  then  have  the  option  of  declining  his  short  service  commission. 

R.A.F.— Flying  Branch.— Maj.  A~.  A.  B.  Thomson,  O.B.E.,  A.F.C.  is 
graded  for  purposes  of  pay  and  allowances  as  Lt  Col.  whilst  empld.  as 
Lt.-Col.  (A.),  from  M'ay  1st  to  June  30th. 

Sec  Lts  to  be  Lts.  :— I.  M.  Moffat,  Nov.  27th,  1918  (substituted  ior 
the  notification  in  the  "Gazette"  of  April  nth),  H.  Booth,  Nov.  30th, 
1918;  J.  V.  Scottorn,  Dec.  26th,  1918;  P.  J.  Baker,  C.  G.  G  Fortune, 
March  1st;  F.  W.  B.  Anderson,  July  24th.  .  . 

Sec.  Lt.  R.  A.  Wade  (late  Gen.  List,  R.F.C,  on  prob.)  is  confirmed  m 
rank  as  Sec.  Lt.  (A.),  April  23rd. 

The  following  relinquish  their  coninihs.  on  ceasing  to  be  einpKt  .—  . 
Lt.  (Hon.  Capt.)  (actg.  Capt.)  F.  M.  Hicks,  Feb.  2nd;  Sec.  Lt.  (Hon. 
Lt.)  T.  F.  Blight  (Lt.,  Manitoba  RO,  June  6th;  Sec.  Lt  P-  S.  M  Wilkin- 
son (Lt.,  Wilts.  RO,  June  25th;  Capt.  A.  Knight,  M.B.E.  (Lt,  Loyal  N. 
Lanes.  R.),  June  30th;  Lt.  G.  Thompson  (Lt.  (temp.  Capt.),  Brit.  Col.  RO , 
July  8th;  Lt.  G.  L.  S.  Rowell  (Lt.,  R.A.),  Aug.  5th;  Lt.  PI.  F.  Attwater 
(Lt.,  North'd  Fus.),  Sept.  1st;  Sec.  Lt.  C.  H.  Wooiwm  (Lt.,  Midd'x  RO, 

"''Transferred  to  the  unempld.  list:— Sec.  Lt.  S.  W.  Albertson.  Sec.  Lt. 
H  D  Anderson,  Feb.  1st;  Sec.  Lt.  W.  Spriggs,  D.F.C,  Feb.  13th;  Lt. 
J  S.  Castle,  Feb.  19th;  Lt.  A.  Taylor,  Feb.  26th;  Lt.  N  H.  Auret, 
March  5th;  Sec.  Lt.  C.  F.  Cawley,  Sec  Lt.  L.  M.  Thompson,  March 
15th;  Sec.  Lt.  (Hon.  Lt.)  C.  R.  Cook,  April  14th;  Lt.  J.  C  Huggard, 
Sec.  Lt.  L.  R-  G.  Langmead,  April  15th;  Sec.  Lt  (actg.  Capt.)  J.  S. 
Harvev  (substituted  for  notification  in  "Gazette"  of  Aug.  26th);  Lt.  P. 
<Y  D  Vaughan  (substituted  for  notification  in  "Gazette"  ol  June  6th), 
April  16th;  Lt.  J.  D.  Clemence,  April  19th;  Sec.  Lt  S.  W.  Cobb,  Capt. 
D  P  Collis,  April  29th;  Lt.  H.  A.  White,  M'ay  nth;  Sec  Lt.  F.  C. 
Wareham,  May  15th;  Sec.  Lt.  F.  C.  Ward,  May  t8th;  Sec.  Lt.  W.  A. 
Middleton,  May  20th;  Lt.  T.  Louw,  May  29th;  Sec.  Lt.  A.  B.  Anderson, 
June  12th  (substituted  for  notification  111  "Gazette"  of  Aug.  19th) ;  Sec. 
Lt  R.  A.  Lund,  Lt.  A.  W.  Scott,  June  13th,  Sec.  Lt.  (Hon.  Lt.)  W,  w. 
E  Clarke,  June  14th;  Lt.  F.  W  Lowen,  June  17th;  Sec.  Lt.  (Hon.  Lt) 
C  H  Brown,  July  7th;  Sec.  Lt.  F.  Nottingham,  July  10th;  Sec.  Lt.  G. 
Hanson,  Sec  Lt.  R.  Harper,  July  nth;  Sec.  Lt.  G.  W.  Axtell,  Sec.  Lt. 
H  F  Farncomb,  Lt  S.  Haydis,  Sec.  Lt.  K.  Hayward,  Lt  H.  E-  Hirst, 
Sec.  Lt  H.  L.  Lobb,  Sec.  Lt  F.  H.  V.  Nostrand,  Sec.  Lt  C  H  Seftrey, 
Sec.  Lt.  H.  Thomas,  Lt.  H.  W.  Turner,  Sec.  Lt.  T.  J.  Wilson,  July  12th; 
Sec  Lt  H.  L.  Lucena,  Julv  14th;  Sec.  Lt.  C  R.  Crichton  July  18th; 
Lt  E-  T.  Thorpe,  July  26th;  Lt.  C  T.  E.  Smith,  July  28th;  Capt  L. 
W.  M.  Llovd,  July  29th;  Lt.  H.  R  Clarke,  A.F.C,  July  31st:  Pilot  Officer 
F  Clayton,  Aug.  2nd;  Pilot  Officer  G.  M.  Edwards,  Sqdn.  Ldr.  S.  H.  B. 
Harris,  A.F.C,  Aug.  nth;  Pilot  Officer  W.  Stevens,  Aug  14th;  Flying 
Officer  J  H  Hayward,  Flying  Officers,  W.  L.  C  White,  Aug  15th;  Flying 
Officer  V.  S.  Green,  Flight  Lt.  J.  M.  Warnock,  Pilot  Officer  W.  R.  Water- 
man, Aug.  16th;  Pilot  Officer  H  W.  Spalding,  Aug.  17th;  Pilot  Officer 
R.  P  Gain,  Aug.  19th;  Flight  Lt.  H.  E.  Crawfurd,  A.F.C,  Flying  Offi- 
cer G  W  Mumford,  Sec.  Lt  N.  J.  Nock  (submitted  for  notification  m 
"Gazette"  of  Sept.  2nd),  Aug.  20th;  Pilot  Officer  H.  A.  Gib  on,  FlymB 
Officer  J.  H  L.  Gower,  Pilot  Officer  C  H.  Hobson,  Pilot  Officer  J.  D...H. 
Lewis.  Pilot  Officer  H.  R.  Murray,  Pilot  Officer  R.  C.  Styles,  Flying 
Officer  D  J.  Waterous,  D.F.C,  Aug.  22nd;  Flying  Officer  E.  A.  Hulme, 
Aug.  23rd;  Flying  Officer  W.  E.  L.  Courtney.  Pilot  Officer  M.  W  Ed- 
wards Aug  24th;  Flying  Officer  A.  E.  Hill,  Pilot  Officer  (Hon.  Flying 
Officer)  H~V  Tavlor,  Fiving  Officer  R.  J.  K.  Ward,  Aug.  25th;  Pilot 
Officer  H  W  Robinson,  Pilot  Officer  C  B.  Smith,  Aug.  27th;  Fiving 
Officer  J.  Austin-Sparks,  D.F.C,  Pilot  Officer  F.  Bland.  Flying  Officer 
D  Davidson,  Aug.  28th;  Fiving  Officer  W.  A.  Campbell,  Flying  Officer 
T  F  Howlett,  Pilot  Officer  D.  MacDougal,  D.F.C,  Pilot  Officer  J.  Pinch , 
Aug'  29th;  Pilot  Officer  G.  W  P.ucklow,  Pilot  Officer  R.  F)  Hardwidge, 
Aug.  31st;  Flight  Lt.  M.  B.  Blake,  Pilot  Officer  D.  E.  Williams,  Sept 
2nd;  Pilot  Officer  C  W.  G.  Mclntyre,  Flying  Officer  J.  H.  Southey, 
Sept.  9th;  Pilot  Officer  A.  Bendelstein,  Flying  Officer  H.  H.  Levin, 
Sept.  10th. 

Capt.  G.  S.  Creed  (Lt.,  S.A.  Defence  Forces)  relinquishes  his  commn. 
011  account  of  ill-health,  Aug.  :  sth. 

Lt.  J.  E.  Lewis  relinquishes  his  commn.  on  account  of  ill-health  caused 
bv  wounds,  and  is  permitted  to  retain  his  rank,  Sept.  3rd. 

Sec.  Lt.  R.  H.  Harlow  relinquishes  his  commn.  on  account  nf  ill- 
health,  July  12th  (substituted  for  notifications  in  ■'Gazette's"  of  Feb.  4th 
and  Sept.  2nd) 

Lt.  C  W.  Wridgwav  (Lt.,  M'idd'x  R)  resigns  his  commn..  Sept.  i-,th. 

The  initials  of  Capt.  A.  N.  Wy^itt  are  as  now  described,  and  not 
"A.  M."  as  stated  in  "Gazette"  of  June  27th 

The  surname  of  Sec.  Lt  W  Cougle  is  as  now  described,  and  not 
"Gougle,"  as  stated  in  "Gazette"  of  Dee.  10th.  1018,  on  page  14573  (sub- 
stituted for  notification  in  "Gazette"  of  April  18th). 

The  surname  of  Sec.  Lt  W.  R.  Forster  is  as  now  described,  and  not 
"Foster"  as  stated  in  "Gazette"  of  July  1st. 

The  notification  in  "Gazette"  of  Sept.  6th,  iqtS,  concerning  M.  A. 
Watts  is  cancelled.  , 

The  notification  in  "Gazette"  of  Feb.  18th  concerning  Capt.  F.  M. 
Hicks  is  cancelled. 

The  notification  in  "Gazette"  of  April  1st  concerning  Sec  Lt  W.  H. 
Brown  is  cancelled. 

The  notification  in  "Gazette"  of  July  22nd  concerning  Lt.  O,  R.  Gay- 
ford,  D.F.C,  is  cancelled. 

The  notification  in  "Gazette"  of  July  29th  concerning  Lt.  J  Stewart 
is  cancelled. 

The  notification  in  "Gazette"  of  August  5th  concerning  Sec.  Lt.  H. 
Thomas  is  cancelled. 

Administrative  Branch.— The  following  Sec.  Lts.  are  graded  for  pur- 
poses of  pav  and  allowances  as  Cants,  whilst  empld.  as  Capts.  :— E 
Bcntlev,  to  June  25th;  (Hon.  LtO  A.  G  Buxton,  J.  E.  Carter,  W.  R. 
Fairburn,  (o  May  31st;  A.  H.  .Tones,  (Hon  LtO  H.  O  Newland.  J.  B. 
Slater,  May  1st.  - 

The  following  Sec.  Lts.  are  graded  for  purposes  of  pay  and  allow- 
ances as  Lts.  while  empld.  as  Lts  :— J.  E.  W.  Billings,  to  June  -oth ; 
T  Caine,  R.  N.  H.  Cole,  J.  S.  Card,  H.  J.  de  Waal,  E.  I.  T.  Duffield, 
(lion.  Capt.)  W.  C  Green,  M.C  ,  H.  C.  Hay  wood-Gibbons,  W.  F.  Hop- 
kins, J.  G.  Le  Brun,  to  June  25th;  (Hon.  Lt.)  T.  Mumford,  F.  H.  Staple- 
ton,  to  June  30th:  H.  J.  Thomas,  May  1st 

Sec.  Lt.  H.  J.  Grant  is  graded  for  purposes  of  pay  and  allowances  as 
Lt.  while  emnld.  as  Lt.,  from  (TO,  May  rst 

The  following  relinquish  their  commns.  on  ceasing  to  be  empld.  :  — 
Lt.  (Hon.  Capt.)  R.  J.  Porter  (Capt.  and  Qrmr.,  R.  Tunis.  Fus.),  June 
21st;  Sec.  Lt.  C.  W.  Clutson  (Sec.  Lt.,  Glouc.  RO.  Aug.  ic,th 

Transferred  to  unempld.  list  :—  Sec.  Lt.  G   C    D.  Lindsay,  April  24th; 


i  tie  Aeroplane 


September  17,  191  g 


Sec.  Lt.  J.  Patenaude,  April  30th;  bee.  Lt.  (Hon.  J_t.)  J.  A.  Bonnyman, 
MB.E-,  May  30th;  Lt.  S.  B  Browning,  June  16th;  Maj.  R.  D.  Ander- 
son, U.B.E.,  July  25th;  Sec.  Lt.  C.  S.  Thompson,  M.B.E.,  July  29th; 
Flight  Lt.  P.  P.  Capelli,  Aug.  17th;  Flying  Officer  A.  Holdeu,  Aug.  20th; 
Plying  Officer  A.  C.  Simpson,  Aug.  21st;  Pilot  Officer  R.  N.  Lamb,  Aug 
22nd;  Flying  Officer  L.  A.  Christian,  D.F.C.,  Aug.  23rd;  Sqln.  Ldr.  M. 
Marsden,  Aug.  26th;  Flying  Officer  C.  Wrigglesworth,  Aug  2->th;  Pilot 
Officer  J.  D.  L-  Garrod,  Sept.  3rd. 

The  following  relinquish  their  commus.  on  account  of  ill-health,  and 
are  permitted  to  retain  their  rank  : — Lt.  C.  Lyons,  Aug.  29th;  Lt. 
P.  Sormani,  Sept.  5th;  Sec.  Lt.  R.  R.  W.  Millward  (caused  by  wounds), 
Aug.  28th. 

Sec.  Lt.  (Hon.  Lt.)  A.  G.  Buxton  relinquishes  nis  comnin.  on  account 
of  ill -health  contracted  on  active  service,  and  is  granted  rank  of  Capt., 
Sept.  3rd. 

Technical  Branch— Capt.  A.  H.  Kendall  is  graded  for  purposes  of 
pay  and  allowances  as  Maj.  while  empld.  as  Maj.,  Grade  (A),  M'ay  1st 
(substituted  for  notification  in  "Gazette,"  Aug.  1st,  wherein  this  officer 
was  described  as  Capt  A.  K.  Kendall). 

The  following  Sec.  Fts.  are  graded  for  purposes  of  pay  and  allow- 
ances as  Capts.  whilst  empld.  as  Capts.,  Grade  (A)  : — A.  G.  Rigdon,  E- 
J.  Thorpe,  May  1st. 

The  following  Sec.  Lts.  are  graded  for  purposes  of  pay  and  allow- 
ances as  Capts.  whilst  empld.  as  Capts.,  Grade  (B)  : — (Hon.  Ft.)  G.  F. 
Antell.  G.  Baker,  (Hon.  Lt.)  W.  J.  Cleasby,  to  June  30th;  L.  A  Laven- 
der, (Hon   Capt.)  E-  R.  Tongue-Croxall,  A.  Walters,  May  ist. 

Sec.  Lt.  (Hon.  Lt.)  S.  Waring  is  graded  for  purposes  of  pay  and 
allowances  as  Capt.  whilst  empld.  as  Capt.,  Grade  (B),  from  (Ad.), 
May  ist. 

The  following  Sec.  Lts.  are  graded  for  purposes  of  pay  and  allow- 
ances as  Lts.  whilst  empld.  as  Lts.,  Grade  'A)  : — W.  J.  Coadwell,  W. 
R.  Day,  to  July  31st;  R.  McG  Freemantle,  M.BE-,  J.  W.  Hutchins,  L. 
E  Heather,  H.  O.  Keehan,  E.„  G.  King,  J.  B.  Meilke,  M.  F.  Morris, 
H.  W.  Nicholl,  J.  A.  Owen,  P.  R.  Pratt,  C.  H.  Paget,  T.  J.  E-  Thornton, 
J   Turnley,  F.  J.  Williams,  H.  Williams,  May  ist. 

The  following  Sec  Lts.  are  graded  for  purposes  of  pay  and  allow- 
ances as  Lts.  whilst  empld.  as  Lts.,  Grade  (B)  :  — (Hon.  Lt.)  A.  Daniels, 
T.  A.  Dimon,  (Hon.  Lt.)  T.  L.  Grey,  J  A.  Joyce,  C.  A  Longhurst,  T. 
G.  Price,  F.  B.  Reed,  C.  O.  Towler,  to  July  31st,  M'ay  ist. 

Sec.  Lt.  A.  F.  Stevens  is  graded  for  purposes  of  pay  and  allowances 
as  Lt.  whilst  empld   as  Lt.,  Grade  IB),  from  (Ad  ),  May  ist. 

Sec.  Lt.  H.  Dear  to.be  Lt.,  without  pay  and  allowances  of  that  rank, 
April  2nd,  1918  (substituted  for  the  notification  in  the  "Gazette"  of 
March  7th). 

Sec.  Lt.  E.  G.  King  (late  Gen.  List,  R.F.C.,  on  prob  )  is  confirmed 
in  rank  as  Sec.  Lt.,  Grade  (A),  July  5th,  191S  (substituted  for  the  noti- 
fication in  the  "Gazette"  of  Sept.  10th,  1918,  wherein  this  officer  was 
described  as  E.  C-  King). 

Sec.  Lt.  F.  Denham  (late  Gen.  Li^t,  R.F.C.,  on  prob.)  is  confirmed  in 
rank  as  Sec.  Lt.,  Grade  (B),  July  20th,  1918. 

Sec.  Lt.  C.  C.  N.  Wade  (Capt.,  K.OYL.I.)  relinquishes  his  commn. 
on  ceasing  to  be  empld.,  Aug  2nd  (substituted  for  notification  in 
"Gazette,"  July  22nd). 

Sec.  Lt.  P.  O.  Lovett  relinquishes  his  commn.  on*  ceasing  to  be 
empld.,  March  12th  (substituted  for  notification  in  "Gazette,"  April  ist). 

Transferred  to  unempld.  list: — Sec.  Lt.  (Hon.  Lt.)  W.  H.  Brown, 
M.C.,  March  5th;  Sec.  Lt.  H.  B.  George,  July  6th;  Capt.  P.  K.  Paul, 
July  2-jrd;  Sec.  Lt.  C.  R.  English,  July  25th;  Flying  Officer  F.  Knight, 
Aug.  8th;  Flight  Officer  J.  Clinskill,  Aug.  nth;  Pilot  Officer  E.  J. 
Harding,  Aug.  16th;  Pilot  Officer  (Hon.  Flying  Officer)  G.  W.  North, 
Aug.  20th;  Flying  Officer  G.  A.  B.  Wheldon,  Flying  Officer  A.  Wyatt, 
Aug.  21st;  Flving  Officer  C.  W.  Triggs,  Aug.  22nd;  Flying  Officer  R. 
C.  Wallace,  Sept.  3rd;  Flying  Officer  R.  E.  Pudney,  Sept.  9th;  Pilot  Offi- 
cer (Hon.  Flying  Officer)  J.  C.  Graydon,  Sept.  10th. 

Lt.  C.  B.  Maddocks  lelinquishes  his  commn  on  account  of  ill-health 
contracted  on  active  service,  and  is  permitted  to  retain  rank,  Aug.  29th. 

The  notification  in  "Gazette,"  July  4th,  concerning  Lt.  C.  B.  Dick- 
Cleland  is  cancelled. 

Medicai,  Branch. — Capt.  W.  H.  Cam  is  transfeired  to  the  unempld. 
list,  Aug.  2nd. 

Memoranda — The  following  Lts  are  Granted  hon.  rank  of  Capt.  :  — 
F.  L.  Mond  (deed.),  M'ay  ist,  1918;  A.  L.  Chick,  ARC,  Oct    13th,  iqi8 

The  following  Overseas  Cadets  are  granted  temp,  columns,  as  Sec- 
Lts.  with  effect  from  Feb.  15th,  and  relinquish  such  conmns.  with 
permission  to  retain  rank  from  the  day  following  termination  of  the 
standardised  voyage  m  the  case  of  those  claiming  immediate  repatria- 
tion, and  from  the  day  following  demobilisation  in  England  in  all 
other  cases  : — 796  E.  Addleton,  107079  J.  A.  J.  Boulton,  316817  I  ,T.  H. 
Black,  177685  F.  O.  Cole,  46668  R.  Ellis,  5241  N.  F.  Esseler.,  316162  G. 
Farmer,  316779  G.  C.  Godfrey,  316219  H.  F.  C.  Greenwood,  312025  B.  F. 
Gibbs,  30694  D.  P.  Hogg,  171590  J.  J.  Higgins,  316002  E  J.  Horney, 
171676  S.  Hampton,  316028  A.  Long,  410924  H.  Marshall,  87669  W.  H. 
MacMinegal,  154360  W.  Nixon,  114563  W.  Pipe,  3163m  C.  Relph,  178835 
J.  S.  Sneddon,' 181826  R.  S.  Sanders,  154657  G.  A.  Williams,  12836  S.  A. 
Watkins,  1262323  W.  F.  Wright. 

The  following  Cadets  are  granted  hon.  commns.  as  Sec.  Lts.  : — 180021 
A.  S.  H.  Cook,  Feb.  5th;  202922  W.  Robb,  Feb.  28th;  1935  W  W.  Varney, 
March  5th;  8538  A.  R  H.  Stewart,  March  23rd;  59277  I.  N.  EMei  March 
26th;  70675  T.  E.  Tiffin,  March  scftli ;  157723  S.  S.  Eurridge  April  6th; 
17S043  S.  Charnock,  April  8th;  405043  R.  I,.  Taylor,  April  18th;  137027 
R.  G.  Netting,  April  19th;  1369  W  PL  McPhersou.  May  ist;  9523/1  C 
L.  M'acDonald,  May  3rd;  137298  R.  Boyd,  May  5th;  64793  B.  J.  Starling, 
Julv  ist. 

Lt.-Col.  (actg.  Brig. -Gen.)  J.  A.  Hoffison-Craiifui  d,  C.M.G.,  C.B.E. 
(Maj.,  retd.  I. A.)  (Hon.  Lt.  Col  in  Army),  relinquishes  his  commn. 
on  ceasing  to  be  empld  ,  June  ist,  and  is  granted  the  hon.  rank  of 
Brig. -Gen.  (substituted  for  notification  in  "Gazette."  July  25th* 

The  following  relinquish  their  commns.  on  ceasing  to  be  empld.  :  — 
Temp.  Hon.  Capt.  R.  J.  Bray,  Feb.  8th;  Temp  Hon.  Lt.  T.  Spencer, 
Aug.  16th;  Temp.  Hon.  Lt.  C.  Watt,  Aug.  31st;  Capt.  P.  Sidney  (Capt., 
North 'd  Fus.j,  Sept.  2nd. 

Flight  Lt.  E-  D.  Cole  is  transferred  to  the  unempld.  list,  from  (S.O.), 
Aug.  20th.  ~ 

The  notification  in  "Gazette,"  July  25th,  concerning  5647  Cadet  J. 
N.  Cartier  is  cancelled. 


PERSONAL  NOTICES. 

MILITARY. 

Engagement. 

MALTBY — PATERSON. — An  engagement  is  announced  be- 
tween Major  Paul  Copeland  Maltby,  L>.S.O.,  A.F.C.,  Roval 
Welch  Fusiliers,  attached  R0v.1l  Air  Force,  younger  son^of 
Mr.  and  Mrs.  C.  J.  Maltby,  Walgrove,  Harpenden,  Herts,  and 
Winifred  Russell,  eldest  daughter  of  Mr.  and  Mrs.  J.  H. 
Pater  son,  6,  Moray  Place,  Edinburgh. 


Markiage. 

KINGSCOTE — PAUL. — On  Sept.  9th,  at  St.  Margaret's, 
Westminster,  at  2.15  p.m.,  uy  the  Rev.  S.  j.  Marriott,  Vicar 
of  South  Queens  Ferry,  assisted  by  the  Rev.  R.  French,  Lt.- 
Col.  A.  R.  F.  Kingscote,  M.C.,  R.A.,  younger  son  of  the  late 
Col.  Howard  Kingscote,  and  Marjorie  Paul,  widow  of  Percival 
Paul,  and  \ounger  daughter  of  Mr.  and  Mrs.  Douglas  Hind- 
ley,  of  Folkestone. 

PRESTON— DONALDSON.— On  Sept.  8th,  Capt  Overton 
Preston,  M.C.,  R.A.F.,  second  son  of  the  late  Martin  Inett 
Preston  and  Mrs.  Preston,  The  Park,  Nottingham,  was  mar- 
ried at  the  Registrar's  OfF.ce,  Henrietta  Street,  Covent  Gar- 
den, W.C.,  to  Victoria  Mary,  third  daughter  of  the  Rev.  Peter 
Donaldson,  M.A.,  B.D.,  late  Pro-Consul  at  Salonika. 
Birth. 

LEARMOUNT. — On  Sept.  nth,  at  "Bienvenu,"  86,  Rose- 
bery  Road,  Muswell  Hill,  N.io,  the  wife  of  Major  L.  W.  Lear- 
mount,  D.S.O.,  M.C.,  R.A.F.,  of  a  son. 


AIR  FORCE. 

DEATH. 

COULSON.— Lieut.  W.  g.  Coulson,  R.A.F.,  aged  twenty, 
who  was  killed  in  Lincolnshire  whilst  flying  from  Cologne  on 
the  5th  instant,  was  buried  with  military  honours  at  Epsom 
on  Sept.  nth.  During  the  war  he  had  been  shot  down  and 
made  a  prisoner  in  Germany. 

Engagements. 

CROSBIE — MATTINGLY. — The  marriage  arranged  be- 
tween Fit.  Lt.  D.  S.  Crosbie,  R.A.F.,  and  Dorcthy  Grace 
Mattingly  will  take  place  very  quietly  at  the  church  of  St. 
Mary-le-Strand  on  Wednesday,  Oct.  8th,  at  12.30  p.m. 

MACKEY — BRIGGS. — The  engagement  L-  announced  be- 
tween Capt.  C.  W.  Mackey,  R.A  P.,  younger  son  of  Mr.  and 
Mrs.  ,W.  J.  Mackey,  Highlands,  Maidstone,  and  Kathleen, 
younger  daughter  of  Professor  and  Mrs.  H.  Briggs,  3,  Rod- 
ney Street,  Liverpool,  and  Hoylake,  Cheshire. 

TURNER— BANKART.— The  engagement  is  announced, 
and  the  marriage  will  shortly  take  place,  of  (Temp.)  Major 
George  Bankart  Turner,  M.B.E.,  R.A.F.,  son  of  Colonel  F. 
Mausel  Turner  (late  R.A.),  of  Norton,  Guildford,  and  Kath- 
leen May  Graham,  3'oungest  daughter  of  Mr.  and  Mrs.  Ban- 
kart, of  Manton  Grange,  Oakham. 

TURNER— HOPKINS.— A   marriage   has  been  arranged, 
and  will  take  place  on  October  2nd,  between  Oaptv  Charles 
E.  Turner,  R.A.F.,  and  Miss  Elsie  Hopkins,  only  daughter  of 
Mr.  and  Mrs.  T.  E-  Hopkins,  of  Penysfield,  Oxted,  Surrey. 
Marriages. 

BREBNER— WALKER.— On  Sept.  10th,  at  Christ  Church, 
East  Sheen,  by  .the  Rev.  J.  R.  Macvicar,  M.A.,  Noel  James 
Brebner  (late  Lieut.,  R.A.F.),  onlv  son  of  Mr.  and  Mrs.  Percy 
J.  Brebner,  of  East  Sheen,  to  Ethel  Maud,  younger  daughter 
of  Mr.  and  Mrs.  John  Walker,  of  East  Sheen 

ELLERTON— HUSBAND.— On  Sept.  13th,  at  the  Chapel 
Roval,  Savoy,  Fit.  Lt.  A.  S.  Elletton,  O.B.E.,  R.A.F.,  was 
married  to  Maureen  Gilliland,  daughter  of  Mr.  T.  F.  Hus- 
band, I.S.O.,  M.A.,  and  Mrs.  Husband,  of  69,  Belsize  Park 
Gardens,  Hampstead,  bv  Sqdn.  Leader  the  Rev.  B.  W. 
Keymer,  O.B.E.,  C.F.,  R.A.F. 

JUDGE— EADIE.— On  Sept.  10th,  at  Bromst;rove  Parish 
Church,  by  the  Rev.  A.  D.  Ager  (Vicar  of  Catshill),  Capt. 
Herbert  E.  Judee,  late  R.A.F..  son  of  Mr.  and  Mrs.  James 
Tudge,  of  Cambridge,  to  Olivette,  elder  daughter  of  Mr.  and 
Mrs.  Albert  Eadie/of  Rigby  Hall,  Bromsgrove. 

Births. 

•  HARBER— On  Sept.  3rd,  at  Glenniore,  Sutton  Courtney, 
Berks,  Nellie  (nee  Plalfotd),  the  wife  of  Capt.  L.  Geo.  Harber, 
R.A.F. ,  of  a  daughter. 

1  EDWARDS.— On  Sept.  6th,  at  the  Vicarage,  Cottage,  Wres- 
sle,  Yorks.,  the  wife  of  the  Rev.  M.  H.  Edwards,  Chaplain, 
R.A.F.— a  daughter. 

ORDISH.— On  Sept.  10th,  at  42,  Northcote  Avenue,  Ealing, 
to  Phyllis  (nee  Megginson),  the  wife  of  Sec."  Lt.<  R.  W.  <V. 
Ordish,  R.A.F.— a  son.  . 

WYNNE  WILLSON.— On  Sept.  13th,  at  ai,_  Endsleigh 
vStreet,  to  Elsie  and  Linton  Wynne  Willson,  Major,  R.A.F  , 
Donibristle — a  son. 

KENLEY  COMMON. 

The  inhabitants  of  Kenlev  '.;re  somewhat  distressed  over  the 
prospect  of  Kenley  Common  being  permanently  occupied  by 
the  Royal  A.ir  ForcWaccording  to  the  "Times").  It  was  an. 
open  space,  but  part  of  the  ground  has  been  fenced  off,  and 
hangars  of  the  latest  type  have  been  put  up. 

AEROPLANE  BONFIRES. 

It  is  reported  that  many  thousands  of  aeroplanes  have  been 
broken  up  in  France  recently,  and  great  bonfires  have  been 
made  of  them  which  have  been  visible  for  many  miles 
around. 


September  17,  191 9 


The  Aeroplane 


1 1 25 


United 

Aircraft  Engineering  Corporation 

OF 

New  York. 


{Cable  Address :  Unairco.) 


MANUFACTURERS.  ENGINE  ERS 


London  Offices : 

Capt.  A.  B.  ROGERS,  Manager, 
Suite  8  &  9,  123,  Pall  Mall. 

'Phone  :  Gerrard  3537. 


Keen  Buyers  go  to  the  Source 


E.G. 


TOOLS 


R.  MATHER  &  SON, 

SHEFFIELD. 


IRA  STEPHENS 


FOR 


Rawhide  Hammers  and  Mallets. 


Once  Used  on 
AIRCRAFT  or  any 
High-class  Wood  or 
Metal  Work 

Always  Used. 

It  is  not  an 
experiment. 

ASK! 

Stocked  by  all  good 
Machinery  Merchants. 


Admiralty  and  War 
Office  Contractor. 


ALL  BRITISH 


IRA  STEPHENS 

Ashton-under  Lyne, 
England. 

Currier,  Maker  of  ' 
Round  and  Flat 
Belting      and  other 
Leather  Mechanical 
Specialities. 
Telephone  : 
709  Ashton-under-Lyne. 


HEATING  Wk 

FOR  EVERY  DESCRIPTION  OF 
BUILDING,  WORKSHOP  OR  OFFICE. 

GHAS.  P.  KINNELL  &  CO.,  LTD., 

65,  Seuthwark  Street,  Londoa,  S.C.I. 

VENTILATION 


ADVICE  &  ESTIMATES  FREE 


Cast-iron  Hammered  Piston  Rings, 


(By  the  Davy= 
Robert  son-Proceii) . 

H  our  Special  Piston 
Ring  Iron.     All  sixit 

up  to  72  in 

Quick  Delivery. 
Absolutely 
Reliable? , 

Low  Prices*, 

Telephone  No.  3149, 

Telegrams — 
"  Ocean,"  Sheffield." 


The  Standard  Piston  Ring  &  Engineering  Co.,  Ltd. 

Don  Road,  Sheffield.  - 


THE  "  SEMLOH  "  SUIT  CAbi  . 

SUPER  OXHIDE,  HAND  MADE  THROUGHOUT 
BY  EXPERT  WORKMEN.    Size :— 24"  X  13|"  X  6". 

Price,  including  initials,  carriage  paid  100/-. 

ACTUAL  MAKERS;— 

C  H.  HOLMES  &  SON,  38,  ALBERT  STREET,  MANCHESTER. 


SEND  US  YOUR 
ENQUIRIES. 


WOODWORK. 
METAL  WORK. 
TUBE  WORK. 
WELDING 


AND 

MANUFACTURING 
COMPANY,  LIMITED. 

PARK  STREET, 
BURTON  ON  TRENT 

'Phone — 554  Burton-on-Trent. 
Telegram*—"  Planet,  Burton-on-Trent." 


The  Air  Navigation  Co.,  Ltd. 

BLERIOT  &  SPAD, 

ADDLESTOKE  (SURREY). 


Contractors  to  War  Office  and 
A  dmiralty. 


Flying   Ground—  Br>ookland«  Aerodrome, 
NORBERT  CHEREAU,    Managing  Director. 

Telegrams— Bleriot,  Weybridge.         Telephone— 358  Weybridge, 


KINDLY   MENTION    "  THE    AEROPLANE  "    WHEN   CORRESPONDING    WITH  ADVERTISERS. 


I  126 


The  Aeroplane 


September  17,  1919 


TRADE  CARDS- 


NAME  PLATES, 
DIALS,  SCALES,  ADDRESS  PLATES, 

etc.,  in  all  metals,  Celluloid,  Bone, 
Ivory.    Chemically  enlarged  or  machined. 

CLEGG    METAL    ENGRAVING    CO.,  LTD., 
WORTHING. 


♦  f  F0XELI0TT*C0.,I™. 


Walnut, 
Mahogany  and 
Silver  Spruce. 


Itltpun   "  Baltic.  Plymouth,"     Telephone ;  1U7  (a  linn). 


The  INTEGRAL  PROPELLER  Co.,  Ltd. 

guarantee  nighest  efficiency  in  theif 
design  and  manufacture  of  propellers 
for  any  type  of  engine  or  machine. 

THE  INTEGRAL  PROPELLER  CO.,  LTD., 
Edgware  Road,       The  Hyde,       Hendon  N.W.9. 

Telephone:  Kingsbury  104, 


SBORA  PROPELLER,  COMPANY,  Ltd, 


Telephone ; 
KlKCSTOM  672. 


Telegrams : 
"  Eboka,  Kingito*. 


PROPELLERS 

Soffiteaotora  to  tha  ADMIRALTY  &  WAR  OFFICE. 
IB  &  12,  Surbiton  Park  Terraee,  Kingaton-on-Thamsa. 


RUBBER 


PETROL  &  OIL  RESIST- 
ING  HOSE  &  TUBING, 
WASHERS,     BUFFERS,      MATTING,  SHEET, 
STRIP.      CONNECTIONS,       GASKETS,  ETC. 
 Aircraft  Specialists  

JAMES  LYNE  HANCOCK  LTD., 
266.  GOSWELL  ROAD,       LONDON,  E-C.1. 


EGAMOID 


BRAND 

LEATHER  CLOTH. 

The  Best  Waterproof  Covering  for  Railway.  Tram- 
way, Aeroplane,  Motor  Boat.  Cushions,  Seats,  etc 

***-"*  NEW  PEGAMOID  LIMITED,  S,rB/l:!MiK: 

Telegrami — Pegamoid,  Phone,  London. 
*J@!®pnone— -City  9704  fa  lines).  Gables  abo  5th  Edition  and  Private. 


Trmd.     [MEN DINE  I  Mark. 

LIQUID  SCOTCH  G LUE 

;   USED  BV  THE  LEADINa  AEROPLANE  CONSTRUCTORS. 
MOISTURE  PROOF. 
Writ*  for  Price  Litt  and  Particular* 
MKNDIME  CO.,  8,  Arthur  Street,  London  Bridge,  E.C. 


ADOPTED  BY  50  MANY, 

8»e  yow  aSoid  W 
ran  yonjr  faotorr  wltkaaa 

AUTO 
"START  AND 
CEASE  WORK" 
SOUND  SIGNALS 

u< 

MeJ.ro  M.tkad. 

•f 

Saying  UlaataaU 


Tha  Shorten** 
Warning  W  *k  Makaa 
■■NTS'  PULSYNBTIO 
BY  BT  EM  BSBBNTIAL 
N  MODERN  WORKS. 
Saad  for 

Illatt ntti  Litersiur.  Book  "A  as." 

aEMTiO0-  L™  "w^UeIOESTER 

Lo>d.l:  M.w.Mtl.-«B-Tn«: 
«],  Vtotoria  St.,  S.  '  .1.      it,  Biaokott  St. 


UN  LIMITED  LENGTH  with  INCREASED  ST 

 -T^^a      SPARS     /7[K                                 '•nMRiNFn  p 

REMGTH 

1515^^1          STRUTS    HI— METAL  AND  M 
.780     jr                LONGERONS  ^b======TG¥ES     WOOD  STRUTS  Tj 

Patentees  $  Makers    AYLINCS  Riverside  Pt 

,,,11010 
JTNE1 

1 tt£ CRAMS 
Aylinc'j 

PuTNtV 

' ,  5.W. 

■J       lUI/\^\Dla7  Testing  of  any  Type  of  Aircraft  undertaken. 

%Jm    II  ■    IflvUnCj  5  years'  experience— 3|  years  as  Official 

Late  Lt.  R.A.F.,  Test  pilot. 

9,  MOUNT  RD.,  HENDON,  N.W.4  Open  to  demonstrate  machines  abroad. 


KINDLY   MENTION    "  THE    AEROPLANE  "    WHEN  CORRESPONDING   WITH  ADVERTISERS. 


September  i7,  1919  The    Aeroplane  112; 


MISCELLANEOUS  ADVERTISEMENTS. 

SPECIAL  PREPAID  RATE  :  18  words  1/6  :  Situations  "Wanted  ONLY.  18  words  1  -  ;  Id  per  word  after.  TRADE  ADVERTISEMENTS 
in  these  columns,  3  lines  3/-  ;  10d.  per  line  after.  Public  Announcements,  Legal  Notices,  Auctions,  Contracts,  etc.,  1/6  per  line. 
For  the  convenience  of  Advertisers,  replies  can  be  received  at  the  offices  of  "  THE  AEROPLANE,"  61,  Carey  St.,  London,  W.C.2. 


PATENTS. 

PAGE,  WHITE  and  VAUGHAN  (late 
Page  and  Rowling  son),  Chartered  Patent 
Agents  (Consulting  Engineer,  Mr.  S.  E. 
Page,  A.M.Inst. C.E.),  27,  Chancery  Lane, 
London,  W.C.   Tel.  332  Central. 

Henry  Skerrett  (H.  N.  Skerrett,  A.I.A.E., 
A.I.Mech.E.,  Associate  I.E.E.,  Fellow  of  the 
Chartered  Institute  of  Patent  Agents),  Patents, 
designs  and  trade  marks. — 24,  Temple  Row, 
Birmingham. 

W.  BRYSON,  B.Sc,  A.M.Inst.C.E., 
A.F.R.Ae.S.,  Chartered  Patent  Agent,  29, 
Southampton  Building,  London,  W.C. 2. 

Mr.  Chatwin,  A.I.E.H.,  Patent  Agent,  Air- 
craft Engineer  and  Inspector,  recently  on 
war-work. — 253,  Gray's  Inn  Road,  London. 


SITUATIONS  VACANT. 

Carpenters,  Engineers,  Turners,  Fitters, 
Riggers,  etc.,  required  immediately  for 
R.A.F.  New  pay  and  conditions  are  un- 
equalled anywhere.  Splendid  chances  of  rapid 
promotion. — Apply  to  Inspector  of  Recruiting, 
4,  Henrietta  Street,  Covent  Garden,  W.C. 2, 
or  to  any  Royal  Air  Forc3  Station. 

Pilots,  not  less  than  25  years  old,  with 
business  experience,  who  have  any  special 
knowledge  of  the  following  countries,  and 
desire  to  undertake  civil  flying  in  thern; 
namely  :  Japan,  Africa.  India,  Russia, 
Holland,  Denmark,  Italy,  France,  South 
America,  United  States,  Canada,  Mexico, 
China,  etc. — are  invited  to  apply,  enclos- 
ing references  and  personal  and  flying  his- 
tory to  Box  No.  4756,  The  Aeroplane,  61, 
Carey  Street,  W.C. 2. 


SITUATIONS  WANTED. 

Advertiser,  holding  Ground  Engineer's 
I  Licence  on  *  the  Rolls,  Hispano  and  Le 
Rh6ne  Company's  engines,  seeks  progres- 
sive post.  First-class  fitter  and  tuner;  16 
years'  experience  on  Intern.  Comb.  En- 
gines; 2  years  Chief  Mechanic,  R.A.F., 
-  Engine  Overhaul  and  Flight  Test.  M.M. 
for  shop  organisation. — Box  No.  4753,  The 
Abropi,.\ne,  61,  Carey  Street,  W.C.2. 


MISCELLANEOUS  AND  TRADE. 


ENGINEERING. 

British  Correspondence  School  of  Aeronautics 

(Estab.  1908). — Engineering  course,  17s.  6d. 
Advanced  course  in  design,  engines,  draughts- 
manship, 42s.  Diplomas  granted. — Penning- 
ton's, 254,  Oxford  Road,  Manchester 


AIRCRAFT  PARTS. 

Hardwood  for  Aeroplanes. — Specially  Selected 
air-dried  timber  as  supplied  to  leading  con- 
structors in  Britain  and  the  Continent.  Silver 
Spruce,  Ash,  Poplar ;  Hickory  and  Ash 
Skids ;  Three-ply  ;  Thin  Cedar  and  Mahogany 
for  Floats  ;  Walnut  for  Propellers. — William 
Mallinson  and  Sons,  Ltd.,  Hackney  Road. 
'Phone,  3845  Central,  4770  Wall. 


Tapes,  Webs,  Cords  and  Threads  in  all  quali- 
ties suitable  for  Aircraft  Work.  Delivery  from 
stock. — John  MacLennan  and  Co.,  30,  New- 
gate Street,  London,  E.C.i.  (See  Advertise- 
ment Page  III  of  Cover  and  Buyers'  Guide). 


PARTNERSHIPS. 

Partnerships. — Alan  Martin  Morgan  and 
Co.,  Ltd  ,  Partnership,  Investment  and 
Company  Registration  Agents  invite  parti- 
culars in  confidence  from  business  firms 
proposing  to  extend  and  requiring  their 
services. — 10,  Lower  John  Street,  Regent 
Street,  W.i.    'Phone  :  Gerrard  736. 


EDUCATIONAL. 

Aeronautics. — A  Fascinating  Study  under 
our  Specialised  System  of  Spare  Time  Tui- 
tion. Also  Draughtsmanship  and  Design. 
Diplomas  granted. — Write  to-day  to  Dept. 
A.,  The  British  Correspondence  Schools, 
Grindleford,  Sheffield.    Established  1902. 


Great  Aviation  Boom!  Spring  1920.  Are 
you  qualified  to  take  a  big  position  ?  If 
not,  utilise  your  spare  time  preparing  for 
one.  We  conduct  highly  efficient  and 
practical  correspondence  courses  in  all 
Aeronautical  subjects.  Lowest  fees.  Ad- 
vice free. — Write  for  Prospectus,  Secretary, 
Harrow  College  of  Aeronautics,  Pinner 
Road,  Harrow. 


MODELS. 


eo u  sai.r. 

TO     FLYINGBOAT     AND  SEAPLANE 
MANUFACTURERS  AND  OTHERS. 

Re  NORMAN  THOMPSON  FLIGHT  CO.. 
LTD. 

In  Voluntary  Liquidation). 

FOR  SALE  BY  TENDER  the  business 
Assets  of  the  above  well-known  Company 
which  was  established  in  1912,  on  the  Coast 
overlooking  the  English  Channel  at  Middle- 
ton,  near  Bognor,  in  Sussex,  makers  of  the 
first  British-built  Flying-Boat  of  present-day 
type.  The  Company  has  been  engaged  since 
1912  as  designers  and  constructors  of  Naval 
and  Commercial  Seaplanes  and  Military  and 
Commercial  Aeroplanes  and  parts.  The  Com- 
pany during  the  war  was  a  controlled  firm 
engaged  exclusively  on  Aircraft  work,  and 
supplied  to  the  Government  large  and  small 
Flying-Boats  of  their  own  design,  as  well  as 
a  certain  number  of  land  machines,  and  large 
numbers  of  their  machines  which  are  of 
sound  construction  have  been  purchased  by 
the  Admiralty  and  used  by  the  Navy. 

There  are  valuable  Seaplane  sheds,  work- 
shops, power-house,  offices,  etc.  costing  over 
,£15,000 ;  also  well-assorted  and  valuable 
Plant  and  Machinery,  including  certain  valu- 
able machines  acquired  at  a  cost  of  over 
£13,000 ;  freehold  land  at  Middleton,  on 
which  the  Works  are  erected,  also  consider- 
able quantity  of  Stock-in-Trade  on  hand,  con- 
sisting of  stores,  finished  and  partly  finished 
Seaplane  parts  and  work  in  progress,  amount- 
ing to  over  .£30,000,  as  pei  schedule. 

This  is  an  exceptional  opportunity  for  ac- 
quiring a  fully  equipped  Seaplane  and  Aero- 
plane factory,  or  a  factory  suitable  for  conver- 
sion into  the  requirements  of  wood-working 
or  general  engineering  businesses  with  the 
latest  up-to-date  plant  and  machinery,  and 
extensive  out-buildings  and  sheds  erected  at 
considerable  cost,  all  ready  for  immediate  use. 

Further  particulars  and  orders  to  view 
from  Mr.  W.  R.  Clemens,  Messrs.  Leask, 
Clemens  and  Co.,  Aldermans  House,  Bishops- 
gate,  London,  E.C.  ;  or  Mr.  E.  H.  Hawkins, 
Messrs.  Poppleton,  Appleby  ?nd  Hawkins,  4, 
Charterhouse  Square,  London,  R.C. 

Transfers.  Firms  requiring  Transfers  should 
write  to  the  makers. — A.  Bird  &  Co.,  Latimer 
Street,  Birmingham. 

Sunbeam,  150  h.p.  8-cylinder,  and  325  h.p.  12- 
cylinder  Aero  Engines.  Guaranteed  as  new, 
for  sale. — Apply,  The  Cambridge  Automobile 
and  Engineering  Co.,  Ltd.,  21,  Hobson  Street, 
Cambridge. 


Lamplough    Radiators. — New    designs,  in- 
creased efficiency.    Radiators  repaired  or  re- 
made.   Private   and    commercial   cars  over* 
hauled,  repaired  and  refitted   for  the   road.  I 
First-class  staff  and  machinery  available  for  ' 
the  best  work. — Lamplough  &  Co.,  Highfield 
Works,  Felthain,  Middlesex.    'Phone  33  Felt-  ! 
ham.  ' 


Model  Petrol-motors,  i  h.p.,  tooled  or  rough 
interesting ;  Water-cooled  or  Air-cooled.  Lisi 
3d. — Littleover  Aeros,  Derby. 

Model  Maker,  23  years'  experience.  Spe- 
ciality highly  finished  aeroplanes  to  scale  for 
exhibition  or  other  purposes,  also  inventors' 
suggestions  completed. — Greene,  6,  Trenmar 
Gardens,  College  Park,  N.W.10 


KINDLY   MENTION    "  THE    AEROPLANE"        WHEN  CORRESPONDING   WITH  ADVERTISERS. 


112} 


The  Aeroplane 


September 


i;,  1919 


FOR  SALE.-Continued. 
G. 


MINISTRY  OF  MUNITIONS. 
By  Direction  of  the  Disposal  Board. 
ELMSWELL  AERODROME,  SUFFOLK. 
Area  about  86|  Acres. 

For  disposal  as  a  whole,  or  the  buildings 
and  land  011  which  they  stand,  without  the 
Aerodrome  itself. 

The  Buildings  are  of  corrugated  asbestic 
sheeting,  brick,  corrugated  iron  and  tim- 
ber. 

There  is  a  Water  Supply  and  Electric 
Light  Plant.    Permanent  roads. 

In  addition  to  its  use  as  an 
AERODROME 
the  buildings  ate  suitable  for 
Factory. 
Storage, 
Sanatorium, 
Training  Institution, 
and  many  other  suitable  purposes. 

The  site  is  occupied  hy  (he  Government 
under  the  Defence  of  the  Realm  Regula- 
tions, and  can  (if  necessary''  be  purchased 
under  and  subject  to  the  provisions  of  the 
Defence  of  the  Realm  (Acquisition  of 
Lands)  Act,  1916. 

For  further  particulars  apply  to  the  Dis- 
posal Board,  Room  135,  Charing  Cross 
Buildings,  Villiers  Street,  London,  W.C.2. 

Note  :— For  "  SURPLUS  "  the  detailed 
list  of  surplus  Government  property  for 
sale,  apply  at  the  nearest  bookstall  or  to 
a  local  newsagent  (to  whom  a  standing 
older  should  be  given)  Compiled  by  the 
Director  of  Publicity,  Ministry  of  Muni- 
tions, Whitehall  Place,  London,  S.W.i. 
Price  3d. 


For  Sale. — Weldless  steel  tubes  f  in.  to  3 
in.  dia.,  various  gauges.  Also  steel  sheets 
10  to  20  G.  Spec.  S.3.  Special  quotation 
for  quantities. — C,  179,  High  Road,  Kil- 
burn,  N.W.6. 


For  Sale. — 6-cylinder  160  h.p.  Beardmore 
Crankshaft,  finished  complete.  What 
otters? — Box  No.  4754,  The  Aeroplane,  61, 
Carey  Street,  W.C.2. 


Aeroplane  Engines  for  immediate  disposal. 
Two  No.  617,  120  h.p.,  10-cylindei  Anzani 
Engines,  revs.  1,1.50/1,200,  complete  with 
collector  type  exhaust  pipes,  magneto, 
Zenith  carburetter,  etc.  One  engine 
runs  clockwise,  the  other  counter- 
clockwise. In  first-class  condition,  used 
only  for  experimental  purposes.  What 
offers  ? — Apply  Box  No.  47^5,  The  Aero 
plane,  6l,  Carey  Street,  W.C.2. 


For  Sale. — Aeroplane  Trailer,  inside  di- 
mensions 22  ft.  long,  5  ft.  6  in.  wide, 
6  ft.  6  in.  high  on  the  sides,  and  7  ft.  in 
the  centre. — Can  be  viewed  on  application 
to  the  Secretary,  D.  Napier  and  Son,  Ltd., 
Acton  Vale,  W.3. 


Large  Experimental  Model  Aeroplane  for 

sale,  fitted  with  four  planes;  overall 
measurements  Span  6  ft.,  Length  of  Fuse- 
lage 6  ft.;  fitted  with  f-b.p  Petrol  Motor, 
the  whole  in  perfect  order.--Apply  J.  B., 
Regent  Carriage  Co.,  132,  New  King's 
Road,  Fulham,  S.W.6. 


FOB  SALE. 

Liquidators'  Sale  of 
Surplus  Stock. 

A  large  assortment  of  A.G.S.  and 
other    stock     comprising  Hexagon 

Bolts  and  Nuts,  Washers  (Steel 
and  Durai),  Spring  Washers, 
Rivets,  Dope  Brushes,  "Ascol" 
Dope  Cans,  Wire,  Copper  and 
kteel  Ferrules,  Headed  Pins, 
Split  and  Taper  Pins,  Tape  and 
Webbing,  Brass  Screws,  and  a 

quantity  of  Tools  (Taps,  Dies,  Micro- 
meters and  Calipers). 

Also  about  90  tons  of  Steel  Bars 

(Hexagon  and  Round)  up  to  2  in. 
Diameter. 

Interested  parties  can  obtain  complete 
list  of  this  valuable  stock,  at  present 
lying  at  "ASCOL"   HOUSE,  from 

The  Liquidators,  125,  Long 
Acre,  W.C.2. 


"  Aeroplane,"  Vols.  I-XII  (inclusive),  XIII 
less  Nos.  10  and  26.  Excellent  condition 
— unbound.  What  offers  ? — G  Allen,  Mel- 
conibe   Villa,    Shoot-up-Hill,  Cricklewood, 

N.W". 


AEROPLANE  LECTURES  NOTE  BOOK. 

Students  attending  lectures  on  aeroplanes 
and  aero-engines  find  the  task  of  note-taking 
rery  trying  if  they  would  keep  their  attention 
fixed  on  the  lecturer.  Mr.  O.  Ford-Jones,  as 
the  result  of  his  observation  of  the  student's 
need,  has  devised  a  loose-leaf  note-book.  One 
#et  of  leaves,  40  in  number,  is  for  "Particulars 
of  Aeroplane,"  a  second  for  "Particulars  of 
Engine."  All  the  student  has  to  do  is  to  insert 
notes  in  the  spaces  left — thus  : 

Speed  :   Flying  m.p.h.   Landing  m.p.h. 

Maximum  m.p.h. 

OChe  book  will  fit  into  an  ordinary  pocket, 
and  the  essentials  of  40  lectures  can  be  re- 
corded with  a  minimum  of  trouble.  The  leaves 
can  be  easily  removed  for  ultimate  filing.  The 
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FOR  AIR  OR  OIL  HARDENING.  When  treated  th  s  steel  has  exceedingly  tough  properties  and  is 
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A  NICKEL  CHROME  STEEL  IN  FOUR  GRADES. 

Eminently  suitable  and  strongly  recommended  for  Gears,  Crankshafts,  and  other  highly  stressed  parts  and 
having  exceptional  machining  qualities.  Combines  unusually  heary  shock-resisting  and  wearing  properties 
with  silent  running, 

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§  166,  PICCADILLY,  W.l.  § 

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 T.rvn<iofi-  a^vi  Published  hv  The  Aeroplane  and  General  Publishing  Company,  Ltd.,  at  Union  Bank  Chambers,  


THE  AEROPLANE— SEPT.  24,  1919. 


IlilllMilllllllllllllllllllllllllllllllllllllllllllH^ 


Vol.  XVII.  No.  13. 


SIXPENCE  WEEKLY. 


Ltie^tsterea.  at  the  G.P.O.~\  jjjgj 
ts  a  Newspaper.      J  ~ 


THE  AERO  WIND 
SHIKLD  THAT  WAS 
PROVED    IiY  WAR. 

AUSTER  LIMITED 
I  -ondon : 

133  I.onfi  Acre.  W.C  2. 

Birmingham 

Crown  Win.  Harford  Si 


BEARDMORE 


AERO 
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Tho  Original 


Non-Poisonous 

SEE   ADVERT.  INSIDE. 


ALL  AERO  ENGINES 
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Weldless  steel  tubes  for  aircraft  construction 


Tube  manipulation  and  oresswork. 

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essential  for  goggles,  windshields,  observation  panels,  etc.  5 

'TRIPLEX' Safety  GLASS  *. 

1,  ALBEMARLE  STREET,  LONDON,  W.l. 

llHiiiiiim 


The  Aeroplane 


September  24,  19 19 


\ 


The  "AH  British  "  Pioneers 
of  the 

Aircraft  Propeller  Industry. 


Our  long  experience  ensures  effec- 
tive design. 

Our  record  as  the  largest  producers 
during  the  war,  was  won  through 
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Your  enquiries  are  safe  with  us  from 

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Lang  Propeller  Ltd. 

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September  24,  1919 


The  Aeroplane 


1 1 29 


BRITAIN'S  AERIAL  LINERS 

R33  and  R34 


Outer  Covers  Proofed  with 

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Airship  Doping  Scheme  "P." 


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Wire:  Ridley,  Pren.  London.  'Phone:  Willesder  2346  &  2347. 


This  photograph  shows  a  Handley  Page  twin 
engined  Commercial  Aeroplane  as  supplied  to 
the  Chinese  Government.  Similar  machines 
are  used  on  the  express  passenger  and  parcel 
services  inaugurated  by  the  Handley  Page 
Transport  Ltd.,  between  : — 

LONDON— PARIS  &  LONDON—  BRUSSELS. 

10  passengers  are  carried  in  addition  to  several 
hundredweights  of  goods.  Governments  and 
Business  Corporations  contemplating  regular 
Air  Services  should  avail  themselves  of  the 
experience  and  facilities  of  Handley  Page  Ltd. 


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1139 


The  Aeroplane 


September  24,  19 19 


READY   THIS   WEEK.  Price  3/-  net,  3/3  post  free. 

Special  Missions  of  the  Air. 

By  JACQUES  MORTANE. 

A  novelty  among  War  Books. 

During  the  war  mention  of  Special  Missions  was  forbidden. 

To  tell  anything  about  them  would  convey  valuable  and  even  vital  information  to  the  enemy. 
What  was  a  special  mission  ? 

An  "ingenious  but  most  perilous  sport,"  says  Jacques  Mortane. 

It  consisted  in  the  landing  by  aeroplane  ot  spies  behind  the  enemy  lines. 

1  he  adventures  were  of  the  most  thrilling  description,  and  the  heroes  of  them  went  unrecognised 
by  the  man  in  the  street. 

Extract  from  Chapter  I. 

"The  'ace'  of  the  special  mission  was  generally  a  man  celebrated  in  other  branches  of  aviation,  but 
these  men  were  not  always  recognised  according  to  their  deserts  during  the  war.    They  were  only  known 
to  the  commanders,  and   sometimes — in   the  case  of  popular  heroes — they  were  traduced  by  the  crow 
which  grew  indignant  at  hearing  nothing  of  its  peacetime  idols." 

In  the  thirteen  Chapters  of  this  book  the  author,  writing  from  authentic  records,  describes 
this  phase  of  secret  service  and  shows  how  the  enemy  was  outwitted  and  outplayed,  albeit 
often  at  heavy  cost  in  precious  lives. 

Order  of  your  bookseller  01  direct  from  the  publishers, 

THE  AEROPLANE  &  GENERAL  PUBLISHING  CO ,  Ltd.,  61,  Carey  Street,  W.C.2. 


SECOND    EDITION.  If-  net,  1/3  post  free. 

The  Revelations  of  Roy  (T»X££") 

"Hearken  unto  the  revelations  of  Roy,  and  profit  thou  by  his  experiences." — "The  Revelations  of  Roy,"  XXI.  2. 
Extract  from  Chap.  II. 

1.  And  when  he  was  come  unto  Farn,  Roy  was  compassed  about  by  a  great  multitude. 

2.  And  he  beheld  winged  chariots  of  divers  designs;  thus  there  were  the  Scout,  and  the  Dolphin,  and  the 
Martinsyde,  and  the  Camel,  even  that  which  produceth  the  hump. 

Extract  from  Chap.  XX  1  (and  last). 

i  j.  And  in  all  thy  ways  consider  this,  that  there  be  two  things  greater  than  any  other  in  forming  the  character 
of  him  that  flies ;  and  the  one  is  Energy  and  the  other,  it  is  Enthusiasm. 

19.  And  take  thou  a  pride  in  being  an  aviator;  for  hath  not  the  great  Hender  said,  These  young  men  are 
the  salt  of  the  Earth. 

20.  Go  thy  way  in  courage  and  good  cheer ;  and  greet  the  Great  Adventure  with  a  song. 


Other  books  published  by  The  Aeroplane  and  General  Publishing  Co.  are  indicated  in  the  order  form  attached. 
Price  covers  postage.    Strike  out  those  not  wanted. 


ORDER  FORM. 

To  "  THE   AEROPLANE  "  &  GENERAL  PUBLISHING 

14  FLYING  COLOURS  "  |  gditi°n  de  Luxe- 
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CO.,  LTD., 
61,  Carey  Street,  \V.C2. 

"FIVE  YEARS  IN  THE  R.F.C" 

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"THE  AERIAL  ARM" 

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"  THE  DESIGN  OF  AERO  ENGINES  " 

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44  THE  RED  AIR  FIGHTER".. 

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September  24,  1919  The  Aeroplane  1 131 


P^ARM  STRONG  1 

SIDDELEY 

*     6    CYLINDER    CAR  i 

R.A.C.  Rating  29.5  h. p.  Treasury  Tax  /8  8o  ffj 

I 


§  The  Quality  of  the  Material.  k 


'^pHE  material  has  been  selected  as  a  result  of  the  experience  gained 

^                    in  designing  and  producing  the  largest  output  of  aero  engines  ffi 

^           during  the  war  and  in  many  years  of  motor  car  building.  A 

Si  I                  Each  and  every  part — be  it  of  steel,  aluminium,  cast  iron  or  other  material —  gfl 
has  its  own  peculiar  duty  to  perform  and  stresses  to  resist.    These  have  been 

most  carefully  considered  and  enumerated  before  the  material  best  suited  to  the  ^ 

purpose  has  been  selected.  ^ 

Crankshafts,  differential  shafts  and  other  similar  parts  subject  to  bending  and  twisting 

stresses,  are  made  of  a  special  selected  nickel  chrome  steel,  heat  treated  to  enhance  its  natural  ajm 

qualities.  SSK 

^1  Other  parts— such  as  gears — must  have  a  hard  surface  and  yet  not  liable  to  chip. 

x               For  these  a  special  air-hardening  nickel  chrome  steel  with  a  tensile  strength  or  resistance  *  J 

^                to  fracture  of  over  100  tons  per  square  inch  is  used.  /A 

■M                                Fnoinp  rnnrA^inn  rrtflc   onH   ft*r»nf   qv1*»c  mnct  ViAar  Viaot7v  Irtarlc  nr\fK  r#acict   <zf*\jt>rt>  cV*r*rL-c  'JBK 


EDgine  connecting  rods  and  front  axles  must  bear  heavy  loads  and  resist  severe  shocks. 
For  these  a  special  steel  able  to  withstand  such  stresses  has  been  chosen. 

All  of  the  material  conforms  to  British  Engineering  Standard  Association's  specifications. 
It  is  made  to  guaranteed  analyses  and  tests,  and  is  check  tested  in  our  own  laboratory. 


considered.    By  using  only  materials  of  the  highest  quality  we  are  able  to  so  simplify 

£7  design  that,  with  the  aid  of  our  experience  in  quantity  production  by  the  most  enlight-  Bft 

(  ened  methods,  the  price  of  the  chassis  is  brought  down  to  a  moderate  figure  which  would  1M 

W  otherwise  [be  unattainable.  fgS 

«  THE   CHASSIS   IS   EQUIPPED   WITH  W 


^  THE  CHASSIS   IS   EQUIPPED  WITH  W 

O  Electric  Lighting  and  Starting  Set,  Five  Lamps,  'J, 

&  Four  Tyres,  Stepboards,  All  Wings  and  Dashboard  (A 

iH  Order  notv  and  be  assured  that  you  ha^te  done  right.     You  cannot  buy  a  better  car.  Sgi 

M  The  SIDDELEY-DEASY  MOTOR  CAR  CO.,  Ltd.,  COVENTRY 

y  j  (Allied  with  Sir  W.  G.  Armstrong  Whitworth  &  Company,  Limited).  -y 

/k  SERVICE    DEPARTMENTS    AT   LONDON    AND    MANCHESTER.  ^ 

Write  for  Brochure  "  Three  Announcements." 


I 

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The  Aeroplane 


September  24,  1919 


Tne 
first  Seaplane 
to  fly  from 
the  water  in 
Great  Britain 


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AVRO  Aeroplane*  and  Sea- 
planes for  all  purposes. 


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THE 


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VOL.  XVII. 
No.  13 


ON    CUTTING  CONTRACTS. 


There  is  a  tale  of  an  Irishman  who,  having  sold  a 
pig,  was  asked  what  sort  of  price  he  had  got  for  it. 
His  reply  was  simply  :— "  Well !  I  didn't  get  what  I 
expected:  but  then  I  didn't  think  I  would!" 

That  is  pretty  well  the  mental  attitude  of  the  Air- 
craft Industry  over  the  contracts  which  have  recently 
been  cut  off,  as  related  with  much  apparent  relish  in 
the  daily  news-sheets  of  September  i8th. 

As  a  matter  of  fact,  there  was  no  sudden  all-round 
cancellation  of  contracts,  as  one  might  have  been  led 
to  believe  by  the  aforesaid  reports.  Two  or  three  firms 
had  some  rather  recent  "post-war  "  contracts  cancelled 
during  the  week  preceding  September  iSth,  in  accord- 
ance with  a  policy  which  was  initiated  some  time  ago, 
but  the  majority  of  the  firms  in  the  Aircraft  Industry 
are  to-day  precisely  where  they  were  a  month  or  three 
months  ago,  so  far  as  Air  Ministry  contracts  are 
concerned. 

Even  those  who  have  inquired  directly,  indirectly, 
or  obliquely,  from  various  Departments  of  the  Air 
Ministry  cannot  discover  any  fresh  polic}'  of  cancella- 
tion. If  a  further  raid  on  aircraft  contracts  is  being 
contemplated  by  the  False  Economy  Department  of  the 
Government's  Propaganda  Agency,  it  is  being  very 
skilfully  hidden,  for  apparently  nobody  at  the  Air 
Ministry  knows  anything  about  it. 

"v  Therefore  one  is  inclined  to  think  that  the  daily  Press 
has  discovered  another  mare's  nest,  or  at  best  a  sea- 
serpent  which  is  in  reality  a  very  small  worm.  But,  to 
tell  the  truth,  the  Aircraft  Industry  as  a  whole  is  not 
vastly  perturbed  over  the  affair,  for  it  gave  up  long 
ago  any  hope  of  being  able  to  exist  on  Government 
orders  or  on  the  promises  of  the  Under-Secretary  of  State 
for  Air. 

As  soon  as  the  Armistice  broke  out,  everybody  in 
the  Aircraft  Industry  expected  that  their  contracts  would 
be  cancelled  forthwith.  Some  wise  firms  anticipated  the 
cancellation  of  their  contracts  by  starting  at  once  to 
look  for  other  business.  Some  fortunate  firms  thanked 
their  Maker  that  they  could  now  snap  their  fingers  at 
the  Air  Ministry  and  all  its  works,  and  could  return  to 
their  profitable  pre-war  business  from  which  they  had 
been  dragged  by  D.O.R.A.  Some  firms,  less  wise  and 
less  fortunate,  decided  to  run  on  with  their  aeroplane 
contracts  as  long  as  possible,  and  then  either  retire  on 
their  profits  or  wait  for  something  else  to  turn  up. 

Everybody  was  more  or  less  surprised  that  contracts 
were  allowed  to  run  so  long  after  the  Armistice  as  they 
were,  for  the  Aircraft  Industry,  being  composed  almost 
entirely  of  civilians,  hardly  realised  the  difference  be- 
tween an  Armistice  and  a  Peace.  Even  those  who  did 
so  were  more  or  less  under  the  impression  that  the  Ger- 
man Army  was  broken  as  well  as  beaten. 

A  State  of  War. 

Only  a  few  saw  that  we  were  still  in  a  state  of  war 
and  that  Germany  still  possessed  a  powerful  Army,  con- 
solidated by  the  common  sorrow  of  defeat,  whereas  the 


Armies  of  the  Allies  were  enervated  by  relaxation  after 
victory,  and  so  would  be  less  willing  to  start  fighting- 
again  than  the  German  troops  would  be.  That  being 
so,  it  was  necessary  to  maintain  all  our  establishments 
for  the  conduct  of  war  until  it  was  plain  that  fighting 
would  not  be  renewed.  And  so  the  Aircraft  Industry  was 
allowed  to  continue  to  make  aircraft  materiel. 

The  fact  that  no  further  fighting  took  place  on  the 
West  front  after  the  Armistice  seems  to  speak  well  for 
the  good  sense  of  those  who  took  control  of  the  Deutsches 
Reich  in  the  absence  of  the  Emperor,  and  also  for  the 
mutual  respect  in  which  the  Western  belligerents  hold 
one  another.  The  continuance  of  fighting  on  the  East 
German  front  seems  equally  to  show  that  the  Slav  can- 
not be  trusted  either  to  stick  to  agreements  which  he 
has  made  or  to  show  ordinary  common  sense,  and  it 
would  not  be  at  all  surprising  if  the  war  with  the  Slavs, 
which  one  ventured  to  prophes}*-  some  few  months  ago, 
were  to  develop  straight  out  of  these  fights  along  the 
old  East-European  front,  without  any  intervening  period 
of  peace.  Perhaps  such  a  prospect  may  brighten  the 
outlook  for  those  in  the  Aircraft  Industry  who  cannot 
see  any  future  for  their  business  except  in  the  supply 
of  war  material. 

The  Duty  of  a  Leader. 

Be  that  as  it  may,  the  continuance  of  war  contracts 
for  so  long  after  the  signing  of  the  Armistice  led  a  good 
many  people  to  hope  against  hope  that  the  Government 
was  quietly  using  this  peace-in-war  period  for  the  pur- 
pose of  building  up  such  a  huge  Air  Force  that  when 
Peace  actually  arrived  it  would  be  impossible  to  scrap 
the  personnel  and  materiel  of  the  Force  and  its  attend- 
ant Industry  because  of  the  waste  involved  in  doing  so. 
Such  a  hope  was  obviously  giving  the  Government  credit 
for  more  patriotism  and  courage  than  any  agglomeration 
of  politicians  could  possibly  possess.  And  those  who 
nursed  such  a  hope  were  reckoning  without  their  Mr. 
IAoyd  George. 

Of  him  one  may  say,  as  the  "Morning  Post"  said  of  the 
late  John  Redmond  many  years  ago,  that  he  is  one  who 
believes  that  the  duty  of  a  leader  is  to  lead — even  in 
retreat.  When  the  great  god  Demos  began  crying  out 
for  economy  what  could  be  more  natural  than  that  Mr. 
Lloyd  George,  the  great  leader  of  national  extravagance 
as  founder  of  the  Ministry  of  Munitions,  should  head 
the  mad  stampede  in  the  direction  of  false  economy  ? 

A  French  humorist,  M.  Arthur  Rozier,  writing  in  "La 
France  Libre,"  has  called  Mr.  George  a  man  of  rapid 
evolutions.'  M.  Rozier  describes  him  as  an  agile  fellow 
always  ready  without  scruple  to  rid  himself  of  old 
friends  for  whom  he  has  no  further  use  and  to  take  up 
others  more  popular  with  the  electorate.  Mr.  George's 
cleverness  in  looping  the  loop  in  relation  to  his  political 
views  leads  M.  Rozier  to  label  him  "  the  ace  of  aces  "' 
among  politicians. 

The  appositeness  of  M.  Rozier's  description  applies 
neatly  to  Mr.  George's  actions  in  relation  to  aircraft. 


"34 


The  Aeroplane 


September  24,  igig 


When  German  air  raids  impressed  the  electorate  with 
the  importance  of  Air  Power,  Mr.  George,  at  the  earnest 
solicitation  of  Lord  Weir,  gave  aircraft  priority  over  all 
other  war  material.  To-day,  when  aircraft  cannot  affect 
votes,  aircraft  may  be  scrapped  with  impunity — so  far 
as  the  popularity  of  the  Premier  is  concerned,  if  not 
with  regard  to  the  vital  necessity  of  Air  Power  to  the 
British  Empire. 

The  Crimes  of  PIistory. 

It  is  the  price  we  must  pay  for  Democratic  Govern- 
ment, in  which  those  in  power  are  elected  by  a  scarcely 
educated .  proletariat — of  which  it  is  doubtful  whether 
more  than  a  small  percentage  are  capable  of  being  edu- 
cated. A  very  able  engineer,  who  during  the  war  has 
become  a  distinguished  officer  of  the  General  Staff,  re- 
marked recently  that  the  two  greatest  crimes  in  history 
were  the  writing  of  "  Uncle  Tom's  Cabin  "  and  the  pass- 
ing of  the  Education  Act  of  1870.  Though  our  genera- 
tion is  not  likely  to  see  the  full  fruition  of  the  former 
crime,  we  are  feeling  the  effect  of  the  latter  when  the 
welfare  of  the  Empire  is  in  the  hands  of  a  man  like  Mr. 
George — the  Mr.  Smillie,  or  worse,  of  ten  years  ago — 
who  depends  for  his  existence  on  his  ability  to  lead  a 
fractionally  intelligent  public  in  the  direction  in  which 
that  public  is  most  inclined  to  stampede. 

It  is  not  surprising  that  some  of  the  most  hardened 
Tories  among  us  are  praying  for  the  advent  of  a  Labour 
Government  composed  of  honest  men  of  the  type  of  Mr. 
Roberts,  Mr.  Erace,  and  Mr.  Clynes,  who  have  at  least 
a  clear  altruistic  policy  and  are  not  mere  political 
weathercocks. 

It  was  because  nobody  really  believed  in  the  hope  of 
a  big  Air  Force  after  the  war  that  nobody  thought  that 
they  would  get  what  they  expected.  Consequently  no- 
body is  surprised  at  the  cancellation  of  their  contracts, 
however  much  they  may  be  annoyed. 

"  All  Things  Work  Together  for  Good." 

According  to  the  Buddhist  belief,  best  known  probably 
to  most  of  one's  readers  by  way  of  the  Lama  who  was 
the  friend  of  the  immortal  Kim,  "  All  things  work  to- 
gether for  good."  So  one  is  prepared  to  believe  that 
just  as  the  politician  and  the  pulex  irritans  has  each 
his  place  in  the  scheme  of  things  so  the  cancellation 
of  contracts  lna}^  be  all  part  of  the  scheme  of  an  All- 
seeing  Providence  to  give  to  the  British  People  the 
Command  of  the  Air.  Just  as  our  vile  climate  and 
small  fields  have  constrained  us  to  produce  the  finest 
aviators  and  the  finest  aeroplanes  in  the  world,  so  the 
complete  cutting  off  of  Government  support  in  the  form 
of  orders,  and  constant  hindrance  by  Government  depart- 
ments in  the  form  of  restrictions  and  regulations,  ought 
ultimately  to  produce  a  flourishing  Aircraft  Industry 
which  has  succeeded  on  its  merits. 

There  are  those  who  cry  out  for  subsidies  for  air  lines, 
for  orders  which  will  save  the  Trade  alive,  and  for  other 
forms  of  official  aid.  Personally  one  inclines  to  the  be- 
lief that  the  cancellation  of  orders  is  the  best  thing  that 
could  possibly  have  happened  to  the  Aircraft  Industry, 
even  though  it  may  be  the  worst  possible  policy  as  con- 
cerns the  Air  Power  of  the  Empire  and  the  proper  equip- 
ment of  the  King's  Armed  Forces. 

The  cancellation  lands  the  Industry  flat  011  its  own 
bottom,  and  the  future  of  the  various  firms  composing 
that  Industry  depends  entirely  on  the  energy  and  initia- 
tive of  each  individual  firm.  A  spoon-fed  industry  is 
no  good  to  anybody,  least  of  all  to  the  members  of  that 
industry.  Spoon-feeding  in  extreme  youth  is  necessary. 
The  Aircraft  Industry  has  had  all  the  spoon-feeding  it 
ought  to  have  had — thanks  to  the  war,  though  before 
the  war  the  Government's  attempts  at  spoon-feeding 
were  lamentably  sloppy. 


Subsidies  are  economically  unsound,  as  is  perfectly 
well  known  to  every  serious  student  of  political  economy. 
The  only  way  in  which  a  man  or  a  business  or  an  in- 
dustry can  be  established  on  a  sound  financial  footing 
is  by  payment  for  work  done.  In  spite  of  the  doctrines 
of  certain  Trade  Unions,  payment  by  results  is  the  first 
law  of  nature.  "By  the  sweat  of  thy  brow  shalt  thou 
earn  thy  bread"  is  the  simplest  statement  of  ihat  law. 

The  Aircraft  Industry  has  now  to  make  good  on  its 
merits.  Possibly  the  particular  kind  of  mental  ability — 
some  people  might 'call  it  obliquity — which  was  success- 
ful in  securing  Government  orders  during  the  war  may 
not  be  so  successful  in  building  up  a  sound  business 
in  civil  aviation.  But  the  business  is  there  to  be  had 
if  it  is  sought  in  the  right  way,  and  the  absence  of 
Government  orders  clears  that  way  for  commercial 
enterprise. 

A  Free  Industry. 

Already  certain  firms  are  laying  the  foundations  for 
big  aerial  transport  undertakings  abroad.  They  will 
find  their  work  simplified  by  the  fact  that  they  can 
build  their  machines  for  those  services  without  inter- 
ference by  Government  officials  in  this  country. 

When  disputes  arise  as  to  the  suitability  or  otherwise 
of  certain  machines  or  engines  or  other  material  for 
civil  aviation  in  this  country  the  makers  can  now  put 
up  a  straight  fight  against  the  officials  concerned,  be- 
cause henceforth  they  will  be  free  from  that  ever-impend: 
ing  threat  which,  put  into  bald  language,  amounted  to 
the  statement  that  if  the  firm  annoyed  the  officials  con- 
cerned the  said  officials  would  take  precious  good  care 
that  the  firm  had  trouble  over  its  orders  for  the 
Government. 

Even  where  firms  and  officials  worked  amicably  to- 
gether, as  happened  in  some  cases,  the  fact  that  Govern- 
ment and  commercial  machines  were  being  built  at  the 
same  time  caused  trouble  and  hindrance,  merely  because 
Government  work  had  priority  over  everything  else. 
The  Government  machines  might  be  only  produced  in 
order  to  be  smashed  up  by  the  Disposal  Board,  or  to 
be  stored  indefinitely  a  wet  tent  or  leaky  shanty,  but 
while  they  were  being  built  they  prevented  the  produc- 
tion of  useful  machines  or  they  prevented  the  works 
from  being  converted  for  the  production  of  some  other 
and   still  more   useful  commodity. 

A  Matter  of  Policy. 

Apropos  the  conversion  of  aircraft  factories  to  other 
purposes,  there  is  a  point  which  deserves  the  attention 
of  the  S.B.A.C.,  if  the  rumour  on  which  it  depends 
proves  to  be  true.  It  is  said  that,  in  a  praiseworthy 
effort  to  preserve  the  Trade  alive,  the  Air  Ministry's 
policy  is  to  give  what  orders  are  permitted  by  the 
Treasury  to  firms  which  only  make  aeroplanes  and  have 
no  other  means  of  subsistence. 

This  would  be  the  worst  possible  policy,  for  obviously 
the  orders  which  are  to  be  given  in  the  future  must  be 
largely  for  experimental  aircraft,  and  it  seems  fairly 
evident  that  the  firm  which  has  had  the  energy  and  in- 
dependence and  foresight  to  turn  over  part  of  its  factory 
to  an  entirely  new  and  paying  business  is  precisely  the 
firm  which  is  likely  to  have  the  energy  and  independence 
and  foresight  to  produce  new  and  valuable  types  of  ex- 
perimental aircraft.  On  the  other  hand,  any  firm  which, 
having  made  aircraft  with  more  or  less  success,  settled 
'  down  into  a  groove  to  make  aircraft  and  nothing  else 
during  this  devastating  Peace  would  be  precisely  of  the 
kind  which  would  find  it  most  difficult  to  get  out  of  its 
groove  and  produce  anything  of  a  progressive  nature. 

Moreover,  a  firm  which  was  making  money  out  of 
bassinettes  for  war  babies  or  bath-chairs  for  wounded 
heroes  would  probabl}-  be  inclined  to  spend  money  on 


September  24,  1919 


The  Aeroplane 


"35 


experiments  in  its  aircraft  department,  and  so  would 
produce  new  types  quickly.  On  the  other  hand,  a  firm 
which  was  dragging  along  on  the  little  it  could  extract 
from  Government  orders  would  be  likely  to  "ca'  canny" 
and  make  those  little  orders  last  as  long  as  possible. 

So  far  as  one  can  gather,  every  firm  of  note  is  laying 
itself  out  to  make  money  out  of  some  other  business, 
so  as  to  have  money  to  spend  on  its  aircraft  work  as 
soon  as  ever  there  is  any  sign  of  another  aircraft  boom, 
either  in  civil  aerial  transport  or  in  the  supply  of  air- 
craft to  both  or  all  the  belligerents  in  some  war  in  which 
we  are  merely  benevolent  neutrals.  But  there  may  be 
some  firms  which  hope  to  exist  solely  on  orders  from 
the  British  Government.  If  so,  they  must  either  have 
vast  political  pull  or  an  astonishingly  optimistic  manage- 
ment. 

At  any  rate,  there  is  the  rumour  as  commonly  circu- 
lated. If  it  is  the  Government's  policy,  it  is  just  about 
as  unsound  as  most  of  the  other  policies  of  politicians. 
There  is  no  use  in  wet-nursing  incapacity.  If  a  firm 
can  produce  good  things  it  should  be  supported.  And 
it  is  well  to  remember  that  a  firm  which  has  a  huge  and 
veil-organised  factory,  only  part  of  which  is  concerned 
with  the  production  of  aircraft,  can  easily  turn 
the  whole  factory  onto  aircraft  in  case  of  war,  or  of  a 


boom  in  commercial  aviation,  whereas  a  small  factory 
concerned  entirely  with  aircraft  has  no  immediate  capa- 
city for  expansion  of  output. 

Emancipation. 

Be  that  as  it  may,  here  we  are  to-day  with  the  best- 
equipped  Aircraft  Industry  in  the  World,  free  from 
Government  hindrances  in  that  it  is  not  beholden  to 
the  Government  for  its  support,  free  to  tackle  the  mar- 
kets of  the  World,  free  to  fight  Government  interference 
with  design  or  construction  :  as  free,  in  fact,  as  a  de- 
mobilised soldier  who  can  give  back-chat  to  his  former 
regimental  serjeant-major. 

It  is  to  be  hoped  that  the  Industry  will  make  good 
use  of  its  freedom.  If  it  has  the  energy  and  initiative 
which  belonged  to  its  great  ancestor  the  Shipping  In- 
dustry, it  will  become  one  of  the  greatest  industries  in 
the  World.  If  it  sinks  to  the  level  of  the  motor  trade 
and  becomes  small-minded,  narrow,  and  self-satisfied,  it 
will  leave  the  World's  markets  open  to  German  and 
American  competitors.  And  then  this  paper,  which  for 
eight  hard  years  has  fought  the  battles  of  the  British 
Aircraft  Constructor,  will  have  to  grow  fat  on  foreign 
advertisements  and  become  dull  and  respectable.  Which 
would  be  a  horrible  fate. — C.  G.  G. 


ECONOMY   AND  CONSISTENCY. 


The  editor  of  the  "Times"  newspaper  is  evidently  one  of 
those  who  agree  with  the  philosopher  who  said,  "Consistency 
i^  the  vice  of  fools."  It  was  necessary  to  comment  recently 
on  an  article  in  that  paper  which  advocated  that  the  Air 
Force  Vote  should  be  cut  down  from  a  matter  of  25  millions 
of  pounds  to  something  in  the  nature  of  12  millions.  Also, 
that  great  financier  Lord  Rothermere  stated  definitely  in 
his  own  paper  that  he  could  run  an  adequate  Air  Force  on 
the  latter  sum. 

Now  we  have  the  "Times,"  on  vSept.  20th,  holding  forth 
against  the  Air  Ministry  for  economising  by  stopping  air- 
ship construction  and  by  not  spending    money    on  Civil 


Aviation.  The  "Times"  does  not  appear  to  attempt  to 
reconcile  its  two  articles,  relying  apparently  on  the 
ephemeral  effects  of  its  "thunder"  in  these  days  for 
absence  of  unkindly  recollection  of  its  previous  tirade  in 
favour  of  economy.  Those  who  recall  that  tirade  will  be 
amused  by  the  later  effort,  which  reads  as  follows  :  — 

Airships. 

A  correspondent  whose  letter  we  printed  yesterday 
attacked  the  Government's  decision  to  stop  airship  con- 
struction— a  bold  line  of  attack  at  a  moment  when  public 
opinion  has  hurried  the  Government  into  a  typical  con- 


THE  FIRST  BRITISH  WOODEN 
AIRSHIP.— H.M  A.  R.31  was  the 
first  rifcid  airship  constructed  in  this 
country,  wjtli  a  skeleton  of  wood,  and 
was  built  by  Messrs.  Short  Bros. 

She  is  here  seen  over  her  shed 
at  Bedford. 

She  has  a  length  of  615  ft.  and  a 
total  capacity  of  1,550,000  cubic  feet 
to  lift  47  tons,  and  is  fitted  with  five 
Roils-Royce  engines,  totalling  1,500 
h.p. 

Running  through  the  keel,  there 
is  a  triangular  structure  of  girders 
which   forms    a    passage  way.  from 


each  side  of  which  there  are  sus= 
pended  the  petrol  tanks,  water  bal- 
last bags,  and,  in  war  time,  bombs. 

The  Rolls=Royce  engines  are  in 
five  units,  two  in  the  forward  car, 
two  amidship,  and  one  in  the  after 
car.  The  airscrews,  each  17  feet 
diameter,  are  direct  driven,  and  the 
engines  amidships  have  a  reversing 
gear. 

The  ship  is  divided  into  21  cotn= 
partments;  in  each  of  these  is  a  gas 
bag.  There  is  a  clear  air  space  De- 
tween  the  outer  cover  and  gas  bags 
which  tends  to  keep  an  even  tem- 
perature. 


The  Aeroplane 


September  24,  iqtq 


vert's  zeal  for  economy,  especially  economy  of  a 
spectacular  kind.  To  stop  airship  construction  is  cer- 
tainly spectacular,  but  whether  it  is  economical  or  not 
is  not  so  certain.  Our  correspondent  denies  that  it  will 
save  much  money,  and  if  it  will  not  do  that  it  is  ex- 
tremely hard  to  justify.  As  long  ago  as  last  March  we 
said  that  there  was  a  rea!  risk  rhat  the  Treasury — in  its 
necessity  to  ensure  economy — might  "follow  the  line  of 
least  resistance"  and  might  "try  to  starve  new  Depart- 
ments." That  was  at  a  time  when  the  Government  were 
disposed  to  treat  attacks  on  their  scale  of  expenditure 
with  superb  disdain.  They  know  better  now,  but  we  are 
by  no  means  sure  that  in  stopping  airship  constiuctiou 
they  have  not  done  exactly  what  we  feared  they  might 
do. 

Airships  will  be  most  useful  for  some  time  to  come 
as  passenger  or  goods  carriers  in  the  new  air  tame. 
They  are  predestined  for  the  long  air  voyages  which  will 
bring  the  most  distant  parts  of  the  Empire,  and  of  the 
world,  within  rhe  compass  of  a  few  days'  journey  from 
these  islands.  Their  military  value  is  small,  for,  though 
they  are  indispensable  as  fleet  adjuncts,  the  possibility 
of  naval  actions  is  much  more  remote  than  that  of  a 
flourishing  system  of  air  transport.  Such  a  system  is 
certain  within  a  very  few  years,  and  the  airship  is  the 
indispensable  craft  for  its  wider  ranges.  If  Great  Britain 
does  not  lead  the  way  in  providing  them  some  other 
country  will.  s- 

France  has  repented  quickly  of  a  hasty  decision  to 
stop  the  construction  of  airships.  The  United  States, 
unless  report  lies,  is  convinced  of"  their  value.  Ger- 
many, if  British  experiments  cease,  still  leads  the  world 
in  the  science  of  building  them.  The  airships  which 
were  building  when  the  Government  interdicted  the 
work  were  far  in  advance  of  the  German  models  which 
the  fortune  of  war  had  delivered  into  our  hands.  If 
they  could  be  completed,  and  the  others  be  built  which 
are  projected  already,  Great  Britain  would  be  pre- 
eminent in  the  craft  of  .lirship  construction.  No  Power 
depends  as  the  British  Empire  depends  on  quick  com- 
munication between- its  States  and  Dependencies.  But 
all  this  has  not  weighed  with  the  Government. 

Aircraft  experiments  are  a  voting  vintage  of  State 
expenditure  without  the  fin?  bouquet  of  the  recognised 


brands.  Though  that  may  not  be  the  reason  why  re- 
trenchment has  fallen  upon  them,  its  hand  at  least  has 
been  ruthless. 

General  Seely,  Under-Secretary  for  the  Air,  has  in- 
timated to  the  firms  interested  in  the  construction  of 
aircraft  that,  "in  the  case  of,  any  well-founded  scheme" 
of  commercial  air  transport,  airships  will  be  sold  "at  a 
very  cheap  rate";  but  this  is  a  poor  substitute  for 
Government  building,  for  expert  c pinion  has  never 
wavered  from  the  conviction  that  it  will  be  impossible 
lor  private  firms  to  develop  aircraft  on  a  large  scale  with- 
out Government  help,  and  the  air  liner  will  not  be  cheap 
to  build. 

Ill-fortune  still  dogs  <"he  steps  of  Civil  Aviation  in  all 
its  forms.    The  Air  Ministry  do  nothing  to  help  it,  and 
this  raid  on  airship  construction  is  only  the  latest  of  a 
series  of  misfortunes. 
Needless  to  say,  one  agrees  .vith  almost  everything  in  this 
article,  whiclt  is  unusuallv  ably  written    and    shows  close 
acquaintance  with  the  subject.       One  need  only  add  that 
General  Seelv's  apparently  genejrous  offer  is  worthy  of  his 
peculiar  mentality.    To  him,,  seemingly,  any  airship  is  an 
airship,  and  therefore  suitable  for  any  work  for  which  an 
airship  is  suitable.    He  appears  to  be  blissfully  ignorant  of 
the  fact  that  no  existing  airship  is,  of  the  slightest  use  for 
commercial  purposes,  except  that    the    smaller  non-rigids 
would  provide  excellent  sport  for  what  one  may  call  "Blimp 
Yacht  Clubs." 

R.34,  for  all  her  record-creating  performances,  is  useless, 
for  she  could  barely  carry  petrol  rnough  to  take  her  and 
her  working  crew  to  America.  She  and  the  rest  of  her 
class  "have  no  margin  for  goods  and  passengers.  Conse- 
quently, any  commercial  concern  which  bought  any  of  the 
Government's  rigid  ships  would  be  merely  wasting  money. 

The  only  use  for  the  airships  now  existing  is  as  training 
vessels  for  th,e  crews  of  the  real  commercial  airships  of  the 
future.  Or  they  would  have  a  certain  value  for  the  ele- 
mentary education  of  an  infants'  class-  of  Admirals  in  their 
second  childhood  as  to  the  first  principles  of  the  use  of 
lighter-than-air  craft  in  co-operation  with  a  fleet  in  being. 
But  now  the  Government  has  chosen  to  stop  the  construc- 
tion of  the  first  ships  which  might  be  commercially  useful, 
influenced  largely  by  the '  panic  for  false  economy  which  has 
been  caused  by  the  daily  Press. — C.-  G.  G. 


A  THREATENED  RESURRECTION. 

The  "  Sunday  Times,"  a  paper  which  is  usually  more  than 
well  informed,  stated  on  Sept.  21st  that  it  is  very  probable 
that  the  Lord  Rothermere  will  return  to  office,  and  suggests 
that  he  may  go  to  the  War  Office  m  place  of  Mr.  Churchill. 
The'  "Sunday  Times"  also  says  that  at  the  War  Office  "Mr. 
Churchill  has' succeeded  only  in  adding  to  his  unpopularity." 

As  concerns  the  latter  statement,  one  assumes  that  the  paper 
quoted  refers  to  Mr.  Churchill's  unpopularity  with  the  unedu- 
cated or  uneducatable  public,  for  it  is  too  well  informed  to 
imagine  that  Mr.  Churchill  is  unpopular  with  the  Staff  at  the 
War  Office,  with  the  Army,  or  with  the  Royal  Air  Force.  At 
the  War  Office  he  is  regarded  as  being  mentally  the  greatest 
and  personally  the  most  acceptable  War  Minister  of  the  present 
generation.  In  the  Army  and  in  the  Air  Force  he  is  respected 
as  a  brave  man  physically  and  morally,  and  as  a  statesman 
who  believes  in  and  knows  the  value  of  the  King's  Armed) 
Forces  and  is  prepared  to  fight  the  mere  politicians  for  the 
welfare  of  the  Services. 

Mr.  Churchill  is  unpopular  with  a  section  of  the  public 
because,  instead  of  calling  011  our  troops  to  come  scuttling 
out  of  Russia  in  obedience  to  the  cry  for  economy,  he  insists 
that  the  British  Government  shall  act  as  if  the}  were  gentle- 
men and  shall  keep  their  word  to  our  -Allies,  the  remnants 
of  the  Army  of  His  Date  Imperial  Majesty  the  Tsar  of  All  the 
Russias.  It  may  be  in  our  own  interests  to  f  cuttle  and  leave 
our  deluded  Allies  to  be  massacred  by  Bolsheviks,  just  as  our 
Fleet  scuttled  out  of  Quiberon  and  left  the  Vendeeans  to  be 
massacred,  for  ultimately  it  is  for  the  good  of  Europe  that 
the  Slavs  should  massacre  one  another  to  the  greatest  possible 
extent.  But  it  is  not  the  act  of  a  gentleman  to  promise  sup- 
port to  one  party  and  then  to  back  out  and  leave  it  to  its  fate. 
It  is  such  acts  as  this  that  have  won  us  the  name  of  "perfidc 
Albion"  on  the  Continent. 

Apart  from  which,  it  would  probably  pay  us  better  in  the 
end — and  also  the  International  Jew  Financiers  who  pull  the 
strings  in  all  these  so-called  "  Labour  agitations  " — if  we  kept 
the  fires  of  civil  war  alight  in  Russia  by  supplying  arms  mid 
::mmunition,  and  a  small  volunteer  army  and  air  force,  to  the 
anti-Bolshevik  forces,  for  in  that  way  still  more  Slavs  might 
be  induced  to  massacre  one  another.  Thus  we  might  be  able 
to  postpone  the  time  when  goods  produced  with  cheap  Rus- 
sian labour  will  undo  sell  our  home  products  and  put  all  our 
workpeople  out  of  work,  and  the  later  time  when  a  rich  and 
powerful  Russia  with  a  great  leader  and  a  well-organised  arm}' 


will  conquer  Western  Europe  and  show  our  canting  humbugs 
r.ow  to  commit  real  atrocities  on  a  big  scale  instead  of  in 
amateurish  sporadic  outbreaks  as  did  the  German  troops. 

If  Lord  Rothermere  goes  to  the  War  Office  and  reverses  all 
Mr.  Churchill's  policies,  he  will  merely  increase  his  own  un- 
popularity among  Army  officers,  and  thus  will  end  by 
upsetting  the  moral  of  the  Army.  If  he  takes  on  the  control 
of  the.  Air  Ministry  as  well — as  Mr.  Churchill  has  done— id 
means  death  and  damnation  to  the  Royal  Air  Force,  for  it  is 
fairly  obvious  that  it  would  be  impossible  for  him  and  Sir 
Hugh  Trenchard  to  work  together,  and  if  Sir  Hugh  left  the 
Air  Force  at  the  present  critical  time  in  its  development  it 
would  mean  that  the  whole  spirit  of  the  personnel  would  fall 
to  pieces  and  that  it  would  take  years  to  re-establish  their 
faith  in  the  R.A.F. 

That  might  be  quite  satisfactory  to  Lord  Rothermere,  who 
might  be  well  satisfied  by  the  economy  effected  in  the  pav 
list  through  the  resignations  of  those  officers  who  resigned  in 
disgust;  but  it  would  not  satisfy  those  who  know  Lord  Rother- 
mere's  methods  of  running  a  fighting  service,  and  who  believe 
that  a  strong,  loyal,  and  efficient  Air  Force  is  necessary  to  the 
safety  of  the  Empire. 

The  alternative  is  that  Lord  Rothermere  may  take  the  War 
Office  and  let  General  Seely  loose  at  the  Air  Ministry.  That  is 
perhaps  preferable,  for  at  any  rate  General  Seely  means  well, 
and  is  honestly  enthusiastic  about  aerial  affairs.  Moreover,  it 
is  possible  for  officers  and  gentlemen  to  work  with  him  without 
fear  of  being  intrigued  out  of  their  positions  by  the  junior 
ranks  of  the  Force. 

It  has  been  suggested  that  perhaps  Lord  Rothermere  may 
go  to  the  Admiralty.  That  seems  to  be  the  most  suitable  place 
for  him,  for  his  particular  methods  of  running  a  Service 
department  may  commend  itself  to  senior  Naval  officers.  The 
fact  that  the  rumour  has  been  denied  "from  an  authoritative 
source"  does  not  lessen  the  prospects  of  Lord  Rothermere's 
official  resurrection.— C.  G.  G. 

A    USE    FOR    OUR  AERODROMES. 

Hunts  County  Council  talks  of  buying  Wyton  Aerodrome 
fiom  the  Disposal  Board. 

The  aerodrome,  which  is  four  miles  from  Huntingdon, 
occupies  over  200  acres,  and  is  equipped  with  many  permanent 
buildings  besides  hutments. 

It  is  suggested  that  the  buildings  might  be  used  as  a  sana- 
torium and  the  land  developed  as  a  farm  colony. 


September  24,  1919 


The  Aeroplane 


CIVIL  FLYING 


WITH 


THE  SUP  WITH  "DOVE"  2-SEATER 
SPORTING  MODEL. 

COMFORT  AND  ECONOMY 

The  Sopwith  "  DOVE  "  is  a  sporting  and  utility 
aeroplane,  based,  in  point  of  design  and  general 
arrangement,  upon  the  famous  Sopwith  "  PUP." 

With  its  fast  climb,  high-speed,  quick  manoeuvr- 
ability and  wide-speed  range  it  is  an  ideal  safety- 
first  pleasure  aircraft. 

Full  details  of  performance  and  appointments 
for  demonstration  on  application  to 

The  Designer-Constructors, 


Registered  Offices  and  V»  orks  : 

KINGSTON-ON-THAMES 

Telephone:  Kingston  1988  (8  line«i, 
Telegrams:  "Kingston,  London." 

Paris  Office:    21,  RUH    UU    MONT    THABOR.  Te  ephone  :    Central  8044. 

Australia;    THE  LARK1N-SOPWITH   AVIATION  CO.  (OF  AUSTRALASIA).  LTD., 
18  OURNER  STREET,  ST.  KILDA,  MELBOURNB. 


KINDLY   MENTION    "  THE    AEROPLANE  "    WHEN   CORRESPONDING    WITH  ADVERTISERS. 


London  Orfice&  : 

65,  SOITH  MOLTON  ST. 

Telephone    Mayfalr  5803-4.5.  ] 
Telegrams:    "  Eificonomy,  Phone,  London." 


The  Aeroplane 


September  24,  191 9 


ECHOES    FROM  TH 

The  Aeronautical  Correspondent  of  the  "Times"  delivered 
himself  of  the  following  conclusions  concerning  the  Schneider 
Cup  fiasco  in  the  issue  of  that  paper  for  September  12th  :  — 

"The  seaplane  race  held  at  Bournemouth  011  Wednesday  was 
a  great  disappointment  both  to  the  general  public  and  to 
industrial  aviation. 

.  "From  the  spectacular  point  there  was  no  race  at  all,  but  two 
facts  were  very  clearly  brought  home  by  the  events  of  the  day. 
The  first  was  that  the  seaplane  during  the  war  has  not  pro- 
gressed anything  like  as  much  as  the  aeroplane,  and  the  second 
was  that  an  aeroplane  cannot  efficiently  be  adapted  for  sea  use 
by  the  substitution  of  floats  in  the  place  of  wheels.  It  was  de- 
monstrated that  a  specially  designed  machine  in  the  shape  of  a 
flying-boat  was  necessary. 

"Both  the  British  seaplanes  broke  their  floats  either  in  land- 
ing or  taking  off,  both  the  French  machines  did  the  same 
thing,  while  the  two  competing  flying  boats  experienced  no 
trouble 

"The  exponents  of  the  seaplanes  agreed,  after  Wednesday's 
race,  that  the  weather  was  all  against  them,  and  that  owing  to 
the  absence  of  any  wind  it  was  necessary  lor  the  machines  to 
attain  such  a  great  pace  on  the  water  before  reaching  their 
flying  speed  that  their  boats  collapsed  under  the  strain.  This 
is  certainly  correct,  but  it  shows  that  even  in  calm  weather  a 
machine  designed  for  high  speed  and  fitted  with  floats^is  a 
failure.  On  the  other  hand,  in  a  wind  they  are  also  a  failure, 
as  a  fresh  breeze  generally  means  a  rough  sea,  and  small 
choppy  waves  break  the  floats  of  a  seaplane  quicker  than  any- 
thing else.  Floats  which  are  made  sufficiently  strong  to  stand 
the  strain  are  so  heavy  and  cumbersome  that  their  weight 
and  resistance  take  off  much  speed,  and  it  is  evident  that  con- 
structors, to  get  the  increased  speed  for  this  race,  tiled  a  light 
float,  which  proved  altogether  too  fragile.  The  fast  seaplane, 
then,  would  appear  to  be  altogether  unseaworthy. 

"There  is  little  doubt  that  the  only  efficient  machine  for  use 
on  water  is  the  flying  boat,  which  is  so  designed  that  the  fuse- 
lage of  the  machine  while  on  the  water  forms  a  proper  sea- 
boat,  and  when  the  machine  is  in  the  air  becomes  a  natural 
fuselage,  offering  very  little  more  resistance  than  the  fuselage 
of  a  land  aeroplane." 

A  Seaplane  Designer's  Views. 
The  general  inaccuracy  of  the  statement  of  tacts  and  the 
futility  of  the  conclusions  drawn  therefrom  have  moved  Mr. 
C.  R.  Fairey  to  produce,  by  way  of  protest,  the  following  let- 
ter addressed  to  the  Editor  of  trie  "Tiir.es" — 

September  12th,  1919. 

Sir,— 

The  conclusions  drawn  by  your  Aeronautical  Cortespondent 
in  to-day's  issue  of  the  "Times"  on  the  subject  of  seaplanes 
are  so  erroneous  that  I  feel  they  should  not  remain  unan- 
swered. 

In  the  first  place  his  facts  are  entirely  incorrect.  None  of 
the  British  Twin  Float  Seaplanes  suffered  damage  to  the  floats 
with  the  exception  of  one  compet'tor,  and  this,  I  believe,  was 
done  in  avoiding  a  bather  close  in  shore.  Moreo\er,  this 
was  a  machine  built  entirelv  for  a  speed  contest. 

On  the  other  hand,  one  of  the  flying-boats  entered  damaged 
its  hull  in  making  the  official  landing,  leaving  the  honours 
equal  in  respect  of  the  two  types.  The  failute  of  the  race  was 
entirely  due  to  the  weather  conditions  making  it  impossible 
to  see  the  mark  boat.  The  "Fairey"  machine  and  the  "Avro" 
(in  reserve)  both  returned  home  in  the  evening,  having  made 
several  landings  without  damage.  Moreover,  I  would  add  that 
the  "Fairey"  machine  entered  for  this  contest  has  ill  fact  made 
several  hundred  landings  on  the  same  floats  and  under  various 
conditions.  Having  been  delivered  to  the  Government  in  July, 
1917,  it  was  re-purchased  by  us  in  March,  1919,  having  been 
in  service  during  the  intervening  period,  and  the  same  floats 
are  now  on  the  machine  as  when  originally  delivered. 

His  remark  that  the  seaplme  has  not  advanced  to  the  same 
extent  as  the  land  machine  is  also  the  exact  reverse  to  the 
truth. 

The  land  machine  has  not  progressed  at  all:  its  improved 
performance  is  due  to  the  great  advance  in  engine  design  and 
construction.  The  1913  "Avro"  is  still  in  production  as  a 
standard  type  and  if  fitted  with  a  modern  engine  and 
strengthened  accordingly  would  not  differ  in  any  respect  from 
the  most  modern  two-seater.  The  landing  question  with  aero- 
planes is  further  from  solution  to-day,  in  view  of  the  advance 
in  speed,  than  it  was  before  the  war. 

On  the  other  hand  the  seaplane  has  advanced  to  a  verv  con- 
siderable extent.  It  has  doubled  its  top  speed,  and  although 
dairying  a  much  greater  load  than  its  pre-war  prototype  it 
lands  even  slower  and  with  much  more  safety. 

While  mankind  has  been  rolling  the  turf  for  his  aeroplanes 
nature  has  left  the  sea  in  the  same  condition  as  before.  The 
seaplane  can  now  deal  with  moderately  rough  conditions  at 
sea.  The  modern  land  machine  requires  a  more  carefully  pre- 
pared aerodrome  than  the  cross-Channed  Bleriot  of  1919. 


:   SCHNEIDER  CUP. 

The  seaplane  of  to-day  of  equivalent  performance  to  a  similar 
land  machine  and  in  spite  of  the  handicap  of  its  sea-going  gear, 
is  carrying  nearly  12  lb.  to  the  sq.  ft.  of  wing  surface  and  17 
lb.  per  horse-power  of  its  engine  against  the  land  machine's 
7  lb.  per  sq.  ft.  and  14  lb.  per  horse-power. 

Folding  gear  (Short;,  the  variable  camber  wing,  the  flexible 
hull  (Iyinton  Hope),  and  the  servo-motor  for  relaying  controls 
(Cooper)  are  among  the  principal  advances  in  seaplane  design. 
America,  with  the  retractable  chassis,  has  made  the  only  ad- 
vance of  consequence  in  aeroplane  design. 

The  statistics  in  possession  of  the  Air  Ministry  prove  that 
the  flying  life  of  a  seaplane  is  immeasurably  greater  than  that 
of  the  land  machine,  the  percentage  of  accidents  and  of  lives 
lost  per  mile  flown  is  beyond  all  comparison  better  than  for  the 
land  machine. 

The  "  Seaplane  v.  Flying-Boat  "  controversy  was  active  in 
the  R.N.A.S.  some  three  years  ago  and  has  resulted  in  each 
type  being  relegated  to  its  proper  sphere,  i.e.,  the  flying-boat 
in  large  sizes  for  the  trans-ocean  routes  and  the  twin-float  type 
in  smaller  sizes  for  coastal  work  and  use  on  rivers  and  lakes 
where  its  facility  for  manoeuvring  in  restricted  spaces  and 
leaving  the  water  quickly  gives  it  the  advantage. 

In  conclusion,  I  would  state  that  at  a  time  when  the  sea- 
plane by  its  superior  lifting  capacity,  its  lower  depreciation,  its 
independence  of  prepared  aerodromes  and  its  immensely 
greater  safety,  appears  in  the  eyes  of  many  experts  to  be  the 
only  form  of  aircraft  having  an  immediate  commercial  future 
it  is  unfortunate  that  the  British  Seaplane  Industry  should  be 
the  subject  of  such  ignorant  criticism,  particularly  in  the 
pages  of  so  responsible  a  journal  as  the  "  Times." 

(Signed)  C.  R.  Fairey, 
Chairman,  The  Fairey  Aviation  Co.,  Ltd. 

A  Few  Comments. 

Both  the  "Times"  article  and  Mr.  Fairey's  letter  call  for 
further  comment,  apart  from  the  fact  that  so  far  as  one  has 
seen,  the  "Times"  has  not  had  the  courtesy  to  publish  Mr. 
Fairey's  dementi. 

Mr.  Fairey  has  dealt  fairly  adequately  with  'the  absurd 
statement  that  "the  seaplane  has  not  progressed  anything  like 
as  much  as  the  aeroplane,"  but  he  might  have  asked  the 
"Times"  "expert"  to  explain  wherein  lies  the  difference  be- 
tween the  float  seaplane  and  the  land-going  aeroplane  except 
in  the  substitution  of  floats  for  wheels.  Any  progtess  in  aero- 
dynamic design,  constructional  detail,  or  engine  efficiency 
made  by  one  has  been  at  once  available  for  the  other. 

He  might  also  have  explained  that  so  far  from  "a  specially 
designed  machine  in  the  shape  of  a  flying-boat"  being  neces- 
sary, a  float  seaplane  is  the  only  type  of  small  seaplane  which 
can  be  used  in  a  rough  sea.  Flying-boats,  though  excellent 
for  lake  and  river  work  and  for  smooth  water,  are  only 
usuable  in  really  rough  water  in  their  larger  sizes,  owing  to 
the  fact  that  in  the  smaller  sizes  the  whole  boat  and  the  lower 
planes  are  submerged  by  any  considerable  wave. 

As  to  the  further  inaccuracies  of  the  "Times,"  no  machine 
broke  its  floats  in  "taking  off,"  and  only  one  British  and  one 
French  machine  did  so  in  alighting.  The  other  French 
machine  stove  in  a  float  on  a  stone  in  "landing,"  in  the  literal 
sense  though  not  in  the  sense  intended  by  the  "Times"  "ex- 
pert." Incidentally,  one  does  expect  moderately  accurate  lan- 
guage in  a  paper  of  the  standing  of  the  "Times,"  and  so  one 
is  somewhat  surprised  to  find  the  paper's  expert  writing  of 
"lauding"  on  water. 

The  statement  that  "the  exponents  of  the  seaplanes  agreed 
....  that  owing  to  the  absence  of  any  wind  it  was  necessary 
for  the  machines  to  attain  such  a  great  pace  on  the  water  be- 
fore reaching  their  flying  speeds  that  their  boats  collapsed  un- 
der the  strain"  is  entirely  false.  The  seaplane  people  did  not 
and  never  would  agree  to  such  a  ridiculous  statement.  The 
floats  (which  the  "expert"  is  here  pleased  to  call  beats)  of 
two  machines  only  collapsed  on  alighting,  because  they  were 
built  specially  light  for  racing,  and  because,  owing  to  the  ab- 
sence of  any  wind,  the  machines  had  to  come  down  at  flying 
speed  on  water  as  smooth  and  hard  as  glass. 

Contrary  to  the  belief  of  the  "expert,"  as  expressed  by  the 
word  "even"  in  the  next  sentence,  those  same  floats  would 
have  stood  up  to  their  work  perfectly  well  if  there  had  been  a 
breeze  and  a  slight  sea  to  give  them  some  braking  effect  in 
alighting.  The  benighted  ignorance  of  the  "Times"_expert  is 
shown  by  his  last  paragraph,  for  if  he  knew  anything  at  all 
about  sea-flying  he  would  know  that  in  the  smaller  sizes  up  to, 
say,  350-h.p.,  the  float  seaplane  can  actually  lift  bigger  "useful 
loads" — that  is  to  say,  more  bombs  or  more  passengers  or  more 
fuel — off  the  water  than  can  a  flying-boat  of  the  same  power, 
and  can  fly  faster  with  equal  loads.  The  flying  boat  scores  all 
round  in  the  bigger  sizes,  and  in  the  smaller  it  has  the  advan- 
tage in  comfort  for  the  crew  when  in  the  air,  and  in  ease  of 
handling  when  in  tow  or  under  power  on  smooth  water. 

So  far  as  Mr.  F'airey  is  concerned,  he  is  guilty  of  one  inac- 
curacy,   namely,    in    stating   that   one   of   the  flying-boats 


September  24,  19 19 


The  Aeroplane 


1 139 


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MARTINSYDE,  LTD., 

WOKING,  ENGLAND. 

Telephones— «51,  662  and  663  Woklag. 


KINDLY   MENTION    "  THE    AEROPLANE  "    WHEN   CORRESPONDING   WITH  ADVERTISERS. 


1 140 


The  Aeroplane 


September  24,  1919 


"damaged  its  hull  in  making  the  official  ianding."  That  was 
the  general  impression  on  the  day  of  the  race,  while  the 
Supermarine  people  were  busy  salving  the  boat.  It  was  not 
till  later  that  they  had  time  to  make  known  the  fact  that  the 
bottom  was  torn  out  of  the  boat  by  some  kind  of  flotsam  in 
Swanage  Bay,  where  the  pilot  had  alighted  in  the  hope  of 
finding  the  mark -boat. 

On  the  whole  both  the  float  machines  and  the  flying-boats 
come  out  of  the  Schneider  Cup  fiasco  with  less  damage  to 
their  reputations  than  cither  the   Committee  of  the  Royal 
Aero  Club  or  the  "Times"  seaplane  "expert." — C.  G.  G. 
An  Engineer's  Opinion. 

The  following  letter  from  one  of  the  pioneeis  of  Biitish  Avia- 
tion is  of  particular  interest  :  — 

Sir, — I  have  read  with  considerable  interest  your  scathing  . 
attack  on  the  organisation  of  the  Schnieder  Cup,  and  I  must 
say  that  you  are  more  than  fully  justified  in  your  remarks. 
One  thing  I  noticed  in  your  report  was  the  consistent  failure 
of  all  the  float  machines  used  due  to  the  bursting  of  the  floats 
fitted. 

Until  manufacturers  of  high  speed  seaplanes  appreciate  that 
it  is  quite  impossible  to  manufacture  a  rigid  float  which  is 
both  light  and  strong,  no  progress  can  possibly  be  made  with 
this  type  of  machine.  It  is  quite  possible,  however,  to  con- 
struct floats  which  are  resilient  and  at  the  same  time  keep 
their  shape  sufficiently  to  enable  1he  machine  to  plane  off  the 
surface  of  the  water. 

Mr.  Turnbull  has  invented  and  patented  i-uch  a  float  which 
would  satisfactorily  overcome  this  trouble.  In  carrying  out 
tests  with  an  experimental  float  which  we  constructed  it  was 
possible  to  pick  up  the  float  by  one  end  and  use  it  as  a  flail 
against  any  hard  object  without  damaging  the  float  in  any 
way.  The  planing  surface  of  the  float  is  perfectly  rigid  and 
also  the  attachment  to  the  machine.  It  is  practically  impos- 
sible tc  burst  the  float  or  puncture  ic  so  that  it  would  leak. 

At  the  time  of  the  Armistice  floats  of  this  type  were  being 
made  for  the  Admiralty,  but  the  order  was  cancelled  with  the 
cessation  of  hostilities. 

If  any  high-speed  seaplane  maker  is  interested  in  the  mat- 
ter we  should  be  happy  to  supply  him  with  details  of  the  in- 
vention and  permit  him  to  make  a  pair  to  suit  his  machine 
under  the  nominal  license  of  half  a  guinea,  and  we  are  sure 
that  if  there  is  any  manufacturer  who  will  avail  himself  of 
this  offer  he  will  be  in  a  positicn,  anyhow  as  regaids  his  floats, 
to  compete  with  success  in  the  next  Schneider  Cup  race  or 
any  other  seaplane  speed  competition. 

A  point  which  I  have  not  mentioned  so  far  is  that  the  floats 
can  be  made  in  perfect  streamline  form  and  so  reduce  head 
resistance  considerably. 

"(Signed)  E.  C.  GORDON  ENGLAND. 
(Director)  p.p.  England  &  Turnbull,  Ltd., 
193,  Regent  Street,  W.t. 

The  French  View. 

The  following  letter  gives  the  French  view  of  the  Aero 
Club's  muddled  management  :  — 

Sir, — The  French  pilots  and  the  Aero  Club  authorities  here 
are  very  much  in  favour  of  the  prize  being  given  to  the 
Italian  aviator,  and  the 'chief  argument  they  are  using  is  that 
if  he  did  not  complete  the  course  it  was  because  the  Avrc 
which  undertook  to  point  out  the  course  before  the  race  went 
round  the  particular  mark  boat  which  was  used  by  the  Italian 
pilot  for  the  10  circuits  he  made. 

It  is  openly  said  that  this  was  purposclv  lone  by  the  Avro, 
and  a  considerable  harm  to  British  aviation  in  general  has 
fjeen  done  by  the  way  in  which  this  race  was  organised  and 
conducted. 

Indeed,  I  should  not  be  surprised  if  the  effect  is  to  keep 
British  machines  and  engines  out  of  this  market  for  the  whole 
of  next  year,  and  as  this  is  bigger  than  the  British  market 
the  effect  would  be  very  much  felt. 

Your  article  in  the  current  number  has  just  the  right  tone 
to  clear  the  air.  "  Parisian  " 

Concerning  Engines. 

The  following  letter  has  been  received  :  — 

Sir, — Owing  to  the  number  of  conflicting  reports  which 
have  been  circulated  regarding  this  race,  held  on  Wednesday 
last,  I  have  made  careful  examination  to  ascertain  the  cause 
of  the  British  competitors',  and  particularly  the  two  fitted 
with  450  h.p.  Napier  aero  engines,  not  completing  even  one 
lap  of  the  course. 

I  understand  that  the  trouble  was  due  to  the  bad  visibility 
ill  the  neighbourhood  of  the  Swanage  mark-boat,  which  the 
competitors  had  to  circle,  and  which  oould  not  be  found  by 
any  of  them. 

The  Supermarine  flying-boat,  which  was  fitted  with  a  450 
h.p.  Napier  aero  engine,  ran  into  a  mist  over  Swanage  Bay ; 
the  pilot  lost  his  bearings  and  made  a  landing  in  Swanage 
Bay  in  order  to  ascertain  his  position.  Upon  taking  off,  the 
machine  hit  some  wreckage,  and  the  pilot  did  not  know  the 
extent  of  the  damage  until  landing  near  Boscombe,  where  he 
tried  to  beach  his  machine. 


It  is  regrettable  in  the  interests  of  aviation  generally,  and' 
particularly  British  aviation,  that  this  race  was  allowed  to 
commence  without  ascertaining  the  extent  of  the  mist  over 
the  whole  course,  and  thus  turned  the  race,  which  should 
have  been  of  great  assistance  to  aviation,  into  a  fiasco,  which 
might  do  incalculable  harm  to  the  progress  of  the  British 
Seaplane  Industry. 

I  understand  that  both  Napier  engines  were  running  per- 
fectly in  the  British  machines  when  on  their  trials. 

(Sgd.)    H.  T.  Vane, 
Managing  Director,  D.  Napier  and  Son,  Ltd. 

The  Handling  of  Seaii.anes 
A  reader  of  The  Aeroplane  states  that  in-  his  opinion  the 
breakages  to  ihe  floats  of  certain  machines  in  the  Schneider 
•  Cup  competition  were  due  to  an  error  of  judgment  on  the  part 
of  the  pilots.  The  pilots  somewhat  naturally  endeavoured  to 
bring  their  machines  onto  the  water  as  slowly  as  possible,  but 
owing  to  the  absence  of  wind  this  speed  was  very  high  in 
spite  of  their  efforts.  The  result  was  that  the  tails  of  their 
floats  hit  the  water  fast  at  a  large  angle,  with  the  result  that 
the  front  of  the  floats  slapped  down  onto  the  surface  so  hard 
that  the  bottoms  were  knocked  in.  In  his  judgment  it  would 
have  been  better  if  the  pilots,  instead  of  trying  to  make  a 
slow  partially  stalled  alighting,  had  deliberately  come  down 
fast  in  a  flying  position.  In  this  case  the  floats  would  have 
skimmed  over  the  water  until  the  speed  was  reduced  instead 
of  hitting  it  flat.  The  theory  is  worth  consideration  by  pilots 
of  racing  seaplanes. 

Pleasing  Recollections. 
One  who  was  present  at  the  Schneider  Cup  fiasco  remarks 
that  it  quite  reminded  him  of  the  oid  days  of  flying  competi- 
tions in  1909  and  1910  because  there  was  no  flying  and  no 
organisation. 

In  his  opinion  the  noise  of  the  aeroplanes  and  their  engines 
and  the  rules  and  regulations  restricting  free  circulation  on 
aerodromes  in  these  days  completely  spoils  what  would  other- 
wise be  very  pleasant  social  gatherings. 

An  Unfounded  Impression. 
Many  spectators  at  the  Schneider  Cup  fiasco  weie  anxious 
to  know  the  meaning  of  the  letters  "G — EAKT'  on  the  Sop- 
with  machine.  It  seems  well  to  explain  that  they  do  not  re- 
present an  aboriginal  Australian  war-cry  adopted  by  Mr. 
Hawker,  but  that  they  are  merely  the  Air  Ministry's  idea  of 
an  identification  mark. 

A  Consolation  Race. 
It  is  announced  in  the  Royal  Aero  Club  official  notices  on 
page  1 196  that  a  race  will  be  held  for  seaplanes  in  October  for 
a  handsome  prize.  It  will  be  remembered  that  a  suggestion 
to  this  effect  was  made  in  The  Aeroplane  last  week.  The 
prize  of  ^500  should  produce  several  ne\:  entries,  and  the 
sportsmanship  of  Lieut.-Col.  McClean,  the  father  of  British 
Naval  Aviation,  in  putting  up  a  £100  cup  adds  materially  to 
the  interest  in  the  race.  The  conditions  of  the  race  are 
worth  studying. 

THE  AIRSHIP  EXHIBITION  AT  PRINCES  GALLERIES. 

Since  the  opening  day  the  number  of  exhibits  has  been  in- 
creased by  a  very  excellent  collection  of  photographs  and 
models  kindly  loaned  by  the  Italian  Government.  Also  there 
are  now  very  many  more  additional  models,  pictures,  etc., 
from  various  sources  in  this  country.  The  exhibition,  on 
the  whole,  is  quite  one  of  the  best  shows  of  its  kind  yet 
seen,  and  one  is  glad  to  hear  that  the  attendance  has  im- 
proved immensely  since  the  first  few  days. 

Owing  to  the  little  idiosyncrasies  of  the  Police  regulations, 
a  very  novel  form  of  advertising  arranged  for  the  opening 
day  was  barred,  so  that  the  only  intimation  that  the  ex- 
hibition was  opening  appeared  in  the  usual  out-of-the-way 
portions  of  various  newspapers. 

Unfortunately,  the  position  and  size  of  the  Galleries  pre- 
vent the  showing  of  any  full-sized  aircraft  or  parts,  barring  a 
few  interesting  relics  of  the  past,  such  as  the  fuselages  of 
the  first  Santos-Dumont  and  the  Spencer  airships,  so  that 
by  far  the  best  feature  of  the  exhibition  is  found  in  the 
exceedingly  fine  collection  of  photographs  loaned  by  the 
British,  French,  and  Italian  Governments,  and  also  a  series 
of  paintings  by  Capt.  A.  E-  Cooper,  illustrating  some  of  the 
work  of  the  Airship  Section  of  the  R  N.A.S.  and  R.A.F\  dur- 
ing the  war. 

A  large  quantity  of  models  illustrates  practically  every  type 
of  lighter-than-air  craft  built  by  the  various  Allied  Govern- 
ments during  the  war,-  as  well  as  a  number  of  post-war  de- 
signs projected  by  various  firms,  who,  fortunately,  realise 
the  vast  amount  of  possibilities  of  airships  in  connection 
with  long-distance  travel  and  exploration. 

One  can  only  repeat  that  it  is  to  be  earnestly  hoped  that 
the  expectations  of  its  promoters  will  be  handsomely  exceeded 
not  only  in  realising  a  suitable  profit  to  hand  over  to  the 
St.  Dunstan's  Home  for  the  endowment  of  an  "Airship  Bed," 
but  also,  in  bringing  before  the  public  the  great  possibilities 
of  the  airship. 


September  24,  1919 


The  Aeroplane 


IIII 


ll  1 1 


i;    -,  \\ 


British 
Built. 


AERO  ENGINES. 


For  Reliability,  Speed  and  High 
Altitudes,  the  Napier  Engine  has 
proved  its  claims  by — 


ft  On  2nd  January,  1919,  a  NAPIER  engined  Airco 
Aeroplane  attained  an  altitude  of  nearly  SIX 
MILES  UP  IN  THE  AIR. 

©.On  21st  June,  1919,  a  NAPIER  engined  A  rco 
Aeroplane  was  first  in  the  Aerial  Derby— open  to 
all  comers— averege  speed  in  a  closed  circuit  129.3 
m.p.h.,  creating  a  BRITISH  RECORD  feraLted 
by  the  Royal  Aero  Club. 

ft  On  31st  July,  1919,  a  NAPIER  engined  Alliance 
Aeroplane  made  the  first  direct  non-stop  and 
fastest  flight  from  Londo  i  to  Madrid. 

{May  we  send  you  a  copy  of  our 
illustrated  brochure  No.  4.0, 
giving  full  particulars  of 
this  successful  engine  ? 

D.  NAPIER  &  SON,  LTD., 

14,  New  Burlington  Street.  London,  W.l 

Works— LONDON. 


mm; 


!  ||  I;  |! 


IIII 


I  5^ 


KINDLY    MENTION    "  THE    AEROPLANE  "     WHEN   CORRESPONDING    WITH  ADVERTISERS. 


1 142 


The  Aeroplane 


September  24,  19 19 


WORLD, 


WNAUTKS 


l^NEWS  OF  THE  WEEK^FROM  ALL  QUARTERS^} 


The  Meteorological  Conference. 

A  conference  of  meteorologists  of  the  British  Dominions 
will  be  neld  in  London  next  week.  The  official  meteorologists 
of  Australia,  New  Zealand,  South  Africa,  Canada,  India,  Cey- 
lon, and  Egypt  will  be  present.  The  programme,  as  at  present 
drawn  up,  opens  with  a  reception  at  the  Meteorological 
Office  on  Monday  evening.  On  Tuesday,  in  the  rooms  of  the 
Royal  Society,  Col.  Blandy,  D.SO.,  R.A.F.,  Controller  of 
Communications,  will  speak  upon  the  transmission  of  weather 
reports  by  wireless,  and  there  will  be  a  visit  to  the  radio- 
telegraphic  receiving  and  distributing  stations  of  the  An 
Ministry.  Kew  Observatory  will  be  seen  on  Wednesday.  On 
Thursday,  during  the  morning,  the  delegates  will  visit  the 
Kite  Balloon  Station  at  Kingston  Hill,  and  in  the  afternoon 
the  R.A.F.  Meteorological  Station  at  Bedford. 

Other  visits  during  the  week  include  the  Admiralty  Mete- 
orological Station,  the  British  Rainfall  Organisation,  and  the 
Aerological  Observatory  at  Benson. 

The  Leon  Morane  Altitude  Prize. 

The  late  M.  Leon  Morane,  whose  modecty  and  charm  of 
manner  endeared  him  to  all,  told  his  brother  some  years  ago 
that  he  intended  to  found  a  prize  which  should  bear  his 
name.  He  died  before  his  intention  was  xiut  legallv  into 
effect,  but  M.  Robert  Morane  has  loyally  carried  out  his  dead 
brother's  wish. 

He  has  presented  to  the  Aero  Club  de  Fiance  10,000  franc* 
and  a  Cup  to  be  entitled  the  Challenge  Leon  Morane.  The 
Cup  will  be  awarded  to  the  French  aviator  for  the  French 
height  record  gained  on  a  French-built  single-seated  aero- 
plane. It  will  become  the  definite  property  of  the  French 
aviator  who  holds  the  record  for  a  year  at  least.  The  10,000 
francs  prize  will  be  awarded  to  the  definite  holder  of  the  Cup. 

The  period  during  which  the  present  regulations  are  effec- 
tive is  from  Oct.  19th,  iaiy,  to  Oct.  19th,  11,23:  If,  at  the 
latter  date,  nobody  has  won  the  Morane  prize,  the  Cup  and 
a  prize  of  1,500  francs  will  be  given  to  the  last  French 
holder  of  the  French  height  record.  The  10,000  francs  un- 
awarded  will  then  be  competed  for  under  r.tw  regulations. 

A  Spanish  Race. 

The  British  Chamber  of  CDmmerce  at  Barcelona  announces 
that  the  forthcoming  Spanish  aeroplane  race  will  be  open  to 
Spanish  aviators  and  to  foreigners  resident  in  Spain  for  more 
than  one  year.  Other  foreign  pilots  can  enter,  but  without 
any  right  to  the  prizes  in  *he  contest.  If  more  than  three 
enter  special  piizes  will  be  allotted.  The  trial  will  be  entirely 
one  of  speed.  The  course  will  be  as  follows  :  Prat  de 
Llobregat,  Barcelona,  Badalona,  Sabadell,  Tarrasa,  Tibidabo, 
Barcelona,  Prat  de  Llobregat— a  total  of  no  kilometres. 

Entries  are  free,  and  must  be  made  by  Sept.  30th.  The 
British  Chamber  of  Commerce  will  be  pleased  to  enter  any 
pilot  of  British  nationality  who  wishes  to  take  part  in  the 
race. 

Prizes  for  Portuguese  and  Brazilians. 

A  prize  of  £300  for  the  first  Brazilian  or  Portuguese  military 
aviator  to  fly  between  Lisbon  and  Rio  de  Taneiro  is  proposed 
m  a  resolution  that  has  been  introduced  in  the  Brazilian 
Chamber  of  Deputies.  The  measure  calls  for  the  Government 
to  finance  preparations  for  the  flights  up  to  an  amount  not 
exceeding  £30,000.  It  is  provided  that  the  flight  shall  not 
require  more  than  168  hours. 

The  Portuguese  Government  on  Tune  6th  offered  a  prize 
of  approximately  £6,700  for  the  first  Portuguese  or  Brazilian 
aviator  to  fly  from  Portugal  to  Brazil. 

34  610  Feet. 

It  is  claimed  that  Mr.  Roland  Rohlfs,  in  a  Curtiss  K.12, 
on  Sept.  18th  broke  the  world's  altitude  record  by  rising  to 
a  height  of  34,610  ft.  in  a  400  h.p.  Curtiss  triplane.  He 
attained  over  34,000  ft.  last  week,  but  the  flight  was 
unofficial. 

The  flight  was  observed  by  officials  of  the  Aero  Club,  who 
sealed  Mr.  Rohlfs'  instruments  when  he  landed  and  sent  them 
tc  Washington  for  verification.  The  pilot  reported  that  he 
experienced  trouble  in  breathing  at  20,000  ft.,  being  obliged 
h  use  his  oxygen  bottle.  Ar  the  top  or"  the  climb  the  ther- 
mometer registered  43  deg.  below  zero.  At  31,000  ft.  the 
machine  frightened  the  pilot  by  its  antics,  finally  dropping 
600  ft.  vertically,  as  recorded  by  the  barograph.  Mr.  Rohlfs 
reached  his  record  height  in  78  min. 


Balloon  v.  Aeroplane. 

As  claims  are  being  made  for  new  altitude  lecords  almost 
every  week  one  begins  to  wonder  how  long  it  will  be  before 
the  heavier-thau-air  record  equals  the  balloon  record  with  pas- 
sengers. As  already  announced,  Mr.  Roland  Rohlfs,  one 
of  the  Curtiss  Co.'s  testing  pilots,  claims  to  have  ascended 
to  a  height  of  34,610  ft. 

In  September,  1862,  Coxwell  and  Glaisher  ascended  in  a 
balloon  to  a  height  of  37,000  feet. 

Aeronautics  at  the  Polytechnic. 

The  Polytechnic,  Regent  Street,  announces  that  a  series  of 
evening  classes  dealing  with  aeronautics  will  be  instituted 
during  the  session  1919-20. 

The  Syllabus,  which  has  just  been  issued  shows  that  a 
complete  course  of  instruction  in  aeronautical  engineering 
has  been  laid  down,  which  is  to  be  completed  in  three  years, 
and  which  very  completely  covers  the  whole  field,  including 
the  history  of  aviation,  mathematics,  aero-mechanics,  the 
principles  of  aeroplane,  airship,  nero-engine  and  airscrew 
design,  draughtsmanship,  and  the  principles  of  practical  con- 
struction and  of  workshop  practice. 

The  reputation  of  the  Polvtechnic,  and  the  fact  that  Major 
T.  Worswick,  O.B  E.,  M.Sc,  A.F.R.Ae.S.,  late  R.A.F.,  is 
the  Assistant  Director  of  Education  of  this  institute,  should 
be  a  guarantee  that  this  new  branch  of  its  activities  will  be 
well  and  efficiently  operated. 

Intending  students  should  note  that  the  head  of  the  Engi- 
neering Department  and  the  teachers  will  be  in  attendance  at 
307  to  311,  Regent  Street,  from  6.30  p.m.  to  9  p.m.,  every 
evening  between  Sept.  22nd  and  Sept.  26th  to  advise  upon  the 
choice  of  classes. 

A  Banquet. 

Mr.  Handley  Page  was  the  guest  on  Saturday,  Sept.  20th, 
at  a  banquet  given  by  his  fellow-townsmen  at  Cheltenham. 
The  proceedings  were  arranged  by  the  local  Chamber  of  Com- 
merce and  Traders'  Association,  and  its  president,  Sir  James 
Agg-Gardner,  M.P.,  was  in  the  chair. 

The  toast  of  "  Our  Guest  "  was  proposed  by  Mr.  Oliver  J. 
Williams,  who  in  the  course  of  his  speech  likened  Mr.  Handley 
Page  to  Hermes,  the  messenger  of  the  gods,  to  Mercury,  the 
man  who  travelled  from  continent  to  continent,  and  even  to 
Ganymede,  the  "  page  "  of  the  gods. 

Their  guest,  he  said,  had  taken  a  grent  part  in  revolu- 
tionising not  only  the  art  of  war,  but  transport  all  over  the 
globe.  If  it  had  not  been  for  the  German  army  cracking  up 
at  the  moment  when  we  least  expected  it,  they  knew  that  the 
Handley  Page  machines  would  have  given  Berliners  a  lesson 
that  they  would  never  forget.  Thanks  to  the  efforts  of  such 
men  as  their  guest,  the  air  machines  would  in  the  future  take 
the  place  of  the  ordinary  passenger  steamer  and  the  railway 
train. 

Mr.  Handley  Page,  who  received  a  very  hearty  reception  on 
rising  to  respond,  paid  an  eloquent  tribute  to  the  services  of 
the  Royal  Air  Force  in  the  war.  At  times,  he  said,  the  officers 
would  say  that  they  had  the  rottenest  machines,  but,  in 
spite  of  everything,  they  could  depend  upon  the  men  always, 
and  the  same  courage  which  won  Trafalgar  won  the  last  battle 
in  the  air. 

He   had   hoped    that  they-  might  bomb  Berlin,  and  the 
machines  were  ready.    They  had  hoped  the  Armistice  would 
not  be  signed  for  a  day  or  two.  but  what  was  to  them  a  disap 
pointment  became  pleasure  and  joy  to  many  thousands,  as  it 
meant  the  avoidance  of  further  bloodshed. 

They  had  been  able,  however,  to  take  the  machines  to  the 
capital  of  Afghanistan,  and  show  there  what  they  could  have 
done  to  Berlin.  But  those  engines  of  war  could  easily  be 
transformed  into  engines  of  peace,  and  to-day  they  were  send- 
ing machines  daily  to  and  from  Paris  He  felt  that  such  easy 
means  of  communication  would  be  the  best  means  of  preserv- 
ing peace  in  the  future,  as  it  would  prevent  international  mis- 
understanding. The  best  League  of  Nations  would  not  be  built 
up  by  paper,  but  by  aeroplanes. 

A  Rumour. 

The  rumour  that  the  Department  of  Civil  Aviation  will  soon 
be  incorporated  in  the  Ministry  A  Transport  is  being  much 
discussed.  The  general  opinion  is  that  the  immediate  result 
would  be  a  fresh  crop  of  hampering  regulations. 


September  24,  1919 


The  Aeroplane 


1  government  Aircraft  Competition  1 

|  An  important  clause  in  the  | 

|  £64,000    prize    conditions.  | 

=  "16.    Soundness  and   quality  of  construe-  j§ 

=  tion  will  include —  = 

=  (a)    Fire   protection,    including  use  of  = 

=  self-sealing    tanks  (from    the  point   of  = 

=  view  of  safety  from   fire  in  the  event  = 

=  of  a  crash),  fire  fighting  appliances  and  = 

==  accessibility  of  same."  = 

|  The  only  self-sealing  tank  | 

§  in  use  and  approved  by  H.M.  Government  is  the  1 

Imber  Tank  I 

|  (Patent  No.  122853)  | 

I  The  Patent  Rights  of  this  tank  are  held  by  the  1 

1  Imber  Anti-Fire  Tanks,  Ltd.,  who  are  now  ready  § 

1  to  consider  with   the   designer    of  machines    an  § 

|  installation  of  the  Imber  device.  j 

EE  All  communications  to :  .  = 

|  Jfmber  JInti-fire  Clanks  £td„  § 

|  Park  Street  Works,  Islington,  | 

|  London,  N.J-.  I 


KINDLY   MENTION    "  THE    AEROPLANE  "    WHEN   CORRESPONDING    WITH  ADVERTISERS. 


i  H4 


The  Aeroplane 


September  24,  191 9 


EWORLD  of  AERONAUT 

The  Australian  Government  Competition. 

The  following  comniuniq  tic  was  received  from  the  Air 
Ministry  on  Sept.  19th  :  — 

The  flight  for  a  prize  of  ,£10,000,  which  was  offered  by  the 
Australian  Government  in  March  last  was  the  subject  of  a 
Conference  to-day  between  representatives  of  the  Air  Minis- 
try, the  Australian  Commonwealth,  the  Royal  Aero  Club, 
and  the  competitors. 

It  has  always  been  recognised  in  official  quarters  that  a 
flight  between  England  and  Australia  would  be  a  perform- 
ance of  very  great  difficulty  in  the  present  state  of  ground 
organisation,  and  that  considerable  time  must  necessarily 
elapse  before  the  project  could  mature.  Since  little  infor- 
mation was  available  on  the  proposed  line  of  route  beyond 
Calcutta,  it  was  decided  jointly  by  the  Commonwealth 
Government,  the  Air  Ministry  and  the  Royal  Aero  Club  that 
no  competitor  should  be  allowed  to  start  until  the  Air  Minis- 
try had  been  able  to  obtain  reliable  data  concerning  the 
section  of  the  route  between  Calcutta  and  Port  Darwin. 

Brig.-General  A.  E.  Bortou,  D  S.O.,  and  Capt.  Ross-Smith, 
of  the  Australian  Flying  Corps,  were  accordingly  dispatched 
without  delay  to  carry  out  a  special  survey  of  this  section, 
and  to  report  on  the  possibility  of  the  flight  being  success- 
fully attempted.  These  two  officers  have  now  returned  to 
England,  and  to-day  furnished  detailed  information  regard- 
ing their  investigations.  They  reported  that  beyond  Cal- 
cutta the  route  lies  over  country  far  from  favourable  for 
aeroplane  flying.  Between  Calcutta  and  the  Dutch  East 
Indies  the  only  landing  grounds  suitable  for  immediate  use 
are  the  Race  Courses  at  Rangoon  and  at  Singapore.  Beyond 
Singapore,  where  the  route  lies  over  the  Dutch  Islands,  the 
next  place  where  good  landing  facilities  exist  is  Bandoong, 
and  thence  no  landing  ground  is  at  present  available  for  the 
intervening  :,76o  miles  to  Port  Darwin. 

As  the  weather  after  the  end  of  November  is  most  un- 
favourable, General  Borton  expressed  the  view  that  if  the 
flight  is  to  be  made  this  year  only  aeroplanes  possessing  a 
range  of  at  least  2,000  miles  could  make  the  attempt  with 
any  hope  of  success.  He  explained  also,  that  the  difficulties 
would  be  considerably  lessened  if  competing  machines  were 
fitted  with  floats  at  Calcutta  and  continued  the  journey  as 
seaplanes,  as  there  are  several  suitable  harbours  and  inlets 
on  the  route  to  Australia. 

With  regard  to  the  portion  of  the  route  between  London 
and  Delhi  the  same  difficulties  do  not  present  themselves,  as 
the  organisation  created  by  the  Air  Ministry  for  Service 
flights  is  meantime  available.  Owing  to  the  weather  condi- 
tions after  the  beginning  of  November,  however,  it  may  be 
necessary  for  competitors  to  fly  via  Malta  and  the  North 
Coast  of  Africa  to  Cairo.  From  Cairo  to  India  the  difficul- 
ties to  be  faced  are  greater,  and  vast  stretches  of  uncivilised 
country  have  to  be  traversed.  Although  more  than  cne 
flight  has  been  made  over  this  portion  of  the  route,-  it 
cannot  be  said  to  be  in  regular  operation. 

The  Air  Ministry  have  placed  all  available  information  at 
the  disposal  of  competitors,  and  are.  arranging  for  the  grant- 
ing of  such  facilities  as  have  been  created  and  exist,  and  to 
keep  competitors  posted  with  any  progress  or  developments. 

Flying  and  Tennis. 

A  correspondent  writes  :  — 

I  used  to  like  aeroplanes;  before  the  war  I  invariably  rode 
a  push-bike  from  London  to  Brooklands  to  watch  the  flying 
every  Saturday  and  Sunday .  I  still  rather  like  aeroplanes 
(both  flying  them  and  watching  them),  and  people  think  me 
a  damned  fool  because  I  always  rush  to  the  window  with  a 
pair  of  field-glasses  every  time  I  hear  a  machine;  in  fact,  I 
used  to  have  a  very  busy  time  with  my  squadron  m  France 
owing  to  this  habit  of  not  being  able  to  hear  an  aeroplane 
without  wanting  to  see  it. 

Lately  I  have  started  playing  in  tennis  tournaments.  Doubt- 
less, many  readers  who  are  cricket  enthusiasts  will  recognise 
the  identity  of  the  batsman  who  would  never  play  at  Lord's 
because  he  was  quite  certain  that  as  soon  as  he  was  called 
upon  to  face  the  bowler  from  the  pavilion  end  someone  in  the 
pavilion  would  get  up  and  take  his  hat  off  to  an  acquaintance 
which  would  catch  his  (the  batsman's)  eye,  and,  if  the  ball 
was  a  straight  one,  he  would  be  bowled. 

I  have  every  sympathy  for  that  man.  This  week  I  have 
been  playing  tennis  at  Eastbourne.  Every  time  I  threw  a 
ball  up  for  a  serve  I  expected  to  see,  and  very  often  did  see, 
either  a  land  or  seaplane  belonging  to  the  E-A.C.  cross  my 
line  of  vision ;  of  course,  this  distraction  usually  caused  a 
fault.  Possibly  someone  will  say  that  it  is  the  same  for  all; 
perhaps  it  is.    But,  personally,  f  think  it  affects  some  people 


more  than  others;  for  myself  it  is  sufficient  to  take  my  eye 
off  the  ball  to  hear  an  aeroplane  near  me. 

Here  let  me  say  that  I  do  not  blame  the  pilots,  since  dur- 
ing the  whole  meeting  no  machine  actually  flew  within  three 
hundred  yards  of  Devonshire  Park,  and  certainly  no  one 
repeated  the  performance  of  the  gentleman  (alleged)  to  whom 
reference  has  already  been  made  by  me  in  a  previous  number 
of  The  Aeroplane  who  tried  to  get  a  free  view  of  the  tennis 
at  Wimbledon  from  a  machine. 

From  what  I  know  of  Major  F.  B.  Fowler,  if  the  Committee 
had  'phoned  him  and  asked  him  to  keep  his  machines  to  the 
east  side  of  the  pier  when  flying  at  a  height  of  under  5,000  ft., 
I  am  quite  sure  he  would  have  been  only  too  pleased  to 
comply. 

I  know  that  the  seaplane  which  was  the  worst  offender 
very  much  interfered  with  everyone's  game,  and,  as  a  com- 
petitor remarked,  "They  should  shoot  the  blighters  down 
before  each  match." 

Seriously  speaking,  though,  there  is  no  doubt  that  a  machine 
in  the  sky  interferes  considerably  with  any  game  in  which 
eye  and  concentration  are  needed,  and  pilots  would  do  well 
to  keep  as  far  away  as  possible  from  all  cricket  matches,, 
tennis  tournaments,  etc.,  since  interference  with  games  will 
do  more  harm  to  flying  and  make  it  unpopular  far  quicker 
than  any  other  way. 

There  is  nothing  that  upsets  the  average  Englishman  more 
than  interference  with  his  games.  Certainly,  it  has  provided 
me  with  an  excellent  excuse  when  asked  by  friends  why  I 
was  beaten  in  the  first  round  of  all  events !— G.  D. 

A  Projected  Airship  Scheme. 

A  "Daily  Express"  correspondent  at  Selby,  Yorks,  under- 
stands that  Armstrong,  Whitworth,  Ltd.,  will  shortly  submit 
to  the  Government  a  scheme  which,  if  adopted,  will  mean 
pushing  ahead  at  once  with  the  construction  of  giant  com- 
mercial airships. 

The  type  of  air-liner  they  have  designed  and  are  prepared 
to  build  is  the  last  word  in  luxury  and  efficiency.  These 
ships,  built  entirely  of  steel,  and  equipped  with  saloons, 
dining-rooms,  smoke-rooms  and  sleeping  cabins,  would  have 
a  carrying  capacity  of  betweeu  sixty  and  seventy  tons,  and  a 
gas  capacity  of  about  3,500,000  cubic  feet.  They  would  be 
able  to  do  a  6,000  mile  trip  without  trouble  of  any  kind. 

An  improved  airship  engine,  combining  speed  with  relia- 
bility and  endurance,  is  being  designed,  which  should  give 
the  airships  a  speed  of  at  least  eighty  miles  an  hour. 

The  Cambridge  Flying  Club. 

A  flying  club  is  to  be  formed  at  Cambridge  intended  prin- 
cipally for  undergraduates  who  have  served  in  the  R.A.F., 
and  who  wish  to  continue  flying.  The  necessary  arrange- 
ments are  being  made  by  the  Cambridge  School  of  Flying, 
and  it  is  hoped  that  when  the  men  return  next  term  at  least 
100  will  join. 

It  is  understood  that  H.R.H.  the  Prince  Albert  has  pro- 
mised to  make  use  of  the  aerodrome  if  he  requires  it  while 
in  residence.  y 

The  machines  to  be  used  are  Avros  and  D.H.6's,  but  nego- 
tiations are  in  progress  for  insurance,  and  it  is  possible  that 
D.H.6's  only  will  be  used.  The  Secretary  of  the  Cambridge 
School  of  Flying  and  Aerodrome  Co.,  Ltd.,  is  Capt.  J.  L.  Lee- 
Jones,  B.A.,  Oxon,  whose  address  is  2,  Downing  Street,  Cam- 
bridge. 

"  Popularity  Jack." 

From  the  "  Daily  Mail  "  of  Sept.  22nd  : — 

"  At  a  reception  to  returned  soldiers  at  Langley  Mill,  near 
Ilkeston,  on  Saturday  night,  General  Seely,  the  Under-Secre- 
tary for  Air,  accepted  a  challenge  by  the  vicar,  the  Rev.  H. 
Gilgryst,  to  sing,  the  audience  to  adjudicate.  The  vicar  sang 
the  '  Anchor's  Weighed,'  and  General  Seely  followed  with 
'  John  Peel,'  accompanying  himself  at  the  piano. 

"  The  verdict  of  a  draw  was  received  with  applause.  Each 
was  presented  with  a  box  of  chocolates." 

[One  commends  to  the  Under-Secretary  of  State  for  Air  a 
study  of  the  gentleman  of  whom  Herodotus  relates  that  by 
way  of  showing  his  appreciation  of  a  banqnet  he  stood  on  his 
head  in  the  middle  of  the  table  and  waved  his  legs  in  the  air. 
—Ed.] 

The  Economy  Campaign. 

Some  officials  have  enjoyed  a  laugh  at  the  expense  of  Mr. 
A.  R.  Atkey,  M.P.  for  Central  Nottingham,  who  caused  a  stir 
in  the  House  recently  by  asking  whether  a  new  anti-aircraft 
gun  was  being  erected  on  Wilford  Hill. 

It  has  now  transpired  that  the  gun,  which  was  seen  being 
placed  in  position  at  Wilford,  had  been  to  Leicester  to  fire  the 
Royal  salute  on  the  occasion  of  the  King's  visit  to  the  city. 


September  24,  1919 


The  Aeroplane 


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KINDLY  MENTION    "  THE    AEROPLANE  "    WHEN  CORRESPONDING   WITH   AI)  V ES  TISERS. 


The  Aeroplane 


September  24,  191 9 


London-Paris 
Air  Express 

Summary  of  First  Month's  Flying, 

August  25th,  1919,  to  September  20th,  1919. 


Flights  Scheduled  .  .  .  -  .  56 
Flights  accomplished  ....  54 
Prevented  by  weather  *  .  .  1 
Interrupted  by  mechanical  defect  1 
Number  of  Miles  flown  v  .  .  13,750 
Average  Speed  (Miles  per  hour)   .  106| 


The  following  is  an  official  summary  of  the 
weather  flown  through   during  the  month. 


Days  favourable  for  flying 

•       •  • 

3 

„     unfavourable  for  flying 

•       •  • 

13 

„     noted  officially  as  "  unfit " 

for  flying  . 

8 

Only  once,  when  the  wind  attained  a  velocity  unknown  for  years, 
was  it  necessary  to  abandon  a  flight  ;  and  even  then,  though  there 
were  squalls  of  100  miles  an  hour  strength,  only  one  of  the  two 
Daily  Services  was  suspended.  Though  the  machine  from 
London  did  not  start,  the  one  from  Paris  not  only  started  but 
arrived  at  Hounslow  before  its  scheduled  time. 


LONDON : 

AIRCRAFT  TRANSPORT  & 
TRAVEL,  LTD., 

27,     Buckingham    Gate,  S.W.I. 


Full  particulars  regarding  Rates  and  Freights  can 
be  obtained  from  Aircraft  Transport  &■  Travel,  Ltd., 
27,  Buckingham  Gate,  S.W.1,  or  from  the  American 
Express  Co.,  Queen  Street  and  Haymarket ;  Thos. 
Cook  &  Son,  Ludgate  Circus,  E.C. ;  General  Transport, 
Ltd.,  52,  Crutched  Friars;  J.  Jackson  <S  Sons,  7-8, 
Charing  Cross,  and  King  William  Street,  E.C.:  Henry 
Johnson  &  Sons,  18,  Byward  Street  and  Beak  Street, 
W.;  Lepaerial  Travel,  Piccadilly  Circus  (Criterion 
comer)  ;  Carter,  Paterson  &  Co.,  6,  Maddox  Street,  W., 
and  3,  Cannon  Street,  B.C.;  and  Hernu,  Peron  3  Co., 
98-100,  Queen  Victoria  Street,  E.C. 


PARIS  : 

COMPAGNIE  GENERALE 
TRANS  AERIENNE, 

118,    Cha  mps  Elysees. 


KINDLY   MENTION    "  THE    AEROPLANE  "    WHEN  CORRESPONDING    WITH  ADVERTISERS. 


September  24,  1919 


The  Aeroplane 


NAVMMILITMrAEJtoNAUTics 


GREAT  BRITAIN. 

[The  Official  Gazettes,  Honoius  Lists,  and  Personal  Notices 
will  be  found  on  page  1203.] 

The  Peace  Terms  to  Bulgaria. 
The  Draft  Treaty  of  Peace  was  handed  to  the  Bulgarian 
Peace  Delegates  in  Paris  on  Sept.  igth.    Part  X— Aerial  Navi- 
gation— is  identical  with  Part  X  of  the  Austrian  Peace  Treaty. 
PART  IV. — MILITARY,  NAVAL,  AND  AIR. 
Air. 

The  air  clauses  provide  that  the  armed  forces  of  Bulgaria 
must  not  include  any  military  or  naval  air  forces.  The  entire 
personnel  of  the  air  forces  in  Bulgaria  is  to  be  demobilised 
within  two  months. 

The  aircraft  of  the  Allied  and  Associated  Powers  is  to  enjoy 
full  liberty  of  passage  and  landing  over  and  in  Bulgarian  ter- 
\  ritory  until  the  complete  evacuation  of  that  tenitoiy  by  the 
Allied  and  Associated  troops. 

The  manufacture  of  aircraft  and  parts  of  aircraft  is  for- 
bidden for  six  months.  All  military  and  naval  aircraft,  in- 
cluding dirigible  and  aeronautical  materials,  are  to  be  de- 
livered on  the  ratification  of  the  present  Treaty. 


NAVAL. 
Admiralty  Appointments. 
The  following  appointments  have  been  made  :  — 
SEPT.  17th. — Gnr. — H.  A   Haynes,  to  "Argus,"  Sept.  16th. 
Sept.  19th. — Lieut. — D.  C.  Sealy,  D  SC,  to  "Argus,"  Sept.  iSth. 
Sept.  20th. — Art.  Engrs. — A.  Lambert  to  "Ark  Royal,"  Sept.  19th. 

The  Casualty  List. 

Reported  Sept.  gth. 

Wounded. — Maj.  A.  C.  Barnby,  R.M.L-I. 


MILITARY. 

Official  Communique. 
The  War  Office  issued  the  following  communique  on  Sept.  19th  :■ — 
The  Bolshevist  fleet  of  15  vessels  which  sailed  north-east  from 
Petrozavodsk  to  intercept  one  of  our  columns  which  was  being  landed 
on  the  west  shore  of  Lake  Onega  was  attacked  by  our  aircraft  with 
machine-guns  and  bombs  and  forced  Lo  return  to  its  harbour  in 
confusion. 

The  Casualty  List. 

Reported  Sept.  22nd. 
Previously  reported  Missing,  now  reported  Killed. — Muir,  Sec. 
Lt.  J.  W.,  R.F.C. 

*  *  * 

Operations  in  Russia. 

Kronstadt  was  bombed  on  Sept.  13th  and  again  on  Sept. 
14th  by  British  aviators.  In  the  first  raid,  although  the  aero- 
planes were  subjected  to  a  severe  bombardment,  all  returned. 
In  the  raid  of  the  14th  one  of  the  aviators  was  forced  to  de- 
scend in  Finland  owing  to  engine  trouble.  lu  both  raids 
hits  were  observed. 

Another  account  states  that  the  pilot  of  this  machine,  which 
the  account  says  fell  into  the  sea  near  Bjorkoe,  was  drowned. 

Kronstadt  was  again  raided  on  the  night  of  Sept.  15th  by  the 
British,  thus  making  the  third  rail  in  succession. 

•  •  * 

News  of  another  attack  on  the  1 7th -t  8th  states  that 
both  fighting  and  bombing  aeroplanes  took  part  in  this  raid. 
The  weather  was  bad;  there  were  both  lain  and  wind  and  the 
night  was  dark.  One  of  the  fighting  aeroplanes  met  with  an 
accident  when  starting  and  fell  Into  the  sea.  The  pilot  was 
killed.  Two  other  machines  of  unstated  tvpes  came  down 
later  and  their  crews  are  missing.  The  remaining  machines 
reached  their  objective. 

*  *  * 

Another  air  raid  was  carried  out  upon  Kronstadt  on  Sept. 
19th,  sixty  aeroplanes  taking  part.  Many  fires  were  observed, 
and  the  anti-aircraft  defences  weie  active. 

•  ■  *  • 

The  Raid  on  Kabul. 

Renter's  correspondent  at  Simla  communicated  the  follow- 
ing to  the  Press  apparently  upon  Aug.  igth,  although  it  has 
only  just  been  publii-hed.  One  can  find  no  previous  record  of 
the  appearance  of  this  account  :  — 

It  is  interesting  to  learn  that  the  aeroplane  which  a  few 
months  ago  bombed  Kabul  was  the  Handlev  Page  machine 
in  which  General  N.  D.  K.  MacEwen,  CM.  G.,  D.S.O.,  came 
out  to  India  from  England  in  January.  It  will  be  remembered 
that  in  March  last,  after  the  machine  finally  arrived  at  Delhi, 


alter  many  vicissitudes,  Captain  R.  Plalley,  R.A.F.,  piloted 
it  to  Ambala  and  Lahore,  and  afterwards  to  Risalpur. 

It  was  from  Risalpur  on  May  24th  that  Captain  Halley, 
with  Lieut.  Villiers,  R.A.F.,  as  observer,  started  to  attack 
Kabul.  The  machine  left  Risalpur  about  3  a.m.  on  its  flight 
of  nearly  400  miles.  Owing  to  the  great  heat  and  atmos- 
pheric conditions  considerable  difficulty  was  at  first  experi- 
enced in  getting  it  to  rise  to  the  required  height.  Having 
succeeded,  it  proceeded  across  the  Khyber  and  followed  the 
River  Kabul  to  Jellalabad,  in  which  city  the  effects  of  bombs 
pieviously  dropped  by  other  machines  were  plainly  visible. 
Thence  it  flew  straight  to  Kabul,  having  to  ascend  about 
S,ooo  ft.  to  cross  one  high  ridge 

A  good  deal  of  difficulty  was  experienced  from  air  pockets 
Kabul  was  leached  about  6.30  in  the  morning.  The  machine 
had  good  luck  in  one  direction,  in  that  it  made  its  voyage 
to  Kabul  with  a  tail  wind,  and  after  it  had  accomplished  its 
journey  the  wind  immediately  changed  round  and  assisted  it 
to  make  its  return  journey.  This  fact  probably  lessened  the 
time  of  the  flight  by  at  least  an  hour  and  a  half. 

After  arriving  at  Kabul  the  Handley  Page  descended  to 
some  1,600  ft.  above  the  city,  which  is  situated  at  about 
6,000  ft.  elevation.  The  whole  visit  over  the  city  only  lasted 
some  ten  minutes.  The  aviators  sav*  large  numbers  of  people 
rushing  about  in  alarm.  Several  big  borrbs.were  dropped, 
apparently  with  considerable  success,  on  the  arsenal  build- 
ings. The  great  Bala  Hissar  Fort  stood  out  very  prominently 
among  all  other  structures. 

The  Handley  Page  finally  returned  to  Risalpur,  thus  ac- 
complishing one  of  the  longest  and  most  difficult  air  raids 
yet  carried  out  by  the  Air  Force.  Moreover,  this  was  really 
the  first  time  that  a  four-engine  Handlev  Page  had  taken 
part  on  active  service.  Having  accomplished  such  an  ex- 
tremely hazardous  flight  as  it  made  last  January  from  Eng- 
land to  India,  the  greatest  credit  is  due  to  the  pilot  and  crew 
for  navigating  the  machine  through  such  a  difficult,  un- 
known and  treacherous  country  as  Afghanistan.  There  is 
little  doubt  from  reports  which  have  since  filtered  down  from 
Kabul  that  the  aeroplane's  visit  to  the  capital  had  an  ex- 
tremely important  effect  both  from  the  military  and  political 
point  of  view,  and  at  the  recent  conference  at  Rawalpindi 
more  than  one  of  the  delegates  confessed  that  the  Afghans 
had  been  deeply  impressed  by  the  air  raid. 

A  Resolution  of  Thanks. 
At  a  meeting  of  the  City  of  London  Corporation  on  Sept. 
18th  Alderman  Sir  William   Treloar  moved  the  following 
resolution  :■— 

That  this  Court  desires  to  record  its  appreciation  of  the 
effective  measures  taken  for  the  defence  of  London  on  the 
occasion  of  the  many  raids  by  enemy  aircraft  during  thej 
war,  and  especially  on  the  night  of  Mav  19th,  1918.  This 
Court  wishes  to  express  the  gre--t  indebtedness  of  the  citizens 
and  inhabitants  of  London  for  the  untiring  devotion  and 
splendid  services  of  the  pilots,  airmen,  gunners,  and  others 
engaged  under  the  command  of  Major-General  Ashmore  on 
the  night  of  May  19th  when  not  onlv  were  seven  of  the 
enemy  machines  brought  down,  but  so'-nuch  further  damage 
was  done  to  the  enemy  that  the  Germans  finally  decided  to 
abandon  attacks  on  London. 

The  resolution  was  carried. 

The  War  Medal. 

The  decision  of  the  War  Office  to  award  the  British  War 
Medal  to  Y.M.C.A.  workers  who  served  in  anv  of  the  war- 
areas  and  to  allow  those  who  served  overseas  between  August, 
1914,  and  Dec.  31st,  1915,  has  been  received  with  mixed  feel- 
ings. Some  people  do  not  think  it  quite  fair  that  a  flving 
instructor  who  was  not  allowed  to  go  overseas  because  he'  was 
too  useful  and  who  risked  his  life  trying  to  train  dud  huns 
in  England  should  have  no  medal,  whereas  the  man  who, 
handed  out  tea  in  a  Y.M.C.A.  hut  at  a  pleasant  sea-coast  town 
base  a  day's  journey  from  the  front  should  be  given  the  honour 
of  wearing  the  ribbon  that  is  supposed  to  denote  that  the 
wearer  has  risked  everything  for  his  country. 

However,  there  is  so  much  unfairness  in  these  matters  that 
one  cannot  imagine  how  any  really  good  man  v.  ho  knows  that 
he  has  done  his  duty  can  worry  about  such  things. 


The  Aeroplane 


September  24,  191 9 


AIR  force;. 
The  R.A.F.  Recruiting  Campaign. 
It  is  officially  stated  by  the  Air  Ministry  that  although  it 
is  only  a  few  weeks  since  the  R.A.F.  opened  its  special  re- 
cruiting campaign  recruits  have  come  forward  in  such  num- 
bers that  the  Force  is  now  up  to  its  present  authorised 
strength. 

Accordingly,  all  recruiting  has  now  been  suspended  except 
foi  carpenters,  cooks,  and  clerks,  for  which  trades  a  certain 
number  of  vacancies  still  remain. 

The  attractive  new  conditions  of  service  and  rates  of  pay 
nre,  of  course,  largely  responsible  for  this  satisfactory  result, 
and  the  authorities  are  extremely  pleased  with  the  class  of 
men  who  have  come  forward. 

As  the  number  of  applications  still  being  made  show  no 
sign  of  diminishing,  men  of  the  trades  for  which  vacancies 
still  exist  and  who  desire  to  enter  the  R.A.F.  would  be  well 
advised  to  apply  without  delay. 

The  Relinquishment  of  Aerodromes. 

The  Air  Ministry  announces  that  it  has  been  decided  to 
relinquish  and  dispose  of  the  following  Roval  Air  Force 
Stations,  and  arrangements  are  being  made  accordingly  :  — 

Wight,  Cowes  (aerodrome),  London  Colnev  (aerodrome), 
Beaulieu  (aerodrome),  Lydd  (balloon  school),  Dover  (sea- 
plane station,  temporarily  transferred  to  the  Admiralty). 

The  London-Bombay  Service. 

Lieut.  Crichton,  R.A.F..  and  Lieut.  Coombs,  R.A.F.,  who 
arrived  at  St.   Raphael  (Var)    on   Sept.   13th,  left"  there  for 
Taranto  on  Sept.  15th.    Thev  are  visiting  Taranto  in  con- 
nection with  the  proposed  London  to  Bombay  aerial  service. 
An  Accident  at  Simla. 

A  telegsam  from  Simla  states  that  an  aeroplane,  while  trying 
to  land  in  the  Residency  at  Quetta,  fell  to  the  ground  and  burst 
into  flames.  A  passenger,  Capt.  Steele,  and  two  Brahmins  were 
killed.  The  pilot,  an  officer  of  the  Royal  Air  Force,  was 
severely  shaken. 

On  Air  Stations  in  Particular. 

It  was  recently  one's  good  fortune  to  see  two  of  His 
Majesty's  Royal"  Air  Stations  in  being — or  rather  in  that 
state  of  being  that  is  permitted  them  by  an  economical  daily 
Press.  In  these  days  of  Peace,  so  quickly  are  the  Services 
forgotten  that  it  appears  to  be  well  to  draw  the  attention 
of  the  general  public  to  the  fact  that  there  are  still  air 
stations  at  Lee-ou-the-Solent  and  Calshot,  and  that,  weather 
permitting,  there  is  flying  done  at  these  stations 

Lee-on-the-Solent  is  an  air  station  which  is  extremely 
anxious  to  disclaim  any  connection  with  the  Navy.  Being 
a  seaplane  training  station,  naturally  practically  all  the 
staff  are  late  R.F.C.,  although  the  O.C.  is  a  former  R.N.A.S. 
officer. 

Lee-on-the-Solent  is  an  awkward  place  to  get  at,  but  when 
reached  is  well  worth  the  trouble.  From  the  strictly  naval 
atmosphere  of  Portsmouth  Hatbour,  through  the  equally 
strictly  military  one  of  Gosport,  out— at  length— to  such  a 
distinctly  Air  Force  atmosphere  as  Lee-on.the-Solent,  gives 
one  a  very  good  impression  of  His  Majesty's  Three  Services. 

Lee  is  a  pretty  place,  but  too  quiet. 
The  inhabitants,  having  nothing  to  do,, 
talk  R.  A.F.  scandal  all  day.  Be  that  as 
it  may,  no  inhabitants  appeared  on  the 
afternoon  in  question,  and  having  pre- 
sented the  pass  one  proceeded  on  a 
tour  of  inspection. 

One  was  taken  round  the  shops  and 
the  sheds.  Short  folder  seaplanes,  Nor- 
man Thompson  flying-boats,  and  an  ex- 
perimental Sage  two-seater — which  is 
"quite  fast" — were  the  apparent  com- 
plement. Lee  is  a  training  station — 
forty  officers  having  arrived  in  the  last 
few  days  for  training  purposes,  and  all 
machines,  except  possibly  the  Shorts, 
seem  to  be  fitted  with  dual  control. 

One  regrets  that  after  all  airange- 
ments  had  been  made  there  was  no 
time  to  visit  the  W. R.A.F. 's  hostel, 
particularly  as  the  W.R.A.F.s  are  leav- 
ing Lee  shortly  Bui  when  trains  are 
one  an  hour,  s.nd  there  is  a  dinner  at 
the  other  end  of  a  long  journey,  one  is 
not  running  any  risks. 

The  day  on  which  the  visit  to  Cal- 
shot was  made  was  quite  a  good  one 
on  which  to  travel  to  the  ends  of  the 
earth.  The  steamer  from  Portsmouth 
to  Southampton  conveys  one  to  Cal- 
shot, where  it  is  met  by  an  R.A.F. 
launch,  which  takes  one  ashore.  Even 


then  there  is  a  drive  of  some  ten  minutes  before  one  reaches 
Top  Camp. 

Top  Camp  consists  of  living  quarters  for  the  personnel, 
a  recreation  ground,  canteens,  etc.  Everywhere  was  de- 
serted, of  course,  but  very  f-lean.    Calshot  is  a  busy  station. 

On  the  Spit,  where  everybody  seemed  to  be,  one  saw  work- 
shops and  power  station,  sheds  full  of  F.- boats  and  Short 
folders,  etc. — and  everywhere  men  at  work. 

The  station,  being  a  permanent  one,  is  being  enlarged  in 
order  to  accommodate  a  larger  personnel.  During  the  war 
this  station,  which  had  a  personnel  of  something  like  a 
thousand,  had  accommodation  for  two  hundred,  and  Peace, 
coming  as  it  did  when  all  were  unprepared  for  it,  discovered 
the  station  in  the  process  of  the  alterations  which  are  now 
;  pproaching  completion. 

there  is  a  vast  deal  more  to  be  seen  at  Calshot  than  at 
Lee-on-the-Solent;  therefore  one's  apologies  for  the  incoher- 
ence of  this  article  are  necessary;  but  when  one  crowds  into 
an  afternoon  sufficient  impressions  to  last  one  several  days 
the  result  is  naturally  some  chaos  of  thought. 

The  visit  came  to  an  end  with  the  signalling  of  the  Cowes 
boat,  and  one  re-embarked  on  the  launch  and  at  length 
arrived  aboard  the  steamer. 

The  chief  thing  about  Calshot  is  its  absolute  "ungetatable- 
ness."  In  the  summer  it  might  possibly  be  bearable,  but  in 
\\  inter  it  must  be  ghastlyr  Certainly  one  realises  the  need 
of  a  cinema  and  a  theatre,  for  the  only  connection  with  the 
outer  world  seems  to  be  the  launch  and  the  Southampton- 
Portsmouth  boat. 

At  any  rate,  one  spent  two  pleasant    afternoons  among 
people  who  did  not  find  it  too  much  trouble  to  be  nice. — 

S.  F.  B. 

A  Gift  for  the  R.A.F. 

Vice  Air-Marshal  Sir  Godfrey  Paine,  Inspeccor-General, 
Royal  Air  Force,  opened  at  Netheravon  an  institute  which  has 
been  presented  to  the  Royal  Air  Force  by  the  Church  of  Eng- 
land Board  for  the  welfare  of  the  Imperial  Forces  in  the  dio- 
cese of  Salisbury. 

Sir  Godfrey  emphasised  the  fact  that  it  was  the  first  insti- 
tute presented  by  anybody  to  the  Royal  Air  Force.  There 
might  be  bigger  institutes,  but  he  knew  of  none  that  was  so 
comfortable  and  well  equipped,  and  the  gratitude  of  the  whole 
of  the  Royal  Air  Force  was  due  to  the  Church  of  England 
Board  for  its  munificent  gift. 

The  institute,  which  has  been  erected  at  a  cost  of  ^4,000, 
has  accommodation  for  600  persons,  comprises  a  lounge  hall, 
billiard  room,  buffet,  and  a  chapel  or  devotional  room,  the 
last-mentioned  being  formally  dedicated  by  the  Bishop  of 
Salisbury,  who  presided  at  the  opening  function. 

AUSTRIA. 

The  Italian  correspondent  of  Thl  Aepopla;®  writes  :  — 
"II  Cielo"  publishes  the  following,  which  is  taken  from  an 

official  Austrian  report  on  Austro- Hungarian  Military  aviation  : 
When  the  armistice  was  signed  the  Austrian  Air  Force  was 

testing  the  following  machines  as  to  their  war  efficiency  : — 

The  "Bergmann  K,"  or  "Kampfdoppeldekker,"  built  by  the 


A" 


A  Sopwith  lj  strutter  (130  h.p.  Clerget  engine)  above  the 
15=in.  guns  of  H.M.S.  "  Queen  Elizabeth." 


September  24,  1919  .  The  Aeroplane  IX49 


THE   TRANSATLANTIC  FLIGHT 


VICKERS  -  vimy  -  ROLLS  " 


KINDLY   MENTION    "  THE    AEKOPLANE  "    WHEN   CORRESPONDING    WITH  ADVERTISERS. 


The  Aeroplane 


September  24,  19 19 


Austrian  Flugzeug-Fabrik,  which  machine  had  given  the  very 
best  results. 

The  "Phonix"  two-seater,  doing  195  kil.  per  hr.,  with  a  ceil- 
ing of  7,000  metres. 

A  later  type  "Phonix"  "hunter"  with  a  300-h.p.  motor, 
smaller  dimensions  and  greater  speed. 

The  "Bergkampflugzeug"  built  by  the  Aviatic  Co  and  in- 
tended for  "hunting"  oyer  mountain  ranges.  This  craft  had 
a  Hiero  motor,  could  leave  the  ground  in  60  metres,  and  ex- 
celled in  evoluting. 

The  "Ago"  bombardment  triplane — less  speedy  than  the  bi- 
plane of  that  name,  much  more  stable,  and  obviously  a  better 
weight  carrier. 

Though  the  official  results  of  its  tests  were  not  made  public, 
it  appears  that  the  machine  satisfied  neither  the  hopes  of  its 
designers  nor  the  demands  of  the  pilots  at  the  front. 

The  "Mises,"  a  Caproni  type  with  two  Austro-Daimler  300 
h.p.  motors  and  a  span  of  18  metres.  It  was  intended  to  carry 
a  crew  of  six  and  did  so  cn  its  trial  flight  till  it  crashed, 
killing  them  all. 

Of  the  five  numbers  painted  on  all  Austro-Hungarian  war 
machines  the  first  group  of  rwo  stood  for  the  factory  number 
and  the  series,  the  second  group  for  the  machine's  individual 
number  in  the  series.  Low  factory  and  series  numbers  were 
existing  evidently,  neither  running  into  double  figures.  The 
nine  factories  were  numbered  as  given  lower  down.  Machines 
contracted  out  apparently  bore  the  designer-firm's  number.  So 
the  big  "Skoda"  firm  engaged  on  building  "Albatros"  and  a 
"Spad"  type  seems  to  have  had  no  distinguishing  number 
allotted  to  its  productions  for  this  reason. 

Of  motors,  the  Hiero  240,  the  Hirla  160  and  240,  tlie  Vienna 
"Fiat"  200,  the  Benz  and  Austro-Daimler  seem  to  have  been 
most  favoured. 

Austrian  Factory  Numbers. 
Lohner  Werke,  No.  1;  Albatros  Werke,  No.  2,  at  Stadlau ; 
Aviatik,  No.  3,  at  Vienna;  Lloyd  Werke,  No.  4,  of  Colmar; 
Ofbag,  No.  5  (Osterreicher  Flugzeugfabrik  A-G) ;  Uffag,  No.  6 
(Ungarisce  Hugzeugfabrik  A-G)  ;  Fischamend  Werke,  No.  7 ; 
Wienerkarosserie,  No.  8;  Thome-Fiala,  No.  9,  of  Vienna. — 

T  S  H 

FRANCE. 

False  Representation. 
A  M.  Alain  Barbier  du  Dore  was  arrested  recently  on  a 
charge  of  wearing  an  army  captain's  uniform  decoiated  with 
the  Legion  d'Honueur  and  the  Croix  de  Guerre  with  seven- 
teen palms.  Fie  had  attempted  10  obtain  credit  financially 
and  morally  as  Captain  Heurteaux.  He  has  instead  been 
sentenced  to  eight  days'  imprisonment, 

A  Paris-Constantinople  Flight. 
Capt.  Leune,  accompanied  by  a  Greek  military  aviator  and  a 
mechanic,  Perrin,  reached  Constantinople  on  Sept.  12th,  after 
a  flight  from  Paris,  via  Rome.  No  details  as  1o  the  time  taken 
up  on  the  journey,  or  of  the  landings  made,  are  available. 
Ihey  crossed  the  Albanian  Mountains  through  a  violent  storm. 

The  French  Uniform. 

The  form  of  the  uniform  of  French  troops  has  now  been  laid 
down  definitely.  The  red  breeches  disappear  and  trcops  of  all 
arms,  save  the  Chasseurs  and  the  African  and  Colonial  forma- 
tions, will  in  future  wear  the  sky  blue  kit  which  was  introduced 
early  in  the  late  war.  The  Chasseurs  will  continue  to  wear* 
their  old  uniforms  and  the  African  and  Colonial  troops  will 
be  put  into  khaki. 

The  kepi,  alone  of  all  pre-war  kit,  is  retained.  Olficers  and 
men  are  given  two  years  in  which  to  wear  out  their  present 
uniforms. 

GERMANY. 

The  Danish  correspondent  of  The  Aeroplamk  writes  :  — 
A  German  seaplane  tender  to  the  mine-sweeper  flotilla 
operating  in  the  North  Sea,  off  Esbjerg,  supplied  a  proof  of 
utility  aviation  the  other  day,  when  it  turned  up  in  the  har- 
bour to  order  some  pastry  for  a  feast  of  the  lickerish 
commanders,  bringing  them  safely  to  their  destination  upon 
completion. 

ITALY. 

The  "Corriere  della  Sera"  savs  that  a  squadron  of  aero- 
pianes,  which  deserted  from  Ajello  has  arrived  at  Fiume. 
RUSSIA. 

Official  Communiques  (Boi,shi;vik). 
Sept.   16th. — Enemy   aeroplanes    carried    c  tit   a   raid  on  Kronstadt, 
dropping  bombs. 

Sept.  19th. — Enemy  aeroplanes  appeared  over  Kronstadt  at  4.30  a.m. 
on  Sept.  18th  and  dropped  four  incendiary  tombs.  An  empty  wooden 
barn  caught  fire  through  one  of  them  f-xploding.  We  brought  down 
one  of  the  enemy  aeroplanes  on  Us  return  journey.  The  aeroplane 
was  of  the  type  Ilia  Murometz,  and  came  down  near  one  of  our  ■ 
fnrts.    The  aviator  was  drowned 

[Presumably  "Ilia  Murometz"  (which  was  the  name  of  the  Sikorski 
biplane)  merely  means  a  big  aeroplane  of  some  sort.  Slav  veracity  is 
a  negligible  quantity,  so  the  communique^  does  not  impress  any- 
body.—Ed.] 

Sept.  20th. — Near  Kronstadt  we  nave  brought  down  an  enemy  aero- 
plane. 


Bolshevik  Equipment. 

The  first  junction  between  the  armies  of  the  Polish  General 
Pilsudski  and  the  Russian  General  Denikin  was  made  recently 
by  a  Polish  aviator,  one,  Lieut.  Weber,  attached  to  the  French 
aviation  squadron  which  is  serving  in  Poland.  Lieut.  Weber; 
landed  at  Kieff  on  Sept.  13th,  carrying  as  passenger  the 
"Morning  Post"  special  correspondent,  who  writes  : — 

General  Katnenieff,  of  the  former  Russian  Command,  who 
directed  the  Bolshevist  operations,  and  probably  had  fifty 
thousand  men  with  perhaps  250  guns  at  his  disposal  for  the 
defence  of  the  city,  also  managed  to  get  into  action  a  greater 
number  of  technical  appliances,  such  as  armoured  motor  cars, 
aeroplanes,  and  the  like,  than  Denikin's  army  ever  encoun- 
tered before. 

SPAIN. 

An  aeroplane  flying  at  a  great  height  over  the  aerodrome  at 
Madrid  011  Sept.  19th  fell  to  the  ground,  the  pilot,  Capt.  Rocha, 
and  a  passenger,  Capt.  Navarro,  were  killed. 

SWEDEN. 

The  Swedish  Army  aviator,  Rodehn,  established  a  Scandi- 
navian record  on  Sept.  21st  by  flying  the  whole  length  of 
Sweden  from  Ystad  to  Haparanda  and  thence  to  Boden,  a  dis- 
tance of  1,420  kilometres,  in  seven  and  a  half  hours,  without 
landing.    Rodehn  used  a  260-h.p.  Swedish  aeroplane. 

U.S.A. 

The  Demobilisation  of  Air  Service  Officers. 
The  following  table  shows  the  number  of  officers  demobilised 
between  Nov.  nth,  1918,  and  Aug.  20th,  1919,  and  the  number 
still  retained  on  the  strength  : — 

On  strength  Demobilised 

Branch  of  Service,     nth  November,  by  August  20th, 

1918.  1919- 

Aircraft  Production  ...     1,870  1,505 

Military    Aeronautics    19,378  15.287 

The  Air  Service  Units  on  the  Mexican  Border. 
The  Mexican  border  is  still  a  source  of  trouble  to  the  United 
States  Government  and  a  large  number  of  troops  is  stationed 
over  that  area.    There  is  little  actual  fighting,  but  the  threat 
is  constant. 

Nine  squadrons  in  all  are  allocated  for  duties  along  the 
border  and  are  distributed  as  follows  :  the  9th  and  91st  Ob- 
servation Squadrons  are  based  on  Rockwell  Field,  and  the 
8th,  90th,  and  104th  Squadrons  of  the  Surveillance  Groujp 
with  the  nth,  20th,  96th  and  166th  Squadrons  of  the  Bom- 
bardment Group  are  to  take  station  along  the  eastern 
stretches  of  the  border.  The  First  Pursuit  Group  from 
Selfridge  Field  is  also  under  orders  for  the  border,  where 
it  will  be  employed  as  tactical  conditions  dictate. 

The  disposition  of  flying  units  on  the  border  during  the  early 
part  of  the  present  month  is  shown  in  the  following  table  :  — 


Percentage 
Demobilised. 


79 


Unit. 


g'th  Squadron 
nth  Squadron 
A  Flight 
B  Flight 
96th  Squadron 
A  Flight 
B  Flight 
8th  Squadron 
A  Flight 
B  Flight 


Station. 


San  Diego 

Marfa 
El  Paso 

Douglas 
El  Paso 

MacAllen 
Laredo 


Streneth  in  Aeroplanes 
Aeroplanes,  fit  for  S'rvice 


18 

6 

4 
13 


69 


14 

6 
7 

3 

4 
6 


47 


Pilots  Observers 


30 
9 


85 


18 


Aviators  and  mechanics  who  have  seived  overseas  are  daily 
being  drafted  to  border  units  that  their  experience  maj  assist 
the  general  progress  of  military  operations. 

These  units  are  working  daily  in  close  liaison  with  other  arms 
of  the  Service  and  considerable  progress  m  training  is  being 
made.  Maps  of  the  district  are  inaccurate  and  incomplete  and 
the  flving  units  are  assisting  in  a  new  survey  of  the  aiea. 

An  "Aviation  General  Supply  Depot  at  San  Antonio  is  at 
present  engaged  equipping  aeroplanes  with  Lewis  and  Marlin 
machine  guns.  Three  hundred  and  forty  mountings  for  Lewis 
suns  and  five  hundred  locks  for  Marlin  guns  were  expected 
during  the  present  month. 

MUSIC    AND    THE  R.A.F. 

Major  Geoffrev  Toye,  late  R.A.F. ,  is  to  conduct  the  Gilbert 
and  Sullivan  operas   which   are   to  be  revived   in   London  , 
shortly.    Major  Toye  was  very  successful  at  the  Philharmonic 
concerts  last  season. 


September  24,  iqiq  Aeronautical  Engineering  (SupplementtoTHEAEROPMNE,  1151 


The  Original  NON-POISONOUS. 

Titanine  Dope 

is  strongly  recommended  for 

PRIVATE  and  COMMERCIAL 

AEROPLANES. 


Absolutely  unequalled  for  Durability, 


There  is  no  CONTROL  on  Dope  for  the 
above  types  of  machines. 


Titanine  is  the  most  economical  and  offers  the 
greatest  resistance  to  flame. 


Complete  Doping 
Schemes 


DELIvERIES. 

submitted  on  application. 


TITANINE  LIMITED, 

175*  PICCADILLY,  TeIeSrams: 

Gerrard2312.  LONDON,  W.l.  ^Tondon^^' 


KINDLY  MENTION    "  THE    AEROPLANE  "   WHEN  CORRESPONDING   WITH  ADVERTISERS. 


1 152 


(Supplement  to  The  Aeroplane.) 


Aeronautical  Engineering 


September  24,  19 19 


=  Telephone  -  Weybridge  550  (7  lines). 
§      Telegrams- "  Mercedes,  Weybridge." 


MOTOR  ENGINEERS 

AND 

BODY|BU»ILDERS, 

WEYBRIDGE,  surrey. 


m  m  a 


We  offer  our  services  for  the 

Overhauling 


AND 


Repairing  :: 


OF  ANY  MAKE  OF  GAR 


I    BUILDERS  OF  HIGH  CLASS  BODIES  FOR  PLEASURE  AND  COMMERCIAL  CARS.  | 

I    Coachwork  repaired,  re-upholstered  and  repainted  | 

1      ESTIMATES  SUBMITTED.      INSPECTION  OF  WORKS  INVITED.  1 


London   Showrooms  (New  and  Second-hand  Cars\ 
31,  BROOK  STREET,  BOND  STREET,  W.l. 


Telephone—  Mayfoir  2966. 


Telegrams— "  Gordowatma,  Phone,  London." 


KINDLY   MENTION    "  THE    AEROPLANE  "    WHEN   CORRESPONDING    WITH  ADVERTISERS. 


Supplement  to  The  Aeroplane,  September  24th,  1919. 


"53 


INCOBPORATING  AIRCRAFT  ENGINEERING,  AERODYNAMICS,  AIRCRAFT  FINANCE  AND  COMMERCIAL  AERONAUTICS 
AND  MATTERS  PERTAINING  TO  THE  AERONAUTICAL  ENGINEER  AND  THE  AIRCRAFT  TRADER. 


-    THE  WEEKLY 

The  proposal  to  form  an  Institute  of  Aeronautical 
Engineers  and  the  suggestion  that  this  Institute  should 
also  act  as  a  professional  Trades  Union  for  its  members 
have  drawn  from  Capt.  Savers  a  lengthy  essay  on  the 
subject. 

He  examines  some  of  the  numerous  difficulties  and 
dangers  which  will  beset  the  path  of  such  a  body,  and 
arrives  at  the  general  conclusion  that  the  educated 
classes  of  workers  must  seek  for  some  form  of  organisa- 
tion which  will  adequately  represent  their  interests  if 
they  wish  to  maintain  their  present  position. 


COMMENTARY. 

firm  of  Short  Bros.,  Ltd.,  form  the  subject  of  this  week's 
instalment  of  "  Modern  British  Aeroplanes." 


Two  interesting  types  of  German  aeroplanes  are  de- 
scribed and  illustrated  in  this  issue. 

One,  the  Linke-Hoffmann,  multiple-engined  type  is 
a  war-time  product. 

The  other,  the  Hannover  Triplane  Limousine,  is  a 
commercial  passenger-carrier  of  the  most  recent  type. 


Some  of  the  more  recent  designs  due  to  the  famous 


A  sumniary  of  that  part  of  Sir  Charles  Parsons'  presi- 
dential address  to  the  British  Association  which  refers 
to  Aeronautics  will  be  found  on  page  1183. 


THE  INSTITUTE  OF  AERONAUTICAL  ENGINEERS 
AND  PROFESSIONAL  TRADES  UNIONISM. 


,By  Capt.  W.  H.  SAYERS,  Late  R.A.F. 


The  proposal  put  forward  some  weeks  ago  by  Mr. 
'  R.  W.  D.  Shaw  for  the  formation  of   an  Institute  of 
Aeronautical  Engineers  has  raised  for  discussion  a  num- 
ber of  points  of  very  great  importance  to  the  profession 
concerned . 

It  may  be  recalled  that  Mr.  Shaw's  original  proposal 
was  that  an  association  be  formed  from  among  those 
engaged  in  the  technical  branches  of  the  Aircraft  In- 
dustr}',  membership  whereof  shall  only  be  gained  on 
passing  an  examination  sufficient  to  exclude  any  but 
properly  qualified  technicians,  and  that  the  Institution 
should  aim  at  giving  to  its  members  a  professional 
status  which  would  be  recognised  in  the  aeronautical 
world,  just  as  the  status  of  a  member  of  the  Institute 
of  Civil  Engineers  is  recognised  in  the  engineering 
world  generally. 

To  this  original  suggestion  there  can  be  no  serious 
objection  in  principle. 

Practical  Difficulties. 

In  practice  there  are  certain  difficulties.  General  ex- 
perience shows  that  examinations  are  usually  second 
only  to  statistics  in  the  misleading  nature  of  the  con- 
clusions to  which  they  give  rise.  Thus  there  are  many 
who  could  pass  successfully  the  qualifying  examinations 
for  the  Institute  of  Civil  Engineers  whose  practical 
value  as  engineers  might  be  inferior  to  that  of  the 
average  bricklayer. 

Nevertheless,  a  certain  minimum  standard  of  technical 
education  can  quite  properly  be  demanded  from  anyone 
who  aspires  to  be  known  as  a  member  of  the  engineering 
profession,  and  provided  that  examinations  can  be  kept 
out  of  the  control  of  that  mystery-mongering  class  who 
acquire  their  living  by  professing  rather  than  by  prac- 
tising, they  are  probably  the  most  satisfactory  method 
of  securing  that  such  a  standard  is  maintained. 


The  alternative  method  of  requiring  a  candidate  to 
submit  particulars  of  his  own  qualifications  to  the  com- 
mittee of  the  association,  who  thereon  decide  as  to  his 
fitness,  or  otherwise,  has — in  theory — certain  advan- 
tages. It  has  the  disadvantage  that  it  is  practically 
impossible  to  establish  a  definite  qualification  standard, 
and  that  the  quality  of  those  admitted  to  membership  is 
apt  to  vary  very  considerably  with  changes  in  the  per- 
sonnel of  the  committee.  This  is  very  likely  to  occur 
in  either  case.  Thus  an  old-established  institution 
always  tends  to  exclude  from  amongst  its  members 
those  who  show  in  their  examinations  signs  of  having 
absorbed  new  and  more  or  less  heterodox  ideas,  and 
so  such  societies  have  in  more  than  one  instance 
tended  to  discourage  rather  than  to  encourage  the  growth 
of  knowledge. 

A  Forcible  Objection. 
In  this  particular  case  the  proposal  to  form  an  associa- 
tion which  will  guarantee  the  possession  of  proper  pro- 
fessional qualifications  has  drawn  from  Mr.  A.  E. 
Berriman  a  rather  lengthy  and  forcible  expression  of 
disapproval. 

Mr.  Berriman  suggests  that  the  title  of  "  The  Institute 
of  Aeronautical  Engineers  "  in  some  sense  implies  that 
it  is  intended  to  usurp  the  functions  of  the  Royal  Aero- 
nautical Society,  and  that  this  is  further  accentuated 
by  the  proposal  to  call  upon  candidates  for  membership 
to  show  some  measure  of  technical  qualification,  since 
that  requirement  is  also  made  by  the  R.Ae.S.  before  ad- 
mission to  the  Society  as  an  Associate  Fellow  or  a 
Fellow. 

This  appears  to  be  a  somewhat  far-fetched  objection. 
There  is  a  very  considerable  distinction  between  the 
functions  of  such  an  association  as  the  Royal  Aero- 
nautical Society,  which  naturally  has  amongst  its  mem- 
bers many  aeronautical  engineers  and  those  of  an  Insti- 


iiiiiiiiimiiiiiiiiiiiiiKiiNiiiiiiiiiiiiiiiiiiiiHiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiin 


n54    (Supplement  to  the  aeroplane.)  Aeronautical  Engineering 


September  24,  1919 


tution  cf  Aeronautical  Engineers.  The  one  is,  or  should 
be,  an  association  of  those  in  any  way  interested  in  the 
science  of  aeronautics  for  the  spread  of  the  knowledge 
of  that  science. 

An  Institute  of  Aeronautical  Engineers  should  be — 
by  analogy  with  other  Institutions  of  Engineers  of  one 
kind  or  another — an  association  of  professional  men  for 
the  furtherance  of  their  efficiency  in  that  profession. 

A  mathematician — such  as  Professor  Bryan,  for  in- 
stance—who has  by  his  work  made  an  appreciable  con- 
tribution to  the  theory  of  any  branch  of  aeronautical 
science  may  quite  properly  be  a  Fellow  of  the  Royal 
Aeronautical  Society,  solely  on  the  ground  that  that 
contribution  is  evidence  of  his  qualifications  as  an  aero- 
nautical scientist. 

That  achievement  by  itself  could  not  properly  qualify 
Professor  Bryan  as  an  aeronautical  engineer,  though  it 
might  properly  be  recognised  by  an  Institute  of  Aero- 
nautical Engineers  by  making  Professor  Bryan  an 
honorary  member. 

Inversely,  the  managing  engineer  of  a  factory  engaged 
solely  upon  the  production  of  standard  aircraft  of  proved 
types  would,  on  his  engineering  qualifications  and  the 
nature  of  the  work  upon  which  he  was  employed,  be  a 
fit  and  proper  person  to  become  a  member  of  an  Insti- 
tution of  Aeronautical  Engineers. 

He  might  quite"  conceivably  possess  no  knowledge  of 
aeronautical  science  which  would  justify  his  election  as 
a  Fellow  or  Associate  Fellow  of  the  Royal  Aeronautical 
Society. 

The  two  bodies  will  necessarily  overlap  to  some  extent 
in  their  activities ;  if  they  are  both  intelligently  directed, 
they  should  often  co-operate;  and  if  in  effect  they  do 
compete  in  certain  spheres,  this  should  stimulate  both. 

A  Complication. 

So  far,  there  is  little  room  for  serious  adverse  criticism 
of  the  scheme,  but  the  situation  has  been  very  consider- 
ably complicated  by  a  proposal — due  to  Mr.  L.  Howard 
Flanders — that  the  Institution  should  also  be  a  Defence 
Union  for  its  members,  and  should  be  registered  under 
the  Trades  Unions  Act. 

Proposals  for  the  formation  of  Trades  Unions  for  tech- 
nical and  professional  workers  are  by  no  means  new. 
In  the  engineering  world  they  have  been  made  at  inter- 
vals for  the  past  twenty  years  or  so,  with  no  appreciable 
result  up  to  the  present.  There  does  exist  a  Society  of 
Technical  Engineers  which  has  been  registered  under 
the  Trades  Unions  Act,  and  which  has,  it  is  believed,  a 
membership  of  over  20,000.  This  particular  body  is  of 
such  recent  growth  that  it  can  scarcely  yet  be  described 
as  an  effective  force. 

With  this  one  exception,  all  such  attempts  have  failed 
because  technical  men  have  fought  shy  of  the  idea  of 
becoming  Trades  Unionists. 

To  some  extent  this  has  been  due  to  a  feeling  that  by 
so  doing  they  would  declass  themselves. 

Others  have  feared  the  enmity  of  their  employers  to 
such  a  movement,  and  still  more  have  felt  that  Trades 
Unionism  means  inevitably  some  limitation  to  the 
liberty  of  the  subject  and  might  hamper  their  freedom 
to  make  for  themselves  the  best  terms  when  marketing 
their  abilities. 

A  Fact  To  Be  Faced. 
However,  to-day  the  technical  and  professional  man 
is  faced  by  the  fact  that  the  manual  workers  of  all  types 
and  ail  nations  have  banded  themselves  together  into 
associations  so  powerful  that  these  bodies  have  attained 
throughout  the  civilised  world  a  legally  recognised 
status,  and  that  through  these  bodies  the  working 
classes  do  possess  enormous  political  and  economic 
power. 

Under  the  Trades  Unions  Act  the  workers'  organisa- 
tions are  empowered  to  act  in  a  manner  which  would 


biing  any  body  not  registered  as  a  Union  into  the  civil 
courts  upon  a  charge  of  illegal  conspiracy. 

There  are  not  wanting  signs  that  the  extra-legal 
powers  of  these  bodies  will,  when  a  fitting  occasion 
arises,  be  used  remorselessly  in  the  interests  of  the 
classes  which  they  represent,  and  with  very  little  con- 
sideration for  the  just  claims  of  the  unorganised  brain- 
workers  of  the  world. 

It  is  useless  to  decry  Trades  Unionism  on  this  account. 

The  Trades  Union  movement  is — in  theory,  at  least — 
unassailable.  It  is  impossible  in  any  highly  organised 
modern  community  for  a  single  individual  with  a  griev- 
ance against  the  community  in  general  to  secure  a  per- 
fectly just  rectification  of  that  grievance.  It  is  im- 
possible because  the  conditions  of  life  are  so  compli- 
cated and  the  individual  circumstances  are  so  various 
that  perfect  justice  to  one  may  involve  a  positive  in- 
justice to  another. 

Therefore  the  governing  body  of  any  community  can 
do  no  more  than  try  to  establish  a  code  which  shall  do 
approximate  justice  under  average  conditions  to  the 
majority  of  the  citizens. 

The  Practical  Value  of  Trades  Unions. 

It  is  obviously  easier  to  determine  what  is  approxi- 
mately just  and  what  is  not  when  that  community  is 
organised  into  a  series  of  bodies,  each  speaking  with 
one  voice,  and  each  representing  the  general  opinion 
of  its  members  as  to  their  most  acute  grievances,  than 
when  it  consists  of  an  entirely  unorganised  crowd,  each 
member  of  which  is  engaged  in  incoherently  squealing 
over  his  personal  grievance. 

Let  it  be  granted  that  the  Trades  Union  movement 
as  it  exists  to-day  has  many  bad  features,  and  that  it 
threatens  great  evils  to  the  State. 

Any  great  organisation,  representing  a  sectional  in- 
terest alone,  whether  the  interest  be  that  of  shopkeepers, 
newspaper  proprietors,  automobile  manufacturers,  or 
dog  fanciers,  would  threaten  equal  evil  had  they  the 
same  clear  field  as  the  Trades  Unions  now  possess. 

Such  a  sectional  organisation  is  a  perfectly  legitimate 
political  weapon ;  it  can  properly  be  met  by  those  whom 
it  threatens  with  a  similar  sectional  organisation  of 
their  own. 

If  the  Trades  Unions  of  the  manual  workers  are  left 
with  a  clear  field  and  with  no  competition — beyond  the 
general  opposition  of  a  disorganised  mob  provided  with 
no  settled  programme  and  no  generally  agreed  policy — 
they  are  fairly  entitled  to  any  victories  that  they  may 
gain,  and  the  so-called  brain-workers  can  only  blame 
their  own  stupidity  if  they  suffer  from  their  own  lack 
of  organisation. 

The  Futility  op  Mere  Grumbling. 

Therefore  it  seems  fairly  clear  that  sny  profession 
which  contents  itself  with  ineffective  grumblings  against 
the  delinquencies  of  the  Trades  Unions,  and  which  re- 
fuses to  organise  itself  into  an  association  armed  with 
substantially  the  same  powers  as  those  possessed  by 
those  Unions,  will  have  only  itself  to  blame  if  it  is  over-i 
whelmed  by  the  interests  of  those  who  have  shown 
themselves  possessed  of  more  common  sense  than  they. 

Mr.  Flanders'  proposal  that  the  Institute  of  Aero- 
nautical Engineers  should  become  in  effect  a  Trades 
Union,  therefore,  must  not  be  defeated  by  any  feelings 
of  mere  snobbery,  or  by  the  fear  that  such  a  body  may 
interfere  to  some  extent  with  individual  liberty  of  action. 

If  the  association  is  to  be  a  success,  it  must  so 
interfere. 

Organisation  of  an}'  sort  is  impossible  without  dis- 
cipline, and  discipline  implies  some  sacrifice  on  the  part 
of  the  individual  for  the  sake  of  the  whole  body. 

At  the  same  time  the  actual  details  of  the  scheme 
will  require  very  careful  consideration. 

No  Trades  Union  or  similar  body  can  nowadays  con- 


September  24,  1919  Aeronautical  Engineering  (supplement  to  the  aeroplane.)  ir& 

WESTLAND 


The  Westland  "LIMOUSINE" 

with  the  "  Rolls-Royce  "  engine.  This  is  not  a  converted  war 
machine,  but  has  been  designed  and  built  for  high-class  public 
passenger  service  or  for  the  convenience  of  the  private  owner. 

It  combines  the  speed  of  an  aeroplane  with  the  comfort  of- 
a  Limousine. 


For  full  particulars  and  arrangements  as  to  trial  flights  apply 
to  our  London  Representative  Lieut.  -  Colonel  C.  H. 
MEARES,  HOTEL  REGINA,  17,  SOUTHWELL 
GARDENS,  LONDON,  S.W.7. 


WESTLAND   AIRCRAFT  WORKS 

(Branch  of  Petters  Limited) 

YEOVIL. 


Telephone  : 
141  and  142  YEOVIL. 


Telegrams  : 
AIRCRAFT,  YEOVIL. 


KINDLY   MENTION    "  THE    AEROPLANE  "    WHEN   CORRESPONDING    WITH  ADVERTISERS. 


n56    (Supplement  to  the  aeroplane.)  Aeronautical  Engineering 


September  24,  1919 


cern  itself  solely  with  the  internal  politics  of  the  trade 
which  it  represents. 

It  is  bound  to  be  to  some  extent  concerned  with  general 
political  affairs  which  directly  or  indirectly  may  have 
an  effect  on  the  trade  or  profession  with  which  it  is 
associated. 

Thus  any  Trades  Union  offers  itself  as  a  possible  field 
for  the  purely  political  agitator,  and  many  Trades 
Unions  to-day  are  found  to  be  under  the  control  of  those 
who  have  little  or  no  real  interest  in  the  industry  they 
are  supposed  to  represent,  and  who  are  solely  concerned 
with  it  as  a  source  of  political  power. 

It  is  probably  impossible  to  frame  the  constitution  of 
the  body  in  such  a  way  as  entirely  to  prevent  this  state 
of  affairs,  but  every  care  should  be  taken  to  make  it  as 
improbable  as  possible. 

A  provision  that  a  necessary  qualification  for  a  seat 
on  the  council  or  managing  committee  be.  the  earning 
of  one's  bread-and-butter  by  the  practice  of  the  profession 
would  assist  and  would  also  aid  in  keeping  the  control 
of  the  Institute  out  of  the  hands  of  retired  and  eminent 
fossils. 

A  Serious  Objection. 

The  most  serious  objection  to  the  proposed  Trades 
Union,  however,  is  the  very  limited  class  to  which 
membership  would  appear  to  be  open. 

It  is  one  of  the  most  objectionable  features  of  Trades 
Unionism  as  it  now  exists  that  it  is  divided  up  into  a 
series  of  small  sectional  associations,  and  has  tended  to 
encourage  the  idea  that  once  a  man  has  become  a  car- 
penter, or  a  bricklayer,  or  anything  else,  that  he  must 
necessarily  always  remain  so. 

Thus  the  mining  of  coal,  as  it  is  now  practised,  is  no 
fit  occupation  for  a  decent  human  being.  Therefore 
there  exists  a  natural  tendency  for  the  more  intelligent 
and  progressive  of  those  engaged  in  that  trade  to  forsake 
it  for  others  offering  better  conditions.  This  would 
naturally  lead  to  a  falling  off  in  coal  production,  and 
would  force  mine-owners  to  improve  the  methods  em- 
ployed in  gaining  coal  till  it  permitted  the  miners  to 


live  on  terms  more  or  less  equal  to  those  of  the  more 
human  trades,  and  at  the  same  time  would,'  by  tending 
to  raise  the  price  of  coal  slowly  but  surely,  encourage 
the  development  of  alternative  sources  of  power. 

As  it  is,  the  Trades  Unions  actively  oppose  the  prac- 
tice of  abandoning  one  trade  in  favour  of  a  more  con- 
genial one. 

This  policy  of  "oncea  miner  always  a  miner"  necessarily 
involves  them  in  opposition  to  any  scheme  for  improved 
machinery  or  process  which  will  seriously  reduce  the 
number  of  those  who  have  to  lead  a  bestial  and  brutalis- 
ing  life — since  that  will  lead  to  unemployment — and  they 
are  forced  to  attempt  to  ameliorate  the  lot  of  their  mem- 
bers by  a  process  of  cutting  down  production  and  in- 
creasing wages,  which  leads  not  to  a  steadily  and 
slowly  increasing  cost  of  coal,  or  to  a  gradual  decrease 
in  its  production,  to  which  the  community  as  a  whole 
cculd  adjust  its  methods  of  life,  but  to  occasional  violent 
upheavals  which  dislocate  the  whole  life  of  the  nation. 

A  Liberty  Worth  Safeguarding. 

The  educated  professional  classes,  without  any  organi- 
sation comparable  to  those  of  the  Trades  Unions,  have 
and  still  do  manage  to  secure  for  themselves  fairly 
decent  working  conditions,  simply  by  virtue  of  their 
freedom  to  change  their  occupation. 

Any  occupation  which  is  ill-paid  or  overworked  is 
avoided  by  the  intelligent  and  ambitious,  and  becomes 
a  haven  for  the  lazy  and  ineffective,  whose  employers, 
finding  none  but  wasters  will  work  for  them,  are — slowly 
perhaps,  but  inevitably — forced  to  alter  the  conditions 
of  employment  to  attract  reasonably  capable  men  to  their 
business. 

It  is  of  the  very  highest  importance  that  this  abso- 
lutely automatic  effect  of  freedom  to  seek  any  employ- 
ment should  not  be  destroyed,  as  it  has  been  in  the 
workers'  organisations,  by  the  imposition  of  rigid  rul- 
ings as  to  formal  qualifications  for  membership  of  the 
proposed  union,  such  as  a  defined  period  of  apprentice- 
ship  or  the  like. 


THE    INSTITUTE    OF    AERONAUTICAL  ENGINEERS. 

At  a  meeting  of  the  Institute  ct  Aeronautical  Engineers 
held  on  the  nth  inst.  Mr.  R.  L.  Howard  Flanders  presided. 
Correspondence  exchanged  with  Mr.  A.  E.  Berriman  relating 
to  the  scope,  purpose,  and  title  of  the  Institute  was  read  and 
discussed.  It  was  decided  that  the  Institute  could  not  rightly 
be  accused  of  trespassing  on  the  ground  of  any  existing 
aeronautical  institution.  It  was  shown  that  the  Institute 
would  take  the  initiative  in  the  holding  of  examinations;, 
thereby  making  for  a  sound  classification,  or  grading,  of 
aeronautical  engineers  and  for  educational  advancement 
generally.  A  temporary  Council  was  elected.  The  members 
of  this  Council  are  Mr.  R.  L.  Howard  Flarders,  President  3 
Major  S.  J.  V.  Fill,  R.A.FV;  Mr.  H.  P.  Folland,  Mr  T.  C 
Letcher,  A.M.I.N.A. ;  Mr.  H.  B.  MoleMVortb,  M.I.C.E.; 
Major  F.  G.  Moore,  M.A.,  B.Sc,  M.I.M.E-,  M.S-E. ;  Mr. 
Frederick  R.  Simms,  M.I.M.E.,  M.I.A.E.;  Mr.  Clarence 
Winchester,  and  Mr.  W.  R.  D.  Shaw,  Organising  Secretary. 
The  newly  formed  Institute  is  to  be  an  authoritative  body  on 
the  technique  of  commercial  aeronautics  and  a  fountain- 
head  for  technical  information.  The  Institute  is  to  be 
governed  bv  a  council  of  distinguished   aeronautical  engi- 


neers and  theoretical  and  practical  courses  of  instruction  arc 
to  be  promoted.  The  Institute  will  also  publish  a.  periodical 
for  educational  and  reference  purposes.  Those  who  have 
expressed  a  wish  to  be  associated  with  the  Institute  as 
founders  have  been  elected  Honorary  Founder  Members.  This 
grade  was  specially  decided  011  to  meet  the  exigencies  com- 
mon to  any  newly  formed  body,  and  it  must  not  be  regarded 
as  a  technical  qualification.  Forms  of  application  for  admis- 
sion to  the  various  technical  grades  <  f  the  Institute  have 
been  approved  of  by  the  Council,  and  Honorary  Founder 
Members  will  receive  copies  of  these  in  due  course.  It  has 
been  decided  not  to  restrict  membership  to  aircraft  and  air- 
craft engine  designers  and  constructors  only,  but  to  embody 
also  other  men  of  science  who  have  rendered  signal  services 
of  benefit  to  aviation  and  aerostation.  It  is  being  ascertained 
to  what  extent  the  Institute  can  protect  the  interests  of  its 
members  without  registration  under  the  Trades  Union  Acts, 
and  legal  advice  on  the  question  may  be  sought.  Provision- 
ally, an  entrance  fee  of  half-a-guinea  is  being  levied  for  all 
grades,  and  an  annual  subscription  of  two  guineas  for  Mem- 
bers, Associate  Members,  and  Pilots.  A  meeting  cf  the  tem- 
porary Council  has  already  been  held. 


The  American  Martin  Bomber.    Fitted  with  two  Liberty  engines  of  400  h.p.  each  this  machine  has  given  good  results. 


September  24,  1919 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplane.) 


— is  mainly  a  question  of  organization  and  choice  of  flying  stock. 

As  to  the  second  factor,  the  B.A.T.  Company 
can  be  of  unusual  assistance.  For  instance,  we  are 
the  first  people  out  with  a  purely  commercial  model 
(not  a  modified  war  type) — the  B.A.T.,  F.K.  26 — 
the  machine  with  the  largest  cargo  space  and  load 
capacity  for  its  overall  size  and  power  yet  produced. 

Here  are  some  interesting  points  concerning 
F.K.  26  :- 

Rolls-Royce  Eagle 


Engine 

VIII. 


Fuel  Cost  at  full  load — 7'2 

pence  per  mile. 

Speed — 45- 1 20  m.p.h.  Chassis — A  sturdy  job,  sprung 

Cabin— Is  clear  of  any  trans-         6?  an  unique  combination  of 

verse  cross-bracings  or   other         oleo    and    rubber   shocl<  al" 

obstructions  and  measures  8  ft.  sorbers. 

by  3  ft.  3  in.  by  6  — this  In  Tail — Can  be  trimmed  in  flight 
a  machine  of  only  33  ft.  from  pilot's  seat  —  steerahle 
overall  length.  Direct  entry  and  practically  unbreakable 
off  ground   through  ordinary         tail  skid. 

d°or-  General  Construction — 

Load — With  600  miles   range         Straightforward  —  simple  to 
of  fuel — 2,000  lbs.  repair  and  recondition. 

A  series  of  these  machines  is  in  production. 
Governments  and  prospective  owners  desiring  a  fleet 
of  these  machines — or  a  single  one — are  invited  to 
forward  their  enquiries. 


KINDLY   MENTION    "  THE    AEROPLANE  "   WHEN   CORRESPONDING    WITH  ADVERTISERS 


"58    (Supplement  to  The  aeroplane.)  Aeronautical  Engineering 


September  24,  19 19 


Telephone  : 

Telegrams  : 

WILLESDEN  2455. 

"NIEUSCOUT,   CRICKLE,  LONDON." 

KINDLY   MENTION    "  THE    AEROPLANE  "    WHEN   CORRESPONDING    WITH  ADVERTISERS. 


September  24,  1919  Aeronautical  Engineering  (Supplement  t0  TH<  ^  "59 


MODERN    BRITISH  AEROPLANES. 

XVI.— Short  Brothers,  Ltd. 


Short  Bros,  can  claim  to  be  the  oldest  firm  of  aeroplane 
constructors  in  Great  Britain.  The  firm  was  originally 
formed  by  the  brothers  Eustace  and  Oswald  Short  in  1898 
for  the  manufacture  of  balloons.  The  original  founders  were 
joined  by  their  elder  brother,  the  late  Horace  L.  Short,  in 
1908,  when  they  added  to  their  Battersea  balloon  factory  an 
aeroplane  factory  at  Shellness,  I.eysdown,  Isle  of  Sheppey. 

In  1909  Mr.  J.  T.  C.  Moore-Brabazon,  on  a  Short  biplane, 
fitted  with  a  Green  engine,  won  the  "Daily  Mail"  .£1,000 
prize  for  the  first  closed  circuit  flight  on  a  British-built  aero- 
plane. 

In  1910  Short  Bros  moved  their  aeroplane  factory  to  Kast- 
church,  and  there  produced  a  number  of  multiple-engined 
machines,  which  were  undoubtedly  the  first  of  their  class  to 
fly.  During  the  same  year  they  also  built  the  machines  upon 
which  the  first  four  naval  members  of  the  R.F.C. — the 
criginal  Naval  Wing  which  later  developed  into  the  R.N.A.S. 

In  1911  the  firm  commenced  to  build  seaplanes — a  practice 
wherein  they  have  persisted  with  continuous  success  until 
this  day. 

In  1913  Short  Bros,  introduced  their  folding  wing  gear — a 
device  now  universally  employed  on  large  machines — which 
did  more  to  facilitate  the  use  of  aircraft  at  sea  than  has  any 
other  improvement  yet  made. 

During  the  same  year  large  new  works  were  established  it 
Rochester,  which,  when  war  broke  out  in  1914,  proved  to  be 
of  the  greatest  possible  value  to  the  R.N.A.S. 

At  the  outbreak  of  war  the  Short  160  h.p.  Gn&me-engined 
two-seater  was  the  main  stay  of  the  R.N.A.S.  for  sea  patrol 
work. 

This  machine  was  followed  by  Salmson-engmed  seaplanes 
of  very  similar  type,  and  then  by  the  famous  150  and  225 
b.p.  Sunbeam-engined  machines. 

The  225  h.p.  machine,  somewhat  modified,  and  fitted  with 
the  260  h.p.  engine  of  the  same  make,  known  as  the  S.184, 
survived  to  the  conclusion  of  hostilities,  and  was  manufac- 
tured in  larger  quantities,  and  by  more  different  sub-con- 
tractors than  any  other  British  seaplane. 

Another  machine  of  historical  interest  and  importance  was 
the  Short  320  h.p.  torpedo-carrying  seaplane,  a  fair  number 
of  which  were  sent  to  the  Mediterranean  earlv  in  1917 — but 


which  were  never  given  a  real  opportunity  of  showing  their 
usefulness. 

Of  the  more  modern  productions  of  the  firm  the  machines 
hereafter  described  will  give  a  fair  idea. 

THE  SHORT  N.2B.  SEAPLANE. 

This  machine  was  designed,  and  the  first  edition  was  pro- 
duced early  in  1917,  in  response  to  the  Air  Department, 
Admiralty,  Specification  N.2B,  which  called  for  single- 
engined  two-seater  bomb-carriers  for  sea  patrol  and  anti- 
submarine work.  By  the  time  the  first  machine  was  ready 
for  trials  the  production  of  seaplanes  had  fallen  into  the 
hands  of  the  Air  Board,  and  the  Royal  Aircraft  Factory  had 
embarked  upon  a  design  to  the  same  specification — which 
eventually  appeared  some  time  in  1918  as  a  kind  of  enlarged 
F.F.  grafted  on  a  Linton-Hope  type  hull  to  form  a  kind  of 
l:Bat-Boat,"  and  with  a  performance  considerablv  inferior 
to  the  Short. 

Quite  naturally  the  Short  design  was  bung  up  to  await 
the  appearance  of  the  R.A,F.  boat,  and  the  machine  was  only 
produced  in  small  numbers  too  late  m  the  war  to  produce) 
any  serious  effect. 

As  may  be  seen  from  the  line  drav  ing,  the  machine  is  a 
very  straightforward  two-float  tractor  seaplane,  fitted  with 
wing-tip  and  tail  auxiliary  floats.  The  two  seats  were  ar- 
tanged,  pilot  ahead  below  the  top  centre  section,  and  ob- 
server clear  of  the  wings  aft  in  a  cockpit  furnished  with  a 
Scarff  gun-ring. 

The  following  table  gives  the  main  particulars  :  — 
Specification. 

Type  of  machine    Float  Seaplane. 

Name  or  type  No.  of  machine...     Short  N.  2  B. 

Purpose  for  which  intended    Bombing. 

Span   55  ft. 

Gap,  maximum  and  minimum  ...     7  ft. 

Overall  length    40  ft. 

Maximum  height    13  ft.  9  in. 

Chord    7  ft.  6  in. 

Span  of  tail    15  ft-  6  in. 

Maximum  cross  section  of  body     n-5  sq'.  ft. 

Engine  type  and  h.p.  "  Sunbeam-Coatalen  "Maori," 

260  h.p. 


1160    (Supplement  to  The  airoplane. )  Aeronautical  Engineering 


September  24,  1919 


Qsssul  AmwiCEMtnT  Or    SHRL  mi? 

Short    Torpdx)  Aeroplane 

573  tv>       ttpc    N I  B 


Airscrew,  diam.,  pitch,  and  revs.  10  feet  6  inches,  diameter. 

Weight  of  machine  empty    3.050  lbs. 

Tank  capacity  in  hours    45  hrs. 

Tank  capacity  in  gallons    70  galls. 

Performance — 

Speed  low  down   ,   go  miles  per  hour. 

Speed  at  10,000  feet   88  miles  per  hour. 

Climb — 

To  5,000  feet  in  minutes    12^  minutes. 

To  10,000  feet  in  minutes    40  minutes. 

Disposable  load  apart  from  fuel  1,170  lbs. 

Total  weight  of  machine  loaded  4,800  lbs. 


THE  SHORT  "  SHIRL  "  TORPEDO  CARRIER. 

The  experiences  of  1916  .and  early  1917  with  torpedo-carry- 
ing seaplanes  led  the  powers  that  were  to  abandon  seaplanes 
in  favour  of  the  "get-off-the-deck"  type  of  aeroplane  for  tor- 
pedo attacks,  and  Short  Bros.,  therefore,  designed  and  pro- 
duced the  "Shirl"  torpedo-carrier. 

This  machine  differs  little  in  essentials  from  the  "Short" 
seaplane  type — except  for  the  absence  of  floats. 

The  undercarriage  is  a  twin-skid  affair — each  skid  carry- 
ing twin  wheels — and  with  a  clear  drop  way  for  the  torpedo 
wbich  is  carried  close  up  to  the  fuselage. 
-    Above  each  skid  a  large  air  bag— inflatable  from  the  cock- 


September  24,  191$  Aeronautical  Engineering  (supplement  to  thi  amopum.) 


To  " Aeroplane 99  Subscribers, 

HOW  TO  SAVE  ONE  GUINEA,  EIGHT  SHILLINGS  &  NINEPENCE  OR  SEVEN  &  SIXPENCE. 

The  subscription  list  of  the  Aeroplane,  both  at  home  and  abroad,  is  steadily  increasing:  an 
eminently  satisfactory  movement  which  we  are  anxious  10  encourage. 

Of  the  many  books  published  on  the  war  on  the  Western  iront,  none  conveys  a  more 
realistic  impression  of  the  work  of  a  particular  arm  than  FLYING  COLOURS 
bv  Captain  H.  M.  S,  Saundby,  M.C.,  A.F.C.,  R.A.F..  published  at  £2  2s.  net 
(Edition  de  luxe)  and  15/-  net  (Popular  Edition). 

Among  the  art  books  published  in  the  last  year  or  two,  none  can  claim  to  be  a  more 
faithful  reproduction  of  the  artist's  colour  scheme  and  that  indefinable  thing, 
atmosphere. 

FLYTNG  COLOURS  is  a  permanent  memorial  of  the  life  ot  "  the  pilot  in  action," 
as  Major-General  C.  B.  Ashmore  calls  him.  It  was  very  costly  to  produce,  and 
necessarily  the  price  to  the  public  had  to  be  high. 

Many  would  like  to  possess  it  who  do  not  feel  disposed  to  put  down  Two  Guineas  for 
the  larger  edition  or  Fifteen  Shillings  for  the  smaller. 

How  to  meet  their  views  ?  We  make  a  special  offer  to  any  subscriber  for  one  year 
to  the  Aeroplane  :  namely  to  give  him  the  right  to  purchase  either  edition 
at  half  price. 

All  he  need  do  is  to  send  us  the  accompanying  order  form  with  cheque  for  one  year's 
subscription,  plus  £1  Is.  or  7s.  6d.  according  to  the  Edition  h^  wishes  to  have. 

In  order  to  be  fair  to  current  yearly  subscribers  we  extend  the  ha!f-r  ice  concession  to 
them  also.  If  a  subscriber  has  paid  a  quarterly  or  half-yearly  subscription,  then  to 
secure  the  right  to  participate  he  should  send  the  balance  for  the  year. 

Subscribers  who  have  given  their  orders  through  the  trade,  and  not  direct  to  the  Aeroplane 
Office,  must  sign  the  form  below  or  a  copy  thereof,  and  hand  it  with  the  balance  on 
account  of  the  book  to  their  retailer  for  transmission  to  the  Aeroplane. 

If  the  subscriber  already  has  a  copy  of  FLYING  COLOURS,  and  would  wish  to  take 
advantage  of  this  offer,  then  he  may  secure  McCudden's  "  Five  Years  in  the  R.F.C." 
(7s.  6d.) ,  Richthofen's  "  Red  Air  Fighter  "  (3s.  6d.),  and  Gill's  "  The  Aerial  Arm  '* 
(6s.  6d.)  at  half  price,  i.e.  8s.  9d.  the  three,  plus  the  year's  subscription  to  the 
Aeroplane. 

Subscribers  who  take  advantage  of  this  offer  will  have  no  reason  to  complain  of  the  cost  of  their  books. 


ORDER  FORM. 

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Please  send  me  the  "  Aeroplane  "  or  one  year  post  free  (30/- inland  ;    35/-  abroad 

and  one  copy  of  the   j  Edition  deluxe   ,   of  Flying  Colours  at  half  price  \  £1    *s-  I  f 

V3  I  Popular  Edition   1  r         (  7s.    6d.  • 

which  I  enclose  remittance  value   £       s.  d. 

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KINDLY   MENTION    "  THE    AEROPLANE  "    WHEN  CORRESPONDING   WITH  ADVERTISERS. 


1 162 


(Supplement  to  Tub  Aeroplane.) 


aeronautical  Engineering 


September  24,  1919 


pit — is  carried  to  give  buoyancy  In  the  event  of  a  forced 

alighting  in  the  sea,  and  the  nose  of  each  skid  carries  a 
small  ''hydrovane"  upon  which  the  first  shock  of  alighting 
is  taken. 

The  main  planes  are  slightly  Vee'd  backward  in  plan,  and 
are,  of  course,  fitted  with  the  Short  folding  gear. 

Specification. 

Type  of  machine   Aeroplane. 

Name  or  type  No.  cf  machine  ...  "Short  Shirl." 

Purpose  for  which  intended    Torpedo  carrying. 

Span    S2  ft. 

Gap,  maximum  and  minimum...  6  ft. 

Overall  length   35  ft.  6  in. 

Maximum  height   

Chord    8  ft.  upp:r  •  7  ft   lower  plane. 

Span  of  tail   15  ft. 

Maximum    cross  section  of  body  1 1  sq.  ft. 

Engine  type  and  h.p   Rolls  "Eagle"  8,  400  h.p. 

Airscrew,  diam.,  pitch,  and  revs.  10  ft.  dia. 

Weight  of  machine  empty    2,850  lbs. 

Tank  capacity  in  hours    Max.  bj  hrs. 

Tank  capacity  in  gallons     137  galls. 

Performance — 

Speed  low  down    99  in.p.h. 

Speed  at  10,000  feet    07  m.p.h. 

Climb — 

To  5,000  feet  in  minutes    13  minutes. 

To  10,000  feet  in  minutes    3-  minutes. 

Disposable  load  apart  from  fuel  .,500  lbs.  normal. 

Total  weight  of  machine  loaded  5,951"'  lbs. 


THE    SHORT    "CROMARTY"  FLYINGBOAT. 

Eate  in  the  war  Short  Bros,  turned  their  attention  to  the 
design  of  'arge  flying-boats,  and  produced  the  design  shown 
herewith  for  overseas  patrol  work. 

The  machine  was  designed  to  be  self-protecting  and  was 
to  be  fitted  with  two  gunners'  nacelles  on  top  of  the  upper 
plane  each  with  two  gun  positions 

Instead  of  the  usual  armament  of  rifle  calibie  guns,  four  one 
and  a-iialf  pounder  automatic  cannons  were  to  be  fitted  as  well, 

The  line  drawing  and  the  specification  give  clearly  the 
essential  features  of  this  design. 

Specification. 

Type  of  machine   Boat  Seaplane.  ' 

Name  or  type  No.  of  machine  ...  "Short  Cromarty."  ; 

Purpose  for  which  intended    Fighting  and  Bombing. 

Span   113  ft. 

Gap,  maximum  and  minimum  ...  10  ft. 

Overall-  length    59  ft. 

Maximum  height    22  ft. 

Chord    11  ft.   +  10  ft. 

Span  of  tail    23  ft. 

Maximum  cross  section  of  body_  50  sq.  ft. 

Engine  type  and  h  p    Rolls  "Condor,"  two  700  h.p.-. 

Airscrew,  diam.,  pitch,  and  revs  t5  ft.,  970  r.p.m. 

Weight  of  machine  empty    11,000  lbs. 

Tank  capacity  in  hours    12  hours' cruising  speed. 

Tank  capacity  in  gallons    650  galls. 

Performance — 

Speed  low  down    101  m.p.h. 

Disposable  load  apart  from  fuel  2,500  lbs. 

Total  weight  of  machine  loaded  18,000  lbs. 


THE   DESIGN   OF   RIGID  AIRSHIPS. 

The  following  letter  has  been  received  : — 

Sir, — You  are  to  be  congratulated  on  vonr  Airship  Number, 
containing  as  it  does  a  vast  amount  of  information  for  the  student 
of  airship  design.  There  is,  however,  a  great  deal  of  information 
and  data  still  required  to  be  made  known,  particularly  with  regard 
to  the  problem  of  rigid  and  semi-rigid  airship  design. 

Unfortunately  this  knowledge  is  locked  away  in  the  minds  of 
one  or  two  men  who  may  be  called  the  pioneers  of  rigid  airship 
design  in  this  country.  These  gentlemen  openly  affirm  that  they 
alone  in  Great  Britain  have  worked  out  and  fully  understand  the 
problems  and  theories  involved  in  the  design  of  rigid  airships. 

This  knowledge  is  naturally  a  carefully  guarded  secret,  and  no 
doubt  a  very  great  asset  to  the  particular  firm  for  which  they  are 
contracted  to  work.  Whether  this  state  of  affairs  is  good  for 
aviation  in  Great  Britain  is  questionable. 

It  is  extremely  unfortunate  that,  when  the  Admiralty  decided 
to  proceed  with  rigid  airship  construction  in  191 5  they  did  not 
commandeer  one  of  these  men  for  the  position  of  chief  airship 
designer  for  the  country  ;  as  it  is,  they  were  sent  to  a  private 
firm,  who  naturally  have  shareholders  to  satisfy. 

What  actually  happened  was  the  appointment  of  a  gentleman 
with  very  little  knowledge  of  airship  design.  This  gentleman, 
a  member  of  the  Royal  Corps  of  Naval  Constructors,  was  pre- 
viously a  submarine  hull  overseer.  Reluctance  to  furnish  privately 
and  laboriously  gained  data  to  an  outsider  placed  in  a  high  posi- 
tion is  natural,  and  one  must  blame  the  Admiralty  for  its  choice 
of  a  chief  airship  "designer."  .Designer  is  a  .complimentary  title, 
for  the  work  carried  out  by  bis  department  appears  to  be  thr- 
making  of  "Chinese"  copies  of  the  various  German  airships  (of 
an  oldish  type)  brought  down  in  this  country  and  elsewhere. 

Unfortunately  again,  and  most  shortsightedly  one  thinks,  the 
material  for  building  a  large  shed  was  withheld  by  the  Ministry 
of  Munitions  owing  to  shortage  of  steel.  It  almost  looks  as 
though  there  was  some  design  ngainst  the  firm  who.  were  admit- 
tedly the  pioneers  of  rigid  construction. 

I  The  whole  history  of  rigid  airships-  seems  to  have  been  marked 
by  one  unfortunate  blunder  after  another  One  could  mention 
bets  of  "cussedness"  as  far  back  as  the  "Mayfly"  age. 
:  These  remarks  are  plain  facts,  and  the  writer  has  nothing  but 
the  good  of  British  aviation  at  heart  in  submitting  them  for  pub- 
lication. That  the  future  of  the  nation  itself  is  vitally  dependent 
on  the  ultimate  triumph  of  this  rapid  means  of  transit  is  apparent. 


One  remembers  being  taught  that  the  prosperity  of  this  nation 
is  due- to  the  large  deposits  of  coal,  but  now  that  the  production 
of  our  staple  commodity  is  dwindling,  :>ne  looks  to  our  overseas 
Dominions  for  salvation.  '  The  airship,  if  really  strenuously  de- 
veloped, would  seem  to  be  the  one  method  for  reducing  the  dis- 
tances which  separate  the  great  English-speaking  peoples  from 
their  headquarters  ;  and,  cost  what  it  may,  a  big  programme  of 
airship  building  should  be  begun  with  the  help  of  our  rich 
Dominions  and  Colonies. 

Passing  from  what  ought  to  be  done,  we  read  that  the  airship 
construction  programme  is  to  be  abandoned  !  Who  is  responsible 
the  nation  will  wish  to  know.  It  can  only  be  compared  with 
the  losing  of  the  greater  part  of  Northern  America,  or  the  giving 
up  of  Helgoland.  Criminal  "hypermetropia,"  but  what  a 
shining  example  in  economy  in  these  days  of  wicked  waste ! 

Regarding  the  Editor's  remarks  :  his  one  drawback  the 
danger  of  fire.  To  those  unfamiliar  with  airships  this  danger 
is  very  real,  and  no  doubt  it  is  the  cause  of  anxious  con- 
sideration. Yet  when  one  calmly  considers  that  in  a  rigid- 
airship  the  engines  are  carried  well  away  from  the  envelope, 
and  there  is  usually  a  large  well-ventilated  air  space  at  the 
bottom  (unless  the  gas  containers  are  quite  full  as  at  high 
altitudes),  the  peace  risks  appear  small.  Smoking  compart- 
ments will  no  doubt  be  required  for  passenger  airships,  but 
they  can  be  supplied  with  electric  cigar-lighters,  and  be  well 
insulated  by  fire-screen  bulkheads. 

Possibly,  also,  "lifeboats"  in  the  form  of  gliders  may  be  fitted 
(one  remembers  the  photograph  of  an  aeroplane  leaving  a  rigid 
in  flight  at  the  exhibition  in  the  Grafton  Galleries).  Personally 
the  fear*  of  fire  would  be  far  more  real  in  an  aeroplane,  from  which 
escape  would  be  more  difficult.  The  fear  of  fire  should,  at  any 
rate,  not  be  set  against  the  use  of  passenger  airships,  and  the 
timid  should  not  suggest  the  postponement  of  airship  service  in 
the  hope  that  helium  will  be  made  cheaper. 

There  should  be  started  a  national  "crusade"  for  hustling  the 
Government  in  airship  construction.  We  ilready  have  the  pre- 
cedent of  the  Australian  Government  ordering  passenger  liners 
to  use  in  competition  with  the  shipping  trusts  ;  can  we  not  use  a 
few  days'  revenue  to  help  build  up  a  nucleus  airship  fleet' 

Referring  to  Mr.  Godfrey's  remarks  on  uir  a-'rship  designers, 
as  one  said  before,  we  have  original  designers,  but  they  were 
not  placed  in  their  correct  position  according  to  their  nationar 
importance.  "Lighter  Than  Air." 


The  Caudron  Type  C.23  Machine  (two  250  h.p.  Salmson  engines). 


September  24,  1919. 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplane. 


THE 


Cosmos  Engineering  Co.  Ltd 

Engines  for  Aircraft. 
CONTRACTORS   to  the   AIR  MINISTRY. 


JUPITER  (Ungeared)  450  H.P.,  636  lbs.  Weight. 
JUPITER  (Geared)  450  H.P.,  757  lbs.  Weight. 
LUCIFER  -  100  H.P.,    280  lbs.  Weight. 


SALES  DEPT.  and  SHOWROOMS : 
16  &  17,  PALL  MALL,  S.W.I. 


Irak: 


Telegrams — 

RADIARY,  CHARLES, 
LONDON. 

Telephone — 

1476  REGENT. 


HEAD  OFFICE- 
ORIENT  HOUSE, 
NEW  BROAD  ST., 
E.C.2. 


WORKS  - 


FISHPONDS, 
BRISTOL. 


Mark 


450  H.P.  JUPITER. 


KINDLY   MENTION    "  THE    AEROPLANE  "    WHEN   CORRESPONDING    WITH  ADVERTISERS. 


Il64    (supplement io the  arroplane.)  Aeronautical   Engineering  September  24,  1919 


Nothing  can  be  better  than  the  best 
Nothing  can  be  better  than  "  Cellon  " 
Therefore  "  Cellon  1  is  the  best. 


The  above  is  a  self-evident  truth  which  requires  no  proof; 
Nevert  eless  : 


Before  and  during  the  War  and  continues  to  do 
so  to-day. 


CELLON  LTD., 

22,  Conk  Street,  London,  W.l. 

T»U*ram.«    a.JAW  B,  PEQ.  LONDON.  Telephone*- ORRRARD  440  (a  line*.) 


KINDLY    MENTION    "THE    AEROPLANE"   WHEN  CORRESPONDING    WITH  ADVERTISERS. 


September  24,  1919 


THE 

Central  Aircraft  Company 

School  of  ylviation 

NORTHOLT  AERODROME. 


THIS  RECORD 


was  made  on  the  C.  A.  Co's   80  h.p.  Training  Machine. 

JOIN  NOW  to  take  advantage  of  the  Flying  Boom. 
Classes  for  Theoretical  and  Practical  Flying  now  being  formed. 

Write  for  Illustrated  *Boo\let  to 

THE   CENTRAL  AIRCRAFT  COMPANY, 

179,  High  Road,  Kilburn,  N.W.6. 

Telephones  :  Hamp  stead  4403      4404.  Telegrams  :  "Adduction,  Phone London." 


KINDLY    MENTION    "  Tiili    A Kki  H'LANE  '      WHEN    COkkRSrGM'l  N(,    U  l'RH  A-DVKRTIPEKS. 


u66 


(Supplement  to  The  Aeroplane.) 


Aeronautical  Engineering 


September  24,  191 9 


r, 


THE  WINGS 


OF 


COMMERCE 

will  be  vitally 

assisted  by 

BEARD  MORE 
AERO  ENGINES 


THE  BEARDMORE 
IS  NOT  MADE  FOR 
EXHIBITION  STUNTS 

BUT  FOR 
EVERY  DAY  SERVICE 


Many  leading  Aircraft  Manufacturers 
are  adopting  this  famous  engine  as 
STANDARD   POWER  UNIT. 


THE  BEARDMORE  AERO    ENGINE,  LIMITED, 

Chairman  Sir  William  Beardmore,  Bart. 

London  Showrooms  and  Depots  : 

112,  QT.  PORTLAND  STREET,  LONDON,  W.i. 

Telephone  !    238  Gerrard. 


KINDLY   MENTION    "  THE    AEROPLANE  "    WHEN   CORRESPONDING   WITH  ADVERTISERS. 


September  24,  i9i9  Aeronautical  Engineering  (SnpplPment  t0  THE  AEROPUNe,  1167 


CO 

Q 


O 

to 

i 


KINDIvY   MENTION    "  THE    AEROPLANE  " 


WHEN  CORRESPONDING    WITH  ADVERTISERS. 


1168    (Supplement  to  The  aeroplane.)  Aeronautical  Engineering 


September  24,  1919 


Tlip  Alliance 

Aeroplane  company 

Lit  a. 

CONTRACTORS 

TO 

Ministry  of  Munitions  of 

Air  Board. 

-.       .  ■ 

War 

Registered  Offices: 

45,  EAST  CASTLE  ST. 

CAM  RIDGE  ROAD  LONDON 
HAMMERSMITH.                                           W  1. 

X 

NOEL  ROAD 
ACTON. 

THE 

Grahame-White  Rolls-Royce  Aero-Limousine. 


This  machine,  which  can  be  seen  in  flight 
at  Hendon,  has  been  designed  specially 
for  pleasure  and  commerce.  It  is  not  an 
adapted  war  machine.  Fitted  with  two 
320  h.p.  Rolls-Royce  engines.  It  has  a 
maximum  speed  of' J  I  5  m.p.h.,  and  a  flight 
radius  of  4  hours.  The  limousine,  luxuriously 
upholstered,  and  containing  an  electrically 
heated  carpet,  carries  4  to  6  passengers, 
i  he  pilot,  with  whom  communication  is 
maintained  by  speaking  tube,  sits  m  a 
separate  compartment  above  and  at  the  rear 
of  the  passengers'  quarters. 


i&  GRAHAME-WHITE  COMPANY  L 

Head  Office  and  Works  :  The  London  Aerodrome,  Hendon,  N.W.9.       Phone  :  Kingsbury  1  20  (8  lines). 
London  Office  :  12,  Regent  Street,  Pall  Mall,  S.W.    .    'Phone  :  Regent  2084. 
KINDLY   MENTION    "  THE    AEROPLANE  "   WHEN   CORRESPONDING   WITH  ADVERTISERS. 


•"  -J 


September  24,  1919 


Aeronautical  Engineering 

(Supplement  to  The  Aeroplane.) 

1169 


THE 


Policies  issued  by  Underwriting  Members  of  Lloyd's  the  I  agle,  5tar 
and  «ritish  Dominioi  s  Insurance  Co  ,  Ltd.,  and  the  Exce«« 
Insurance  Co.,  Ltil.,   for    whom    the   Association  acts   as  Agents 


POLICIES 


Cover  all  classes  of 
Aviation  Risks 


Accidental  Damage  under  a'l  circumstances  to 
Aircraft  ot  ail  descriptions,  including  Fire,  Burglary, 
and  Theft      (Profit  Sharing  Policies). 

Covering  Policies  of  various  kinds  to  meet  the 
requirements  of  Carriers  by  Air. 

MINIMUM 
RATES. 


Accidental   Damage  to  Cargo. 

Personal  Accident  to  male  Pilots  of  Aircraft, 

to  Crew  and  Passenaers 

Third  Party  Risks  of  all  descriptions. 
Accidental  Damage  fron  Aircraft. 

MAXIMUM 
SECURITY. 


1,     ROYAL       EXCHANGE       AVENUE,       LONDON,  E.C.3 


Telepho 


LONDON  WALL  9944. 


ALLEN  and 

SIMMONDS, 

LTD., 

Piston  and  Piston  %ing 
Makers, 

READING. 


Allen  narrow  -  surface 
contact  rings  give  great- 
est power  and  least 
friction  with  gas-tightness. 

"  Stre  sed  "  with  mathe- 
matical precision  by 
patent  method  of  michine 
stressing  in  one  operation. 

Olympia  Exhibition,  Stand  131 


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!  I/O      (Supplement  to  The  Aeroplane.) 


Aeronautical  Engineering 


September  24,  19 19 


aillllllllillilllllllllllll 


=  Accumulators— 

—  The  Chloride  Electrical  Storage  Co.,  Ltd., 
=  Clifton  Junction,  near  Manchester. 
=  "Chloridic,  Pendlebury."  Central  Man- 
==  Chester,  1638.                   Pendleton,  11. 

=  Acetylene  Welding  Plant— 

=  Acetylene    Corporation    of    Great  Britain, 

SS  Ltd.,   The,  49,    Victoria    Street,  West- 

—  minster,  S.W.i.  "Flamma,  Vic, 
=  London  "                                Vic  ,48,50. 

—  Imperial  Light,  Ltd.,  123,  Victoria  Street, 

—  London,     S.W.i.       "Edibrac,  'Phone. 

—  Loudon."  Victoria  3540  (3  lines). 

=  Aeroplane  Manufacturers— 

~  Aircraft  Manufacturing  Co.,  Ltd  ,  Hendon. 

—  "Airmanship,  Hyde,  London." 

—  Kingsbury  220. 

—  Armstrong,  Sir  W.,  Whitworth  &.  Co.,  Ltd., 

—  Newcastle-on-Tyne.     "Armstrong  Avia- 

—  tion,  Newcastle-on-Tyne."  Gosforth  500. 
~  Blackburn  Aeroplane  &  Motor  Co.,  Lul., 
— -  olynipia,   Leeds.     "Propellors,  Leeds." 

—  Koundhay  345  (3  lines). 

—  Boulton  &  Paul,  Ltd.,  Kose  Lane,  Norwich. 

—  "Aviation,  Norwich."  Norwich  851. 

—  British  Aerial  Transport  Co.,   Ltd.,  Head 

—  Office  :     38,    Conduit    Street,  London, 

—  W.i  "Bat;gram  Reg.  London." 

—  May  fair  637,  618. 

—  Works  •   Hythe   Road,  .Willesden,  Lon- 

—  don,    N  VV.10.        "Aerbrirans,  Phone, 

—  London."  Willesden  2272,  2273. 
— —  British    &    Colonial    Aeroplane    Co.,  Ltd. 

—  (The     Bristol     Co.),     Filton,  Bristol. 

—  "Aviation,  Bristol."  Bristol  3906. 

—  Central  Aircraft  Co.,  High  Road,  Kilburn, 

—  N.W. 6.    "Aviduction,  Phone,  London." 

—  Hampstead  4403  and  4424. 

—  Eastbourne  Aviation  Co.,  Ltd.,  Eastbourne. 

—  "Aircraft*  Eastbourne." 

—  Eastbourne  1776. 

—  Gosport   Aircraft    Co.,  Gosport.  "Flight, 

—  Gosport."  Gosport  217. 

—  Grahmie- White    Company,    Ltd.,  London 

—  Aerodrome,  Hendon.    "Volplane.  Hyde, 

—  London."  Kingsbury  120. 

—  London     Off.ce,     12,     Regent  Street, 

—  S.W.i.  Regent  2084. 
Handley    Page,    Ltd.,     no,  Cricklewood 

—  Lane,     N.W. 2.      "Hydrophid,  Crickle, 

—  London."  Hampstead  7420. 

—  Hooper  &  Co.,  Ltd.,  54,  St.  James  Street, 

—  PiccadilH,   London,   S.W.  "Sociable, 

—  St.  James,  London."  Regent  Q12. 
=  Mann,    Egerton    &     Co.,    Ltd.,  Norwich. 

—  "Motors,  Norwich." 

—  Norwich  482  (4  lines). 
=  Martinsyde,     Ltd.,     Brooklands.     By  fleet, 

—  "Martinsyde,  Weybridge.*' 

—  Wok'ng  331;  Byfleet  171. 

—  "Nieuoort"     8:     General     Aircraft  Co., 

—  Cricklewood,   London,    N.W  2.  "Nieu- 

—  sco;it,  Crickle,  Loudon." 

—  Willesden  2455- 

—  Phceuix  Dynamo  Mai'.ulacturing  Co.,  Ltd. 

—  Thornbury,       Bradford  "Dynamo, 

—  Bradford."  Bradford  3700  (4  lines). 
=  Roe,    A.    V.,    &    Co.,    Ltd.,  Manchester 

—  "Triplane  Manchester." 

—  City  8530-8SU,  Manchester. 
=  Saunders,  S.  E.;  Ltd.,  East  Cowcs,  I.O.W. 

—  "Consuta,  East  Cowes."       Cowes  iqv 

—  Short  Bros.,  Rochester,  Eastchnrch  and 
=  Whitehall  House,  t>.W.  "Tested.  Phone, 

—  London  "  Regent  378. 
z:  The  Siddeley  Dcasy  Motor  Car  Co.,  Ltd., 
=  Coventry.          Coventry   954.     "  Deasy, 

—  Coventry." 

~  Sopwith   Aviation   Co..   Ltd  ,  Kingston-on- 

—  Thames.    "Sopwith,  Kingston  " 

—  Kingston  igfS  (8  lines). 
~  The  Supermarine  \viation  Works.  Ltd., 
EE  Southampton.  "Supfrmarin." 

—  Woolstor.  57  (2  lines). 
ZZ  Vickers,  Ltd.,  Imperial  Court,  Basil  Street. 

—  Kniehtsbridgc,     S.W  3.  "Vickerfyta, 

—  Knights,  London."       Kensington  6810. 

—  Waring  &  Gillow,  Ltd.,  Hammersmith, 
=  "Warisen,  Ox,  London."  MVisenm  tooo. 

—  Westland  Aircraft,  Yeovil.    "Aircraft.  Yeo- 

—  vil."  Yeovil  129. 
=  White.  J.  Samuel.  &  Co.,  Ltd.,  East  Cowes. 

—  "White,   East   Cowes."  Cowes  3. 


Airships- 
Airships,  Ltd. 

Short  Bros., 

Whitehall 

Phone,  London  " 
C.  G.  Snencer  &  Sons 


High  Street.  Merton. 

Wimbledon  IU4- 
Rochester,   Eastchurch ,  and 
Hmise,    S.W.  "Tested, 
Regent  ^78. 

Ltd. 


(See  under  "Balloons.") 

Aluminium  Castings  (Sand  and 

Die)— 

Coan,  R.  W.,  219,  Goswell  Road,  London, 
E  C.i.     "Krankases.  Isling,  London." 

City  1846. 


UBq  -  Aeroplane  • 


Balloons— 

C.  G.  Spencer  &  Sons,  Ltd.,  50A,  Highbury 
Grove,  N.5.    "Aeronaut,  London." 

Dalston  1893. 

Bent  Timber  Parts— 

Hopton  &  Sons,  George  Street,  Euston 
Square,  London,  N.W.i.  "Hoptons, 
Eusquare,  London."  Museum  *q6. 

Also  at  Market  Harborough,  Leices- 
tershire. "Hoptons,  Market  Har- 
borough."        Market  Harborough  13. 

Bearings     (JStonia    Cast  Phosphor 
Bronze) — 
Brown  Bros.,  Ltd.,  Gt.  Eastern  St.,  EC.i. 
Yorkshire     Engineering     Supplies,  Ltd., 
Wortley,  Leeds.    "Yes,  Leeds  " 

Central  3927. 

Blowpipes  (Oxy-Acetylene) — 

Acetylene  Corporation  of  Great  Britain, 
Ltd.,  The,  49,  Victoria  Street,  Westmin- 
ster, S.W.i.     "Flamma,  Vic,  London." 

Vic.  4830. 

imperial  Light,  Ltd.,  123,  Victoria  Street, 
Loudon,    S.W.i.  "Edibrac,  Phone, 

London."  Vic.  3540  (3  lines). 

Bolts- 

Mitchell  W^dgewood  &  Co  ,  Campbell 
Works,  Stoke  Newington,  London, 
N.16  Dalston  2500  (2  lines). 

Books  (Aero  Engines)— 

Dykes'  Auto  Encyclopedia,  Gillam,  149, 
Strand,  W.2. 

Buildings— 

Boulton  &  Paul,  Ltd.,  Kose  Lane,  Norwich. 

"Aviation,  Norwich."        Norwich  851. 
Rubery    Owen  Co.,    Darlaston,  South 

Staffs. 

Cable    Coverings    and  Cable 
Controls— 

The  Bowden  Brake  Co.,  Ltd.,  Tyseley,  Bir- 
mingham.    "Bovvden,  Acock's  Green." 

Acock's  Green  103  &  104. 
Bowden    Wire,    Ltd.,    Willesden  Junction, 
"Bowirelim,  Harks.  London." 

Willesden  2400  (3  lines) 
Herbert    Terry    £.    Sons,    Ltd.,  Redditch 
"Springs,  Redditch .'•  Redditch  61. 

Carburetters— 

Hobson.  H.  M.,  Ltd  ,  29,  v"auxhall  Bridge 
Road,   SW.2.  Victoria  4670 

Rene  Tampier,  Bloctube  Carburetter 
Works,      Danemere      Street,  Putney, 

S.W.15. 

Casein— 

Nieuwhof,  Surie  &  Co,  Ltd,  ,s,  Lloyds 
".venue,  London,  EC.J.  "Suricodon, 
Fen,  London."  Avenue  54  and  15. 

ClOthing- 
Burberry's,  Ltd.,  Haymarket,  S  W  1 

Regent  2165.. 

Dunhill's,  Ltd.,  Euston  Road.  N  W.i. 
"Duusend,  London  "  North  340=-6. 

Component  Parts— 

Accles  &  Pollock,  Ltd',  Oldbury  Birming- 
ham.   "Accles,  Oldbury." 

Oldbury  m  (4  lines) 

Brown  Bros.,  Ltd.,  Gt.  Eastern  St.,  EC.i. 

Central  Aircraft  Co.,  High  Road.  Kilburn, 
N.W. 6.     "A'dduction,  Phone,  London." 

Hampstead  4403  &  t'ot;, 

Thompson  Bros.  (Bilston),  Ltd.,  Bradley, 
Bilston,  England.  "Thompson  Bros., 
Bilston  "  Bilston  10. 

Cords,  Tapes,  and  Threads— 

MacLennan,  J.,  &  Co.,  30,  Newgate  Street, 
E.C.i.    And  at  Glasgow         City  3115. 

Dopes— 

Titanine,  Ltd.,  175,  Piccadilly,  W.i. 
"Tetrafree,  Piccy,  London." 

Gerrard  2312. 

British  Cellulose  Co.,  8,  Waterloo  Place, 
S.W.i.    "Cellutate,  London." 

Regent  4046. 

l'he  British  Emaillite  Co.,  Ltd  ,  30,  Regent 
Street,  SW.i.  "Ridleypren,  Piccy, 
London."  Gerrard  280. 

r.ellon,  Ltd.,  22,  Cork  Street,  London,  W.i. 
"Ajawb,  Reg,  Loudon."     Gerrard  440. 

Robt  Ingham  Clark  in  Co.,  Ltd.,  West 
Ham  Abbey,  E15.  "Oleotine,  Strat, 
Loudon."  East  9.S5- 


Miiiiiiiniiimi 


Engines  and  Parts— 

Allen,  W.  H,  &  Co.,  Ltd.,  Bedfoid.  "Pump 
Bedford."  Bedford  No.  1. 

Arrol  Johnston,  Ltd,  Dumfries.  "Mocar, 
Dumfries."  Dumfries  281-282. 

Beardmore  Aero  Eng.,  Ltd.,  112,  Great 
Portland  Street,  W.i.  "Beardmore, 
London."  Gerrard  238. 

The  Cosmos  Engineering  Co.,  Ltd.,  Fish- 
ponds, Bristol. 

Dudbridge  Iron  Works,  Ltd  (Salmsoni,  87, 
Victoria  Street,  London,  S.W.i  "Aero- 
flight,  Vic,  London."  Vic  7026. 

Gordon  Watney  &  Co  ,  Ltd.,  Weybridge. 
"Mercedes,  Weybridge." 

Weybridge  550  (7  lines). 

Green  Engine  Co.,  Ltd.,  Twickenham. 

Richmond  1203. 

Gwynnes,  Ltd,  Hammersmith,  W. 
"Gwynne,  Hammersmith  " 

Hammersmith  1910. 

Napier  &  Son,  D  ,  Ltd.,  14,  New  Burling- 
ton Street,  London,  W..  and  at  Acton, 
W.    "Nitrifier,  London."    Gerrard  8926. 

Rolls-Royce,  Ltd.,  14  anrl  15,  Conduit  Street, 
W.i.    "Rolhead,  London." 

Gerrard  16=54-^-6. 

The  Siddeley -Deasy  Motor  Car  Co.,  Ltd., 
Coventry.    "Deasy,  Coventry." 

Coventry  o<;4. 

Sunbeam  Motor  Car  Co.,  Ltd  ,  Wolverhamp- 
ton    "Moorfield,  Wolverhampton  " 

Wolverhampton  985. 
The  Gnome  &  L-  Rhone  Engine  Co.,  Ltd  , 
27,  Buckingham  Gate,  SW  1.  "Eleven- 
fold, London." 

Walthamstow  811  (2  lines). 
Walton   Motors,    Ltd.,   Walton-on  -Thames. 
"Motors,  Walton  on-Thames  " 

Walton -on -Thames  220. 

Electrical  Accessories— 

Belling    &    Co  ,    Montague    Road,  Upper 
Edmonton,  N.18.   "Belling,  Fdmonton  " 
Tottenham  1084. 
Brown  Bros.,  Ltd  ,  Great  Eastern  St  ,  F,  C  1. 
Gent     &     Co  ,     Ltd  ,     Faraday  Works, 
Leicester.    "Lodestone,  Leicester  " 

National  151  (two  lines). 
Johnson   6,   Phillip's,  Ltd  ,    Charlton,  Lon- 
don, S.E  7      "Juno,  London  " 

Central  2207;  London  Wall  1564. 

Electric  Cables— 

E  Kalker  &  Co  ,  Coventry  '  Kalker, 
Coventry.''  Coventry  24X 

Johnson  &  Phillips.  I  td  ,  Cnarlton.  Lon- 
don, S.E  7     'Juno,  London  " 

Central  2207:  Londot!  vVall  1564 

Electric  Lighting  and  Power— 

Johnson  &  Phillips.  Ltd  .  Charlton,  Lon- 
don. S.E  7.    "Juno,  London  "' 

Central  2207.  London  Wall  1364. 

Mann.  Egerton  &  Co.  Ltd,  117,  Cleve- 
land Street,  London,  W  "Installing, 
Eusroad."  Museum  70  (4  lines). 

Electro    Platers    and  Metal 
Polishers'  Engineers— 

vV  Canning  &  Co,  r.33  137,  Great  Hampton 
Street,  Birmingham.  "Materials,  Bir- 
mingham.'' 

Birmingham  3022  Central  (3  lines). 

Fireproof  Petrol  Tanks— 

The  Aircraft  Improvements  Co.,  M'orning- 
on  Works,  Arlington  Road,  Camden 
Town,  N.W  1 

Flare  Lights- 

Imperial  Light,  Ltd.,  123,  Victoria  Street, 
London",  S.W.i.  "Edibrac,  Phone, 
London  "  Victoria  3540  (3  lines). 


Ltd.,  Redditch. 
Redflitch  61. 


Flexible  Shafts- 
Herbert   Terry   &  Sons, 
"Springs,  Redditch." 

FlUXeS- 
Imperial  Light,  Ltd  ,  123,  Victoria  Street, 

London,      S.W.i       "Ed:brac,  Phone, 
■"  '  London."  Victoria  3340  (3  lines). 

The  Auto  Controller  Co    (Fluxite).  Vienna 

Road,  Bermondsey,  Eng. 

Flying  Boat  Builders— 

Gosport    Aircraft   Co.,   Gosport.  "Flight, 
Gosiiort."  Gosport  217. 

Galvanising— 

Boulton  8>  Paul,  Ltd.,  Rose  Lane,  Norwich. 
"Aviation,  Norwich."        Norwich  8sT. 

Gauges— 

J.   A.   Prestwich   &   Co.,  Northumberland 
Park,  Tottenham,  N.17. 


September  24,  1919 


Aeronautical  Engineering 

(Supplement  to  The  Aeroplane.)  ' 


buyers' 


1?  v 


Gears- 
Moss  Gear  Co.,  Ltd.,  Thomas  Street,  Aston, 
Birmingham.    "Mosgear,  Birmingham." 

East  407. 

Glue- 
Cannon,  B.,  &  Co.,  Ltd.,  Lincoln.  London 
Office  :  110,  Cannon  Street,  E  C. 4.  "Be- 
cecolin,  Cannon,  London."  City  1206. 
Improved  Liquid  Glues  Co.,  Ltd.,  Gt.  Her- 
mitage Street.  E.  (Croid.)  "Excroiden, 
Phone,  London."  Avenue  4611-2. 

Mendine  Co.,  8,  Arthur  Street,  E.C. 

Bank  5873. 

Goggles— 

'  Triplex  Safety  Glass  Co  ,  Ltd  ,  1,  Albemarle 
Street,  Piccadilly,  W.i.  "Shatterlys, 
Piccy,  London."  Regent  1340. 

Heating  and  Ventilating— 

Chas.  P.  Kinnell  &  Co.,  Ltd  ,  6?  &  6^a, 
Southwark  Street,  London,  SE.i. 
"Kinnell,  London."    Hop  372  (2  lines). 

The  Thames  Bank  (Blackfriars)  Iron  Co., 
Ltd.,  Upper  Ground  Street,  London, 
S.E  1  "Hot  Water,  Friars,  London  " 
Hop  763. 

Instruments- 
British   Wright   Co.,   Ltd  ,   33,  Chancery 
Lane,  W  C.2.  'Holborn  r.308. 

Instruments  (Scientific,  Altimeters, 
etc.)— 

Short  &  Mason,  Ltd.,  Maedonald  Road, 
Walthamstow .  Ei7-  "Aneroid.  Phone- 
London."  Walthamstow  180. 

Wheeler,  T.,  217,  Goswel!  Road,  E.C.i. 

Insurance- 
Aviation  Insurance  Association,   1,  Royal 
Exchange  Avenue,  E  C  3 

London  Wall  9944- 
Brav,  Gibb   &  Co.,  Ltd.,    166,  Piccadilly, 
W  1. 

Harold  Townend,  Ltd  ,  13  14,  Abchurrh 
Lane,  King  William  Street,  E  C  4 
"Carinsur,  London  '." 

Central  136  (2  lines) 
Percv  Wingfield,  22,  Newgate  Street,  EC  1. 

City  4672 

Leather  Cloth- 
New  Pegamoid,  Ltd. 
Street,  London 
London  " 


134,  QnefeS  Victoria 
"Pegamoid,    Cent  , 
City  9704  (2  lines). 

Lubricating  Oil   Refiners  and 
Merchants  — 

W  B  Dick  &  Co  .  Ltd.,  qo,  Fenchurch 
Street,  E.C  3     "Dicotto  Fen.  London." 

Avenue. 783.1  (2  lines). 

Magneto  Driving  Pieces- 
Herbert  Terry    &    Sons,    Ltd  ,  Redditch 
"Springs,  Redditch  Redditch  61 

Magnetos— 

The  British  Lighting  &  Ignition  Co  .  Ltd  , 
204,  Tottenham  Court  Road,  W.i. 
"Vicksmag,  Rhone,  London." 

Museum  430. 

The  British  Thomson-Houston  Co.,  Ltd., 
Lower  Ford  Street,  Co\  entry  "As- 
teroidal,  Coventry."  Coventry  278. 

Metal     Casement  Manufac- 
turers- 
Henry  Hope  X  Sons,  Ltd.,  53,  Lionel  Street 


Birmingham, 
ham." 


Conservatory.  Birming- 
Central  oqo  (2  lines). 


Metal  Manufacturers 


Clifford,  Chas.,  &  Sons,  Ltd.,  Birmingham. 
"Clifford,  Birmingham."    Central  42-43  : 
Avenue  1432. 

Metals  in  General— 

I       Samuel  Mercer  S  Co.,   iqS  Upper  Thames 


Street,  E.C. 4 
London. 


'Reconciled,  Cannon, 
City  6342 


Metal  Parts  and  Fittings— 

Accles  &  Pollock,  Ltd.,  Oldbury,  Birming- 
ham    "Accles,  Oldbury." 

Oldbury  ir:  (4  lines). 

Arnott  &  Harrison,  Ltd.,  Hythe  Road, 
Willesden  Junction  Willcsden  2207. 

Bayliss,  Jones,  &  Bayliss,  Ltd  ,  Wolver- 
hampton. (Bolts  fv  Nuts.)  "Bayliss, 
Wolverhampton."   Wolverhampton  1041. 

Blackburn  Aeroplane  ;".  Motor  Co..  Ltd., 
Olympia,  Leeds.      "Propellors,  Leeds." 

Roundhay  343  '1  linesl. 


Metal  Parts  and  Fittings  (continued). 

Brown  Bros.,  Ltd.,  Gt  Eastern  St.,  E.C.I. 

Mann,  Egerton  fi  Co.,  Ltd.,  177,  Cleveland 
Street,  London,  W.i.  "Installing, 
.Rusroad,  London."  Museum  70. 

Rubery  Owen  &  Co..  Darlasron,  South 
Staffs. 

Sankey,  Joseph,  &  Sons,  Ltd.,  Wellington, 
Shropshire.  "Sankey.  Wellington, 

Salop."  Wellington  66. 

The  Selsdon  Aero  &  Engineering  Co.,  Ltd., 
1,  Albemarle  Street,  Piccadilly,  W.i. 
''Selaero,  Phone,  London  ''  Regent  1181. 

Thompson  Bros  .  Ltd.,  Bradley,  Bilston. 
"Thompson  Bros.,  Bilston  "    Tiilston  10. 

Metric  Bolts— 

Cashmore  Bros.,  Hildreth  Street,  Balham, 
S.W  Battersea  415. 

Ruberv  Owen  &  Co.,  Darlaston,  South 
Staffs 

Miscellaneous- 
Anderson,  D. ,  &  Son,  Ltd.  (Roofsl,  Belfast. 
"Anderson,  Belfast." 

Belfast  $033-4034-4035. 
Brown  Bros  ,    Ltd.,  Great  Eastern  "Street, 
E.C.i.  "Imbrowned,  Bethroad,  London." 

London  Wall  6-00. 
Herbert  Frood  Co.,  Ltd.,  Chapel-en -U-F*-;th. 
"F'rodobrake,  Birmingham." 

Centrn.  rc>3. 

MacLennan,  J.,  &  Co.,  30,  Newgate  Street, 
E  C.i  .  and  at  Glasgow.  Tapes,  Cords, 
and  Threads.  City  3115. 

Motor  Cars  — 

Arrol  Johnston,  Ltd.,  Dumfries  "M'oear, 
Dumfries, *'  Dumfri.s  2RT-282. 

Mann,  Egerton  &  Co.,  Ltd.,  37q-38i.  Euston 
Road,  London,  N.W.i.  "IManegeear, 
Eusroad,  London."  Museum  70. 

Standard  Motor  Car  Co.,  Coventre.  "Fly- 
wheel, Coventry.' 

Ccventry  530  (4  lined. 

Nameplates  and  Labels— 

The  Clecg  Metal  Engraving  Co.,  Ltd., 
Worthing.     "Clegg,  Worthing." 

Observation  Panels— 

Triplex  Safetv  Glass  Co.,  Ltd  ,-1.  Albemarle 
Street,  Piccadilly,  W.i  "Shatterlvs, 
Piccy,  London."  Regent  1340 

Oils-  „  , 

C  C  Wakefield  &  Co.,  Ltd.,  Wakefield 
House,  Cheapside,  E  C  2.  "Cheery, 
Cent,  London  "    Central  T130;  &  13466. 

Parachutes— 

E  R  Calthrop's  Aerial  Patents,  Ltd., 
Eldon  Street  Mouse,  Eldon  Street, 
London,  E.C.  "Savcmalivo,  Ave,  Lon- 
don'" London  Wall  3266-3267. 

C.  G   Spencer  &  Sons,  Ltd. 
(See  under  "Balloons.") 

Piston  Rings— 

The  British  Piston  Ring  Co.,  Ltd.,  Hol- 
brook  Lane,  Coventry.  "Rii'trs,  Coven- 
try "  Coventrv  1214-5. 

The  Standard  Piston  Ring  and  T'n^ineerin^ 
Co  .  Ltd,.  Don  Road,  Shemr'  1  "Ocean, 
Sheffield."  Sheffield  21/q 


Presswork— 

Rubery   Owen  & 


Co.,    Darlaston,  South 

Staffs  ,        :.„", , 

rerrv,  Herbert,    &•   Sons,   Ltd..  RrrVMrV 
"Springs,  Redditch."  Redditch  61. 


Propellers— 

The  Aircraft  Improvements  Co..  Morning- 
ton  Works,  Arlington  Road,  Camden 
Town .  N  W  1 

Blackburn  Aeroplane  &  Motor  Co..  Ltd., 
Olvnipia,  Leeds.      "Propellors.  T  <-eds." 

Roundhay  345  ' '  lines). 

Boulton  ft  Paul.  Ltd.,  Rose  Lane,  Norwich. 
"Av'ation    Norwich  '■         Norwich  851. 

Ebora  Propeller  Co.,  ir  .K-  12,  Snrbiton 
Pnrk  Terrace,  Kin?stor!-o:i-Tha.mes. 
"Ebora.  Kingston  "  Kincston  672. 

Integral  Profiler  Co.,  Ltd.  "Aviprop, 
Hyde,  I  ondon  " 

TTendon  q  !  Kingsbury  104. 

Lang  Propeller.  Ltd.,  Weybridcc.  "Aero- 
sticks,  Wevbridge  "    Wevbridtre  320-121. 

Oddv,  W.  D.,  S.  Co.,  Leeds.  "Airscrews, 
Leeds."  Leeds  20547-8. 

Westland  Aircraft,  Yeovil.  "Aircraft.  Yeo- 
vil." Yeovil  129. 

Pyrometers— 

The  Foster  Instrument  Co  ,  Letchworth, 
Herts.  "Foster  Instruments,  Letch- 
worth." Letchworth  26. 


iiiiniiiiiiiiiiiiiiiiiiiH 


Rawhide  Hammers— 

Ira  Stephens,  Whitelands  Leather  Works 
Ashton-under-Lyne.  "Stephens,  709! 
Ashton."  Ashton  709. 

Rigging  for  Aircraft— 

Cradoek,  Geo.,  &  Co,  Ltd.,  Wakefield, 
England.     "Cradoek,  Wakefield  " 

Wakefield  a66. 

Rubber  Tubing  &  Accessories- 
Hancock,  James  Lyne,  Ltd.,  266,  Goswell 
Road,     Loudon,     E.C.i  "Masticator, 
Ishng,  Loudon."  City  3S11  &  3812. 

Safety  Belts— 


c. 


H.  Holmes 
Manchester. 


&  Son,  3! 
"Semloh, 


!,  Albert  Street, 
Manchester." 

City  f-.2. 

Screw-driving  Machines— 

Russell  Bros.  (Redditch),  Ltd.,  Littleworth, 
Redditch.    "Inventors,  Redditch  " 

Redditch  74. 

Seaplane  Manufacturers— 

Blackburn  Aeroplane  &  Motor  Co..  Ltd., 
Olympia,  Leeds.    "Propellors,  Leeds." 

Roundhay         '  %  lines) 

Phccnix  Dynamo  Manufacturing  Co.,  Ltd., 
Thornbury,  Bradford  "Dynamo,  Brad- 
ford." Bradford  3700  (7  lines). 

Short  Bros.,  Rochester.  '  'Seaplanes, 
Rochester."  Chatham  627. 

Supermarine  Aviation  Works,  Ltd.,  South- 
ampton. "  Supermarin,  Southamp- 
ton." Woolston  17. 

Searchlights  &  Landing  Lights- 
Brown  Bros.,  Ltd.,  Great  Eastern  St.  E.C.i. 
Imperial  Light,  Ltd.,   123,  Victoria  Street, 
London,     S  W.i.       "  Edibrae,  Phone, 
London."  Victoria  3540  lines). 

Sheet  Metal  Pressings— 

Accles  &  Pollock,  Ltd.,  Oldbury,  Birming- 
ham.   "Accles,  Oldbury  " 

Oldbury  111   (z  lines). 
Blackburn  Aeroplane    &    Motor  Co.,  Ltd., 
Olympia,   Leeds.     "Propellors,  Leeds." 

Roundhay  -.15  (-,  lines). 
Rubery    Owen    &    Co,    Darlaston,  South 
Staffs. 

Sheet  Metal  Work— 

The  Acetylene  Corporation  of  Great  Britain, 
Ltd.,  49,  Victoria  Street,  S.W.I 
"Flamma,  Vic,  London."  Vic  A830. 

Rubery  Owen  &  Co..  Darlaston.  South 
Staffs. 

The  Sel«don  Aero  X  Engineering  Co.,  Ltd., 
1,  Albemarle  Street-,  Piccadilly.  W.i. 
"Selaero,  Phone,  London."  Regent  1181. 

Imperial  Light,  Ltd  ,  123,  Victoria  Street, 
London,  S.W.i,  "Kdibrae,  Phone,  Lon- 
don "  Victoria  3510  (1  lines) 

Solder  Manufacturers  - 

Samuel  Mercer  &  Co  ,  198,  Upper  Thames 
Strtet,  E.C. 4.  "Reconciled,  Cannon, 
London."  City  6 -,42. 

Sparking  Plugs- 
Brown  Bros.,  Ltd.,  Great  Eastern  St..  E.C.i. 
Leo  Ripault   &   Co  ,   1,   King's   Road.  St. 

Paneras,  N  W  1 . 
Lodge   Sparking    Pit, ...   Co.,    Ltd  ,  Rugby. 

"Igniter,   Rugby  "  Rugby  235. 

The  Robinhood  Engineering  Works.  Ltd., 

Newlands.       Putney      Vale,      S.W. 1.5. 

Makers    of     KLG     Plugs.  "Kaelgee, 

Phone,  London  " 

Putney  2132-3. 

Springs- 
Dart  Spring  Co.,  West  Bromwich.  "Dart, 
West  Bromwich."     West  Bromwich  322. 
Terry,   Herbert,    &    Sons,   j^tcl.,  Redditch. 
"Springs,  Redditch." 

Redditch  61  (3  lines). 

Steel- 
Allen,     Edgar,     &     Co.,     Ltd  ,  Sheffield. 

"Allen,  Sheffield"  S!i  -ffield  4607. 

Brown  Bros.,  Ltd.,  Great  Eastern  St..  E.C.i. 
Firth,   Thos.,.  &    Sons,   Sheffield.  "Firth, 
Sheffield  "  Sheffield  3230  to  5237. 

Jonas  &  Colver,  Ltd  ,  Continental  Steel 
Works,    Sheffield.    "Jonas,  Sheffield  " 

Sheffield  j66o. 

Nicklin,  Bernard,  &  Co.,  Birmingham. 
"Bernico,  Birmingham." 

Smethwick  22J. 
Spear  SI  Jackson,  Ltd  ,  Aitna  Works,  Shef- 
field.   "Spear,  Sheffield." 

Central  4522-1-4. 
W.  Wesson   &  Co  ,  Ltd.,  Victoria  Iron  and 
Steel     Works,     Moxley,  Wednesbury. 
"Iron,  Wednesbury."     Wednesbury  62 


]  I  /O  (Supplement 


Aeronautical  Engineering^ 


September  24,  igig 


{JjfiQ  •  MeroplariQ 


Clifton     Junction,     near      Mam  k  i< 

Acetylene  Welding  Plant— 

Acetylene  Corporation  of  Great  Britain, 
Ltd  The,  49,  Victoria  street,  West- 
minster S.W.I.  "I-lamma,  vie, 
London  y  Vic  jSjo. 

Imperial  Light,  Ltd.,  123.  Victoria  Street, 
jSSdonT  "Edibrac,  'Phone 

London."  Victoria  354»  (3  Unes). 

Aeroplane  Manufacturers- 
Aircraft  Manufacturing  Co.,  Ltd.,  Hendon. 
"Airmanship,  Hyde,  London  " 

Kingsbury  j-'j 


"Aviation,  Norwich."         Norwich  ^1 
British   Aerial    tran-ix.rt  Cu  ,    Ltd  ,  Head 
Office  :      ■■>,    Conduit     Street,  London, 
W  1  "Bat;grain  Keg.  Loudon." 

May  lair  637,  6;S. 
Works-  Hythe  Road,  .Willesden,  Lon- 
don, N  W  10  "  Urbiirans,  I'hone. 
London."  Willesden  2272,  2273- 

British  &  Colonial  Aeroplane  Co.,  Ltd. 
1  The  Bristol  Co.),  Filton,  Bristol. 
"Aviation,  Bristol."  Bristol  -,QOO. 

<tnir.il  Aircraft  Co,  High  Road.  Kilhurn, 
N  W  fi     "AvKhKtio.i,  I'lKine,  London." 

Hempstead  4403  and  4424. 
Eastbourne  Aviation  Co.,  Ltd.,  Eastbourne. 
"Aireraf-.  Eastbourne." 

Eastbourne  1  77'v 
Gosport   Aircraft    Co.,  Gosport-  "Flight, 
Gosport."  Gosport  217 

Grahaim- White  Company,  Ltd.,  London 
Aerodrome,  Hendon  "Volplane.  Hyde, 
London  "  Kingsbury  1 20. 

'  London  OfT.cc,  12,  Regent  Street. 
S  W.i-  Regent  2084. 

Handlev  Page,  Ltd  .  no,  Cricklewood 
Lane,  N  XV. 2  "Hydrophid,  Crickle, 
London  "  Hampstead  7JZ0. 

Hooper  St  Co.,  Ltd.,  54,  St.  James  Street, 
PiccadilU,  London,  S.W.  "Sociable. 
St  James.  London."  Regent  qii 

Mann,  Egerton  &  Co.,  Ltd.,  Norwich. 
"Motors,  Norwich." 

Norwich  4R-  <•!  lin**1 
Martinsydfc,     Ltd.,     Brooldjirids.  Byfleet, 
"Martinsyde,  Weyhridge  " 

Wok;ng  331;  Byfleet  171. 


icklewood,  London,  N.W  : 


Fhoeinx  Dvn; 
Thombui: 
Bradford.' 


A-    V.,    &  Co., 


eh'lll  House, 
Ion  " 

deley  Deasy 


Southampton.  "Rupert 

Vicfeers,  Ltd  ,  Imperial  C01 
Krik-hMnidci  ,  S  \Y  - 
Knights,  London."  1 

Waring  &  Gillow,  Ltd., 
"Warism,  0\,  London 

Westland  Aircraft,  Yeovil. 


Willesden  24*: 
luring  Co.,  T  t( 
1  "Dynamt 
rd  3700  I4  lines 
d.,  Mancheste: 


Mai 


I.O.\ 


Cowes  iqv 
istchurch  and 
Tested,  Phone, 
Regent  178. 
Car  Co.,  Ltd., 
054.    "  Deasy, 


irt,  Basil  Street, 
"Vickerfyta, 
Kensington  6810. 
Hammersmith. 


Airships- 
Airships.  Ltd  ,  High  Street.  Merton. 

Wimbledon  13.14. 
Short  Bros.    R-vfiester.  Fastchtirch.  and 
Whitehall    H«mse,    S.W.  "Tested, 
Phone,  London  "  Regent  178 

C.  G.  Snencer  &■  Sons,  Ltd 
(See  under  "Balloons  "! 

Aluminium  Castings  [Sand  and 
Die)— 

Coan,  R.  W  ,  219,  Goswell  Road,  London, 
E.C.i-    "Kranka-  s.  Idling.  London." 

City    "  ' 


Balloons— 

C.  G.  Spencei 
Grove,  N 


&Sons,  Ltd!,  S6A,  Highbury 
-Aeronaut,  Igta  ^ 


Bent  Timber  Parts- 

Hopton    &    Sons,   George.  Strict.  ^Ett- 


"Square, 


London,    K  W.i.  "HoptonB, 

borough. 


*MarkcV'  liar  borough  13 


Bearings    (Etonia    Cast  Phosphor 
Bronze)— 

cntral  302 


,  Leeds. 


Blowpipes  (U> 

Acetyleue  Corporation 
Ltd.,  'the,  49,  Victoi 
ster,  S  W.i-  "Flau 

Imperial  Light,  Ltd., 
London,  S.W.i. 

BoltS- 
Mitchcll  W<-dge«ood 
Works,    Stoke  N< 

W.ifi  .  .» 

Books  (Aero  Engine; 


Buildings— 

Boulton  &  Paul,  Ltd.,  Rose 

"Aviation,    NoiukIi  " 
Rubcry    Owen    it    Co..  I 

Cable  Coverings 
Controls— 

The  Bowden  Brake  Co 

Uowden  .Wire,    l.id^.  V 

Herbert   Terry    J-  Son! 
"Springs,  Redditch  " 

Carburetters— 

Hobson.  H.  M  ,  Ltd  ,  2t 
Koad,  SW.a. 

Works, 


Acetylene) — 


Vic.  4810. 
-„  Victoria  Street, 
■'Hdilu  .ie,  Piiope, 


and  Cable 


Casein— 

Nieuwhof, 


ClOthing- 
Burberry's,  Ltd., 


"Dunstnd,  London"  North 

Component  Parts— 

Accles  &  Pollock,  Ltd'   Oldbury  Bi: 
ham     "Accles,  Oldbury  " 

Oldbury  rti  (4 
Bromi  Bros.,  Ltd.,  Gt.  Eastern  St., 
Central  Aircraft  Co  ,  High  lioad,  K 
N.W6.    "A"iduclion,  Phone,  I.o 


Ham 


Br 


Cords,  Tapes,  and  Threads- 

MacLennan,  J.,  &  Co.,  30,  Newgate  Street 


E.C.i 


And  1 


Gla-i 


City 


Dopes— 

Titaninc,  Ltd.,  175,  Piccadilly,  W.i. 
"Tetratree,  Piccy,  London." 

Gerrard  Mia. 

British  Cellulose  Co.,  S,  Waterloo  Place, 
S.W  1.    "Cellutate,  Loudon." 

•  £   Regent  404S. 

fheBnti-h  h,m;nllitc  Co,  Ltd,  Recent 
Street,  SW.i,  "Kidleypren,  Piccy, 
London  "  Gerrard  t8o. 

r.ellon,  Ltd.,  22,  Cork  Street,  London,  W  1 
"Amwb,  Reg,  London."     Gerrard  440 
isham  Clark   h   Co.,  Ltd.,  West 
Abbey,  E.15.     "Olcotine,  Strat 


Jtobt 
Hd 


d  ,  2g,  Vauxhall  Bridge 
Victoria  4670 
Bloctube  Carburetter 
ucre     Street,  Putney, 


don.' 


Engines  and  Parts— 

-Vlltn,  W.  H.,  &  Co.,  Ltd.,  Bedfoid,  "Pump 
Bedford."  Bedford  No  1 

•\rrol  Johnston,  Ltd,  Dumfries  "Mocar 
Dumfries."  Dumfries  281-282 

Beardmorc  Aero  Eng.,  Ltd.,  112,  Great 
Portland  St  rt  et,  W.i  "  Beardmorc, 
London."  Gerrard  jig 

The  Cosmos  Engineering  Co.,  Ltd  ,  Fish- 
Iionds,  Bristol. 

Dudbridge  Iron  \\'<>rks,  T.oi    (SatmsonL  87 


,  Londo 
night,  Vic,  London." 
Gordon  Watney    &    Co,   Ltd,,  Weybridgi 


126. 


"Mercedes,   ..  - 

Weybndgc  550  l7  lines) 
Green  Engine  Co.,  Ltd.,  Twickenham 

Richmond  1203, 
Gwynnes,      Ltd  ,       Hammersmith,  w, 
"Gwynne,  Hammersmith  " 


Napiei 


Hat 


lith  1 


&  Son,  D  ,  Ltd  , 
Ion  Strict.  Loudon,  W.,  and  at  Acton, 
W     "Nitriiicr,  London."    Gerrard  S026 
Roll--Royce.  Ltd..  14  ai,d  1=;.  Conduit  Street, 
W  1     "Rolhead,  London." 

Gerrar.l  i6«-f<. 
The  Siddeley-Deasy    ^lolor  Car  Co,  Ltd., 
Coventry.  "' 


"LVa-y, 


Snnbe. 


Cover,  try 


Motor  Car  Co.,  Ltd  ,  Wolvcrhamp- 
"Moorfield,  Wolverhampton  " 

Wolverhampton  Q85 
The  Gnome  &  1.-.  Rhone  Engine  Co.,  Ltd  , 
27.  Buckingham  Gale,  SW  1.  "Eleven- 
fold, London  " 

Walr.hanisr.QW  811  I2  lines). 
Walton   Motors,    Ltd  ,  Walton-ou-Thames. 
"Motors.  Walton  o„- Thames  " 

Wr.lton-nn  Thames  220. 

Electrical  Accessories— 

Belling    &    Co  ,    Montague    Road,  Upper 
Edmonton.  N  18.   "Ptlline,  Fdmonton  " 


Central  zi 

Electric  Cables- 

E     Kalker    8:    Co  . 

Coventry  " 
Johnson  Phillips. 


Central  : 


57:  ixmdou  Wall  15^ 


Electric  Lighting  and  Power- 

Johhson   8:   Phillips.  Ltd..  Charlton,  Lon- 
don. S.E  7.    "Juno  LonJon 

Central  2207,  London  Wall  1564 

Mann,  Egerton   8;   Co.  Ltd,    117.  Cleve- 
land Street,  London.    W  "Installing, 


Mu 


Electro    Platers    and  Metal 
Polishers*  Engineers— 

(V   Canning  &  Co  ,  in  117,  Great  Hampton 
Street.    Birmingham      "Mat-rials,  Bir- 


Bi 


302:  Cei 


tral 


i  lin 


Fireproof  Petrol  Tanks— 

The  Aircraft  Improvements  Co.,  Mbrning- 
on    Works,    Arlington    Road,  Camden 


Flare  Lights- 

Imperial  Light, 
London",  S 
Tendon  " 


1  ,  lasi  Victoria  Street, 
,       "Etlibrac.  Phone. 
Victoria  154°  (3  lines)* 


Flexible  Shafts—  .  t 

Herbert    Terrv    &    Sons,    Ltd..  ^dditeh 
"Springs,  Redditch."  Redditch  ti. 

Fluxes- 
Imperial  Light,  Ltd,  125.  Victoria  street. 
London,      SW.i       "Ed:brac,  Vhone, 
'  London."  Victoria  ;,>io  '\  !"' 

The  Auto  Controller  Co   (Fluxitel.  Vienna 
Road,  Bermondsey,  Eng. 

Flying  Boat  Builders— 

Gosport    Aircraft    Co,  Gosport 

Gosjiort."  Gosport  «/ 

Galvanising—  -  .rh 

Boulton  8  Paul.  Ltd.,  Rose  Lane,  Norw«- 
"Aviation,  Norwich  "        Norwich  »«■ 

Gauges—  ,  . 

J.   A.   Prestwich   &   Co..  Norlhumbtrlano 
Park,  Tottenham,  N.i 


-_  — '     East  Q.S5-  Pnrk,  Tottenham,  N.t7- 

wuiiiiiMUMuniiHiHiiiiuiiiiiiiiimiim 


SEPTEMBER  24,  1919 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplane.) 


1171 


J^uyers-  Guide. 


iiiiiiiiiiiiiiiiiniiiiiy£ 


^^T-^or  Co  Ltd.,  Thomas  Street,  Aston, 
^Birmingham.   "Mosgear,  Birmingham.^' 


Glue- 


d.,  &  Co.,  Ltd.,  Lincoln.  London 
Miiu'e  :  110,  Cannon  Street,  EC4.  "Be- 
rccolin,  Cannon,  London  "  City  tzcA 
.';'«<<]  1  i.nn.l  'dues  Co.,  Ltd  .  Gt.  Her- 
mitage Street.  E-  (Croid.l  "Excroiden, 
Phone.  London."  Avenue  4611-2. 

„e„P<JineCO.,8,Ar.hur5,rec,,F..Cank 


Bank  S873. 


t,  Albemarle 
"Shatterlys. 
Regent  1140. 


Mann    l".-  ,  ,'        '     1  '-^tein  St  ,  E  C  i- 
'on,     W.i.       "Ii^  tailing. 


■"1,  I.f 


Staffs 


Thnmpsor    Bros  .  L 
"Thompson  Bios 


Darlas 


Rawhide  Hammers- 

Ira  Stephen.    Whit.-lrmds  Mh„ 
ftshton-under-Lyv  - 


Works, 
Stephens,  709, 


it'll  M 


Goggles- 

Trinlex  Safety  Glass  Co  ,  Ltd  . 
Street,   Piccadilly,  W.i. 
piccy,  London." 

Heating  and  Ventilating- 

rhas    P    Kinnell   &  Co,   Ltd.  6<;  &  6rA, 
"  -v.utluvark      Street,      London.  S.E.i. 
"Kinnell,  London."    Hop  372  (2  lines) 
The  Thani:-:  Bank  i  niackfn  ars)    imn  Co. 
Ltd.     Upper    Ground    Street,  London, 
qgi        "Hot  Water,  Friars,  London" 
Hop  76;. 

^  Instruments- 
British   Wright   Co.,   Ltd  ,   33,  Chancery 
Lane,  W  C.a.  Holboru  110S. 

Instruments  (Scient-'fic,  Altimeters, 
etc.)— 

Sliorl  &  Mason.  Ltd.,  M.icdonald  Road, 
WalthamstOH  ,  E.i7-  "Aneroid,  Phone 
London."  Walthainstow  ifio. 

Wheeler,  T  ,  217,  Goswel!  Road,  E  C. I. 

Insurance- 
Aviation  Insurance  Association, 
Exchange  Avenue,  E  C  3 

London  Wall  0044. 
r.ibb   &  Co,  Ltd.,    166,  Piccadilly. 

Abchurch 


Metric  Bolts- 

Cashmore  Bros.,  Hildrcth 

S.W 
Ruhcry  Owen 

Staffs 


rrct,  Balhara, 
Battersea  jis 
Co.    Darlnston,  South 


Miscellaneous— 


E  C.i 


"Iml 


&  Son.  Ltd.  (Roof si,  Belfast. 
,  Belfast  " 

IlelfasJ  if.-,t-.'.o".-joit;. 
Ltd.,  Great    Eastern  street, 
wncd,  Bethroad.  t  011,1,  ,n  " 


Ash ton 

Rigging  for  Aircraft- 

Cradoek     qw<|    &    Co  t(J 

England.    "Cradoek,  Wukefeli. 

Wakefield  M 

Rubber  Tubing  &  Accessories 

tS?S^'  J?mc^  tyne.  Ltd  ,  260.  Gosw< 


akcficld,  ~ 


Road!  „ 
Isling.  Lou. 

Safety  Belts 

C.  II  Holn,,s 
Manchester 


don,'    EC  1 


City  3811 


Herbert  Frood  Co.,  Ltd,,  Chapcl-on-U-F«th 
"Frodobrakc,  rtiniiingham." 

Centn.  "ii. 

MacT.cnnan,  J  .  Co..  10.  Ncwentj:  Street, 
EC.:,  and  at  Glasgow.  Tapes.  Cords, 
and  Threads.  city  5115. 

Motor  Cars- 

Arrol  Johnston,  Ltd,  Dumfrifs  "M'ocar, 
numfries."  Dumfn.'R  2flt-3R? 

Mann.  Egerton  &■  Co.,  Ltd.,  ijo-i1*!,  V. 

 ,'.i.  "Manei 


EusroHn,  I,o 
nndnrd  Motoi 


,  Coven 


w  1 


Harold    Townend,    Ltd  ,    . , 

[.ane.    King    William    Street,  ^ 
"Cnrinsur,  London 

Central  156  (2  lines) 
Percv  Wingtield,  22,  Newgate  Street,  E  C  1 

City  4672 

Leather  Cloth- 
New  Pegamoid,  Xitd.', 


Nameplates  and  Labels— 


Th 


:  Cleeg  Metal  Engraving  Co 
Worthing.    "Clcgg,  Worthing  " 


I.oado 


■TVyanioid.  Cent', 
City  Q7r.J  (J  lines). 


Lubricating  Oil   Refiners  and 
Merchants  — 

W    R    Dick    &   Co  .    Ltd.,  go.  Fcnchurch 
Street,  E.C  j     "Dicotto  F.n.  London." 

Avenue .785.1  (2  hues), 

Magneto  Driving  Pieces- 
Herbert  Terry   &    Sons,    Lid  ,  Redditch 
"Springs,  Redditch  Redditch  61 

Magnetos— 

The  British  Lighting  &  Ignition  Co  .  Ltd  , 
J°4.  ,  Tottenham  Court  Road,  W.i 
>icksning,  Phone,  London." 


Metal     Casement  Manufac- 
turers— 

Henry  Hope  &  Sons,  Ltd  ,  55,  Lionel  Street, 
mrnuieham  "Cons,  rvalor\  Bit  ming. 
ham  Central  000  (2  lines). 

Metal  Manufacturers- 

..oP,\C¥s-  &  Sons;  Ltd..  Birmingham, 
ctiilord,  Birmingham. "    Central  42-4.1  : 


Observation  Panels— 

TripVT  Safetv  Glass  Co.,  Ltd  . 
Street,   Piccadilly,  W.i 
Piccy,  London." 


C 

Screw-driving  Machines- 

Russell  lime  iD,..M^nki   t  >j  . 


Seaplane  Manufacturers- 

Blackhum  Aeroplane  «.   Motor  Co 


Searchlights  &  Landing  Lights- 
Brown  Bros.,  Ltd.,  Great  Eastern  St.  E.C.i. 
Imperial  I.ipht,  Ltd.,   123,   Victoria  Street, 
London,     S  W.i.       "  Edibri.c,  Phone, 
I^mdon  "  Vuioria  3540  (-,  lines). 

Sheet  Metal  Pressings— 

Accles  ?■  n" 


Pollock,  I.td. 
Blackburn  Aeroplane   &._  Motor 


1,,','ds 


'Propcllors,  Lccils  " 
Koundhay  - (»  lines). 
Co  ,    Iiarlaston,  South 


Oils- 

C    C  Wakefield 
House,  Cheap 
Cent,  London  " 

Parachutes- 

E.    R  Calthrnp's 
Eldon  Street 


i    Co.,    Ltd.,  Wakefield 

ide,  E  C  2.  "Cheery, 
Central  rn«5  8:  ujfifi. 


\erinl  PhttntE.  Ltd  , 
lloii^c.  Eldon  Street, 
"Saetnialivo,  Ave,  Lon- 
Lflndon  Wall  3=^-3267. 


Piston  Rings 

The  British  Pi 


Thc'standavd  Piston  ti 


Son  Ring  Co..  Ltd..  Hol- 
CovcnttT    "Rii'c^.  c"vJ'n- 


Sheet  Metal  Work— 

The  Acetylene  Corporation  of  Great  Britain. 

I  til  in  Vintrtria        Qtr/  .  t         t*  W  I 


elsdon  Aero  S 
Albemarle  S 

ial  Light,  Lt 


Sheffield  " 


Roa3,  Sheffir' 


Metals  in  General- 

Ramuel  Mercu-  Co., 


!fr  Thames 
j.  Cannon, 

City  6,wa. 


presswork— 

Rubery   Owen  fi. 

Stan's. 
Terry.  Herbert.    R  - 

"Springs,  Redditch 


Propellers— 

The  Aircraft  Improy'  n..  1 
ton    wnrts,  Arbngto 


Joe-,  Pnrlns 
Rons,  Ltd 


,.  Redditrl. 
Redditch 


s  Co..  iMornni«- 
Road,  Camden 


Black b 


BouH<- 
Ebor 


rri  Aeroplane  S-  Motor 
mnia    Leeds  "Prorelloi 
'.  Roundhay  J4 

1  ft-  Paul.  Ltd..  Rose  Lane 


M(*al  Parts  and  Fittings- 

A«les  &  Pollock,  Ltd.,  oldbury,  Birming- 

"■'m     "Arties,    ildl.-iry  " 
Arnott    it    -u     •       Oldbury  ir:  is  lines) 
*    Harnson.    Ltd  .    Hvthe  Road, 
-    ?'Ue^en  Junction  Willesden  2207 

- .  Jones,  &  Daj-liss,  I.td ,  Wolver- 
■'ipton.  (B0HS  ^  Nuts.,  "Itayli:- 
"verhainplon  "    Wolverhampton  iou. 

•lane  ,r.   Motor  Co..  Ltd 


  Propeller  Co.,  «   *  " 

-Pnrk      T-  -ace.  Rui^loiv 
"Ehora.  Ki""Rton.     riA  «» 
Intitrml  Pro- 
Hyde.  T  or 


Solder  Manufacturers— 

Samuel  Mercer  fir  Co  ,  t'nper  'I  hann 

Street,  E.C.4.  "Reconciled,  ^  Oiiniv 
London."  »Iity  014 

Sparking  Plugs- 

Brown  Bros.,  Ltd.  Great  Eastern  St  .EC 


The  Robinh'ot 
Ne  wlands, 
Makers  r 
Phone,  Lo 


c-erinc  Works.  Ltd'., 
v      Vale,  SW.i>i. 
Plugs.  "Kaelgec, 


Springs- 
Dart  Spring  Co..  Wesl 

West  Broiuwieh  " 
Terry,   Herbert,    &  Sons 

"Springs,  Redditch  " 


Bromwich.  "Dart, 
West  Uroniwi.-h  1:2 
,   J,td.,  Redditch 


Redditch  61  (3  lines) 


Steel- 
Allen, 


Lang  Propell 
sticks,  Wt 
Oddv,  W.  I>. 


TTendon  0  :  K 
■r.  Ltd. 
vhri^'ce 
■v.  Co. 


Leeds."        ,  „ 
Wcstlnnd  Aircraft,  \eovil 

vil."  - " 

Pyrometers— 

The  Foster  In? 


Leeds  "Airscrew- 
Leeds  2051"-' 
■Aircraft  Yer 
■Scovil  MS 


Firth 


Edgar,  &  O 
len,  Sheffield  " 
Bros.,  l  td.,  Orei 
in,  Thos ...  &  Sons, 
Shell)-  Id  "  S) 
Las  fi  Colver.  Ltd 
Works,  Sheilield. 


...    Ltd  .  Sheffield. 

Sh  -ffield  4607 
t  Hastcru  St..  E.C.I. 

Sheffield.  "Firth, 
effield  12,0  to  K37- 
,    Continental  Steel 
'Jonas,  Sheffield  " 
Sheffield  -66t>. 
Kieklin,    Beniard,    &    Co.,  Birmingham 
"Bernieo,  Hirniingham." 

Rmethwick  »J. 
Spear  fi'  larhson.  Ltd.  .1'tna  Works  Shef- 
field.   "Spear,  Sheffield." 

Central  js.22-1-4- 
W    Wi^-ini    .K  Co  ,  l.t'l  ,  Virtoria  Iron  and 
Steel     Works.     Moxley,  Wednesbt 
Wednesbur>-."  Wednesbv 


haii*  *    uaj'iisfi,    i„u.,  u..^. 

.  -*mmm  P~s-«~S2S-  -sms&mi  1 
»»»  «-  '  -  1  1  "  '  "  1  " 


'  •        (Supplement  to  The  Aeroplane.) 

Aeronautical  Engineering 


September  24,  tgig 


66  The    Aeroplane  ?9 

Steel  Tubes  for  Aeroplanes— 

Accles  &  Pollock.  Ltd.,  Oldbury,  Birming- 
ham.   "Accles,  Oldbury  " 

Oldbury  in  (4  lines). 

Tapes  and  Smallwares— 

MacLennau,  John,  &  Co ,  30,  Newgate 
Street,  Ed.    And  at  Glasgo  v. 

Timber—  cit*  '"s 

Hopton  &  Sons,  George  Street,  Huston 
Square,  London,  N.W.i.  "Hoptons, 
Eusquare,  London."  Museum  sn6. 

Also  at  Market  Harborough,  Leices- 
tershire.  "Hoptons,  Market  Har- 
borough." Market  Harborough  13. 

Time  Discipline  Apparatus- 
Gent     &      Co.,     Ltd.,    Faraday  Works, 
Leicester.    "I,oelestrne,  Leicester. " 

TOOlS   National  151  (2  lines). 

Richard  Mather  &  Sen,  SUoreham  Street 
Works,  Sheffield  Sheffield  4J49- 

Turnbuckles— 

Brown  Br«s  .  Ltd.,  Great  Eastern  St.,  E.C.i. 
Ruberv    Owen    &    Co.,    Darlaston.  South 
Staffs. 

Tyres  and  Wheels— 

The  Palmer  Tyro,  Ltd..  Shaftesbury 
Avenue.    "Tyricor  l,  Wctcent." 

Gcrrard  1214  (<;  lines). 


Buyers'  Guide. 

Undercarriages— 

Ihompson  Bros.  fBilston),  Ltd  ,  Bradley, 
•  Bilston,    England      "Thompson  Bros., 

Bilston."  Bilston  10. 

Varnishes— 

The  British  Emaillite  Co.,  Ltd.,  30  Regent 
Street,  S.W  1.  "Ridleypreu.  Piccy, 
London."  Gerrard  280. 

Thomas  Parsons  &  Sons,  315  &  317,.  Oxford 
Street,  London,  W.i.  "Varjap,  Phone, 
Loudon."  M'ayfair  6i47  (-.  lines). 

Robt.  Ingham,  Clark  &  Co.,  Ltd.,  West 
Ham  Abbey,  E  15.  "Oleotiue.  Strat, 
London."  East  Q.55- 

Harland,  W.,  S;  Son,  Merton,  London, 
S.W. 19.    "Harland,  Wimbledon  itfrV 

Wimbledon  -15  and  1305. 
T.td.,    Southall,  Middlesex. 
Southall."  Southall  ;o. 


61, 


Naylor  Bros. 
"Nay  lor, 

Washers— 

Terrv.  Herbert,  *  Sons,  T.td.,  Redditeh. 
"Springs,  Redditeh  "  Redditeh 

Welding  and  Cutting  Plant— 

Acetylene  Corporation  of  Great  Britain, 
T  H.,  The,  -in.  Victoria  ctreet,  West- 
minster, S  W.  r  "Flamma,  Vic, 
London  "  Vic  4830. 

Imperial  Light,  Ltd.,  rz3,  Viete.ria  Street, 
London,  S.W.I.  "  Edibrac,  Phone, 
London."  Victoria  3540  (3  lines). 


continued. 

Welding  Repairs- 
imperial  Light,  Ltd:,  123,  Victoria  Street, 
London,     S.W.I.      "  Edibrat,  Phone, 
London."  Victoria  3540  (3  lines). 

Wind  Shields— 

Auster,  Ltd.,  133,  Long  Acre,  W  C  "Win- 
flector,  London.'?  Regent  5910. 

Triplex  Safety  Glass  Co  ,  Ltd.,  1.  Albemarle 
Street,  -Piccadilly,  W.i.  .  "Shatterlys, 
Ficey,  London."  Regent  1340. 

Wire  GaUZe- 
Greening,  N.,  &   Sons,  Ltd  ,  16,  Kinsbury 
Street,     London,     EC. 2.  "Setscrew, 
Finsquare,  London."  London  Wall  1082. 

Wire  and  Cables— 

Bruntons,  Musselburgh,  Scotland     "  Wire- 
mill,  Musselburgh."      Musselburgh  28. 
Cradock,    Geo.,    &    Co  .    Ltd.,  Wakefield, 
England.     "Cradock,  Wakefield." 

Wakefield  466  (3  lines). 

Wi  rework — 

Terrv,  Herbert,  &  Sons,  Ltd..  Redditeh. 
"  Springs,  Redditeh."  Redditeh  61. 

Woodworking  Machinery— 

Sagar,  L,  i\  Co.,  Ltd.,  Halifax  ",'aw- 
tooth,"  Halifax."  Halifax  136. 

Wadkin  &  Co.,  Leicester.  "Woodworker, 
Leicester."  Leicester  3614. 


BATH  AIRCRAFT  I™ 


Manufacturers  of 
Planes,  ^Propellors, 
S  f ruts, fuselages  f  etc 


JLfighest  possible 
quality 
^guaranteed . 


jj  FLIGHT  WORKS ;  d  A^TM  S 

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September  24,  1919 


Aeronautical  Engineering  ,supple„enl  t0  T„  M  "73 


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1  m   (supplement  to  the  aEbopuNe  ,  Aeronautical  Engineering 


September  24,  191 9 


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ZENITH  CARBURETTER  COMPANY,  LIMITED 
40-42,  Newman  Street,  Oxford  Street,  London,  W.l. 

Telephone:  Regent  4812  •  4813 

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September  24,  1919 


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"75 


THE 

SUPERMARINE 
CHANNEL  TYPE 


FOUR  SEATER 
FLYING  BOAT 


illustrated  above  has  been  designed  and  constructed  by  THE  S.A.W.,  Ltd.,  Southampton,  and  passed  for  sea 
and  air  worthiness  by  the  British  Air  Ministry.  We  have  standardised  this  machine,  which  is  fitted  with 
folding  wings,  160  H.P.  Beardmore  engine,  and  the  latest  and  most  up-to-date  improvements  in  marine  aircraft. 
We  are  using  this  model  for  our  FLYING  BOAT  Passenger  Service  on  the  South  Coast.  Demonstration 
flights  will  be  given  by  arrangement.  Enquiries  are  invited  for  these  machines,  which  we  have  ready  complete 
for  shipment  to  any  part  of  the  world.  We  are  prepared  to  act  as  consultants  to  give  advice  as  the  result  of  our 
experience  on  the  establishing  of  a  Flying  Boat  Passenger  Service.  A  FLYING  BOAT  Passenger  Service  is 
the  best  paying  proposition  to-day  in  Civil  Aviation. 


LONDON 
OFFICE 


DONINGTON  HOUSE, 
NORFOLK  STREET, 
STRAND  W.C.2. 


TELEPHONE 
CENTRAL  7770. 


WESTERN  UNION 
ABC  «th  EDN 


CABLE  I  ^ 

CODES  )  MARCONI  INTERNATIONAL. 


TELEPHONE       37  WOOLSTON  2  line«. 
TELEGRAMS    I  "  SUPERMAkIN," 
and  CABLES      f  SOUTHAMPTON. 


OO 


t  Swebmarine  Aviation  ^rks,U°  j 


AND 


FOR  ALL  PURPOSES, 

W.  WESSON  &  CO.,  LTD., 

Iron  &  Steel  Manufacturers, 

MOXLEY,  nr.  WEDNESBURY. 


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1 1 76 


{Supplement  to  The  Aeroplane.) 


Aeronautical  Engineering 


September  24,  1919 


Telephones  : 
Gosport  217. 
Southampton  1861 
London  :    Gerrard  5716. 


Telegrams  : 

"  Flight,  Gosport." 

"  Flying,  Southampton. 


GOSPORT  AIRCRAFT  & 

DESIGNERS      AND      BUILDERS  OF 

FLYING  BOATS 

FOR 

THE  AIR  MINISTRY  AND  FOR  COMMERCIAL  AND  PLEASURE  USE. 


HEAD  OFFICE:  GOSPORT. 
WORKS:   GOSPORT  &  SOUTHAMPTON. 


Sir  Charles  Allom. 
Charles  E.  Nicholson. 

M.  H.  Volk,  A.F.Ae.S.  (General  Manager). 


London  Office  :   15,  George  Street, 
Hanover  Square,  W.iV 

Te'egrams— "  Embellishment,  London." 

New  York  Office  : 

19,  tast  52nd  Street. 

Telegr?tis — "Embellishment,  New  York." 


British 

Light 
Cars 

Specially  designed  for  the  Owner-Driver 


His  Standard  of  Comfort, 
Economy,  Stability,  Easy 
Control,  and  Ample  Power. 

Price  .£350  Complete. 


Send  your  name  and  address  for  full  particulars. 
The  Standard  Motor  Co.,  Limited,  Coventry. 

London  Showrooms  :  49,  Pall  Mall,  S.W.i. 


\Qcdbolds  . 


A  8 


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Aeronautical  Engineering 


(Supplement  to  The  Aeroplanb.) 


I  177 


REPUTATION. 


As  manufacturers  of    weldless    steel    tubing,   as   tube  man'pulators,   and  as  steel  press- 
workers,  we  have  a  world-wide  reputation  for  all-round  excellence.  Multitudinous 
are  our  products,  and  our  reputation  is  behind  every  item. 

\  e    are    right    in    the  forefront   with  our  "Apollo"    tubular    box  spanners. 
1  hey    are    becom.ng   increasingly   popular   in   progressive  engineering  work- 
shops.   We  make  several  patterns     including  a  special  set  tor  Ford  Cars  — 
all  of  which  leave  absolutely  nothing  to  be   desired  in  tubular  sp.nner 
construction.     Ask  for  our  Spanner  catalogue  and  price  list.     We  can 
supply    aircraft  parts  in  big  quantities,  as   in   this   connection  we 
are  specialists    i  i   tapering,   bending,  trapping,   welding, .and  all 
other  classes  of  tube  manipulation  and  press  work. 

To-day  we  recognise  that  aircraft  bu  lders  have  more  time 
to   manipulate   their   own  components,   but   they   ne  d 
steel  tubing,  and  we  supply  the  very  best.  Furth.r, 
1  t  our  war  experience  assist  you  in   this  matter 
of  steel  tubing  an  J  -teel  press  work.      We  may 
be  able  to  savi  you   money,  because  we  have 
the  tools  for  many  components. 


ACCLES  &   POLLOCK,  LIMITED, 

OLDBURY.  BIRMINGHAM. 

Telegrams:    '  Accles,  Oldbury."  Telephone:    Oldbury  in  (4  lines). 

A. B.C.  Code,  5th  Ed.,  and  Marconi. 


UY  your  cast- 
ings from  the 
oioneers  of  the 
Aluminium  Foundry 
Industry,  who  have 
the  experience  and 
confidence  brought 
about  by  many  years 
in  this  line  of  busi- 
ness. 

Consult  us  in  your 
pattern-making  :  by 
doing  so  we  can  save 
endless  trouble  in 
the  production  of 
castings. 


1 178 


(Supplement  to  The  Aeroplane.) 


Aeronautical  Engineering 


September  24,  1919 


■ 


CWYNNES 


LIMITED. 


CONTRACTORS  TO   H.M.  GOVERNMENT 


MANUFACTURERS  AND  SOLE   LICENSEES  IN  THE   BRITISH  EMPIRE 


"CLERGET"  PATENT  AERO  ENGINES 


ENGINEERS,  LONDON 


'  G WYNNE,  LONDON." 


"  HAMMERSMITH,  19iO. 


KINDLY    MENTION    "THE  AEROPLANE 


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September  24,  1919 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplane.) 


1179 


MORE   INTERESTING   GERMAN  AEROPLANES. 


View  of  the   Experimental  Linke-HoF mann  Giant  with  central  power  plant, 
showing  the   huge  body  and  the  airscrew  mountings. 

THE  LINKEHOFFMANN  GIANT  AEROPLANES. 

Illustrations  of  two  types  of  four-engined  Linke-Hoffmann 
machines  with  the  central  power  plant  arrangement  ba\e 
Leen  given  in  earlier  issues  of  this  paper,  and  the  following 
information  as  to  the  history  of  the  type  together  with  some 
details  of  construction  will  be  found  to  he  of  interest 

The  curious-looking  R.i  machine  with  the  enormous  body 
must  be  considered  purely  as  an  experiment.  The  size  of  the 
body  was  largely  the  result  of  certain  tests  made  in  the  wind 
tunnel  of  the  Gottingen  laboratory,  which  showed  that  a  body 
entirely  filling  the  interplane  gap  gave  a  better  overall  lift  to 
drag  ratio  on  the  whole  machine  than  did  one  which  only 
partly  filled  that  gap.  - 

That  the  experience  of  the  full-size  machine  by  no  means 
agieed  with  the  results  of  the  model  test  is  interesting — par- 


ticularly as  it  is  believed  that  certain 
model  tests  made  at  the  N.P.L.  with  a 
body  reaching  to  the  upper  plane  pro- 
duced similar  results,  equally  in  discord 
with  the  full-size  facts. 

Notwithstanding  the  poor  perform- 
ance obtained  with  this  original  Linke- 
Hoffmann,  it  is  said  that  the  machine 
had  excellent  manoeuvring  qualities, 
although  it  was  somewhat  slow  in 
answering  to  its  ailerons  and  was  diffi- 
cult to  land. 

The  following  table  gives  the  main 
dimensions  and  paiticulars  of  this 
machine  :  — 

Span   33.2  metres 

Length  overall  15.6  metres 

Height   6.7  metres 

Total  surface   265  sq.  metres 

Weight  (empty)   8,00c  kilos 

Engines   Four  260-h.p.  Mercedes 

Useful  load  (including  fuel)   3,200  kilos. 

Performance — 

Speed   13c  km.p.h. 

Climb- 
To  3,000  metres   2  ars 

The  later  Linke-Hoffman  —  type 
L.H.W.R.2 — was  based  upon  the  expe- 
rience gained  with  the  central  multiple 
engine  installation  of  the  R.i. 

One  airscrew  only  was  used,  and  the 
normal  lines  of  the  single  screw  tractor 
type  of  machine  were  adhered  to.  The  power  plant  consisted 
of  four  260-h.p.  Mercedes  engines  geared  together. 

The  general  arrangement  is  shown  in  the  attached  drawings, 
and  a  photograph  is  reproduced  showing  the  engine  room  in- 
terior. 

The  undercarriage  of  this  machine  is  of  interest.  Ii  is  in 
general  design  of  the  conventional  two-wheeled  V  type.  The 
wheels  themselves  are  of  steel,  apparently  fitted  with  wooden 
tyres,  and  supported  on  a  multi-spiral  spring  shock -absorbing 
device,  which  is  shown  in  a  sketch.  It  is  claimed  that  this  un- 
dercarriage has  remarkable  qualities  and  it  is  stated  that  dur- 
ing the  winter,  to  avoid  landing  in  heavy  snow  on  the  aero- 
drome, the  machine  landed  in  an  adjacent  marsh  and  rolled 
through  two  ditches  before  coming  to  lest.  The  wheels  had 
then  sunk  30  cms.  (12  inches)  into  the  marsh  without  the 


69m 


*  a, 


2Q-51B  nr\. 


OO 


LINKE- HOFFMANN 

BIPLANE. 

4--260  HP  MERCEDES. 


/0\ 


4-2  IB  ra. 


70  m 


 !VV_ 


n  8o 


(Supplement  to  The  aeroplane  ) 


Aeronautical  Engineering 


September  24,  19 19. 


LINKE  -  HOFFMANN 

GIANT  BIPLANE. 
4 -  260  HP  MERCEDES. 


machine  overturning,  and  a  steam  tractor  was  needed  to  tow 
the  machine  out.  The  following  are  the  general  particulars  of 
the  Iv.H.W.R.2  :  — 

Span   42.1  metres 

Length   20.3  metres 

Height   7.1  metres 

Total  surface   320  sq.  metres 

Weight  (empty)   8,000  kilos. 

Tank  capacity  7  hours 

Useful  load  (including  fuel)   4,000  kilos. 

Performance — 

Speed   130  km.  p.h. 

Climb- 
To  3,500  metres   2  hours 

It  is  said  that  the  machine  can  carry  a  maximum  load  of  7 
tons,  and  that  so  loaded,  with  two  pilots,  two  mechanics,  two 
navigators,  together  with  luggage  and  instruments,  the 
machine  can  carry  fuel  for  30  hours  at  120  km.  per  hour. 

In  its  peace-time  condition  the  machine  is  fitted  to  carry  12 
passengers  in  an  enclosed  cabin  behind  the  pilot's  cockpit. 

THE  HANNOVER  TRIPLANE. 

One  of  the  latest  productions  of  the  Hannover  Waggon 
Works  is  a  limousine  triplane  fitted  with  a  230  Benz  engine. 
The  machine  resembles  the  well-known 
Hannover  biplane  in  some  respects,  the 
fuselage  and  tail  unit  being  almost 
identical  with  the  exception  that  a  com- 
fortable passenger  compartment  is  sub- 
stituted for  the  rear  observer's  cockpit, 
and  the  radiator  is  placed  in  the  nose 
instead  of  being  carried  in  the  centre- 
section.  The  tail  plane  is  also  adjust- 
able so  as  to  offset  the  varying  weights 
carried  in  the  passenger  cabin. 

The  cabin,  which  is  1.9  metres  long 
by  1.1  metres  wide  by  1.5.  metres  high, 
has  two  seats  facing  the  direction  of 
flight  and  two  folding  seats  against  the 
front  bulkhead.  This  bulkhead  is  well 
padded  as  a  protection,  in  the  event  of 
a  crash,  a  further  safeguard  being  the 
provision  of  a  luggage  apartment,  cap- 
able of  holding  2co  kgs.  between  the 
pilot's  cockpit  and  the  cabin.  Further 
stowage  space  for  light  luggage,  etc., 
is  provided  for  in  rear  of  the-  main 
seats  of  the  cabin. 

Entrance  is  through  a  half-deck  door 
in  the  upper  part  of  the  cabin,  the  open- 
ing and  closing  being  effected  by  pres- 


sure from  the  inside.  An  adjustable  heating  apparatus  is 
provided.    The  following  are  the  principal  dimensions,  etc.  : 

Span   ,...10  metres 

Length   8.1  metres 

Height   .»    3.8  metres 

Gap   2.8  metres 

Area   45  sq.  metres 

Load  per  sq.  metre   35  kilos. 

Load  per  h.p  6-7  kilos. 

Engine   23c  h.p.  Beinz 

AN  IMPORTANT  AMALGAMATION. 

It  is  announced  that  the  British  Westinghouse  Electric 
and  Manufacturing  Company,  Ltd  ,  has  changed  its  title  to 
that  of  the  Metropolitan- Vickers  Electrical  Company. 

Originally,  the  British  Westinghouse  Company  was  largely 
controlled  from  America,  but  in  1917  the  American  holding 
in  the  company  was  taken  over  by  the  Metropolitan  Carriage, 
Waggon  and  Finance  Company. 

This  concern  has  now  amalgamated  with  the  Vickers'  inte- 
rests, and  becomes  entirely  British. 

Both  parties  to  this  combination  have  aeronautical  inte- 
rests. 


HANNOVER. 

( 220  «•  Rtm. .) 


S3  ,s,^ 


September  24,  1919 


Aeronautical  Engineering 


(Supplement  to  The  Aeroplane.) 


Il8l 


RENE  TAMPIER 

CONSTRUCTING  ENGINEER, 

INVENTOR  AND  PATENTEE 

CONTRACTOR    TO    H.M.    AND    ALLIED  GOVERNMENTS 
PARIS.         LYONS.  TURIN. 


BLOCTUBE  CARBURETTORS 
COMPLETE. 

BLOCTUBE   PETROL  VALVES. 

BLOCTUBE  CONNECTIONS. 


BLOCKTUBE  CONTROLS. 

Large  Variety  of  Models. 

INTERMEDIATE  BRACKETS. 

Straight  or  Bell  Crank. 


BLOCTUBE  CARBURETTOR  WORKS, 

DANEMERE   STREET,   PUTNEY,   LONDON,  S.W.15. 

Telephone— PUTNEY  242.  Telegrams— "TUB LOC ARB,  PUT,  LONDON.' 


A  photographic  survey  by  aeroplane  is  also  possible, 
because  a  direct  flight  and  return  could  be  made  from 
the  plains  of  India  without  the  necessity  of  landing  in 
the  mountains. — Lecture  on  Southern  Tibet  hy  Major  J.  B. 
Noel  before  Royal  Geographical  Society. 


The  Aeroplane  in  Map-Making 

In  areas  difficult  of  approach  by  land  or  water  the 
preparation  of  maps  from  aerial  photographs]  and 
observation  is  efficient,  economical  and  expeditious. 


The  "BRISTOL"  Aeroplanes  especially  recommend 
themselves  for  work  of  this  nature  by  reason  of 
the  soundness  of  their  design  and  the  quality 
embodied  in  their  construction.  Full  particulars 
will  be  furnished  on  application. 


THE 

BRITISH  &  COLONIAL 
AEROPLANE  CO.,  LTD., 


FILTON  -  BRISTOL. 


Telegrams  : 
"Aviation  Bristol.' 


Codes  : 

A.i.,  A.B.C.  &  Morcing. 


Telephone  : 
3906  Bristol. 


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Il82 


(Supplement  to  Th«  Aeroplane 


,  Aeronautical  Engineering 


September  24,  rgrg 


pilllllllllll!llllllllllllllllll|l|||||ill'|||||||||||i|||||||||||||||!li[|||!iiiiiii^ 


—  u 


For  Efficiency  and 
Practical  Economy 
use  only— 

PRATT'S 
PERFECTION  SPIRIT 

—a//  that  the  name  imp  lie  . 


in  the  green  can. 

AVAILABLE 
EVERYWHERE 


BY  APPOINTMENT 
Jlnglo-t/lmerican  Oil  Co.,  Ltd. 
36,     Queen    Jlnne s  Gate, 
London,  S.W.I. 


and  in  history  no 
call  has  echoed  through 
the    land,    the   answer  to' 
which  has  been  so  fraught  with 
risk  to  the  National  prosperity. 

Do  you  appreciate  that  risk? 
Do  you  realise  that  only 
National  prospeiity  can  ensure 
a  lasting  individual  success? 

If  you  do,  you  Will  leave 
nothing  to  chance  and  cer- 
tainly an  opportunity  of  foster- 
ing foreign  trade  such  as  is 
offered  by  the  BRITISH 
INDUSTRIES  FAIR  will 
not  be  neglected. 

Remember  this  is  a  National 
effort  and  every  visitor  to  the 
Fair  will  be  present  by  invita- 
tion of  the  Board  of  Trade, 
and  be  on  business. 

At  Birmingham  and  Birming- 
ham only  you  can  exhibit — 

Aeronautical 
Motor  Appliances 

All  Goods  exhibiltd  must  be 
of  British  Macufattuie. 

Application    for    space     and  detail* 
should  be  addressed — 

CHAS.  STANLEY,  General  Manager. 


^R]IS!LINDUSTRIEjJA?R 

Gingham  1920 


Chamber  of  Commerce,  Birmingham. 


KINDLY   MENTION    "  THE    AEROPLANE  "    WHEN  CORRESPONDING   WITH  ADVERTISERS, 


September  24,  1919 


Aeronautical  Engineering  (Suwflement  *  the  ae^ne .>  Il8^ 


SIR   CHARLES   PARSONS   ON  AIRCRAFT. 


In  his  Presidential  Address  to  the  British  Association  for 
the  Advancement  of  Science  at  Bournemouth,  Sir  C.  Parsons 
said  :  — 

In  August,  1914,  the  British  Air  Services  possessed  a  total 
of  272  machines,  whereas  in  October,  1918,  just  prior  to  the 
armistice,  the  Royal  Air  Force  possessed  over  22,000  effective 
machines.  During  the  first  twelve  months  of  the  war  the 
average  monthly  delivery  of  aeroplanes  to  our  Flying  Service 
was  30,  while  during  the  last  twelve  months  of  the  war  the 
average  deliveries  were  2,700  per  month. 

So  far  as  aero  engines  are  concerned,  our  position  in  1914 
was  by  no  means  satisfactory.  We  depended  for  a  large  pro- 
portion of  our  supplies  on  other  countries.  In  the  Aerial 
Derby  of  1913,  of  the  11  machines  that  started,  not  one  had  a 
British  engine.  B3'  the  end  of  the  war,  however,  British  aero 
engines  had  gained  the  foremost  place  in  design  and  manu- 
facture, and  were  well  up  to  the  requirements  as  regards 
supply. 

The  total  horse-power  produced  in  the  last  12  months  of 
the  war  approximated  to  eight  millions  of  brake  horse-power, 
a  figure  quite  comparable  with  the  total  horse-power  of  the 
marine  engine  output  of  the  country. 

The  CoMM^iteru,  Airship. 

In  view  of  the  recent  Transatlantic  flights,  I  feel  that  it 
may  be  opportune  to  make  the  following  observations  on  the 
comparative  utility  of  aeroplanes  and  airships  for  commercial 
purposes.  In  the  case  of  the  aeroplane,  Ihe  weight  per  horse- 
power increases  with  the  size,  other  things  being  equal.  This 
increase,  however,  is  met  to  spme  extent  by  a  multiplicity  of 
engines,  though  in  the  fuselage  the  increase  remains,. 

On  the  other  hand,  with  the  airship  the  advantage  increases 
with  the  size,  as  in  all  ships.  The  tractive  effort  per  ton  of 
displacement  diminishes  in  inverse  proportion  to  the  dimen- 
sions, other  things,  including  the  speed,  being  the  same. 


Thus,  an  airship  of  750  ft.  length  and  60  tons  displacement 
may  require  a  tractive  force  of  5  per  cent.,  or  three  tons,  at 
60  miles  per  hour;  and  one  of  1,500  ft.  in  length  and  8x60  = 
480  tons  displacement  would  only  require  25  per  cent,  x  480  = 
12  tons  at  the  same  speed,  and  would  carry  fuel  for  double 
the  distance. 

With  the  same  proportion  cf  weight  of  hull  to  displacement, 
the  larger  airship  would  stand  double  the  wind  pressure,  and 
would  weather  storms  of  greater  violence  and  hailstones  of 
greater  size.  It  would  be  more  durable,  the  proportional 
upkeep  would  be  less,  and  the  proportional  loss  of  gas  con- 
siderably less.  In  other  words,  it  would  lose  a  less  proportion 
of  its  buoyancy  per  day. 

The  Only  Limitation  to  Size. 

The  airship  appears  to  have  a  great  future  for  special  com- 
merce where  time  is  a  dominant  factor  and  the  demand  is 
sufficient  to  justify  a  large  airship.  It  has  also  a  great  field 
in  the  opening  up  of  new  countries  where  other  means  of 
communication  are  difficult.  The  onlv  limitation  to  size  will 
be  the  cost  of  the  airship  and  its  sheds,  just  as  in  steam 
vessels  it  is  the  cost  of  the  vessel-;  and  the  cost  of  deepening 
the  harbours  that  limit  the  size  of  Atlantic  liners. 

Such  developments  generally  take  place  slowly,  otherwise 
failures  occur — as  in  the  "ase  of  the  Great  Eastern — and 
it  may  be  many  years  before  the  airship  is  increased  from  the 
present  maximum  of  750  ft.  to  1,500  ft.  with  success,  but  it 
will  assuredly  come.  If,  however,  the  development  is  sub- 
sidised or  assisted  by  Government,  incidental  failures  may  be 
faced  with  equanimity  and  very  rapid  development  accom- 
plished. In  peace  time  the  seaplane,  aeroplane,  and  airship 
will  most  certainly  have  their  uses.  But,  except  for  special 
services  of  high  utility,  it  is  questionable  whether  they  will 
play  more  than  a  minor  part  as  compared  with  the  steam-  . 
ship,  railway,  and  motor  transport. 


THE   REDINI  CARBURETTER. 

This  carburetter  has  been  designed  primarily  for  aero  en- 
gines and  is  illustrated  in  horizontal  and  vertical  sections  in 
Figs.  1  and  2  respectively.  The  carburation  chamber' has 
three  pipe  necks  A1,  A1  and  B.  The  air  supply  enters  the  pipe- 
necks  A1,  A1  whilst  the  explosive  mixture  is  generated  in  the 
pipe  neck  B,  which  is  provided  with  the  throttle  C  and  the 
two  sprayers  F.  These  two  sprayers  have  a  variable  delivery 
which  corresponds  to  the  extent  of  the  opening  of  the  throttle. 

Each  variable  delivery  sprayer  consists  of  a  nozzle  for  the 
entry  of  the  liquid  fuel  extending  obliquely  into  the  carbura- 
tion chamber  close  to  the  throttle  and  has  an  obturator  in  the 
form  of  a  needle  G  of  varying  diameter,  mounted  so  as  to  slide 
in  the  exit  hole  of  the  nozzle.  The  needle  G  is  provided  with 
a  ball-shaped  end  H  by  means  of  which  it  is  jointed  to  the 
throttle,  this  ball-shaped  end  serving  to  close  the  exit  orifice 
of  the  nozzle  when  the  throttle  is  in  the  shut  position 

The  carburetter  further  comprises  one  or  more  jets  of  con- 
stant delivery  that  are  capable  of  adjustment  when  tuning  up 
the  motor.  In  the  drawings  only  one  of  these  jets  is  shown. 
This  is  of  the  needle  type  and  is  mounted  in  the  interior  of  the 
hollow  spindle  I  of  the  butterfly  throttle-valve.  The  cavity  in 
G  communicates  with  the  outside  of  the  carburetter  for  the 
entrance  of  the  liquid  fuel  through  J,  and  also  with  the  mixing 


chamber  through  K,  which  is  adjustable  from  without  through 
h.  The  passage  K  into  the  mixing  chamber  is  closed  by  the 
bub  D  of  the  throttle  C  when  this  latter  is  in  any  position  from 
half  closed  to  fully  closed.  Thus  the  jet  only  comes  into  action 
when  the  orifice  E  is  open,  that  is,  at  about  half  throttle.  By 
the  use  of  this  instrument,  adapted  to  any  type  of  engine, 
the  most  efficient  carburation  can  be  guaranteed. — T.  S.  h. 

ALUMINIUM. 

The  uses  to  which  aluminium  and  its  alloys  can  be  put 
are  very  extensive,  and  owing  to  its  extreme  lightness  and 
the  great  ease  with  which  certain  complicated  parts  can  be 
produced  it  is  almost  indispensable. 

A  very  interesting  publication— "Aluminium  Sheet  and 
vSections  in  Automobile  and  Aircraft  Construction" — issued 
by  the  British  Aluminium  Co.,  Ltd.,  of  109,  Queen  Victoria 
Street,  London,  E.C.4,  contains  much  useful  information, 
together  with  sundry  comparative  tables,  which  should  be  of 
use  to  all  connected  with  the  aeronautical  industry.  _  This 
booklet,  together  with  a  similar  one  dealing  with  Aluminium 
Castings  in  Aircraft  Construction,  and  numbered  159  and  157 
respectively,  should  be  in  the  hands  of  all  those  concerned 
with  the  design  and  construction  of  aircraft. 


® 


A' 


THE 

REDINI 

CARBURETTOR 


Fib.e. 


Il84    (supplement  to  the  aeroplank.^  Aeronautical  Engineering 


September  24,  19 19 


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The  Aeroplane 


CIVIL   AERIAL  transport 


THE   TREATMENT   OF   KEY  INDUSTRIES. 

By  "  MED  WAY." 


I  have  already  remarked  that  the  Government  is  going 
through  an  epileptic  fit  of  economy.  At  the  present 
moment  the  patient  is  very  destructive.  He  is,  so  to 
speak,  waving  his  arms  about  and  breaking  everything 
within  reach.  When  he  comes  round  a  little,  he  may 
be  got  to  realise  that  there  is  such  a  thing  as  con- 
structive economy,  which  consists  of  expenditure  or 
investment  made  with  a  view  to  subsequent  profit. 

Following  upon  the  bright  idea  of  stopping  all  work 
upon  airships,  we  have  the  wholesale  cessation  of 
Government  contracts  for  the  supply  of  aeroplanes.  It 
would,  of  course,  be  absurd  for  the  Government  to  go 
on  buying  war  machines  at  a  war-time  rate  for  an  in- 
definite period.  We  cannot  maintain  a  great  industry 
permanently  by  inventing  useless  work  for  it  to  do  and 
then  deliberately  breaking  up  its  products  as  soon  as 
they  are  complete.  We  must  remember,  however,  that 
in  this  case  we  are  dealing  with  what,  though  it  is  not 
officially  admitted,  is  undoubtedly  a  key  industry. 

The  War  Is  the  Test. 
What  is  a  key  industry  ?  As  the  Prime  Minister  tells 
us,  "  The  war  is  the  test."  We  have  here  an  industry 
essential  for  war,  and  so  neglected  before  the  war  that 
its  output  was  wholly  inadequate  for  the  essential  task 
of  war.  It  is  an  industry  which  the  Government  was 
obliged  during  the  war  to  promote,  and  foster.  It  is  an 
industry  which,  when  the  Government  support  is  with- 
drawn from  it,  cannot  conceivably  maintain  itself  for 
many  years  to  come  at  the  level  shown  to  be  necessary 
in  the  event  of  war.  "  The  war,"  let  us  repeat,  "  is  the 
test." 

If,  when  he  defined  a  key  industry,  the  Prime  Minister 
had,  instead,  been  endeavouring  to  state  the  essential 
facts  with  regard  to  the  Aircraft  Industry,  he  could 
hardly  have  done  it  more  accurately.  He  left  it  to  the 
Board  of  Trade  to  publish  a  list  of  key  industries.  I 
do  not  know  whether  he  dictated  the  list  or  allowed  the 
President  of  the  Board  of  Trade  to  prepare  it.  Any- 
how, it  is  obvious  that  the  person  who  compiled  the  list 
had  never  heard  of  the  Aircraft  Industry.  Had  he  done 
so,  it  could  not  possibly  be  omitted. 

Admittedly,  its  inclusion  would  have  been  of  very 
little  use  at  the  moment.  The  Government,  having 
talked  for  four  years  about  its  firm  resolve  to  maintain 
key  industries  by  whatever  means  might  prove  neces- 
sary, has  finished  up  by  deciding  that  the  only  form 
of  maintenance  consists  in  prohibiting  competitive 
imports  for  a  brief  period. 

Prohibition  of  Import. 
Now  it  chances  that  we  have  here  an  industry  in 
respect  of  which  imports  for  some  time  to  come  will 
be  negligible,  even  were  they  unrestricted.  I  speak 
fiom  the  point  of  view  of  the  British  Isles.  A  prohibi- 
tion of  import  of  aeroplanes  and  airships  into  any  part 
of  the  British  Empire  would  be  a  step  in  the  right  direc- 
tion. Alternatively,  I  suggest  an  import  duty  of  100 
per  cent.,  coupled  with  absolute  Imperial  Preference, 
providing  complete  free  trade  in  aircraft  between  all  parts 
of  the  Empire. 


My  main  point  is,  however,  that  there  are  other  ways 
of  fostering  key  industries,  even  if  we  forget  all  about 
tariffs  and  prohibitions.  If  the  Government  is  not  justi- 
fied in  buying  aircraft  of  fighting  types,  may  it  not  be 
justified  in  buying  and  using  aircraft  for  the  carriage 
of  mails  and  for  commercial  and  public  services  ?  A 
partial  alternative  to~  actual  purchase  appears  to  be  a 
scheme  of  subvention   on   really  generous  lines. 

Before  the  war  all  the  great  military  Powers  paid  quite 
substantial  annual  subsidies  to  the  owners  of  motor 
lorries  more  or  less  suitable  for  military  use.  In  this 
country  the  subsidy  was  about  ^no  per  lorry  spread  over  - 
three  years.  The  amount  was  small  because  the  esti- 
mated requirements  of  our  Army  were  also  small.  In 
France  the  payment  in  respect  of  each  lorry  was  £300 
spread  over  a  period  of  four  years.  In  Germany  it  was 
no  less  than  £450  spread  over  a  period  of  five  years. 
This  was  for  a  larger  type  of  lorry. 

Unlimited  Requirements. 

Roughly  speaking,  then,  the  subsidy  necessary  was 
generally  estimated  at  about  half  the  first  cost  of  the 
vehicle.  Now,  as  regards  aircraft,  we  are  under  ho  de- 
lusions as  to  the  extent  of  our  war-time  demand.  It  is 
practically  unlimited.  We  can  never  have  too  many 
machines.  In  fact,  we  can  never  have  enough.  Would 
it,  then,  be  unreasonable  if  the  Government  were  to  sub- 
sidise the  owners  of  aircraft  maintained  in  satisfactory 
condition  on  a  scale  which  would  amount  in  the  aggre- 
gate to  about  half  of  the  first  cost  of  the  machine  in 
every  case  ?  Such  a  subsidy  would  not  necessarily  be 
paid  in  respect  of  every  machine  manufactured,  but  only 
in  respect  of  those  more  or  less  adaptable  for  some  class 
of  military  work. 

Another  form  of  subsidy  would  consist  in  the  assist- 
ance of  aerial  operating  concerns,  the  subsidy  in  this 
case  making  it  possible  for  such  concerns  to  show  a 
reasonable  but  not  an  excessive  profit.  This  latter  type 
of  subsidy  would  not  be  paid  by  the  War  Department, 
but  by  the  Government  as  a  whole.  Its  purpose  would 
be  in  no  sense  military.  The  object  would  be  the  develop- 
ment of  Empire  resources  by  the  opening  up  of  improved 
communications,  and  the  amount  of  the  subsidy  would 
be  more  or  less  dependent  on  the  value  of  the  proposed 
services  from  this  particular  point  of  view. 

All  this  might  suffice  to  keep  in  existence  the  nucleus 
of  an  Aircraft  Industry.  From  this  nucleus  a  great  in- 
dustry would  gradually  grow  up.  In  the  meanwhile, 
we  must  maintain  in  existence  and  in  operation  the  fac- 
tories and  plant  necessary  to  make  rapid  aircraft  produc- 
tion possible  in  emergency.    How  can  this  be  done  ? 

A  Suggestion. 
There  are  many  classes  of  goods  in  common  use  for  the 
supply  of  which  we  are  largely  dependent  upon  import. 
They  could  be  made  in  this  country  at  a  price,  but  the 
price  would  not  be  naturally  competitive.  Would  it  not 
be  possible  to  make  up  a  little  list  of  useful  articles  not 
built  here,  but  capable  of  being  made  in  existing  aircraft 
works  ?  The  articles  on  such  a  list  could  then  be  allocated 
to  various  aircraft  firms  who  had  found  it  possible,  with- 


Ii88 


The  Aeroplane 


September  24,  1919 


out  some  assistance,  to  keep  their  machines  and  staff 
employed.  In  every  case  a  subsidy  would  be  paid  such  that, 
when  the  amount  of  the  subsidy  had  been  deducted  from 
the  carefully  ascertained  cost  of  efficient  manufacture, 
the  figure  reached  would  be  such  that  the  goods  could 
be  sold  at  a  competitive  price  and  at  the  same  time  at 
a  reasonable  but  limited  profit. 

During  the  war  the  Ministry  of  Reconstruction  pos- 
sessed what  was  called  a  New  Industries  Committee.  I 
imagine  that  the  report  of  that  Committee  would  suggest 
quite  a  number  of  possible  new  industries,  some  of  which 
have  not  been  taken  up  for  the  simple  reason  that  manu- 
facturing costs  in  this  country  are  at  present  too  high 
to  make  the  products  competitive. 

This  scheme  would,  of  course,  mean  the  expenditure 


SERVICEABILITY. 

In  an  aerodrome  near  the  E.L.T.A.  (Amsterdam)  is  a  Bris- 
tol Fighter  delivered  by  the  constructors  in  September,  19x7. 
It  was  immediately  put  into  commission  under  active  service 
conditions,  and  after  doing  considerable  work  in  this  direc- 
tion unfortunately  landed  in  Holland.  The  pilot  was  naturally 
interned,  and  the  machine  was  soon  after  bought  by  the 
Dutch  Government.  Though  it  has  been  continuously  flown 
by  Dutch  officers,  it  has  never  been  repaired  or  renovated 
in  any  way,  and  every  unit  is  exactly  as  when  it  left  the 
Bristol  works.  Even  the  "Cellon"  dope  has  never  been 
renewed.  The  machine  is  still  in  service  and  in  great  favour 
with  the  Dutch  pilots. 

E.L.T.A.  APPRECIATION. 

A  member  of  the  E.L.T.A.  Committee  sent  the  following 
letter,  dated  Sept.  4th,  regarding  the  R5  F!ying-boat  to  Mr. 
Volk,  the  manager  of  the  Gosport  Aircraft  Co.  :  — 

Dear  Sir,— The  E.L.T.A.  Committee  received  with  plea- 
sure, your  cable  about  your  safe  arrival  in  England.  We  are 
very  glad  to  have  heard  you  enjoyed  your  stay  in  Holland ; 
we  must  acknowledge  that  your  machine  did  splendid  work 
when  it  arrived  late  in  the  evening  in  Schellingwoude.  We 
admired  your  flights  on  the  opening,  and  we  were  astonished 
that  your  boat  was  26  days  with  rough  weather  on  the  water4 
and  was  always  ready  to  start.  We  think  it  is  a  big  adver- 
tisement for  your  firm,  and  that  you  are  on  the  right  way  in 
building  flying-boats  that  do  not  want  hangars.  I  have  the 
pleasure  of  expressing  you  all  thanks  and  congratulations  of 
the  E.L.T.A.  Committee,  and  I  herewith  do  the  compliments 
of  all  you  met  and  specially  kindest  regards. — (Signed) 
Flemmax. 

HOW  THE  WAR  WAS  WON. 

Lord  Montagu  of  Beaulieu,  hi  a  foreword  to  a  book  entitled, 
''The  Shell  that  Hit  Germany  Hardest,"  issued  b>  the  "Shell" 
Marketing  Co.,  Ltd.,  says  :  "'The  Germans  were  keener  on 
sinking  vessels  conveying  cil  than  on  any  other  ships  that 
sailed  the  ocean.  They  realised  at  the  very  beginning  of  the 
war  that  the  liquid  fuel  supply  was  vital  to  our  sea  supremacy 
then  and  to  our  air  supremacy  later. " 

The  book  has  been  produced  to  show  the  work  that  was 
done  by  the  Shell  Co.,  and  it  contains  much  that  will  be  of 
interest  to  those  who  were  not  behind  the  scenes.  M.  Beren- 
ger,  the  Commissioner-General  of  Petroleum  in  France,  paid  a 
high  tribnt?  to  the  company  in  a  speech  on  a  certain  occasion. 
He  said  :  "May  I  be  permitted  to  state  here  solemnly,  gentle- 
men, in  the  name  of  the  French  Government,  how  much  grati- 
tude we  owe  in  a  special  way  to  Mr.  Deterding  and  to  his 
associates,  and  to  the  Asiatic  Petroleum  Co.,  for  tne  support 
which  they  gave  since  October,  1014,  to  the  defence  of  our 
country  by  placing  at  our  disposal  their  precious  petrols  from 
Borneo  and  Sumatra  which  contained  the  toluenes,  the  xylenes 
and  the  benzenes  which  were  absolutely  indispensable  for  the 
manufacture  of  our  most  powerful  explosives,  and  of  our  most 
efficient  extra-aviation  petrols." 

"Thanks  to  toluol,  we  were  able  to  return  blow  for  Mow 
-the  'cards'  sent  us  bv  the  Germans  from  their  great  cannon  : 
without  this  invaluable  explosive,  given  to  us  at  a  time  when 
we  most  required  it,  'he  war  would  ^a^e  been  lost.  It  fired 
our  great  cannon,  and,  in  a  word  SAVED  VERDUN." 

In  1017  it  became  apparent  that  stocks  of  pelroVnm  products 
would  fall  to  an  alarming  extent  in  Great  Britain  owing  to 
the  losses  of  tank  steamers  due  to  submarine  warfare. 

It  was  at  this  crisis  that  the  Shell  Co.  put  before  the  Ad- 
miralty the  prooosition  of  bringing  liquid  fuel  from  abroad  in 
the  "double-bottoms"  or  ballast  tanks  of  ordinary  merchant 


of  money.  Its  cost  would,  however,  decrease  year  by 
year,  and,  by  the  time  all  conditions  again  become  quite 
normal,  it  might  be  found  possible  to  withdraw  the  sub- 
sidies altogether.  Meanwhile,  we  should  be  keeping  a 
quantity  of  labour  in  useful  employment.  We  should  be 
creating  new  home  industries,  and  we  should  be  pre- 
serving, around  every  nucleus  of  aircraft  production, 
premises  and  plant  which  could  be  diverted  rapidly  to 
the  quantity  production  of  aircraft  in  the  event  of  a 
national  emergency  arising. 

It  seems  to  me  that  some  such  plan  as  this  would 
enable  us,  at  the  lowest  possible  cost,  to  get  over  the 
serious  difficulty"  occasioned  by  the  fact  that  the  peace- 
time demand  for  aircraft  must  for  some  time  continue 
negligible  when  compared  with  the  demand  which  would 
arise  in  the  event  of  war. 


ships — a  plan  which  years  earlier  the  Company  themselves 
had  successfully  employed — to  supplement  the  alarmingly  re- 
duced tanker  fleet  in  conveying  fuel  oil  to  this  country. 

This  idea,  the  details  of  which  were  worked  out  on  behalf 
of  the  Admiralty  by  Mr.  C.  Zulver,  the  company's  marine 
superintendent,  pioved  the  one  possible  solution  to  perhaps 
the  most  baffling  problem  the  Admiralty  had  to  face  through- 
out the  war.  During  the  most  critical  period,  as  much  as 
125,000  tons  of  oil  was  carried  in  this  way  in  one  month,  and 
by  the  date  of  the  signing  of  the  armistice,  1,014,570  tons  of 
liquid  fuel  had  been  safely  brought  over  under  this  scheme. 
Stores  of  oil  had  reached  a  normal  amount,  and  all  danger  of 
another  shortage  had  long  since  passed. 

There  is  much  other  information  in  the  book,  which  is  well 
produced  and  well  illustrated.  It  does  not  err  on  the  side 
of  modesty  and  at  times  one  is  inclined  to  suggest  that  al- 
though "Shell"  did  wiu  the  war  the  fighting  forces  helped  a 
little. 

ON  COMMERCIAL  AVIATION. 

A  booklet  entitled  "Commercial  Aviation  and  its  Relation  to 
the  Community"  has  just  been  issued  by  the  United  Aircraft 
Engineering  Corporation,  of  New  York.  It  is  the  first  of  a  series 
which  will  show  the  present  status  of  commercial  aviation  and  its 
future  possibilities. 

Considerable  space  is  given  to  aerodrome  construction,  and 
illustrations  of  various  types  of  landing  fields  are  given.  Other 
pages  are  devoted  to  types  of  aircraft,  speed,  endurance,  landing, 
load,  altitude,  safety,  cost,  cost  of  operation,  performance,  etc. 

While  it  was  originally  intended  that  the  distribution  of  these 
booklets  would  be  very  limited,  it  is  now  possible  for  all  those 
interested  &i  commercial  aviation  to  secure  a  copy  until  the  present 
supply  is  exhausted.  Requests  should  be  made  to  lhe  Enginee-r.rig 
Department  of  the  United  Aircraft  Engineering  Corporation,  52,- 
Vanderbilt  Avenue,  New  York  City. 

A  DENIAL. 

The  report  that  the  works  of  Whitehead  Aircraft  have  been 
taken  over  for  the  production  of  motor-cars  is  denied  offi- 
cially.   The  report  was  not  published  in  The  Aekoplane. 

A  SALE  OF  AIRSCREWS. 

The  Aircraft  Disposal  Department  of  the  M."nistrv  of  Muni- 
tions are  offering  aircraft  propellers  for  sale.  The}*  comprise 
new  aircraft  propellers  made  of  the  finest  walnut  and  maho- 
gany, and  are  offered  for  sale  at  the  following  lates  :  with  four 
blades  at  30s.  and  with  two  blades  at  25s. 

These  propellers  cost  originallv  from  £15  to  £25,  and  were 
made  for  engines  which  are  now  obsolete.  They  can  be 
adapted  for  many  purposes,  such  as  hat  racks,  and-foi  appro- 
priate hall  uses,  to  which  they  add  a  note  of  distraction  if 
fitted  with  a  clock  or  barometer. 

Sales  can  be  made  in  a  few  minutes  and  the  goods  taken 
away  or  arrangements  made  for  delivery. 

Offers  are  invited  for  a  limited  number  of  propellers  taken 
from  captured  enemy  aeroplanes.  Communications  should 
be  addressed  to  the  Controller,  Aircraft  Disposal  Department, 
York  House,  Kingsway,  W.C. ' 

TRIPLEX  GLASS. 

It  is  now  announced  that  the  Triplex  Safety  Glass  Co.,  Ltd., 
of  1,  Albemarle  Street,  Piccadilly,  W.i,  have  two  new  models  of 
goggles  re-idy  for  the  market,  which  have  been  specially  designed 
for  motorists.  One  is  a  model  lor  women  motorists,  and  both 
can  be  had  at  a  reasonable  prioc,  namely,  Model  A,  10s.  6d.,  and 
Model  C,  12s.  6d.  (including  case). 


September  24,  1919 


The  Aeroplane 


By  Sfecia.  (Appointment 


To  H.M.  the  King. 


CIEVES 


LIMITED 


Royal  Navy  House 
21  Old  Bond  St.  W.l 


(Piccadilly  End) 


ROYAL  NAVAL  OUTFITTERS 


and 


SPECIALISTS  in  R.A.F.  KIT 


"Gieves"  Special  Royal  Air  Force  Depart- 
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everything  appertaining  to  R.A.F.  Kit.  All 
the  best  quality  and  style  at  moderate  prices. 


ANYTHING  A  MAN  WANTS  HE  CAN  QET 
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COMPLETE  SETS  FOR 

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KINDLY   MENTION    "  THE    AEROPLANE  "   WHEN  CORRESPONDING   WITH  ADVERTISERS. 


ngo 


The  Aeroplane 


September  24,  1919 


THE  AIRCO   CONTINENTAL  SERVICES. 


Those  who  hold  pessimistic  views  regarding  commercial 
aviation  would  do  well  to  pay  a  visit  to  the  Airco  head- 
quarters at  27,  Buckingham  Gate,  S.W.i,  where  an  atmo- 
sphere of  enthusiasm  prevails. 

The  Londou-Paris  Air  Service  is  becoming  more  and  more 
successful  as  the  days  pass  and  the  reliability  of  the  machines 
is  proved  to  commercial  men.  Some  of  the  leading  banks  of 
London  and  Paris  are  now  using  the  service  daiiy  for  the 
transmission  of  important  documents. 

Every  day  about  40  lb.  weight  of  assorted  British  news- 
papers is  sent  over  to  Paris,  where  they  are  sold  in  the  after- 
noon of  the  day  of  publication,  whereas  those  that  are  sent 
by  train  do  not  arrive  until  the  following  day.  Paris  news- 
papers are  also  brought  to  London.  News  photographs  and 
cinematograph  films  are  also  sent  regularly  by  air  between 
the  two  capitals,  and  some  commercial  firms  have  already 
adopted  this  means  of  rapid  transit  for  pending  samples  of 
various  manufactures  abroad. 

The  fashion  creators  in  Paris  have  been  quick  to  realise  the 
possibilities  of  the  service,  and  a  Manchester  firm  claims  the 
credit  of  having  Paris  hats  brought  to  England  by  air  for 
the  first  time.  A  firm  of  furriers  in  Paris  recently  sent  about 
25  lb.  weight  of  expensive  furs  from  Paris  to  London,  wi'lingly 
paying  the  £g  freightage,  and  another  firm  sent  a  sample 
bottle  of  champagne  which  was  wanted  in  London  quickly  so 
that  an  important  order  might  be  booked. 

Passengers  continue  to  travel  by  the  route  and  are  invari- 
ably enthusiastic.  Major-Gen.  the  Right  Hon.  J.  E-  B.  Seely, 
C.B.,  C.M.G.,  D.S.O.,  M.P.,  and  Major-Gen.  Sir  F.  H.  Sykes, 
K.C.B.,  C.M.G.,  flew  over  recently  tc  sign  the  Air  Convention, 
and  the  return  trip  was  made  in  the  extremely  good  time  of 
two  hours. 

A  new  machine,  the  Airco  D.H.18,  is  shortly  to  be  put  on 
this  air  line  especially  for  passenger  service.  This  machine 
will  be  fitted  with  a  450  h.p.  Napier  "  Lion  "  engine,  and 
will  carry  eight  passengers  in  addition  to  the  pilot ;  each  pas- 
senger will  be  allowed  to  carry  a  small  suit-case,  and  it  is 
claimed  the  seating  accommodation  is  more  comfortable  than 
that  in  a  first-class  railway  carriage. 

An  interesting  test  was  made  recently  to  prove  that  mes- 
sages could  be  sent  to  Paris  more  quickly  by  air  than  by 
cable.  A  cablegram  was  sent  from  the  London  office  at  12.15 
p.m.,  and  at  the  same  time  it  was  telephoned  to  the  aero- 
drome and  was  given  verbally  to  the  pilot  of  one  of  the 
machines  about  to  start.  The  verbal  message  reached  the  per- 
son for  whom  it  was  intended  at  4  p.m.,  but  the  cablegram 
did  not  reach  its  destination  until  10  a.m.  the  next  morning. 

With  regard  to  the  transmission  of  parcels,  it  is  pointed 
out  that  the  gain  in  time  is  far  greater  than  it  appears  to  be 
at  first  sight.  One  is  apt  to  compare  the  zl  hour  flight  with 
the  eight  or  nine  hour  train  and  boat  journey  on  the  passen- 
ger service,  but  this  is  not  a  fair  comparison.  If  a  parcel  is 
sent  by  air  at  mid-day  it  reaches  Paris  in  the  short  time  of  2\ 
hours  and  is  then  delivered  very  speedily  to  its  destination, 
whereas  if  a  parcel  is  sent  by  ordinary  post,  as  things  exist 


BARIMAR  OVERSEAS  DEVELOPMENTS. 

"  La  Societe  Francaise  Barimar  "  is  the  title  of  a  company 
which  has  recently  been  formed  in  Paris,  with  a  capital  of 
^5,000,  to  exploit  the  Barimar  scientific  welding  processes 
in  France,  Tunis,  and  Algeria.  The  factory,  which  is  situate 
at  48,  Rue  d'Alsace,  Clichy  (Seine),  is  under  the  personal 
supervision  of  Mr.  Cyril  Rose.  Mr.  Rose,  who  has  taken  a 
leading  part  in  the  establishment  of  the  new  company,  is 
constantly  investigating  the  problems  of  metal  fusion,  with 
the  object  of  obtaining  the  best  results  from  modern  scientific 
welding  processes,  and  under  his  management  the  French 
branch  should  speedily  thrive. 

SHORT'S   ATHLETIC  SPORTS. 

A  sports  meeting  in  connection  with  Short's  Social  and 
Athletic  Club  was  held  in  the  Paddock,  Rochester,  on  Aug. 
23rd,  under  the  Amateur  Athletic  Association  rules.  There 
were  35  events  (including  heats)  on  the  programme.  The 
sports  started  promptly  at  2.0  p.m. 

Mr.  V.  O.  Levick,  the  hon.  sec.  of  the  sports  clnb,  had  many 
successes,  and  also  had  time  to  arrange  the  lengthy  pro- 
gramme and  attend  to  many  secretarial  duties. 

The  open  events  produced  some  excellent  entries  from  the 
Army  and  Navy  and  athletes  from  the  neighbouring  places. 
A  local  band  played  during  the  afternoon,  and  tea  was  pro- 
vided in  a  special  marquee.  The  refetees  were  :  Mr.  H.  O. 
Short,  Major  Sippe,  Major  Gnosspehus,  and  Major  Bell. 


to-day,  it  is  not  likely  to  reach  its  destination  till  two  or  even 
three  days  have  elapsed.  It  is  for  this  reason  that  commer- 
cial houses  are  realising  the  enormous  value  of  this  service. 

One  of  the  most  hopeful  signs  of  the  times  is  the  fact  that 
at  the  present  moment  three  Continental  Governments  are 
negotiating  with  Airco,  Ltd.,  for  the  inauguration  of  aerial 
mail  services.  These  Governments  wisely  realise  that  the  expe- 
rience which  the  company  have  already  gained  makes  them 
better  judges  than  amateur  officials  of  the  manner  in  which 
such  mail  services  should  be  run.  Accordingly  they  are  pre- 
pared to  leave  the  entire  arrangement  of  the  services  to 
Airco,  Ltd.,  who  are  expected  to  send  their  representatives 
to  choose  aerodromes,  plan  the  necessary  buildings,  repair 
shops,  arrange  the  supply  and  storage  of  fuel  and  every  other 
detail  in  the  complicated  organisation  necessary  for  the  effi- 
cient running  of  these  services. 

The  view  of  Airco,  Ltd.,  is  that  for  a  long  time  to  come 
the  most  profitable  commercial  use  of  the  aeroplane  is  that 
of  carrying  mails  and  parcels.  Between  London  and  Paris 
goods  are  carried  at  the  rate  of  7s.  6d.  per  pound  normally, 
but  firms  that  make  regular  contracts  can  have  goods  carried 
at  a  rate  as  low  as  3s.  9d.  per  pound.  Passengers  are  charged 
^21  for  each  journey.  If  passengers'  fares  were  arranged 
according  to  weight,  a  io-sto:ie  person  would  be  called  upon 
to  pay  50  guineas  at  the  rate  of  7s.  6d.  per  pound,  so  that  it 
is  obvious  for  the  present  the  carriage  of  goods  is  more  profit- 
able than  that  of  passengers.  Since  the  first  week  in  which 
the  service  has  been  in  operation,  there  has  been  a  steady 
increase  in  the  amount  of  goods  sent  to  the  aerodrome  daily 
for  transmission  to  Paris. 

Most  of  the  big  London  newspapers,  including  the  "Times," 
the  "  Daily  Telegraph,"  "  Morning  Post,"  "  Daily  Mail," 
"  Daily  Express,"  etc.,  have  made  regular  contracts.  The 
week  of  very  bad  weather  through  which  the  machines  flew 
with  only  one  interruption  did  much  to  inspire  confidence  in 
the  service,  and  everv  week  that  goes  bv  inspires  greater 
faith. 

The  Airco,  Ltd.,  are  gathering  statistics  as  to  cost  that  will 
prove  of  inestimable  value  to  commercial  aviation.  Although 
they  are  not  yet  in  a  position  to  make  an  actual  statement 
regarding  the  financial  side  of  the  venture,  they  are  finding 
out  that  the  speculations  of  writers  who  have  tried  to  estimate 
the  cost  of  running  a  regular  service  without  having  actual 
experience  on  which  to  base  their  ideas,  are  very  far  from 
being  accurate. 

There  is  no  doubt  that  Airco,  Ltd.,  are  at  the  present  time 
doing  pioneer  work  in  all  parts  cf  the  world  that  will  eventu- 
ally prove  of  enormous  value  to  this  countrv.  In  South 
America,  Spain,  India,  Australia,  South  Africa,  in  fact  in 
every  part  of  the  globe,  they  have  representatives  who  are 
demonstrating  the  possibilities  of  commercial  aviation ;  and 
while  pessimistic  people  are  still  sayng  that  the  day  of  suc- 
cessful commercial  use  of  aircraft  is  still  far  distant,  the 
firm  is  quietly  doing  the  work  that  is  bringing  that  day 
nearer. 


A   WORKS  OUTING. 

The  annual  beanfeast  at  Brighton  took  place  recently.  It 
was  arranged  by  the  engineers  of  the  welding  firm,  and  a 
cordial  invitation  to  the  Directors  to  accompany  the  party 
was  gladly  accepted. 

Mr.  C.  W.  Brett,  the  Managing  Director,  said  that  since 
the  incorporation  of  the  company  in  1006  there  had  never 
been  a  strike.  The  staff  have  worked  hard  all  the  time. 
During  the  war  70,000  breakdown  jobs  have  been  through  the 
works,  and  there  has  never  been  a  hitch  even  for  an  hour. 

Barimar,  Ltd.,  is  establishing  a  chain  of  welding  businesses 
around  the  world,  and  their  engineers  wil!  soon  be  on  the 
v  ay  to  Australia,  New  Zealand,  India,  North,  South,  and 
East  Africa,  Italy,  France,  Denmark,  Norway,  Sweden, 
Canada,  and  South  America.  Some  of  these  branches  are 
already  operating,  and  others  are  being  formed  as  rapidly 
as  possible. 

Men  of  character  and  stability  skilled  at  welding  may 
register  with  Barimar's  for  duty  at  the  new  overseas 
branches.  Applicants  will  be  required  to  spend  short  periods 
with  good  pay  in  the  London  factory  in  order  to  thoroughly 
familiarise  themselves  with  the  methods  of  the  firm. 


THE    SECOND  ARRIVAL. 

A.  V.  Roe  and  Co.,  Ltd.,  are  constructing  at  their  Hamble 
works  another  Avro  "  Baby  "  with  35  h.p.  engine. 


September  24,  1919 


The  Aeroplane 


CIVIL  AERIAL  TRANSPORT  NOTES. 


GREAT  BRITAIN. 

The  London-Paris  Air  Services. 
During  the  past  week  two  fresh  companies  announced  that 
they  were  starting  Eondon -Paris  services.    Both  are  French, 
the    Compagnie   des   Messageries    Aeriennes    and  Farman 
Fieres. 

On  Sept.  16th  for  the  first  time  a  Breguet  biplane  owned 
by  the  first-named  company  travelled  over  the  Paris-Eondon 
air  line.  The  machine  was  flown  by  a  French  pilot,  M. 
Massot,  and  carried  a  mechanic  only.  On  Friday,  Sept.  19th, 
the  Breguet  started  from  Ilounslow  soon  after  noon,  and 
passenger  accommodation  was  available. 

The  Breguet  service  by  the  Compagnie  des  Messageries 
Aeriennes  is  run  in  connection  with  that  of  Handley  Page, 
Etd.  On  those  days  when  the  Handley  Page  machines  do 
not  fly — viz.,  Mondays,  Wednesdays,  and  Fridays — the 
Breguet  machines  will  start  from  Hounslow  at  noon.  Simi- 
larly, they  will  leave  Ee  Bourget  aerodrome  at  noon  on 
Tuesdays,  Thursdays,  and  Saturdays.  They  will  carry  light 
goods  as  well  as  passengers,  and  it  is  expected  that  the 
journey  will  be  made  in  less  than  23  hours. 

The  machine  is  fitted  with  a  300  h.p.  Renault  engine  of  a 
new  type,  and  has  a  limousine  cabin  seating  two  passengers. 
The  pilot  is  placed  above  and  behind  the  cabin.  The  Breguet 
firm  have  been  famed  for  steel  aeroplane  construction  since 
1912.  It  is  interesting  to  recall  that  a  Breguet  machine  made 
the  first  Channel  crossing  with  three  passengers  over  six 
years  ago.  The  pilot  was  the  late  Capt.  W.  B.  Rhodes-* 
Moorhouse,  V.C. 

The  Compagnie  des  Messageries  Aeriennes  has  been  run- 
ning a  postal,  passenger,  and  goods  service  between  Paris, 
Brussels,  and  Eille  since  April,  and  it  will  now  be  possible 
to  fly  to  Brussels  from  London  via  Paris. 

The  other  service,  using  a  Farman  Goliath,  will  only  operate 
once  a  week.  Every  Friday  the  machine  will  leave  Hounslow 
at  10-30  a.m.,  taking  passengers  to  Ee  Bourget,  where  a 
motor-car  will  meet  them  at  1  p.m.  and  convey  them  to  the 
Ritz  Hotel  in  Paris.  The  return  journey  will  be  made  on' 
Thursdays  under  similar  conditions.  The  Goliath  will  carry 
twelve  passengers,  and  the  single  fare  is  £15  15s. 

During  the  week  ending  Sept.  19th  the  Handley  Page 
machines  conveyed  between  Eondon  and  Paris  30  passengers 
and  1,014  1D-  01  freight  and  luggage. 

The  following  are  the  Airco  Services  10  and  from  Paris  for 
the  past  week. 


Date. 

Type  and  Pilot. 

Hounslow 
to  Paris 

Paris  to 
Hounslow 

Pass. 

Weather. 

Sept.  15th 

D.H.  9  (Lt.  Square)  ... 
(special  macfline) 

D.H.  4a  (Lt.  Shaw) 
D.H.  4a  (Lt.  Lawford)... 

9  am 
11.45  a.m. 

12  39  p.m. 
3.0  p.m. 

12.  0  p.m. 
3.27  p.m. 

2 
1 

Sept.  16th 

D.H.  16  (Lt.  McMullin) 
D.H.  9  (Capt.  Riley)  ... 

12.34  p.m. 
2.50  p.m. 

... 

12.50  p.m. 
3.7  p  m 

2 

Sept.  17th 

D.H.  4a  (Lt.  Powell)  .. 
D.H.  4a  (Lt.  Shaw) 

12  30  p.m. 
2  45  p.m. 

12.30  p.m. 
2.45  p.m. 

2 
1 

Sept.  18th 

D.H.  16  (Capt.  Baylis).. 
D.H.  9  (Lt.  Square) 

12.39  P  m. 
2.45  P-ni. 

12.30  p.m. 
3.0  p.m. 

3 
2 

Very  bad. 
Rain.  Low 
Clouds. 
Strong 
wind. 

Sept.  19th 

D.H  41  (Lt.  Campbell 
Orde) 

D.H.  16  (Lt.  M  Mullin) 

12.33  p  ro. 
2.30  p.m. 

12  30  p.m. 
forced  land- 
ing at  Bahot 

Sept.  aoth 

D.H.  9  (Lt.  Shaw) 

D.H.  4a  (Capt.  Baylis)... 

12.33  p  m. 
2.45  p.m. 

12.30  p.m. 
2.46  p  m. 

The  Airco  D.H. 16  machine,  which  left  Paris  on  Sept.  19th 
and  was  forced  to  land  at  Bahot,  near  Marquise,  owing  to  oil- 
pressure  trouble,  contrived  to  leave  France  on  the  morning  of 
the  20th.  Assistance  having  been  obtained  from  Marquise 
Aerodrome,  the  machine  left  Bahot  at  10.40  a.m.  and  arrived 
at  Hounslow  at  11. 15  a.m.    There  were  no  passengers  aboard. 


The  specially-chartered  D.H.9,  which  flew  to  Paris  on  Sept. 
15th,  carried  two  Spanish  noblemen,  namely,  the  Marquis 
Pons  and  the  Marquis  del  Rio. 

A  Month's  Work. 

The  following  letter  from  "  Aircraft  Transport  and  Travel, 
Ltd.,"  dated  Sept.  20th,  1919,  is  of  more  than  usual  interest  : — 

Sir, — I  am  writing,  on  the  completion  of  the  first  month  of 
our  aeroplane  service  between  London  and  Paris,  to  rhank 
you  for  the  publicity  you  have  given  this  the  first  daily  com- 
mercial air  service,  and  to  express  gratitude,  specially,  for 
the  manner  in  which  you  have  drawn  attention  to  the  fact 
that,  in  spite  often  of  extremely  bad  weathei,  we  have  main- 
tained our  service,  day  in  and  day  out,  tc  scheduled  time. 

I  started  this  service  on  Aug.  25th  to  demonstrate  to  the 
business  world,  by  actual  daily  flying,  that  aeroplanes  will  not 
only  transport  passengers  and  goods  at  100  miles  an  hour, 
but  will  do  so  commercially  to  a  fixed  time-table. 

It  should  interest  your  readers,  I  think,  to  have  before  them 
a  summary  of  our  achievement  during  this  first  month,  ,when 
we  have  demonstrated  day  by  day  the  tact  that,  for  the  first 
time  in  the  history  of  mankind.  London  and  Paris  are,  by 
"  air  express,"  only  2\  hours  distant  from  each  other. 

Here,  summarised,  is  the  record  of  which,  I  think,  we  inav 
be  proud.  Out  of  a  possible  56  flights  between  Eondon  and 
Paris  during  this  first  four  weeks,  we  have  satisfactorily  com- 
pleted 54.  On  one  occasion,  when  there  was  a  100-miles-an- 
hour  hurricane,  it  was  considered  advisable  to  divert  the  load 
of  a  machine  to  an  alternative  route;  and  on  another  occasion, 
after  starting  a  flight  rather  late  owing  to  atrociously  bad- 
weather,  a  pilot  had  a  forced  landing  through  oil-pressure 
trouble,  which  so  delayed  him  that  he  considered  it  unadvis- 
able  to  proceed  owing  to  the  impending  darkness. 

As  showing  the  dependability  in  opeiation  which  can  be 
attained  already  with  a  suitable  aeroplane,  when  handled  with 
skill,  I  should  like  to  emphasise  the  point  that  only  twice, 
during  13,750  miles  flying,  has  it  been  necessary  for  a  pilot  to 
make  a  compulsory  descent ;  and  in  one  oi  these  two  cases, 
after  five  minutes'  delay,  he  was  in  the  air  again. 

I  have  been  asked  why  I  chose  London-Paris  as  a  demon-t 
stration  route,  seeing  that  the  weather  encountered  is  prob-i 
ably  the  worst  in  the  world.  My  reply  is  that  we  chose  this 
route  deliberately.  We  were  confident  of  our  pilots  and 
machines.  We  knew  the  belief  which  is  prevalent  that  com- 
mercial flying  is  only  a  fair-weather  proposition.  We  said  to 
ourselves,  "  If  we  can  fly  reliably  on  this  route  we  can  go 
with  confidence  anywhere  else  in  the  world." 

In  the  month's  weather  we  have  just  flown  through,  the 
official  reports  show  that  on  only  three  days  were  .conditions 
really  favourable.  On  thirteen  days  they  were  distinctly  un- 
favourable, while  on  eight  days,  though  our  machines  actually 
got  through,  the  official  reports  showed  that  the  conditions 
were  considered  "  unfit  "  for  flying. 

The  credit  for  this  month's  really  wonderful  flying,  which 
has  done  more  than  anything  else,  has  ever  done  to  convince 
thinking  people  that  the  era  of  commercial  flying  has  already 
dawned,  is  due  entirely  to  the  ex-Royal  Air  Force  oft;cers  and 
pilots  who,  under  my  direction,  have  organised  and  flown  this 
service. 

In  their  capacity  as  indefatigable  organisers,  I  pay  sincere 
tribute  to  Brig.-General  F.  L.  Festing,  C.B.,  C.M.G.,  who 
resigned  his  post  as  Deputy  Master-General  of  Personnel  at 
the  Air  Ministry  to  join  me  as  managing  director  of  Aircraft 
Transport  and  Travel;  also  to  Capt.  D.  M.  Greig,  O.B.E.,  late, 
of  the  Department  of  Aircraft  Production;-  and  last,  but  far 
from  least,  I  pay  tribute  to  those  pilots  — the  finest,  I  am 
convinced,  in  the  world — who  have  flown  through  weather 
which  even  experts  have  considered  impossible. 

To  these  pioneers  of  commercial  flving-— to  Capt.  Baylis, 
Capt.  Riley,  Lieut.  Shaw.  Lieut.  L3wford,  and  Lieut. 
McMullin — we  owe  a  debt  of  gratitude  it  is  hard  to  express: 
in  words.  Their  flying,  their  enthusiasm,  their  good  judg- 
ment— these  have  been  magnificent. 

To  the  public,  and  particularly  to  the  business  community, 
I  should  like,  if  you  will  permit  me,  to  say  this.  To  use  this 
100-miles-an-hour  service  on  urgent  occasions  when  "  time  is 
money  "  is  not  only  a  sound  business  proposition — as  those 
who  are  now  using  it  daily  would  be  the  first  to  testify — but 
it  is  something  far  more  than  this.  It  is  a  definite  encourage- 
ment to  British  aviation;  which,  first  as  it  was  in  war,  is  now 
faced  with  the  task  of  maintaining  that  picud  position  during 
the  days  of  peace — a  task  which  it  can  only  hope  to  accom- 
plish by  the  interest  and  support  of  the  public. 

(Signed)       J.  How  Thomas,  Chairman. 
The  London-Bvujssels  Air  Service. 

Handley  Page,  Ltd.,  would  have  started  their  London- 
Brussels  service  on  Monday,  Sept.   22nd,  but  the  weather 


1 192 


The  Aeroplane 


September  24,  19  19 


was  unfavourable.  The  machine  started  at  S  a.m.  on  Sept. 
23rd.  The  same  type  of  twin-engined  machine  is  used  on 
the  service  as  on  the  London-Paris  route.  There  is  accom- 
modation for  10  passengers  with  30  lb.  each  of  personal  lug- 
gage, and,  in  addition,  for  500  lb.  of  freight. 

The  seats  are  all  numbered,  and  can  be  booked  at  all  the, 
usual  agents  or  at  the  Cricklewood  aerodrome.  Private 
motor-cars  ;.\\ait  the  passengers  at  each  aerodrome  and  con- 
vey them  to  the  centres  of  the  cities.  The  machines  start 
from  Hounslow  at  noon  on  Mondays,  Wednesdays,  and  Fri- 
days, and  return  on  the  alternate  days. 

London. 

An  M.P.'s  Aeroplane. — Sir  Philip  Sassoon,  M.P.  for  Hythe, 
has  bought  an  Avro  biplane.  He  intends  to  use  the  machine 
for  flying  from  London  to  his  residence  near  Lympne  Three- 
quarters  of  an  hour  will  be  saved  over  the  time  taken  by  the 
fastest  train  on  the  journey. 

Hendon. — A  B.A.T.  F.K.26  passenger-carrier,  piloted  by 
Major  C.  Draper,  ariived  at  Hendon  on  Sept.  21st  from  the 
Amsterdam  Exhibition.  Later  in  the  day  another  B.A.T. 
machine  of  the  same  type  also  arrived  at  Hendon  from  Bel- 
gium. 

The  former  during  its  stay  in  Holland  made  many  flights, 
one  including  a  flight  over  the  bouse  at  present  occupied  by 
the  Crown  Prince  of  Germany,  who,  it  is  stated,  watched  the 
machine  from  his  garden. 

Hounslow. — The  variable  weather  of  the  past  week  seems 
to  have  affected  the  number  of  Avro  flights  at  Hounslow.  In 
course  of  time  Londoners  will  doubtless  realise  that  autumn 
flying  can  be  just  as  enjoyable  as  going  aloft  during  an 
August  heat-wave.  In  fact,  a  clear  morning  with  a  touch  of 
frost  may  give  a  far  finer  view  than  one  gets  when  a  summer 
haze  hangs  over  the  earth,  and  few  things  can  equal  the 
delights  of  flying  on  a  bright  snowy  morning.  But  the  holi- 
day spirit  seems  to  wane  with  the  passing  of  summer,  and 
in  consequence  only  120  Londoners  made  flights  during  the 
week. 

Two  cross-country  return  journeys  were  made  to  Stow-on- 
Wold  and  to  Cambridge,  and  three  aeroplanes  arrived  by  air 
from  Manchester  during  the  week. 

One  of  these  machines  was  taken  by  Capt.  Bradley  to 
Lausanne.  Pie  left  Hounslow  on  Wednesday,  Sept.  17th,  at 
2.15  p.m.,  and  arrived  safely  on  the  shores  of  Lake  Geneva 
on  Saturday,  Sept.  20th.  No  attempt  was  made  to  break 
records.  The  Alps  were  safely  crossed,  and  the  journey  was 
uneventfully  successful.  The  Avro  will  q;ive  demonstrations 
at  Lausanne  and  take  up  passengers  under  an  arrangement 
with  M.  Pethoud. 

Blackburn. 

The  Blackburn  flying  week  opened  at  Witton  Park  on  the 
afternoon  of  Sept.  13th.  The  first  flight  was  made  by  the 
Mayor,  and  since  then  a  great  number  of  people  have  been 
taken  up.  The  flying  is  under  the  direction  of  Lieuts  C  E. 
Maddocks  and  Kingsford  Smith,  M.C.,  who  are  both  Aus- 
tralian pilots.  They  have  b'oth  entered  for  the  /io.ooo  prize 
offered  by  the  Australian  Government. 

Sixty-five  passengers  were  taken  up  on  Sept.  15th,  and 
two  flew  to  Blackpool,  where  they  alighted  on  the  sands. 

Brighton. 

Flying  was  only  possible  on  six  days.  One  of  the  Avros 
at  this  place  took  some  visitors  to  a  garden  party  at  Reigati* 
on  Saturday,  Sept.  20th.  The  machine  went  over  to  Chiches- 
ter on  Thursday  as- usual  and  took  up  passengers  there. 

GLASGOW. 

According  to  the  "Daily  Chronicle"  of  Sept.  17th  a  regular 
air  service  is  in  operation  between  Glasgow  and  Gleneagles, 
a  new  golf  course  recently  opened  by  the  Caledonian  Railwav 
Company.  In  a  preliminary  flight  one  of  the  pilot?  covered 
the  distance  of  about  fifty  miles  in  2,s  mins.  It"  is  questioned 
if  flying  to  the  course  will  improve  the  play  of  the  golfer  or 
put  him  right  off  his  stroke. 

Leicester. 

The  Leicestershire  and  Rutland  Aero  Club  are  making 
plans  for  developing  aviation  in  the  Midlands  if  they  obtain 
the  necessary  financial  support.  They  propose  to  purchase 
one  machine  at  first,  which  will  be  placed  at  the  seivice  of 
business  men  who  wish  to  make  commercial  journeys. 

Llanelly  Sands. 
At  an  inquest  on  Sept.  20th  it  was  stated  that  David  Watts 
was  driving  a  pon}  and  trap  giving  pleasure  rides  to  children 
on  the  beach  when  he  got  in  the  wav  of  an  aeroplane  and  was 
struck  on  the  head  by  one  of  the  wings  and  killed.  Three 
children  in  the  trap  were  also  injured. 


A  verdict  of  "  Accidental  death  "  was  returned,  and  the  jury 
recommended  that  the  course  of  the  aeroplane  in  rising  from 
the  starting-point  should  be  fenced  off. 

Sheffield. 

The  tramwav  strike  greatly  interfered  with  the  suc- 
cess of  Sheffield's  second  flying  week  at  the  Coal  Aston  aero- 
drome, and  necessitated  a  modification  of  the  arrangements, 
but  the  facilities  for  flying  were  not  removed.  The  exhibi- 
tion flights  did  not  take'place,  but  the  arrangements  for 
public  flights  held  good.  There  were  four  Avro  machines 
on  the  ground.  The  difficulty  in  the  way  of  making  ascents 
was  that  of  reaching  the  aerodrome. 

On  Sept.  15th  there  was  no  attendance  of  the  general 
public,  and  no  short  flights  were  made.  One  passenger, 
however,  showed  interest  in  longer-distance  flying  by  going 
to  Scarborough. 

WESTON-SUPER-MARE. 

Drifting  sand  borne  on  a  westerly  gale  which  resembled 
a  sand-storm,  coupled  with  intense  cold,  kept  visitors  off  the 
sands  for  three  days  and  spoilt  the  flying.  Two  days  were 
completely  spoilt  by  the  weather,  and  there  were  very  few 
trippers  on  the  sands  after  Tuesday.  Thus  a  week  which 
promised  well  at  the  outset  was  completely  spoilt  by  the 
v.  eather. 

Windermere. 

This  week  has  been  a  record  for  the  number  of  passengers 
carried  at  Bowness.  The  Avro  seaplanes  have  carried  oufc 
32  flights,  totalling  nine  hours  of  flying. 

One  sporting  couple  engaged  a  machine  for  a  half-hour 
flight  over  Ulverston  and  Morecombe  Bay,  and  from  a  height 
of  between  3,000  and  4,000  ft.  they  enjoved  some  especially 
splendid  views  of  cloud  effects. 

AUSTRALIA. 

The  Plans  for  Daily  Air  Services. 
The  first  aerial  transport  company  has  been  formed  in 
Australia  under  the  name  of  "Aerial  Transport  (Limited)." 
The  company  intends  to  start  at  once  on  the  preliminary 
work  necessary  before  an  actual  flying  service  can  be  put 
in  operation. 

Surveys  will  be  made  of  routes  over  which  the  machines 
will  fly,  aerodrome  sites  will  be  established,  meteorological, 
information  obtained  and  tabulated.  The  ^possibility  of  the 
local  manufacture  and  repair  of  machines  and  engines  will 


The  Engine=room  oi'  the  I.inke=Hofmann   K  'I  Machine  de= 
scribed  in  "'Aeronautical  Engineering." 


September  24,  1919 


The  Aeroplane 


be  investigated.  The  shares  of  the  company  are  divided 
among  all  the  States,  and  it  is  expected  that  actual  flying 
services  between  the  capital  cities  will  be  in  operation  by 
July,  1920. 

It  is  expected  that  the  service,  which  will  not  be  con- 
fined to  inter-capital  routes,  will  open  up  the  interior  of  the 
Continent  now  shunned  on  account  of  the  lack  of  travelling 
facilities.  It  will  provide  quick  transport  for  perishable 
goods,  and  the  company  eventually  hopes  to  carry  the  inter- 
State  mails. 

It  is  proposed  to  establish  aerodromes  in  Sydney,  Mel- 
bourne, Brisbane,  Perth,  Adelaide,  Launceston,  and  Hobart. 
The  average  passenger  fare  between  capital  cities  will  be 
less  than  £6  each  way.  The  first  daily  services  will  all  start 
from  Melbourne  and  will  be  run  to  Sydney  (6£  hours),  Ade- 
laide (53  hours),  and  Hobart  (72  hours). 

The  other  proposed  daily  services  are  between  Sydney  and 
Brisbane  (65  hours),  Sydney  and  Adelaide  (n  hours),  Mel- 
bourne and  Broken  Hill  (7  hours),  and  Adelaide  to  Kalgoorlie 
and  Perth  (18  hours).  Other  services  will  subsequently  be 
developed  in  the  various  States  befween  the  capital  cities 
and  the  larger  country  towns. 

The  machines  which  it  is  proposed  to  use  will  have  a  capa- 
city of  three  tons  and  a  quarter,  and  will  be  able  to  carry 
30  passengers,  with  25  lb.  or  30  lb  of  luggage  each.  In  the 
alternative  they  will  carry  12  passengers  and  two  tons  of 
freight  or  mail.  PYeight  could  be  carried  at  the  rate  of 
8d.  per  lb.  It  is  suggested  by  the  company  that,  with  the 
co-operation  of  the  Postal  Department,  it  would  be  possible 
to  carry  the  mails  at  an  extra  charge  of  ^d.  per  oz  for 
letters  requiring  urgent  delivery. — w.  .\  a. 

News  from  Australian  Sources. 

Mr.  Sydney  Pickles,  of  Sydney,  has  arrived  in  New  South 
Wales  with  a  model  of  an  aeroplane  with  which  he  intends 
to  display  the  possibilities  of  commercial  flying  in  Australia. 
He  has  arranged  for  the  shipment  of  some  machines  to 
Sydney.    One  of  them  has  a  speed  of  158  miles  an  hour. 

According  to  the  Exchange  Telegraph  Company  Fit. -Lieut. 
McGinnes  Fysh  has  been  commissioned  to  survey  an  aerial 
route  in  the  northern  territory  of  Queensland  in  connection 
with  the  forthcoming  Handley  Page  trial  flight  to  England. 

BRAZIL. 

Handley  Page,  Ltd.,  have  received  the  sole  contract  for 
carrying  mail  over  all  routes  in  Brazil,  according  to  a  tele- 
gram from  Rio  de  Janeiro. 

EGYPT. 

The  Indian  Mail  Service. 
It  has  been  found  necessary  to  postpone  the  inauguration 
of  the  Cairo-Karachi  air-mail  service.    There  are  not  suffi- 
cient commercial  prospects  to  justify  the  expense  of  start- 
ing it. 

Recently  a  survey  party  crossed  the  desert  in  cars  from 
Damascus  to  Abu  Kemal,  on  the  Euphrates,  and  thence  to 
Baghdad.  Landing-grounds  were  marked  out  at  intervals  of 
20  miles  en  route. 

FRANCE.  - 

The  French  Government  has  decided  to  give  a  series  of 
annual  premiums  or  subsidies  in  aid  of  civil  aerial  transport 
enterprises.  Premiums'  of  the  following  classes  will  be 
given  :  (A)  Depreciation,  (B)  Equipment,  (C)  Transport, 
(D)  Military. 

The  regulations  can  be  summarised  as  follows  :  — 

(A.)    The  Depreciation  premium. 

If  P  be  the  price  of  the  aeroplane  without  motor,  p  the 
price  of  the  motor,  and  assuming  that  the  flying  life  of  the 
aeroplane  is  400  hours,  the  formula  of  hourly  depreciation  is 
as  follows  :  — 

PX  l.op 
"  400  - 

It  is  assumed  in  this  formula  that  the  life  of  the  engine  is 
about  one  and  a  half  times  more  than  that  of  the  aeroplane. 
The  State  will  pay — 

(1)  To  firms  maintaining  a  regular  transport  service  over 
a  fixed  itinerary  between  two  points  not  less  than  124  miles 
apart,  half  of  the  hourly  depreciation,  i.e.,  u. 00125  (P  +  1,5  p). 

(2)  To  firms  maintaining  a  regular  transport  service  over  a 
fixed  itinerary  between  two  points  not  less  than  31  miles 
apart,  or  constituting  a  closed  circuit  of  at  least  62  miles 
without  a  landing,  and  to  firms  maintaining  a  regular  service 
of  less  than  124  miles  in  length,  a  quarter  of  the  depreciation 
costs,  i.e.,  0.000625  (P+1.5  p). 

(B.)    Equipment  premium. 

To  firms  of  category  1  shown  under  Section  A,  the  State 
will  pay  0.10  a  kilometre  for  the  length  of  the  mean  stage 
flown  without  landing,  and  0.05  a  h.p.,  i.e., 

0.10  X  length  of  mean  stao-p  +  O.O.T  H. P. 
To  firms  of  category  2  the  State  will  pay  0.10  a  kilometre 
and  0.025  a  h.p. 

(C.)    Transport  premium. 

This  premium  is  proportional  to  the  customary  speed  V 


of  the  aeroplane  shown  at  official  trials,  to  a  speed  v.V.50,  to 
its  useful  tonnage  capacity  expressed  in  tons  (700  kilog.  = 
0.7)  and  a  coefficient  K,  i.e., 


The  coefficient  K  varies  according  to  the  nature  of  the  enter- 
prise. For  firms  in  No.  2  category,  K  equals  zero,  and  for 
regular  international  services  K  equals  14.  In  such  advanced 
etlorts  as  services  in  Central  Africa  K  can  rise  as  high  as  19. 

[This  is  not  very  clear,  but  it  is  taken  literally  from 
"Iv'Auto." — Ed.] 

(D.)    Military  premium. 

A  supplementary  depreciation  premium  is  given  in  the  case 
of  all  machines  which  have  military  value.  This  piemium 
is  equal  to  a  quarter  of  the  depreciation,  i.e.,  0.000625 
(P  +  1.5  p). 

Note. — The  number  of  hours  of  flight  is  calculated  on  the 
distance  covered  on  the  fixed  route  at  a  fixed  speed  of 
j  30  kilometres  an  hour 

The  Paris-Melbourne  Flight. 

Some  time  during  the  present  week  M.  Etienne  Poulet 
Hopes  to  begin  his  flight  from  Paris  to  Melbourne  on  a  twin- 
engined  Caudron  biplane.  The  journey  will  be  attempted 
via  Rome,  Salonica,  Constantinople,  Bagdad,  Karachi,  Bom- 
bay, Calcutta,  Bangkok,  Singapore,  Batavia,  Rotti  (an  island 
vS.W.  of  Timor),  Sydney,  and  Melbourne.  Should  he  reach 
Melbourne  safely  he  will  attempt  tc  return  to  France  by  way 
of  the  air.  M.  Poulet,  who  has  been  given  but  little  encour- 
agement by  the  French  Government,  states  that  the  British 
Government  have  offered  him  any  assistance  which  can  be 
obtained  from  the  British  preparations  for  the  England-Aus- 
tralia flight.  Pie  will  be  accompanied  by  his  mechanic. 
Benoit. 

Messrs.  Farman  and  Motor-car  Construction. 

It  is  rumoured  in  Paris  that  the  Farman  Bros,  intend  to 
construct  and  sell  six-cylinder  motor-cars  of  the  most  modern 
and  perfect  type.  The  price  will  be  between  £1,500  and 
£1,700  for  the  chassis.  Even  in  France  man  cannot  live  by 
aviation  construction  work  alone. 

The  Return  of  the  Gouath. 

Lieut.  Boussotrot,  his  companions,  and  the  remains  of  the 
Farman  biplane  Le  Goliath  reached  Marseilles  on  Sept.  14th 
from  Saint  Louis,  Senegal. 

The  Civil  Use  of  Military  Aerodromes. 

It  is  now  possible  for  civil  aircraft,  both  private  and  com- 
mercial, to  make  use  of  military  aerodromes  in  the  course 
of  cross-country  flights.  The  charges  officially;  authorised  are 
as  follows  :  — 

For  a  day,  from  sunrise  to  sunset.  0.02  centimes  per  unit 
of  horse-power. 

For  a  night,  from  sunset  to  sunrise,  ?.o  francs. 

Aeroplanes  fitted  with  wireless  installations  pay  one  franc 
in  the  case  of  those  having  either  a  sending  or  receiving  set, 
and  two  francs  when  a  sending  and  receiving  set  is  installed. 
Biarritz-Sav  Sebastian. 

The  Compagnie  des  Transports  AerL-ns  du  Sud-Ouest  has 
organised  a  daily  aerial  passenger  service  between  Biarritz 
and  San  Sebastian.  The  aeroplanes  used  are  Farnian  bi- 
planes (type  F.40). 

\frodrome  Restrictions  Removed. 

Issy-les-Moulineanx,  the  historic  scene  of  many  of  the 
early  tragedies  and  comedies  of  aviation,  has  now,  under  the 
orders  of  General  Duval,  the  Director  of  Military  Aeronau- 
tics, has  been  opened  to  the  public,  who  may  walk 
freely  pver  its  area.  "  L'Auto  "  is  amused,  and 
says  that  the  innocent  civilian  may  now  permit  him- 
self to  be  killed  by  an  alighting  aeroplane  without  break- 
ing any  law.  In  truth  the  arrangements  at  Issy  have 
always  been  unsatisfactory.  When  I  was  working  there 
nine  years  ago,  people  walked  freely  over  the  ground  while 
ambitious  pupil-aviators  gambolled  lightly  over  the  soil  in 
their  cumbrous  machines.  On  one  occasion  public  ardour  was 
damped  by  the  premature  death  of  a  woman,  old  in  years, 
who  was  accidentally  distributed  by  a  descending  aeroplane 
while  she  was  dreamily  crossing  the  landing-ground  on  her 
way  home.    But  public  recklessness  soon  returned. 

Exploitation  Abroad. 

The  celebrated  French  aviator  Gaubert  is  leaving  for  the 
U.S.  of  America  with  a  view  to  developing  French  interests 
in  civilian  aviation  in  that  country.  He  is  taking  out  with 
him  a  Farman  four-seater  limousine. 

M.  Tadhonime  has  left  for  South  America  with  the  same 
object.  If  the  results  are  favourable  a  P'arman  "  Goliath  " 
will  be  sent  out  to  attempt  some  long-distance  flights  in  the 
States. 

GERMANY. 

Recent  discussions  between  German  and  foreign  firms  are 
likely  to  lead  to  Germany's  participation  in  the  International 
Air  Post  Service  in  the  near  future.  In  a  fortnight  a  regular 
air  postal  service  between  Berlin  and  Copenhagen  is  expected 


1 194 


The  Aeroplane 


September  24,  1919 


to  begin,  and  negotiations  with  the  other  Scandinavian  coun- 
tries are  proceeding. 

An  important  part  of  the  service  will  be  the  conveyance  of 
aerograms  to  relieve  the  telegraphic  service.  The  air  post 
service  in  Germany  is  at  present  restricted  owing  to  the 
extreme  shortage  of  petrol. 

More  Zeppelin  Airships. 

According  to  a  telegram  from  Romanshorn,  Zeppelin  air- 
ships are  still  being  built,  which  is  in  contravention  of  the 
Versailles  Treaty.  The  latest  types  will  be  able  to  travel 
from  Berlin  to  Friedrichshafen  (400  miles)  in  four  hours, 
carrying  thirty-eight  passengers  with  light  luggage. 

HOLLAND. 

A  Farman  "  Goliath  "  left  Utrecht  for  Paris  on  Sunday 
morning  with  passengers,  piloted  by  Lieut.  Krause  Jensen. 
A  landing  was  made  in  time  for  dejeuner  in  Paris. 

ITALY. 

The  Rome-Tokio  Flight, 
On  Sept.  16th,  in  consequence  of  Maggiore  d'Annunzio's 
abrupt  entry  into  the  political  world  by  his  capture  of  Fiume, 
the  Italian  Government  cancelled  the  arrangements  for 
the  Rome-Tokio  flight.  The  Government  had  proposed  to 
give  £160,000  as  a  grant  in  aid  towards  the  expenses  of  the 
flight. 

The  Italian  correspondent  of  The  Aeroplane  writes  :  — 
Some  two  or  three  specially-constructed  Caproni  biplanes 
were  to  take  part  on  dit  in  the  Rome-Tokio  flight.  It  seems 
probable  that  their  part  was  the  useful  one  of  carrying  spare 
motors  and  fuel  supplies  to  inaccessible  spots  from  the  main 
bases.  When  one  imagines  what  the  cost  of  these  large  trans- 
ports is — "  II  Cielo  "  says  half  a  million  lire  in  war  trim — it 
is  easy  to  see  how  the  flight  is  reported  to  have  been  subsi- 
dised to  the  extent  of  four  millions  by  the  far-seeing  Italian 
Government. 

The  Circuit  oe  Sicily. 
;  I/ieut.  Berardi,  on  Macchi  9,  carried  off  the  Targa  Florio 
and  most  of  the  othei  awards  in  the  Circuit  of  Sicily  race  by 
getting  round  that  island  in  5  hours  16  min.,  just  beating 
Cattaneo — not  he  of  Bleriot  acrobatic  fame — on  a  Macchi  5 
scout  by  6  sec,  and  Lt.  Bcrlingeri,  also  on  a  Macchi  5,  by 
g  min.  The  fourth  man  in  flew  an  F.B.A.  The  onlv  Macchi  8 
did  not  finish  the  race,  and  only  one  of  the  G.Ls.  (flown  bv 
the  two  French  officer  entrants)  arrived  at  the  goal,  and  that 
last  but  one  of  the  18  survivors  of  the  27  brave  flying  boats' 
that  started  out  in  the  fairest  of  weather,  Only  the  Macchi  5's 
were  single-seaters. 

The  affair  seems  to  have  been  beautifully  handicapped  and 
organised  most  thoroughly,  as  one  would; 
have  expected  in  anything  done  by  the 
Sicilian  Automobile  Club  cum  Chev. 
Florio  plus  the  Naval  people.  A  num- 
ber of  the  machines  were  piloted  by 
A.B.  seamen,  and  Manissero  judged  the 
finish.  Quite  a  goodly  number  of  money 
and  other  prizes  were  provided  by  firms, 
societies  etc.,  as  an  act  of  gratitude  to 
Sicily's  coastal  defence  corps. 

A  New  Airship. 

A  very  large  dirigible  is  about  to  be- 
gin its  trials— in  all  senses  probably— 
at  Ciampino.  Interviewed  about  it,  Sig- 
nor  Usuelli  stated  that  the  new  feature 
of  the  airship  was  its  excess  of  h.p., 
which  is  something  like  four  times  that 
normally  required  for  flight.  A  speed 
of  56  m.p.h.  is  expected,  and  it  is  hoped 
to  make  a  voyage  from  Italy  to  the  Ar- 
gentine. 

One  presumes  that  Signor  UsuelH's 
co-operation  in  the  Government  drawing 
offices  portends  some  of  .  his  principles 
being  adopted  in  the  new  vessel. 

Another  account  states  that  the  four- 
engined  airship,  the  T.34  has  a  cubic 
capacity  of  36,000  cms.,  a  length  of  100 
metres,  and  a  diameter  of  30  metres,  to- 
gether with  accommodation  for  100  pas- 
sengers, excluding  the  crew. 

SCANDINAVIA. 
The,  Proposed  Air  Routes. 

The   Danish   correspondent    of  The 
Aeroplane  writes  :  — 

The  accompanying  map  shows  the 
principal  Scandinavian  air  routes,  to  be 
run  bv  the  Norwegian,  Danish,  Swedish 
and  Finnish  aerial  navigation  com- 
panies. It  will  be  seen  that  both  Den- 
mark and  Norway  will  desire  co-opera- 
tion with  Great  Britain  on  their  North 
Sea    lines,     and    will     enter  prob- 


ably into  negotiations  with  such  enterprises  as  Mr.  Holt 
Thomas'  Aerial  Travel  and  Transport  Co.,  and/ or  Mr.  Stuart 
Hirst's  The  North  Sea  Aerial  Navigation  Co. 

The  routes  indicated  lend  themselves  to  the  following  re- 
flections. The  line  starting  from  London  to  Petrograd  will 
have  to  await  affairs  being  settled  in  Russia  before  its  in--, 
auguration.  Copenhagen  is,  from  its  position,  likely  to  become 
the  crossing  centre  of  the  various  lines,  including  the  one 
from  Christiania  over  ®ochenburg  to  Berlin.  The  local  Nor- 
wegian aerial  service  along  the  coast  is  likely  to  be  the  first 
one  to  be  established,  as  the  flying  times  should  compete) 
favourably  with  the  time-tables  of  the  present  steamer  ser- 
vices. As  a  matter  of  fact,  the  aeroplane  did  step  in  Inst 
year,  when  the  railway  failed  temporarily,  owing  to  the  wash- 
ing-out of  embankments  by  heavy  rain,  as  the  British-trained 
Norwegian,  Lieut.  Riiser-Lassen  carried  the  mail  to  the  city 
of  Trondhjem  on  a  Morane  monoplane  with  a  Thulin  rotary 
motor. — Hi. 

UNITED   STATES  OF  AMERICA. 

A  New  York-San  Francisco  Air  Service. 

The  following  is  "communicated"  from  America  : — 

The  Lawson  Airline  Transportation  Co.  of  Milwaukee, 
Wisconsin,  has  just  completed  the  first  of  its  big  passenger- 
carrying  aeroplanes.  This  machine  is  fitted  with  two 
12-cylindcr  400  h.p.  Liberty  engines,  which  give  it  a  speed 
cf  90-100  m.p.h.  If  one  engine  stops  the  other  has  sufficient 
power  to  keep  the  biplane  in  the  air.  The  gliding  angle  of 
the  machine  is  so  flat  that  it  is  claimed  that-  it  can  glide) 
30-40  miles  from  a  height  of  is,ooo  ft.,  the  ceiling. 

Half  the  fuselage  has  been  made  into  a  large  cabin  to 
hold  26  passengers  in  comfortable  armchairs.  Recently  the 
machine  was  taken  to  the  Milwaukee  aviation  field,  where  it 
was  tested,  lt  was  arranged  that  it  should  make  a  path-} 
finding  tour  between  Milwaukee,  Chicago,  New  York,  and 
San  Francisco.  Those  cities  en  route  which  had  the  best 
landing-grounds  and  desired  an  air  service  would  probably 
be  selected  as  the  first  stations  011  the  airline  between  the 
Atlantic  and  Pacific  Oceans. 

Mr.  Alfred  W.  Lawson,  the  designer  ^f  the  machine,  is  to- 
be  the  captain  in  charge  on  the  first  flight.  The  two  pilots 
who  fly  the  machine  will  afterwards  be  put  in  charge  of 
similar  aeroplanes  as  captains.  The  crew  to  be  carried  in- 
each  machine  consists  of  two  mechanics.  The  Lawson  Com- 
pany intend  to  build  one  hundred  aeroplanes  of  this  tvpe 
in  the  next  few  months  which  will  be  used  on  a  regular 
dailv  service  between  New  York  and  San  Francisco. 


"Proposed  fScandiriavia-n 
air  routes. 


Hommzrjetl 


September  24,  1919  The  Aeroplane  u95 

£j  AIRCRAFT fWANCE  ^ 


The  Menace  of  Economy. 

When  dealing  a  couple  of  weeks  ago  with  the  probable 
effect  of  the  Government's  "  saving  scheme "  on  the 
economic  fabric  of  the  Aircraft  Industry,  there  was  no 
attempt  at  exaggeration.  The  daily  Press  has  now 
been  howling,  but,  unlike  Caesar's  wife,  its  intentions 
may  not  be  altogether  above  suspicion. 

He  would  indeed  be  an  optimist  who  could  discover 
the  silver  lining  of  the  policy  now  adumbrated  by  the 
authorities.  Perhaps  it  is  no  worse  than  was  looked 
for.  Financially,  however,  the  consequences  may 
prove  very  serious,  unless,  of  course,  something  un- 
expected turns  up. 

Not  being  the  plaything  of  amateurs,  but  a  business 
proposition,  the  Aircraft  Industry  cannot  exist  or  thrive 
on  expectations.  Hope  is  useful,  but  as  an  asset  in  a 
balance-sheet  it  would  be  refused  by  any  competent 
auditor,  and  the  auditor  would  be  fully  justified  in  his 
action.  But  in  following  on  the  lines  of  Oliver  Twist 
and  asking  for  more  Government  support  the  Industry 
is  not  gluttonous ;  on  the  contrary,  it  is  demanding 
justice  without  any  ulterior  political  motives. 

An  Illustration. 

Not  many  months  ago  Aircraft  Manufacturing  Pre- 
ference shares  were  commanding  a  price  of  27s.  in  the 
case  of  the  "  B  "  Participating  and  practically  25s.  in 
the  case  of  the  Cumulative  "  A  "  shares.  Now  they 
are  worth  about  13s.  6d.  A  sum  in  simple  arithmetic 
illustrates  very  convincingly  what  this  represents.  The 
authorised  capital  is  £402,500,  of  which  £100,000  is  in 
7  per  cent.  Preference  shares,  £250,000  in  "  B  "  shares, 
£50,000  in  Preferred  Ordinary  shares  of  £1  each,  and 
£2,500  in  is.  Deferred  shares.  The  depreciation  in  the 
case  of  the  two  shares  specified  approaches  a  quarter 
of  a  million,  and,  of  course,  the  valuation  of  the  other 
must  have  suffered  just  as  much,  if  not  more. 
Plain  Arguments. 

Perhaps  the  illustration  is  somewhat  crude  and  ama- 
teurish, but  it  serves  the  purpose.  Perhaps  the  "  B  " 
shares  were  not  intrinsically  worth  anything  like  the 
high  price  taken  into  the  calculations.  It  is  debatable, 
too,  whether  the  present  price  is  reasonable.  But,  of 
course,  if  one  pursues  this  line  of  argument  it  is  im- 
possible to  reach  any  but  a  negative  conclusion.  The 
fact  is  that  the  prices  mentioned  actually  ruled  at  one 
time.  Had  it  been  suspected  that  the  authorities  would 
abandon  their  petted  and  useful  foundling  so  soon  as  its 
utility  ceased  to  be  pressing,  the  chances  are  the  higher 
prices  would  not  have  been  established.  All  the  pro- 
paganda of  the  Government  at  that  time  served  to  mis- 
lead the  investor,  who,  not  unnaturally,  concluded  that 
equitable  treatment  would  be  accorded  to  the  Industry, 
not  for  an  indefinite  period,  but  until  it  had  time  to  get 
on  its  feet.  It  is  not  a  key  industry,  apparently.  Un- 
fortunately, the  blame  is  not  solely  with  the  authorities 
in  this  connection;  there  were  others  who,  either  un- 
reasonably optimistic  of  the  immediate  prospect  of 
aviation,  or  unscrupulously  exaggerating  the  position 
for  their  own  profit,  contributed  towards  the  result. 
Reactions  Produce  Reactions. 

It  is  plain  that  the  immediate  prospects  of  the  In- 
dustry are  vague,  and  this  must  be  reflected  seriously 
upon  the  financial  position.  The  financing  of  newer 
plans— and  the  Industry  still  being  in  its  infancy,  newer 
plans  must  be  reckoned  with — is  likely  to  prove  diffi- 
cult as  well  as  costly.    One  thing,  however,  is  certain, 


and  that  is,  aviation  having  proved  its  capabilities  to 
the  advantage  of  the  nation  at  war,  the  nation  must 
be  prepared  to  contribute  something  towards  its  sus- 
tenance, and  the  degree  of  help  will  be  enlarged  as  soon 
as  the  panicky  economy  plan  has  spent  its  force  and 
reason  takes  the  reins. 

No  one  denies  that  there  is  plenty  of  scope  for  genuine 
economies  in  the  nation's  bill;  in  the  case  of  aircraft 
it  has  been  not  altogether  misdirected,  perhaps,  but  so 
ruthless  as  to  produce  a  reaction  in  time. 

Incidently  Handley  Page  Participating  Preference 
shares  have  been  selling  about  12s.  6d.  It  was  only  in 
April  last  that  the  public  was  offered  these  for  sub- 
scription at  21s.  What  a  change  in  such  a  short  time ! 
Yet  it  would  be  unwise  to  jettison  shares  in  a  fit  of 
panic. 

CURRENT  TOPICS 

THE  BANKRUPTCY  COURT. 

In  the  case  of  Luc  Marie  Dartois,  company  director, 
Kinchley,  the  statement  of  affairs  shows  liabilities  £589  and 
assets  £12.  The  debtor,  a  Belgian,  was  concerned  with 
others  in  the  promotion  of  the  Aeroplane  and  Motor  Bodies 
Co.,  Ltd.  He  was  secretary  and  director  at  a  salary  of  £3 
a  week,  which  was  subsequently  increased  to  £iy  <i  week. 
At  first  the  company  was  successful,  but  subsequently  went 
into  voluntary  liquidation.  The  debtor  guaranteed  an  over- 
draft to  the  extent  of  £i,ioo  and  had  also  guaranteed  a  loan 
from  a  moneylender  which  was  borrowed  for  the  purpose 
of  the  business  of  the  company,  and  it  was  in  respect  of  that 
liability  that  bankruptcy  proceedings  had  been  taken.  He 
ascribed  his  position  to  the  failure  of  Aeroplane  and  Motor 
Bodies,  Ltd.,  and  states  that  he  first  became  aware  of  his 
position  when  the  company  decided  to  go  into  liquidation, 
and  since  that  time  he  has  not  contracted  any  debts.  The 
c  reditors  are  Harris,  B.,  £70;  Denton,  Hall  and  Burgin, 
,/_2o;  Tom,  Mols,  Oppenheirmr  and  Kryn,  Antwerp,  £400. 
WHITEHEAD  TRUST. 

The  Whitehead  Trust,  Ltd.,  has  been  registered  Sept.  15th 
with  a  capital  of  £2,000  in  1,000  "A"  shares  of  £z  each  and 
10,000  "B"  shares  of  2S.  each,  to  acquire  from  the  Exchange 
Press,  Ltd.,  of  222,  Strand,  W.C.,  for  £500  in  "B"  shares, 
tertain  collated  documents,  being  information  regarding 
Whitehead  Aircraft  (1917),  Ltd.,  and  to  carry  on  the  business 
of  financiers,  promoters,  etc.  The  vendois  are  also  to  receive 
£75  in  "B"  shares  or  cash  in  part  payment  of  preliminary 
expenses.  Minimum  cash  subscription,  7  shares.  The  first 
directors  are  :  J.  E.  Brockelsby,  212,  Northumberland  Park, 
Tottenham,  N.,  accountant;  D.  Hymau,  58  Vassall  Road, 
Brixton,  S.W.,  theatrical  manager;  J.  N.  Firth,  Elm  Cottage, 
Stoke  Mandeville,  Bucks.  Registered  office,  222,  Strand. 
NEW  COMPANIES. 

Commercial  Aeroplane  Wing  Syndicate.  Ltd. — Private 
company.  Registered  Sept.  10th.  Capital  £30,000  in  £1 
shares.  To  take  over  from  A.  A.  Holle,  of  19,  Half  Moon 
Street,  Piccadilly.  W.,  an  invention  for  improvements  in 
aero-foils  for  aeroplanes  and  the  like,  and  to  enter  into  anl 
agreement  with  A.  A.  Holle  and  the  Varioplane  Co.,  Ltd. 
(vendors).  The  subscribers  (each  with  one  share)  are  :  — 
A.  A.  Holle,  19,  Half  Moon  Street,  Mavfair,  W.,  gentleman; 
.V.  G.  Morrish,  34-6,  Gresham  Street,  E  C.2,  C.A.  The 
Varioplane  Co.,  Ltd.,  may  appoint  three  directors,  and  the 
Blackburn  Aeroplane  and  Motor  Co.,  Ltd.,  may  appoint  two. 
Secretary  :  A.  S.  Wiggle  sworth.  Registered  Office  :  34-6, 
Gresham  Street,  E.G. 


THE   FIRST  AIRCRAFT  BROKERS. 

The  Lep  Transport  and  Depository,  Ltd.,  the  proprietors 
of  the  Aerial  Travel  Office  in  Piccadilly  Circus,  have  now 
opened  a  temporary  office  at  the  Hounslo^v  aerodrome  as  the 
first  aircraft  brokers  in  the  world.  The  functions  of  the  office 
are  similar  to  those  of  a  shipbroker,  i.e.,  the  clearance  of  in- 
c<  ming  and  outgoing  aircraft  and  their  cargoes  through 
Customs,  for  which  a  scale  of  inclusive  charges  has  been 
compiled.  Mr.  R.  A  Loader,  who  is  in  charge  of  the  new 
department,  will  give  every  assistance  to  civil  air  transport 
firms  and  their  pilots  both  in  regard  to  customs  formalities 
and  the  handling  of  freight  as  well  as  the  booking  of  pas- 
sengers. 


"96  The   Aeroplane  September  24,  1919 

ROYAL  AERO  CLUB  NOTICES. 


Special  Commhiee  Meeting. 

A  Special  Meeting  of  the  Committee  was  held  on  Friday,  September 
5th,  1919,  when  theie  were  present  : — Brig. -Gen.  Sir  Capel  Holden, 
K.C.B.,  F.R.S.  (in  the  Chair),  Lieut.-Col.  Spenser  D.  A.  Grey,  D.S.O., 
Mr.  F.  Handley  Page  and  Mr.  Harold  E.  Perrin  (Secretary). 

Honorary  Membership  : — The  following  were  elected  Honorary  Mem- 
bers of  the  Club  : —Lieut.-Col.  James  E-  Chaney  (U.S  Air  Service),  Capt. 
Harold  M.  McClelland  (U.S.  Air  Service). 

The  Frying  Services  Fund. 
A  meeting  of  the  Flying  Services  Fund  Committee  was  held  on  Friday, 
September  12th,  1919,  when  there  were  present: — Group  Capt  C.  R. 
Samson,  C.M.G.,  D.S.O.,  R.A.F.  (in  the  Chair),  Mr.  Chester  Fox,  Squad- 
ron Leader  T.  O'B.  Hubbard,  M.C.,  R.A.F.,  and  Mr.  Harold  E.  Perrin 
(Secretary). 

Grants  and  Allowances. — The  following  Grants  and  allowances  were 
made  :  — 

(32)  A  Grant  of  £$  to  the  widow  of  an  Ex-ist  Class  Air  Mechanic  in 
the  Royal  Flying  Corps  who  died  as  a  result  of  exposure  whilst  on 
active  service. 

(40)  An  allowance  of  £2  a  month  for  six  mouths  to  the  widow  of  a 
Sergeant  in  the  Royal  Flying  Corps  killed  on  active  service. 

(70)  An  allowance  of  £1  a  month  for  six  months  to  the  mother  of  a 
2nd  Class  Air  Mechanic  in  the  Royal  Flying  Corps  who  died  on  active 
service. 

(91)  An  allowance  of  £\  a  month  for  six  months  to  the  widow  of  a 
Sergeant  in  the  Royal  Flying  Corps  killed  on  active  service. 

(109)  An  allowance  of  £2  a  monch  for  six  months  to  the  widow  of  a 
Private  in  the  Royal  Flying  Corps  who  died  on  active  Service. 

(118)  An  allowance  of  £4  a  month  for  three  months  to  the  mother  of  a 
3rd  Class  Air  Mechanic  in  the  Royal  Air  Force  killed  on  active  service. 

(126)  An  allowance  of  £2  a  month  for  six  months  to  the  widow  of  a 
2nd  Class  Air  Mecharic  in  the  Royal  Flying  Corps  who  diid  on  active 
service. 

(128)  An  allowance  of  £2  a  month  for  six  months  to  the  mother  of  a 
Sergeant  in  the  Royal  Flying  Corps  killed  on  active  service. 

U30)  An  allowance  of  £2  a  month  for  six  months  to  the  mother  of  a 
Private  in  the  Royal  Flying  Corps  who  died  on  active  service. 

(139)  An  allowance  of  £3  a  month  for  six  months  to  the  widow  of  a 
3rd  Class  Air  Mechanic  in  the  Royal  Air  Force  who  died  on  active  ser- 
vice. 

(146)  An  allowance  of  £2  a  month  for  six  months  to  the  widow  of  a 
1st  Class  Air  Mechanic  in  the  Royal  Air  Force  who  died  on  active  ser- 
vice. 

(150)  A  Grant  of  £5  to  the  widow  of  a  Private  in  the  Royal  Flying 
Corps  killed  on  active  service. 

(152)  An  allowance  of  £2  a  month  for  three  months  to  the  widow  of  a 
2nd  Class  Air  Mechanic  in  the  Royal  Flying  Corps  killed  on  active  ser- 
vice. 

(155)  An  allowance  of  £2  a  month  for  six  months  to  the  widow  of  a 
1st  Class  Air  Mechanic  in  the  Royal  Air  Force  killed  on  active  service. 

(160)  An  allowance  of  £2  a  month  for  six  mouths  to  the  sister  of  a 
3rd  Class  Air  Mechanic  in  the  Royal  Naval  Air  Service  Killed  on  active- 
service. 

(176)  An  allowance  of  £2  a  month  for  six  months  to  the  widow  of  a 
Driver  in  the  Royal  Air  Force  who  died  on  active  service. 

(208)  An  allowance  of  /,4  a  month  for  six  months  to  the  mother  of  a 
Cadet  in  the  Royal  Air  Force  who  died  on  active  service. 

(228)  An  allowance  of  £5  a  month  for  six  months  to  the  widow  of  a 
1st  Class  Air  Mechanic  in  the  Royal  Naval  Air  Service  who  died  on 
active  service. 

(244)  A  Grant  of  £10  and  an  allowance  of  £1  a  month  for  six  months 
to  the  widow  of  a  Corporal  in  the  Royal  Air  Force  who  died  on  active 
service. 

(245)  An  allowance  of  £.1  10s.  a  month  for  six  months  to  the  widow 
of  a  1st  Class  Air  Mechanic  in  the  Royal  Air  Foice  who  died  on  active 
service. 

(246)  An  allowance  of  £2  a  month  for  six  months  to  the  widow  of  a 
1st  Class  Air  Mechanic  in  the  Royal  Air  Force  who  died  on  active  ser- 
vice. 

{247)  An  allowance  of  £2  a  month  for  six  months  to  the  widow  of  a 
2nd  Class  Air  Mechanic  in  the  Royal  Air  Force  who  died  on  active  ser- 
vice. 

(248)  An  allowance  of  £4  a  month  for  six  months  to  the  widow  of  a 
2nd  Class  Air  Mechanic  in  the  Royal  Air  Force  who  died  on  active  ser- 
vice. 

(249)  An  allowance  of  £2  a  month  for  six  months  to  the  mother  of  a 
2nd  Class  Air  Mechanic  in  the  Royal  Air  Force  who  died  on  active  ser- 
vice. 

(250)  An  allowance  of  £2  a  month  for  six  months  to  the  widow  of  a 
Private  in  the  Royal  Air  Force  who  died  on  active  service 

(257)  An  allowance  of  £.1  a  month  for  six  months  to  the  widow  of  a 
3rd  Class  Air  Mechanic  in  the  Royal  Air  Force  who  died  on  active  ser- 
vice. 

(260)  An  allowance  of  £2  a  month  for  six  months  to  the  mother  of  a 
1st  Class  Air  Mechanic  in  the  Royal  Air  Force  who  died  on  active  ser- 
vice. 


THE  FLYING  SERVICES  FUND. 
(Registered  under  the  War  Charities  Act,  1916.) 
Administered  by  the  Royal  Aero  Club. 
For  the  benefit  of  Officers,  Non-Commissioned  Officers  and  Men  of  the 
Royal  Air  Force  who  are  incapacitated  while  on  duty,  and  for  the 
widows  and  dependants  of  those  who  are  killed  or  die  from  injuries  or 
illness  contracted  while  on  duty. 
Honorary  Treasurer.— The  Right  Hon.  Lord  Kinnaird. 
COMMiiiEE.— H.R.H.  Prince  Albert,  K.G.  (Chairman).  Mr.  Chester  Fox, 
Squad.  Leader  T.  O'B.  Hubbard,  M.C.,  E.A.F.,  Wing  Commander  C  E 
Maude,  R.A.F.,  Group  Capt.  C.  R.  Samson,  C.M.G.,  D.S.O.,  R.A.F. 
Secretary. — H.  E.  Periin. 

Bankers.— Messrs.  Barclays  Bank,  Ltd.,  4,  Pall  Mall  East  London, 
S.W.i. 

Subscriptions  :  £     s.  d. 

Total  Subscriptions  received  to  Sept.  9th,  1919   15,119  19  1 

Squadron  Leader  P.  Litherland  Teed,  R  A.F   1  10  0 

Squadron  Leader  P.  Litherland  Teed  (2nd  contribution)    310 

Total,  Sept.  16th,  1919   ... — £15,124  12  1 

SPECIAL  COMMITTEE  MEETING. 
A  Special  Meeting  of  the  Committee  was  held  on  Wednesday,  Sept. 
17th,  1919,  when  there  were  present : — Brig. -Gen.  Sir  Capel  Holden, 
K.C.B.,  F.R.S.  (in  the  Chair),  Mr.  G.  B.  Cock  burn,  Lieut.-Col.  Spenser 
D.  A.  Grey,  D.S.O.,  Lieut.-Col.  F.  K.  McClean,  Lieut.-Col.  Alec  Ogilvie 
and  the  Secretary  and  Assistant  Secretary. 

Jacques  Schneider  International  Seaplane  Race. 

The  report  of  the  Commissaires  Sportifs  was  received  and  sl  telegram 
from  Mr.  Lorenzo  Santoni,  President,  Societa  Idrovolanti  Alta  Italia, 
lodging  protest  on  behalf  of  the  "Savoia  " 

The  Secretary  reported  that  Mr.  Santoni  had  also  requested  the  Aero 
Club  of  Italy  to  lodge  formal  protest  with  the  Federation  Aeronaulique 
Internationale,  Paris. 

Organisation  of  the  Race. — A  letter  from  Lieut.-Col.  Spenser  D.  A. 
Grey,  D.S.O.,  dated  Sept.  15th,  1919,  on  the  Club's  organisation  of  the 
race  was  read.  The  organisation  of  the  race  was  discussed  at  great 
length  and  the  Committee  considered  that  the  arrangements  were 
faulty.  The  Committee  further  considered  the  method  of  carrying  out 
future  competitions. 

SPECIAL  COMMITTEE  MEETING. 

A  Special^  Meeting  of  the  Committee  was  held  on  Mon-lay,  Sept. 
22nd,  1919,  when  there  were  present  : — Mr  G.  B.  Cockburn  (in  the 
Chair),  Lieut.-Col.  Spenser  D.  A.  Grey,  D.S.O.,  Squadron  Leader  T. 
O'B.  Hubbard,  M.C.,  R  A.F.,  Lieut.-Col.  F.  K.  McClean,  Lieut.-Col.  Alec 
Ogilvie  and  the  Secretary  and  Assistant  Secretary. 

Jacques  Schneider  Trophy. 

It  was  reported  that  the  Aero  Club  of  Italy  had  lodged  a  protest  with 
the  Federation  Aeronaulique  Internationale  against  the  disqualification 
of  Sr.  Janello,  the  Italian  representative,  on  the  "Savoia,"  in  the  re- 
cent race  at  Bournemouth  fur  the  Jacques  Schneider  Tiophy. 

The  Committee  unanimously  decided  ihat  although  Sr.  Janello  did 
not  actually  complete  the  course  as  marked  out  for  the  race,  the  Royal 
Aero  Club,  as  the  holders  of  the  Trophy,  should  recommend  to  the 
P'ederation  Aeronautique  Internationale  when  the  protest  is  heard, 
that  the  Trophy  and  Prize  should  be  awarded  to  Sr.  Janc-llo,  the  Italian 
representative. 

Royal  Aero  Club  Seaplane  Competition. 

It  was  further  decided  that  the  Royal  Aero  Club  should  offer  a  prize 
of  £500  and  Trophy,  valued  at  £100  (kindly  presented  to  the  Club  by 
Lieut.-Col.  F.  K.  McClean)  for  an  International  Seaplane  Competition 
to  be  held  in  the  Solent  and  Soutnampton  Water  in  the  last  week  in 
October  next.  The  conditions  will  be  similar  to  those  of  the  Schneider 
race,  with  the  exception  that  the  alightings  on  the  water  will  be  made 
after  the  course  of  200  nautical  miles  has  been  completed. 

The  final  regulations  are  now  being  drawn  up  and  will  be  issued 
on  October  1st,  1919. 

Intending  competitors  are  requested  to  communicate  with  the  Royal 
Aero  Club. 

TECHNICAL  AND  COMPETITIONS  COMMITTEE. 
A  meeting  of  the  Technical  and  Competitions  Committee  was  held  on 
Monday,  Sept.  22nd,  1919,  when  there  were  present : — Lieut. -Col.  F.  K. 
McClean  (in  the  Chair),  Squadron  Leader  T.  O'B.  Hubbard,  M.C., 
R.A.F.,  Major  R.  H.  Mayo,  Lieut.-Col.  Alec  Ogilvie,  Lieut.-Col.  H.  T. 
lizard,  Mr.  Howard  T.  Wright  and  the  Secretary  and  Assistant  Secre- 
tary. 

ROY4L  Aero  Club  Seaplane  Competition. 
The  conditions  for  this  competition  were  considered,  and  the  Com- 
mittee adjourned  till  Tuesday,  the  30th  inst. 

Presentation  to  Club. 
Mr.  Hugh  Lewis  has  presented  to  the  Club  a  large  framed  coloured 
picture  oi  Squadron  32  (D.H.2  Scouts),  Royal  Flying  Corps,  at  Vert 
Galland  Farm,  France,  Somme  Battle,  1916. 


AN    AMBITIOUS  PROJECT. 

On  Thursday  Sept.  18th  the  Committee  of  the  Loudon  Fly- 
ing Club  held  a  Press  view  of  the  club  premises.  At  the  con- 
comitant lunch,  Lord  Louth,  one  of  the  vice-presidents,  pre- 
sided in  the  absence  of  Lord  Lonsdale,  and  in  a  brief  speech 
proposed  success  to  the  London  Flying  Club  coupled  with  the 
names  of  Mr.  and  Mrs,  Claude  Grahanie-White. 

Mr.  Grahame-White,  who  is  the  moving  spirit  of  the  club, 
set  forth  the  general  intentions  of  the  committee.  He  related 
how  in  1909,  looking  over  the  area  which  is  now  the  London 
Aerodrome,  he  was  struck  by  the  idea  of  forming  there  a  kind 
of  super-Ranelagh-Hurlingham.  The  London  Flying  Club  as 
it  exists  is,  he  explained,  the  beginning  of  the  scheme. 

In  a  general  way  the  club  is  arranged  on  the  lines  of  those 
American  country  clubs  of  which  one  has  read  so  much  in 
American  fiction  of  late  years.  It  is  intended  to  be  a  social 
club  at  which  the  members  can  indulge  in  all  forms  of  sport, 
including  aviation.  At  present  the  aerodrome  already  exists 
and  there  are  excellent  hard  tennis  courts.  It  is  the  inten- 
tion of  the  committee  to  add  grass  courts,  a  golf  course,  a 
polo  ground,  a  swimming  bath,  squash-racket  courts,  and  so 
forth  and  so  on.  Mr.  Grahame-White  added  that  his  ambition 
is  to  have  also  a  real  ice  skating  rink,  now  that  Princes'  has 


become  a  motor  garage.  One  trusts  that  the  club  will  not  be- 
come such  a  frost  as  to  achieve  this  ambition  automatically. 

The  Club  House  at  present  includes  a  large  dining  room,  a 
lounge  hall  and  over  fifty  bedrooms,  and,  as  an  annexe,  a 
ballroom  and  concert  hall  in  which  well  oyer  1,000  people 
could  dance  comfortably.  This  concert  hall  has  a  bandstand 
at  one  end  and  a  stage  at  the  other. 

Interesting  facts  about  the  Club  House  are  that  it 
was  built  by  Mr.  J.  S.  Matthews,  well  known  as  a  director 
of  the  Grahame-White  Aviation  Company,  Limited;  that 
all  the  woodwork  in  it  (chairs,  tables,  balustrading, 
stairs,  and  so  forth)  was  produced  in  the  Grahame- 
White  Aviation  Company's  works:  and  that  the  scheme  of  de- 
coration was  devised  by  Mrs.  Grahame-Wbite — possibly  better 
known  as  Miss  Ethel  Levy.  Undoubtedly  Mrs.  Grahame- 
White  deserves  to  be  highly  complimented  on  her  excellent 
taste  in  designing  the  scheme  of  decoration,  which  is  striking 
without  ever  being  disturbing.  It  gives  an  impression  of 
cheerfulness  and  luxury,  but  never  approaches  a  "jazz"  effect. 
Similarly  the  Grahame-White  works  deserve  to  be  congratu- 
lated on  the  excellence  of  their  workmanship  in  the  furniture 
and  other  woodwork.  One  is  strongly  under  the  impression 
that  if  the  works  turned  out  furniture  of  similarly  high  quality 


September  24,  1919 


The  Aeroplane 


as  a  standard  product  it  would  pay  considerably  better  for  the 
next  year  or  two  than  making  aeroplanes. 

The  building  itself  is  very  well  designed  and  solidly  built 
and  has  a  pleasing  jural  outlook  in  every  direction.  The 
kitchen  is  in  charge  of  a  well-known  maitre  d' hotel,  formerly 
of  Claridge's,  and  if  the  lunch  given  to  the  Press  may  be 
taken  as  a  criterion  of  the  catering  for  members  in  the  future 
there  will  certainly  be  no  cause  for  complaint  in  that  direc- 
tion. 

It  is  the  intention  of  the  committee  to  hold  occasional  club 
dinners  to  which  distinguished  guests  are  to  be  entertained 
and  club  dances  will  be  held  frequently.  In  this  connection 
for  the  first  season  a  Hawaiian  band  has  been  engaged  at  con- 
siderable cost  and  one  must  confess  that  though  it  hardly 
accords  with  one's  old-fashioned  ideas  of  music,  it  is  an  im- 
mense improvement  on  the  jazz-bands  which  have  afflicted 
London  of  late. 

Members  who  own  aircraft  can  garage  their  machines  in  the 
club  aerodrome  and  have  them  kept  m  running  older.  The 
club  itself  intends  to  keep  certain  passenger  machines  which 
members  can  hire  at  special  terms  either  for  pleasure  flights 
or  for  real  journeys.   .Sporting  machines  will  also  be  available. 

In  the  course  of  his  speech  Mr.  Graham e-Winte  said  that 
he  would  be  glad  of  constructive  criticism.  In  this  direction 
one  would  like  to  suggest  that  the  colouring  of  the  club  motor- 
cars provided  for  the  use  of  members  be  considerably  modified. 
One  can  scarcely  imagine  a  member  of  the  best  social  set  em- 
barking at  the  Ritz  in  a  vehicle  which  at  once  suggests  an 
advertisement  for  somebody's  famous  blue. 

It  strikes  one  also  that  it  is  a  mistake  to  offer  membership 
of  the  club  at  half  price  to  R.A.F.  officers.  One  can  scarcely 
imagine  a  London  club  of  the  better  class  offering  a  similar 
inducement  to  officers,  of  H.M.  Navy  or  Army,  and  still  less 
can  one  imagine  an  officer  of  the  better  class  accepting  such 
an  offer. 

A  still  greater  mistake  is  the  idea  of  inviting  officers  who 
have  had  the  honour  to  be  awarded  the  Victoria  Cross  to  free 
membership  of  the  club.  In  the  first  place  the  winning  of  the 
Victoria  Cross  is  not  necessarily  a  guarantee  of  social  stand- 
ing, and  in  the  second  place  an  officer  of  the  proper  social 
status  would  scarcely  relish  the  idea  of  becoming  an  honorary 
member  because  he  had  been  deorated  for  valour. 

Furthermore,  public  kinematograph  pictures  of  the  chief 
promoters  of  the  Club  performing  antics  in  front  of  the 
Hawaiian  band  are  scarcely  likely  to  attract  members  of  the 
most  desirable  class. 

If  the  club  is  to  be  a  social  club  of  good  class  it  will  need 
no  such  adventitious  aids  to  increase  its  membership.  On  the 
other  hand,  if  it  does  not  maintain  a  high  social  standing  no 
amount  of  such  temptation  will  attract  people  of  the  right 
class.  As  already  said,  the  club  has  immense  advantages  as 
regards  locality  and  surroundings  and  it  may  become  precisely 
the  kind  of  club  which  is  extremely  desirable  in  London  to- 
day. The  fact  that  Major  G.  B.  Ollivant  (late  12th  Lancers) 
is  the  secretary  gives  one  to  hope  that  it  will  fulfil  the  func- 
tions for  which  it  is  intended.  One  wishes  it  precisely  the 
success  which  it  deserves. — C.  G.  G. 


HULLO,  BOLO! 

To  the  Editor  of  The  Aeroplane. 
Sir, — -So  many  people  appear  to  be  writing  revues,  which, 
according  to  the  Press,  can  be  done  in  five  minutes,  that  I  have 
attempted  one  myself,  and  send  you  herewith  a  typical  scene. 
If  your  readers  care  for  it  (as  I  am  sure  they  will),  I  can  easily 
let  you  have  the  other  40  scenes,  and  a  copy  of  the  fees  for 
acting,  etc. 

ACT  I.      Scene  I. 
Scene  :  Any  room  at  the  late  Hotel  Bolo. 

Time  :  Any  time  between  11  a.m.  and  3  p.m.,  except  the  luncheon 
interval  from  12  until  2.45  p.m.  On  second  thoughts  the 
time  had  better  be  11.30  a.m. 

(Enter  Chorus  of  O.B.Es.) 
Chorus  (singing  in  unison)  : 

In  us  the  representatives  you  see 
Of  beauty,  splendour,  power,  and  energy  ; 
We  none  of  us  can  fly, 
And  that's  the  reason  why 
We're  Majors,  R.A.F.,  plus  O.B.E. 
In  beauteous  Bolo  blue  we're  not  a  shy  lot; 
In  fact,  we  have  been  called  a  very  "  fly  lot  "  : 
Our  duty  is  quite  clear, 
We  have  to  put  the  fear 
Of  God  into  the  heart  of  every  Pilot  ! 
If  left  alone,  we  cannot  fail  to  shine, 
But  sometimes  some  unmitigated  swine 
Says  we've  got  to  go  o'ersea  : 
Then  we  take  our  remedy, 
A  new  CO. — and  dose  of  chlorodyne  ! 
Though  you  may  think  that  over  us  are  none 
Who  can  be  more  exalted — "  in  the  sun  " — 


E'en  we  must  bow  to  rules 
Laid  down,  'tis  true,  by  fools. 
Hush,  hush!    Keep  quiet!    Here  comes  an  S.O.i.  1 

(Enter  a  Lieut. -Colonel,  C.B.E.,  S.O.i.) 
All  the  O.B.Es.  salute  and  stand  to  attention. 
S.O.i  :  Methought  I  spied  a  fellow  here  with  wings? 
Chorus  (shocked)  :  Oh,  no,  sir !    No !    How  could  you  think 
such  things? 

1ST  O.B.E.  (picking  up  ruler  and  looking  fierce): 
If  a  Pilot  I  should  spy, 
He'd  very  quickly  die 
Of  fright,  before  my  eye ! 

(Loud  applause  from  Chorus.) 

S.O.i: 

You're  a  bold  man,  I  can  see, 
And  when  my  time  is  free, 
'Struth  !    I'll  recommend  you  for  the  C.B.E.  ! 
(Terrific  and  prolonged  applause.    Telephone  bell  rings.) 
Ha,  ha  !    There  goes  the  bell  1 
Perchance  'tis  Driver  Nell, 
With  whom  I  hope  to  dwell 
When  (picks  up  receiver  and  listens) — 
Flight  Commander  Blank  ?    Oh,  go  to  hell ! 
(Throws  telephone  on  floor.) 

2ND  O.B.E.  : 

Perhaps,  sir,  you,  being  such  a  splendid  specimen  of  Air 
Force  beauty, 

Could  tell  us  how,  much  better  than  all  other  men,  you  do 
your  duty? 

(Applause  from  all  but  the  1st  O.B.E.,  who  looks  annoyed 

because  he  didn't  think  of  this.) 
S.O.i  takes  cigarette,  lights  it.  and  sits  back  on  chair,  with 
feet  on  mantelpiece.       The   O.B.Es.  group  themselves 
round  in  attitude  of  reverence. 
S.O.i  (after  the  "Vicar  of  Bray")  . 

When  I  was  a  boy  and  wore  long  cut  is, 

And  velvet  suits  all  braided, 
I  went  to  school  with  little  girls, 

And  played  with  dolls  as  they  did  ; 
But  when  in  'fourteen  came  the  war, 
Though  feeling  such  a  draught,  sir, 
I  joined  the  Royal  Flying  Corps, 
Attached  unto  the  Staff,  sir  ! 

Chorus : 

And  this  is  a  fact  that  I'll  maintain 

Whichever  side  has  won,  sir, 
If  we  should  have  a  war  again, 

I'll  still  be  an  S.O.i,  sir  ! 

At  ten  o'clock  on  every  morn 

I  start  my  daily  wrestle, 
And  exercise  that  brain  and  brawn 

That  brought  me  to  the  Cecil ! 
To  every  General  I  bow 

In  abject  veneration, 
With  every  Subaltern  I  row 
And  write  for  "  explanation." 

(Chorus.) 
Soon  doth  the  hour  of  noon  arrive 

To  end  the  morning's  duty ; 
Round  to  the  Club  for  lunch  I  drive. 

(My  driver  is  a  beauty  !) 
In  this  fine  way  the  day's  work's  done 

By  brains  there's  no  denying  : 
I  earn  my  pay  as  S.O.i — 
Let  others  do  the  dying  ! 
(Chorus,  during  which  a  bevy  of  W.R.A.Fs.  enter  and  dance.) 

Enter  a  Messenger. 
Messenger  :  Twelve  o'clock,  gentlemen  ! 

Exeunt  hurriedly. 
And  so  on,  ad  infinitum. 

K. 


THE  RETURN. 

For  the  following  story  one  has  to  thank  the  Johannesburg 
"Star"  :— 

The  aviator's  wife  was  in  tears.  "What's  the  matter,  my 
dear?"  asked  her  friend. 

"I'm  worrying  about  George,"  she  said.  "He  has  been 
trying  for  a  week  to  kill  our  cat,  and  as  a  last  resource  he  took 
pussy  up  in  his  'plane.  He  said  he  would  take  him  up  2,000 
feet  and  drop  him  over." 

"Well,  there's  nothing  to  worry  about,"  said  her  friend. 

"Oh,  yes  there  is,"  said  the  frantic  woman.  "George  isn't 
home  yet,  and  pussy  is!" 

CONGRATULATIONS. 

ROE- — On  Sept.  9th,  at  High  Firs,  Bursledou,  Hants,  the 
wife  of  A.  V.  Roe — a  daughter. 


The  Aeroplane 


September  24,  19 19 


AVIATION    IN    EGYPT   IN  1915. 

By  an  Observer  in  the  French  Seaplane  Squadron, 
Port  Said. 


In  these  days  of  cross-Atlantic  flights  and  160  m.p.h. 
machines  it  is  very  interesting  to  look  hack  at  our  machines 
and  eqaipment  in  the  pre -historic  days  of  1915. 

I  have  taken  an  interest  in  aviation  since  the  early  efforts 
of  H.  Farman  and  the  Wright  brothers;  but,  being  in  the 
East  at  the  outbreak  of  war,  I  enlisted,  and  was  not  able  to 
join  the  R.F.C.  until  January,  1915.  At  that  time  I  was 
serving  with  an  Indian  regiment  on  the  Suez  Canal,  and 
managed  to  get  transferred  as  an  observer  to  the  only 
squadron  then  in  Egypt,  afterwards  No.  30. 

This  squadron  consisted  of  the  machines  which  were  to 
have  joined  the  nucleus  of  the  Indian  C.F.S.  at,  I  think, 
Sitapur,  and  was  composed  of  7c  h.p.  Renault  Longhorns' 
and  Shorthorns,  80  h.p.  Gnome  H.  Farmans,  and  one 
B.E.2a,  which  was  the  pride  of  the  squadron.  This  B.E. 
was  no  joke  to  fly  in  the  bumpy  Egyptian  air,  as  being  a 
warping  wing  machine,  knuckledusters  were  imperative  to 
prevent  the  stick  from  cutting  one's  hands  to  ribbons 
against  the  longerons. 

I  only  remained  a  short  time  with  No.  30,  and  was  then 
lent  to  a  French  seaplane  squadron,  based  at  Port  Said,  which 
w  as  short  of  observers. 

Joy  soMKWHvr  Dashed. 

I  went  down  to  Port  Said  full  ot  joy,  but  when  I  heard 
that  most  of  the  work  done  by  these  machines — 80  h.p. 
Gn6me  Nieuport  monoplane  seaplanes — was  30-40  miles  in- 
land, my  joy  was  somewhat  dashed. 

I  shall  always  have  the  very  greatest  admiration  for  those 
French  pilots  and  mechanics  on  account  cf  the  really  won- 
derful work  that  they  got  out  of  their  machines. 

In  1915  these  machines  were  identical  with  those  designed, 
I  believe,  in  1012,  being  the  ordinary  Nieuport  monoplanes 
less  the  wheels,  and  with  the  addition  of  outer  struts  to  the 
undercarriage.  They  could,  however,  be  quickly  transformed 
into  land  machines,  by  the  removal  of  the  floats  and  these 
extra  struts,  and  by  fitting  the  leaf  spring  and  wheels 
through  a  socket  provided  in  the  central  skid. 

The  system  of  control  was  unusual,  as  the  stick  controlled 
the  elevator  and  rudder,  and  the  wings  were  warped  by  an 
upward  and  downward  motion  of  what  is  usually  the  rudder- 
bar.  I  understand  that  this  system  was  altered  to  the  more 
usual  one  in  the  machines  supplied  to  the  P.N.A.S.  and  used 
at  Calshot. 

A  revolution  counter  and  altimeter  were  the  only  instru- 
ments fitted. 

Of  Unusuae  Design. 

The  floats  themselves  were  of  unusual  design,  having  a 
stepped  keel,  and  a  metal  plane  on  each  side  of  the  nose 
to  prevent  the  float  from  "ducking."  They  were  not  pro- 
vided with  bulkheads,  but  were  canvas  covered,  and  filled 
with  inflated  pigs'  bladders.  In  the  case  of  a  crashed  float, 
which  occasionally  occurred,  the  whole  sea  for  hundreds  of 
yards  around  was  covered  with  these  bladders,  which  emitted 
a  most  offensive  odour. 

Most  of  our  work  was  done  along  the  coasts  of  Palestine, 


Syria,  and  Asia  Minor,  which  was  out  of  the  reach  of  the 
R.F.C,  and  for  that  purpose  two  seaplane-carriers  were  at- 
tached to  the  base,  each  capable  of  carrying  two  seaplanes 
under  canvas  awnings  on  the  after  well-deck. 

These  ships  had  each  two  English  officers  and  Greek 
crews,  and  in  them  we  went  to  sea,  armed  with  two  Lewis 
or  Colt  machine-guns  on  the  bridge,  and  flying  the  blue 
ensign. 

In  the  early  part  of  1915  submarine  warfare  had  not  yet 
begun  seriously,  in  the  Eastern  Levant  anyhow,  and  so  we 
often  lay  with  all  lights  showing  two  or  three  miles  from 
the  enemy  coast  waiting  for  favourable  weather. 

A  Panic  among  the  Crew. 
In  March,  1915,  during  the  first  bombardment  of  Smyrna, 
one  of  these  seaplane-carriers — the  "Aenne  Rickmers" — was 
torpedoed  by  a  Turkish  destroyer  while  at  anchor  under  a 
flag  of  truce,  but  we  never  managed  to  discover  whether  the 
destroyer  really  meant  to  hit  us,  or  whether  it  was  a  bad 
shot  for  PI.M.S.  "  Euryalus,"  which  was  lying  near  by. 
This  took  place  at  2  a.m.,  and  a  panic  immediately  took 
place  amongst  the  Greek  crew.  The  captain  and  chief  engi- 
neer were  English,  whilst  the  other  officers  and  crew  were 
Greek,  but  we  luckily  also  had  a  steamboat's  crew  of  naval 
ratings,  and  a  detachment  of  Royal  Marines  as  a  guard.  The 
Greeks  deserted,  and  took  all  the  boats,  and  the  Marines 
turned  out  just  too  late  to  stop  them;  but  as  they  went  over 
the  side,  one  of  the  Marines  gave  a  Greek  sailor  a  nice  jab 
in  the  pit  of  the  stomach  with  his  bayonet,  to  discover  that 
in  his  haste  in  turning  out,  he  had,  unfortunately,  forgotten 
to  remove  the  scabbard.  The  only  Greek  who  did  not  desert 
was  the  second  engineer,  who  was  on  watch  at  the  time,  and 
who  was  locked,  howling  and  shrieking,  in  the  engine-room, 
by  the  chief  engineer,  and  ordered  to  keep  the  pumps  going. 

Considered  Himself  a  Hero. 

Luckily  for  us  the  bulkheads  held,  and  although  we  had 
a  hole  26  ft.  by  16  ft.  in  the  starboard  side  near  the  bow, 
the  ship  did  not  sink,  and,  on  the  next  day,  this  gentleman 
had  quite  recovered  from  his  fright,  and  looked  on  himself 
as  a  hero,  so  much  so  that  a  month  or  two  later,  when  the 
Greek  crew  were  paid  off,  and  replaced  by  Navy  men,  he 
asked  for  a  testimonial  to  show  that  he  had  bravely  stuck 
to  his  ship  when  all  the  others  had  deserted. 

The  "  Aenne  Rickmers,"  or  H.M.S.  "  Anne,"  as  she  was 
afterwards  christened,  belonged  before  the  war  to  the  "Rick- 
mers" line,  and  in  the  wardroom  hung  a  large  photograph 
of  Fraulein  Rickmers,  after  whom  the  ship  had  been  named. 
Every  officer  who  served  in  the  ship  wrote  his  name  on  this 
photograph,  and  it  was  proposed  to  send  this  to  the  lady  at 
the  end  of  the  war;  but  whether  this  has  been  carried  out, 
or  whether  it  has  been  "pinched"  by  some  souvenir-hunter, 
I  do  not  know,  as  the  "Anne"  is  no  longer  a  seaplane- 
carrier. 

The  machines  had  by  no  means  a  good  performance  even 
in  those  days  Speed  about  52  m.p.h.  at  sea  level,  with  a 
ceiling  of  about  5,000  ft.,  and  the  climb  to  1,000  metres  (about 


The  Seaplane  Station  at  Port  Said  in  1915. 


September  24,  1919 


The  Aeroplane 


1199 


3,300  ft.),  with  three 
hours'  fuel,  pilot,  obser- 
ver, a  rifle,  and  forty 
rounds  of  ammunition, 
and  one  10  kg.  bomb,  or 
a  camera,  took  30-35 
minutes. 

We  were  not  allowed 
to  fly  inland  under  1,000 
metres,  and  so  our  ra- 
dius of  action  was  a  good 
deal  handicapped  by  this 
slow  climb. 

Primitive 
Bomb-Dropping. 

We  did  a  little  bomb- 
ing, but  not  very  much, 
as  we  could  only  carry 
one  10  kg.  bomb,  and  in 
chat  case  could  not  carry 
a  camera  as  well. 

The  bomb  -  dropping 
apparatus  was  very  pri- 
mitive indeed. 

In  the  Qrst  place,  as 
the  observer  was  placed 
in  front  of  the  pilot,  a 
tube  had  to  be  arranged 
through  the  floor  of  the  observer's  cockpit  to  carry  the  bomb 
clear  of  the  undercarriage  and  floats. 

The  bomb  itself— a  20-lb.  H.E.  shell,  with  a  tinplate  fin 
attached — was  carried   strapped  to  the  top  of  the  port  wing. 

The  bomb-sight  was  a  prehistoric  edition  of  the  equal  dis- 
tance sight,  and  consisted  of  n  piece  of  three-ply  wood  at- 
tached to  the  starboard  side  of  the  machine,  into  which  three 
nails  had  been  driven  in  the  form  of  a  triangle.  A  sand- 
glass was  used  in  conjunction  with  the  sight,  in  place  of  the 
reversible  watch  at  present  used. 

Before  starting  off  on  a  bombing  stunt  the  observer  was 
supplied  with  the  sand-glass,  on  which  the  height  in  metres 
was  marked  on  the  stem — the  striker  of  the  bomb — a  piece 
of  string — and  a  knife. 

Before  dropping,  the  bomb  had  to  be  prepared — quite  a 
long  and  complicated  business.  First  •  f  all,  the  bomb  had 
to  be  unstrapped  from  the  wing,  and  placed  on  the  observer's 
knees.  A  cork  was  then  drawn  from  the  nose,  and  the 
stiiker  screwed  in  in  its  place.  One  end  of  the  string  was 
then  attached  to  a  ring  at  the  tail  of  the  bomb,  and  the 
other  end  to  a  cross  strut  in  the  fuselage.  One  had  then  to 
remove  the  safely-pin  from  the  striker  and  manoeuvre  the 
bomb  into  the  bomb-tube,  a  dangerous  proceeding,  as  the 
bomb  with  the  striker  in  it  was  almost  the  same  width  as 
tho  fuselage. 


A  Nieuport  Sea=Monoplane  (80  h.p.  Clcrget  Engine) 


O.Ks.  not  Common. 

Presuming  that  all  this  has  been  safely  accomplished,  and 
that  we  are  now  approaching  our  target,  we  stand  up,  and, 
holding  the  sand-glass  in  one  hand,  and  the  knife  in  the 
other,  we  take  our  sights.  The  sand-glass  is  started  when 
the  top  and  forward  pins  come  in  line  with  the  target,  and 
is  reversed  when  the  top  and  lear  pins  are  in  line  with  it. 
We  can  now  leave  our  sight,  and  trusting  to  our  pilot  to 
keep  on  the  line,  which,  incidentally,  he  cannot  see  from 
his  seat  at  this  point,  we  note  our  height  on  the  altimeter. 
When  the  sand  has  risen  to  the  correct  height  in  the  stem 
of  the  sand-glass  we  cut  the  string,  and  the  bomb  falls. 
O.Ks.  by  this  method  are  not  very  common! 

In  the  early  pait  of  1915  we  were  not  equipped  with  wire- 
less apparatus,  and  so  for  co-operation  with  artillery  the 
squadron  was  provided  with  an  infernal  type  of  firework, 
called  a  "smoke-bomb."  These  were  issued  in  four  forms — ■ 
"Trainit,"  which  made  a  long  trail  of  smoke,  and  three  other 
kinds  forming  one,  two,  and  three  balls  of  smoke  respec- 
tively. All  these  four  types  were  bottle-shaped,  fitted  with 
a  ring  at  the  top,  and  in  order  to  ignite  them,  this  ring,  and 
about  a  yard  of  string  attached  to  it,_  had  to  be  pulled  slowly 
out.  The  time  between  the  beginning  of  the  pull  and 
the  burst  being  only  four  seconds,  one  had  to  be  pretty 
quick  getting  them  down  the  bomb-tube. 


The  S.S.  "  Aenne  Rickmers  "  (later  H.M.S.  "  Anne  ")  after  her  encounter  with  a  Torpedo. 


1200 


The  Aeroplane 


September  24,  1.9 19 


Later  on  in  the  year  the  squadron  received  sevetal.sets  of 
W/T  apparatus,  but  the  earlier  forms  were  dangerous,  and 
011  account  of  an  open  spark  had  a  nasty  habit  of  igniting 
any  petrol  vapour  about  the  machine. 

Fired  Once  and  Backfired  Twice. 

When  at  sea,  after  the  machine  had  been  hoisted  out  of 
the  ship,  itself  a  slow  and  difficult  job  with  the  rough 
winches,  booms  and  tackle  used  for  cargo-shifting,  began  the 
business  of  getting  the  engine  started.  The  starting-handle 
was  carried  in  the  observer's  cockpit,  which,  being  very 
small,  made  it  very  difficult  for  anybody  larger  than  a  small 
boy  to  swing  it  from  anywhere  inside  the  machine.  One 
usually  wound  violently  for  about  five  minutes,  at  the  end  of 
which  the  engine  would  fire  once,  backfire  twice,  and  catch 
fire,  which  meant  hurling  oneself  out  of  the  machine  on  to 
the  undercarriage,  and  plugging  the  air  intake  pipe  with 
the  nearest  thing  at  hand,  usually  cue's  own  flying  cap. 

Having  at  last  got  the  engine  started,  ?.e  commenced  a 
game  of  ping-pong  with  the  ocean,  and  on  each  bump  the 
observer's  head  came  in  contact  with  the  forward  part  of  the 
cabane.  An  80  h.p.  machine  has  not  much  power  with 
which  to  get  "unstuck,"  and  so,  if  there  were  no  waves,  we 
sometimes  got  off,  but  usually  did  not,  and  if  there  were  any 
waves,  we  certainly  never  did,  but  buzzed  about  like  a  mil- 
lion infuriated  bees,  covered  in  spray 

Not  a  few  forced  landings  were  made  on  the  desert  in 
enerny  country,  and  in  no  case  did  the  crew  get  off-  un- 
scathed in  the  crash.  In  December,  1915,  a  machine  return- 
ing from  a  reconnaissance  of  Beer  Sheba,  had  its  petrol-pipe 
severed  by  a  bullet,  and  a  landing  had  to  be  made  on  the 
desert  near  Gaza.  Unfortunately,  there  happened  to  be 
some  Bedouins  near  by,  and  the  observer,  Lieut.  H  M.  C. 
Ledger,  I.A.R.O.,  met  his  death  trying  to  keep  these 
Bedouins  off  with  his  rifle,  while  his  pilot  set  light  to  the 
machine.  Lieut.  Ledger  was  awarded  a  posthumous  Legion 
d'Honneur  for  his  act. 

An  Unpleasant  Fughi. 

One  of  the  first  jobs  given  to  the  squadron  after  its  arrival 
in  Egypt  was  a  reconnaissance  of  Maan,  a  station  on  the 
Hedjaz  railway,  some  40  miles  from  the  Gulf  of  Akaba.  This 
flight  meant  crossing  a  range  of  mountains  some  6,000  ft. 
high  behind  Akaba,  which  was  more  than  the  ceiling  of  the 
machines  with  full  load.  Several  attempts  to  find  a  pass 
were  made,  but  after  butting  into,  the  various  valleys,  and 
finding  no  way  over,  the  flight  had  to  be  abandoned.  On 
cne  attempt  a  forced  landing  was  made  some  8-10  miles  up 
the  Wadi  Akaba,  and  the  pilot  and  observer  walked  back 
to  the  .shore,  through  Turks  with  dogs,  and  were  picked  up 
by  a  boat  from  the  ship. 

Only  one  of  the  machines  that  landed  in  enemy  territory 
was  rebuilt  by  the  Turks,  as  far  as  we  know. 

The  Bedouins  cut  the  first  two  that  landed  to  pieces  with 


their  swords^  as  they  had  never  seen  an  aeroplane  before, 
and  believed  them  to  be  alive.  However,  the  Turks  did  re- 
build one  of  them,  and  it  crashed  on  its  first  flight,  and  both 
pilot  and  passenger  were  killed.  This  rather  amused  us 
when  we  heard  of  it,  as  the  machine  was  one  of  a  batch 
which  had  been  built  for  the  Turkish  Navy,  but  had  not  been 
delivered  on  account  of  the  war. 

At  the  base  at  Port  Said  were  two  vety  ancient  three- 
seaters  with  100  h.p.  14-cylinder  Gn6mes,  one  of  which  dated 
back  to  a  Paris  Show  some  time  before  the  Flood,  and  on 
these  machines  the  observers  obtained  permission  to  learn 
to  fly.  Unfortunately,  this  permission  was  withdrawn  a 
little  later,  as  one  of  the  observers,  who  had  been  strictly 
told  not  to  try  to  take  oft,  but  to  learn  to  taxi,  managed 
to  get  his  machine  off  tail  to  wind,  stalled,  and  clashed  her 
to  splinters,  fortunately,  without  more  than  a  ducking'  to 
himself. 

On  being  rescued  by  a  boat,  and  brought  back  to  the 
hangars,  he  left  a  note  to  the  CO.,  who  was  not  there  at  the 
time,  explaining  that  he  had,  unfortunately,  broken  a  float. 
The  CO.,  on  receipt  of  this,  was  heard  to  remark  that  he 
was  glad  that  both  floats  had  not  been  smashed,  as,  in  that 
case,  he  might  not  even  have  got  the  engine  back! 

During  the  Naval  attack  on  the  Dardanelles  two  of  the 
machines  were  attached  to  Commander  Sanson's  squadron 
at  Tenedos,  but  being  so  far  from  the  base,  and  there  being 
very  few  spare  parts,  and  practically  no  facilities  for  engine 
overhaul,  they  soon  became  very  soggy.  The  floats  and  extra 
struts  were  then  removed,  and  the}-  were  used  for  some  time 
as  land  machines. 

Towards  the  end  of  1915  a  welcome  addition  to  the  squadron 
came  in  the  form  of  some  new  machines  with  100  h.p.  Clerget 
engines.  The  100  h.p.  Clerget  being  practically  the  same  as 
the  present  130  h.p.  motor,  the  performance  of  these 
machines  was  a  good  deal  better  than  that  of  the  old  80  h.p. 
machines,  but  the  comfort  from  the  observer's  point  of 
view  was  completely  spoiled  by  the  fact  that  his  seat  was 
placed  sideways,  and  he  faced  the  port  side  of  the  machine 
— not  a  very  comfortable  position  in  a  machine  with  a  gliding 
angle  comparable  with  that  of  a  brick,  and  it  also  meant 
a  standing  position  to  get  any  view  at  all. 

The  politeness  of  the  Frenchman  is  proverbial,  but,  on 
one  occasion,  when  a  machine  side-slipped  and  crashed  into 
Port  Said  harbour  in  trying  to  avoid  a  ship  in  the  fairway, 
the  English  observer  was  not  to  be  outdone,  and  it  was  quite 
five  minutes  before  it  could  be  decided  as  to  which  was  to 
be  rescued  first  by  the  boat  that  dashed  up  to  the  scene  of 
the  accident. 

On  looking  back  one  regrets  the  old  'buses  and  the  fnn 
that  we  used  to  get  out  of  them ;  but  when  one  remembers 
the  frequent  occasions  on  which  the  engine  tiied  to  cut  out 
?.i  or  30  miles  inland,  I  think  that  we  should  have  preferred 
the  modern  machine  and  engine,  if  we  had  had  our  choice. 


AN    AERODROME    FOR  SALE. 

The  Bembridge  Seaplane  Station,  Isle  of  Wight,  with  a 
frontage  on  the  Solent,  and  the  Redcar  Aerodrome, 
which  has  an  area  of  about  120  acres,  are  to  be  sold  by  the 
Disposal  Board  of  the  Ministry  of  Munitions,  to  whom  in- 
quiries should  be  addressed  at  Charing  Cross  Buildings,  Lon- 
don, W.C.2. 

IS    IT    THE    TRUTH  ? 

A  writer  in  "  Truth  "  says  :- — 

"  The  up-to-date  '  Baby  '  Kandley  Pa^e  aeroplane,  which 
flew  to  India  to  lend  a  hand  in  the  Afghan  war,  was  wrecked 
at  Risalpur  by  one  of  the  storms  which  prev  iil  on  the  Indian 
frontier  during  the  summer  mouths.  I  am  told  that  on  arrival 
at  Risalpur  the  machine  was  picketed  out  in  the  open  with  its 
wings  extended,  whereas  it  ought  to  h  ive  been  picketed  be- 
tween two  sheds  with  its  wings  folded.  As  it  was,  when  the 
storm  burst,  for  want  of  protection  the  machine  was  blown 
over  like  a  piece  of  paper  and  become  a  complete  wreck.  What 
were  those  in  authority  doing  to  allow  a  valuable  machine  to 
be  destroyed  when  a  little  trouble  would  have  given  it  ade- 
quate protection  ? 

"From  other  sources  of  information  I  gather  that  since 
the  termination  of  the  war  there  has  been  a  want '  of  super- 
vising activity  at  R.A.F.  headquarters  at  Simla,  members  of 
the  Air  Staff  being  chiefly  occupied  in  organising  a  polo  club. 
Polo  is  a  good  thing  in  its  wav,  but  work  comes  before  play, 
and,  judging  from  letters  which  reach  me,  the  Air  Staff  at 
Simla  do  not  realise  this  as  completely  as  they  should  do. 
Among  other  things,  I  am  informed  that  the  G.O.C.  pays 
flying  visits  to  the  squadrons  in  different  areas,  but  never  stays 
long  enough  for  the  purpose  of  effective  inspection  and  for 


hearing  complaints.  The  latter  duty  is  one  of  the  most  impor- 
tant of  a  general's  functions,  and  if  they  would  bear  this  in 
mind  my  correspondence  would  be  greatly  reduced." 

AN    INTERESTING  PUBLICATION. 

Mr.  G.  Holt  Thomas,  one  of  the  great  pioneers  of  British 
Auation,  who  established  the  first  express  air  service  be- 
tween London  and  Paris  a  month  ago,  has  been  asked  many 
times  to  produce  a  book  on  the  subject.  The  result  is  the 
forthcoming  issue,  by  Messrs.  Hodder  and  Stoughton,  of 
"Aerial  Transport,'-'  by  Mr.  Holt  Thomas,  with  an  introduc- 
tion written  by  Lord  Northcliffe. 

"What  I  desire  particularly,"  says  Mr.  Holt  Thomas,  in 
describing  his  aim  in  this  book,  "is  not  to  appear  a  fanatic. 
I  have  studied  flying  for  thirteen  vears.  Long  before  the 
war  I  urged  the  development  of  aircraft  as  weapons;  and  I 
can  say  without  boasting  that,  when  war  ca'ne;  my  predic- 
tions were  more  than  fulfilled.  To-day  I  am  just  as  keen  an 
,  advocate  of  the  aeroplane  in  commerce ;  and  just  as  certain — 
even,  in  fact,  more  so — thai  my  contentions  are  right.  But 
I  am  quite  as  aware  of  the  limitations  of  a  commercial  air- 
craft as  I  am  of  its  powers.  What  I  seek,  in  this  book,  is  to 
show  the  actual  place  of  the  aeroplane  in  our  general  scheme 
of  transport;  the-  precise  work  it  can  do  usefully,  with  its 
speed  of  100  miles  an  hour,  and  the  sort  of  thing  it  would  be 
foolish  to  ask  it  to  do.  Specially,  too,  I  emphasise  the 
point,  which  is  fundamental,  that  the  aeroplane  does  not 
compete  with  existing  forms  of  transport.  It  does  something 
they  canfiot  do;  it  supplements,  not  supplants,  them." 

A  feature  of  Mr.  Holt  Thomas's  book  will  be  nearly  a  hun- 
dred full-page  reproductions  of  specially -selected  photo- 
graphs, each  illustrating  some  phase  of  aerial  transport. 


September  24,  191 9 


The  Aeroplane 


1201 


BOOKS  REVIEWED. 

AERONAUTICS  MADE  EASY. 

We  were  needing  a  pendant  to  "  The  Aeroplane  Speaks," 
something  that  would  explain  in  detail  how  an  aeroplane  flies, 


the  why  of  it  having  been  covered  by  Captain  Barber's  well- 
known  volume.  And  "  Aeronautics  Made  Easy,"  by  Captain 
W-  G.  Aston  (a  one-time  colleague  of  Mr.  C.  G.  Grey's  on  the 
"  Aero  ")  (Iliffe  and  Sons,  Ltd.  ;  4s.  6d.  net),  is  the  very  thing 
that  was  wanted — a  book  of  exceeding  amplitude,  considering 
its  handy  size — thorough  in  its  treatment,  and  with  it  all 
readable  and  clear. 

The  author  has  attained  a  happy  mean  between  the  ineffable 
boiedom  of  the  primer  method  of  inculcating  aeronautics  on  the 
one  hand,  and  over-complexity  on  the  other.  He  presupposes  in 
his  reader  a  considerable  interest  in  and  a  slight  knowledge  of 
mechanics,  a  smattering  of  physics,  and  no  more  mathematical 
knowledge  than  is  required  to  count  one's  change  correctly  after 
two  shots.     In  short,  a  public-school  educational  equipment  ! 

If  the  clear,  easy  exposition  did  not  attract  the  casual  buyer, 
he  would  certainly  be  wooed  by  the  alluring  little  illustrations 
with  which  the  book  is  dotted.  These  cannot  fail  to  make  all 
plain  to  the  veriest  of  muffs.  There  is  no  more  of  science  to  be 
encountered  within  its  covers  than  may  be  discovered  in  the 
average  fifth-form  physics  class,  yet  the  reasonably  careful  reader 
cannot  fail  to  glean  from  it  a  really  useful  working  knowledge 
of  the  application  in  practice  of  the  knowledge  of  theoreticians. 
Accessible  as  a  popular  newspaper  in  its  form  (though  written 
in  infinitely  better  English),  it  imparts  its  information  with  an 
artful  insidiousness.  It  might  have  been  called  ''Aviation  With- 
out Tears." 

Beginning  piano,  the  writer  works  up  from  the  motion  of 
bodies  in  the  air  to  a  pellucidly  clear  exposition  of  the  stream- 
line form,  with  notes  on  power  and  resistance.  For  a  while  he 
discourses  on  planes  moving  in  fluids,  discants  on  the  parallelo- 
gram of  forces,  lift  and  drag,  the  centre  of  pressure,  and  before 
you  know  where  you  are  you  are  studying  wing  sections  with  an 
intelligence  gratifying  to  yourself. 

His  examples  are  very  pat,  and  the  point  of  view  often  refresh- 
ingly original.  As  an  instance  of  this  let  me  quote  a  paragraph 
which  exemplifies  both  qualities  : — 

"  It  is  almost  obvious  that  if  a  plane  section  be  set  at  a  small 
angle  of  incidence  at  which  the  normally  continuous  flow  is  pre- 
sent, and  if  this  angle  is  gradually  increased,  there  will  come  a 
point  at  which  continuous  flow  ceases,  and  discontinuous  flow 
sets  in.  This,  in  practice,  is  found  to  be  so,  but  careful  investiga- 
tions have  shown  that  a  rather  strange  state  of  affairs  occurs. 
Lee  us  suppose,  for  the  sake  of  argument,  that  at  an  angle  of 
incidence  of  20  degrees  the  flow  over  a  certain  plane  section 
'  goes  all  to  pieces,'  but  that  at  15  degrees  it  is  quite  continuous, 
provided  that  this  angle  has  been  attained  very  gradually  by 
slowly  increasing  the  setting  of  the  plane  Irom  a  \ery  small  angle 
at  the  start. 

"  One  would  be  inclined  to  conclude  from  this  that  the  flow 
at  a  15-degree  angle  would  always  be  continuous,  but  such  is  not 
the  case  ;  for  if,  say,  the  plane  be  suddenly  turned  from  5  degrees 
to  15  degrees,  it  will  at  the  latter  angle  be  found  to  be  suffering 
from  discontinuous  flow  (and  this  may  occur  at  12  degrees  or 
earlier,  according  to  the  type  of  section  employed). 

"  In  short,  by  careful  coaxing  the  air  can  be  made  to  take  a 
course  that  it  would  refuse  if  such  were  demanded  of  it  with 
more  abruptness.  The  plane  has,  as  it  were,  to  be  courteous  to 
the  air  with  which  it  comes  in  contact,  and  provided  it  ingratiates 
itself  sufficiently  can  take  considerable  liberties  with  what  is 
otherwise  a  very  uncompromising  medium. 

"  An  experiment  which  is  often  performed  in  j-hysics  lecture 
theatres  consists  in  cooling  a  test-tube  full  of  water  below  freezing 
point  by  the  simple  expedient  of  keeping  it  perfectly  still  and 
undisturbed  whilst  in  the  freezing  mixture.  In  this  way  the 
water  can  be  kept  in  a  liquid  state  although  its  temperature  is 
much  below  32  degrees.  The  moment,  however,  a  single  particle 
of  ice  is  dropped  into  the  water  it  instantly  solidifies  into  a  con- 
gealed mass,  as  though  it  had  simply  been  waiting  for  something 
to  set  it  off." 

To  tear  matter  from  its  text  is  always  to  do  violence  to  a 
writer,  but  I  think  that  the  above  constitutes  a  better  testimony 
to  the  special  attributes  of  this  book  ihan  I  could  convey  by 
description  or  analysis.  The  shape  and  loading  of  planes  and 
subsidiary  surfaces,  the  position  and  functions  of  elevator,  rudder, 
and  ailerons,  and  such  matters  as  directional  stability,  are  given 
appropriate  place.  The  chapter  on  the  airscrew  is  brief,  but 
quite  sufficiently  informative  for  the  type  of  reader  for  whom 
the  book  is  intended.  Even  a  lethargic  layman,  I  think,  would 
not  have  time  to  get  bored  with  any  of  tljese  succinct  little 
expositions. 

Following  a  chapter  on  the  general  arrangement  of  forces, 
the  author  treats  in  detail  of  the  construction  and  control  of  the 
accepted  types  of  planes,  and  nowhere  are  his  "xcellent  illustra- 
tions more  commendable  than  in  this  particular  section.  They 
could  give  the  Rag-Books  of  the  amiable  Mister  Dean  points  for 


clearness.  In  treating  of  stability  the  writer  is  on  slippery 
ground,  but  he  escorts  his  reader  patiently  and  slowly,  setting: 
his  metaphorical  steps  on  one  solid  boulder  of  fact  after  another. 
Occasionally  he  has  recourse  to  easily  comprehended  tables. 

The  chapter  on  aero-engines  is  perhaps  a  little  scant ;  I  should 
have  liked  to  have  seen  Captain  Aston 's  felicitous  methods  of 
elucidation  applied  at  greater  length  herein. 

Towards  his  conclusion  he  deals  with  aeronautical  manoeuvres 
and  "  stunts,"  passing  on  to  a  resume  covering  atmospheric 
density,  wing  resistance,  body  resistance,  density  of  air  at  dif- 
feient  levels,  and  its  effects  upon  engine  efficiency  and  carbura- 
tion  ;  variable  airscrew  pitch,  and  high  altitude  work. 

A  few  notes  on  models  are  inserted,  the  author  has  evidently 
given  some  consideration  to  this  subject  in  his  time,  and  he  also 
touches  on  varying  types  of  seaplanes  and  the  flying  boat. 

There  is  a  useful  glossary,  and  a  practicable  index  ;  and  alike 
for  its  clarity,  its  concision,  and  its  adequacy,  the  book  is  what 
we  should  have  expected  from  the  writer — the  best  in  its  field. 
— K.  H.  13. 

"  V.Cs.  OP  THE  AIR." 

If  you  happen  to  win  the  V.C.  with  your  iwo  feet  planted 
firmly  on  the  ground,  the  worst  that  can  happen  to  you  is  that 
you  may  be  haled  on  to  a  platform  in  front  of  an  assortment 
of  huzzaing  locals.  The  mayor  of  those  parts,  complete  with 
chain  of  office  as  fitted,  will  emit  a  few  rasping  platitudes  in 
your  direction,  and  the  M.P.  for  the  district,  with  an  expression 
of  unnatural  benevolence  upon  his  face,  will  invest  you  with  a 
life  ticket  of  admission  to  the  local  picture  palace,  with  a  can 
of  Keating's  thoughtfully  included. 

If,  on  the  other  hand,  you  happen  to  be  one  of  our  "  intrepid, 
etc.,"  a  worse  thing  may  befall  you.  You  may  find  yourself 
perpetuated  past  all  undoing  in  some  such  horrific  publication 
as  "  V.Cs.  of  the  Air,"  by  Lt.  Gilbert  Barnett  (Messrs.  E.  J. 
Burrow  and  Co.,  Ltd.,  5s.).  And  if  the  deed  for  which  you  were 
awarded  that  little  bit  of  -bronze  is  portrayed  by  Mister.  Dudley 
Tennant  in  one  of  his  unique  paintings,  you  will  assuredly  never 
live  it  down. 

The  textual  matter  is  bald,  soldierly,  and  sufficient  ;  but  the 
illustrations  are  decidedly  impasto  in  treatment,  the  colour  in  the 
originals  evidently  having  been  thumped  on  in  generous  gobs. 
As  reproduced,  all  atmosphere  is  lacking,  and  the  amazing 
tattered  aeroplanes  depicted  are  one  and  all  "  as  idle  as  a  painted 
ship  upon  a  painted  ocean." 

Those  aeroplanes  compel  my  admiration.  So  torn  are  they 
that  they  resemble  fourpenny  umbrellas  at  a  railway  lost  pro- 
perty auction  sale,  and  yet  they  serenely  defy  the  elements  and 
hover  blandly,  like  So  many  helicopters.  In  some  cases  there  is 
thai-  about  them  which  suggests  that  they  were  fabricated  by  the 
gentlemen  who  were  responsible  for  those  charming  Noah's  arks 
which  delighted  our  childhood.  Their  ruggedness,  and  a  certain 
je-ne,-sais-quoi  about  their  under-carriages,  heightens  this 
impression. 

As  for  the  Zeppelins,  you  expect  to  see  them  footed  by  a 
highly  ornate  inscription  to  the  effect  that  this  is  entirely  the 
aitist's  own  work,  done  with  common  chalk,  and  his  only  means 
of  subsistence.  You  fumble  for  a  penny  as  you  look  at  them. 
The  one  which  Warneford  is  destroying  approximates  most  closely 
to  the  1908  type.  The  publisher  has  not  erred  in  describing  these 
as  "  Dudley  Tennant's  wonderful  drawings  !  " 

The  descriptions  of  the  epic  scraps  depicted  are  studded  here 
and  there  with  such  expressions  as  "  death  grapple  in  the 
heavens,"  "  murk  of  the  battlefield,"  "  hungry  tongues  of 
flame,"  "  ghastly  chariot  of  fire,"  etc.,  etc.,  and,  moreover,  the 
writer  will  persist  in  describing  fighting  pilots  as  "  airmen,"  a 
term  which  necessarily  implies  an  enlisted  man,  and  not  an  offi- 
cer, from  which  it  follows  that  nearly  all  his  subjects  are  incor- 
rectly described. 

Have  I  said  enough?    I  think  so.— Rex.  H.  Brittain. 

SCRAPS  FROM  LIFE. 

None  knows  my  weaknesses  better  than  my  bookseller.  "  I've 
got  something  here  that,  I  think,  will  please  you,  sir,"  said  he, 
and  led  me  to  two  plump  tomes  of  Moliere,  sumptuously  bound 
in  red  morocco,  tooled  as  to  the  edges,  opening  and  closing  per- 
fectly ;  also  a  tiny  set  of  six  Oliver  Wendell  Holmes  (charming, 
gentle  pedant),  less  than  ten  shillings  the  lot.  The  man  who 
would  not  have  delved  in  his  pocket  for  them  would  have  been 
less  than  human. 

And  my  new  acquisitions  have  provided  me  with  a  comment 
which  is  wondrously  apposite  to  a  queer  little  volume,  "  Scraps 
from  Life,"  by  Charles  Menten,  R.A.F.  (McAra  and  Whiteman, 
Ltd.  ;  price— I  know  not  what).  This  is  what  the  Poet  at  the 
Breakfast  Table  says  : — 

"  Oh,  little  man,  that  has  published,  a  little  book  full  of  little 
poems  or  other  sputtering  tokens  of  an  uneasy  condition,  how  I' 
love  you  for  .  .  .  the  one  phosphorescent  particle  in  your  un- 
illuminated  intelligence!    But  if  you  don't  leave  your  spun-sugar 


1202 


The  Aeroplane 


September  24,  1919 


■confectionery  business  once  in  a  while,  and  come  out  among  lusty 
men — the  bristly,  pachydermatous  fellows,  .  .  .  "he  out-of-door 
men  that  fight  for  the  great  prizes  of  life — you  vsill  come  to  think 
that  the  spun-sugar  business  is  the  chief  end  of  man,  and  begin 
to  feel  and  look  as  if  you  believed  yourself  as  much  above  common 
people  as  that  personage  of  whom  Tourgueneff  says  that  '  he 
had  the  air  of  his  own  statue  erected  by  national  subscription.'  " 

This  book  consists  of  jejune  essays  and  trite  maxims,  quaint 
introspections,  and  such  absurd  little  cynicisms  as  this  : — 

"  No  man's  life  is  wholly  devoid  of  good;  except  in  the  eyes  of 
his  wife."  That  is  cheap  and  silly,  and  I  expect  Mr.  Menten 
knows  it. 

The  book  really  is  nothing  more  than  a  semi-articulate  ex- 
pression of  the  keen  emotions  that  come  to  cne-and-twenty  on 
the  threshold  of  things,  before  we  "  see  life  steadily,  and  see  it 
whole."  It  is  boy's  work,  having  the  awful  seriousness  of  youth, 
its  defects  are  calculated  to  surprise  the  most  case-hardened 
reviewer  ;  but  if  it  betrays  young  follies,  to  be  sloughed  off  later 
— there  is  also  to  be  detected  running  through  it  a  thread  of 
something  fine — a  kind  of  clamant  idealism.  The  writer  is  dis- 
covering the  world,  the  old  truths  of  Socrates  and  Epictetus  are 
fire-new  to  him,  and  as  such  he  shows  them  proudly  to  us, 
expressed  in  smoking-room  phrasing. 

There  was  no  need  to  write  : 

"  A  true  friend  is  one  who  should  know  all  about  you,  but 
who  loves  you  in  spite  of  this." 

It  is  an  eternal  verity,  and  therefore  a  platitude.  Has  not  Mr. 
Menten  read  "  The  Thousandth  Man,"  that  he  must  give  us  this 
Claudius  Clear  version?  And  he  must  not  tell  fibs  :  "  in  life  .  .  . 
false  feelings  and  hypocrisy  are  the  ruling  factors."  And  Mr. 
Menten  is  by  profession,  I  believe,  an  "  observer  "  !  Moreover, 
such  phrases  as  "  What  is  Superstition?  Surely  it  is  a  survival 
of  the  olden  days,"  would  indicate  that  this  author  would  be 
better  employed  in  reading  books  than  writing  tiiem.  Throughout 
the  little  volume  he  is  asking,  "  Why,  why?  "  Let  him  be  still, 
and  life  will  teach  him.  There  is  nothing  new  in  his  growing 
pains,  that  he  should  describe  them,  they  are  common  to  all  of 
us.  Lef  him.  read  nothing  but  the  best  stuff,  shun  all  writing, 
and  take  plenteous  exercise. 

The  morbidly  introspective  farrago  he  has  produced  is  but  the 
product  of  a  painful  phase  of  his  development.  He  is  struggling 
to  find  his  soul.    May  the  best  of  luck  attend  him. — R.  H.  b. 

THE  KINGDOM  OF  THE  AIR. 

[By   Edgar  C.   Middleton.      (Simpkin,    Marshall,  Hamilton, 
Kent  and  Co.,  Ltd.    Price  6s.)] 

One  has  in  the  past  read  many  books  dealing  with  aviation 
and  aircraft,  and  one  has  been  struck  by  the  similarity  between 
them  all.  Here  and  there  one  book,  such  as  "Contact's" 
"Airmen's  Outings,"  or  "Spin's"  "Short  Flights,''  or  McCud- 
•den's  great  autobiography,  has  undoubtedly  achieved  a  real 
success.  But,  speaking  broadly,  the  majority  of  them  have  been, 
to  say  the  least  of  it,  unnecessary. 

When  once  a  thing  has  been  said  moderately  well,  and_  ex- 
plained moderately  clearly,  what  need  to  say  or  explain  it 
badly  all  over  again? 

One  still  awaits  the  Kipling  of  aeronautical  literature.  What 
a  relief  it  would  be  to  read  a  well-informed,  well-written  story 
which  concerns  itself  with  aviation.  For  when  one  wants  such 
an  article  one  naturally  turns  to  the  aeronautical  Press,  or  to 
the  few — and  remarkably  few —  reliable  standard  works,  know- 
ing that  such  matter  published  in  book  form  is  utterly  unreliable 
and  generally  unreadable. 

Enclosed  in  a  pretty  slip-cover  designed  by  Mr.  Dudley  Ten- 
nant,  one  has  Mr.  Edgar  Middleton 's  latest  attempt.  The  in- 
troduction is  a  poem  written  by  the  Lord  Montagu  of  Beaulieu 
in  the  dark  ages  of  aviation,  and  it  is  far  too  good  for  the  rest 
of  the  book.  The  book  itself  contains  252  pages,  and  some 
illustrations.  Its  one  great  advantage  Is  that  the  type  is  large 
and  therefore  quickly  read. 

Mr.  Middleton  begins  by  telling  one  that  as  the  sailor  is  a 
different  being  from  other  men,  the  "Airman"  must  needs  be 
also.  One  was  quite  aware  that  this  was  the  case,  as  the  war 
and  R.A.F.  have  proved,  but  one  must  congratulate  the  Royal 
Navy  on  producing  quite  a  different  specimen  of  mankind  from 
that  produced  by  the  R.A.F.    The  Navy  is  civilised,  at  any  rate. 

One  of  his  obiter  dicta  is  :  'The  flying  man,  even  at  this  early 
stage  of  his  career,  has  learnt  the  golden  muteness  that  the 
R.A.F.  already  has  borrowed  from  the  '  Silent  Service  *  (p.  24). 
Would  that  Mr.  Middleton  had  learned  as  much  during  his  brief 
Service  career. 

On  page  39  occurs  the  following:  "But  still  these  'feather- 
brained' young  men  persisted.  Numbered  amongst  that  splen- 
did band  were  such  names  as  Cody,  Sykes,  Hawker,  Maitland, 
Rolls,  Henderson,  and  Hamel."  Mr.  Cody  was  fifty  years  of 
age  and  Major  Sykes  was  over  thirty,  General  Henderson  was 
somewhere  about  fifty — but  let  that  pass. 

As  to  matters  of  fact,  without  referring  back  to  the  commu- 
niques of  the  period  one  cannot  be  certain,  naturally,  but  one  was 
■under  the  impression  that  on  Dec.  25th,  1914,  "Engadine"  was 
accompanied  to  the  neighbourhood  of  Ouxhaven  by  two  other 
seaplane-carriers,  and  one  certainly  recollects  the  fact  that  the 


escort  included  other  ships  beside  "Arethusa."  Mr.  Middleton 
would  lead  one  to  think  differently. 

Surely,  in  the  light  of  recent  events,  Chapter  12  is  in  rather 
bad  taste,  consisting,  as  it  does,  of  the  story  of  Lieut.  E.  C. 
Chamberlain,  U.S.,  M.C.,  and  a  portion  of  his  report. 

There  is  nothing  more  to  write  concerning  this  book,  except 
that,  throughout,  it  is  written  in  the  best  journalese. — s.  F.  B. 

FOR  W.R.A.Fs. 

Handbook  for  the  Women's  Royal  Air  Force.  (Gale  and 
Polden,  Ltd.  Price  2s.  6d.) 
This  book,  which  has  recently  been  published,  is  printed  on  very 
good  thick  paper.  There  are  152  pages,  12  chapters,  and  an 
index.  The  book  follows  the  good  old  conventional  rules  for 
handbooks,  beginning  with  a  chapter  dealing  with  the  formation 
and  organisation  of  the  R.A.F.  and  ending  with  a  glossary  of 
technical  terms. 

Doubtless  W.R.A.Fs.  will  find  it  very  useful,  particularly  ;he 
chapters  on  discipline  and  official  correspondence 

One  is  perfectly  certain  that  all  domestically  inclined  W.R.A.Fs. 
will  be  glad  of  the  recipes  contained  in  chapter  9  ;  but  one  quite 
fails  to  see  the  reason  for  the  songs  contained  in  chapter  11. — 

S.I-'.B. 

"  AIRCRAFT  IDENTIFICATION." 

Mr.  R.  Borlase  Matthews  has  produced  a  very  useful  little 
book  called  "The  Aircraft  Identification  Book,"  which  is  pub- 
lished by  Crosby,  Lockwood  and  Son,  at  the  price  of  3s.  6d. 
There  was  a  time  when  anybody  with  any  experience  of  aero- 
planes could  tell  at  a  glance  the  make  of  an  aeroplane  in  the 
air  even  at  a  distance  of  some  miles,  but  in  these  days  aeroplanes 
of  different  makes  so  closely  resemble  one  another  tiiat  only  the 
very  experienced  eye  can  identify  the  particular  make. 

Mr.  Matthews  has,  therefore,  produced  this  book  so  that  even 
the  fairly  experienced  person  can  have  in  handy  pocket  form  a 
reference  book  which  will  help  him  to  identify  the  various  makes 
almost  at  a  glance.  Something  like  200  aeroplanes  are  shown, 
each  in  three-line  drawings,  one  giving  the  machine  in  side  view, 
one  dead-on,  and  one  showing  the  tail  in  plan  vie  w,  these  being 
the  particular  views  from  which  one  is  best  able  to  identify  any 
specific  machine.  Alongside  each  machine  is  a  brief  paragraph 
pointing  out  the  noticeable  points  in  the  outline  of  the  machine. 

Some  of  these  notes  might  have  been  a  shade  more  explicit, 
but,  on  lhe  whole,  the  work  is  very  well  done. 

Possibly  the  reader  might  have  been  saved  some  confusion,  or, 
at  any  rate,  unnecessary  effort  of  memorising,  if  certain  utterly 
obsolete  machines,  such  as  the  Russian  "Sikorski,"  the  original 
"  Wright,  '  and  a  few  others  had  been  omitted. 

The  only  section  of  the  book  which  appe  irs  to  be  really  defec- 
tive is  that  dealing  with  flying-boats,  of  which  only  two  examples 
are  shown,  though  there  are  many  other  types  in  use. 

A  useful  idea  is  the  leaving  of  a  space  at  the  end  of  each  sec- 
tion for  notes  by  the  owner  of  the  book  so  that  he  can  bring  the 
pages  up-to-date  as  new  types  develop. 

The  book  can  be  obtained,  post  free,  3s.  od.,  from  'I  he  Aero- 
plane and  General  Publishing  Co.,  Ltd.,  61,  Carey  Street,  W.C.2 

CLASS  NAMES  FOR  MACHINES. 

The  following  letter  has  been  received  : — 

Sir, — In  a  recent  number  of  your  paper  a  letter  from 
"  Penguin  "  appeared,  asking  if  a  simple  scheme  could  be  for- 
mulated for  the  nomenclature  of  present-day  aircraft,  which  will 
allow  for  future  types. 

In  the  "  Aircraft  Identification  Book,"  by  R.  Borlase  Matthews 
and  C.  T.  Clarkson  (Crosby  Lockwood  and  Son),  the  Brussels 
Decimal  Classification  has  been  developed  and  extended  by  the 
first  author  and  myself  to  the  classification  of  aircraft,  for  the 
future  as  well  as  for  the  present.  This  classification,  which  is 
an  analytical  one,  is  numerical  and  therefore  international.  It 
expresses  in  numbers  in  the  shortest  manner  possible  the  most 
complete  analytical'  description. 

Thus  P. 21. 034. 53  indicates  a  biplane,  with  single  airscrew, 
tractor  type,  having  a  single  pair  of  struts  on  each  side  of  the 
fuselage ;  the  planes  with  forward  stagger  set  with  a  dihedral 
angle,  and  the  engine  of  the  vertical  type. 

As  it  is  a  decimal  classification,  it  automatically  sorts  out  and 
collects  together  aircraft  with  the  same  features,  and  is  in  con- 
sequence invaluable  to  the  orderly  arrangement  of  bibliographical 
information. 

If  it  is  desired  that  names  instead  of  figures  shculd  be  used, 
it  is  a  simple  matter  to  translate  the  figures  mto  words  by  means 
of  the  figure  alphabet,  universally  known  to  all  students^  of 
memory  training,  and  its  use  for  this  purpose  is  fully  explained 
in  the  little  book  referred  to. 

It  is  highly  desirable  that  this  classification  should  be  adopted, 
as  it  is  part  of  the  great  Brussels  International  Decimal  Classifi- 
cation of  all  human  knowledge,  used  at  the  Institut  de  Bjblio- 
giaphie,  the  Bureau  Bibliographique  of  Paris,  the  Concilium 
Bibliographicum  of  Zurich,  and  many  other  institutions.  It  can 
be  applied  with  great  simplicity,  in  an  analytical  manner,  to  the 
classification  of  anything,  and  gives  to  that  thing  a  rigid  and 
definite  position  in  the  number  complex  representing  the  whole 
of  human  knowledge. — Alan  Pollard,  Captain,  R.A.F. 


September  24,  1919 


The  Aeroplane 


1203 


EXTRACTS   FROM   "  THE   LONDON  GAZETTE." 


GREAT  BRITAIN. 

NAVAT, 

admiralty,  Sept.  4th. 
Payr.  Lt.  to  be  Payr.  Lt.-Comdr.  :— C  R.  F.  Noyes,  D.S.O.,  May  25th, 

Admiralty,  Sept.  17th. 
The  following  decoration  has   been  conferred   by   the   King  of  the 
Belgians  for  distinguished  service  rendered  during  the  war  :  — 

Order  of  Leopold.—  Chevalier. 
Maj    (temp.  Brig. -Gen.)   E    L.   Gerrar  1,  R.M.  (late  Sqdn  Commdr., 
R.N.A.S.). 

The  King  has  given  unrestricted  permission  to  the  officer  concerned 
t»  wear  the  decoration  in  question. 


MILITARY. 

War  Office,  September  15th. 
regular  Forces.— Establishments.— R  E.C, — Mil.  Wing.— Adjt.— Lt-  H. 
Tillev  (Durh.  L.L),  and  to  be  temp.  Capt.  (without  pay  or  allowances 
of  that  rank)  whilst  so  empld.,  and  to  be  seed.,  Jan.  17th,  1918. 

War  Office,  Sept.  16th. 

REGULAR  FORCES. — Infantry  — Service  Batts.— Yorks  and  Lancs 
R. — Temp.  Lt.  C.  H.  Scadden  resigus  his  commission  on  appointment 
to  R.A.F.,  Nov.  15th,  1918. 

Memorandum.— Sec.  Lt.  J.  D.  Payne,  M.C.,  Gen  List  (attd.  R.AF.), 
retires,  receiving  a  gratuity,  Sept.  17th- 

OVERSEAS  FORCES.— C\nida.— Nova  Scotia  R.— Temp.  Lt.-Col.  G. 
C  St.  P.  de  Dombasle,  O.B  E  ,  relinquishes  his  commn.  on  the  O.M.F. 
of  C.  on  appointment  to  a  commission  in  the  R  A.F.,  Aug.  31st. 

Quebec  R. — The  following  officer  retires  in  the  British  Isles  : — Temp. 
Lt.  H  H.  Heal  ceases  to  be  seed,  for  duty  with  the  R.A.F.,  Sept.  1st. 

Eastern  Ontario  R. — Temp.  Lt.  A.  C.  T.obley  relinquishes  his  com- 
mission in  the  O.M.F  of  C.  on  appointment  to  a  commission  in  the 
R.A.F.,  Aug.  1st. 

1ST  Central  Ontario  R— Temp.  Lt.-Col.  R.  Leckie,  D.S.O .,  D.S.C., 
D.F.C.,  relinquishes  his  commission  in  O.M.F.  of  C.  on  appointment  to 
a  commission  in  R.A.F.,  Aug.  31st. 

Saskatchewan  R.— Temp.  Lt.  W.  L.  Rutkdge.  AFC,  M.M.,  relin- 
quishes his  commission  in  O.M.F.  of  C.  on  appointment  to  a  commis- 
sion in  R.A.F.,  Aug.  15th 

British  Columbia  R. — Temp.  Capt.  D.  R.  Macl.aren,  D.S.O.,  M.C., 
D.F.C,  relinquishes  his  commission  and  acting  rank  of  Maj.  in  O.M.F. 
of  C.  on  appointment  to  a  commission  in  R.A.F.,  Aug.  31st. 


AIR  FORCE. 

Air  Ministry,  Sept.  16th. 

R.A.F. — The  following  officers  have  been  '  granted  short-service 
commns.  in  the  ranks  stated,  with  effect  from  September  16th.  They 
will  retain  their  seniority  in  the  substantive  rank  last  held  by  them 
prior  to  the  grant  of  the  short-service  commn  :  — 

Sqdn.  Ldrs.— J.  S.  T.  Bradley,  O.B.E.  (SO.);  H.  E.  J.  Hewitt  (Ad.). 

Fit.  Lts.— C.  W.  Bailey  (A.  and  S.) ;  L  P.  F.  Bawn  (T.);  A.  M. 
Blake,  A.F.C.  (A.);  L.  O.  Brown,  D.S.C.,  A.F.C.  (A.  and  S.) ;  J.  M. 
Burke  (T.) ;  D.  K.  Cameron  (T.) ;  B.  E.  Catchpole,  M.C.,  D.F.C.  (A); 
H.  L.  Crichton,  M.B.E.  (S.O.) ;  F.  R.  P.  Dexter  (Ad.);  W.  M.  Fry, 
M.C.  (A.);  H.  H  James  (A.),  C.  W.  McC.mu  (T.) ;  P.  H.  Mackworth, 
D.F.C.  (A.  and  S.) ;  D.  O.  Mulhollanl,  A.F.C.  (A.);  G.  C.  Rhodes  (T.) ; 
P  D.  Robertson  (T.) ;  W.  G.  Stephenson-Peach  (T.) ;  G.  Stevens,  O.B.E. 
(T.);  C.  A.  Taylor  (A.);  B.  C.  Tooke  (S.) ;  C.  J  Truran,  A.F.C.  (A.); 
S  R.  Watkins,  A.F.C.  (A.) ;  D.  W.  Wilson  (S.O.) ;  P.  Worthington, 
M.C.   (T.) ;  T.  K.  Young  (T.). 

Flying  Offrs.—  C.  D.  Adams  (A.),  J.  M.  Adams  (Ad.),  H.  C.  Atkin 
ft.),  H.  Auliff  (Ad.),  V.  G.  Austen  (A.),  H.  B.  S  Ballantvne  (Ad.), 
J  F.  T.  Barrett  (A.),  H.  F.  V.  Battle  (A.),  L-  N.  J.  Bennett-Baggs  (A.), 
W.  Best  (T.),  A  T.  Cooper  (S.O.),  E.  D.  H.  Davies  (S.),  P.  H.  Daw 
(A.),  D.  W.  Dean  (S.O.),  T  H.  Evans  (S.O.),  A.  L.  Fiddament  (A.), 
W.  C.  Green,  M.C.  (T.),  J.  D.  Hewett  (A.),  R.  V  J.  S.  Hogan  (S.O), 
A  Holmes  (S.O.),  W.  E.  Lunnon  iA),  C.  H.  Masters  (S.O.),  J.  V. 
Medcalf  (A.),  W.  D.  Miller  (S  O.),  F.  T.  Moule  'A.),  H.  W.  Prockter 
(T.),  C.  Rapley,  M.S.M.  (T),  D.  B.  Robertson  (A.),  W.  A.  Rochelle 
(A.),  L.  T.  Sanderson,  D.S.M.  (S.O.),  P.  L.  Sant  (A.),  J.  T.  Vernon 
(S.O.),  W.  W  Whitehead  (T.),  R.  F.  Wilson  (T.),  W.  K.  Yarnold  (T.), 
R.  W.  G.  West  (A  ). 

Observer  Offrs. — R.  B.  Gordon,   D.F.C,   R.    B.  Hunter. 

It  is  intended  that  officers  emoloyed  as  Stores  Officers  or  on  "Q" 
duties  shall  belong  to  the  new  Stores  Branch  when  formed.  Officers 
appearing  in  this  "Gazette'  who  are  at  present  so  employed  will  be 
transferred  to  this  Branch  on  its  formation,  and  will  accept  these  short- 
service  commissions  on  that  condition.  They  will  then  come  onto  the 
rates  of  pay  of  that  Branch,  but  will  meantime  be  permitted  to  draw 
the  higher  rates  laid  down  in  the  new  scheme  for  officers  on  the 
General  Li<t.  Any  officer  posted  to  the  Stores  Branch  on  its  formation 
will  then  have  the  option  of  declining  his  short-service  commission. 

Royal  Air  Force. — Permanent  Commissions. — The  notification  appear- 
ing in  the  "London  Gazette,"  Aug.  1st,  appointing  (he  following 
officers  to  permanent  commissions  is  cancelled  : — Lt.-Col.  R.  A.  Brad- 
ley (A.),  C.M.G.,  Maj.  F.  B.  Binney  (A.),  Maj  A  Cleghorn  (T.),  Maj. 
E-  J.  Roberts  (A.),  Capt.  L.  I.  Barker  (A.),  Capt.  T.  G.  Bowler  (Ad.), 
Capt.  C.  H.  Dixon  (A.)  (D.F.C),  Capt.  G.  Donald  (D.F.C)  (A.  and  S.), 
Capt.  J.  R.  Howett  (A.),  Capt.  H.  L.  II.  Owen  (A)  (A.F.C),  Capt. 
G  W.  Robarts  (A.)  (M.C),  Lt  C  R.  Robins  (A.)  (M.C.)  (D.F.C), 
Lt.  F.  N.  S.  Creek  (O.)  (M.C),  Lt  W  H.  Date  (S.OJ.  Lt  H.  G.  W. 
Debenham  (A.)  Lt.  F  H.  Eberli  (A.),  Lt.  C  F.  Falkenberg  (A.) 
(D.F.C),  Lt.  W.  W.  Glenn  (Ad.)  (M.C),  Lt.  C  Harrison  (A.)  (de- 
ceased), Lt.  S.  Jones  (A.)  (D.F.C),  Lt.  C  S  T.  Lavers  (A.)  (D.F.C), 
Lt.  D.  F.  Lawson  (A.),  Lt.  H.  B.  Maund  (A.),  Lt.  P.  N.  Melitus  (O.), 
Lt.  F.  G.  Prince  (A.)  (deceased),  Lt.  C  F.  Smith  (A.).  Lt.  R.  H. 
Somerset  (A.),  Lt.  C  A.  Spence  (A.),  Lt.  A.  G.  Stradling  (S.O.), 
Lt.  E.  B.  Wilson  (A.),  Lt.  D.  Wood  (A.). 

The  notification  in  "Gazette,"  Aug.  5th,  concerning  Capt.  H.  W.  G. 
Jones  is  cancelled.    The  notification  in  "Gazette,"  Aug.  1st,  is  to  stand. 

The  surname  of  Capt.  R.  T.  Nevill  iT.)  is  as  now  described,  and  not 
Neville  as  in  "Gazette,"  Aug.  Tst. 

The  surname  of  Lt.  D.  N.  Thomson  (M.C  )  (S.O )  is  as  now  de- 
scribed, and  not  Thompson  as  in  "Gazette."  Aug.  1st. 

The  following  temp,  appts.  are  made  at  the  Air  Ministry  : — Director 
of  Operations  and  Intelligence. — Air  Commodore  J.  M.  Steel,  C.M.O., 
C.B.E.,  Sept.  8th,  vice  Air  Commodore  R.  M.  Groves,  C.B.,  D.S.O., 
A.F.C 


Staff  Officer,  3rd  Class —Air.— Fit.  Lt.  G.  W.  Robarts,  M.C,  Sept.  3rd, 
vice  Sqdn.  Ldr.  A.  J.  Currie. 

Staff.— Lt.-Col.  A.  E.  Borton,  CM  C,  D.S.O,  A.F.C  ,  is  graded  for 
purposes  of  pay  and  allowances  as  Brig. -Gen.,  Staff,  May  1st  to 
July  31st. 

The  following  temp,  appointments  arc  made  : — Staff  Officers,  2nd 
Class.— Air.— Sqdn.  Ldr.  D.  L-  Allen,"  A.F.C,  from  S.O.i  (Air),  Sept. 
15th.    Q.— Capt.  F.  P.  Don,  July  18th,  vice  Maj.  A.  E  Loder. 

Flying  Branch. — Maj.  (Hon.  Lt.-Coi.)  A  W.  H.  James,  M.C,  to  be 
actg.  Lt.-Col.  whilst  empld.  as  Lt.-Col.  (A.),  July  19th,  1918,  to 
March  2cth. 

Maj.  W.  B.  Haigrave,  O.B.E-,  is  graded  for  purposes  of  pay  and  allow- 
ances as  Lt.-Col.  whilst  empld.  as  Lt.-Col.  (A.),  May  1st  to  June  30th. 

Capts.  to  be  actg.  Majs.  whilst  tmpld.  as  Majs.  (A.)  : — C.  M.  Leman, 
M.C,  D.F.C,  June  10th;  R.  M.  Drummond,  D.S.O.,  M.C,  from  May  1st 
to  July  31st. 

The  following  Capts.  are  graded  for  purposes  of  pay  and  allowances 
as  Majs.  whilst  empld.  as  Majs.  ;A.)  :—  C  J.  Q.  Brand,  D.S.O.,  M.C, 
A.F.C,  to  June  30th;  H.  S.  Lees  Smith,  L.  G.  S.  Payne,  M.C,  A.F.C, 
to  May  30th;  C.  A.  Ridley,  D.S.O. ,  M.C,  to  June  30th;  E.  Selby,  O.B.E., 
to  June  3oih;  G.  A.  Turton,  to  May  28th,  May  1st 

Lts.  to  be  actg.  Capts.  -whilst  empld.  as  Capts.  (A.)  : — J.  A.  Craig, 
D.F.C,  D.  F.  Lapraik,  D.F.C,  M.  M.  Freehill,  D.F.C,  (June  10th  to 
July  31st),  May  1st. 

The  following  Lts.  are  graded  for  purposes  of  pay  and  allowances 
as  Capts.  whilst  empld.  as  Capts.  :A.)  .  —  F  J.  Cunninghame,  A.  F. 
Horden,  H.  J.  Hunter,  A.  W.  Vigers.  M.C,  D.F.C,  to  May  nth;  (Hon. 
Capt.)  L.  W  Jarvis,  to  July  31st;  K.  B.  Lloyd,  A.F.C,  to  July  31st; 
J   J.  Williamson,  A.F.C,  to  Julv  31st;  May  1st. 

Lt.  P.  L.  Stephens  to  be  Lt.  (A.)  from  (Ad.),  April  19th,  1918. 

Lt.  (Hon.  Capt.)  G.  M.  Smyth  to  be  It.  (Hon.  Capt.)  (A.)  from 
(S.O.),  May  18th  (substituted  for  the  notification  in  the  "Gazette"  of 
Julv  15th). 

Sec.  Lts.  to  be  Lts.  :—  I.  B.  Hislop,  July  ^th,  T918;  R.  Clark,  March 
26th;  E.  Colvill,  May  1st ;  A.  Russell,  July  10th;  L-  F.  Homer,  July  30th. 

P.P'.O.  J.  B.  Lynch  (late  R.N.A.S.)  is  granted  a  temp,  commn.  as 
Sec.  Lt.  (A.),  June  10th,  1918. 

D.  J.  Lewis  is  granted  a  temp,  commn.  as  Sec.  Lt.  (A.),  June  27th, 
1918. 

P.F.O.  L.  H.  Kemp  (late  R.N. AS.)  is  granted  a  temp,  commn.  as 
Sec.  Lt.  (O.),  Sept.  14th,  1918. 

Sec.  Lt.  W.  D.  F.  Liston  (Lt.,  T.A.R  O.)  relinquishes  his  commn.  on 
reversion  to  I  A.R.O.,  Sept.  9th. 

The  following  relinquish  their  commns.  on  ceasing  to  be  empld.  :  — 
Lt.  G.  C.  Stemp  (Lt.,  E.  Kent  R.),  May  30th;  Lt.  H.  L.  H.  Bousted 
(Lt.,  Essex  R.),  June  nth;  Lt  F.  H.  Prichard  (Capt.,  R.G.A.),  July 
7th;  Lt.  C.  T.  T ravers,  A.F.C.  (Sec.  Lt.,  Wilts  R.),  July  nth;  Lt.  (Hon. 
Capt.)  E.  R.  Williams  (Capt.,  Manitoba  R.),  ^ept.  8th. 

Transferred  to  the  unempld.  list  :—  Lt.  A.  B.  Hopper,  Jan.  31st;  Sec. 
Lt.  J.  W.  Aikenhead,  Sec.  Lt.  G.  F.  Anderson,  Sec.  Lt.  R.  G.  Bessey, 
Sec.  Lt.  S.  H.  Bremner,  Sec.  Lt.  W.  N.  Cunningham.  Feb.  1st;  Sec. 
Lt.  (Hon.  Lt.)  R.  P.  Sorge,  March  3rd:  See.  Lt.  W.  Davies,  March  6th; 
Capt.  C.  J.  Campbell.  March  23th:  Sec.  Lt.  J.  Ditchfield,  March  26th 
(substituted  for  the  notification  in  the  "Gazette-1  of  April  25th,  wherein 
this  officer's  rank  was  shown  is  "Lt.") ;  Lt.  T.  F.  X.  Smallwood, 
April  nth;  Sec.  Lt.  W.  A  Scott,  April  :;th;  Capt.  R.  H.  Cronyn, 
Sec.  Lt.  F.  Donnelly,  Lt.  D.  M.  MacDonald,  April  '9th;  Sec.  Lt.  H  S. 
Hatton,  Sec.  Lt.  C.  H.  Stephens,  April  25th:  Lt.  A.  B.  Ferguson, 
May  4th;  Sec.  Lt.  E.  J.  Stevenson,  May  17th;  ^t.  C.  G.  Durham, 
Mav  23rd;  Lt.  W.  E-  C.  Coombs,  Mav  27th;  Lt.  H.  N.  Jennings, 
May  31st;  Sec.  Lt.  A.  T.  Jeffrey,  lune  -,rd;  Sec.  Lt  W.  E.  McDermott, 
June  26th;  Lt.  A.  McD.  Dunlop,  Tuly  2nd;  Lt.  C.  E.  Forman,  Lt. 
V  S.  Rowbotham.  July  10th;  Sec.  Lt.  J.  A.  O.  Fenton,  July  12th; 
Sec.  Lt.  J.  Craig,  July  14th;  Lt.  K.  J.  Gould,  Lt.  R.  O.  Smart,  Sec.  Lt. 
A  J.  Stewart,  July  17th,  Lt.  D'A.  F.  Hilton,  M.C  ,  A.F.C,  July  23rd 
(substituted  for  the  notification  in  the  "Gazette"  of  Aug.  5th) ;  Lt. 
A  E.  N.  Ashford  (substituted  for  the  notification  in  the  "Gazette" 
of  Aug.  12th) ;  Lt.  F.  W.  Day,  Julv  24th ;  Sec.  Lt.  T.  G.  C.  De  Vail, 
July  25th;  Lt.  D.  G.  Cooke,  M.C,  Julv  26th;  Lt.  G.  Davis,  D.F.C, 
July  27th;  Lt.  V.  H.  Collins,  July  28th;  Lt  H.  A.  D.  Currie,  July  29th; 
Sec.  Lt.  (Hon.  Lt.)  J.  D.  McEwen,  Lt.  J.  H.  Mitchell,  July  31st;  Flying 
Officer  O.  W.  A.  Manning,  Aug.  3rd;  Flying  Officer  R.  G.  Dobeson, 
Aug.  sth ;  Flying  Officer  W.  F.  Hanna,  Aug.  14th ;  Flying  Officer 
D  C.  Rowlett,  Flving  Officer  J.  McF.  Stewart,  Aug.  16th;  Pilot  Officer 
A  Laver,  Pilot  Officer  A.  E.  Mercer,  Pilot  Offi-er  E.  H.  J.  Miller, 
Aug.  18th:  Pilot  Officer  L.  A  Green,  Flying  Officer  H.  F.  Lambert, 
Flying  Officer  D.  F.  Murray,  D.F.C,  Pilot  Officer  G.  H.  Pittam,  Aug. 
22nd;  Pilot  Officer  C.  O.  Lockey,  Aug.  23rd:  Pilot  Officer  J.  H.  Jones, 
Pilot  Officer  W.  N.  A.  Roberts,  Aug.  27th;  Flving  Officer  L.  J.  Collier, 
D.F.C,  Pilot  Officer  T.  N.  Leithead,  Pilot  Officer  T.  W.  Lewis,  Flying 
Officer  K.  E.  Wright,  Aug.  28th;  Pilot  Officr  S.  A  Forberger,  Pilot 
Officer  W.  J.  Hevland,  Flving  Officer  A.  H.  Mundav,  Pilot  Officer  G. 
C  Page,  Aug.  29th;  Pilot  Officer  J.  D.  Allen,  Pilot  Officer  A.  J.  M. 
Medcalf,  Sent  3rd;  Pilot  Officer  J.  McRob.>rt.  Sept.  6th;  Pilot  Officer 
S  F.  Dudley-Smith,  Flying  Offi-er  T.  C  Moore,  Sept.  oth;  Flying 
Officer  A.  K.  Lnmax,  Sept.  loth :  Flying  Officer  H.  J.  Gibson,  Sept. 
nth;  Flying  Officer  O.  P.  S.  W.  Green,  M.C,  Sept.  12th;  Flying 
Officer  A.  R   Carbis,  Sept.  13th. 

Maj.  L.  F.  Richard  (Capt.,  R.G.A.)  relinquishes  his  commn.  on 
account  nf  ill-health  caused  by  wounds,  Sept  30th. 

Cant.  C.  P.  O.  Bartlett,  D.S.C,  relinquishes  his  commn.  on  account 
of  ill-health,  and  is  permitted  to  letain   his  rank,  Sent.  3rd. 

Cant.  J.  D.  Pavnc,  M.C  (Sec.  Lt.,  Extra  Rtgimentally  Empld.  List), 
resigns  his  commn.,  Sept.  17th. 

Lt.  G.  P.  Blake  relinquishes  his  commn.  on  account  of  ill-health 
caused  by  wounds,  and  is  permitted  to  retain  his  rank,  Aug.  16th. 

Lt.  P.  Goodbehere  (Man.  R.,  T.F.I  relinquishes  his  commn.  on 
account  of  ill-health  contracted  on  active  service,  Aug.  22nd. 

Sec.  Lt.  D  F.  Demnster  relinquishes  his  commn.  on  account  of 
ill-health,  and  is  permitted  to  retain  his  rank,  Sent.  4th. 

Sec.  Lt.  (Hon.  Lt.)  W.  J.  Bethune  (T.t.,  Canvron  Highrs.)  relinquishes 
his  commn.  on  account  of  ill-health  contracted  on  active  service, 
Aug.  18th. 

Sec.  T.t.  W.  G.  Edwards  resigns  his  commn.,  Sept  17th. 

Sec.  Lt.  H.  T.  Kemnton  is  antedated  in  his  appointment  as  Sec 
Lt   (A  and  S.),  May  10th,  1918. 

The  initials  of  Sec.  T.t.  L.  G.  Crosslev  are  as  now  described,  and  not 
"J.  G.."  as  stated  in  the  "Gazette"  of  July  13th. 

The  initials  of  Sec.  Lt.  C.  A.  Farquhar^on  are  as  now  described,  and 
not  "C  D.,"  as  stated  in  the  "Gazette"  of  July  20th. 

The  initials  of  T.t.  G.  H.  Windsor  are  as  now  described,  and  not 
"G.  J.,"  as  stated  in  the  "Gazette"  of  .'uly  29th. 

The  surname  of  Lt.  J.  Tomkins  is  as  now  described,  and  not 
"Tompkins,"  as  stated  in  the  "Gazette"  of  July  20th. 

The  surname  of  Lt.  T.  M.  Johns  is  as  'low  described,  and  not 
"Jones,"  as  stated  in  the  "Gazette"  of  Aug.  Sth. 


1204 


The  Aeroplane 


SEPTEMBER  24,  1919 


  RIGID  AIRSHIPS  FOR  WAR,  MAIL  &  PASSENGER  SERVICE.   

SIR*W.  G.  ARMSTRONG,  WHITWORTH  &  CO.,  Ltd., 

NEWCASTLE-UPON-TYNE.  Works:  Barlow,  near  Sclby,  Yorks. 

LONDON  OFFICE:  8,  GREAT  GEORGE   ST.,  "WESTMINSTER,  S.W.l. 


Telegrams:  "ZIGZAG  PARL,  LONDON." 
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Telephone:  VICTORIA  4010. 




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AIRSHIPS,  LTD. 

Manufacturers  of  Airships  and  Kite-Balloons 

Contractors  to  the  Admiralty 


London  Office: 
27,  BUCKINGHAM  GATE,  S  W.l 


Telephone     VI ^TOKIA  3688. 


HIGH  ST.,  MERTON,  and  HENDON 


J.  H.  MOORE, 

Late  Lt.  R.A.F., 

9,  MOUNT  RD.,  HENDON,  N.W.4 


Testing  of  any  Type  of  Aircraft  undertaken. 

5  years'  experience — 3|  years  as  Official 
Test  Pilot. 

Open  to  demonstrate  machines  abroad. 


THE   IDEAL.   PYROMETER   FOR  HIGH 
TEMPERATURES. 


Book   17   Post  Free. 


OSTER 
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URNAHPQ  We  are  showing  these  Instruments  at  the  Br  tlsh  Scientific  Products  Exhibition, 

■  iitmtui.^  Central  Mall,  Westminster,  July  3rd  to  August  5th,  1919. 


POSTER  INSTRUMENT  Co 


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KINDLY   MENTION    "  THE    AEROPLANE"   WHEN  CORRESPONDING   WITH  ADVERTISERS. 


.SEPTEMBER  24,  1919 


The  Aeroplane 


1205 


The  notification  in  the  "Gazette"  of  June  17th  concerning  Sec.  Lt. 
■fHon.  Lt.)  8.  J.  R.  Simmons  is  cancelled. 

The  notification  in  the  "Gazette"  of  July  4th  concerning  Capt.  A.  E. 
•Godfrey,  M.C.,  A.F.C.,  is  cancelled. 

The  notification  in  the  "Gazeae"  of  July  22nd  concerning  Lt.  C. 
Gilham  is  cancelled. 

The  notification  ""in  the  "Gazette"  of  'uly  19th  concerning  Lt.  J. 
Coates  is  cancelled. 

Administrative  Branch. — The  following  Mais,  are  graded  for  pur- 
poses of  pay  and  allowances  as  Lt.-Cols.  vhile  empld.  as  Lt.-Cols.  :  — 
A.  C  E.  S.  Bowlby,  A.  R    Woodland,  May  jst. 

Capt.  P.  Gadsby,  O.B.E.,.  is  graded  for  purposes  of  pay  and  allow- 
ances as  Lt.-Col.  while  empld.  as  Lt.-Col.,  May  1st. 

Capt.  H.  C.  Jones  to  be  actg.  Mai  ivhile  empld.  as  Maj.,  from  Sept. 
28th,  191S,  to  Dee.  sth,  1918.. 

Lt.  (actg.  Capt.)  J.  P.  P.  I.  Biggs,  M.B  E.,  to  be  actg,  Maj.  while 
<mpld.  as  Maj.,  from  Oct.  6th,  ryi8,  to.-April  .50th 

The  following  Capts.  are  graded  for  purposes  of  pay  and  allowances 
as  Majs.  while  empld.  _as  Mais  : — G.  B.  Chainey,  O.B.E.,  M.  B. 
O'Brien,  May  1st;  C.  P.  Cowper,  to"  May  9th;  (Hon.  Maj.)  A.  F. 
Morris,  to  May  31st;  T.  L.  Stevens,  to  July  31st. 

The  following  Lts.  are  graded  for  purposes  of  pay  and  allowances 
-as  Majs.  while  empld.  as  Mais  :—  (Actg.  Capt.)  J.  P.  P.  L,.  Biggs, 
M.B.E.,  A.  E.  Worrall,  M.C.,  to  Aug.  oth,  May  ist. 

Capt.  F.  P.  Don  to  be  Capt.,  from  (S.OJ,  May  31st. 

Lt.  S.  Saunders,  M  C,  to  be  actg.  Capt.  whilst  empld.  as  Capt., 
from  Dec.  14th,  1918,  to  April  30th- 

Sec.  Lt.  G.  L.  Grey  to  be  actg.  Capt -  while  empld.  as  Capt.,  May  1st. 

The  following  Lts.  are  graded  for  purposes  of  pay  and  allowances 
as  Capts.  while  empld.  as  Capts.  : — H.  G wynne-Smith,  C.  A.  Howe, 
(Hon.  Capt.)  A.  E.  Miller,  M.C.,  J.  R.  Nicholls,  S.  G.  K  Rapley, 
A  W.  Turner,  to  May  31st;  J.  G.  C.  Williams,  to  June  30th;  (Hon. 
Capt.)  A.  D.  F.  Mackenzie,  to  \ug.  oth;  J.  Mitchell,  to  Aug.  9th; 
W.  Pilkington,  M.C.,  to  Aug.  9th;  R.  H.  Rook,  M.C,  to  Aug.  9th; 
D.  G.  Sharp,  to  Aug.  9th,  May  ist;  W.  Clay,  July  1st. 

Lt.  H.  H.  Harman  is  graded  for  purposes  of  pay  and  allowances 
as'  Capt.  while  empld.  as  Cant.,  from  'O.),  from  May  1st  to  June  30th. 

Sec.  Lt.  S.  Tew  is  graded  for  purposes  of  pay  and  fllowances  as 
Capt.  while  empld.  as  Capt.,  May  1st. 

Lt.  L-  J.  N.  Mackay  relinquishes  the  grading  for  purposes  of  pay 
and  allowances  as  Capt.  on  ceasing -to  be  empld.  as  Capt.,  June  26th. 

Sec.  his.  to  be  Lts.  :— (Hon.  Lt.)  H.  S.  Gargett,  Aug.  23rd;  R.  Craig, 
March  1st. 

Sec.  Lt.  E.  V.  Evans  to  be  actg.  Lt.  while  empld.  as  Lt.,  from 
March  21st  to  April  30th. 

See.  Lt.  E.  G.  Stott  (late  Gen.  List.^R.F.C),  on  prob.,  is  confirmed 
in  rank  of  Sec.  Lt.,  May  7th,  1918  'substituted  for  the  notification  in 
"Gazette"  of  Aug.  20th.  ;c,if). 

The  following  relinauish  their  commas,  on  ceasing  to  :be  empld.  :  — 
Sec.  Lt.  J.  W.  Shaw  (Lt  ,  Oxf.  and  Bucks  L.LI,  July  23rd;  Lt.  H.  E.  R. 
Twamley  (Lt.,  Notts  and  Derby  R.),  Aug.  12th. 

_  Transferred  to  the  uuempld.  list:— Sec.  Lt.  R.  W.  Davis,  April  17th 
(substituted  for  notification  in  "Gazette"  of  June  20th,  wherein  this 
officer  was  described  as  R.  D.  Davis) ;  Lt.  II.  W.  Denton,  May  10th ; 
Sec.  Lt.  J.  Mellor,  Julv  10th;  Lt.  R.  C.  St.  J  Dix,  M.C.,  July  22nd; 
Sec.  Lt.  (Hon.  Lt.)  S.  TJ.  Dent,  July  29th;  Sec.  Lt.  C.  Stelfox,  July  31st; 
Fit.  Lt.  J.  B.  Cussen,  Aug.  1st;  Flying  Officer  W.  G.  Dunn,  Aug.  6th; 
Fit.  Lt.  W.  S.  Newton-Clare,  M.B  E-,  Aug.  16th ;  Pilot  Officer  T.  N. 
Drake,  Aug.  18th;  Flying  Officer  S.  H.  H.  .leaver,  Aug.  20th;  Pilot 
Officer  N.  A.  Meinjzes,  Aug.  23rd;  Pilot  Officer  W.  J.  McCleland, 
Sept.  9th;  Pilot  Officer  S.  C.  Leith,  pilot  Officer  (Hon.  Flying  Officer) 
■G.  R.  A.  Syfret,  Sept.  10th. 

The  following  Sec.  Lts.  relinquish  Iheir  eommns.  on  account  of  ill- 
health,  and  are  permitted  to  retain  rheir  rank :— C.  Mel.  French, 
July  12th  (substituted  for  the  notification  in  She  "Gazette"  of  Jan. 
21st) ;  A.  F.  G.  Ovenden  (contracted  on  active  service),  Aug.  19th. 

Sec.  Lt.  R.  Parker  (Sec.  Lt.,  K.R.K.C.)  is  removed  the  Service, 
Sept.  15th. 

The  notification  in  the  "Gazette"  of  May  23rd  concerning  Sec.  Lt. 
(Hon.  Lt.)  J<  W.  Gardner  is  cancelled 

Technical  Branch. — Maj.  W.  J  D.  Pryee  is  graded  for  purposes  of 
pay  and  allowances  as  Lt.-Col.  whilst  :mpld.  as  Lt.-Col.,  Grade  (B), 
May  1st. 

Capt.  W.  J.  Waddington,  O.B.E-,  is  graded  for  purposes  of  pay  and 
allowances  as  Maj.  whilst  empld  as  Maj.,  Grade  (A),  May  1st. 

Lt.  H.  G.  Gibbs  is  graded  for  purposes  of  pay  and  allowances  as 
Maj.  Whilst  empld.  as  Maj.,  Grade  (A),  May  ist. 

The  following  appointments  are  graded  for  purposes  of  pay  and 
allowances -as  Majs.  whilst  empld.  as  Majs.,  Grade  (B)  : — R.  G.  L. 
Candy,  W.  Millett,  W.  Wade,  O  B.E.,  HE.  E-.  F.  Wyncoll,  O.B.E. ,  M.C., 
to  June  30th,  May  1st. 

The  following  Lts.  are  graded  for  purposes  of  pay  and  allowances 
as  Caots.  whilst  empld.  as^Capts.,  Grade  'A)  : — B.  C.  Adamsou,  T.  G. 
S  Babb,  E.  McR  Cockell,  S  S.  Dixon,  A.  R.  Langtou,  F.  D.  Lugard, 
F.  A.  Omerod,  E  Plimley,  L.  H  Straker,  R.  G  Whitcombe,  W.  Scott, 
to  July  31st,  May  ist ;  S..  Empsall.  June  1st. 

The  following  Lts.  are  graded  for  purposes  of  pay  and  allowances 
a=  Capts.  whilst  empld.  a*  Capts,  Grade  (B):— T.  Bell,  M.M.,  G. 
"Rowen,  F.  Briggs,  L.  E.  Carter,  R.  J.  Copley,  T.  D.  Jones,  W.  R. 
Lewis,  F.  G.  Murray,  'Hon.  Capt.)  J.  Ramsay,  M.C.,  H.  J.  Skingle, 
V  F.  Snnrgeon,  to  June  30th,  May  1st. 

The  following  Lts.  are  graded  for  purposes  of  nay  and  allowances 
as  Capts.  whilst  empld.  as  Capts.,  Grade  (B).  from  (Ad.)  : — J.  W. 
Gardner  (substituted  for  notifi—ition  in  the  "Gazette"  of  Aug.  5th), 
H    L-  Woolveridge,   to  June  30th,   May  ist. 

T,ts.  to  be  Lts.,  from  (Ad.)  : — G  T>.  Daly,  Grade  (A),  July  12th; 
C    R.  Pilcher,  Grade  (B\  Nov.  28th,  1918. 

Lt.  W  W  Bull  is  graded  for  purposes  of  pay  and '  allowances  as 
Lt.  whilp  empld.  as  Lt.,  Grade  'A).  May  1st 

Sec.  Lt.  H  P.  B'-own  to  be  Lt..  without  l^e  pav  and  allowances  of 
that  rank,  Nov.  24th,  1918  (substituted  for  "Gazette"  of  Sept.  sthL 

Sec  Lt.  (Hon.  Cant.)  J.  R.  Cassidy  to  be  actg  Lt.  while  empld.  as 
Lt..  Grade  (A),  from  Aug.  22nd,  1918,  to  Jan.  10th. 

The  following  Sec.  Lts.  are  graded  for  purposes  of  pay  and  allow- 
ances as  Lts.  while  empld.  as  Lis.,  Grade  (A)  : — A.  Bolton,  F.  C. 
North,  R.  L.  Hartley,  May  1st. 

The  following  relinquish  their  commns.  on  ceasing  to  be  empld.  :  — 
Sec.  Lt.  R.  Burn  (Lt..  N.Z.  A.SCI,  Tune  2nd;  Sec.  Lt.  (Hon.  Capt  ) 
G  E.  A11en  (Capt.,  Manch.  R.,  T.F.),  Aug.  25th;  Lt.-Col.  G.  B.  Stop- 
ford  (Maj.,  R.H.  and  R.F  A.) ,  Sept  1st. 

Transferred  to  the  unempld.  list: — Lt.  H,  W.  Sharman,  March  17th; 
Capt.  H.  S.  V:  Thompson,  June  3rd  (substituted  for  notification  in 
"Gazette."  July  15th) :  Sec.  Lt.  A.  J.  Morris,  June  17th  (substituted 
for  notification  in  "Gazette."  Aug.  22nd,  wherein  this  officer  was 
described  as  A.  L  Morris);  Lt.  C  F.  Soans,  June  23rd;  Sec.  Lt.  A.  B. 
Dove,  July  18th ;  Cant.  B.  C.  Clavtou,  AFC,  July  19th;  Lt.  (aetg. 
Cant.)  E.  Brown  (Substituted  for  notification  in  "Gazette,"  Aug.  22nd, 
wherein  this  officer's  rank  was  stated  to  be  "Capt."),  Sec.  Lt.  E-  J. 
Cook,  July  22nd  (substituted  for  notification  in  "Gazette,"  Aug.  22nd, 


wherein  this  officer  was  described  as  E-  J.  Coor),  July  22nd;  Lt.  A.  S. 
White,  July  23rd;  Capt.  C.'  A:  Cuthbert,  July  24th;  Lt.  A.  M.  Cott, 
July  26th;  Flying  Officer  W.  T  II.  Hocxiug,  Aug.  8th,  Fit.  Lt.  (actg. 
Wing  Commodore)  O.  Lmdquist,  O.B.E  ,  Flying  Officer  A.  H.  S. 
Synge,  Aug.  22nd;  1'ilot  Officer  D.  A.  A.  Christie,  Aug.  29th;  Fit.  Lt. 
F  N.  N.  Roberts,  Aug.  3cth;  Flying  Officer  C.  Liver,  Flying  Officer 
J    B.  Mendhani,  Sept.  2nd. 

The  following  relinquish  their  commns.  on  account  of  ill-health, 
and  are  permitted  to  r<  tain  their  rank: -Capt.  H.  G.  Thomas  (con- 
tracted on  active  service),  Aug.  jist ;  Lt.  P.  H.  S.  Gwilliam,  Sept.  5th, 
Sec.  Lt.  I.  G.  Btthwaite,  Sept.  3rd;  Sec.  Lt.  A.  W.  Clare,  Sept.  8th. 

The  notification  in  "Gazette"  of  May  23rd  concerning  Sec.  Lt.  R. 
Donald  is  cancelled. 

Medical  Branch.— Flying  Officers  to  be  Fit.  Lts.  ;— J.  Ferguson, 
Aug.  26th;  T.  M.  Davies,  Sept.  gth, 

Capt.  W.  H.  H.  H.  Bennett,  M.B  (Capt.,  R. A.M. C,  T.F.),  relinquishes 
his  coinmn.  on  ceasing  to  be -.-mold.,  Dec    10th,  1918. 

Transferred  to  the  unempld.  list: — l„t.  O.  P.  Turner,  Feb.  22nd; 
Capt.  J.  Duffin,  July  4th;  Capt.  G  W.  Clark,  July  9th;  Fit.  Lt.  J.  E. 
Cox,  Aug.  2nd;  Flving  Officer  P.  A.  Dormer,  Aug.  nth;  Flying  Officer 
C  Lambrinudi,  Aug.  21st;  Fit.  Lt.  P.  T.  J.  O'Farrell,  Aug.  27th; 
Fit.  Lt.  I.  de  B.  Daly,  Sept.  2nd. 

Denial  Branch  Flying    Officers    to    be    Fit     Lts.  :— S.    C  Turner, 

Aug.  26th;  A.  Williams,  Sept.  2nd 

Memoranda.— Lt.  S.  E  Mailer,  A.F  C  ,  to  be  Hon.  Capt.,  April  1st, 
1918. 

Sec.  Lt.  S.  J.  Dodson  to  be  Lt  ,  Jan.  30th. 

The  following  Cadets  are  granted  hon  eommns.  as  Sec.  Lts.  :  — 
46^046  T.  B.  Watt,  Jan.  4th;  181410  T.  P.  G  E.  Chasemore,  1 75841  G.  L. 
B"  Wilkinson,  Jan.  6th;  1V9991  H  V.  Waite,  Jan.  10th;  128001  A.  C. 
Dovle,  Jan.  15th,  179622  W.  Gilberison,  Jan.  19th;  29777  S.  G.  Wallis, 
Jan.  23rd;  545275  W.  J.  E.  Bates,  184752  J.  R  Harper,  Jan.  25th;  183154 
C  R.  Elgie, 'jail.  27th;  180838  W.  J.  C.  Murray,  Jan.  28th;  9/257  E.  J- 
Applebv,  180078  R.  T.  Williams,  Feb.  4th;  1280S5  R.  Page,  Feb.  Sth; 
176828  J.  R.  Stonier,  Feb.  19th,  J"9343  C.  W.  Howie,  March  2nd;  37692 
W  R.  B.  Ball,  March  12th;  137056  B.  L-  Wells,  March  21st;  235072 
C  I.  H.  Davies,  March  28th;  70699  T  D.  Jenkins,  April  sth;  175812  J. 
D.  Fenton,  April  6th;  5:7378  J-  Goulding,  April  9th;  H3357  G-  H. 
Laking,  April  10th;  205453  D-  A.  West,  April  28th;  30425  H.  S.  Senior, 
May  25th.  . 

The  following  relinquish  their  eommns  on  ceasing  to  be  empld.  .— 
Temp.  Hon.  Lt.  H.  S.  Porter,   Aug.  /6th;  Maj. -Gen.  E.  B.  Ashmore, 

C.  B.,  C.M.G.,  M.V.O.  (Brevet  Col.,  R.A.),  Sept.  ist;  Temp  Hon.  Capt. 
A  B  Rogers,  Sept.  13th;  Temp.  Hon..  Capt.  E.  W.  Birch,  Temp.  Hon. 
Lt  C  E.  Marshall,  Temp.  Hon.  Capt.  R.  S.  Owen,  Temp.  Hon.  Lt. 
T.  G.  Rawson,  Temp.  Hon.  Lt  F.  E.  Woodward,  Temp.  Hon.  Lt. 
E    A.  Vork.  Sept.  16th. 

Transferred  to  unempld.  list  :— T.t.  II.  D.  A.  Dart,  from  (S  O.),  June 
nth;  Flving  Officer  (actg.  Fit.  Lt.)   A.  Eggar,  from  (S.O.),  Sept.  nth. 

Lt.-Col.  C.  F.  de  S.  Murphy,  D  S.O.,  M.C.  (Maj.,  R.  Berks  R.), 
resigns  his  commn.,  Sept.  17th 

Air  Ministry,  Sept.  19th. 

RAF  —The  followipg  temp,  appointment  is  made  :  —Staff  Officer, 
3rd  Class.— (Tng.)  Flight  Lt.  L  G.  S.  Payne,  M.C,  A.F.C.,  Sept.  15th. 

Flying  Branch  Sec.  Lts.  to  be  Lts.  :— J.  Douglas,  April  23rd,  1918; 

J  H.  W.  Goodall,  Sept.  28th,  191S;  W.  W.  Smith,  May  9th;  L.  H 
Ridley,  June  20th;  J.  M.  Dandy,  June  24th. 

The  following  Sec.  Lts.  (late  Gen.  List,  R.F.C.,  011  prob.)  are  con- 
firmed m  their  rank  as  Sec.  Lts.  :— D.  P.  Fulton  (A.),  July  26th, 
1918;  T.  L.  J.  Jackson  (A),  April  22nd;  T.  G.  Brooke  (A.  and  S.), 
Aug.  23rd,  1918. 

The  following  relinquish  their  commns.  on  ceasing  to  be  empld.  :  — 
Sec  Lt  A.  C.  Gill,  Jan.  13th  (substituted  for  the  notification  in  the 
"Gazette"  of  Jan  28th);  Capt.  D.  B.  M.  Hume,  Jan.  15th  (substituted 
for  the  notification  in  the  "Gazette"  of  Feb.  25th) ;  Sec.  Lt.  S.  W. 
Gee  (It.,  Can.  Supply  Col.),  Feb.  15th;  Lt.  L-  de  S.  Duke  (Lt.,  actg. 
Capt.,  Brit.  Col.  R.),  June  21st;  Sec.  Lt.- (Hon.  Lt.)  H.  H.  Heal  (Lt., 
Quebec  R.),  Sept.  ist;  Sec.  Lt.  J.  S.  Blanford,  D.F.C.  (Sec.  Lt.,  E- 
Rent  R.),  Sept.  4th;  Lt.  D.  A.  A.  Shepperson  (Lt.,  Som.  L-L), 
Sept.   10th.  j 

Transferred  to  the  unempld.  list : —Sec.  Lt.  I.  T.  Atwood,  Sec.  Lt-. 
R  E-  Brown,  See.  Lt  O.  H.  Clearwater,  Sec.  Lt.  A.  B.  Cleveland, 
Stc  Lt.  F.  V.  Collins,  Sec.  Lt.  J.  C.  Dandurand,  Sec.  Lt.  J.  P.  Davey, 
Sec'.  Lt.  C.  E.  Delaney,  S-c.  Lt.  A.  J.  Doiron,  Sec.  Lt.  L.  Driscoll, 
Stc.  Lt  T.  S.  Finch,  Sec.  Lt.  H.  G.  Hanneman,  Sec.  Lt.  D.  D.  How, 
Sec.  Lt.  H.  B.  Hunter,  Sec.  Lt.  A.  G.  McLerie,  Sec.  Lt.  C.  A.  Picper, 
Feb.  1st;  Lt.  J.  J.  Ambler,  Lt.  E.  G.  C.  Ouilter,  Feb.  14th;.  Lt  A.. 
H  P.  Pehrson,  March  9th;  Lt.  (Hon.  Capt  )  A.  J.  Lazarus-Barlow, 
March  14th;  Lt.  W.  J.  Garrity,  March  15th;  Capt.  O.  Hughes,  March 
2sth;  Lt.  G.  H.  Oluey,  April  1st;  Sec.  Lt.  F.  P.  Hodgson,  April  nth; 
Lt  (actg.  Capt.)  A.  Beck,  D.F.C,  April  19th,  Lt.  F.  S.  Smith,  April 
'oth  (substituted  for  the  "Gazette"  of  July  nth,  in  which  this  officer 
was  described  as  Sec.  Lt.  F.  S.  Smith) ;  Sec.  Lt.  D.  H.  P.  Johnson, 
April  2md;  Lt.  W.  C.  O'Venden,  April  23rd;  Lt.  J.  T.  G.  Munson, 
April  -6th;  Sec.  Lt.  R.  W.  Hopper,  May  10th ;  i,t.  C.  C.  Paul,  May  18th  ; 
Sec  Lt  S.  G.  Neal,  May  23rd;  Sec.  Lt.  T.  Sydenham,  June  3rd; 
Capt.  W.  B.  Foster,  June  10th;  Sec.  Lt.  R.  J.  M.  Jeffrey,  June  13th; 
Lt  R  Fitton,  M.C,  July  24th  (substituted  for  the  notification  m  the 
"Gazette"  of  Juiv  18th) ;  Sec.  Lt.  J.  Nicole,  July  30th;  Flying  Officer 
R  Nisbet,  Aug.  1st ;  Pilot  Officer  J.  Murphy,  Aug.  9th;  Tilot  Officer 
W  T  large,  Aug.  26th;  Flight  Lt.  K.  Ogden,  Aug.  28th;  Pilot  Officer 
R  E.  Norrish,  Aug.  29th;  Pilot  Officer  L.^.  Atkins,  Pilot  Officer  A. 
Champ,  Pilot  Officer  J.  W.  Gardner,  Flying  Officer  C.  J.  Kennedy, 
Sept.  1st;  Flving  Officer  P.  B  Clews,  Sept.  6th;  Flying  Officer  J.  W. 
Jones,  Pilot  Officer  W.  C.  Statinard,  Sept.  7th;  Pilot  Officer  N.  V. 
Moreton,  Pilot  Officer  J.  S  Newman,  Pilot  Officer  T.  Reunie,  Pilot 
Officer  T.  A.  Thomas,  Sept.  9th;  Flying  Offi  :er  O.  W.  Frayne,  Pilot 
officer  1.  C.  Ivens,  Pilot  Officer  L.  G.  Warren,  Flying  Officer  F.  C  B. 
Wedgwood,  Sept.  10th ;  Flving  Officer  C.  Hallawell,  Sept.  nth;  Flying 
Officer  F.   N.   S.   Creek,   M.C,  Sept.   13th;  Sqdrn.   Ldr.  H.   A.  Petre, 

D.  S.O.,  M.C,  Sept.  15th.  Pilot  Officer  H.  Lovelady,  Sept.  16th ;  Flying 
Officer  G.  V.  Stewart,  Sept.  18th. 

The  following  relinquish  their  commns.  on  account  of  ill-health, 
and  are  permitted  to  retain  their  rank  :  —Capt  J.  A.  Hutchinson, 
Mav  20th  (substituted  for  notifications  in  "Gazettes"  of  Jan.  24th  and 
Aug.  8th);  Sec.  Lt.  T.  R.  Adair  (caused  by  wounds),  July  10th;  Sec. 
Lt.  E.  L.  Goold,  Sept.  5th. 

Sec.  Lt.  J.  A.  Griffin  relinquishes  his  ,-ommn.,  being  physically 
unsuited  for  the  duties  of  Pilot  or  Observer,  Feb.\  14th  (substituted 
for  notification  in  "Gazette"  of  Dec.  fjrtL.  1918). 

Sec.  J<t.  O.  F.  G.  Crosby  is  antedated  in  his  appt.  as  Sec.  Lt.  (A.), 
Mav  10th,  1918. 

The  surname  of  Sec.  Lt.  A.  E.  Amey  is  as  now  described,  and  not 
"A.  E.  Amy,"  as  stated  in  "Gazette"  of  Sept    3rd,  1918. 

The  notification  in  the  "Gazette"  of  April  1st  concerning  Lt.  B.  X. 
Wills  is  cancelled. 

The  notification  in  the  "Gazette"  of  April  4II1  concerning  Lt.  C  M. 
Shilcock  is  cancelled. 


I200~ 


The  Aeroplane 


September  24,  19 19 


G.      ^^^^^  R- 

MINISTRY    OF  MUNITIONS. 
By  Direction  of  the  Disposal  Hoard. 

(Lands  and  Factories  Section). 


Bembridge  Seaplane  Station 

ISLE  OF  WIGHT. 

Area  :  About  3i  Acres. 

FOR    DISPOSAI     AS    A  WHOLE. 


The  Buildings  are  mainly  Brick  and  Corrugated  Iron  with 
Timber  Frames. 

There  is  a  Water  Supply  and  Electric  I  ight  Plant.  Drainage. 
Railway  Station  adjoining.  Frontage  to  the  Solent.  In  addition 
to  its  use  as  a 

SEAPLANE  STATION 

the  buildings  are  suitable  for 

MOTOR    BOAT    OR    BOAT  BUILDING, 

SANATORIUM, 

TRAINING  INSTITUTION, 

and  many  other  purposes. 

The  site  is  occupied  by  the  Government  under  the  Defence  of 
the  Realm  Regulations  and  can  (if  necessary)  be  purchased  under 
and  subject  to  the  provisions  of  the  Defence  of  the  Realm 
(Acquisition  of  Land)  Act,  1916. 

For  further  particulars,  apply  to  the  Disposal  Board.  Room 
13s.  Charing  Cross  Buildings,  Villiers  Street,  London,  W.C.2. 

NOTE.— "SURPLUS,"  Price  3d.  the  official  list  of  Government 
property  for  sale.  Published  twice  monthly.  On  sale 
ever]  where 


G. 


R. 


MINISTRY    OF  MUNITfQNS. 
Hp  Direction  of  the  D'sposal  "Board. 

(Lands  and  Factories  Section). 


Redcar  Aerodrome,  Yorks 


Area 


About  120  Acres. 


For  Disposal  as  a  whole,  or  the  Buildings  and 
Land  on   which   they  stand,    without  the 
Aerodrome  Itself. 


The  Buildings  are  of  Steel,  Corruga  ed  Iron,  Brick  and  Timber. 
There  is  a  Water  Supply  and  Electric  Light  Plant.  Drainage. 
Permanent  Roads. 

In  addition  to  its  use  as  an 

AERODROME 

the  buildings  are  suitable  for 

FACTORY, 

STORAGE, 

SANATORIUM, 

TRAINING  INSTITUTION, 

and  many  other  suitable  purposes. 

The  site  is  occupied  by  the  Government  under  the  Defence  of 
the  Realm  Regulations  and  can  (if  necessary  te  purchased  under 
and  subject  to  the  provisions  of  the  Defence  of  the  Realm 
(Acquisition  of  Land)  Act,  1916. 

For  further  particulars,  apply  to  the  Disposal  Board,  Room  135, 
Charing  Cross  Buildings,  Villiers  Street.  London,  W.C.2. 

NOTE.—"  SURPLUS,"  Price  j,d.  the  official  list  of  Govett.mmt 
profeity  for  sale.  Publishid  twice  monthly.  On  sale 
everywhere. 


BURBERRY  FLYING  KIT 

Designed  by  expert  aviators  and  made 
in  the  Burberry  material  chosen  by 
Sir  John  Alcock,  D.S.C.,  for  his  flight 
across  the  Atlantic. 
Lightweight,  self-ventilating,  and  as 
flexible  as  an  ordinary  wool  fabric, 
this  material  is  as  impenetrable  as 


leather,  and 
warmth  at  all 
altitudes. 

Proofed  by 
Burberry  pro- 
cesses, it  pro- 
vides an  effec- 
tive safeguard 
^.  against  rain 
J~  and  all  damp, 
without  the 
I  aid  of  rubber, 
oiled-silk,  or 
other  air-tight 
agent. 

Complete  P.A.F. 

fiH  Kit  in  2  to 

Days,  or  Heady 
to  Wear. 


ensures  comforting 


The  Tielocken 

Doubly  covers  every 
vulnerable  part  of 
the  body,  and  is  lin- 
ed throughout  with 
lightweight  fleece. 
Fastenswith  a  strap- 
and-buckle  instead 
of  buttons. 


"  Burberry 
Carapace  Air-Suit 

The  outrig  worn  by  Sir 
John  Alcock  and  Sir 
WLitten  Brown  on  their 
Trans-atlantic  flight 
A  thoroughly  practical 
one-piece  overall  suit 
that  protects  the  airman 
from  head  to  heel. 


Burberry 
Carapace 
Air-Suit.. 

13X36 


Every  Burberry  Garment  is  labelled  " Butb.rrys." 


BURBERRYS 


HAYMARKET  S.W.  i  LONDON 
8ft  lOBoul  Malesberbest  ARIS;  also  Agents 


THE  STEEL  THAT 
DOES   NOT  RUST. 

It  is  no  longer  necessary  to  replace 
steel  with  brass  or  other  weaker 
metals  in  places  where  rust  or 
corrosion  occurs. 


FIRTH'S 

STAINLESC 
STEEL 

will  not  rust  or  corrode.  It  has 
the  properties  of  a  high-grade  alloy 
steel  with  corresponding  strength 
and  consequent  opportunity  for 
weight-saving. 

Firth's  Stainless  Steel  resists  wear. 


THOS  FIRTH  &  S  INS,  LTD., 
SHEFFIELD. 


KINDLY   MENTION    "THE  AEROPLANE 


WHEN   CORRESPONDING    WITH  ADVERTISERS. 


September  24,  1919 


The  Aeroplane 


The  notification  in  the  "Gazette"  of  July  :5th  concerning  Sec.  Lt. 
J.  A.  Tonison  is  cancelled. 

The  notification  in  the  "Gazette"  of  July  29th  concerning  Sec.  Lt. 
J    P.  Jones  is  cancelled. 

Administrative  Branch — Lt.  E.  I,.  Ridley  to  be  Lt.,  from  (A.  and 
S.),  Dec.  12th,  1918  (substituted  for  notification  in  "Gazette"  of 
March  7th). 

Sec.  Ms.  to  be  Lts.  :— H.  V.  Hall,  Aug.  27th,  1918  (substituted  for 
notifications  in  "Gazettes"  of  March  7th  and  Aug.  15th) ;  D.  J.  Fryer, 
March  13th;  H    C.  Bird,  April  19th. 

Sec.  Lt.  H.  J.  Tayne  to  be  actg.  1,1.  whilst '  c'nipld.  as  Lt.,  from 
Nov.  23rd,  1918,  to  April  30th 

Sec.  Lt.  II.  J.  Payne  is  graded  for  purposes  of  pay  and  allowances 
of  Lt.  whilst  empld.  as  Lt.,  May  1st. 

Transferred  to  unempld.  list  :— I_t.  B.  N.  Wills;  Jan.  17th;  I,t.  C.  M. 
Shilcock,  Feb.  27th;  Sec.  Lt.  J.  A.  Tqjnson,  .March  7th;  Lt.  D.  W. 
Orr,  March  30th;  Sec.  Lt.  C.  II.  8.  Pain,  May  3rd;  Sec.  Lt.  W.  Pater- 
son,  May  qth;  Lt.  J  M.  Johnson,  May  >th;  Lt  C.  I  Fletcher,  Julv  8th; 
Lt.  H.  C.  House,  July  25th;  Fit  Lt.  M.  Lewis,  Aug.  nth ;  Pilot  Officer 
S  McK.  Pulleu,  Aug.  "21st;  Pilot  Officer  .W  R.  Taylor,  Aug.  27th; 
Pilot  Officer  M.  A.  Jordan,  Flying  Officer  C.  T.  II.  Page,  Aug.  29th; 
Pilot  Officer  E.  H.  Bacon,  Sept.  ist;  Tilot  Officer  B.  Niivness,  Sept.  6th  ;< 
Pilot  Officer  C.  'Jackson,  Pilot  Officer  R.  H.  Owen,  Sept.  9th;  Pijot 
Officer  A.  H.  Bradley,  Flying  Officer  F.  A.  Payne,  Flying  Officer  W.  R. 
Wood,  Sept.  nth 

Sec.  Lt.  G.  B.  Blake  relinquishes  his  eouiran.  on  account  of  ill- 
health,  and  is  permitted  to  retain  his  rank,  Aug.  14th- 

Tkchnical  Branch. — Lt.  A.  C.  Blackmore  is'  graded  for  purposes  of 
ray  and  allowances  as  Cap';,  whilst  empld.  as  Capt,  Grade  (A.),  from 
May  ist  to  July  2nd. 

Lt.  J.  D.  Robinson  to  be  Lt.,  Grade  (B.),  from  (A.),  Nov.  yst,  1918. 

Sec.  Lts.  to  be  Lts.  :— (Hon.  Lt.)  J.  E-  Spiekernell,  April  2nd,  1918 
(without  pay  and  allowances  of  that  rank  prior  to  Sept.  14th,  1918) ; 
(Hon.  Lt.)  G  A.  Tilly,  April  2nd,  1918  ((without  pay  and  allowances  of 
that  rank  prior  to  Feb.  9th) . 

Sec.  Lts.  to  be  Lts.,  without  pay  and  allowances  of  that  rank:  — 
F   Denham,  March  13th;  A.  R.  Condcr,  April  19th.' 

Lt.  W.  Barber  (R.N.)  relinquishes  his  eonmm.  on  ceasing  to  be 
empld.,  Aug.  21st. 

>  Transferred  lo  unempld  list: — Lt.  H.  T.  Thompson,  April  nth;  Sec. 
it.  J.  W.  Smith,  May  12th  (subtsitutod  for  notification  in  the  "Gazette," 
July  18th);  Lt.  L.  B.  Jones,  M.C.,  July  51st;  Pilot  Officer  C.  C.  A. 
Poole,  Aug.  2nd--  Pilot  Officer  (Hon.  l  iving  Officer)  E-  F.  Boultbee, 
Aug.  23rd;  Firing  Officer  J.  R.  Coulthard,  Fit.  Lt.  R.  Neilson,  Aug. 
30th;  Pilot  Officer  G.  Bowden,  Fit.  Lt.  L  P.  Hoult,  Fit.  Lt.  E. 
Whitwell,  Sept.  ist;  Flying  Officer  C.  H.  Boyle,  Fit.  Lt.  C.  E.  Shackle, 
Sept.  7th;  Pilot  Officer  S.  C.  Addison,  J'ilot  Officer  W.  E.  Burden, 
Pilot  Officer  A.  J.  Gregson,  Sept.  5th;  Pilot  Officer  (Hon.  Flving 
Officer)  C.  B.  Harris,  Flying  Officer  C.  H.  Higson,  Tilot  Officer  R. 
Lyne,  Pilot  Officer  W.  M.  Sereombe,  Pilot  Officer  (Hon.  Flying  Officer) 
L.  Stockton-Smith,  Sept.  10th;  Fit.  Lt.  IX  Thomson,  M.B.E.,  Sept. 
12th 

Lt  B.  A.  Hill  relinquishes  his  commit,  on  account  of  ill-health, 
and  is  permitted  to  retain  his  lank,  Sept.  nth. 

Sec.  Lt.  T.  E  Lomas  relinquishes  his  commn  on  account  of  ill- 
health,  and  is  permitted  to  retain  his  rank,  Sept.  8th. 

The  notification  in  the  "Gazette"  of  July  22nd  concerning  Capt.  F. 
Reynolds  is  cancelled. 

Medical  Branch. — Wing.  Comdr.  (a:tg  Group  Capt.)  T.  D.  C.  Barry 
is  transferred  to  unempld.  list,  Aug.  31st. 

The  following  temp,  appts  ,  "Women's  Royal  Air  Force,"  are  made 
at  the  Air  Ministry  : — To  be  Actg.  Assist.  Comdrs.,  2nd  Class  :  — 
Administrator  P.  E.  Stapleton-Cotton,  Administrator  Mrs.  W  M.  Cor- 
bett  (graded  for  pay  as  dep  asst.  romin.inilantl,  July  15th. 

Administrative  Branch  To  be  Actg.  Administrators  : — Dep.  Ad- 
ministrators M.  A.  Mackay,  July  ist;  M.  E.  Clarke,  July  13th;  E.  t- 
David,  July  15th. 

To  be  Actg.  Dep.  Administrator-;  :  —Asst.  Administrators  E-  A. 
Burbridge,  May  6lh;  K.  Hargreaves,  Jrne  15th;  D.  ,G.  James,  I.  Huleatt 
(graded  for  pay  as  Asst.  Administrator  J,  July  1st;  K.  J.  Wright, 
V.  M.  Orrock,  July  6th;  Mrs.  M.  M.  Shields,  J  ills  10th;  M.  C.  Whid- 
borne,  July  12th;  N.  Campbell,  July  15th. 

The  date  of  relinquishmeut  of  appt.  as  Administrator  of  Mrs.  N.  C. 
Habrow  (nee  Pasmore)  is  July  14th,  and  not  as  stated  in  "Gazette," 
July  22ud. 

The  following  officer  relinquishes  her  appt.  on  account  of  ill-health  : 
Dep.  Administrator  M'rs.  M.  K.  Unwin,  July  25th. 

The  following  officers  relinquish  their  appts  at  their  own  request  :  — 
Asst.  Comdt.,  and  Class,  Mrs.  C.  S.  French,  July  9U1.  Administrators.— 
R  V.  Spinks,  May  6th;  Mrs.  O.  E.  Tibbits  (D.A.C.),  July  18th;  Mrs. 
K.  Avisou,  July  22nd;  O.  Cayley,  Aug.  ist;  H.  B.  Womack,  Aug.  sth- 
Dep.  Administrators  :  —G.  M.  Glubb,  July  1st;  G.  Tiyhe,  July  2nd; 
D.  G.  James,  July  12th,  Mrs.  M.  Savage,  Aug.  13th;  L  M.  Maekay, 
Aug.  23rd;  Mrs.  F.  Fi.  Pelly,  M.  C.  Ralston,  Aug.  31st;  M.  Hallowcll- 
Carew,  Sept.  ist.  Asst.  Administrators. — B.  W.  Gilbert,  June  10th; 
E-  Watt,  June  12th;  Mrs.  B.  E.  Thompson,  June  27th;  Mrs.  K.  A.  D. 
Rolfe-Rogers,  July  3rd;  M.  Wade,  K.  R.  Fear,  July  9th;  M.  L-  dim- 
ming, Jury  12th,  M.  C.  Blackwell,  July  16th;  D.  M.  M.  Allen,  July 
24th;  M.  C.  Green,  July  25th;  M.  Woodward,  G.  C.  Gibson,  July  26th; 
-Mrs.  P.  M.  C.  Tyacke,  Julv  v>th,  G.  Green,  Mrs.  T,.  Swafield,  July  31st; 
Mrs.  M.  Hessler,  Aug.  ist;  Mrs.  J.  I.  Stubbs,  Aug.  12th;  E.  E.  Sharp, 
Aug.  16th;  Mrs.  M.  B.  Sersale,  Aug.  19th;  Mrs.  I.  M.  Banks,  Aug. 
23rd;  E-  Middleton,  Aug.  30th;  Mrs.  C.  S.  Swann,  Sept.  ist. 

The  following  officers  relinquish  their  appts.  on  completion  of 
service  :—  Asst.  Comdts.,  ist  Class.— Mrs.  W.  M.  Powell,  Aug.  26th; 
E-  M.  Hamilton,  Sept.  5th.  Asst  Comdt.,  and  Class. — E.  O'Sullivan, 
Aug.  26th.  Administrators.— S.  A.  Grady,  Aug.  nth;  V.  Thurstan 
fD.A.C),  Sept.  2nd.  Dep.  Administrator.— K.  McDermott,  June  30th. 
Asst.  Administrators. — D.  B  Gordon,  Aug.  asai;  M.  M.  Hugh-Smith, 
Aug.  26th. 

:  Memoranda.— 90084  Cdt.  H.  T.  Collins  is  granted  an  hon.  commn.  as 
Sec.  Lt.,  April  2nd. 

The  following  temp.  Hon.  Lts.  relinquish  their  eommns.  on  ceasing 
to  be  empld.  :— T.  Leopard,  June  1:6th;  H.  S.  Jiurdett,  Sept.  16th. 
"Transferred    to  unempld.    list:— Flying   Officer    R.    H.    H-  Watson, 
from  (S.O.),  Aug.  ist;  Pilot  Officer  S.  G.  Nash,  Sept.  9th.  - 

The  notification  in  "Gazette,"  Sept.  3th,  concerning  Sec.  Lt.  T.  A. 
Baj'ly  is  cancelled. 

The  notifications  in  "Gazette,"  Sept  '.th,  concerning  the  following 
Pilot  Officers  are  canctlled :— J.  A.  S.  Cooke,  J.  M.  Fraser,  T.  E. 
Fisher,  E.  Fortin,  E.  Hanley,  T.  S.  Laird. 

War  Office,  September  20th. 
Regular  Forces.— Establishments.— R.F.C.— Mil.    Wing.— The  follow- 
ing appointment  is  made  :— Equipment  Officer,  3rd  Class— Temp.  Sec. 
Lt.  (on  nrob.)  D.  J.  Fryer,  Gen.  List,  and  to  be  confirmed  in  his  rank, 
Feb.  20th,  1918. 


PERSONAL  NOTICES. 

NAVAL. 

Engagement. 

SPARLING— THORN-DRURY.— An  engagement  is  an- 
nounced between  Wing  Cmdr.  Evelyn  Hayley  Sparling, 
R.A.F.  (Lt.-Cmdr.,  R.N.),  younger  son  of  William  Sparling, 
of  10,  Upper  Maze  Hill,  St.  Leonards,  late  Bogawantalawa, 
Ceylon,  and  Silvia  Maud,  only  daughter  cf  G.  Thorn-Drury, 
K.C.,  of  42,  Roland  Gardens,  S.W.7. 

Birth. 

NORTON^-On  Sept.  gth,  at  Nocton  Heath,  Lincoln,  the 
wife  of  Major  E.  W.  Norton,  D.S.C.,  R.A.F.,  of  a  daughter. 


MILITARY. 

Deaths. 

MOCATTA. — Captain  Frederick  E.  Mocatta,  A.M.I.C.E., 
B.Sc,  R.A.F. ,  died  on  Aug.  26th  after  an  operation 'for""septic 
meningitis.  Born  in  1890,  he  served  with  the  Royal  Artillery 
in  the  29th  Division  in  the  Galiipoli .  Expedition  and  took 
part  in  the  first  landing  on  April  25th,  1915.  After  the 
evacuation  he  saw  service  in  Egypt  and  France,  whence  he 
•was  invalided  home.  He  was  then  seconded  to  the  R.A.F. 
and  did  excellent  work  in  the  Aircraft  Production  Depart- 
ment at  York  House. 

WALTHEW.— Sec.  Lt.  John  Syers  .Wnlthew,  R.F.C.,  the 
second  son  of  Mr.  and  Mrs.  Walthew,  of  Harpenden,  who 
was  previously  reported  missing  on  Sept   19  th,  1917,  is  now 
officially  presumed  to  have  been  killed  on  that  date. 
Engagement. 

BEALE — BROCK.— The  engagement  is  announced  between 
Norman  Sydney  Beale,  M.C.,  Legion  d'Honueur,  late  Lt., 
P'ast  Surrey  Reg.  and  R.A.F.,  eldest  -on  of  Mr.  and  Mrs. 
S.  B.  Beale,  of  Sutton  House,  Sutton,  and  Margaret  Ivleanor 
St.  Hill  (Nora),  youngest  daughter  e>f  Mr.  and  Mrs.  Arthur 
Brock,  of  Haredon,  North  Cheam. 

M.\  f.r  1  act;. 

HAMBLY— STRANGE.— On  Sent.  3rd,  at  St.  Matthew's 
Church,  Ealing,  Capt.  Aithur  Francis  Hambly,  late  2nd  Essex 
and  R.A.F.,  of  Bodmin,  Cornwall,  was  married  to  Vera  Mary, 
eldest  daughter  of  Mrs.  John  Strange,  5,  Tring  Avenue, 
Ealing,  by  the  Rev.  Sadler  Phillips. 

Birth. 

RUSSELL. — On  Sept.  19th,  '910.  at  17,  Park  Lane,  to  the 
wife  of  Wing  Commander  R.  E.  M.  Russell,  C.B.E.,  D.S.O., 
R.A.F.  (late  Lt.-Col.,  R.E .)—  a  daughter. 


AIR  FORCE. 

Death. 

RUDGE.— Lieut.  Arthur  E.  Rudge,  203rd  Squadron,  R.AJF., 
who  was  reported  missing  after  an  aerial  combat  on  July 
22nd,  1918,  is  now  presume  J  to  have  been  killed  on  that  date. 
Pie  was  the  younger  son  of  J.  E.  and  Julia  Rudge,  of  Paris, 
and  9,  Belsize  Park,  N.W.,  and  was  19  years  of  age. 

Engagement. 

FOSTER-STENNING.— The  engagement  is  announced  of 
Capt.  William  Barham  foster,  late  R.A.F..,  son  of  Mr.  and 
Mrs.  Frank  Foster,  of  Buenos  Aires,  and  Alice  Margaret, 
daughter  of  the  late  Oswald  Francis  Stenning  and  Mrs.  Sten- 
ning and  granddaughter  of  Sir  Alexander  Stenning,  of  West 
Hoathly,  Sussex. 

Marriage. 

ALBROW— SMALL.— On  Sept.  17th,  at  St.  Columba's 
Church  of  Scotland,  London,  W.,  Lieut.  Herbert  Victor  Al- 
brow,  R.A.F.,  eldest  son  of  Mr.  Albrow,  Epsom,  was  married 
lo  Margaret  Maxwell,  younger  daughter  of  the  late  Mr.  John 
Small,  of  Wentworth,  Jamaica,  and  Broughty  Ferrv,  and  sis- 
ter of  the  late  Lieut.  John  Small,  B.W.,  M.A.,  LL.B.,  Advo- 
cate, Edinburgh,  by  the  Rev.  Archibald  Fleming,  D.D. 


AIRCRAFT  CONTRACTS. 

It  is  stated  that  the  committee  of  business  men  engaged  in 
liquidating  contracts  for  aircraft  outstanding  at  the  date  of 
the  armistice  has  cut  liabilities  of  £150,000,000  in  half  and 
left  the  Ministry  of  Munitions  with  about  12,000  engines  and 
3,000  machines  for  disposal  ffter  the  R.A.F.  has  provided  for 
its  own  needs. 

A  WORKS  CLOSING  DOWN. 

Owing  to  the  Government  cancelling  orders  for  aeroplane 
construction,  the  works  of  the  Cambrian  Aircraft  Constructors 
(Limited),  Cardiff,  employing  500  hands,  are  closing  down 
next  week.  A  proposal  to  utilise  the  works  for  making  win- 
dows and  dooi's  for  housing  was  not  adopted. 


1208 


The  Aeroplane 


September  24,  1919 


SOUVENIRS 

By  "  Vestersyl." 
"  Is  Snooks  about?  " 

The  Technical  Serjeant-Major  turned  round  smartly  and  faced 
the  young  Flight  Lieutenant. 

"  He  is  in  the  repair  shop,  sir." 
"  Tell  him  I  want  him,  please." 

"  Very   good,  sir,"  and   the   Technical    Serieant-Major,  after 
looking  very  knowingly  at  the  "  prop  "  tip  in  the  hand  of  the 
young  officer,  trotted  off  towards  the  repair  shop- 
Presently  Snooks  came  out  of  the  shop,  approached  the  officer, 
and  saluted. 

"  You  sent  for  me,  sir." 

"  Yes,  Snooks,  I  want  you  to  make  me  a  brevet  of  this,"  and 
he  proffered  the  propeller  tip  to  the  expert  wood  worker.  "When 
can  I  have  it?  " 

"  To-morrow,  sir,"  replied  Snooks. 

"  To-morrow?  "  said  the  officer.  "  But  I  want  it  to-day.  It 
is  a  souvenir." 

"  Very  good,  sir;  you  shall  have  it  in  two  hours,"  and  Snooks 
went  away  with  a  smile  upon  his  face,  produced  in  all  probability 
by  the  thought  of  the  half-crown  tip  he  was  sure  to  get. 

Snooks  no  doubt  was  the  "  brevet  "  expert.  Others  in  the 
same  squadron,  however,  had  their  own  specialities  so  far  as  the 
production  ol  souvenirs  was  concerned.  For  instance,  Snooks 
although  the  "  brevet  "  expert,  could  no;  hold  the  candle  to 
Jones,  who  guaranteed  to  produce  a  perfect  Disouit  barrel  from  the 
"  prop  boss  "  of  any  propeller.  And  so  the  souvenir  game  went 
merrily  on. 

Petrol  Lighters, 
There  are  very  few  persons  in  the  Royal  .Air  Force  who  have 
not  made  or  procured,  at  some  time  or  other,  a  souvenir  of  the 
great  war.  The  writer,  for  instance,  has  in  his  possession  a  neat 
little  petrol  cigarette  lighter  made  from  the  oil  pressure  regulating 
cap  of  a  B.H.P.  engine.  This  cap,  in  addition  to  an  aluminium 
plug,  surmounted  by  a  fantastic  copper  stud,  (pronged  to  receive 
the  steel  wheel,  makes  a  very  nice  little  job.  A  certain  amount 
of  curiosity  as  to  how  I  obtained  the  material  may  be  aroused. 
To  allay  this,  I  may  say  that  they  were  "scrap"  and  were 
given  to  me  in  a  quite  honest  and  legitimate  manner.  If  you 
inquire  of  anyone  who  possesses  a  souvenir,  you  will  be  told  the 
same  tale. 

Regarding  the  types  of  souvenirs  I  have  seen,  I  can  truly  say 
that  these  are  varied.  As  a  matter  of  fact,  "  varied  "  is  not  the 
word  to  use;  "there  are  hardly  two  alike.  1  have  seen  souvenirs 
discarded  merely  'because  their  owner  has  seen  another  "  some- 
thing like  it." 

Cigarette  lighters  I  have  seen  have  taker,  various  shapes  and 
sizes.  Some  are  really  works  of  art.  Some  ore  of  aluminium, 
others  of  copper,  a  few  of  brass,  and  some  a  combination  of  'he 
three  materials.  As  a  matter  of  fact,  they  ai  e  excellent  articles, 
such  as  could  have  been  made  on  a  "  night  shift  "  where  the 
craftsman  has  had  quite  an  abundance  of  "  his  own  time." 

One  of  them  in  particular  that  I  can  remember  is  a  massivie 
article;  capable  of  holding  quite  half  a  pint  of  petrol.  It  is  made 
of  copper,  topped  with  a  brass  fuse  cap  from  a  3111.  shell.  Its 
owner  is  very  proud  of  it,  and  he  delights  to  place  it  on  the  table 
with  the  remark,  "  Help  yourself  to  a  light,"  when  he  has 
visitors  for  the  proverbial  hand  at  cards. 

I  once  saw  a  unique  souvenir  made  by  someone  in  a  certain 
squadron.  It  was  a  pair  of  connecting  rods  from  a  Gnome  engine, 
crossed,  znd  surmounted  by  a  piston.  A  small  clock  in  the  centre 
of  the  piston  indicated  the  purpose  for  which  the  souvenir  was 
made.  The  whole  was  mounted  uipon  a  rmhogany  hoard,  and  it 
m;  de  quite  a  good  job. 

It  is  true  that  the  souvenir  has  something  of  the  ''  death's 
head  "  look  about  it,  and  that  it  cost  its  owner  28s.  to  have  it 
ek-ctro-plated.  But  what  matters  that  so  long  as  he  can  point 
with  pride  to  it  in  years  to  come  and  say,  ''  That  is  part  of  a 
Gn6me,  you  know — one  of  those  engines  we  used  in  the  Great 
War." 

A  Piston  as  a  Rose,  Bowl. 

I  was  talking  to  my  old  friend  "  Mac  "  one  day  in  the  machine 
shop  where  he  supervised  the  manufacture  of  certain  component 
parts  of  aero-engines,  when  he  was  approached  by  a  lady  employee. 
She  had  a  piston  in  her  hand. 

"  Will  you  please  have  a  hole  drilled  in  the  centre  of  this?  "  she 
inquired,  indicating  the  crown  of  the  piston.  The  job  was 
accordingly  done. 

1  had  the  pleasure  of  seeing  this  souvenir  som<-  little  time 
afterwards.  It  was  mounted  upon  an  inlet  valve  stem,  and  with 
specially  out  pieces  of  streamline,  made,  1  must  confess,  an  excel- 
lent rose  bowl.  It  is  a  little  bit  weighty  perhaps,  but,  then,  one 
will  not  object  to  lifting  a  little  extra  weight  when  exhibiting  a 
souvenir  to  a  host  of  admiring,  and  a  little  bit  jjalous,  friends  in 
the  year  1930. 

Cylinder  liners  are,  or  were,  a  favourite  souvenir  among  the 
workers  of  one  firm  which  manufactured  aeroplanes  and  aero 
engines.  This  was,  no  doubt,  due  to  the  fact  that  the  fir  n 
referred  to  was  prepared  to  sell  scrap  liners  to  employees  for  the 
small  sum  of  one  shilling  each. 


These  liners,  mounted  upon  a  wooden  bas3,  made  excellent 
Power-pot  stands.  In  some  cases  they  were  enamelled  and  artisti- 
cally painted.  I  had  the  pleasure  of  seeing  a  pail  beautifully 
decorated  with  landscape  oil  paintings.  The  owner  proudly  points 
to  them  and  refers  to  them  as  the  liners  of  the  engine,  that  d.d 
ci  lot  of  bombing  in  the  Great  War. 

I  have  heard  it  said  that  there  are  more  copper  rings  fitted  on 
the  wrists  of  R.A.F.  airmen  and  their  sweethearts  than  were  ever 
fitted  in  the  engines.  I  do  not  believe  this,  although  I  do  know 
that  many  of  them  do  act  as  an  adornment  for  the  wrist.  I  have 
one  in  my  possession.  It  was  sent  to,  me  after  being  made  from 
a  scrap  ring.  They  really  look  like  gold,  and,  neatly  engraved, 
are  regarded  as  excellent  souvenirs. 

The  Connecting=rod  Clock. 

An  excellent  souvenir  is  the  connecting-rod  ciock.  This  takes 
the  form  of  a  connecting-rod  with  a  round  clock  securely  fitted  in 
the  large  end.  The  end  is  hung  upon  the  wall  by  placing  the 
small  end  over  a  nail.  Nicely  electroplated,  this  makes  a  neat 
job. 

In  an  office  the  other  day  I  came  across  a  very  interesting 
souvenir.  This  was  nothing  more  or  less  than  a  gudgeon-pin 
bush  taken  from  a  captured  German  Mercedes  engine.  This  bush 
is  made  of  phosphor  bronze,  and  has  a  number  of  |  in.  holes 
drilled  in  it.  The  function  ol  these  holes,  wnen  fitted  in  the  small 
end  of  the  connecting-rod,  is  to  allow  a  free  passage  for  oil  between 
the  gudgeon"  pin  and  the  small  end  of  the  connecting  rod.  As  a 
,  souvenir,  its  function  is  a  pen  rack.  Two  aluminium  knobs  were 
turned  and  fitted  in  each  end  of  the  bush,  these  being  mounted 
upon  two  brass  pillars.  It  meets  its  requirements  adequately, 
and,  owing  to  its  curious  appearance,  it  seldom  fails  to  give  its 
owner  an  opportunity  of  explaining  its  origin  to  his  visitors  when 
he  is  asked,  "What  have  you  got  there?  " 

One  young  woman  I  know  was  married  in  a  dress  made  from 
some  of  the  fabric  with  which  the  wings  of  aeroplanes  are  coverad. 
She  takes  a  great  pride  in  this,  and  no  doubt  it  will  be  placed 
in  the  proverbial  "  glass  case  "  pending  -he  Piiival  of  the  next 
generations,  who,  no  doubt,  will  look  upon  grar  dma's  dress  as 
the  finest  of  all  souvenirs  of  the  war. 

The  most  interesting  souvenir  I  have  seen  is  in  the  house  of  a 
friend  of  mine  at  Leicester.  This  is  nothing  more  or  less  than  a 
complete  Gnome  engine.  It  is  suspended  fiom  the  centre  of  the 
drawing-room  ceiling  by  its  shaft  and  a  strong  chain.  The 
sparking  plugs  have  been  removed  and  electric  light  holders  are 
fitted  in  the  sparking-plug  holes.  With  opalescent  shades  this 
engine  not  only  forms  one  of  the  most  remarkable  souvenirs  of 
the  war,  but  it  is  extremely  useful  as  an  electrolier.  Quite  a 
contrast  to  my  humble  cigarette  lighter,  isn't  it  ? 


" PLYOL" 

The   BEST    CEMENT  for 
Three-Ply,  Veneering,  etc. 


Registered  Trade  Mark. 


ALDGATE  CASEIN  WORKS. 

NIEUWHOF,  SURIE  &  CO.,  LTD. 

HEAD  OFFICE 

5,  Lloyds  Avenue,  London,  E.C.3. 
And  at 

ALDGATE  AVENUE,  ALDGATE.  E.C. 


Also  Casein  especially  adapted  lor 

Waterproof  Paints,  Varnish,  etc. 


Telephones 
Avenue  34,  35. 


Telegrams  : 
1  Suricodon,  Fen,  London." 


September  24,  1919 


The  Aeroplane 


1209 


United 

Aircraft  Engineering  Corporation 

OF 

New  York. 


(Cab'e  Addre-s :  Unairco.) 


MANUFACTURERS.  ENGINEERS 

London  Offices  : 

Capt.  A.  B.  ROGERS,  Manager, 
Suite  8  &  9,  123,  Pall  Mall. 

'Phone  :  Gerrard  3537. 


 ■   1 

Cast-iron  Hammered  Piston  Rinpa 


(By  the  Davy* 
Robertson-Process} . 

In  our  Special  Piston 
Ring  Iron.     All  iixss 
up  to  72  in. 

Quick  Delivery 
Absolutely 

Reliable 
Low  Prices 

Telephone  No.  2143, 

Telegrams— 
"  Ocean,"  Sheffield, 


The  Standard  Piston  Ring  &  Engineering  Co.,  Ill, 

Don  Road,  Sheffield. 


"  CROID  '  LIQUID  GLUE— Used  by  all 
Aeroplane  Consiructois  durirg  the  War. 
THE  STRONGEST  GLUE  KNOWN. 
USED  COLD— with  the  addition  of  cold  water 
Write  To-day  for  D  scriptive  Booklet  No.  17, 
The  I  -iprosed  Liquid  Clues  Co  ,  Ltd., 
Great    Hermitage    Street,    London,  Ei. 


Manufacturers 

.  of 


PHOSPHOR  BRONZi 
GUN  METAL, 

MANGANESE  BRONZK, 

BRASS &COPPEI 

TUBES,  SHEETS. 
RODS.  WIRE,  AND 

CASTINGS. 

PHOSPHOR  TIN. 
PHOSPHOR  COf  PER. 


CHARLES  CLIFFORD  &  SON,  LTD,, 

BIRMINGHAM. 


SALMSO 

AERO-ENGINE 

(Canton-Unne  System). 


"In  the  Paris- Casablanca  non-stop  of  1280  miles, 
with  8  passengers,  on  August  10th,  the  "Goliath" 
Plane  was  fitted  with  two  265  h.p.  Salmson  Engines." 


All  enquiries  should  be  addressed  to 

The  DUDBRIDGE  IRON  WORKS,  L 

STROUD,  GLOUCESTERSHIRE. 


KINDLY   MENTION    "  THE    AEROPLANE  "   WHEN   CORRESPONDING    WITH  ADVERTISERS. 


SEND  US  YOUR 
ENQUIRIES. 


WOODWORK. 
METAL  WORK. 
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WELDING 


AND 

K/r  Uf  A. .ll'RIKG 
COMPANY,  LIMITED. 

PARK  STREET, 
BURTON  ON  TRENT 

'Phone — 554  Burton-on-Trent. 
Telegram*—"  Plane*,  Burton-on-Trent." 


Keen  Buyers  go  to  the  Source. 


E.G. 


SB 


SHEFFIELD. 


1210 


The  Aeroplane 


September  24,  191 9 


TRADE  GARD8. 


The  INTEGRAL  PROPELLER  Co.,  Ltd. 

guarantee  mghest  efficiently  in  their 
design  and  manufacture  of  propellers 
for  any  type  of  engine  or  machine. 

THE  INTEGRAL  PROPELLER  CO..  LTD., 
Edgware  Road,       The  Hyde,       Hendon  N.W.9. 

Telephone :  Kingibury  104. 


NAME  PLATES, 
DIALS,  SCALES,  ADDRESS  PLATES, 

etc.,  in  all  metals,  Celluloid,  Bone, 
Ivory.    Chemically  enlarged  or  machined. 

CLEGG    METAL    ENGRAVING    CO.,  LTD., 
WORTHING. 


IBORA  PROPELLER  COMPANY.  Ltd. 


Telephone : 

XlMSSTOM  672. 


Telegrams : 
"Bbora,  Kingston.1 


PROPELLERS 

Oontrootors  to  the  ADMIRALTY  &  WAR  OFFICE 
18  ft  12.  Surbiton  Park  Terr  nee.  Kiagaton-on-Tfo&aesQe 


EGAMOID 


BRAND 

LEATHER  CLOTH. 


The  Best  Waterproof  Covering  for  Bailway.  Tram- 
way. Aeroplane,  Motor  Boat.  Cushions,  Seats,  etc 

££ST  NEW  PEGAMOID  LIMITED,  2USTB¥l«J!Se 

Telegrams— Pegamoid,  Phone,  London, 
ffolaphone— Gtty  S7G4  (2  lines).  Oablea  a  b  o  5th  Edition  and  Fuivat*. 


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LI  QUI  D  SCOTCH  GLUE 

USED  BY  THE  LEADlNO  AEROPLANE  CONSTRUCTORS. 

MOISTURE  PROOF. 
Writ*  for  Price  List  and  Farticulart 
MKMD1NE  CO.,  8,  Arthur  Street,  London  Bridge,  E.C. 


ADOPTED  BY  SO  MANY. 

aan  yon  afford  H 
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AUTO 
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IN  MODERN  WORKS. 
Saad  for 

Xllnttrmt.d  Literature  Book  "A  aj." 

a   L™  "»rwuw  *  Leicester 

London :  M«wei»»!*-OE-TTm« : 

,  Vioterla  St.,  S.W.j.      ja,  Blacked  St 


The  Air  Navigation  Co.,  Ltd. 

BLERIOT  &  SPAD, 

ADDLESTONE  (SURREY). 


Contractors  to  War  Office  and 
Admiralty . 


Flying   Ground—  Brooklands  Aerodromt, 
NORBERT  CHEREAU,    Managing  Director. 

Telagrams— Bleriot,  Weybrldge.         Telephone— 358  Weybridge. 


Y.E.S.  PHOSPHOR  BRONZES  V' 

Oast  *  EA  TONIA  '  Process. 

Bearings,  Bushes.  Gearwheels. 

The  most  durable  prodnond. 

'BATONIA 1  CAST  BARS  are  the  only  perfectly 
ronad   and   straight    Bars,   and    the    oaly  HOMO- 
GENEOUS CASTINGS. 


Oar  Works    eontain  Laboratories  and  Maokinos  for 

all  physical  tests. 

SOLB  PRODUCERS  ft  SELLERS, 

YORKSHIRE  ENGINEERING  SUPPLIES,  Ltd. 

£  ^  WORTL^Y,  LEEDS. 


PATENT  TIME  SAVING 
SPLICING 
VICE. 


An  nupplicd 
to  R.A.F. 


Aw. 


Saves  Whipping 
ft  Fixti  Thimbu  in  Lstp. 

Sole  Licehcees  : 

BARNETT  &  FOSTER, 

EAGLE  WHARF  RD.,  LONDON,  N.l. 


THE  AERIAL  ARM:  Its  Functions 
and  Development. 

By  Lieut-Colonel  N.J.  GILL,  C.B.E.,  M.C. 

With  an  Introduction  by 
Maj.-Gen.Sir  W.  SEF  TON  BrtANCiCr  R.K.C.B.A.F.C. 
6s.    6d.  net.  7s.  post  free. 

Contents  — Chap.  1 —The  Atmosphere.  11.— Airships.  in.—  The 
Aeroplane,  iv  — Progress  in  Aeroplane  Design,  v  — The  Evoluti  n  of 
Types,  vi.— Navigation  of  the  Air.  vll. — The  Military  Use  of  Aero- 
planes,  viii. — Co  Operation  Afloat,    ix. — Air  Power. 

"  A  wpII  balanced,  carefully  written  book— covering  in  a  com- 
paratively short  ;.pace  technical  aspects  in  such  a  manner  as  to  be  easily 
understood  b.  the  lay  reader." — lim.s. 

THE  AEROP  ANE  &  GENERAL  PUBLISHING,  CO,  LTD., 

61.  CABEY  STREET.  W.C.2. 


KINDLY   MENTION    "  THE    AEROPLANE  "   WHEN  CORRESPONDING   WITH   \D VERTISERS. 


September  24,  1919 


The  Aeroplane 


121 1 


MISCELLANEOUS  ADVERTISEMENTS 

SP3  3  iAL  PREP  At  0  R  9lTE  :  18  words  1/6  ;  Situations  Wanted  ONLY.  18  words  1  -  ;  Id-  per  word  after.  TRADE  ADVERTISEMENTS 
in  these  columns,  3  lines  3/-  ;  10d.  par  line  after.  Publio  Announcements,  Legal  Notices,  Auctions,  Contracts,  etc.,  J.  (j  per  line. 
For  the  convenience  of  Advertisers,  replies  can  be  received  at  the  offices  of  "  THE  AEROPLANE,"  61,  Carey  St.,  London.  W.C.2. 


PATENTS. 

PAGE,  WHITE  and  VAUGHAN  (late 
Page  and  Rowlingson),  Chartered  Patent 
Agents  (Consulting  Engineer,  Mr.  S.  E. 
Page,  A.M.Inst.C.E.),  27,  Chancery  Lane, 
London,  W.C.    Tel.  332  Central. 

Inventors,  having  Aeroplane  patents  in 
connection  with  landing  gear,  increasing 
safety  and  comfort  of  aeroplanes,  silence, 
controllability,  amphibiousness,  variable 
speed  and  propellers:,  are  invited  to  applv 
as  below,  with  a  view  to  having  their  in- 
ventions adopted  by  a  leading  firm.— Box 
No-  4757.  The  Aeroplane,  61,  Carev  Street, 

W.C.2. 

Henry  Skerrett  (H.  N.  Skerrett,  A.I.A.E., 
A.I.Mech.E.,  Associate  I.E.E.,  Fellow  of  the 
Chartered  Institute  of  Patent  Agents),  Patents, 
designs  and  trade  marks. — 24,  Temple  Row, 
Birmingham. 

Inventors  advised  free.  Write  for  booklet .  - 
King's  Patent  Agency,  Ltd.,  165,  Queen 
Victoria  Street,  London.    30  years'  references. 

Stanley,  Popplewell  and  Co.,  Patent  Agents 
and  Consulting  Engineers.  Applications  for 
Patents  attended  to  in  all  countries. — 38, 
Chancery  Lane,  W.C.  Telephone :  1763  Cen- 
tral.   Circular  free. 

W.  BRYSON,  B.Sc,  A.M.Inst.C.E.. 
A.F.R.Ae.S.,  Chartered  Patent  Agent,  29, 
Southampton  Building,  London,  W.C. 2. 


SITUATIONS  VACANT. 

Carpenters,  Engineers,  Turners,  Fitters, 
Riggers,  etc.,  required  immediately  for 
R.A.F.  New  pay  and  conditions  are  un- 
equalled anywhere.  Splendid  chances  of  rapid 
promotion. — Apply  to  Inspector  of  Recruiting, 
4,  Henrietta  Street,  Covent  Garden,  W.C. 2, 
or  to  any  Royal  Air  Fore?  Station. 

Wanted,  Good  Tinsmiths. — Demobilised 
R.A.F.  N.C.Os.  preferred.  Trade  Union 
rates  paid. — Apply  Employment  Office, 
Hayes  Cocoa  Co.,  Ltd.,  Hayes,  Middlesex. 

First=class  Aviation  Draughtsman  wanted 
for  Glasgow  district.— -Apply,  stating  ex- 
perience and  pay  required,  to  Box  No. 
4761,  The  Aeroplane,   61,    Carev  Street, 

W.C.2. 

Wanted,  flrst  class  Mechanical  Draughts* 
man.  State  qualifications,  age  and  salary. 
— John  Innes  and  Co.,  20,  Denman  Street, 
London,  W.i. 


SITUATION  WANTED. 

Pilot,  late  Captain,  R.A.F.;  35  years'  flying 
on  19  types  Scouts  and  two-seaters  as  Test 
Pilot,  Instructor  and  Flying  Examining 
Officer;  thoroughly  conversant  with  en- 
gines and  machines;  good  engineering 
experience  (pre-war),  desires  position; 
abroad  considered.  Not  afraid  of  work.— 
Reply  Bex  No.  4759,  The  Aeroplane,  61, 
Carey  Street,  W.C  2. 


ENGINEERING. 

British  Correspondence  School  of  Aeronautics 

(Estab.  1908). — Engineering  course,  17s.  6d. 
Advanced  course  in  design,  engines,  draughts- 
manship, 42s.  Diplomas  granted. — Penning- 
ton's, 254,  Oxford  Road,  Manchester 


AIRCRAFT  PARTS. 

Hardwood  for  Aeroplanes. — Specially  Selected 
air-dried  timber  as  supplied  to  leading  con- 
structors in  Britain  and  the  Continent.  Silver 
Spruce,  Ash,  Poplar ;  Hickory  and  Ash 
Skids ;  Three-ply ;  Thin  Cedar  and  Mahogany 
for  Floats ;  Walnut  for  Propellers. — William 
Mallinson  and  Sons,  Ltd.,  Hackney  Road. 
'Phone,  3845  Central,  4770  Wall. 


Tapes,  Webs,  Cords  and  Threads  in  all  quali- 
ties suitable  for  Aircraft  Work.  Delivery  from 
stock. — John  MacLennan  and  Co.,  30,  New- 
gate Street,  London,  E.C.i.  (See  Advertise- 
ment Page  IV  of  Cover  and  Buyers'  Guide). 


PARTNERSHIPS. 

Partnerships. — Alan  Martin  Morgan  and 
Co.,  Ltd  ,  Partnership,  Investment  and 
Company  Registration  Agents  invite  parti- 
culars in  confidence  from  business  firms 
proposing  to  extend  and  requiring  their 
services. — 10,  Lower  John  Street,  Regent 
Street,  W.i.    'Phone  :  Gerrard  736. 


MISCELLANEOUS  AND  TRADE. 

l.amplough  Radiators. — New  designs,  in- 
creased efficiency.  Radiators  repaired  or  re- 
made. Private  and  commercial  cars  over 
hauled,  repaired  and  refitted  for  the  road. 
First-class  staff  and  machinery  available  for 
the  best  work. — Lamplough  &  Co.,  Highfield 
Works,  Feltham,  Middlesex.  'Phone  33  Felt- 
ham. 

TWO    GUINEAS  PRIZE 

for  the  best  article  describing  running  ex- 
perience, reliability,    hints    f'jr  improve- 
ments, time  for  overhauls  and  approximate 
number  of  parts  for  renewal  of  any  or  all 
of  the  following  engines  :  — 
Falcon  RoHsRoycc, 
Hispano  Viper, 
Siddeley  Puma. 
Practical  experience    of    these  engines 
and  the  results  obtained  from  them  is  the 
essential  part  of  the  Competition. 

Competitors  must  state  date  of  experi- 
ence with  any  of  these  engines,  Squadron 
and  rank. 

Box  No.  4758,  The  Aeroplane,  61,  Carey 
Street,  W  C.2. 


FOR  SALE. 

TO     FLYING=BOAT     AND  SEAPLANE 
MANUFACTURERS  AND  OTHERS. 

Re  NORMAN  THOMPSON  FLIGHT  CO.. 
LTD. 

In  Voluntary  Liquidation). 

FOR  SALE  BY  TENDER  the  business 
Assets  of  the  above  well-known  Company 
which  was  established  in  1912,  on  the  Coast 
overlooking  the  English  Channel  at  Middle- 
ton,  near  Bognor,  in  Sussex,  makers  of  the 
first  British-built  Flying-Boat  of  present-day 
type.  The  Company  has  been  engaged  since 
1912  as  designers  and  constructors  of  Naval 
and  Commercial  Seaplanes  and  Military  and 
Commercial  Aeroplanes  and  parts.  The  Com- 
pany during  the  war  was  a  controlled  firm 
engaged  exclusively  on  Aircraft  work,  and 
supplied  to  the  Government  large  and  small 
Flying-Boats  of  their  own  design,  as  well  as 
a  certain  number  of  land  machines,  and  large 
numbers  of  their  machines  which  are  of 
sound  construction  have  been  purchased  by 
the  Admiralty  and  used  by  the  Navy. 

There  are  valuable  Seaplane  sheds,  work- 
shops, power-house,  offices,  etc.  costing  over 
£15,000 ;  also  well-assorted  and  valuable 
Plant  and  Machinery,  including  certain  valu- 
able machines  acquired  at  a  cost  of  over 
£13,000 ;  freehold  land  at  Middleton,  on 
which  the  Works  are  erected,  also  consider- 
able quantity  of  Stock-in-Trade  on  hand,  con- 
sisting of  stores,  finished  and  partly  finished 
Seaplane  parts  and  work  in  progress,  amount- 
ing to  over  £30,000,  as  pet  schedule. 

This  is  an  exceptional  opportunity  for  ac- 
quiring a  fully  equipped  Seaplane  and  Aero- 
plane factory,  or  a  factory  suitable  for  conver- 
sion into  the  requirements  of  wood-working 
or  general  engineering  businesses  with  the 
latest  up-to-date  plant  and  machinery,  and 
extensive  out-buildings  and  sheds  erected  at 
considerable  cost,  all  ready  for  immediate  use. 

Further  particulars  and  orders  to  view 
from  Mr.  W.  R.  Clemens,  Messrs.  Leask, 
Clemens  and  Co  ,  Aldermans  House,  Bishops- 
gate,  London,  E.C.  ;  or  Mr.  E  H.  Hawkins, 
Messrs.  Poppleton,  Appleby  and  Hawkins,  4, 
Charterhouse  Square,   London,  E.C. 


Transfers.  Firms  requiring  Transfers  should 
write  to  the  makers. — A  Bird  81  Co.,  Latimer 
Street,  Birmingham. 


Sunbeam,  150  h.p.  8-cylinder,  and  225  h.p.  ta- 
cylinder  Aero  Engines.  Guaranteed  as  new, 
for  sale. — Apply,  The  Cambridge  Automobile 
and  Engineering  Co.,  Ltd.,  21,  Hobson  Street, 
Cambridge. 


KINDLY  MENTION 


"  THE    AEROPLANE  "    WHEN  CORRESPONDING    WITH  ADVERTISERS. 


1212 


The  Aeroplane 


September  24,  1919 


FOR  SALE.  -Continued. 


MINISTRY  OF  MUNITIONS. 
By  Direction  of  the  Disposal  Board. 
ELMSWELL  AERODROME,  SUFFOLK. 
Area  about  86|  Acres. 

For  disposal  as  a  whole,  or  the  buildings 
&nd  land  on  which  they  stand,  without  the 
Aerodrome  itself. 

The  Buildings  are  of  corrugated  asbestic 
sheeting,  brick,  corrugated  iron  and  tim- 
ber. 

There  is  a  Water  Supply  and  Electric 
Light  Plant.    Permanent  roads. 

In  addition  to  its  use  as  an 
AERODROME 
the  buildings  aie  suitable  for 
Factory. 
Storage, 
Sanatorium, 
Training  Institution, 
nd  many  other  suitable  purposes. 
The  site  is  occupied  by  (he  Government 
under  the  Defence  of  the  Realm  Regula- 
tions, and- can  (if  necessary'  be  purchased 
under  and  subject  to  the  provisions  of  the 
Defence   of    the    Realm    ^Acquisition  of 
Lands)  Act,  1916. 

For  further  particulars  apply  to  the  Dis- 
posal Board,  Room  135,  Charing  Cross 
Buildings,  Villiers  Street,  London,  W.C.2. 

Note  :-For  "  SURPLUS  "  the  detailed 
list  of  surplus  Governme: ',  property  for 
sale,  apply  at  the  nearest  bookstall  or  to 
a  local  newsagent  (to  whom  a  standing 
order  should  be  given)  Compiled  by  the 
Director  of  Publicity,  Ministry  of  Muni- 
tions, Whitehall  Place,  London,  S.W.i. 
Price  3d. 

Aeroplane  Engines  for  immediate  disposal. 
Two  No.  617,  120  h.p.,  10-cylindei  Anzani 
Engines,  revs.  1,150/1,200,  complete  with 
collector  type  exhaust  pipes,  magneto, 
Zenith  carburetter,  etc.  One  engine 
runs  clockwise,  the  other  counter- 
clockwise. In  first-class  condition,  used 
only  for  experimental  purposes.  What 
off ers  ? —Apply  Box  No.  47^5,  The  Aero 
plane,  61,  Carey  Street,  W.C.2. 

Brand  New  110  h.p.  Scpwith  Camel  for 
Sale,  ready  to  fly  away.  Orfers  invited. — 
Box  No.  4760,  The  Aeroplane,  61,  Carey 
Street,  W.C.2. 

Aero  Carburettors;  2,  Claudel  Hobson 
Type,  H.C.8,  and  1  Zenith  Type,  48  R.A. 
Offers.— F. 526,  34,  Union  Street,  Birming- 
ham. 


MODELS. 

Model  Maker,  25  years'  experience.  Spe- 
ciality highly  finished  aeroplanes  to  scale  for 
exhibition  or  other  purposes,  also  inventors' 
suggestions  completed.: — Greene,  6,  Trenmar 
Gardens,  College  Park,  N.W.10 


Model  PetroLmotors,  J  h.p.,  tooled  or 
rough ;  interesting ;  Water-cooled  or  Air- 
cooled.    List  3d. — Littleover  Aeros,  Derbv. 


EDUCATIONAL. 


PUBLICATIONS 

Sixpence  Post  Free. — Technical  Essays  of 
an  Aviator  by  W.  R.  D.  Shaw.  6c  pages. 
Illustrated.  World  on  Wings  Publicity 
Bureau  (Registered),  180,  Sutherland  Ave- 
nue, Maida  Vale,  London,  W.9. 


The  following  books  may  be  obtained  post 
free  by  application  to 

The  Aeroplane  and  General  Publishing  Co., 
Ltd.,  Union  Bank  Chambers,  61,  Carey 
Street,  W.C.2  :— 


Aeronautics. — A  Fascinating  Study  under 
our  Specialised  System  of  Spare  Time  Tui- 
tion.   Also  Draughtsmanship  and  Design. 

Diplomas  granted. — Write  to-day  to  Dept.    McCudden's  "Five  Years  in  the  R.F.C.,"  8s 

A.,  The   British  Correspondence  Schools, 


Grindleford,  Sheffield.    Established  1902. 


Great  Aviation  Boom  1  Spring  1920.  Are 
you  qualified  to  take  a  big  position  ?  If 
not,  utilise  your  spare  time  preparing  for 
one.  We  conduct  highly  efficient  and 
practical  correspondence  courses  in  all 
Aeronautical  subjects.  Lowest  fees.  Ad- 
vice free. — Write  for  Prospectus,  Secretary, 
Harrow  College  of  Aeronautics,  Pinner 
Road,  Harrow. 


The  Polytechnic,  309,  Regent  Street,  W.l. 

Special  Evening  Courses  in 
AERONAUTICAL  ENGINEERING 

will  commence  on  September  29th,  1919. 

The  courses  comprise  : — 
Aero  Mechanics;  Aeroplane  Design;  Prin- 
ciples of  Aeroplane  Construction  and 
Workshop  Practice;  History  of  Aviation; 
Aeroplane  Draughtsmanship;  Aero  En- 
gine Design ;  Propeller  Design  and  Con- 
struction; Airship  Design  and  Construc- 
tion ;  Pure  and  Applied  Mathematics. 
Fee  for  the  complete  course  for  the  Ses- 
sion, 17s.  6d.  Students  should  enrol 
during  the  week  commencing  Septem- 
ber 22nd. 

Full  syllabus  free  on  application  to  the 
Director  of  Education. 


AEROPLANE  LECTURES  NOTE  BOOK. 

Students  attending  lectures  on  aeroplanes 
and  aero-engines  find  the  task  of  note- 
taking  very  trying  if  they  would  keep 
their  attention  fixed  on  the  lectuier.  Mr. 
O.  Ford-Tones,  as  the  result  of  his  obset- 
vation  of  the  studen's  need,  lias  devised  a 
loose-leaf  note-book.  One  set  of  leaves, 
40  in  number,  is  for  "Particulars  of  Aero- 
plane," a  second  for  "Particulars  of  En- 
gine." All  the  student  has  to  do  is  to 
insert  notes  in  the  spacer  left — thus  : 
Speed  :  Flying. ..m. p. h.  Landing. ..m.p.h. 
Maximum. .  .m  .p.h. 
The  bock  will  fit  into  an  ordinary  pocket, 
and  the  essentials  of  40  lectures  can  be  re- 
corded with  a  minimum  of  trouble.  The 
leaves  can  be  easily  removed  for  ultimate 
filing.  The  Aeroplane  Note  Book  costs  ,5s. 
net ,  refills,  as,  net  per  set.  Order  of  any 
newsagent  or  direct  from  :  — 
The  Aeroplane  &  General  Publishing  Co., 
Ltd.,  61,  Carey  Street,  W.C.2. 


Butler's  "Plain  Impressions,"  2s.  9d. 

Sylvester's  "The  Design  and  Construction 
Aero  Engines."    6s.  6d. 

Loening's  "Military  Aeroplanes,"  22s. 

Richthofen's  "The  Red  Air  Fighter"  (2nd 
Edition),  3s.  9d. 

Blakeney's  "How    an   Aeroplane    is  Built" 

(2nd  Edition),  5s.  4d. 

Dixie's  "Air  Navigation  for  Flight  Officers." 
Us. 

Saundby's  "Flying   Colours"   (Popular  Edi- 
tion), 15s.  6d.    Edit.on  de  Luxe,  £2  2». 

Barber's    "  The    Aeroplane    Speaks  "  (7th 

Edition),  9s. 
Barber's  "  Aerobatics,"  lis. 
Barber's  "Airy  Nothings,"  3s.  9d 
Aviation  Pocket  Book,  6s.  4d. 
Songs  of  the  Submarine,  2s.  3d. 
Ballads  of  the  Flying  Corps,  2s.  9d. 
The  Flying  Book  (1918  Edition),  5s  4d. 
Practical  Flying,  5s.  4d. 
"  The    £    S    D    of    Flying "  (Commercial 

Aviation  and  Its  Possibilities).    By  Captain 

Arthur  Swinton,  6s.  4d. 

Selwyn's  Metric  Conversion  Tables,  2s.  9d. 

"The   Revelations   o!    Roy,"   Air  Mechanic 
(With  Apologies  to  Artemas),  Is.  3d. 

"The  Aeroplane,"  Vols.  XIII  XIV,  XV,  Mi. 

net  each. 

"  The  Aeroplane,"  Vols  IX,  X,  XI,  XII,  Ufl 
net  each. 


KINDLY   MENTION    "  THE    AEROPLANE  "    WHEN  CORRESPONDING    WITH  ADVERTISERS. 


t  24,  igig 


The  Aeroplane 


..J  BRITISH  WRIGHT 

CO.,  LTD. 

Owners  of  the  British,  Italian  and  Belgian 
Patents  of  Wilbur  and   Orville   U  right. 

THE    ONLY    FIRM    IN    GREAT    BRITAIN   WHOSE  SOLE 
MANUFACTURE  KJ  AERONAUTICAL  INSTRUMENTS. 

Manufacturers  of 

OGILVIE  AIR  SPEED  INDICATORS,  for  Aeroplanes, 
Airships,  Kite  balloons  and  Air  Stations. 

BUBBLE  STATOSCOPES,  for  instantly  indicating  change 
in  dirtcticn  of  rise  or  fall,  used  on  all  Airships  in  His 
Majesty's  Service. 

DARWIN  AERO  TURN  INDICATORS,  for  flying  in  clouds 
and  fog.  This  instiument  was  the  subject  of  a  Secret 
Patent  by  Sir  Horace  Darwin  and  has  lately  been  used 
on  large  numbers  of  Government  machines  for  avoiding 
side  slipping,  turning  and  diving,  due  to  loss  of  horizon 
in  fog  and  clouds.  The  instruments  are  now  available 
for  commercial  aviation. 

RECORDING     MANOMETERS,    WIND    SPEED  RE- 
CORDERS, SPEED  OF  RISE  AND  FALL  INDICATORS, 
AND    CLOUD    DIRECTION  INDICATORS. 

THE 

BRITISH  WRIGHT  CO.,  LTD., 

33,  CHANCERY  LANE  W.C.2. 


OXY-ACETYLENE 

WELDING  &  CUTTINfi 

PLANT 

The  Latest  and  Beit  Type  of  Plant  for  this  Froceaa 

as  installe   by  the  leading  Aircraft,  Shipbuilding  and 
Engineering  Firm,  H.  M.  Dockyards,  its, 

BLOW  PIPES  AND  ALL  WELDING  ACCESMfEL 

ATOS  FLUXSS. 


Carbide.    Flaralfghts,  Handlamps. 

Petrol  and  Oil  Storage   Drums  of  any 
oapaoity.      Steel    Barrels,   Sheet  Metal 
Work   for  Alroraft,  eto. 

The  Acetylene  Corporation  Ltd, 

49,  VICTORIA  ST.,  WESTMINSTER. 


TkUgtams : 

"  WxuHUk,  Vic,  London. " 


Telephone  : 
Victoiu  4Mg, 


Contractors  to  H.M,  Government, 

Hors  Contours  Membre  du  Jury;    Brussels  International  Exh  bition,  1910. 
Orand  Prix  London,  iooB,  and  Buenos  Aires,  1010. 


On  "Lloyd's  Register." 


Telegrams  : 
JONAS, 

SHEFFIELD. 


N 

TRADE  MARKS 


Telephone : 
No.  .4660. 
Private  Branch 

Exchange. 


JONAS  &  GOLYER,  LTD. 

Manufacturers  of  Steel  of  every  description,  including 

HIGH  GRADE  NICKEL  STEEL  &  FORG1NGS 


for  Naval  and  General  Marine  Purposes. 


Special  Heat  Treated  Alloy  and  other  Steels 


for  Aircraft  and 
Automobile  Purposes 


S.S.G. 
3.G.W. 
G.P.S. 


IMPORTANT  SPECIALITIES  : 

A  SPECIAL  NICKEL  CHROME  GEAR  STEEL. 

FOR  AIR  OR  OIL  HARDENING.  When  treated  tb  s  steel  has  exceedingly  lough  properties  and  is 
specially  suitable  for  Gear  Wheels,  Connecting  Rods,  etc. 

A  NICKEL  CHROME  STEEL  IN  FOUR  GRADES. 

Eminently  suitable  and  strongly  recommended  for  Gears,  Crankshafts,  and  other  high'y  stressed  parts  and 
having  exceptional  machining  qualities.  Combines  unusually  heavy  shock-resisting  and  wearing  properties 
with  si'ent  running. 

A  HIGH  GRADE  ALLOY  CASE  HARDENING  STEEL. 

For  severely  strained  parts,  such  as  Gear  Wheels,  Gudgeon  Pins,  eic. 


SHEFFIELD, 


KINDLY    MENTION    "  THE    AEROPLANE  "     WHEN    CORRESPONDING    WITH  ADVERTISERS. 


iv 


The  Aeroplane 


September  24,.  i 


"NOVELLON"  DOPE 

AND   AEROPLANE  VARNISH. 

CELLULOSE  ACETATE  &  CHEMICALS 


BRITISH  CELLULOSE  &  CHEMICAL  MANF'G. 

COMPANY,  LIMITED. 

T&  %  c  vet  m  s 

"Cellulate.  London.''     8,    WATERLOO     PLACE,    S.W.I.       'Phone:  Regent  4045. 
Also  at  Spondon,  Derby;  and  May  bury  Gardens,  High  Road,  Willesden  Green,  NW.10. 

(Telephone:    Willesden  2380.) 


Telephone:^TY3ll^.  \^J>/  Telegrams :  "VAMDUARA.CEn\,L0riD0n" 

?     Contractors  to  H .  M.  Government.  & 

AerowjIt'cal  TAPES,  WEBS,  CORDS  &  TH  READS 

delivery  From  stock. 

JOHN   MACLENNAN  &  C9.  \ 

30.  NEWGATE     ST.,   LONDON,  E.C.I. 

 i  —  (  AND  AT  GLASGOW  ]  ,  ',  1 


EIM  I  OI(l  A  |,  Ol  l-'ILE.S.  1 7.i.  I'ICCA  1)1 1. 1,  V.  W.I. 

ADVERTISEMENT  OI  FICKS,  61,  CAREY  STREET,  W.C.2. 

Printnd  for  The  Abrom.ane  and  Genrral  Publishing  Co.,  Ltd.,    bv  Bonner  &  Co.,  The  Chinccry  Lane  Press,  Rolls  Passage 
L*o4»n  ;  and  Published  by  Im  Aeroplane  and  General    Puhmmitng  Company,  Ltd.,  at  Union  Bank  Chambers, 

it,  Carey  Straet,  London,  W.C. 


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